The introduction of uncrewed air systems into the military is transforming operational methods, from precision strikes to long-endurance intelligence gathering missions. The ongoing development of drone capabilities and their proven reliability has prompted the US Marine Corps, the UK’s Royal Navy, and the Royal Marines to incorporate them into front-line logistics.
The age of relying on Vertical Replenishment (VERTREP) by helicopter for delivering critical supplies at sea or in the field is evolving, with Malloy Aeronautics and BAE Systems leading the way with their T-150, recently declared ready for deployment.
But the origins of the T-150 and its producer, Malloy Aeronautics, stem from a rather unusual beginning, as Neil Appleton, CEO for the company, explains: “In 2009 Chris Malloy invented the world’s first hover bike.
“In 2012, the idea caught the attention of the US Department of Defense as a potential way to move troops. At the time, this was especially risky in Afghanistan and Iraq, where there were either no clear roads or the threat of IEDs. The idea of moving people and supplies without contact with the ground was becoming a real necessity for the military.
“Malloy was founded in 2013, supporting the US and UK militaries, developing the hover bike concept, exploring its potential as a platform capable of carrying a full-sized person.
“At the same time, we started scaling down the platform, which saw us shift from a petrol hover bike to an all-electric vehicle that can carry the same kind of payload as a human, but doesn’t have a seat, which means you can use it for cargo.
“As a company, we’d receive a request asking if we could shrink the platform down to something like the T-50. So, from 2013 to 2018, we had UK and US contacts asking if we could make the system smaller and carry around 50lbs, or if we could make it bigger to carry 80lbs, or even 150lbs like with the T-150, but still ensure it would fit in a box that two people can lift.”
Customers were focused on increasing the payload capacity of the UAS while keeping the footprint size unchanged. BAE Systems, which would eventually acquire Malloy, began working with the drone developer on a T-600 and T-650 in 2021.
MEETING REQUIREMENTS
The drone’s development pathway is a clear indicator of how Malloy’s product has been shaped by ongoing dialogue with their customers. A close relationship has helped them identify the practical aspects of the UAS’s footprint, usability and performance, which they can determine based on the specific type of transportable platform they require. Appleton says, “By 2021, we had all settled on the T-150B, which was our second production model. But the design wasn’t frozen. With UAS technology, you get rapid spirals, almost quarterly, of changes to the design based on customer feedback. It’s evolved several times, but it’s still the T-150, and has kept pace with the changes within this sector.”
Echoing Appleton’s comment is James O’Neill, assistant chief technology officer at Malloy, who can explain the developmental process for the T-150B in more detail.
“We never decided it would be a large-scale project. We’ve thrived on developing something we can put into our customers’ hands, then refining the product through conversations with them.
“We’ve now got a mature product, the T-150, that can enter service, and we can work with our customers on how they are employing it within the new UK regulatory framework.”
TECHNICAL DEVELOPMENTS
Regarding the development of the T-150 for the military, including any challenges faced and requests made by the service, O’Neill says, “We are an all-electric product, so the main competitor will always be platforms that fly using heavy fuels like petrol, diesel, kerosene, and so on.
“For us, we continually monitor the battery technology sector to see what advancements we can leverage for our platforms. Another important aspect is communication, particularly in the military environment. It may well involve operating in a contested electromagnetic spectrum, so with the T-150, we have integrated hardened radios and anti-jam antenna systems, which further mature an already viable product. Once established, we can begin testing and deploying the system.
“We need it to be resilient to jamming, capable of flying to a specific location, and able to operate at much longer distances. We need the battery to enable that, and we also must maintain the secure communications. We’re managing to develop these improvements ourselves. Still, we are also seeking out the wider market to find suppliers with the best relevant subsystems and components that we can integrate into our builds.”
Appleton says, “When Malloy was in its early days, they had to rely on whatever components they could acquire, and many of the electrical drivetrain parts were sourced from the automotive sector and in many cases were heavy. We have now experienced this evolution and gradual development where such technology has become smaller and lighter, meaning it can ascend into the air much more easily, thus increasing the useful payload that can be supported.”
Both Appleton and O’Neill believe the constant development of battery technology, along with the evolution of core technologies such as speed controllers, flight controllers, and avionics equipment is enhancing the performance and reducing the size of the UAS footprint. Both agree that these products are maturing in development and are far more reliable.
MULTIPLE ROLES
Having developed the T-150 and with the UAS now in operational service with the USMC and the Royal Navy, the future development of such systems seems limitless. What is the military asking from manufacturers in the sector, and where is it heading?
O’Neill says, “There are roles for such platforms that five years ago people couldn’t even imagine. There are intelligence-gathering platforms, there are one-way delivery platforms, but we thrive and benefit from being multi-role.
“We position ourselves as a logistics platform capable of serving as the army’s last-mile resupply, or enabling ship-to-ship or ship-to-shore resupply for the Navy. Being a heavy-lift platform allows us to address some niche use cases as well.
“We recently completed a trial with BAE Systems and our partner in the US to integrate the Advanced Precision Kill Weapons System (APKWS) precision-guided munition onto the UAS. We have also integrated and trialed torpedoes onto the T-600 demonstrator platform.
“Even we haven’t considered all the different ways the T-150 can be used. We are currently working with customers to develop operational concepts they haven’t yet thought of,” Appleton adds.
“Customers want to go further, carry more, and maintain the same footprint. I see the T-150 as a logistics vehicle, but the last thing we want is to create a massive logistics chain for the platform itself. An all-electric platform eliminates the complex support network required for a forward operating location. Our challenge is to monitor and track developments in battery technology and find ways to reduce weight in the platform itself.”
Focusing on the logistics involved in operating the T-150 and the relative ease with which a supply point can be established, whether in the field or on the deck of a ship, O’Neill describes how simple it is to set up the system.
“The T-150 features a foldable arm design, enabling the aircraft to be compact for transport. It also allows us to package everything needed into a ruggedized transport case, which fits into the back of a 4×4 commonly used by the military on deployments, he says.
“Two people can unload the box, unpack and extend the T-150’s arms, clip on the skids, insert a battery, and be ready to operate in under five minutes.
“They then turn on the radio and ground control equipment, which is the initialization process. Afterward, they can choose to set up an automated flight mode or fly manually,” Appleton adds.
“It’s been a core design principle from the start to make the T-150 as straightforward to use as possible. Of course, we could add more features, but that would increase the cost. Customers then face the dilemma of whether to risk using them. The more complex a UAS is, the more difficult it becomes to operate and set up.
The T-150’s battery packs can be swapped and charged quickly, enabling constant availability and “carousel logistics” as Appleton terms it.
Malloy’s approach is proving successful in the sector, having operated purely as a research and development business from 2012 to 2021 with low-rate production. In the last three years, it has transitioned into a fully-fledged R&D, production and engineering support company, growing from an initial staff of 30 to now 150.
Much like the company that’s developing it, the T-150 and Malloy have become important players in the UAS market by sticking to their goals and avoiding fleeting market trends. There’s little doubt that alongside the success of the T-150 in the military sector the product has lots of potential in the commercial sector too. The UAS is already being used out at sea on oil rigs and wind farms, to transport critical service equipment in hard-to-reach locations. The possibilities continue to grow.
