With our current infrastructure, we can produce up to 50 aircrafts per year. However, we are constantly growing, and the final output will depend on the number of joint ventures and subsidiaries we stablish over time. These will strengthen our production in our main plant, increasing both capacity and workload. Our mid-to long -term goal is to reach a yearly production of 300 aircrafts.

Delivery rimes vary depending on the destination.

Our manufacturing time takes approximately 4 months, with an added month required for shipping to any country in the American continent. Our aerial vehicle fits (assembled at 90%) in any standard 40 ft container, allowing it for easy transport.

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The Flyox I is a dual-use product, which means it requires export authorization from both the country of origin and import permits from the destination country.

An export license, issued by the Ministry of Economy and Competitiveness, is mandatory for goods subject to qualitative or quantitative restrictions in their country of origin.

As per the double-use nature, the authorities in the exporting country must be informed of the end user and the intended purpose of the RPA.

Prices vary significantly depending on the accessories installed and specific applications, as well as who supplies and installs said equipment.

As the Flyox is a fully customizable RPA designed to meet each client’s operational needs, we work on a turnkey project basis. We ask our clients for the intended use and required functionalities, and from there, we tailor the Flyox I accordingly.

Periodic inspections are required every 150 flight hours or 1 year, 300 flight hours, 2000 flight hours and every 5 years.

The local representative or joint venture partner should be responsible for conducting these inspections. Protocols are currently in development to certify authorised vendors to perform maintenance.

Hourly rate for the Flyox I (non-government fuel price including amortisation) (Prices in euros)

Line-of-sight flight range: up to 120 km. beyond visual line-of-sight is possible via repeaters or a satellite link.

Pre-programmed autonomous flight is also possible. Three programmable flight modes can be set in advance, each with specific conditions that must be defined prior to take-off.

Both options are possible, it can refill from a deposit on land or a quick scoop on the sea.

-Like most firefighting seaplanes, it can skim the surface at 80 knots and collect water using hydrodynamic pressure in around 15 seconds.

-It can also refill its deposit on land using high-pressure pumps.

Yes, it features a self-diagnostic system that checks each bard individually.

It includes its own warning system that monitors multiple flight or engine parameters displayed as coloured squares on the control station’s monitors:

Green: OK

Yellow: Warning

Red: Emergency (immediate action required)

When an alert is triggered, it is accompanied by a series of beeps. Each beep and colour combination corresponds to a specific error, which must be looked for in the user’s manual. The manual contains the most common errors and their solutions. All repairs must be conducted only by authorized mechanics.

Basic infrastructure as in any aerial operator: pilot(s), depending on the fleet size, and mechanic(s) or a maintenance centre. Additional mission specialists may be required, such as camera operators, etc. The aircraft can be stored in private hangars.

There are three units undergoing testing. Sales have been closed, but no official deliveries have taken place.

The range is measured in flight hours rather than kilometres, as it depends on the payload and cruising speed.

In a surveillance configuration, equipped with maximum fuel, it can reach up to 60 flying hours, with a payload capacity of 2050 kg.

Under this configuration, it can cover up to 1700 nautical miles.

It is piloted from a ground control station, which can be deployed anywhere.

The station is designed like a real cockpit, with full instrumentation and four integrated screens.

The entire setup is adapted to fit inside a standard commercial van.

If the pilot already holds an IFR+ME licence (including water operations), the type rating for this model would require 4 to 6 weeks of training (including 40 hours on the simulator and 8 to 10 hours of flight time).

Training is certified by Singular Aircraft’s own Training Organisation (TRTO), which is currently under development. Certification will be granted in compliance with the aforementioned requirements.

It operates on all types of surfaces: paved, unpaved, freshwater, and saltwater.

Wherever the client determines. They are typically installed in a van so they can be moved to the optimal location for full control of the aircraft.

Our aircraft cannot take off at 6,000 or 7,000 metres — this is its service ceiling, and operations at that altitude would fall outside standard safety parameters. If take-off at extreme altitudes were required, we could develop a special kit designed specifically for high-altitude launches. However, it is worth noting that even in the Andes, while the highest peak is 6,962 metres (Aconcagua), the plateau regions generally range between 3,000 and 4,000 metres. For example, Plaza de Mulas, the base camp of Aconcagua, sits at 4,300 metres — one of the most extreme operational altitudes we encounter. For comparison, the Everest base camp is at around 5,300 metres.