Video Q&A: New Drone Tech, Explained by a Top Expert

Global Aviation Round-Up from Aircraft Value Intelligence (AVN)

Editor’s Note: This week, John Persinos conducted a video interview with James McDanolds, Director of Uncrewed Technology Programs at the Sonoran Desert Institute. James oversees education and workforce development for the rapidly evolving unmanned aircraft sector.

The following article is a transcript edited for clarity and concision. John’s questions are in bold. To watch the full video Q&A, click here.

Investors are pouring capital into autonomous aviation, advanced air mobility (AAM), and AI-enabled flight systems, but many business models remain unproven. From your vantage point, James, which UAS market segments appear most likely to deliver sustainable returns over the next few years, and which ones may be attracting more enthusiasm than economic reality?

I would point to the more established applications, the ones people already recognize as long-term staples. Those are the areas where drones are already being used as essential tools, especially for critical infrastructure inspection.

That includes oil and gas, transmission lines, substations, roadways, and bridges. In these industries, drones improve safety while providing fast access to critical information. If companies can’t quickly assess the condition of an asset or determine what maintenance is needed, the costs can be enormous, particularly in the energy and infrastructure sectors.

One segment that’s somewhere in the middle is drone delivery. It’s been around for about a decade, but it’s now gaining real traction as the technology matures and practical use cases become clearer.

People often think of delivery in metropolitan areas, but rural applications may be even more compelling. Imagine a blizzard that leaves roads impassable for hours or even days. Do you delay urgently needed medications, or do you send them by drone? Those are the kinds of real-world applications that are driving adoption.

As for advanced air mobility, it’s still in its infancy. Companies like Joby are making tremendous progress, and it’s impressive how far that technology has come after years of development. But for now, AAM remains an early-stage, niche market.

AI is increasingly finding its way into mission planning, detect-and-avoid systems, predictive maintenance, and autonomous decision-making. Where do you believe artificial intelligence genuinely improves safety and operational efficiency, and where should human judgment remain firmly in the loop?

I think the key is implementing AI in stages. We’re still in the early phases of AI adoption, especially in aviation.

People sometimes forget that commercial aviation has relied on automation for decades through autopilot systems. But autopilot doesn’t handle every phase of flight. It handles the portions that have been thoroughly tested and proven reliable after tens or even hundreds of thousands of flight hours.

We should apply that same philosophy to AI in uncrewed aircraft systems. It’s still aviation. Even if no one is physically aboard the aircraft, operators still have a responsibility to protect people and property on the ground. That means there’s always an elevated level of risk, and human oversight remains essential.

The industry often talks about a shortage of qualified drone professionals. Based on your experience building training programs, what skills are employers struggling to find today, and how should educational institutions adapt their curricula to prepare graduates for increasingly autonomous flight operations?

There are really two groups entering the industry. One consists of people starting their first career in drones. The other includes experienced professionals who are incorporating drones into careers they already have. Both groups can benefit from better training.

One misconception is that earning a Part 107 certificate is enough to land a job. It’s an important baseline, but it’s only a starting point. Part 107 doesn’t require a practical flight examination, and employers know that.

They’re going to ask, “Can you demonstrate real flight skills? How would you handle this situation? Can you operate safely under real-world conditions?”

In many industries, though, flying the drone is only part of the job. The real value comes from collecting data and turning that information into actionable decisions for the business or client.

As commercial aviation and military aviation both accelerate investment in autonomous systems, how do you see the relationship evolving between traditional crewed aircraft and uncrewed platforms? Are we moving toward true integration, or will these remain largely separate ecosystems for the foreseeable future?

That’s a great question, and it’s difficult to answer because none of us can predict the future.

In the near term, once Part 108 is fully implemented and we begin seeing fleets of uncrewed aircraft operating alongside traditional aviation in increasingly congested airspace, we’ll still need to maintain clear separation between crewed and uncrewed operations.

Over time, however, as those operations expand, it’s hard to imagine the two systems remaining completely separate. They’ll inevitably become more integrated.

Looking ahead five to 10 years, which technological breakthrough or regulatory milestone do you believe will most dramatically reshape the economics of commercial UAS operations? In other words, what development should airline executives, aircraft financiers, appraisers, aerospace engineers, and aviation technology investors be watching most closely today?

From an investor’s perspective, I’d pay close attention to companies that are already operating under beyond visual line of sight waivers, especially those conducting multi-UAS operations or operating across multiple locations in the United States.

Those organizations already have a turnkey foundation because they’re preparing for Part 108 today. The FAA is using operational data from those companies to help shape the Part 108 rulemaking process.

Part 108 will be the major unlock for large-scale commercial revenue. Today, you may need one operator for every aircraft. Eventually, one operator could oversee many aircraft simultaneously.

Companies that are already succeeding under the waiver system will likely have a significant first-mover advantage once Part 108 takes effect. They’re positioned to scale quickly while many competitors are still trying to catch up.

Thanks for your time.

John Persinos is the editor-in-chief of Aircraft Value Intelligence.

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