Professional UAV autopilots: who makes them and how to choose

An autopilot is the computer that flies an unmanned aircraft. It reads sensors such as GPS, gyros and air data. It then moves the motors or control surfaces to follow a flight plan. A good one also decides what to do when something fails, like a lost link or a dead sensor.

The choice matters more than most buyers expect. The autopilot sets how safe your aircraft is, what approvals you can ask for, and which parts you can bolt on later. We list 19 makers in our UAV autopilots section. This guide shows what to check and how they compare.

What to check

1. Aircraft type and weight. A multirotor, a fixed wing, a VTOL and a helicopter all fly differently. Some makers sell one product for all of them. Others sell by weight class.
2. Redundancy. Small drones often fly with one autopilot. Large aircraft and crewed eVTOL projects may need two or three that cross-check each other. Ask what happens when one unit fails.
3. Certification. Many makers say they design to standards such as DO-178C for software and DO-254 for hardware. Designing to a standard is not the same as being approved. Ask what approval the product has now.
4. Payload and ground control. Check the ground station software, the data link and the ports for cameras and sensors. Ask if you can write your own control laws or apps.
5. Open source support. PX4 and ArduPilot are common firmware options. They give you a large community and easy switching between hardware.
6. Export rules and sourcing. These can decide a purchase before any flight test.

Rules that affect the choice

In Europe, operations above the open category fall under the specific category. The operator runs a risk assessment called SORA, which gives a level from SAIL I to VI. EASA material says low risk operations at SAIL I and II do not need a type certificate. Higher levels bring design verification or certification, so the autopilot you pick can limit the work you can do.

In the United States, Section 848 of the FY2020 NDAA bars federal purchases of drones that use flight controllers made in a covered foreign country. The law first named China. Government buyers often ask for NDAA compliance, so some makers list it as a selling point.

Export control is a separate question. Reform moved many UAV items from the ITAR to the EAR, but some flight control items can still fall under the ITAR. Get a formal classification for the exact product before you ship it across a border.

How the makers compare

The table uses only what each maker says about itself. It is not a ranking, and it does not test the products.

Matching the maker to the job

If you need certification work for a large UAV or an eVTOL, start with the makers that list redundant systems and standards, such as Embention and MicroPilot. Ask each for evidence of approvals, not only design intent.

If you build small drones and want open firmware, look at 3D Robotics, Arkin Labs, Sierra Aerospace and Holybro. These sell hardware that runs PX4 or ArduPilot, so you can switch later with less work.

If you want one stack that includes onboard compute, cloud tools and fleet software, compare Auterion and ModalAI. If you fly heavier aircraft and want the autopilot, ground station and airframe from one company, look at UAVOS and A-techSYN. Teams with custom avionics needs can talk to Allocortech.

For target drones and swarm flying, UAV Navigation is the one to call first. Lockheed Martin Kestrel and Collins Piccolo are small, integrated autopilots from large defense suppliers. If you want AI compute on the same board as the autopilot, compare Airvolute, Sky-Drones and ARK Electronics. CubePilot and CUAV make Pixhawk style controllers and sensors that run PX4 or ArduPilot. US government buyers should check the NDAA claims of each maker, and anyone buying from CUAV should read its usage policy first.

Questions to ask before you buy

• Which aircraft types and weights has the autopilot flown on?
• What is the failure behavior if a sensor, link or processor drops out?
• Which approvals does the product hold today, and which are still in progress?
• Where is the hardware made, and does the supply chain meet your buyer's rules?
• Can you test on the bench with hardware-in-the-loop tools before first flight?

Sources: Section 848 text (Wifcon), EASA specific category, Kelley Drye on export control reform.