Three example configurations, all on the same airframe. They are a starting point, not the limit. Anything the interface can carry, the aircraft can fly.
Asset inspection means flying the same corridor repeatedly, close to structures, and coming home with imagery someone can act on. The camera nosecone carries the optics, and swapping to a different sensor between flights does not touch the airframe or the flight controller tune.
Contact with a structure is a live risk on every one of these flights. When it happens, the arm takes the damage and gets reprinted. The aircraft is not written off, and the rest of the inspection window is not lost.
The Tejo began as a payload-drop testbed for a paraglider recovery system, so carrying something and letting go of it at the right moment is the original problem it was built to solve. The servo dropper turns the payload bay into a release mechanism without adding a bolt-on underslung rig.
The airframe carries 2 kg, the heaviest load we have flown it with. Because the bay is a module rather than a fixed feature, the same aircraft goes back to inspection work the next morning.
Search work rewards endurance and time on station over speed. The 7-inch format was tuned for long range, and with the payload bay empty the aircraft trades carrying capacity for the flight time a grid pattern actually needs.
Search is also where the platform is heading next. Electronics volume was reserved for onboard compute from the first design pass, so the aircraft that flies a grid manually today is the one that flies it autonomously later.
The arm you stock fits every aircraft you own, and the module you buy next year fits the one you bought last year.
Most payloads are a mount, not a redesign. Tell us the hardware and the environment and we will scope it.
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