Design your part into a US-built aircraft.

What the aircraft accept

Specifications for the Spector and Ranger are design targets until flight testing is complete. The accessory prices on the pricing page show what the aircraft ship with today; a partner part would sit in that list under its own name.

How a part talks to the software

EnCor Command, the command software, does not care what brand a sensor is. It sees the aircraft through a small program on a companion computer, which speaks MAVLink to an ArduPilot or PX4 autopilot, sends telemetry once a second, executes eleven commands, and pushes video as short segments over an ordinary outbound connection, so it works behind a carrier network with nothing exposed. A camera that produces a standard video stream appears in the software with configuration alone. A new sensor's readings, a gas detector's for example, need a small addition to the aircraft-side program and to the telemetry record before the software shows them; that is the work we do with a partner. The written contract for all of this is shared with hardware partners by arrangement. It was verified on a simulated fleet on 2026-09-04; real-aircraft integration is the next thing to prove, and a partner part can be part of that proof.

What an NDAA-compliant part needs

• A written origin statement. That the part is not made or assembled by a covered foreign entity and contains no covered subcomponents, with the bill of materials behind it. There is no certificate; this statement is the whole standard. EnCor gives buyers one written component-origin statement for the aircraft, and your part becomes a line in it.
• The rules that name components. Section 848 of the 2020 National Defense Authorization Act and the American Security Drone Act name flight controllers, radios and data transmission, cameras and gimbals, ground controllers, network hardware, storage, and software; since December 22, 2025, federal money cannot buy or operate covered ones. The FCC's covered-list definition from the same date adds navigation, sensors, batteries and battery management, and motors: new foreign-produced ones cannot be authorized at all.
• Domestic content, as a number. Since January 26, 2026, a part that qualifies as a domestic end product under the Buy American Act, 65 percent US content through 2028 and 75 percent from 2029, is exempt from the FCC covered list through January 1, 2027. Documenting the percentage is now worth as much as the part.
• The parts in shortest supply. Motors, batteries, and speed controllers. The defense rule never named them, reporting in November 2025 found them still mostly Chinese even on cleared aircraft, and the FCC now counts batteries and motors as critical components. A US or allied source with paperwork is exactly what a compliant airframe maker is short of.
• Field replacement. EnCor aircraft are meant to be fixed by the people who fly them: about a three-minute arm swap on the Corvin, printable spares. A part that can be swapped in the field by a customer with a hex key fits; a part that needs a factory return does not.

What to send

1. A data sheet: dimensions, mass, power, connector, data output.
2. Where it is made, and where its major subcomponents are made.
3. Your written origin statement, or a sentence saying you can provide one. A Blue UAS listing is welcome and not required.
4. Unit price at the volumes a small maker actually buys, and lead time.
5. A sample, if you can spare one. We fly parts before we talk about them.

Use the proposal form. A person reads it. If it fits, the next step is a sample on a Corvin in Tulsa.

Questions partners ask

Do you publish a mechanical or electrical interface?

Not as a public document. The Corvin is a 5-inch class airframe with detachable arms and a conversion kit for a full-sized arm and motor assembly, so most payloads attach after the fact rather than through a proprietary bay. Send the part's dimensions, mass, power draw, and data output and we will tell you how it mounts and what it talks to.

What flight stack do the aircraft use?

EnCor Command talks to the aircraft through a small program on a companion computer that speaks MAVLink to an ArduPilot or PX4 autopilot. A part that works with that ecosystem works with ours. A different autopilot can be supported by implementing six vehicle methods against its own SDK.

Does my part need to be NDAA-compliant?

Yes, if it controls, senses, stores, transmits, or powers anything: the rules name flight controllers, radios and data links, cameras and gimbals, ground controllers, navigation, storage, software, and since December 2025 batteries and motors. Compliant means not made or assembled by a covered foreign entity and containing no covered subcomponents, stated by you in writing. There is no certificate; the written origin statement and the bill of materials behind it are what count.

What about Blue UAS?

Optional. Blue UAS is a Department of Defense cleared list, a separate program with its own assessment. It opens defense buyers and, until January 1, 2027, an FCC exemption. EnCor does not hold a listing and does not require one of a part. The explainer on how parts get onto it is linked below.

Which parts matter most right now?

Motors, batteries, and speed controllers. The older defense rule never named them, reporting in late 2025 found them still mostly sourced from China even on cleared aircraft, and the FCC now counts batteries and motors as critical components that cannot be authorized if foreign-produced. A documented US or allied source for those is scarce. Cameras, radios, and flight controllers must be compliant too, and there are more makers of them.

Do you pay for parts up front, or sell on consignment?

Commercial terms are agreed per partner and are not published. The first step is a fit conversation, not a purchase order.

Can I list EnCor as a customer or platform?

Only once something ships on an EnCor aircraft, and with written agreement. We do not name partners before that either.