The Idea

What is a DronePort?

A dedicated autonomous cargo hub — designed not to replace existing infrastructure, but to add a rapid-response logistics tier that doesn't currently exist.

Redefining what an airport can do

Most airports are optimised for passenger aviation. A DronePort is a different concept: a facility specifically designed and designated for autonomous cargo operations, with dedicated infrastructure, airspace corridors, and ground handling systems built around unmanned aircraft.

A DronePort doesn't need to replace passenger operations. Prestwick already handles cargo aviation alongside commercial flights. The concept extends that capability into autonomous operations — a new tier of activity using existing runway infrastructure, with purpose-built autonomous aircraft management systems built alongside.

How autonomous cargo aircraft work

Modern autonomous cargo aircraft — like the Windracers ULTRA referenced in this concept — are fixed-wing aircraft that operate without a pilot on board. They are remotely monitored by a ground control team and follow pre-programmed flight paths.

Unlike consumer delivery drones, which operate over short distances with small payloads, autonomous cargo aircraft are designed for meaningful logistics missions: longer ranges, practical payloads, and the ability to operate in maritime environments where weather conditions are challenging.

The Windracers ULTRA, for example, carries approximately 100 kg of cargo over a range of around 1,000 km. It has been tested in real island logistics scenarios in the UK, including operations around Orkney.

What BVLOS means

BVLOS — Beyond Visual Line of Sight — refers to drone operations where the aircraft flies beyond the operator's direct visual range. For island logistics, BVLOS is essential: you cannot see Arran from Prestwick with the naked eye.

The UK Civil Aviation Authority is currently developing the BVLOS regulatory framework under the Airspace Modernisation Strategy. The framework does not yet exist in its final form, which is precisely why entering this conversation now — with a credible, evidence-led concept — positions Prestwick ahead of the policy curve.

Projects like CAA Project Xcelerate are already exploring how BVLOS corridors can be approved and managed safely. Prestwick DronePort would be a candidate for one of the first designated BVLOS commercial corridors in the UK.

The concept in practice

The Prestwick DronePort concept proposes the following operational model:

  • Prestwick Airport serves as the central hub, with a dedicated operations centre managing drone dispatch, monitoring, and recovery
  • Autonomous aircraft are loaded with cargo at Prestwick and despatched along pre-approved BVLOS corridors to island destinations
  • At each island destination, simple ground handling infrastructure receives the aircraft, unloads cargo, and facilitates return flight or onward routing
  • Ground control monitors all flights in real time; emergency procedures follow CAA-approved protocols
  • Operations scale with demand — starting with a handful of daily flights on the Arran route and expanding as demand and regulatory approvals develop

The Windracers ULTRA

Reference aircraft for the Prestwick DronePort concept.

~100 kgCargo payload
~1,000 kmRange
Fixed-wingAircraft type
MaritimeMission design

Windracers has conducted autonomous cargo trials around Orkney in partnership with the University of Southampton. The ULTRA is designed specifically for the type of island logistics mission proposed here.

Not a replacement. An addition.

The concept is explicitly complementary to existing ferry services.

  • Ferries carry passengers and bulk cargo — autonomous aircraft cannot
  • Drones offer speed and weather resilience — ferries offer volume and people
  • The two modes serve different parts of the logistics problem
  • Together they create a more resilient island supply chain
Key Questions

What this platform is exploring

Is the regulatory pathway viable?

Can BVLOS corridors be approved for commercial cargo operations between Prestwick and the west coast islands within a five-year timeframe?

Is there government appetite?

Would Scottish Government, Transport Scotland, and island authorities support a feasibility study and subsequent pilot programme?

Is Prestwick the right base?

Does Prestwick's combination of runway length, uncongested airspace, aerospace cluster, and government ownership make it the logical location?

What is the commercial model?

How do operational costs, cargo rates, and demand volumes combine to create a sustainable commercial case?

What do communities want?

Do island communities and councils see autonomous cargo as a useful addition — and would they engage with a pilot programme?

What infrastructure is needed?

What does ground handling infrastructure at island destinations actually require, and how complex is it to build?

The regulatory window is opening

The CAA's BVLOS framework development means the next 12–24 months are a critical window. Concepts that enter the conversation now will shape how the rules are written.

View the Roadmap →