 So I work at the Australian Institute of Marine Science, where our marine science agency is based in Townsville, Queensland. And on the screen now you can see we have three sites, so Perth, Darwin and Townsville, and the tracks that you can see refer to where our main areas of operations are, which is off the coast with our main research vessels. So we deploy our drones off our research vessels to support our marine scientists in understanding the impacts and pressures on the Great Barrier Reef and other marine parks around tropical Australia. So I lead the engineering team for technology development, and we're in the process of collaborating to deploy a layered observation framework. So that encompasses drones, but there's actually a lot more to it, which makes a job a little bit a little bit tougher in that we can't just consider drones independently. We have a small operations team. We have to comply with a variety of regulators such as CASA, AMSA for Inwater, and also Marine Park Authority. So it doesn't make sense for us to adopt one framework just to reflect CASA regulations. We have to make sure we're scalable across all the different domains. So I've got on the screen here just to give you an example of some of the technologies we are exploring to deploy from our research vessels or land sites around Australia. We have to try and cover a huge range of areas, remote harsh areas all the way up to Cape York across to Ningaloo Reef, Darwin, Gulf of Carpentaria, it's a huge ground to cover. So we're working with Boeing, for example, to look at that fixed winged, scanty of drones, deploying those at different sites across Australia from routine marine observations, as well as multi copters, variety of multi copters. So your standard commercial DJI Phantom series drones, as well as Matrice series or Inspire too. It's a variety of different scientific payloads on there, but typically imagery, hyperspectral or red, green, blue traditional imagery for communications as well as scientific research. Drones under the water, so we're looking at remotely operated vehicles that we can throw over the side of one of our tenders where we generally have divers in the water to do underwater surveys. We've now got crocs in areas that they usually wouldn't have been in WHNS standards, so continually to get more stringent. So we have to make sure we've got things in place so we can put a drone in the water instead of a diver and not compromise our scientific routine data sets. So we've got the ROVs as well as moving into autonomous underwater vehicles. And they come in with all sorts of different requirements in the future we think for licensing, but CASA's definitely got the lead for that, so we're trying to adopt similar standards across the underwater and air domains. I've also got a couple of pictures there of, we're looking at automated surface vessels too, which again have different safety issues for deploying in our area of operation, particularly shipping channels. And other things that we tow behind our own boats, such as in the bottom right-hand corner there, you'll see that's one of our tow video systems, they come in with their own safety issues that we have to consider. So as I mentioned just before, we're adopting a layered approach for regulatory compliance. Generally just focusing on the principle, so the whole point of having a regulator there is to make sure that we're safe for both people, equipment and the environment. So we're focused on managing risk in everything we do and streamlining our overheads both within our own team, our own agency, but also for our regulators. So as our unmanned fleet continues to grow, we have to make sure that it's scalable and we can maintain the overheads, as I'm sure you guys are all aware, there's a lot of paperwork overheads of setting up licenses and making sure that we're consistent internally to the requirements of those licenses, but we're making sure that as much as possible we're consistent across the air, sea and subsurface domains. So three main facets there, you've got to make sure that our operators are competent and authorised. So on our licensing, so we've got an unmanned aerial vehicle, a UAV operations license with CASA, and specifically under there, we've got some constraints. So we make sure that we have an induction process for our pilots, for our drones. They have to have a standard remote, they operate in our past license. We generally go up to 25 kilograms in our fleet for our licensing. Internally, we're a little bit more stringent in that we have to land on moving vessels, which has its own complications for drones. So you can't just say go home because home's no longer home and it will be hovering over the ocean. So we've got to make sure our pilots are aware of that and when things go wrong, you have to think a little bit outside of the box and you normally would if you were operating drones on a fixed land site. So we make sure our pilots go through an induction program and they have a number of hours that they have to log, it's 10 hours for a standard major ship deployment. And then we track our hours accordingly into the future. All of our activities have to be pre-planned and approved internally by our chief pilot or chief drone cell. So with that, we've got standard operating procedures, mission planning requirements. So if it's waypoint-driven, then we've got different keep-out zones we have to look at, for example, around the ship, particularly with a ship, a ship has to know what's going on or for operating in, that's for example, the Ames Cape Cleveland site. It's in a PRD zone, so we have to notify if they are the Asian regiment, if we're flying, so we don't hit a shin-up by accident or vice versa. So we have to make sure that activities are approved and authorized in advance. Likewise, from the engineering cell, we're really worried about people's safety, but also want our equipment to come back intact. So we always make sure our hardware and configurations tract of each of our different drones. And just making sure it's certified is correct and operational, so we can guarantee as much as we can that the performance of the drone will be in, well, at least consistent with what we think it's going to do. And things go wrong, weather gets in the way. But if we've got all our checks and balances in place, and we haven't lost a drone today, so we're sure it'll happen in the future, but we're doing everything we can to make sure that it won't happen. We've also got the different regulators, so Casper is always the most stringent, and Anser is catching up, and I believe as autonomous surface vessels become more common, or if you have a look at the hobbyist space at the moment going underwater with OpenRV and a few of those other initiatives, so they'll catch up pretty quick. And so if we're ahead of the curve, we can both implement some of these standards and requirements, as well as making sure we comply with them instead of having to redo all of our paperwork again when they come in place. Interesting is the Great Barrier Reef, we have to have a separate permit for operation, so Ames is a certified, not certified, we've got a status as a research organisation, which means we can fly drones for research up to five kilos, I believe it is, without a special permit. However, as we go bigger than that, which we are in the future, or even now we're testing drones in that space, we need to make sure that we get permits to fly in the appropriate marine park zones, that's equivalent at Ningaloo, Browth Island, a few of those other places, or traditional owners too. We've got to make sure that we comply with all their requirements and make sure we get permits in advance before we commence drone operations. So there's a whole lot of things to think of there, if we adopt a delayed approach, which we're trying to do, we can streamline it as best that we can for our team and also our collaborators. Other things for flying at sea to consider with mission planning is generally we don't have as accurate weather forecasts out at sea. Ames does have a whole series of in-situ weather stations where we stream live data back to base, but the ships typically don't stay right beside the weather stations, so things change in the field and we have to have procedures in place to determine what's our what's our threshold for taking off an aircraft and making sure we don't fly in a potentially unsafe configuration with that, so we have a chief pilot on board and they'll make the call as to whether we can operate or not. In really rough oceans there's also an issue because we're trying to land on a ship, so we do have a platform that the drones land on, but it is quite a task to try and get that drone to land accurately on that platform and with our smaller vessels that we do hop in a tender sometimes and go close to a, particularly with a multi-copter, short-range multi-copter, you go close to where you want to get your aerial footage from and we have to make sure that we can safely land that multi-copter back on the vessel in close proximity of the pilot. So actually launching from a tender and recovery is quite an art sometimes and from our major ships we've got interference problems, there's a lot of things you have to try and consider when you're operating in the marine domain. Offshore communications is another one, so if we're doing a fixed wing aircraft's deployment such as the Scan Eagle product, we've got to make sure that we can actually get proper seat to command and control signals back to base and have redundant backalls there, so something goes wrong, we can maintain CASA certification, not certification, CASA compliance and make sure we're safe for both the vehicle and other aircraft operating in that area. So we do that through contingency plans and planning in advance and making sure that we're able or we enable the chief operator on board to be able to make a decision to make sure that we comply and we're operating safely within the vehicle's limits. So we also make sure we get redundancy as best we can, so spare drones on board or spare parts and making sure our payloads which are generally quite expensive are robust enough to handle a dip if we have to in the water but we haven't had to do that today. My final slide, I just wanted to show that there's a stage process here, so drones get expensive and the pilots get expensive, so at AIMS we're quite fortunate we have a controlled zone here, we do our technology development testing at different technology readiness levels before we go out at sea, so if you have a look here we'll go out further out to the ocean to our Davies Reef site when we've got a pilot technology being tested or if we're going more operational transitions so before we hand over to our operational scientific fleet we'll go out to Merman and Reef which is more remote and more reflective of how our research vessels operate but the whole trick is we're trying to make sure we do things safely, we don't compromise our equipment, we don't compromise our regulators and we can operate at sea now and into the future and move up with technology as it gets used to evolve.