500 kg of cargo. No runway.
Fuel-powered tandem-rotor VTOL aircraft for regional logistics
飞盒航空科技 builds heavy-lift cargo aircraft for the load that sits between a delivery drone and a cargo plane — 200 to 500 kg, a few hundred kilometres, landing on a twenty-metre square of flat ground. The second-generation airframe first flew in May 2026.
We fly them commercially as well as build them, from a CAAC-filed base at Zhongshan Fusha and a head office in Bao’an District, Shenzhen.
Agriculture
Spraying where a tractor cannot reach, and produce off mountain terraces on the way back.
Emergency response
Supplies over ground that has just become impassable. Suppression canisters that burst above a fire front — demonstrated.
Industrial & mining
Parts into sites where the road in is long, unpaved and shared with everything else on the project.
Island supply
Cold chain and daily goods that should not be waiting on a ferry timetable.
Time-critical freight
Short-haul corridors where the cargo is worth more than the flight.
The 200–500 kg gap
Battery drones stop at around 200 kg and rarely clear 100 km before the packs need swapping, and they do worse the higher you go. A six-seat general aviation aircraft will take 1,700 kg, but it wants 800 metres of runway and an airport to keep it at.
Between those two is a band almost nobody mass-produces for. Two hundred to five hundred kilograms, a few hundred kilometres, off a patch of flat ground.
That band is the entire company.
Above
General aviation and cargo aircraft
1,700–23,000 kg
Needs 800–2,400 m of runway
FBH Series
Fuel-powered tandem-rotor VTOL
200–1,000 kg
No runway
Below
Battery delivery drones
Up to 200 kg
No runway, rarely past 100 km
One airframe, four sizes
FBH-300 PRO went commercial in 2018 on an aviation engine. The second generation moved to an automotive engine and first flew in May 2026. The line runs 80, 300, 500 and 1,000 kg; the standard 300 and 500 kg models do most of the work.
Cold-chain modules, industrial lifting platforms and emergency configurations all sit on the same airframe. Around it we build the ground side too — vertiports, refuelling, and a cloud dispatch layer that plans the route and files it. An aircraft with nowhere to land is a demonstration.
A runway, a dock and 75 square kilometres of airspace
Most companies in this industry have an aircraft and nowhere to fly it from. Our base at Zhongshan Fusha is filed with the CAAC General Airport Information Management System and already runs a 400-metre runway, a 3,000-tonne dock and about 8,000 m² of hangar. Manufacturing runs from a 10,000 m² facility on the same site.
Phase II takes the runway to 800 metres and adds four approved cross-delta flight routes.
400 m
runway today
800 m
Phase II runway
75 km²
usable airspace
420 mu
industrial park
Fuel first, hydrogen later
We are not building a battery aircraft. Energy density is the whole problem at this payload, and a pack heavy enough to fly 500 km is a pack too heavy to carry anything. So the propulsion path starts with fuels that already work and moves as each step earns it: gasoline today, diesel from 2028 for the long logistics and fire legs, then a hydrogen blend and eventually pure hydrogen.
It is a narrower company than it could be, on purpose.
Specifications come with a phone call
We do not put the full sheet on the website. Payload, endurance and configuration all move depending on what you are flying and where, so the useful conversation starts with the route rather than the brochure. Tell us the weight, the distance and how often, and someone from the team calls you back.
