"One kilogram of hydrogen produces 32 kilowatt-hours of electricity, while one kilogram of lithium battery only produces 0.3 kilowatt-hours — a difference of 100 times," said Zhang Xin, founder of Huaxi Aviation. "This isn't something engineering optimization can fix; it's determined by physical properties."
The gap in energy density directly dictates flight range and refueling efficiency. A pure electric aircraft can fly for half an hour but needs an hour to charge, meaning it spends more time on the ground than in the air.
In Zhang's view, the economics of pure electric eVTOL are difficult to justify, and the ultimate power source for the low-altitude economy points to hydrogen.
However, he isn't rushing to get there all at once. Zhang stated that Huaxi's power pathway is divided into three steps: first, validate the technology platform with pure electric power; second, validate the hybrid architecture with aviation kerosene; and finally, advance the hydrogen power platform.
At the 2026 International Low-Altitude Economy Expo on July 22, this 20-person team, spun out of Tsinghua University's Spray Combustion and Propulsion Laboratory, showcased the first step — an amphibious single-seat aircraft named WorthyAero R1, making its global debut.
In a subsequent media briefing, Zhang systematically elaborated on Huaxi's products, technology, and business logic, with key points as follows:
First product focuses on "low-barrier flight"
The first product, the R1, is a 115 kg amphibious single-seat aircraft. The company claims it can fly for up to approximately 25 minutes under specific test conditions. The bottom features an anti-roll boat-like design with pontoons, aiming for amphibious takeoff and landing capabilities. The flight control system is largely fully automated — CEO Zhang Xin stated that it could even take off and land with just a sandbag on board, with no pilot. While it falls under the CCAR-91 ultra-light category, theoretically exempt from airworthiness certification and special licenses, he was quick to add a note of caution: "Aviation is heavily regulated worldwide. Whether it can actually fly depends on the policies of each country and region."
A small aircraft to generate cash flow, a large aircraft as the real killer feature
The R1 is actually a stepping stone. Zhang calls it a "cash flow product" and a "1:4 scale validation prototype" for the future large aircraft. Their true ambition is the S5 large aircraft, expected to fly next year — a 2.5-tonne class aircraft, capable of carrying 5 people, with a payload of 500 kg and a range of over 1,000 km. The roadmap is clear: first, launch a kerosene-powered cargo version to validate the process, then advance to a hydrogen-powered passenger version.
Why commit to hybrid and hydrogen? Because pure electric simply doesn't add up financially
Zhang calculates it clearly: the main cost of an aircraft is depreciation and maintenance, with energy consumption accounting for only 20%. Pure electric aircraft charge slowly and may only fly for 5,000 hours over their entire lifecycle. However, a hybrid can fly for 15,000 hours — the denominator is three times larger, making the cost per kilometer directly overwhelming for pure electric. Additionally, batteries reach their limit after 1,000 to 1,500 cycles, and replacing a 200 kWh battery pack costs about 1 to 2 million RMB. To make flying affordable for the average person, pure electric is currently not viable.
Hydrogen refueling stations too expensive? Aviation scenarios can actually have a "disruptive advantage"
Hydrogen-powered vehicles haven't taken off because they require nationwide stations. But aircraft operate on fixed routes, using the same logic as hydrogen-powered heavy trucks. There's no need to build extensive infrastructure everywhere; just a small hydrogen production station costing 100,000 to 200,000 RMB at the takeoff and landing points is sufficient.
As for hydrogen safety, which most concerns investors, in aviation scenarios, because hydrogen is extremely light, even if it leaks, it will escape upwards at a speed of 20 meters per second. As long as it's not in a confined space, it won't cause an explosion.
The killer application is "crossing mountains, rivers, lakes, and seas"
Don't think this is far from us. COO Qin Jiao gave a compelling example: from Altay Airport to Kanas Scenic Area, a car journey through winding mountain roads takes over 6 hours in winter when snow blocks the roads. But flying there in the aircraft takes only 20 minutes. This kind of highly painful point-to-point route is a perfect breeding ground for the low-altitude economy to take off first.
Pricing benchmarked against foreign competitors, positioning benchmarked against Porsche
A comparable foreign product, the Jetson One, sells for $148,000. Huaxi aims to price the fully enclosed cockpit R1 at under $120,000. The current prototype has undergone over 500 hours of testing, including bench, ground, tethered, and flight tests, with pre-orders expected to open in the second half of 2026. Interestingly, when asked if he wanted to be the Xiaomi or BYD of aviation, Zhang confidently replied, "Porsche."
Two different commercialization strategies for domestic and international markets
Domestically, the focus is on B2B, selling to cultural tourism groups and parks for experience flights. They have already received around 40 to 50 letters of intent in places like Hainan and Guangzhou. Internationally, beyond B2B business, due to a rich aviation consumer culture, they can also sell directly to consumers (B2C) as a flight experience product for flying enthusiasts. Overseas customers have already placed around 20 orders in the form of letters of intent.
Hardcore team
Although the team has only 20 people, 85% are in R&D. The core members all come from top domestic aerospace universities and "national team" institutions, with an average engineering experience of over 10 years. Zhang himself studied helicopter engineering and has experience in Tsinghua's Spray Combustion and Propulsion Laboratory, making them one of the few domestic teams capable of simultaneously developing aircraft and engines. They have already completed their seed round and are currently raising their Angel round.
Facing off against giants like Joby in the US, leveraging "late-mover advantages"
As a latecomer, Huaxi finds it quite comfortable. Not only do they not need to pioneer the minefield of airworthiness regulations, but they can also directly leverage the highly mature aviation and new energy vehicle supply chains in the Yangtze River Delta. At this stage, there is no real competition. The key is to run the business model together and expand the ecosystem.
The full Q&A follows:
Part 1: The Technology Route Debate
Q1: Could you first introduce Huaxi Aviation's team background, the core product on display, and future product plans?
Qin Jiao (COO of Huaxi Aviation): Our company is called "Huaxi Aviation." The team was spun off from Tsinghua University's Spray Combustion and Propulsion Laboratory. The team currently has about 20 people, 85% of whom are in R&D. The technical core all come from top domestic aerospace universities and have "national team" backgrounds, with over 10 years of engineering experience. The product on display is our first product — the R1 single-seat ultra-light amphibious aircraft. In the future, we will also launch a large 2.5-tonne class aircraft, adopting a "hydrogen turbine + full tilt" configuration, expected to fly next year.
Zhang Xin (Founder and CEO of Huaxi Aviation): Aircraft development cycles are extremely long. Our core strategy is to "validate the large system with small products." The R1 single-seat aircraft will be used for personal flight, cultural tourism experiences, short-distance shuttles (similar to news reports of drones carrying people), and emergency rescue. We will use this to fully validate the flight control architecture, power system, production supply chain, and operations. It is also a 1:4 scale validation platform for our future large aircraft. In terms of extreme flight data, the current single-seat aircraft has about 25 minutes, while the future large aircraft will have about 4 hours.
Our future large product, of the 2.5-tonne class, can carry 1 pilot plus 4 passengers, with a payload of 500 kg, and is designed for long endurance with a range of over 1,000 km. In terms of power iteration, we are divided into two steps: first, we will launch a cargo version using aviation kerosene hybrid (to validate the hybrid architecture), and then gradually iterate to the ultimate hydrogen-powered passenger version.
Q2: Many companies are currently developing pure electric eVTOLs. Why is Huaxi not choosing the pure electric route, but instead betting on hydrogen hybrid? Is hydrogen power technology mature yet?
Zhang Xin: The core reasons for not choosing pure electric are twofold:
First, the cost of battery replacement is too high. Low energy density and short range are natural disadvantages. Battery life is short, typically reaching its end after 1,000 to 1,500 cycles. Aircraft engine life can reach 5,000 to 6,000 hours, creating a 5 to 6 times difference. As a power system, battery replacement during major overhauls will be a huge cost.
Second, charging efficiency is extremely low. Operational aircraft need high-frequency, continuous operation. Car batteries are typically 60-100 kWh, while aircraft need 200-300 kWh. A pure electric aircraft flying for half an hour may need to charge on the ground for half an hour to an hour and a half. This is more suitable for short-distance, low-frequency flights. To achieve high-frequency continuous operation, aircraft must "roll quickly, fly far, and cover a large radius." Therefore, hybrid power (combining traditional aviation engines with electric drive systems) can better justify the "economic model."
As for hydrogen power technology, it is not far away and is gradually transitioning from technical validation to the commercial stage. For example, Boeing and Airbus have hydrogen aircraft projects. The US benchmark company Joby completed a hydrogen fuel cell plus electric drive flight validation two years ago. Germany's H2fly has also completed relevant tests. Domestically, the Zhuzhou 608 Research Institute (AECC Hunan Aviation Powerplant Research Institute) collaborated with Shanhe Star Aviation to build a 7+ tonne hydrogen-powered validation aircraft. The underlying technology foundation is already very solid.
Q3: The single-seat amphibious aircraft on display has unique design features for water takeoff and landing. Is the operational threshold high?
Zhang Xin: The biggest pain point for water landing is "rolling." We have designed the bottom with an inward curve, very similar to a boat hull, and it is fully watertight. The tail design is similar to a shark fin, which can generate a restoring force to maintain neutral stability in the water even without floats. We have added floats on both sides, requiring very little force to stabilize the fuselage and prevent capsizing. In terms of operational threshold, the system currently achieves full autonomous flight (supporting remote operation), requiring almost no manual intervention. Even if the cockpit is empty, replacing a person with a sandbag for weight is the same. As long as it's within visual range, it can automatically fly to the water surface, land, and take off again.
Part 2: The "Economic Model" of the Low-Altitude Economy
Q4: This year is called the first year of commercialization for the low-altitude economy. What do you think is the core factor determining the feasibility of commercialization? Can you break down the "economic model" of the aircraft in detail?
Zhang Xin: Commercialization landing is divided into three steps: technical feasibility, passing airworthiness certification, and achieving a commercial economic closed loop. The first two steps are the baseline. The core factor that ultimately determines commercialization is the third step — economics. The low-altitude economy cannot just be a toy for the rich; it must be affordable for the common people.
We can draw an analogy to automobiles, breaking costs into three parts:
Fixed costs (purchase price, crew, etc.): If you buy a car for 400,000 RMB and drive it only 1 km, the cost per km is 400,000 RMB. If you drive it 400,000 km, the cost per km is 1 RMB.
Maintenance costs (battery/engine replacement, routine maintenance, etc.).
Actual operating costs (fuel/electricity/hydrogen, parking fees, etc.).
In reality, energy consumption may account for only about 20% of total costs. The bulk of the cost is fixed cost allocation and maintenance costs. The biggest difference between hybrid and pure electric is "who spends more time in the air." If an aircraft can fly for 15,000 hours before scrapping, the fixed cost allocation is extremely low. But a pure electric aircraft, due to long charging times, might only be able to fly for 5,000 hours.
Looking at maintenance costs, current batteries cost about 10,000 RMB per kWh [Editor's note: referring to aviation-grade high-energy-density batteries]. A battery pack for an aircraft using 200 to 300 kWh of electricity would cost about 2 million RMB. After 1,000 cycles, battery performance degrades significantly or fails, and replacement costs are extremely high. Traditional fuel engines have high residual value, and some can even be reused. Hybrid aircraft with long endurance can significantly reduce overall costs.
Q5: Hydrogen-powered cars are still difficult to promote. Why do you think hydrogen can be promoted in aircraft? In long-tail scenarios like mountains, rivers, lakes, and seas, will hydrogen refueling infrastructure become an obstacle?
Zhang Xin: This is the biggest difference between the aviation industry and the automotive industry. The initial operation of aircraft will definitely be based on "fixed routes, fixed infrastructure, and controllable areas." This is very similar to the "point-to-point" operation of hydrogen-powered heavy trucks. Aircraft don't need to fly everywhere like family cars, nor do they need to wait for the entire country to be filled with hydrogen refueling stations.
In terms of infrastructure, the price of industrial by-product hydrogen is already very low, and in the future, more green hydrogen will be used. Currently, the construction cost of a small hydrogen production station (e.g., 0.25 Nm³/h capacity) is only about 100,000 to 200,000 RMB. In its early stages, Huaxi will not rely on public hydrogen refueling stations. Instead, it will adopt "fixed bases, fixed routes, and centralized hydrogen supply." We will operate from a limited number of takeoff and landing points daily, with concentrated and predictable hydrogen demand. We can produce hydrogen on-site (using lake water/purified seawater), similar to building charging stations. This can significantly spread out construction costs and concentrate safety management within a controllable area.
Q6: Are there any pilot cities or regions currently? Where do you plan to land? Will you consider scenarios like cross-city flights?
Zhang Xin: Mainly in central and western regions, especially places with many mountain roads, long detours by road, no railways, and no civil airports. As for cross-river routes like Shenzhen to Zhuhai or Guangzhou to Shenzhen, while a ticket price of one or two thousand RMB might be considered expensive, it's still cheaper than a helicopter. We will definitely push forward cooperation with the government for such scenarios. Just like when 3G, 4G, and 5G first came out, no one knew what they could be used for. With new technology comes new products, which will then give rise to more application scenarios.
Qin Jiao: Let me add a scenario. People think "mountains, rivers, lakes, and seas" are remote, but they are actually right around us. For example, the route from Altay Airport to Kanas Scenic Area crosses mountains. It currently takes over 6 hours by car, and in winter, heavy snow blocks the roads. But if you use an aircraft, it takes only 20 minutes. Currently, many local governments in China are very interested in trial operations. It's not scenarios we lack, but the right aircraft that can actually fly.
Part 3: Market Expansion, Competitive Landscape, and Supply Chain
Q7: What is the product positioning and pricing logic?
Zhang Xin: If we compare it to car companies, we follow the "Porsche logic" (high-end, high premium).
Domestically, we focus on B2B business (cultural tourism groups, parks, etc.). Overseas, we focus more on B2C individual users. The Fortune report shows that there are 60 million people globally with net assets over $1 million. If we only capture one-thousandth of them (60,000 people), the output value would be quite considerable. The benchmark company, Jetson One, sells its product for $148,000. Our product offers better value for money, with a safer fully enclosed design, and is expected to sell for under $120,000.
Additionally, in terms of industrial integration, it's unrealistic to make random changes to an aircraft after it's developed. If there are joint venture brands and some market openness, our development will be more targeted, driven by demand.
Q8: What is the current status of overseas orders? Is expanding overseas a core strategic consideration for the company?
Zhang Xin: Currently, overseas orders are around 20, mainly from cultural tourism clients in Canada and Russia. Many African clients also came to the expo today, and they have interesting explorations of scenarios. We are also communicating with clients in Europe and Africa. This product is expected to open for pre-orders in the second half of 2026, with deliveries in 2027.
Expanding overseas is indeed a strategic consideration. The company's first principle is to make money. The single-seat aircraft serves both as a technology validation platform and an early cash flow product. Last year, I visited the UK, Poland, and Germany. The flight culture is prevalent in Europe. Consumers have a strong desire to operate things and are willing to pay for flight. Just like the online joke that "the reason the overseas population is small is because of this," this actually reflects their strong willingness to try new things and explore.
Of course, our aircraft is designed to be sufficiently safe. This not only provides rich scenario feedback but also can generate good cash flow in the short term.
Q9: What is the current partnership status between Huaxi and JD.com?
Zhang Xin: We are jointly exploring logistics and cultural tourism travel with JD.com. As Adam Smith said, consumption is the sole purpose of production. The biggest markets in the transportation field are always logistics and mobility. The current cooperation area is mainly with JD Auto, with potential future expansion into automotive logistics, cultural tourism travel, passenger flight, and off-road activities.
We have already signed letters of intent with cultural tourism groups and departments in Hainan, Guangzhou, and other places. The total number of letters of intent for the single-seat aircraft is around 40 to 50.
Q10: Facing competition from domestic and international eVTOL companies (like Joby), what are the advantages of Huaxi as a "late-mover" company? Will the full-tilt configuration slow down commercialization?
Zhang Xin: The biggest advantage of being a latecomer is "reference and inheritance."
The pioneers have already paved the way based on this tonnage. We can directly reuse the supply chains they have cultivated. Leveraging China's most complete range of industrial categories, we can develop products faster and with better quality. At this stage, the industry is far from a red ocean. No one has yet figured out the business model. So it's a time of "weak competition, strong cooperation." We all work together to shorten the goal that originally required 15 years to 5 years. Mutual prosperity is the best state.
The full-tilt configuration will not slow down the commercialization pace. On the contrary, because benchmark companies like Joby have paved the way for airworthiness regulations, we have practical, proven experience to reference. This will actually speed up the process. Our core barrier lies in the independent R&D of the power system, airframe structure, rotor design, and flight control algorithms. Our configuration design (such as tail decoupling) has advantages over Joby, resulting in a lighter and more fuel-efficient airframe.
Q11: What is the regional layout of the team for R&D, manufacturing, and test flights? Are you reusing the Yangtze River Delta's COMAC or automotive supply chains?
Zhang Xin: Currently, the assembly plant is in Daxing, Beijing. In the future, we will move test flights and production to the Yangtze River Delta. This is because almost our entire supply chain is in the Yangtze River Delta: airframe auxiliary materials in Changzhou and Wuxi; power motors in Shanghai; rotors in Nanjing and Wuhu; cable networks in the Yangtze River Delta as well.
We have indeed leveraged the COMAC supply chain, as well as companies in the automotive supply chain around Shanghai. There is a very strong reuse relationship in the supply chain.
If airspace conditions in the Yangtze River Delta are not suitable, test flights will move westwards.
Part 4: Entrepreneurial Opportunity and Capital Trends
Q12: Why did Mr. Zhang decide to leave Tsinghua and start his own business?
Zhang Xin: Between 2023 and 2024, I came into contact with vertical takeoff and landing aircraft through a project in the Tsinghua lab. The low-altitude economy wasn't so hot at the time, but I formed three recognitions: first, the market is about to enter a boom period; second, the shift from two-dimensional to three-dimensional transportation is an irreversible trend; third, this highly aligns with my helicopter specialty (focusing on rotor dynamics) and my experience in fixed-wing aircraft development. With market demand, technical capability, and a fitting career background, I decided to start the company in 2024.
Q13: What is the progress of the company's new financing round? What is the biggest surprise Huaxi can bring to investors when communicating with them?
Zhang Xin: Our last round was a seed round. We started the Angel round financing in April of this year. Investors are most concerned about "business closed loop" and "hydrogen safety." Regarding safety, hydrogen is actually safer than people perceive. Because it is extremely light, if it leaks, it will rapidly escape upwards at a speed of 20 meters per second. As long as it's not in a confined environment, it's very difficult to cause an explosion; it will only produce a flame. Toyota once did an experiment where they shot a hydrogen tank with a gun. It didn't explode; the hydrogen just escaped quickly.
Huaxi's advantages are: 1. A strong engineering culture. 2. Relying on Tsinghua University's Spray Combustion and Propulsion Laboratory, we are likely one of the very few domestic companies capable of simultaneously developing aircraft and engines. 3. Very clear product definition and commercial vision.
Qin Jiao: The funds from this round will be mainly used for the iterative production of the R1 and the R&D testing of the large aircraft. It is worth mentioning that the R1 weighs less than 115 kg and has a top speed of less than 100 km/h. It meets the CCAR 91 ultra-light aircraft definition, so it does not require airworthiness certification procedures, and the pilot does not need a special license (Note: in China, it is heavily regulated and depends on local policies; overseas, it is relatively more tolerant and open).
Q14: The industry expects that it will take some time for large-scale passenger flight operations. How long is that roughly? What are the overseas after-sales service plans?
Zhang Xin: It's really not far away. The benchmark company Joby has entered the fourth stage (out of five stages) of FAA airworthiness certification in the US. If they complete certification and begin operations within the next year or two, the global market will experience explosive growth.
As a follower, China will learn from their operational and airworthiness standards, adapting them to the domestic environment. It is expected to lag by only about two to three years.
As for overseas after-sales service, we are already connecting with early projects and channels. When the business develops to the point where landing operations are needed, the necessary points will be established and the required personnel will be in place.
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