AutoFlight introduces aircraft dubbed the world’s largest flying car

• AutoFlight tests an aircraft billed as the world’s largest flying car.
• Marks China’s desire for eVTOL aircraft under commercial rules.

China’s push into low-altitude aviation is starting to move from concept, with larger electric aircraft aimed at cargo and passenger use. A recent flight test by Shanghai-based AutoFlight shows how quickly domestic firms are trying to scale electric vertical take-off and landing aircraft, or eVTOLs, while regulators build a framework to manage what Beijing calls the “low-altitude economy”.

According to reporting by the SCMPAutoFlight has introduced a five-tonne class eVTOL aircraft named Matrix, which the company says is the largest of its type to complete a public flight demonstration. The aircraft was tested in Kunshan, near Shanghai. At roughly 20 metres in wingspan and measuring 17.1 metres long, Matrix is designed in two versions: one for passenger travel and another for heavy cargo.

Most eVTOL aircraft under development globally fall in the 1.5- to 3-tonne range and typically carry four to six passengers. Matrix is built to transport up to 10 people, marking a change toward aircraft that resemble small regional taxis. The design suggests Chinese manufacturers are exploring how aerial mobility could serve both logistics networks and future commuter routes.

Building rules for low-altitude flight

AutoFlight is part of a cluster of Chinese firms racing to define commercial eVTOL use. SCMP notes that competitors include Ehang, Xpeng’s flying car arm Aridge, and Geely-backed Aerofugia. Their progress is tied closely to policy planning.

Earlier this month, ten Chinese government departments released joint guidelines to standardise aircraft design, infrastructure, air traffic management, safety oversight, and operational use. The plan calls for basic standards by 2027 and more than 300 formal standards by 2030, signalling a structured attempt to regulate aircraft that operate below traditional commercial airspace.

The regulatory path is central to whether these aircraft leave the testing field. Commercial eVTOL operations in China require three approvals: a Type Certificate confirming design safety, a Production Certificate for manufacturing, and an Airworthiness Certificate for each aircraft. AutoFlight is already taking future passenger orders while certification continues.

Cargo flights shape early commercial use

The company’s current commercial focus is cargo. Its earlier CarryAll aircraft, a two-tonne autonomous logistics platform, has secured all three certificates in China. SCMP reports that this makes it the only tonne-class eVTOL globally with full regulatory approval. CarryAll recently completed what AutoFlight describes as the first cross-city cargo run for a one-tonne eVTOL, flying blueberry juice and parcels in a 160km route in Anhui province in about one hour.

Xie Jia, AutoFlight’s senior vice-president, told SCMP that passenger aircraft already account for most of its order pipeline despite pending certification. “The truly massive growth will occur when the commercialisation of passenger aircraft begins,” Xie said.

AutoFlight’s expansion is supported by Contemporary Amperex Technology (CATL), the world’s largest electric vehicle battery maker, which holds a reported 38% stake. Battery performance is one of the limiting factors in eVTOL design, affecting range, payload, and turnaround time. Direct collaboration with a large battery supplier gives aircraft developers tighter control over energy density and system integration, both essential for scaling beyond demonstration flights.

From prototype to passenger service

Industry analysts see the next two years as a transition period. Research firm CCID Consulting estimates that China could see its first passenger-carrying flying car services by 2026, with seven manufacturers expected to begin deliveries before the end of that year, according to figures cited by SCMP. Whether that timeline holds depends on certification progress, airspace management, and how cities adapt infrastructure to support vertical operations.

AutoFlight is also looking beyond China. Xie argues that cargo demand may be stronger in regions where transport infrastructure is less developed. “For cargo transport, demand is greater overseas because many countries have less-developed infrastructure,” he said, pointing to island and mountainous regions as early candidates for adoption. The company has identified Northeast Asia, Southeast Asia, and the Middle East as priority markets.

Cost remains a important question. Xie suggested that, over time, aerial transport could reach pricing similar to ride-hailing services, though he added that adoption is still several years away. The near-term opportunity appears to lie in logistics, where faster delivery times may justify higher operating costs.

China’s eVTOL push shows how industrial policy, battery supply chains, and aviation regulation are converging around a new class of aircraft. While commercial passenger flights are not yet routine, cargo operations and certification milestones indicate that low-altitude aviation is in early deployment.

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