On the banks of the Pearl River in Guangzhou, an oval-shaped unmanned aircraft rises with a sharp mechanical whirr, hovering steadily like a mini-helicopter. It is EHang’s latest pilotless flying taxi – a machine that once existed only in sci-fi films, now being tested in real-world skies.
Just an hour away in tech-forward Shenzhen, the future is arriving even faster. Food-delivery drones buzz through the skyline, weaving between high-rises as if they belong there. For tourists like Karolina Trzciańska from Poland, having bubble tea delivered from the clouds is more than a novelty.
“This is the first time I’m seeing something like this,” she laughed. “Super fun.”
This blend of high-tech convenience and curiosity is at the heart of China’s booming “low-altitude economy” — a sector that includes drones, electric air taxis (eVTOLs), flying cars and airborne logistics. Backed by enormous government support, the industry generated 506 billion yuan ($70 billion) in 2023. By 2035, experts forecast that number will skyrocket to 3.5 trillion yuan ($490 billion).
But for all its promise, China’s flight into the future is not without turbulence.
A province racing ahead — and a country racing against time
Guangdong province is the epicenter of this aerial revolution. It’s home to DJI, the world’s biggest commercial drone maker, and rising stars like EHang, Phoenix Wings and XPENG’s flying car project ARIDGE.
To accelerate innovation, Guangdong is expanding low-altitude tourism routes, building flight service stations, and offering incentives — including Shenzhen’s 15-million-yuan reward for companies earning passenger eVTOL certifications.
The push is already paying off. China’s aviation regulator has granted EHang permission to operate commercial passenger flights with its fully autonomous aircraft, capable of flying 130 kph for up to 30 km.
EHang vice president He Tianxing says the vision is clear: start with aerial sightseeing, expand to city routes, and eventually use mall rooftops, school buildings and park structures as flying terminals.
“It can’t just be a research product,” he says. “It must be a real service.”
Crashes, batteries and airspace — the clouds ahead
Yet even as the industry climbs, serious challenges remain.
Battery limits mean most eVTOLs can fly only 20-30 minutes at a time – a major hurdle for commercial operations. Airspace restrictions, heavily controlled by the military, further limit where flying taxis can operate.
And then there are accidents.
In September, two XPENG eVTOLs collided after a rehearsal flight, with one catching fire during landing. No one was injured, but another expo promptly canceled flying demonstrations, raising concerns about safety and reliability.
Still, XPENG is pushing ahead. The company has invested over $600 million in its futuristic “Land Aircraft Carrier” – a six-wheeled vehicle with a detachable flying module – and claims more than 7,000 global orders.
A trial sightseeing service in Dunhuang, along the ancient Silk Road, is scheduled to start next July.
High dreams, hard reality
China’s ambitions extend far beyond its borders. Despite being a drone powerhouse, domestic restrictions mean the most lucrative demand for low-altitude aircraft may lie overseas.
“If I introduce these applications to Southeast Asia,” says Frank Zhou of GBA Low Altitude Technology, “their demand could explode.”
Currently, less than one-third of China’s low-altitude airspace is accessible for general aviation. The number of usable aerodromes is just a tenth of that in the United States.
Beijing is working to open the skies – revising aviation laws, fast-tracking approvals and testing new airspace procedures in six provinces. But the road ahead is long.
A bright future on a bumpy path
Experts predict that by 2030, China will see the first meaningful commercialization of passenger-carrying eVTOLs – likely starting with tourism rather than city taxi services.
China may be a latecomer to flying cars, but it already leads in small drone tech and low-altitude innovation. Its advantage lies not just in engineering, but in its ability to mobilise universities, regulators and private companies toward a common goal.
Still, safety concerns, public acceptance and technological limits will determine how fast the future arrives.
“The future of the low-altitude economy is bright,” says Chen Wen-hua of Hong Kong Polytechnic University. “However, the road leading to that bright future might be treacherous.”
For now, China’s flying taxi revolution remains suspended between sky-high ambition and the realities of aviation – a bold takeoff that’s still searching for smooth skies.