The Heavy-Payload UAS House

Profile

The Heavy-Payload UAS House builds unmanned aircraft that carry weight and stay aloft where thin air and hard weather ground a lighter platform. The resupply line lifts 50 kg and 70 kg to positions a road cannot reach, and the firm has engineered airframes for payloads up to 200 kg. The ISR line runs from a 7 kg tactical quadcopter with 90 minutes of endurance to a VTOL that holds four hours and reaches 100 km, plus an eVTOL that keeps flying in GPS-denied and jammed conditions. Between them sit the systems a fielded force actually asks for: a foldable drone that lives in an armoured vehicle bay and launches without exposing the crew, a vehicle-mounted dock that lands, swaps and relaunches a drone autonomously, a tethered drone that watches a position for 12 hours on cable power, a drone-in-a-box that patrols a perimeter on an encrypted mesh, a recoil-stabilised armed-payload module, a submersible crawler for confined-space inspection, and a ground command layer that runs the whole fleet as one operation. The engineering is full-stack and in-house: airframes, powertrain, avionics, autonomy, EO/IR integration, and its own electronic speed controllers, power electronics, motor controllers, battery packs and battery-management systems.

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Positioning

This maker sits at the heavy and enduring end of unmanned aircraft, where payload and time on station are the whole point rather than a specification footnote. It has fielded more than 800 drones and engineered airframes for payloads up to 200 kg, and it holds 8 granted patents against more than 50 filings. The vertical integration is the differentiator that matters most: it builds its own electronic speed controllers, power electronics, motor controllers, battery packs and battery-management systems in-house, so the supply chain behind a fielded fleet does not run through a distant vendor's release schedule. That reach shows in the harder products, a vehicle-integrated drone trialled on a light-tank programme, an autonomous battery-swap dock integrated and tested on a main battle tank, and an armed-payload module put through high-altitude trials in snow, rather than in a wider brochure range.

Why through Unstrat

Heavy-lift and armed unmanned aircraft are exactly where a major-power supplier's export gates and end-use conditions bite hardest, and where a fielded programme cannot afford a foreign veto over spares or firmware. Through Unstrat, these platforms reach buyers from an independent, non-aligned source with the full stack built in-house, so sustainment stays under one accountable team rather than a foreign line. Capacity, lead times and identity are discussed directly, with the maker disclosed, once classification and the end-user-certificate chain are confirmed.

Portfolio in depth

The range divides into three jobs. Carrying: a 50 kg forward-resupply drone on a 120 kg airframe and a 70 kg heavy-lift drone on a 180 kg airframe, both flying resupply to positions a road cannot reach or a convoy should not risk, backed by an engineering track record on airframes for payloads up to 200 kg. Watching: a 7 kg tactical ISR quadcopter that launches from 3,000 m and holds 90 minutes; an extended-range VTOL that stays up four hours and reaches 100 km; a long-range eVTOL that keeps flying through basic jamming on IMU flight and in GPS-denied conditions on computer vision and AI navigation; a tethered drone that holds a position for 12 hours on cable power with its video on optical fibre; and a drone-in-a-box station whose quadcopter patrols a perimeter on an AES-encrypted mesh and swaps its own battery. Fielded specials: a foldable drone that lives in an armoured vehicle bay and re-docks without crew exposure, a vehicle-mounted dock that lands, swaps and relaunches a drone autonomously and sustains more than 2.5 hours of continuous mission across swap cycles, a recoil-stabilised armed-payload module for a standard heavy UAV, and a submersible inspection crawler for bunker ducts, ship and submarine compartments and flooded infrastructure. A ground-based fleet command suite plans missions, aggregates telemetry, allocates tasks and deconflicts flight paths across all of it as a plug-and-play module that needs no change to the airframe.

How an engagement runs

The first conversation fixes the job before the airframe: how much weight has to move and how far, or how long a sensor has to stay over a position, and in what altitude and weather. Endurance falls with altitude on any heavy-payload aircraft, which is why the extended-range VTOL is published with two figures, a 240-minute sea-level number and a 150-minute figure at 1,500 m, so a mountain task can be planned on the one that matches the height it flies at. The stack is built in-house, from the airframe down to the battery-management system, so the electronics and the autonomy are the maker's own rather than a component sourced from a third party. The fleet command suite is a plug-and-play module that fits any drone with no modification to the airframe, so a mixed fleet runs from one ground layer rather than one screen per aircraft, and in-region sustainment runs through one accountable channel. Armed and heavy-lift capability carries obligations, so those products are represented only once classification and the end-user-certificate chain are confirmed, with the maker's identity disclosed.

What buyers weigh

Heavy and enduring unmanned aircraft fail buyers in a few predictable ways, and the questions follow from them. First, whether the payload and endurance figures hold at the altitude and in the weather the task actually runs in, because a lift number quoted at sea level is not the number a mountain resupply gets, which is why the extended-range VTOL carries a published figure at 1,500 m alongside its sea-level one. Second, who owns the stack: a fleet whose speed controllers, power electronics and battery-management systems come from a distant vendor is a fleet that can be grounded by a spares decision made elsewhere, whereas in-house vertical integration keeps that decision at home. Third, whether the harder claims are tested or aspirational, which is why the vehicle-integrated drone, the tank-mounted dock and the high-altitude armed-payload trials matter as evidence rather than marketing. Fourth, political exposure: heavy-lift and armed platforms are the categories where a major-power supplier's export conditions and diplomatic weather bite first, and an independent, non-aligned source removes that variable from a programme a force will depend on.

Why route it through Unstrat

Unstrat is the authorised global representative and distributor for the capabilities on this page. Each one is already in service with a track record behind it, so what reaches you has done the job elsewhere. You are not the test bed for a fresh startup.

A UAE representative sits between you and the maker