The HD500 carries 500 kg of cargo at 400 km/h across 700 km — to offshore platforms, vessels and forward positions that lie beyond road access and beyond economical helicopter reach.
Moving half a tonne to a platform, a vessel or a forward position is served today by three options — and each of them fails it in a different way.
Liquid fuel carries far more usable energy per kilogram than the best lithium cells. No battery aircraft in this weight-and-range class can carry 500 kg the distances the mission demands.
They can lift the weight, but the sector faces a severe and worsening pilot shortage — while remaining the incumbent for the great majority of offshore platform transport.
Boats move weight cheaply, but slowly and on scheduled sailings. When a failed part is holding up production, the next vessel is not an answer.
Remove the pilot, replace the battery with a turboshaft, and fly past the boat. The middle mile becomes economic at helicopter flexibility and fixed-wing speed — 500 kg, 400 km/h, 700 km.
The HD500 is a compound helicopter — a single main rotor with wing-mounted side-pushing propellers. It takes off vertically like a helicopter and cruises like an aeroplane.
Full vertical take-off and landing from unprepared ground, ship decks and platforms. No runway, no launch equipment, no recovery crew.
Side-pushing propellers unload the main rotor in forward flight, letting the HD500 cruise at speeds a conventional helicopter cannot reach.
Turboshaft power delivers 700 km of range with a full load, and refuels in minutes wherever fuel exists — an energy density batteries cannot match.
Vertical departure, low-level maritime transit at 400 km/h, run in to the platform. Live nose-camera simulation.
The HD500 is built first for the two sectors where the middle mile costs the most: energy operations at sea, and defence logistics across water and land.
Scheduled resupply, emergency parts and crew equipment to platforms and wind assets — delivered without a crewed helicopter, and without waiting for a weather window a pilot can accept.
Precision delivery to vessels and naval assets under way, in sea states that ground crewed rotary operations. Also search and rescue, maritime security and fisheries protection.
Underslung and internal delivery to forward positions — ammunition, water, medical — with no pilot exposed and no convoy on the road.
Removing the crew does not just cut cost. It changes what you can attempt, how fast you can attempt it, and who you have to put at risk to do it.
A critical spare delivered in hours instead of days keeps a platform producing. No charter to arrange, no crew rotation to schedule, no waiting for the next sailing, the aircraft goes when the job appears.
The most exposed seat in offshore and forward logistics is the one in the aircraft. In heavy weather, at night, or over contested ground, the HD500 flies the sortie and your team stay where they are safe.
Launch from a coastal base or a deck and transit at 400 km/h. Survival equipment on scene, or sensors over a search box, while crewed assets are still waking up.
Cargo this morning, ammunition in the afternoon and maritime sensors tomorrow. An interchangeable payload capability lets one airframe answer a resupply run, a search pattern or a surveillance task as the weather turns or the picture changes.
Customers buy delivered cargo, not aircraft. HeavyD operates the fleet — so there is no capital purchase, no fleet to maintain, and no aircraft on the balance sheet.
Removing the capital purchase means the service sits in operational budgets, where logistics spend already lives.
HeavyD holds the aircraft, the ground crews and the operating approvals. The customer specifies the mission and takes delivery.
Demand rises and falls with campaigns, weather and operations. A service model flexes with it; an owned fleet does not.