AutoFlight’s five-tonne Matrix bets on heavy payloads and regional range to prove the case for electric flight
Updated
February 10, 2026 12:56 PM
A multiroter flying through a blue sky. PHOTO: UNSPLASH
The nascent industry of electric vertical takeoff and landing (eVTOL) aircraft has long been defined by a specific set of limitations: small payloads, short distances and a primary focus on urban air taxis. AutoFlight, a Chinese aviation startup, recently moved to shift that narrative by unveiling "Matrix," a five-tonne aircraft that represents a significant leap in scale for electric aviation.
In a demonstration at the company’s flight test center, the Matrix completed a full transition flight—the technically demanding process of switching from vertical lift-off to forward wing-born flight and back to a vertical landing. While small-scale drones and four-seat prototypes have become increasingly common, this marks the first time an electric aircraft of this mass has successfully executed the maneuver.
The sheer scale of the Matrix places it in a different category than the "flying cars" currently being tested for hops over city traffic. With a maximum takeoff weight of 5,700 kilograms (roughly 12,500 pounds), the aircraft has the footprint of a traditional regional turboprop, boasting a 20-meter wingspan. Its size allows for configurations that the industry has previously struggled to accommodate, including a ten-seat business class cabin or a cargo hold capable of carrying 1,500 kilograms of freight.
This increased capacity is more than just a feat of engineering; it is a direct attempt to solve the financial hurdles that have plagued the sector, specifically addressing the skepticism industry analysts have often expressed regarding the economic viability of smaller eVTOLs. These critics frequently cite the high cost of operation relative to the low passenger count as a barrier to entry.
AutoFlight’s founder and CEO, Tian Yu, suggested the Matrix is a direct response to those concerns. “Matrix is not just a rising star in the aviation industry, but also an ambitious disruptor,” Yu stated. “It will eliminate the industry perception that eVTOL = short-haul, low payload and reshape the rules of eVTOL routes. Through economies of scale, it significantly reduces transportation costs per seat-kilometer and per ton-kilometer, thus revolutionizing costs and driving profitability.”
To achieve this, the aircraft utilizes a "lift and cruise" configuration. In simple terms, this means the plane uses one set of dedicated rotors to lift it off the ground like a helicopter, but once it reaches a certain speed, it uses a separate propeller to fly forward like a traditional airplane, allowing the wings to provide the lift. This design is paired with a distinctive "triplane" layout—three layers of wings—and a six-arm structure to keep the massive frame stable.
These features allow the Matrix to serve a variety of roles. For the "low-altitude economy" being promoted by Chinese regulators, the startup is offering a pure electric model with a 250-kilometer range for regional hops, alongside a hybrid-electric version capable of traveling 1,500 kilometers. The latter version, equipped with a forward-opening door to fit standard air freight containers, targets a logistics sector still heavily reliant on carbon-intensive trucking.
However, the road to commercial flight remains a steep one. Despite the successful flight demonstration, AutoFlight faces the same formidable headwinds as its competitors, such as a complex global regulatory landscape and the rigorous demands of airworthiness certification. While the Matrix validates the company's high-power propulsion, moving from a test-center demonstration to a commercial fleet will require years of safety data.
Nevertheless, the debut of the Matrix signals a maturation of the startup’s ambitions. Having previously developed smaller models for autonomous logistics and urban mobility, AutoFlight is now betting that the future of electric flight isn't just in avoiding gridlock, but in hauling the weight of regional commerce. Whether the infrastructure and regulators are ready to accommodate a five-tonne electric disruptor remains the industry's unanswered question.
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Bindwell is testing a simple idea: use AI to design smarter, more targeted pesticides built for today’s farming challenges.
Updated
January 8, 2026 6:33 PM
Researcher tending seedlings in a laboratory environment. PHOTO: FREEPIK
Bindwell, a San Francisco–based ag-tech startup using AI to design new pesticide molecules, has raised US$6 million in seed funding, co-led by General Catalyst and A Capital, with participation from SV Angel and Y Combinator founder Paul Graham. The round will help the company expand its lab in San Carlos, hire more technical talent and advance its first pesticide candidates toward validation.
Even as pesticide use has doubled over the last 30 years, farmers still lose up to 40% of global crops to pests and disease. The core issue is resistance: pests are adapting faster than the industry can update its tools. As a result, farmers often rely on larger amounts of the same outdated chemicals, even as they deliver diminishing returns.
Meanwhile, innovation in the agrochemical sector has slowed, leaving the industry struggling to keep up with rapidly evolving pests. This is the gap Bindwell is targeting. Instead of updating old chemicals, the company uses AI to find completely new compounds designed for today’s pests and farming conditions.
This vision is made even more striking by the people leading it. Bindwell was founded by 18-year-old Tyler Rose and 19-year-old Navvye Anand, who met at the Wolfram Summer Research Program in 2023. Both had deep ties to agriculture — Rose in China and Anand in India — witnessing up close how pest outbreaks and chemical dependence burdened farmers.
Filling the gap in today’s pesticide pipeline, Bindwell created an AI system that can design and evaluate new molecules long before they hit the lab. It starts with Foldwell, the company’s protein-structure model, which helps map the shapes of pest proteins so scientists know where a molecule should bind. Then comes PLAPT, which can scan through every known synthesized compound in just a few hours to see which ones might actually work. For biopesticides, they use APPT, a model tuned to spot protein-to-protein interactions and shown to outperform existing tools on industry benchmarks.
Bindwell isn’t selling AI tools. Instead, the company develops the molecules itself and licenses them to major agrochemical players. Owning the full discovery process lets the team bake in safety, selectivity and environmental considerations from day one. It also allows Bindwell to plug directly into the pipelines that produce commercial pesticides — just with a fundamentally different engine powering the science.
At present, the team is now testing its first AI-generated candidates in its San Carlos lab and is in early talks with established pesticide manufacturers about potential licensing deals. For Rose and Anand, the long-term vision is simple: create pest control that works without repeating the mistakes of the last half-century. As they put it, the goal is not to escalate chemical use but to design molecules that are more precise, less harmful and resilient against resistance from the start.