Getting to the Moon was the first chapter. Interlune and Astrolab are working on how to operate there.
Updated
March 6, 2026 1:32 AM
Apollo 17 Astronaut's Snapshot of Taurus-Littrow Valley. PHOTO: UNSPLASH
As plans for a long-term human presence on the Moon pick up pace, the focus is shifting from landing there to working there. It is one thing to reach the surface. It is another to build roads, prepare sites and extract materials in a way that can support real activity.
That is where Interlune and Astrolab come in. Interlune is a space resources company. Astrolab builds planetary rovers. The two are now working together to mount Interlune’s lunar digging system onto Astrolab’s Flexible Logistics and Exploration (FLEX) rover. They have completed a concept study and are planning hardware testing in Houston.
The aim is straightforward: combine a rover that can move reliably across the Moon with equipment that can dig, collect and handle lunar soil. Interlune is focused on harvesting natural resources from the Moon, starting with helium-3. To do that at scale, the system cannot sit in one place. It has to move across the surface, handle dust and operate in harsh conditions. "Reliable, autonomous mobility is crucial to the Interlune harvesting system and broader lunar infrastructure development", said Rob Meyerson, co-founder and CEO of Interlune. "Astrolab's FLEX is the right vehicle for the job".
By fitting its digging and collection hardware onto FLEX, Interlune is working toward a mobile system that can gather large amounts of lunar soil and support future construction needs. Beyond helium-3, the same setup could help prepare base sites, level ground, build protective barriers and lay the groundwork for other structures. In simple terms, it is about turning a rover into a working machine for the Moon.
The partnership also connects to Interlune’s work with Vermeer Corporation to develop equipment for continuous, high-volume digging adapted to lunar conditions. Taken together, the goal is to build systems that can support both commercial and government missions — whether that means resource extraction or preparing land for future bases.
For Astrolab, the collaboration strengthens the role of FLEX as more than just a transport vehicle.
"Working with Interlune further differentiates FLEX as the rover of choice for commercial and government Moon missions", said Jaret Matthews, Astrolab founder and CEO. "Interlune's expertise in developing and testing highly specialized regolith simulant will further enhance FLEX's ability to mitigate dust and operate in extreme environments".
Testing will be centered in Houston, which is becoming an important hub for commercial space development. Astrolab was the first company to lease space at the Texas A&M University Space Institute, currently under construction at NASA’s Johnson Space Center. Interlune operates the Houston-based Interlune Research Lab, where it creates and tests simulated versions of lunar soil.
That detail matters. Moon dust is fine, abrasive and difficult to manage. Before any hardware flies, it needs to prove it can survive and function in those conditions. By testing their systems in realistic soil simulants, the companies can refine how the rover moves and how the digging system performs.
The Houston lab is partially funded by the Texas Space Commission, reflecting the growing role of regional space initiatives in supporting private companies building beyond Earth. Overall, the collaboration is not about grand promises. It is about integrating hardware, running real tests and taking practical steps toward operating on the Moon.
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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.