The focus is no longer just AI-generated worlds, but how those worlds become structured digital products
Updated
February 20, 2026 6:50 PM
The inside of a pair of HTC VR goggles. PHOTO: UNSPLASH
As AI tools improve, creating 3D content is becoming faster and easier. However, building that content into interactive experiences still requires time, structure and technical work. That difference between generation and execution is where HTC VIVERSE and World Labs are focusing their new collaboration.
HTC VIVERSE is a 3D content platform developed by HTC. It provides creators with tools to build, refine and publish interactive virtual environments. Meanwhile, World Labs is an AI startup founded by researcher Fei-Fei Li and a team of machine learning specialists. The company recently introduced Marble, a tool that generates full 3D environments from simple text, image or video prompts.
While Marble can quickly create a digital world, that world on its own is not yet a finished experience. It still needs structure, navigation and interaction. This is where VIVERSE fits in. By combining Marble’s world generation with VIVERSE’s building tools, creators can move from an AI-generated scene to a usable, interactive product.
In practice, the workflow works in two steps. First, Marble produces the base 3D environment. Then, creators bring that environment into VIVERSE, where they add game mechanics, scenes and interactive elements. In this model, AI handles the early visual creation, while the human creator defines how users explore and interact with the world.
To demonstrate this process, the companies developed three example projects. Whiskerhill turns a Marble-generated world into a simple quest-based experience. Whiskerport connects multiple AI-generated scenes into a multi-level environment that users navigate through portals. Clockwork Conspiracy, built by VIVERSE, uses Marble’s generation system to create a more structured, multi-scene game. These projects are not just demos. They serve as proof that AI-generated worlds can evolve beyond static visuals and become interactive environments.
This matters because generative AI is often judged by how quickly it produces content. However, speed alone does not create usable products. Digital experiences still require sequencing, design decisions and user interaction. As a result, the real challenge is not generation, but integration — connecting AI output to tools that make it functional.
Seen in this context, the collaboration is less about a single product and more about workflow. VIVERSE provides a system that allows AI-generated environments to be edited and structured. World Labs provides the engine that creates those environments in the first place. Together, they are testing whether AI can fit directly into a full production pipeline rather than remain a standalone tool.
Ultimately, the collaboration reflects a broader change in creative technology. AI is no longer only producing isolated assets. It is beginning to plug into the larger process of building complete experiences. The key question is no longer how quickly a world can be generated, but how easily that world can be turned into something people can actually use and explore.
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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.