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Flying cars are arriving in several different forms, and only a handful are actually cars. Some projects can be driven on roads before taking off from an airport. Others are electric vertical-takeoff-and-landing aircraft (eVTOLs) designed for vertiports, with no wheels intended for public-road use at all.
That distinction matters. A prototype flight, an experimental airworthiness certificate, a company target, and certified passenger service are four very different milestones. The 20 projects below include roadable aircraft, personal ultralights, autonomous air taxis, and larger eVTOLs. Their latest published status is included so the spectacular claims do not get mistaken for vehicles you can buy and use like a conventional car.
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What counts as a flying car?
For this list, “flying car” is used broadly. The roadable machines are closest to the traditional idea: they can travel on roads and transform into aircraft. The larger group consists of eVTOLs, which are closer to helicopters or small airplanes with electric propulsion. They may eventually provide short urban flights, but they will require approved landing sites, trained operators, charging equipment, and airspace authorization.
Performance figures below should be read carefully. Some are targets, some are maximum figures, and some include reserves. None should be compared as if every manufacturer used the same test conditions.
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Roadable flying cars
1. Alef Model A
The Alef Model A is one of the most recognizable attempts to build a genuine road-and-air vehicle. Alef describes it as a road vehicle that can take off vertically and fly above traffic. Its body is designed around a vertical-flight system, with the cabin remaining oriented for the occupants while the vehicle rises.
Alef has published test-flight video, but its public information does not establish FAA type certification, customer deliveries, or routine passenger operations. It is therefore best viewed as a developing prototype rather than a production car that is ready for the road or sky.
2. ASKA A5
The four-seat ASKA A5 combines road wheels, wings, vertical-lift propulsion, batteries, and a gasoline range-extender engine. That combination is intended to address one of the biggest weaknesses of battery-only aircraft: the energy required to carry passengers over useful distances.
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1Scan for outdated or missing drivers - takes under a minute2Clear out junk files and repair common Windows errors3Fix the driver behind crashes, sound loss and screen glitchesASKA says its full-scale prototype has an FAA Special Airworthiness Certificate for experimental, unmanned research and development testing. It has also reported hover and VTOL testing plus more than 500 miles of road testing. The company advertises a 250-mile flight range and 150-mph airspeed, but those remain design targets while the aircraft moves through FAA type certification.
3. PAL-V Liberty
The PAL-V Liberty is not an electric multicopter. It is a roadable gyrocopter, using a rotor for lift in the air and a conventional drivetrain on the road. Converting between modes reportedly takes about five to 10 minutes, and PAL-V advertises an air range of roughly 500 kilometers.
PAL-V says the Liberty achieved European road certification in 2020 and received an EASA “No Technical Objection” in April 2025. That is an important development, but it is not the same as a completed aircraft type certificate or unrestricted customer delivery. The driver also still needs an appropriate place and authorization to take off.
4. Klein Vision AirCar
The AirCar takes a more familiar airplane approach than a multicopter. Its wings fold into the vehicle so that it can be driven when the aircraft is configured for road travel. That makes it visually closer to the flying-car concept popularized in science fiction, although it still needs aviation infrastructure and a suitable runway or operating area.
Klein Vision unveiled a production prototype in May 2025. “Production prototype” describes a development stage; it does not mean mass production, U.S. certification, or general public availability has begun.
5. Samson Sky Switchblade
The three-wheel Switchblade is a roadable aircraft with folding flight surfaces and a hybrid engine. Unlike a VTOL vehicle, it is not designed to rise from a driveway. The owner must drive it to an airport before converting it for flight.
Samson Sky’s recent updates describe continuing engine work, parts completion, fundraising, and preparation for flight testing. It should not be presented as an already available flying sports car.
Personal eVTOL aircraft
6. Doroni H1-X
The two-seat Doroni H1-X uses ducted fans and dual-axis propulsion for vertical flight. Doroni lists a 100-mile range, 95-mph cruise speed, 120-mph top speed, 25-minute charging time, and an expected price of $400,000.
Those are company specifications rather than certified operating figures. Doroni says the FAA granted a Special Airworthiness Certificate for prototype testing, with certification work planned for 2027 and deliveries targeted for 2028. An experimental certificate permits restricted testing; it does not authorize unrestricted passenger service.
7. Jetson ONE
The Jetson ONE is a single-seat ultralight with eight electric motors. It is compact, visually striking, and much closer to a personal aircraft than a family car. Jetson lists approximately 20 minutes of flight time and a software-limited top speed of 102 km/h.
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The current order page lists a price of $148,000 before taxes and fees. Jetson says 2026 and 2027 production is sold out and accepts orders for 2028 delivery. In the United States, the claim that no pilot’s license is required applies only when the aircraft operates within applicable Part 103 ultralight rules. It does not mean the vehicle can be flown anywhere, over congested areas, or as a normal passenger aircraft.
8. Pivotal Helix
The single-seat Pivotal Helix uses a tandem-wing layout and is classified in the United States as a Part 103 ultralight. Pivotal lists a 20-mile electric range, 20-minute maximum endurance, 62-mph cruise speed, 220-pound payload, and a 75-minute charging time.
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Its limitations are as important as its performance numbers. The company specifies operation in non-congested areas, avoidance of airports, a maximum pilot weight of 220 pounds, and a stated ceiling of 5,000 feet above sea level. This is a personal ultralight, not a four-seat replacement for a road car.
Passenger eVTOLs and air taxis
9. EHang EH216-S
The EH216-S is a two-seat, pilotless passenger eVTOL. EHang says China’s Civil Aviation Administration issued the aircraft’s type, production, and standard airworthiness certificates. In March 2025, two operators received China’s first operator certificates for civil human-carrying pilotless aerial vehicles.
Those approvals are significant, but they are Chinese approvals tied to the applicable operating framework. They are not FAA or EASA certification, and they do not automatically permit the aircraft to carry passengers in other countries.
10. SkyDrive SD-05
SkyDrive’s compact electric SD-05 is intended for short urban trips and small landing sites. The company conducted a public flight during the 2025 Osaka-Kansai Expo period and continues to develop commercial operations, international partnerships, and FAA familiarization work.
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11. Volocopter VoloCity
VoloCity is a two-seat multicopter with 18 fixed-pitch rotors. It is designed specifically for short urban missions and does not drive on roads. The current design sheet lists an operational range of approximately 20 kilometers including safety margins, a 100-km/h maximum airspeed, and a 90-km/h cruise speed.
Rather than conventional onboard charging, the design uses battery swapping. That could help an air-taxi operator keep aircraft moving, but it also means vertiports need specialized equipment, trained staff, spare battery packs, and suitable electrical infrastructure.
12. Joby Aviation aircraft
Joby’s piloted aircraft is a four-passenger-plus-pilot eVTOL with six electric tilt-propeller units and four battery packs. The propellers point upward for takeoff and landing, then rotate forward for efficient wing-supported cruise.
Joby lists a 200-mph top speed, a 100-mile target range, and a 10,000-foot service ceiling. It also publishes noise figures of 45 dBA in cruise and 65 dBA during landing at specified measurement distances. Joby’s first passenger operations are now targeted for 2026. That date is a company target, not proof that unrestricted commercial service has already started.
13. Archer Midnight
Archer Midnight is a piloted eVTOL configured for four passengers plus a pilot. It uses 12 electric engines and six independent battery packs, with the company focusing on short urban routes of roughly 20 to 50 miles.
Archer says it closed Phase 3 of the FAA’s four-phase type-certification process in April 2026 and is continuing formal compliance testing. Initial U.S. operations are expected in 2026 through the eVTOL Integration Pilot Program, but Midnight is not yet FAA type-certified for unrestricted commercial passenger service.
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14. Eve Air Mobility eVTOL
Backed by Embraer, Eve completed the first flight of its full-scale, uncrewed eVTOL prototype on December 19, 2025. The flight began a broader campaign intended to include hundreds of flights during 2026 and progress from hover testing toward wingborne flight.
That makes Eve a flying prototype, not a certified air taxi. The aircraft must still complete development testing, certification, production approval, and operational integration before regular passenger flights can begin.
15. BETA ALIA VTOL A250
BETA’s ALIA VTOL is a piloted electric aircraft derived from the company’s ALIA platform. BETA reported that its first production ALIA VTOL received an FAA Special Airworthiness Certificate and entered piloted flight testing in 2025.
In a 2026 filing, BETA said it had not delivered any certified ALIA VTOL aircraft and was targeting type certification approximately 12 months after certification of its ALIA CTOL aircraft. The A250 is therefore an advanced test and certification program, not an aircraft available for ordinary passenger purchase.
16. Wisk Generation 6
Wisk’s Generation 6 is a four-seat autonomous eVTOL designed to operate with human oversight from the ground rather than an onboard pilot. It has 12 propellers, a listed 120-knot cruise speed, and a 90-mile range with reserves.
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The full-scale aircraft completed its first flight on December 16, 2025. It remains in an extensive test program and FAA type-certification process. Removing the pilot from the cabin may reduce operating costs eventually, but it adds demanding requirements for autonomy, communications, redundancy, and certification.
17. Vertical Aerospace Valo
Vertical Aerospace now markets its piloted passenger eVTOL as Valo, while VX4 refers to the prototype and development program. The aircraft is designed for up to six occupants and has a target cruise speed of 150 mph and a target range of up to 100 miles.
Those figures are targets, not certified performance. Valo must complete testing and certification before commercial passenger operations can be treated as a dependable service rather than a development objective.
18. Airbus CityAirbus NextGen
CityAirbus NextGen is a four-seat, all-electric lift-and-cruise eVTOL with fixed wings, a V-tail, and eight electric propellers. Airbus lists an 80-kilometer operational range and a 120-km/h cruise speed.
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19. Supernal S-A2
Supernal, part of Hyundai Motor Group, designed the S-A2 as a five-seat eVTOL for urban routes. The company lists a 120-mph cruise speed, a 1,500-foot operating altitude, and typical missions of 25 to 40 miles.
The S-A2 is a product concept and development program. Supernal has discussed a full-scale technology demonstrator and a future commercial aircraft, not an aircraft currently available to passengers. Its eventual success will depend as much on certification and vertiport networks as on the airframe itself.
20. Lilium Jet
The Lilium Jet became one of the best-known ducted-fan eVTOL projects, but its current status requires a prominent caveat. Lilium’s operating German subsidiaries entered insolvency proceedings in November 2024, after which the company began an M&A process seeking a way to continue the program.
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Earlier claims that passenger service would begin in 2025 are no longer current. Lilium remains an important example of the sector’s technical ambition—and of the financial and certification risks involved in bringing a new aircraft to market.
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Certification comes before convenience
The FAA’s powered-lift final rule, issued in October 2024, established pilot-certification and operating frameworks for this category. It did not automatically approve every eVTOL. Each aircraft still needs the relevant type certification, production approval, airworthiness approvals, and an authorized operator.
A Special Airworthiness Certificate can permit experimental testing, as seen with projects such as ASKA, Doroni, and BETA. It is not a passenger-service certificate.
Every aircraft needs somewhere to land
Vertical takeoff removes the need for a runway, but it does not remove the need for an approved landing area. Vertiports need electrical connections or battery-swapping systems, fire protection, maintenance access, passenger facilities, and procedures for bad weather and emergencies. Airspace coordination is also necessary, particularly over busy cities.
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Electric flight still has an environmental footprint
Electric aircraft produce no exhaust emissions during flight, but “zero operating emissions” does not mean zero lifecycle emissions. Battery manufacturing, electricity generation, infrastructure construction, maintenance, and eventual battery disposal all contribute to the vehicle’s total environmental impact.
Range figures need context
A published range may be a target, a maximum, or an operational figure. It may include mandatory reserves—or may not. VoloCity explicitly includes safety margins, Wisk specifies range with reserves, and Joby describes its 100-mile figure as a target. Weather, passenger weight, battery condition, altitude, and diversion requirements can all change the usable distance.
Road cars versus air taxis
| Type | Examples | What it can realistically do |
|---|---|---|
| Roadable aircraft | Alef Model A, ASKA A5, PAL-V Liberty, AirCar, Switchblade | Travel on roads and fly after conversion, subject to road and aviation rules. Most require an airport or prepared takeoff area. |
| Personal eVTOL or ultralight | Jetson ONE, Pivotal Helix, Doroni H1-X | Carry one or two people on short flights. Operating limitations, pilot rules, and local airspace remain decisive. |
| Urban air taxi | Joby, Archer, VoloCity, SkyDrive, CityAirbus, Valo | Carry passengers between vertiports. These are aircraft, not road cars. |
| Autonomous passenger eVTOL | EHang EH216-S, Wisk Generation 6 | Use automation and ground oversight to reduce or remove the onboard pilot, subject to country-specific certification. |
FAQ
Which flying cars can actually drive on roads?
The roadable projects in this list are Alef Model A, ASKA A5, PAL-V Liberty, Klein Vision AirCar, and Samson Sky Switchblade. Their road capability does not mean they can take off from any street; aviation rules still require an appropriate and authorized operating area.
Are any flying cars available to buy now?
The Jetson ONE is accepting orders for 2028 delivery, but it is a single-seat Part 103 ultralight rather than a conventional road car. Most other projects are prototypes, certification programs, concepts, or planned air-taxi fleets. Availability, certification, and operating rights are separate questions.
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Clear out junk files and repair common Windows errorsFree Scan →Scan for outdated or missing drivers - takes under a minuteDriver Scan →What is the difference between an eVTOL and a flying car?
An eVTOL is an aircraft that takes off and lands vertically using electric propulsion. Most eVTOLs cannot drive on public roads. “Flying car” is a broader popular term that also includes roadable aircraft such as the PAL-V Liberty and Klein Vision AirCar.
Why do flying-car launch dates keep changing?
Aircraft must pass demanding design, safety, production, and operational certification steps. Battery performance, autonomy, manufacturing costs, vertiport construction, funding, and airspace integration can all delay a program. A company’s target year is not the same as a regulatory approval or a guaranteed delivery date.
The Bottom Line
The most convincing flying-car projects are not all chasing the same market. PAL-V, AirCar, ASKA, and Switchblade pursue roadable aircraft, while Joby, Archer, Volocopter, and similar programs are building short-distance air taxis. Jetson ONE and Pivotal Helix target personal ultralight flight, and EHang and Wisk are testing different approaches to autonomous operation.
For car buyers, the practical takeaway is straightforward: the technology is advancing, but the sci-fi version of a vehicle leaving the driveway and flying anywhere is not yet a normal consumer product. Certification, safe operating sites, airspace rules, charging infrastructure, and economics will determine which of these remarkable machines become useful transportation rather than impressive prototypes.
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