Parked, it reads as a low wide car with an oddly deep body.
The whole upper surface is mesh.
Look through the perforations and there are bays underneath, four at the front and four at the back, holding rotors that never show themselves on the ground.
It fits a normal parking space.
It also holds a federal certificate to fly, which makes the interesting question not whether it leaves the ground but why it cannot legally use an on ramp.
The class that was written for golf carts
Putting a new vehicle on American roads normally means passing the full battery of crash tests.
There is one way around that. Build it as a low speed vehicle, the federal category created for neighborhood runabouts and street legal golf carts.
The trade is written into the rules.
A low speed vehicle needs belts, lights, mirrors and turn signals, but not the crumple structure a passenger car needs to survive a barrier test.
The price of skipping that is speed.
The federal definition caps the class at 25 mph, and nearly every state then confines those vehicles to roads posted at 35 or less, which removes every interstate in one line of regulation.
What the machine actually does
On the road it behaves like any small electric car, quiet and slow and unremarkable.
The transformation happens at takeoff, and it is stranger than the renderings suggest.
The cabin stays level while the rest turns.
The chassis rotates a quarter turn around the occupant, so what were the sides of the car become upper and lower wings in a biplane arrangement, with the body itself carrying the load.
Eight electric rotors do the lifting.
They sit inside the frame with nothing exposed, which is the part that makes it look like a car with a mesh roof rather than a drone with seats.
The company puts driving range at about 220 miles and flying range at about 110.
What has actually been certified
The aviation regulator issued a special airworthiness certificate in the experimental category on 28 June 2023.
The wording matters. That covers test flights and public demonstrations, not carrying paying passengers, and it is a step toward type certification rather than the thing itself.
Then came the video that changed the conversation.
In February 2025 a lighter prototype drove down a closed street in San Mateo and lifted vertically over parked cars, which as far as anyone can establish had not been filmed before.
Testing has since moved off closed streets and onto real airfields.
Two California airports signed agreements, and the first sessions cover driving, vertical takeoff and short forward hops, with the transition to biplane flight left for later.
The production version is listed at 299,999 dollars against more than 3,300 reservations, though those are deposits of 150 or 1,500 dollars rather than sales.
The approval that has not arrived
One half of this is settled and the other is not.
The company is now pursuing certification as a light sport aircraft under newer rules, which is the category that would let it carry someone who paid to be there.
The road half is quieter.
Nobody has published a certification document for this flying car as a road vehicle, and the company has not claimed one.
Building to the low speed vehicle class is a design decision, and the two rulebooks it sits between pull in opposite directions.
Aviation rewards every pound removed.
Crash regulation rewards structure that costs weight, and threading between them is the gap that has closed for no earlier attempt in more than a century of trying.
Clearance problems travel between domains, which is why a 4,000 ton bridge crossing Hamburg on 1,088 wheels spent the night measuring gaps of 16 inches.
What the gap actually means
Nothing here is vaporware, which is worth saying plainly.
The machine exists, it has driven, it has flown, and a federal agency has put its name on paper about the flying part.
The gap is between the two certificates.
Until the road side is finished, a buyer owns something that can hover above a traffic jam but cannot legally join the road that jam is on.
That is a strange product to price at 300,000 dollars.
It is also, on the evidence so far, an honest description of where the thing stands, and the company has not pretended otherwise about the speed cap.
A vehicle that flies 110 miles and drives at 25 mph is not a compromise anybody set out to design.
It is two rulebooks meeting in one garage, and the second one has not finished writing its answer.
The airport testing report has the agreements and the order book. The flight coverage has the takeoff.
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