Electric vertical takeoff and land aircraft, better known as eVTOLs or even flying cars, are scheduled to make their aerial debut flying passengers as early as 2024.
Airbus' CityAirbus electric vertical takeoff and land aircraft.
Karl-Josef Hildenbrand/picture alliance/Getty
Startups are nearing the finish line for the helicopter-like aircraft that aim to transform how commuters get around congested cities and how cargo is transported to remote communities.
A rendering of Beta Technologies' eVTOL aircraft.
But while the tech is set to revolutionize the skies, the question remains: who will fly them? Airlines know better than anyone that there's a global pilot shortage and the urban air mobility market is set to face a similar fate.
Joby Aviation's eVTOL design.
Joby Aviation
That's why eVTOL developers are building their aircraft to fly without pilots altogether by using autonomous, self-flying technology.
Joby Aviation's eVTOL design.
Until that goal is achieved, however, there will have to be human beings flying the aircraft. And to ward against a pilot shortage grounding the UAM industry, developers are simplifying systems so that "operators" can fly them instead of the certified pilots that are in short supply.
Archer Aviation's eVTOL design.
Archer Aviation
Honeywell Aerospace, which is responsible for around 20-35 percent of the systems that will power eVTOLs, is working to design cockpits for what it calls "simplified vehicle operations." They're designed to make flying eVTOLs easier for operators that might not have traditional flying experience.
Flying Honeywell's eVTOL simulator.
I put my novice flying skills to the test to see if these so-called operators could replace certified pilots. Here's what I found.
Flying Honeywell's eVTOL simulator.
Thomas Pallini/Insider
The simulator was incredibly basic but featured some of the tech that operators will be using. Honeywell eventually wants to makes eVTOLs seem familiar to first-time users by using automobile-style speedometers and smartphone-style battery indicators, for example.
Flying Honeywell's eVTOL simulator.
Thomas Pallini/Insider
In front of me was a primary flight display showing speed, pitch, altitude, and vertical speed, along with a map and heading indicator. For this flight, though, I'd primarily be flying visually and simulated a clear day in Los Angeles.
Flying Honeywell's eVTOL simulator.
Thomas Pallini/Insider
On my right was a side stick that controlled the aircraft's direction as well as its altitude. Pushing forward put the aircraft in a descent while pulling back caused the aircraft to ascend, while pitch stayed relatively constant.
Flying Honeywell's eVTOL simulator.
Thomas Pallini/Insider
On my left was the throttle. Pushing it forward increased the speed while pulling it back decreased it.
Flying Honeywell's eVTOL simulator.
Thomas Pallini/Insider
Fly-by-wire systems embedded in the aircraft's systems also offer an extra level of protection. I could turn the side stick all the way to one side and the system would stop me from flipping the aircraft.
Flying Honeywell's eVTOL simulator.
Thomas Pallini/Insider
If at any point I lost control, all I'd need to do is throw my hands up and the aircraft would level itself. These systems are commonly found in airliners but have been translated for use in eVTOLs to increase safety through automation.
Flying Honeywell's eVTOL simulator.
Thomas Pallini/Insider
With all that in mind, it was time to take flight.
Flying Honeywell's eVTOL simulator.
Thomas Pallini/Insider
I flew the aircraft over to our starting point in Los Angeles at Dodger Stadium.
Flying Honeywell's eVTOL simulator.
Thomas Pallini/Insider
United Airlines announced a $1 billion order for eVTOLs from Archer Aviation with plans to offer air taxi service to Los Angeles International Airport from vertiports throughout the city. So that was what I decided to simulate.
Flying Honeywell's eVTOL simulator.
Only 13 miles separate Dodger Stadium and Los Angeles International but the drive can be torturous, especially when navigating rush-hour traffic.
Flying Honeywell's eVTOL simulator.
Thomas Pallini/Insider
We started a timer as I lifted off from the Dodger Stadium parking lot and off we went for the non-stop flight to LAX.
Flying Honeywell's eVTOL simulator.
Thomas Pallini/Insider
The eVTOL handled beautifully as we overflew the stadium.
Flying Honeywell's eVTOL simulator.
Thomas Pallini/Insider
I followed the Harbor Freeway through downtown Los Angeles, the only obstacle between the stadium and the airport. But it was nothing the eVTOL couldn't handle.
Flying Honeywell's eVTOL simulator.
Thomas Pallini/Insider
The top speed for this aircraft is around 144 knots but some eVTOLs can travel at speeds of 200 miles per hour or greater. And those on the ground below might not even know an eVTOL is flying above them.
Flying Honeywell's eVTOL simulator.
Thomas Pallini/Insider
"These things, when they take off, the design target is as quiet as your dishwasher at home," Frymat said. "And then when they're flying overhead, you don't hear them."
Flying Honeywell's eVTOL simulator.
Thomas Pallini/Insider
It was a straight shot to the airport after clearing the skyscrapers of downtown Los Angeles.
Flying Honeywell's eVTOL simulator.
Thomas Pallini/Insider
As this was just a simulation, we didn't have to worry about other aircraft in the area or talking to air traffic control, both of which might add to the flight time. The skies above Los Angeles see no shortage of airliners and general aviation aircraft.
Flying Honeywell's eVTOL simulator.
Thomas Pallini/Insider
Los Angeles International soon came into view and I started slowing down to prepare for landing.
Flying Honeywell's eVTOL simulator.
Thomas Pallini/Insider
The one thing the simulator didn't have was a way to look beneath the aircraft, so I'd have to use my best judgment.
Flying Honeywell's eVTOL simulator.
Thomas Pallini/Insider
I touched down in the airport's ride-share parking lot. Total flight time: just under four minutes.
Flying Honeywell's eVTOL simulator.
Thomas Pallini/Insider
Of course, there is a lot that simulations don't take into account such as adverse weather, air traffic control, and other aircraft. But, I was impressed at easy it was to control the eVTOL.
Flying Honeywell's eVTOL simulator.
Thomas Pallini/Insider
And while this was only a simulation, this level of simplicity will be required if eVTOL firms want to move away from traditional pilots and hire operators, instead.
Flying Honeywell's eVTOL simulator.
Thomas Pallini/Insider
One thing that was clear is that eVTOLs truly have the ability to change the typical notion of place. The next flight was simulated was from downtown Los Angeles to San Diego, which took less than 30 minutes.
Flying Honeywell's eVTOL simulator.
Thomas Pallini/Insider
If an eVTOL firm can offer that service for a reasonable price, then what's to stop a person from working in Los Angeles and living in San Diego.
Flying Honeywell's eVTOL simulator.
Thomas Pallini/Insider
And if the promises of a 2024 introduction for the aircraft hold true, the world is set to become a drastically smaller place in just three years.
Flying Honeywell's eVTOL simulator.
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