Anna Mracek Dietrich: A plane you can drive

What is it about flying cars?

We've wanted to do this for about a hundred years.

And there are historic attempts

that have had some level of technical success.

But we haven't yet gotten to the point

where on your way here this morning

you see something that really, truly seamlessly integrates

the two-dimensional world that we're comfortable in

with the three-dimensional sky above us --

that, I don't know about you, but I really enjoy spending time in.

We looked at the historical attempts that had been out there

and realized that, despite the fact

that we have a lot of modern innovations

to draw on today

that weren't available previously --

we have modern composite materials,

we have aircraft engines that get good fuel economy

and have better power-to-rate ratios than have ever been available,

we have glass cockpit avionics

that bring the information you need to fly

directly to you in the cockpit --

but without fundamentally addressing the problem from a different perspective,

we realized that we were going to be getting

the same result that people had been getting

for the last hundred years,

which isn't where we want to be right now.

So instead of trying to make a car that can fly,

we decided to try to make a plane that could drive.

And the result is the Terrafugia Transition.

It's a two-seat, single-engine airplane

that works just like any other small airplane.

You take off and land at a local airport.

Then once you're on the ground,

you fold up the wings, drive it home,

park it in your garage.

And it works.

After two years of an innovative design and construction process,

the proof of concept made its public debut

in 2008.

Now like with anything

that's really different from the status quo,

it didn't always go so well testing that aircraft.

And we discovered that it's a very good thing

that, when you go home with something that's been broken,

you've actually learned a lot more

than when you managed to tick off all of your test objectives

the first time through.

Still, we very much wanted to see

the aircraft that we'd all helped build

in the air, off the ground,

like it was supposed to be.

And on our third high-speed testing deployment

on a bitter cold morning in upstate New York,

we got to do that for the first time.

The picture behind me was snapped by the copilot in our chase aircraft

just moments after the wheels got off the ground for the first time.

And we were all very flattered to see that image

become a symbol of accomplishing something

that people had thought was impossible

really the world over.

The flight testing that followed that

was as basic and low-risk as we could make it,

but it still accomplished what we needed to

to take the program to the next step

and to gain the credibility that we needed

within our eventual market, the general aviation community,

and with the regulators

that govern the use of design of aircraft, particularly in the States.

The FAA, about a year ago,

gave us an exemption for the Transition

to allow us to have an additional 110 lbs.

within the light sport aircraft category.

Now that doesn't sound like a lot, but it's very important,

because being able to deliver the Transition as a light sport aircraft

makes it simpler for us to certify it,

but it also makes it much easier

for you to learn how to fly it.

A sport pilot can be certificated

in as little as 20 hours of flight time.

And at 110 lbs.,

that's very important for solving the other side of the equation --

driving.

It turns out that driving,

with its associated design implementation and regulatory hurdles,

is actually a harder problem to solve than flying.

For those of us that spend most of our lives on the ground,

this may be counter-intuitive,

but driving has potholes, cobblestones,

pedestrians, other drivers

and a rather long and detailed list

of federal motor vehicle safety standards to contend with.

Fortunately, necessity remains the mother of invention,

and a lot of the design work

that we're the most proud of with the aircraft

came out of solving the unique problems

of operating it on the ground --

everything from a continuously-variable transmission

and liquid-based cooling system

that allows us to use an aircraft engine

in stop-and-go traffic,

to a custom-designed gearbox

that powers either the propeller when you're flying or the wheels on the ground,

to the automated wing-folding mechanism that we'll see in a moment,

to crash safety features.

We have a carbon fiber safety cage

that protects the occupants

for less than 10 percent of the weight of a traditional steel chassis in a car.

Now this also, as good as it is, wasn't quite enough.

The regulations for vehicles on the road

weren't written with an airplane in mind.

So we did need a little bit of support

from the National Highway Traffic Safety Administration.

Now you may have seen in the news recently,

they came through with us at the end of last month

with a few special exemptions

that will allow the Transition to be sold

in the same category as SUVs and light trucks.

As a multi-purpose passenger vehicle,

it is now officially "designed for occasional off-road use."

(Laughter)

Now let's see it in action.

You can see there the wings folded up just along the side of the plane.

You're not powering the propeller, you're powering the wheels.

And it is under seven feet tall,

so it will fit in a standard construction garage.

And that's the automated wing-folding mechanism.

That's real time.

You just push a few buttons in the cockpit, and the wings come out.

Once they're fully deployed,

there's a mechanical lock that goes into place,

again, from inside the cockpit.

And they're now fully capable of handling

any of the loads you would see in flight --

just like putting down your convertible top.

And you're all thinking what your neighbors would think of seeing that.

(Video) Test Pilot: Until the vehicle flies,

75 percent of your risk is that first flight.

Radio: It actually flew. Yes.

Radio 2: That was gorgeous.

Radio: What did you think of that?

That was beautiful from up here, I tell you.

AMD: See, we're all exceedingly excited about that little bunny hop.

And our test pilot gave us

the best feedback you can get from a test pilot after a first flight,

which was that it was "remarkably unremarkable."

He would go onto tell us

that the Transition had been the easiest airplane to land

that he'd flown in his entire 30-year career as a test pilot.

So despite making something

that is seemingly revolutionary,

we really focused on doing

as little new as possible.

We leverage a lot of technology from the state-of-the-art in general aviation

and from automotive racing.

When we do have to do something truly out-of-the-box,

we use an incremental design, build, test, redesign cycle

that lets us reduce risk in baby steps.

Now since we started Terrafugia about 6 years ago,

we've had a lot of those baby steps.

We've gone from being three of us

working in the basement at MIT while we were still in graduate school

to about two-dozen of us

working in an initial production facility outside of Boston.

We've had to overcome challenges

like keeping the weight below the light sport limit that I talked about,

figuring out how to politely respond

when a regulator tells you,

"But that won't fit through a toll booth with the wings extended --

(Laughter)

to all of the other associated durability and engineering issues

that we talked about on the ground.

Still, if everything goes to our satisfaction

with the testing and construction

of the two production prototypes

that we're working on right now,

those first deliveries

to the, about a hundred, people who have reserved an airplane at this point

should begin at the end of next year.

The Transition will cost in line with other small airplanes.

And I'm certainly not out to replace your Chevy,

but I do think that the Transition should be your next airplane.

Here's why.

While nearly all of the commercial air travel in the world

goes through a relatively small number of large hub airports,

there is a huge underutilized resource out there.

There are thousands of local airstrips

that don't see nearly as many aircraft operations a day as they could.

On average, there's one within 20 to 30 miles

of wherever you are in the United States.

The Transition gives you

a safer, more convenient and more fun way

of using this resource.

For those of you who aren't yet pilots,

there's four main reasons why those of us who are

don't fly as much as we'd like to:

the weather, primarily,

cost, long door-to-door travel time

and mobility at your destination.

Now, bad weather comes in,

just land, fold up the wings, drive home.

Doesn't matter if it rains a little, you have a windshield wiper.

Instead of paying to keep your airplane in a hanger,

park it in your garage.

And the unleaded automotive fuel that we use

is both cheaper and better for the environment

than traditional avgas.

Door-to-door travel time is reduced,

because now, instead of lugging bags, finding a parking space,

taking off your shoes or pulling your airplane out of the hanger,

you're now just spending that time getting to where you want to go.

And mobility to your destination is clearly solved.

Just fold up the wings and keep going.

The Transition simultaneously expands our horizons

while making the world a smaller, more accessible place.

It also continues to be a fabulous adventure.

I hope you'll each take a moment

to think about how you could use something like this

to give yourself more access to your own world,

and to make your own travel more convenient and more fun.

Thank you for giving me the opportunity to share it with you.

(Applause)