Where are the flying cars that engineers began promising us as early as the 1940s? In 1946, Popular Mechanics magazine predicted that flying cars would become commonplace soon. Nearly 40 years later, Doctor Emmett Brown in the Hollywood film Back to the Future told Marty as they were preparing to hit 88 miles per hour, “Roads? Where we’re going, we don’t need roads.” That was in 1985 and flying cars are still not commonplace. What happened to the flying cars that we have been promised for generations?
During World War II, Theodore “Ted” Hall proposed a flying car that could be used in commando-type raids but he was unable to convince the military of its practicality. Following World War II, Ted worked with Consolidated Vultee Aircraft Corporation to build flying cars for the masses. They began with the Convair Model 116, a two-seater crude car body with detachable wings and tail. Test pilots completed more than 65 flights in the Model 116 before Ted began working on a more marketable model called the Model 118 (see photo above).
The Model 118 had a more refined plastic car body, a 26½ horsepower car engine, a more powerful Lycoming airplane engine, and could comfortably transport four people. Convair planned to produce 160,000 of the Model 118s and expected to sell many of them to airports to use as rental vehicles.
On November 15, 1947, test pilot Reuben Snodgrass flew the prototype Model 118 for the first time, and it performed splendidly. Three days later, pilot Snodgrass and flight researcher Lawrence Phillips flew the flying car over San Diego, California, on what was supposed to be a one-hour flight to test the engine’s calibration. A few minutes into the flight as they were enjoying what had been a flawless test, the engine sputtered and died. All attempts to restart the engine failed. Pilot Snodgrass was familiar with the area and glided the flying car toward the hard-caked mud flats near South Bay. It was a textbook landing for the first 200 feet, but pilot Snodgrass did not see the four-foot-high embankment until it was too late. In the crash, pilot Snodgrass suffered only minor bruises, but Phillips suffered a fractured shoulder. The car portion was destroyed, but the wing and airplane engine were repaired and used on further test flights. Although public interest in the flying car was initially high, it was not high enough. The company cancelled the flying car.
The reason the Model 118 flying automobile was never made available to the public was not because of a design flaw, not because of something the pilot did, but something he did not do. On that cool November day, the Convair flying car crashed because… it ran out of gas. Pilot Snodgrass was a careful pilot who always used a preflight checklist to avoid accidents such as this. After the crash, Pilot Snodgrass went over the checklist more carefully one item at a time. He remembered vividly checking the fuel gauge which showed to be full. Then, he realized his mistake. It was a simple mistake that anyone could make. Pilot Snodgrass had checked the fuel gauge, the car’s fuel gauge. He had not checked the airplane’s fuel gauge.
Sources:
1. The Fresno Bee, November 12, 1947, p.1.
2. The Los Angeles Times, November 19, 1947, p.14.
3. Holdenville Daily News, November 20, 1947, p.4.