Final Body Shape Released!

Extensive 3D design has been concluded, and the resulting body shape has been run through our cfd program (computational fluid dynamics – wind tunnel in a PC) to check the final air resistance (drag) of the body. These cfd runs included the radiator inlet in the nose and outlets at the base of the windshield, as is commonly done in the automotive world. The runs also included the roof mounted air intake snorkel for the engine, to make sure we accounted for all of the relevant sources of drag. 

The cfd showed that the final body shape has 2% less drag than the wind tunnel model did! And as you may recall, the wind tunnel model that we tested last May already had significantly less drag than our initial design that flew in November 2023.  

The wind tunnel results showed our potential to reach our 160-mph speed target in the air, and we may use less fuel than expected during cruise flight. It is always good to have some margin in case something crops up during production that might produce slightly higher drag, as we know we can still meet our goals that way.  

We will roll out more images with beautiful backgrounds in flying and driving mode over the next few weeks and will upgrade our website gallery with all new images. You can track these as they come out by visiting our Facebook page through the link at the bottom of the website (not needing to be on Facebook to see them). We will also post these on YouTube, Instagram, and X.  

VR Goggles Show The Shape 

While we didn’t use Virtual Reality Goggles to design the body, we were recently able to place the new Switchblade (in virtual reality) next to the existing prototype and view both side-by-side. This gave us an idea of how big the vehicle might look, as it is a bit wider and longer than the original but also less high and much sleeker.  

The consensus among our team was that the new Switchblade body looked to be of a similar size due to the back of the initial Switchblade being fairly big to fit the ducted fan in the rear. The new body, being lower and sleeker, was longer but seemed visually about the same size. 

We were able to mock up the existing dash design inside the cockpit and put a chair where the pilot seat would be, to allow us to get a sense for what it feels like sitting in this new cockpit. The view was amazing. We nailed it with the side window size and placement! It was perfect! The dash will have to be modified for this new design, and that is the next phase of the Production Engineering. 

Hybrid System Simplified 

The hybrid electric system for our flying car, called the Skybrid™ System, is mid-way through design. Test motors are being purchased (they have a long lead time) to be able to do real-world testing on an “Iron Bird”, which is a test platform made up to simulate the final version. It will use the actual equipment and parts so that we can get accurate systems tests done in advance of beginning our flight testing.  

We ended up not utilizing a battery in this system, as has been commonly done with ground hybrid systems. The battery weight using current technology is still too heavy to be of much use in the air, and the extra weight does not give sufficient benefit for a flying/driving vehicle at this time. As a reference point, just the minimum battery size for the high-voltage system would be nearly 300 lb, including the heating and cooling systems for the battery. This is more than the weight of full fuel for the Switchblade and would provide less than 5 minutes of flight.  

We had hoped for a small battery pack to provide up to 10 minutes of partial power flight, which would enable a pilot to return to an airport if the engine quit shortly after takeoff. We would have used that system instead of the all-vehicle parachute. The pack didn’t work out to be feasible, so we are continuing with the optional full-vehicle parachute, but no battery yet. 

Battery technology continues to improve, and Wright Electric is working to develop a new chemistry battery pack by 2027 which could enable us to incorporate that into production vehicles. For now, we have a simpler and lighter direct generator-to-motor hybrid system that handles our needs with less energy loss than a battery system. We gain the benefit of being ready for full electric as soon as feasible and can add a ‘safety’ battery pack when that becomes realistic to do.  

Production Progress Continues 

We are making excellent progress on the first Production Prototype. Our Team has been making deadlines on our very tight schedule, and we still plan to have a flying Production Prototype on display at AirVenture (World’s Greatest Aviation Celebration) next summer, or at least a prototype body there for people to sit in if we need to keep the first prototype going with flight testing and mods after first flight.  

The molds for the wing skins have been completed. While structural engineering is being finished for the structural wing parts (ribs and spars), we are shifting over to making the tail skin molds. This is being done at Composite Approach in Redmond, Oregon. As soon as the wing structures are finished, we will shift back and complete the molds and parts for the wing, to begin assembly of that essential component.  

We may also make dummy wing skins to do another “Iron Bird” test of the folding wing parts. Remember that the wing movable parts (ailerons and flaps) fold over the top of the main wing for storage in the vehicle belly. This allowed us to increase the wing size from 67 square feet to 99 square feet – a major increase. A folding wing has been accomplished before, so we are not the first to do this. We like that it’s a very simple and easily maintained system. 

Our engineers had a basic design in mind before we went to the Kirsten Wind Tunnel in May. As part of our production engineering research, the engineers made a trip to the Erickson Aircraft Collection in Madras, Oregon, to review how the different carrier aircraft from WWII folded their wings. This showed us how it had been done successfully in the past, and they were able to see several of the wings fold, courtesy of the Erickson group. We also reviewed how others have folded their ailerons and flaps over, to develop the best system we can. 

The swinging, folding, and locking mechanisms are nearly through design, and we will be making those parts to run a test in advance of flight, again to do real-world testing before we get into flight testing. We are working to reduce any potential for systems not working as they should, once we get into flight testing. 

Let’s Talk About the Tail 

Our engineers are also working on the tail folding system. The design work we completed before our latest wind tunnel testing showed us the potential to reduce maintenance and increase the rigidity and longevity of the tail. We learned a lot from the earlier tail design. We had completed and tested the tail retraction mechanism of the initial prototype prior to first flight last fall. One of our on-board video cameras during flight test was a ‘360 style’ video cam that used two cameras back-to-back. It produces a video that ‘wobbles’ as it tries to connect one camera view to the other, and we released an early video of first flight before running it through the processing step required to take out that ‘wobble’. This gave the impression that the tail was not sturdy and was moving in flight. 

Nothing is further from the truth. The tail and tail boom were tested structurally prior to flight using FAA guidelines for certified aircraft. We actually tested past 100% of Ultimate Load with minimal yielding of the structure, and then continued to test up to 150% of Ultimate Load to intentionally break the boom (we made two booms so we could afford to break one). We never got that chance though, as we broke the welded steel fixture holding the boom at 149% of Ultimate Load, and the boom didn’t break. The new boom and tail are designed to be stiffer and even stronger than the last one. 

The upgraded tail has the same number of moving pieces, but the movements are simpler overall and less prone to misalignment and maintenance. The take-away should be that the new tail will provide more time flying and less time spent in the shop being maintained. You can see the wing and tail movement in the video linked below. 

Two Thrusters at the Tail 

One big question that probably should be answered relates to having two thrusters on the tail boom, and whether that means a twin-engine rating would be required for pilots of the upgraded design. We have consulted FAA Designated Airworthiness Representatives (DAR) and FAA Designated Engineering Representatives (DER), as well as industry experts, to answer that question. The unanimous opinion was that the extra step to obtain a twin-engine rating will not be required.  
 

The reasoning for this is that there is only one engine. If that gas engine quits, the vehicle loses propulsion, just like any other single engine aircraft. You don’t have two engines to care for or juggle their operation, and two adjustable propellers to control, as you would with a twin engine aircraft. You also don’t have any significant off-axis thrust by having one engine/propeller mounted out on a wing suddenly stop giving thrust and becoming drag. With our design, the thrust from either of the twin thrusters is very close to centerline and very minimal adjustment to the rudder is required to continue flight on one thruster, should the other suddenly stop working.  

Another safety advantage to note is that the propellers have redundant electric motors on each side so that you would have to fail multiple items on a side for one side to go completely dead. And you can stay in level flight using only one thruster. Even if one of the propellers structurally failed in flight, that one side would shut down and you could continue with one thruster. 

What Do You Get When You Deposit?
 

Anyone can Reserve with no money down, but when you become a Depositor, you are moved to an early fixed Delivery Position. This is ahead of the Reservation Holders who haven’t put a Deposit down yet. Reservation Holders who want a firm early position can place their $500 non-refundable deposit using their existing Reservation Number, and they will be assigned the next available Delivery Position. You can read the Terms and Deposit or Reserve HERE
 

Investment Opportunity Section Closing Soon
 

Several months ago, Samson began a large funding effort to get the Switchblade into production. This is called a Reg D Series A (first major fundraise), and we have been receiving significant investor attention. So much so that we may be able to close the ‘early’ portion of this funding round in the very near future. This is the $2MM portion with a discount off the Reg D that provides early access to funds by the Company. 

The current investment is reserved for Accredited Investors only due to the type of this raise. If you ever wondered whether you qualified as an Accredited Investor, you can check out the requirements here:
Forbes Accredited Investor Definition

To learn more about this opportunity, please use the Investor Inquiry form on the website: 

Investor Inquiry 

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What Do You Get When You Deposit?

Anyone can Reserve with no money down, but when you become a Depositor, you are moved to an early fixed Delivery Position. This is ahead of the Reservation Holders who haven’t put a Deposit down yet. Reservation Holders who want a firm early position can place their deposit using their existing Reservation Number, and they will be assigned the next available Delivery Position. You can Deposit or Reserve HERE

Investment Opportunity Opened for Accredited Investors Only

Samson has opened our first major fundraising for large investment to get the Switchblade into production. This is called a Reg D Series A (first major fundraise), and we are VERY pleased with the response and interest. This particular investment is reserved for Accredited Investors only due to the type of this raise. If you ever wondered whether you qualified as an Accredited Investor, you can check out the requirements here:

Forbes Accredited Investor Definition

To learn more about this opportunity, please use the Investor Inquiry form on the website:

Investor Inquiry

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Sam Bousfield
Captain, Switchblade Team