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EXPLORE A ZONE
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CONFIGURATION STUDYFlight thrust inhibited in road mode
AssembledExploded
FUNCTIONAL SCHEMATICS / NOT A WIRING DIAGRAM
Power, control & configuration assurance
Architectural relationships from disclosure §§3.4–3.5, 4.4 and 5. Arrows indicate functional direction, not wire count, bus topology or physical routing.
SCHEMATIC 01
Energy & propulsion
200 / Energy storage & BMSEnergy reserve · thermal / electrical status
↓ Protected power
210 / Power distributionIsolation · contactors · protection · service inhibit
↓ Individual protected branches
211 / INV FL
212 / INV FR
213 / INV RL
214 / INV RR
↓ Controlled electrical drive
321 / M FL
322 / M FR
323 / M RL
324 / M RR
↓ Mechanical torque
330 / Four ducted fan rotorsIndividual thrust commands bounded by verified limits
Wheel-drive topology is unresolved. Road friction braking remains independent of fan control; regeneration, if adopted, is supplemental.
SCHEMATIC 02
Flight control & independent monitoring
400 / Sensors & telemetryIMU · position / velocity · height · air data if used RPM · vibration · temperatures · current / voltage · lock / tilt status
↓ Measurements
410 / State estimationAttitude, rates, motion and sensor validity
↓ Estimated state
420 / Guidance & attitude / rate controlOperator intent → bounded force / moment requests
↓ Force / moment requests
430 / Thrust allocationMotor · power · tilt limits · available control authority
A degraded three-fan configuration is not assumed controllable. A safety assessment must define responses to sensor, actuator, fan and power faults.
SCHEMATIC 03 / EMBODIMENT A
Supervised mode transitions
Select a state to inspect its conditions. This is an explanatory diagram, not an operational arming system. Any critical fault routes to a defined fault response; reversal is allowed only if a validated safe path exists.
DESIGN BASIS / SOURCE TRACEABILITY
What is disclosed. What is still a hypothesis.
This workbench visualizes the supplied “Technical invention disclosure and preliminary patent draft.” It is not a flightworthy design, manufacturing drawing, validated simulation or filing-ready patent figure package.
Revision 05 preserves the accepted sports-car exterior and adds cockpit fittings, cell envelopes, electrical-service details, cooling plumbing, motor windings, bearing elements, grilles, lamps and small hardware. These are added visual studies, not specified components, validated circuits, manufacturing interfaces or qualified occupant protection. Inspection close-ups hide outer panels only for visibility; they do not define physical removal procedures.
Revision 04 lowered the chassis, energy packaging, seating and cabin together; replaced flat facets with sculpted body surfaces; integrated road wheel pockets; and added a raked fastback canopy, splitter, sills and diffuser. Studio paint, smoked glazing, carbon weave, machined metal and rubber are appearance intentions, not qualified construction materials. The illustrative outboard lift pose has no defined deployment linkage or verified clearance. Improved drag, downforce, lift, range, mass or safety is not established. Exploded maintenance views are not flight configurations, and body streamlines are drawn paths rather than CFD.
MODEL BOUNDARY
Representation assumptions
One coherent coordinate model. +X is forward, +Y is up and +Z is port. Perspective and all orthographic views use the same geometry.
No engineering dimensions. Coordinates are normalized concept units. Occupant count, mass, scale, power, speed and range remain unspecified; cabin seats are packaging placeholders.
A1 and A2. A whole-module pivot is one illustrative means of directing lift. The disclosure does not fix this mechanism. A1 shows a coaxial inner fan; A2 shows a distinct inboard fan with a shared carrier.
A3. Blade stow / deploy is a schematic proposal. Blade geometry, actuation, positive locking and load compatibility are not solved.
B1. Four fixed fans illustrate vertical lift only. Forward-flight lift / thrust strategy is unresolved.
B2. Tilting body-integrated pods illustrate lift-to-forward orientation, not a validated aerodynamic transition.
B3. Four illustrative lift units and a separate aft cruise unit represent the distributed-lift baseline. Fan count is a packaging assumption.
Visual overlays. Flow arrows, cable / cooling routes, CG envelope and load paths are qualitative placeholders. They do not establish thrust, electrical protection, stability, center of gravity or stress.
Exploded / sectional views. Separation distances are for legibility. Sectioning reveals model geometry; the model is not a watertight CAD solid and does not define tolerances or fabrication interfaces.
ENGINEERING HOLD POINTS
Before any physical prototype
Close the coupled sizing loop. Mass → lift / disk loading → power / energy → battery and cooling mass → revised mass.
Establish CG and inertia. Include occupants, usable energy, transformed geometry and all permitted loading states.
Analyze fans and containment. Rotor stress, critical speed, bearings, clearances, imbalance, ingestion, fragment trajectories, ground effect and interference.
Validate structures and interfaces. Road braking / bumps, thrust and maneuver loads, landing, fatigue, actuator locks, asymmetric tilt and crash / fire barriers.
Verify electrical and thermal design. Voltage and current envelopes, protection coordination, isolation, harness sizing, cooling capacity and propagation protection remain TBD.
Prove control and fault responses. Model-based analysis, hardware-in-the-loop tests, sensor disagreement, fan loss, power faults and independent inhibit validation.
Progress through staged tests. Desktop review → bench → structural / environmental → integrated non-flight → independently reviewed restrained / uncrewed testing → authorized flight expansion. No occupants in early tests.
DISCLOSURE FIGURE INDEX
Drawing coverage in this workbench
Interactive views are communication aids, not a complete patent drawing package. Final black-line figures require consistent reference numerals, resolved geometry and counsel review. Original disclosure §§8–11 remain controlling.
CMF / COLOR · MATERIAL · FINISH
A deliberate material palette, not one blue surface.
The studio separates clear-coated body paint, smoked glazing, exposed satin carbon-fiber appearance, machined metal and rubber. These are candidate construction and finish intentions; the rendered materials are not validated mechanical, optical or thermal specifications.
Clear-coated body
Clearcoat → color coat → candidate composite panel
Smooth reflection lines make the sculpted hood and fender shoulders legible. Four live paint finishes are available in the Design studio.
CFRP is a candidate substrate, not a finalized laminate. Resin, layup, attachment, crash behavior, inspection and repair remain open.
A restrained weave appears on the front splitter, side sills, roof spine, intake surrounds, rotor blades and rear diffuser. It is a procedural finish texture, not a ply or weave specification.
The splitter and diffuser are styling hypotheses. No downforce, cooling benefit or validated flight load is claimed.
Smoked glazing
Polished exterior → dark visual tint → perimeter seal concept
Dark, reflective glazing contrasts with the painted rails and continuous low fastback roof. Glass versus coated-polymer construction is not selected.
Visibility, optical distortion, abrasion, impact, de-icing, fire behavior and emergency egress require qualified design.
Satin metal distinguishes the carrier, bearings, hubs, stators and suspension from the soft tire and dark fan blades. The model does not assign an alloy or temper.
Fatigue, galvanic isolation, bearing fits, fastener interfaces and electrical bonding are unresolved.
Matte road-contact tire
Road-contact envelope → tread appearance → separate fan cavity
The tire is visually distinct from the inner rotor and machined wheel structure. Reduced concept wheel size and integrated wheel pockets establish the sports-car stance.
Tire compound, reinforcement, ratings, thermal limits and fan / road-fault separation remain unspecified.
Warm busbars and restrained dark electronics become visible when the shell is opened. They are not decorative exterior accents.
No voltage, current, conductor section, cooling capacity or thermal-propagation qualification is established.
Why the engineering boundary matters
DOE identifies aluminum alloys and carbon-fiber composites among automotive lightweighting candidates, but also describes material, manufacturing and integration barriers (DOE lightweight automotive materials assessment).
FAA composite-aircraft guidance discusses composite / metal isolation and lightning protection, including analysis supported by tests; this material palette is not evidence of compliance or a substitute for that work (FAA AC 20-107B, with Change 1).
Aerodynamic-looking surfacing is not aerodynamic validation. Road fender packaging, the illustrative outboard lift pose, intake clearances, rotor containment, crashworthiness and the coupled mass / power / energy loop remain unresolved.
T+00.0Initialising
LOADING REV 08 CAD · 242 PARTS
00.0 / 60.0 s
LOADING REV 08 CAD
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NASA/TM-20240002116 · FUNDAMENTAL PROPROTOR DESIGN CONSIDERATIONS (BLAESSER, 2024)
Proprotor & flight dynamics
The fan-wheel blades are designed with the memo's relations: inflow-aligned twist (Eq. 8, 12), quadratic chord meeting a solidity target (Eq. 23–28), blade loading CT/σ ≤ 0.12 (Eq. 6) and momentum theory (Eq. 2–3, 34–45). Change any input; every chart and figure recomputes. Defaults are the CADed Rev 08 rotor and the CAD mass roll-up.
JDM · MINIATURE FLYING PROTOTYPE · ABOUT 1:11.5 · BUILD IT FROM HOBBY PARTS
Build a miniature prototype
A small flying model of the Rev 08.1 car with the same body, the same 90° pod swing about a hinge above each tyre and the same four-pod hover layout, using four electric ducted fans, hobby servos and an ArduPilot flight controller. Every printed part is CADed and downloadable. Pick your parts and every check, mass and cost recomputes; then follow the build steps.