Wichita Falls, Texas: Thursday, 12 July 2001

By Jay Carter, Jr.

RECORD FLIGHTS LIMITED ONLY BY ON-BOARD FUEL

The CarterCopter Technology Demonstrator (CCTD) overcame a series of setbacks that we reported in previous press releases and is now breaking new ground. It made numerous 20-28 minute flights during a 5-day flight-test series in Olney, Texas, that ended 4 July. Flight time was limited only by an 11-gallon fuel tank we use for safety purposes. Flights were made to 4,000 ft MSL altitude, 128 MPH, and ranged more than 3 miles from the airport. Takeoff weight was 3400 lbs. Rusty Nance, our Chief Test-pilot, was pilot in command (PIC) and Larry Neal flew as flight-test engineer (FTE).

Larry & Rusty in the cockpit

The maximum altitude, speed and flight duration achieved were all new records for the CCTD flight-test program. The test data collected by the CC team was even more important. We confirmed that as the CCTD's speed increases - both the rotor RPM and rotor flapping drops. We also found that HP requirements remain nearly constant as the CCTD accelerates from 75 to 125 MPH. In most aircraft, the HP required to accelerate will increase with the speed ratio cubed. In the CCTD, this is offset by the fact that the rotor slows as forward speed increases - and the HP required to turn the rotor drops with the RPM ratio cubed. Our prop efficiency also improves as speed increases.

Air-to-air shot near Olney airport

PHOTOS AND VIDEO FOOTAGE TAKEN OF SUCCESSES

A 5-person Dutch film crew from VARA TV filmed our success. VARA TV is similar to the Public Broadcasting System (PBS) in the US. The visit had been scheduled for several months. They are providing us a copy of all raw footage taken, which we will edit to show at Oshkosh 2001.

We will also show air-to-air video of the CCTD. The GAA helped us develop the procedures we used to film the CCTD from John Coffin's Maule, a high-wing STOL aircraft that is legal to fly with the rear door removed. Early morning smooth air and a zoom lens permitted us to take video footage and photos without coming close. The morning sun, background clouds and the CCTD flying with its landing gear retracted - all helped enhance the results.

CCTD WILL HAVE NEW LS6 ENGINE FOR NEXT FLIGHTS

On the first flight of 4 July, the CCTD engine threw a rod. Parts of the piston and connecting rod went through the engine block and oil pan. The CCTD had just become airborne and Rusty landed without incident. The Corvette LS1 engine we were using had been run hard without causing problems for more than 140 hours, but apparently we had been harder on it than we thought. The high RPM and torque loads used when proof-testing the rotor and propeller in the test pit may have contributed to the failure.

A new Corvette LS6 engine has already been installed in its place. The LS6 is a much-improved version of the LS1, making use of data collected from several years of auto racing. Installation in the CCTD was not a problem since the LS6 is basically the same engine with the same outside dimensions. It has a stronger block, newly designed pistons and connecting rods, a new cam and stronger valve springs. The LS6 produces 40 more HP at the same RPM and its max RPM limit has been increased from 6000 to 6600 RPM.

Over the clouds

GOALS REMAIN MU-1 FLIGHT AND AIRVENTURE 2001

Jointly with installing the new LS6 engine, the CCTD is being repainted in preparation for an appearance at Oshkosh the last week this month. The plan is to resume flight-testing on Saturday, 14 July. First, we will attempt to fly the CCTD much faster than before - and then begin slowing the rotor RPM in small increments. This procedure will permit us to break the Mu-1 barrier or to determine what changes are necessary to do so. We plan to go slowly, but it should not take long if everything works as planned. One of our most highly regarded rotorcraft consultants believes that breaking the Mu-1 barrier will be easy once everything is in place.

Should we break the Mu-1 barrier, we will trailer the CCTD to an airport near Oshkosh and then fly the few remaining miles. We have a display area at AirVenture 2001 already reserved. Following our arrival, we do not intend to fly the CCTD again due to flight-test program considerations. The CCTD is our only prototype and numerous flight-test goals remain to be accomplished.

Austin Meyer reports that the commercial off-the-shelf (COTS) hardware for the CCTD flight simulator has been successfully integrated with his X-Plane software (www.x-plane.com) and the results are even better than expected. Rusty is test-flying the simulator to ensure it accurately represents the CCTD. Both he and Austin live in Columbia, SC. The CCTD flight simulator will be at AirVenture 2001. It will allow CC personnel to demonstrate the ease with which the CCTD and future CC aircraft can be flown.

Glistening in the morning sun