The last CC press release, posted two months ago on 30 March, listed several major accomplishments of the CCTD flight-test program and outlined the work required to achieve more ambitious performance milestones. The work has proceeded smoothly, and we expect to return the aircraft to the test pit within the next week for pre-flight proof testing and fine-tuning of the first group of modifications.

The planned modifications have been divided into three groups. After each group has been carefully flight-tested, the CCTD will return to the shop for the next group of modifications. The process repeats itself until all new modifications have been added and flight-tested. The three groups include the following:

• Dual controls and expanded automated flight controls, including a larger onboard computer system and new software programs.
• New extreme-mu rotor and spinner.
• Turbocharging of Corvette LS6 engine and additional drag reduction.

Dual flight controls and automated rotor system

This first group of modifications focuses on lightening the pilot's workload, thus permitting the pilots to concentrate more on test objectives and less on flying the aircraft.

Dual flight controls were added to the CCTD once before but were later removed because they increased friction in the cyclic control system to an unacceptable level. The new cross-linked design uses a tube to connect the two control sticks. This negates the need for extra push-pull cables and adds almost no additional friction to the system. The co-pilot will now be able to help the pilot if needed. The dual controls will also permit us to more easily train new pilots.

The CCTD now has computerized controls to lighten the pilot workload. Rotor lift, rpm, flapping, pylon position, and airspeed can now be controlled automatically. The reduced pilot workload will make it easier to achieve higher Mu-ratios and collect additional flight-test data.

Extreme-mu rotor with small spinner

Construction of our new Extreme-mu rotor is almost complete. It will be installed after the new dual flight controls and automated control system has been flight-tested. If everything goes smoothly with the first group of modifications there could be sufficient time to add the new rotor and spinner before Oshkosh. If not, we plan to fly at Oshkosh with the current rotor.

The new rotor is designed to remain inherently stable at mu ratios greater than 1 and at speeds of up to 350 mph. It is lighter than the current rotor and has no stabilator bar. The small accompanying spinner will substantially reduce rotor head drag.

Turbocharging Corvette LS 6 engine and additional drag reduction

The third group of modifications will occur after Oshkosh. A final decision regarding the new turbocharger will be made soon. Our goal is to have 400 hp available to 20,000 ft altitude and 300 hp to 30,000 ft altitude. We must decide which of several options best suits our requirements.

To maximize the CCTD's performance, it is important to minimize drag. The spinner for the new rotor will do just that. Modifications to the rear of the fuselage and the bottom-rear of the tail booms will limit airflow separation in these areas, further reducing drag. We also plan to add an automatic cowl flap for the engine cooling air below the prop spinner to reduce parasitic drag at cruise speeds.

Public appearances, forums and briefings

Since the CC achieved a mu ratio of 0.87, interest in the CC has grown considerably. In the last two months, Jay has held a number of high level meetings and conducted briefings with the military and several aerospace firms. We also attended Sun 'N Fun and the PRA National Convention, as described below.

Sun 'N Fun, Lakeland, FL, 7-9 April 2002: Jay and the CC pilots, Larry Neal and Brad King, held a successful press conference on opening day and later gave a CC forum. Jay explained the significance of flying at a mu-ratio greater than 0.75. Larry and Brad took turns explaining what it is like to fly the CCTD. A large effort was made to let the public know that CC is looking for qualified groups to license CC technology - and especially to manufacture the next generation CarterCopter.

Individual presentations were given to senior representatives of Cirrus, Lancair, BRS, AVIA Propeller, Chelton Flight Systems and Diamond Aircraft. Jay gave an interview to the Sun 'N Fun on-site radio station, which was replayed several times.

USSOCOM, MacDill AFB, 8 April 2002: Jay briefed our military's Special Operation Forces (SOF). He explained how the CC Heliplane could be expected to excel at long-range insertions and retrievals of SOF teams, terrain following and combat maneuvering at low altitude, and for HALO operations. He pointed out the small CCH noise footprint, tolerable rotor downwash due to low disk loading, standard in-flight refueling ability and the straightforward deployment of paratroopers. The successful briefing resulted in a follow-up briefing with DARPA in Washington DC. DARPA has subsequently okayed a three month study of the CC Heliplane concept that could lead to funding for prototypes in FY 2003.

PRA National Convention, Waxahachie, TX, 23-25 May 2002: The CCTD was on display at the convention. Jay and CC pilots Larry Neal and Brad King provided three forums with Q&A sessions. The forums included an update on the CCTD flight-test program, what it is like to fly the CCTD, and details that potentially can make the CCTD the safest rotorcraft ever flown. The CC flight simulator allowed aspiring CC pilots to test their skills.

First: Larry Neal and Cookie after landing.  Second: Jay, Greg and Cookie.

Additional Good News for CarterCopters!

Excerpts from a Northrop Grumman press release states the following:

Northrop Grumman Receives DARPA Award to Study

Army Unmanned Rotorcraft Program

SAN DIEGO, May 29, 2002 -- Northrop Grumman Corporation will study an unmanned combat-armed rotorcraft (UCAR) program that will provide enhanced reconnaissance and attack capabilities for U.S. Army aviation. The study constitutes a significant milestone to develop unmanned systems for the Army.

For the concept development phase, Northrop Grumman's UCAR team includes MD Helicopters, CarterCopters, BAE SYSTEMS, L3 Communications, Sabre Group, Signature Research, Natural Selection and Aero-Science Technology Associates.

The complete press release is found at http://www.irconnect.com/noc/pages/news_releases.mhtml?d=27952.