December 3 2002, Wichita Falls, Texas

New High-Mu Rotor Passes First Round of Testing

 A lot has happened since the last update three months ago. The most important event was the completion of ground proof tests on the new high-Mu rotor. The only major test problems encountered were resolved when we modified the steel mast of the test stand to give it a side-to-side natural frequency close to that of the CCTD. In the final test on November 21, the 44-ft diameter rotor was spun-up in our test-pit to 420 rpm (Mach .87). Collective jabs and rotor inspections were performed at each 25-rpm increment, with the rotor remaining smooth and stable all the way. 

 In these tests, we calculate the location of the rotor dynamic center of gravity (CG) relative to the rotor aerodynamic center (AC) by measuring the force required to change the collective pitch relative to the rotor lift produced. The rotor dynamic CG  is about one-half the minimum distance from the AC that is needed to keep the rotor stable at our current goal of Mu 1.3.  To help assure rotor stability at Mu 1.3 we will add a 6-inch trailing edge extension to the outboard  54 inches of each blade to move the AC still further behind the dynamic CG. For some reason, which we do not yet fully understand, we still had to add a rotor stabilizer bar to keep the blades and spindle from oscillating at 200 rpm when the rotor center of gravity is below the rotor teetering axis and the spindle tilt axis.  However, the weight on the rotor stabilizer bar is a fraction of what was required before and will be incorporated into the design of the rotor spinner. Flight-testing will determine to what degree the size of the trailing edge extension and/or the stabilizer bar can be reduced. 

 The blade tips now have a distinctive triangular-shaped leading edge extension. Each holds 55 lbs of lead weight for producing the required inertia. The new design requires less inertial weight than previous designs, permits the use of lead instead of depleted uranium. The rotor has 46 ft2 of lifting surface and weighs 300 lbs.  The weight includes the rotor hub, pitch horn, collective pitch-change mechanism and 110 lbs of inertia weights in the blade tips (the tilting spindle mechanism is not included). The rotor would support an 8,000-lb helicopter (it produces over 12,000 lbs of lift at MSL on a standard day). The ratio of the rotor's weight to an 8,000-lb helicopter is .0375, which is 1/2 to 1/3 the rotor to gross weight ratio of most helicopters. The lightweight CC rotor design permits a higher strength safety factor than normally found in helicopters.

Issues To Resolve Before The CCTD Flies Again

To proof test the new rotor, we had to remove all CCTD drive train components plus associated controls and electronics from the CCTD and install them in the test stand.  The other option was to anchor the CCTD in the test pit and proof test the new rotor installed on the CCTD.  However, this would have risked damage to the CCTD, similar to the damage caused when a new prop we were testing on the CCTD disintegrated (Press Release 10/05/2001).

 Now that the initial rotor tests are completed, everything must be reinstalled in the CCTD and thoroughly checked. The LS6 engine is being torn down and inspected before reinstallation. New and stronger connecting rods and larger wrist pins as well as new pistons that fit the new wrist pins will be installed. The head air inlet and exhaust passages will also be polished. LS6 engine experts claim these modifications will substantially improve the durability of the engine and slightly improve peak HP.

We hope to have the engine and all components back in the CCTD and start ground testing in the test pit by Friday, December 20th.  The numerous changes made to the CCTD during the past three months require that everything be carefully checked before we fly again. If everything goes smoothly, we  could resume flight-testing before the end of the year.  We decided not to install the turbocharger before we fly again.  We have gotten behind schedule and the turbocharger is not needed to break the Mu 1 barrier or do VTOL. We suspect there will be some risks / cooling issues that may have to be resolved after the turbocharger is installed. Aaddressing them at this time would slow us still further.

Next Generation CarterCopter (NxCC) Takes Shape

CC has begun work on the next generation CC (NxCC) Technology Demonstrator gyroplane with the hope financial support can be obtained from government, military or aerospace sources to continue the project. CoreMax Aerospace Incorporated located in Denton, Texas, has completed a 1/6^th scale model. The next step is to mount the model on the front of a pickup truck and perform our poor-boy wind tunnel tests on the fuselage, wing root and tail booms. Once we have done everything we can to assure aerodynamic efficiency, we will test drag efficiency in commercial wind tunnels.  Several facilities have expressed interest in helping us.

 The templates needed to make the full size plugs for the wings, tail booms and horizontal stabilizer of the NxCC are finished. We plan to start building the plugs the first week in December. Molds for use in making the actual aircraft will then be made from the plugs. Our goal is to finish fabricating the NxCC airframe shell before July of 2003. 

 The fuselage will be  44 inches longer than the fuselage of the CCTD - yet weigh much less. The passenger compartment's 62 inch length x 62 inch width allows for 5 passengers plus 2 pilots instead of the CCTD's 3+2. The engine compartment's 12 extra inches permits a much larger variety of engines.  The longer fuselage greatly reduces the drag suffered by the CCTD that is caused by airflow separation around the lower rear section of the fuselage - equivalent to a flat plate of the same cross section. A cowl flap will be incorporated in the NxCC to reduce the cooling air-exhaust area at cruise and reduce its flat plate drag by an additional 0.5 ft².  The NxCC will have a higher aspect ratio wing with a  44-ft span instead of the CCTD's 32-ft, yet will be lighter and stronger.

 NxCC #1 will probably be powered by a reciprocating engine.  The 12 month program will utilize everything learned on the CCTD. No new concepts will be incorporated - just improvements to the basic design and various components. All avenues of drag reduction will be actively pursued so that subsequent flight-test data can validate the aircraft's low drag potential and expected L/D of 10+. The Mu-flight envelope will be expanded and the aircraft could exceed 300 mph at 25,000-30,000 ft altitude. Preliminary specifications include:

• 2,500 lbs empty with turbo (CCTD is  3100 lbs empty w/o turbo),
   
• 5,000 lbs max GW with VTOL,
   
• 6,000 lbs max GW with 200 ft rolling takeoff,
   
• 2,000 mile range without refueling.
   

We expect the NxCC to be the first production version of a CC gyroplane.  Although negotiations continue with several interested groups, CC decided not to wait for a licensee to emerge before proceeding. It appears the projected performance of the NxCC is so advanced over what is currently available that only by building and flight-testing the aircraft will we convince the government, military and potential manufacturers that it is possible. We therefore decided to go as far as we can with our limited resources while awaiting decisions on our proposed financial support. This will give us a chance to build and flight-test the NxCC in time for the Wright Brother's Centennial Celebration on December 17, 2003.

UAV Builder Contracts With CC for CC Propellers

 After the CCTD components are removed from the test stand it will be modified for use in proof testing a new 28-inch diameter CC prop. CC has contracted to provide three of the props with matching spinners to a major UAV manufacturer for flight-testing on their production UAV. L&L Tooling in Ft. Worth, Texas recently completed the mold for the 10 inch blade and Redding Machine completed the mold for the prop spar. The prop contains a new scimitar blade design that should help make the prop even quieter and more efficient than the original CC design that has been flying on the CCTD for 4 years. The prop will be bench tested at a tip speed exceeding Mach 1 for at least 10 minutes to prove its strength and durability. This is not a trivial task - each .5-pound blade will produce 7400 pounds of centrifugal force at this rpm.  The lightweight design and construction method permits a higher safety ratio and a lower weight than other variable pitch propeller designs.

The new props and spinners are expected to improve the UAV's rate-of-climb and loiter time by up to 15%, depending on the flight profile. The prop features ground-adjustable pitch, metal abrasion weather strip on the leading edge, and an ideal planform with a large chord at the blade root that improves prop efficiency. In addition, the lightweight CC construction gives the prop low inertia, which  reduces loads during maneuvers. The inherent quietness of the prop design should help improve the UAV's combat effectiveness.  By successfully reducing the CC prop size from the current 8 ft diameter down to 28 inches, it helps prove the CC claim of having developed a fully scalable propeller technology with no structural, mechanical, static/dynamic, and aeroelastic or shape limitations. More information on the CC prop is found at Propeller System web page.

1/24^th Scale Model of CCTD Soon To Be Available

 CC has been working with Fred Griffin of Griffin Aerospace Models in Ft. Worth, Texas to make 1/24^th scale models of the CCTD available. Fred expects the first batch to be ready in four to six weeks. The model will be 11 inches long with a 16 inch wingspan, 22 inch rotor, and a cost of $175.   The model represents the CCTD as it will appear when breaking the Mu-1 barrier. A number of the models will be presented to aviation museums and to select supporters in honor of the occasion. Fred has promised that a few models will be available at his booth - both at Sun 'n Fun 2003 and AirVenture 2003.  Information on how to purchase a model direct is available on Fred's web site: http://www.griffinaerospace.com/.

CC Featured In Exhibits, Papers and Media Sources

 Society of Experimental Test Pilots (SETP): On October 4, a paper on CCTD technology was presented by GAA members Paul Smith and Carl Hawkins at the SETP 46^th Annual Symposium held at Westin Bonaventure Hotel in Los Angeles. There were approximately 500 to 600 people in attendance. The paper was well received.

 Precision Strike Technology Symposium 2003 (PSTS): From October 15-17, a CC exhibit was manned by Guy Ullman at the PSTS 2003 held at Johns Hopkins University in Columbia, MD.  The exhibit promoted the propeller contract between CC and the UAV manufacturer and the fact that CC will license its technology to manufacturers.  The exhibit included a continuous loop video of CC prop footage edited by Bob Coffin, plus several large cut-away graphics of the CC prop created by Mat Recardo.

 EAA AirVenture Video: EAA publishes a video each year featuring the highlights of the fly-in. The video includes an interview with Jay and flying footage at Oshkosh. The CC is featured as prominently as any other single aircraft.

 The Learning Channel (TLC): On November 20, 2002 a weekly program called "Extreme Machines" aired a story titled "Choppers." It was seen in England, the US and in most other English speaking countries. The TV show was created in England with CC cooperation. It included an interview made with Jay at the CC shop in Texas and footage taken during the public flight demonstration of the CCTD at AirVenture 2002.

 Rotorcraft Magazine: The November issue contains the Popular Rotorcraft Association (PRA) 2003 calendar as an insert. The calendar photo for July 2003 shows the CCTD at AirVenture 2002.  The photo for May 2003 shows the newest 1-person autogyro designed by Larry Neal, our chief test pilot.  Larry calls his creation the Butterfly. The photo for September 2003 shows the personal autogyro of Brad King, our CCTD co-pilot. Brad's 2-person tandem autogyro is an immaculate Mad Max II.

 Flight Journal Magazine: The December issue contains the best article on the CC program to date. The magazine is currently available on newsstands at Barnes & Noble, Borders and other major bookstores. Budd Davisson, editor-in-chief, provides a full-page editorial comparing the CCTD to the 1903 Wright Flyer. The magazine includes a 9-page article on the Wright Flyer and the 7½-page article on the CCTD. Barnaby Wainfan, a technical specialist in aeronautical design, wrote the CCTD article. Barnaby is known for his monthly article in Kitplane magazine and for his involvement with the Facetmobile.

Upcoming Events Involving CC

International Conference on Autogyros: From April 25-26, 2003, Hofstra University in New York will host an international conference titled From Autogiro to Gyroplane. The Conference Director is Dr. Bruce Charnov, a recognized expert and widely published author on the history of autogyros. Conference information is posted at www.hofstra.edu/autogiro-conference. The sections of the web site titled Galleries, Movies and 3D Models all contain CC related information. In 3D Models you can rotate a model of the CCH-T if you have QuickTime 6 (download is available at the site).

 Texas Aviation Exhibit at State Capitol: From January through December 2003, the Texas Aerospace Commission (TAC) is hosting a photographic history of Texas aviation over the past hundred years. Five exhibit displays will each have a different theme. Photos of the CCTD will be displayed in the theme depicting General Aviation.

 Super-yacht with NxCC Hanger: Sometime in early summer 2003, CC should receive a copy of commissioned plans for a 50-meter, $14 million super-yacht that contains a hanger designed to carry the NxCC. CC supplied NxCC CAD information to one of New Zealand's largest yacht builders per their request.  In exchange, they agreed to let us post the super-yacht plans once they are completed.  If the contract is successfully negotiated, the build time for this type of vessel is around 24 months.