Presented at the Precision Strike Technology Symposium 2000
John Hopkins University, Laurel, MD, October 2000.

The CarterCopter (CC) Heliplane

Jay Carter, Jr; President & Principal Designer
CarterCopters, L.L.C.

1. PURPOSE

The technology being flight-tested in the NASA sponsored CC gyroplane prototype (see picture below) shows great promise for use in all size categories of VTOL, high-speed and long range aircraft. The first flight of the CC gyroplane was in September 1998. The gyroplane aspect of the technology is unsuitable for many military purposes only because it cannot hover or carry a sling load.

A recent design study found the CC technology could be adapted to create a new class of rotorcraft with full helicopter VTOL, hover and sling load capabilities. This paper provides an information brief for the leaders of our armed services, Aerospace Industry representatives and interested professionals on the feasibility of this new rotorcraft class. Called the CC Heliplane (helicopter + gyroplane), it could be the start of a whole new family of aircraft for the 21st century.

2. WHY THE HELIPLANE AT PSTS 2000?

Technology advancements in three critical areas are needed for the new Air-Mech-Strike ¹ concept recently proposed as a blueprint for the radical and revolutionary transformation of the Army to 3-Dimensional maneuver warfare capabilities (www.geocities.com/air_mech_strike). The CC Heliplane provides the necessary advance in rotorcraft lift capacity (see picture of CC Heliplane Transport above) that is needed to make the Air-Mech-Strike concept possible. The other two critical areas are battlefield digitalization and indirect precision munitions lethality, both of which are covered elsewhere at PSTS 2000. The Air-Mech-Strike concept, if adopted by the Army, would be capable of meeting the Army Chief of Staff's goal of projecting a Brigade anywhere in the world in 120 hours. A combined-arms ground force that uses light armored vehicles weighing up to 15 tons must be deployable 5,000 nm in 24 hours using no more than 2 mid-air refuels. Once deployed, the same aircraft must be capable of inserting the combined arms team in a tactical air assault anywhere within a 1,000 nm radius. CC Heliplanes can meet this requirement.

3. CC HELIPLANE OVERVIEW

The CC Heliplane, like the CC gyroplane, is a VTOL design system that can be built in an endless variety of sizes, weight categories and degrees of sophistication. The only technology needed to design any CC Heliplane has been flying on the CC gyroplane prototype since September 1998. In actuality, the CC Heliplane is best described as a CC gyroplane that contains a helicopter mode as a pilot option. For helicopter mode operation, the two large diameter propellers counter the rotor torque with one propeller producing reverse thrust. Above 50 mph both propellers produce thrust in the same direction and above 100 mph both propellers produce equal thrust.

The Marine Corps withdrew from the Army's Future Transport Rotorcraft (FTR) program in favor of the tiltrotor. They believe the tiltrotor is the way of the future because it flies so much faster and farther than the helicopter. We hope to make the case that the tiltrotor is a niche technology that is fine for today but should not be pursued in the future, especially to the next step with a heavy lift platform - the proposed quad tiltrotor (QTR).

The CC Heliplane will be able to do everything a tiltrotor or helicopter can do - and do it better and safer. For any comparable size VTOL aircraft, including the QTR, the CC Heliplane will fly faster and farther while carrying a larger and heavier useful load. It takes off, hovers, handles sling loads and lands like a helicopter. Above a certain speed, it converts to a CC gyroplane by unloading its rotor onto very efficient high-aspect ratio wings and (in the process) slows its rotor to minimize profile drag and maximize flight efficiency. Unlike tiltrotors and helicopters, the CC Heliplane's standard operating procedure (SOP) uses autorotation when making high-speed descents, totally avoiding the possibility of "settling under power" in a vortex ring state. The ultra-high-inertia rotor also provides the CC Heliplane up to 3x more emergency reaction time than tiltrotors and helicopters when flying in the "dead-man zone".

4. FOUR SIZE CATEGORIES OF CC HELIPLANES

The CC Heliplane design is capable of filling numerous military and civil needs in every category. Helping make possible the Army's move toward 3-Deminsional maneuver warfare is but one of these. Following are four size categories where the CC Heliplane can make a tremendous contribution to the Air-Mech-Strike concept and many other missions required of our armed services. Range and payload estimates given are for VTOL operations. STOL estimates are much greater.

1. The CC Heliplane UAV: weighs 800 lbs empty with a VTOL useful load of 1,400+ lbs. Full VTOL and hover capabilities combined with high speed and long range makes it ideal for the Navy's Multi-role Endurance (MRE UAV) program. The engine of choice would be the new Williams International TSX-1 turbo-shaft engine that produces 550+ SHP yet weighs only 135 lbs including its prop reduction gearbox. The engine, located on top of the fuselage, would turn two 2-bladed 5-ft diameter CC pusher props weighing less than 20 lbs each. The combined weight of the engine, drive train, rotor gearbox and props would be (approx) 275 lbs and produce 2,000+ lbs of static thrust at sea level.
   
   Preliminary estimates based on conservative assumptions show the UAV will cruise 330 MPH @ 35,000 ft altitude. Splitting the useful load between fuel and payload gives the following estimated VTOL performance values. Range estimates include a 45-minute fuel reserve. Please extrapolate to estimate other values.
   
    

   350 miles with 1,200 lbs payload

   2,600 miles with 800 lbs payload

   6,200 miles with 300 lbs payload

   
   
    

2. The CC Heliplane "trainer / liaison / utility": weights 2,800 lbs empty with a VTOL useful load of 3,200+ lbs. It would have a 60-inch wide cabin - the same width as the CC gyroplane prototype. It would carry 5-9 passengers plus have the convenient rear door/ramp for loading litters or cargo. Power would be provided by two TSX-1 turbo-shaft engines producing 1,100+ SHP and driving two 4-bladed 8-ft diameter CC pusher props. The combined weight of the engines, drive train, rotor gearbox and props would be (approx) 600 lbs and produce 4,500+ lbs of static thrust at sea level.
   
   This is the CC Heliplane that will compete with current 5-9 passenger helicopters and future tiltrotors. Splitting the useful load between fuel and payload (people and cargo) gives the following estimated VTOL performance values. Range estimates include a 45-minute fuel reserve. Please extrapolate to estimate other values.
   
   A pressurized version of the "TLU" would cruise efficiently at 305 MPH @ 30,000 ft altitude with a range of:
    

   700 miles with 2,500 lbs payload

   5,500 miles with 400 lbs payload (max fuel)

   
   An unpressurized version of the "TLU" would have a max cruise of 340 MPH @ 10,000 ft altitude with a range of:
    

   380 miles with 2,500 lbs payload

   3,000 miles with 400 lbs payload (max fuel)

3. The CC Heliplane "air-express": weighs 30,000 lbs empty with a VTOL useful load of 30,000+ lbs. Power would be provided by 3 each 4,000 SHP engines. It would have the speed, range and low disk loading needed to provide an Air-Express service to most of the Navy's ocean going fleet, much as the C-2A Greyhound now services just the carriers. The proposed Navy-Air Express System would dovetail with an international civil air-express network to deliver parts, supplies and personnel direct to each Navy ship on a daily basis - regardless of the ship's location. This size competes with the C-2A Greyhound and the V-22 Osprey.
   
   Preliminary estimates show the fully pressurized "Air Express" will efficiently cruise 375 MPH @ 30,000 ft altitude. Splitting the useful load between fuel and payload gives the following VTOL performance values. Range estimates include a 45-minute fuel reserve. Please extrapolate to estimate other values.
    

   1,500 miles with 20,000 lbs payload

   6,600 miles with 400 lbs payload (max fuel)

4. The CC Heliplane Transport: The first CC Heliplane design is the CCH-T. It would be the largest rotorcraft ever flown; yet CC Heliplanes can be built even bigger. The CCH-T is comparable in payload and speed to the most advanced C-130J-30 Hercules, with almost twice the cargo compartment volume. It is taller than a four-story building, the main wheels are six feet tall, the two props are 24 feet in diameter and the rotor is one-half the length of a football field. Three combat equipped M-113 APCs can be driven up its ramp and parked inside (with room to spare), and then flown away - straight up.
   
   The CCH-T competes with the proposed QTR for the Army's FTR program designed to replace its 430 aging CH 47 helicopters. The Navy could use the CCH-T to deliver submarine rescue vehicles directly to the location where needed. It would also fill a Coast Guard requirement for a rotorcraft able to rescue large numbers of people from an endangered ship at sea. A large door/platform forward of the wing on the bottom of the fuselage will be able to lift 20 people at a time directly into the fuselage.
   
   Like all CC Heliplanes, the CCH-T takes off, hovers and lands like a helicopter. At speeds above 100 MPH, the CCH-T converts to a CC high-technology gyroplane with its rotor in autorotation. By 250 MPH all but 20% of its rotor lift has been transferred onto very efficient high-aspect ratio wings and (in the process) slows its rotor to minimize profile drag and maximize flight efficiency. Its patented design achieves a Mu of 3 (rotor tip speed ratio) at around 400 MPH and a rotor RPM of 25. Its flight efficiencies are equivalent to those of a fixed-wing aircraft. It is designed to cruise at 450 MPH @ 32,500 ft altitude - which is its operational ceiling at 150,000 lbs GW. In VTOL mode, it will carry a 45,000 lb payload for 800 miles with a 45-minute fuel reserve. When flown as a STOL aircraft, its range more than triples. Performance values for the CCH-T are as follows:
   
    

   EMPTY WEIGHT: 90,000 lbs empty

   VTOL USEFUL LOAD: 70,000+ lbs.

   LENGTH: 106 ft. (nose to back of fuselage)

   HEIGHT: 43 ft. (ground to top of rotor cap)

   CARGO AREA: Maximum dimension 12' W @ floor x 10.5' H x 65' L plus 27' L over ramp

   VOLUME: 11,033 cu ft main body + 2,120 cu ft over ramp

   DESIGN TAKE-OFF WEIGHT (max GW):

   VTOL 160,000 lbs @ 7,000 ft density altitude

   STOL 200,000 lbs @ 7,000 ft density altitude

   
   Range and gross weight can be greatly increased where circumstances permit using STOL modes instead of VTOL (see figures 1 & 2). A VTO without hovering is possible at higher density altitudes than shown on figure 1 by using stored energy in the high-inertia rotor to provide the additional HP required until the aircraft accelerates to its minimum flight speed.
   
   A detailed design study of the CCH-T released in June 2000 can be found on the CC website. It includes isometric views, AutoCAD drawings, specifications, features, flight operations, comparison charts, graphs, performance analysis, and assumptions. All performance values given are based on standard engineering principles, reasonable drag coefficients and CC gyroplane prototype flight test data collected to date.

Figure 1- Heliplane Transport Max GW vs. Altitude
Various take-off modes with 45,000 SHP available - sea level
(15,000 SHP for each of 3 engines).



Figure 2 - Heliplane Transport Range versus payload
Various take-off modes at 7,200 ft density altitude
Range calculated with 45 minute fuel reserve (no wind)

 

5. VALIDATING THE CC HELIPLANE DESIGN:

NASA continues to help fund our R&D program though a SBIR Phase III grant. They established five goals they wish the CC gyroplane prototype to accomplish:
 

1. Perform a zero-roll takeoff
2. Perform a zero-roll landing
3. Fly 10,000+ feet ASL
4. Fly non-stop 600+ miles
5. Fly 150+ MPH at a mu greater than 0.8 in steady state flight

Once these five goals are achieved, the CC gyroplane will try breaking the rotorcraft Mu-1 barrier (Mu>1). This is what it was designed to do, much in the same way the Bell X-1 was designed to break the sound barrier. Becoming the first rotorcraft ² to do so will dramatically prove the stability of our patented ultra-high-inertia rotor system and the controls for the rotor and wing interface. Achieving the five NASA goals and breaking the Mu-1 barrier will also validate the CC Heliplane design. Everyone interested in learning more about the CC gyroplane's design and engineering features that will make these feats possible are invited to read "CarterCopter - A High Technology Gyroplane". The paper was presented January 2000 at The American Helicopter Society Vertical Lift Aircraft Design Conference held in San Francisco, CA.

6. CC GYROPLANE PROTOTYPE'S CONTRIBUTION TO THE CC HELIPLANE:

CC Heliplanes will employ all of the new CC technology that has been flying in the CC gyroplane prototype since September 1999. No other new technology is needed. The media has called the CC Heliplane a helicopter that converts into a CC gyroplane above a certain speed. It would be equally correct to say that any CC gyroplane containing a helicopter option for hovering (& sling-loading) is called a CC Heliplane. The CC Heliplane can be flown from takeoff to landing as a CC gyroplane - without using the helicopter mode.

The CC gyroplane prototype is a test platform, not a production vehicle - although it is so simple in concept that it can be accurately described as a modern, 5-place fiberglass and carbon composite fixed-wing pusher airplane with an autorotating ultra-high-inertia rotor.

It was created to prove design concepts that combine the inherent safety features and simplicity of the autogyro with the efficient, high transit speeds of a fixed-wing airplane.

CarterCopters, L.L.C. is developing a software program that can be used to design a CC aircraft with maximum capabilities for any specific job - whether it is a no frills homebuilt or a loaded military combat version. The actual performance values for any future CC design (gyroplane or Heliplane) will be determined by the following choices:

• Rotor: its diameter and solidity (blade area to swept area)
• Wings: the span and area.
• Engine(s): HP, type, and number. If propeller driven - include prop efficiency.
• Fuselage: volume, pressurization, and coefficient of drag for the wetted area.
• Functionality: CC gyroplane or CC Heliplane capabilities.

The specific capabilities and limitations of the CC design system are well defined. When designing a new CC rotorcraft, you can max one of the following performance values at the expense of the other three:

• Range: 26,000 miles range (airborne for "four-plus" days without refueling)
• Speed: 500-MPH (limited by a rotor advancing tip-speed of 600-MPH)
• Altitude: 70,000 feet
• Useful load: 100-150 passengers/equivalent cargo
  
  By comparison, the CC gyroplane prototype is designed for a range of 2,400 miles with a 45-minute fuel reserve. It should cruise at 220 MPH @ sea level and 350 MPH TAS @ 45,000 feet altitude. Empty weight is 2,500 lbs. with VTOL max GW @ 4,200 lbs. (STOL max GW @ 5000 lbs). Empty weight of a production version should weigh 2,200 lbs.

Numerous patents relating to CC technology have been granted and more are pending. A list is provided at www.cartercopters.com/patlist.html. All CC systems are engineered for simplicity, ease of maintenance and safety. In addition to their use on CC aircraft, they can be used on other rotorcraft and fixed-wing aircraft as well.

CC ULTRA-HIGH-INERTIA ROTOR; 'HEART' OF THE CC GYROPLANE AND CC HELIPLANE: The CC gyroplane prototype was designed and built as a proof-of-concept demonstrator for both the CC ultra-high-inertia rotor and the control system interface between the rotor and wings. These two innovations will provide CC aircraft with the unique ability to do two very important things that other rotorcraft cannot do:

1. Maintain rotor stability at high forward speed and low rotor RPM (very high mu advance ratios). What makes the CC design truly revolutionary is its ability to keep the rotor stable at advance ratios "mu" greater than "one" ( mu>1: aircraft forward speed greater than the rotor tip speed). Initial tests using a 1/6-scale model of the CC gyroplane in a 'poor boy' wind tunnel showed the CC rotor will remain stable at a mu as high as 8.

Both the advancing and retreating blades have to produce essentially the same lift during flight. As long as the rotor is turning, basically unloaded, and free to flap, it is possible to obtain rotor lift equilibrium even when the retreating blade experiences a high reverse airflow over the trailing edge.

The rotor profile horsepower required in flight is essentially a function of RPM³. Dropping the rotor rpm from 300 to 100, for example, reduces the rotational aspect of the rotor profile horsepower to approximately (1/3) 3 or 1/27 of the rotational profile hp @ 300 rpm. This is a major drag reduction.

The CC rotor is not powered in flight by a drive shaft, but rather by the air flowing through the rotor like the wind powers a windmill (with no torque reaction on the fuselage, the necessity for a tail rotor or twin rotor configuration is eliminated). The ultra high inertia rotor has over twice the available inertia per pound of gross weight than any other rotor. At high aircraft forward speeds, the rotor has to be slowed down to prevent the advancing blade from seeing a velocity too near the speed of sound. The only way to prevent the retreating blade form stalling at high forward speeds is to unload the rotor by providing most of the lift with a wing and the forward thrust from a propeller or jet. The centrifugal force from 65-pounds of depleted uranium in each blade tip keeps the rotor rigid and stable at the reduced rotor RPM and high forward speeds.

At speeds above 125 MPH, the CC prototype's rotor has zero pitch. Above 200 MPH, the rotor disk is almost flat to the relative wind - which unloads all but about 10% of the rotor lift. Without significant lift - the rotor slows to 75-90 RPM. Even at this slow tip-speed, the centrifugal force (C.F.) created by the weighted rotor-tips keeps the rotor blades stiff (similar to spinning a 65 lb rock at the end of a 21¾ foot rope). This rotor "stiffness" at low RPM prevents the relative wind at high forward speeds from lifting and snapping-off the blades. Rotor stability and lift equilibrium between the advancing and the retreating blades are assured by the minimal lift on the rotor -- and by allowing the rotor to teeter at the rotor head.

2. Fly as fast and efficiently as a fixed-wing aircraft using the same size engine. Again, the key is being able to slow the rotor down to 75-90 RPM when flying at high forward speeds. This reduces the rotational aspect of the rotor profile HP to approximately 1/27 of the rotational profile HP @ 270 RPM - the rotor speed used during slow flight.

Since the wings are not used for takeoffs and landings, they can be designed with low profile drag (small wing area for a given gross weight) and low induced drag (high aspect ratio wing) to be very efficient at high forward speeds and high altitudes. The wings of the CC gyroplane prototype are 20-25% the size of a conventional fixed-wing aircraft of the same gross weight yet provide all the lift needed for efficient cruise conditions. The combination of low rotational drag on the (slow turning) rotor plus low profile and low induced drag on the (small) wings results in significantly less net lifting surface drag than a comparable fixed wing propeller-driven aircraft - thus producing a fast and efficient aircraft.

The CC ultra-high-inertia rotor provides a number of other benefits as well:

TAKEOFFS: The 65 lbs of depleted uranium* in each rotor-tip create a "flywheel" that stores large amounts of energy. Brakes are locked and the ultra-high-inertia rotor is pre-rotated to 425 RPM using power from the engine. During rotor prerotation while the aircraft is on the ground, there is a torque reaction on the fuselage, but with the wheels locked the fuselage cannot turn. The rotor is then disconnected (freewheels) and the engine brought to full power before collective is pulled.

When collective is pulled, the resulting rotor-pitch converts the stored energy to downward thrust sufficient to produce a jump takeoff. No power goes to the rotor through the drive shaft during flight, hence there is no torque reaction on the fuselage which would have to be countered by some means such as a tail rotor. Since the prerotator drive is only used intermittently while on the ground and does not have to provide lifting HP, a simple lightweight belt drive and clutch system is used. Actual takeoff G forces can be varied from a little over the normal of 1 to 2 at the pilot's discretion depending upon the performance desired.

*NOTE: Sintering tungsten carbide (as used in cutting tools) will be used in CC production aircraft in place of depleted uranium. The two materials have similar specific gravities.

LANDINGS: Rotor pitch is set so the (always) auto-rotating rotor will automatically over-speed during landing -- converting altitude energy to rotor "flywheel" energy. This happens whether the engine is running or not. If needed, the pilot can pull collective and increase lift to control touchdown using the excess energy stored in the rotor. Normally, pilots will land and flair with some initial forward speed. Upon flair, the rotor acts like a aerodynamic brake, allowing the aircraft to touch down softly with a zero roll and without pulling collective. A vertical descent, however, would require pulling collective to stop the sink rate and provide a soft landing.

Even with a dead engine, the energy stored in the ultra-high-inertia rotor is sufficient to provide 4-5 seconds of hover when collective is pulled in landing - or enable the pilot to stop his descent and climb upwards for a second landing attempt at a different spot. The high-inertia rotor also provides gyroscopic stability in turbulent air at flight speeds as low as 30 MPH - and will help to smooth landings in such conditions.

LANDING GEAR SYSTEM: The CC gear can be scaled to fit most any type or size aircraft. Its ability to absorb 20 ft/sec landing impacts without damage to aircraft or occupants greatly improves safety when landing. By comparison, the landing gear for some carrier planes is rated for as high as 24 ft/sec impacts. The CC gyroplane accident in December 1999 proved the gear's merit. The prototype gear weighs 125 lbs total (50-lbs each main and 25-lbs for nose) but can be engineered to weigh only 100 lbs.

The CC gear uses a "smart" mechanical valve that automatically measures vertical velocity during the first inch of stroke. It then regulates the air-over-hydraulic cylinder pressure throughout the remaining 17 inches of stroke to provide a (almost) constant deceleration for that particular landing. Cylinder pressure is (approx.) 1000 psi at 20 ft/sec, 250 psi at 10 ft/sec and so on - resulting in a "greased" landing (nearly) every time. It will absorb 25 ft/sec impacts with only minimum damage. In the event of a crash landing exceeding 25 ft/sec, the smart valve holds the cylinder pressure at the max landing gear yield load for the full 18 inch stroke so the landing gear does not fail until it bottoms out and the maximum amount of energy has been absorbed. This technology is developed, proof tested for 20 ft/sec impacts and ready for licensing.

The CCH-T will use an improved version of the same system. The main difference is that the upgrade includes the use of a new type of variable viscosity hydraulic fluid. The viscosity is controlled by electrical input. Using a 6-ft stroke, the CCH-T gear will absorb up to 50 ft/sec landing impacts with no damage to the aircraft or occupants. 50 ft/sec landing impacts will produce a constant 7½ G deceleration over the entire stroke; 39 ft/sec impacts will produce 5 Gs, and 24 ft/sec impacts produce 2½ Gs. We are seeking a corporate partner to help fund, build and proof test a prototype.

PROPELLER SYSTEM: The CC prop can be scaled to fit most any aircraft, pusher or tractor. The CC prop and prop controller were developed to provide the CC gyroplane prototype with good static thrust for jump take-offs and good cruise efficiency up to 400 MPH TAS at 50,000 ft ASL. The resulting 2-blade 8-ft diameter propeller is carbon composite construction, weighing less than 30 lbs. (including a bearingless pitch change mechanism). It uses a twistable carbon spar to provide a 50o pitch travel. The twistable spar eliminates pitch change spindle, bearings and housing. The blade chord increases ideally from the tip to the root in order to accelerate the air uniformly over the full diameter. The large blade cuff with a close fitting spinner reduces root losses. The tip has a swept shark fin profile to reduce compression drag and noise at high tip speeds. In tests the prop tip was run above the speed of sound for several minutes. Best static thrust is over 1500 lbs. from 300 HP. Propeller cruise efficiency is expected to reach 94%. The CC prop is designed to be (easily) converted from 2-blades to 4-blades. Reverse pitch is an option. This technology is developed, proof tested and ready for licensing.

The CCH-T will use a 4-bladed, 24 ft. diameter version with reversible pitch. The CC prop should weigh 800 lbs. (including the hub pitch-linkage) and produce 42,500 lbs. of static thrust from 15,000 HP. Two of these CC props in a pusher configuration will enable the CCH-T @150,000 lbs. GW to fly at 450 MPH at 32,500 feet altitude. Reversing prop pitch can work as air brakes. The max combined static thrust of 85,000 lbs. (at less than the max HP available) will be used during inertia assisted takeoffs and STOL operations.

PROP CONTROLLER: The system is useable on both piston and propjet aircraft to optimize cruise efficiency over a wide range of HPs and air speeds. A computer program was developed which monitors true airspeed, HP and air temperature, and then automatically controls the prop pitch to obtain the RPM required to achieve the best efficiency for the given conditions. This controller does for prop efficiency what computers have done for engine efficiency/emissions. By comparison it makes conventional mechanical prop governors as antiquated as the Ford Model-T. This technology is developed and proof tested. It will be licensed as part of the CC prop system.

In the CC Heliplane, the prop controller will automatically provide counter-torque control during flight in helicopter mode by controlling the pitch in each prop separately (1 prop pushing & one pulling). During flight in gyroplane mode at very high forward speeds, the controller will utilize a 2-speed automatic transmission to significantly improve the engine/prop efficiency and thrust. All inputs are automatic and invisible to the pilot except when the controller is switched to manual control.

ROTOR HEAD CONTROL SYSTEM: lightweight and simple. It contains no swash-plate or blade pitch bearings. It provides a lightweight, simple method of changing the rotor plane of rotation (cyclic control). The CC gyroplane has no rotor gearbox (heavy and high-maintenance) as found on helicopters and tilt-rotors.

The CCH-T has a rotor gearbox that will be much lighter and less expensive than a helicopter's since it is used only during the brief periods spent flying in helicopter mode (takeoffs, slow flight, hovering and landings).

PRESSURIZED CABIN: designed for 40 PSI and tested to 25 PSI. It utilizes a one-fourth (¼) inch-thick, stretched-acrylic windshield (bird-strike resistant) and a lightweight, simple, pressurized fuselage door. The same CC technology is planned for use on the CC Heliplane.

7. SUMMARY

The current CC gyroplane prototype is a test platform, not a production vehicle. It is a proof-of-concept demonstrator for both the CC ultra-high-inertia rotor and the control system interface between the rotor and wings. Other innovations on the prototype that have been proof tested and ready for licensing include the high efficiency prop and the extreme-energy absorbing landing gear. The follow-on CC Heliplane will combine the VTOL & hover/sling-load abilities of the helicopter, the inherent safety features and simplicity of the autogyro and the fast & efficient transit-speeds of a fixed-wing aircraft. Once all of the design concepts are proven, they can be used to create an almost infinite variety of VTOL, high-speed and long range aircraft to meet military and civil needs in every weight category.

Supporting data for everything mentioned in this paper can be found on the CarterCopter website: www.cartercopters.com. Engineers may have a difficult time believing the performance numbers of CC technology until they fully understand the design. NASA was the same way in the beginning and they have now given the CC R&D program 3 grants. All companies interested in CC technology are invited to come to Wichita Falls, Texas, and see what we have developed. Our technology can provide you with the ability to leapfrog past the performance and shortcomings of your competitors.

AUTHOR'S BIOGRAPHY

Jay Carter, Jr. is founder, President and Principal Designer of CarterCopters, L.L.C. He graduated from Texas Tech University with a BS in Mechanical engineering, then did graduate work in Aeronautical Engineering.

He designed and built two autogyros with guidance from his father during the summer months while attending college. The second design is shown.

Following college, Mr. Carter worked for Bell Helicopters for more than two years. He worked in R&D on the design of the XV-15 tiltrotor.

In 1970, he founded Jay Carter Enterprises with his father and developed a steam-powered automobile - the first car in the world to meet the original 1976 EPA emission level standards. The car could make a cold start in 30 seconds and travel more than 80-MPH. The car was featured on the front cover of Popular Science and several other magazines.

In 1976, Mr. Carter founded Carter Wind Systems and spent the next 17 years as president and principal designer. By 1983 the Company had grown to over $7 million in annual sales with more than 100 employees. The Company installed wind turbines throughout the U.S.; from Great Britain to Hawaii -- and to 300 miles north of the Arctic Circle. His ability to develop and market a very lightweight and cost effective wind turbine enabled the Company to survive the industry decline in the mid-198Os and to emerge as one of only two U.S. wind turbine manufacturers still in existence by 1988.

In 1982, 10% of the Company was sold to Hamilton Standard, a division of United Technologies. In addition, Carter Wind Systems technology was licensed to EDF, the largest utility in the free world, and to MAN, the largest manufacturer in Europe. In 1992, 50% of the company was sold and in 1994 the Company headquarters were moved to England. Mr. Carter negotiated all licensing agreements and the sale of the Company.

In 1994, Mr. Carter began the formal development of the CarterCopter high-technology gyroplane. The undertaking is a natural path for a proven and experienced engineer, manager, and entrepreneur who has been involved in the aviation industry and a private pilot since 1967.

¹ Air-Mech-Strike Turner Publishing, Aug 2000; BG (R ) David L. Grange, BG (R ) Wass de Czege, LTC Liebert USAR, MAJ Jarnot USA and M. Sparks ARNG.

² A military program jointly funded between the Defense Advanced Research Projects Agency (DARPA) and Boeing for $24 million would like to be the first to break the Mu-1 barrier. Called the Canard Rotor/Wing ( C-R/W), it uses a very high-technology approach. The flight-test program should begin soon.