Of Dreams, Flying Machines, and the ArrowCopter.

[Resasi]

A report on a visit to the factory in Austria and demonstration flight of the AC-10.



The love of Rotary wing flight is a common bond that draws us to this Forum from around the world, our fellow members, a diverse and fascinating group that bring with them an infinite variety of skills and life experiences to share. When Chris Kurz began telling us of an exciting new gyro being born in Austria we were interested, when we saw the pictures, a lot of us fell instantly in love.

I do not believe in fairies, or something for nothing, but I do believe in love at first sight, and of having a dream. In the thread he posted, the proposed new machine was super hot sizzling eye-candy. It set pulses racing and a host of Forum members drooling, but it’s aims… and estimated price tag left most with the feeling that it would simply be a dream to be filed alongside that unattainable film star, super car/plane/helicopter/billfish/deer/, or lottery win that will make all of the aforementioned possible.

But dreams can be attained as all of us know. With a goal, hard work, bit of luck, determination the human spirit can and does achieve some pretty impressive feats, we see them on the Forum all the time. Dietmar Fuchs was a gyro pilot who had flown Magnis and MT’s but had a dream that he could produce something better. Chris Kurz, another gyro pilot had a dream of flying across the US in a gyro true, then did so, enthralling us all here on the Forum as he took us with him, saw the ArrowCopter, and along with the rest of us, fell in love and promptly had another dream.

Dietmar Fuchs and a growing band of the converted, is sure that he has produced something better, the ArrowCopter; and Chris, by working with Dietmar and earning it with sweat equity, now has his own one. I am still dreaming, but do have a goal. After an invitation to visit the factory came, a date was set, and Chris with great generosity, offered to pick me up from the airport, put me up, and take me to the Factory. How good was that?

Having seen Chris in photos, posted on the Rotary Forum during his epic flight across the US in his MT-03, I managed to spot him when I walked out of arrivals, but what his photos hadn’t conveyed was how tall he is; so when I say he stood out in the crowd, he really did; head and shoulders above the rest. During the surprisingly long drive home, not just round the corner, it was rapidly evident that he is besides being a totally committed gyronut… sorry, gyronaut, he is warm humorous and multitalented. On arrival at his home in Eisenstadt I met a gracious and charming Katharina and one of their daughters, Salina, before immediately being whisked off out to dinner to nearby Rust. When Chris had told me that he lived in a good wine area, he wasn’t kidding, some of the Austrian wines he picked out during the meal were superb.

Early next morning Chris and I were on the road for the FD-Composites factory at Amstetten. As with a lot of us gyro folks, the factory and nearby airfield St. Georgen where they fly from, was a serious drive away, but with a lot to discuss the journey went pretty quickly. The factory is a neat compact two story structure set in countryside, and upon entering I was greeted by a sight made familiar by the website photos. A line of ArrowCopters in varying stages of completion. After meeting Dietmar and most of the staff, Chris, who was now acting as factory spokesman, began the tour and I was given permission to photograph anything I wanted.

The atmosphere there is of quiet calm, and people who know their business doing just that. As Chris took me along the assembly line I began to, as Chuck put it, ‘began to look under the pretty dress, glamor, and flim flam’, to see just what does go into making up the bones of the eye-catching craft this machine undoubtedly is. Without a big red S on the chest and lacking X-ray vision I was not able to stress analyze the various parts I was able to pick up and examine but every single one, was light, strong, and looked of uncompromising build quality. Carbon fiber parts look good if done well. I should know because I built the pod for our Hornet from it, parts of which did come out looking as good as the ones in the magazine pictures and glossy ads, but in the end Stu and I chose to paint it, because I wanted to hide those unfortunate blemishes that had occurred due to overheating during the cure and showed up like pimples on a supermodel’s face. A great deal of these machines is carbon fiber, and all I saw was done to a high standard.

The engine bay has a stainless steel firewall between it and the structure of the back cabin. After the firewall and rear cabin wall there is a shallow area that contains a lot of the wiring busses and sensor boxes, engine recorder and remote units for the MLG EFIS. There is a cover for that and then comes the seat back. The rear occupant is therefor well insulated and shielded from both engine and the noise. With the seats out panels in the floor allow access to wiring, fuel lines at the rear coming up from the fuel tanks in the stub wings and the large thick push pull aircraft grade cables that actuate movement of the rotor head. I know some people have expressed reservations however these a very thick aircraft grade assemblies and I having seen them would have no such apprehension. As we moved slowly along the line of fuselage sections starting from the unit least assembled I watched a whole nose wheel assembly removed in minutes for adjustments. A main wheel removed in minutes to disassemble and change a tire. In the nose section the instrument panel and all instruments were very accessible for removal or inspection.

Part way down the line I came across a Ferrari red model being worked on by a man and his two sons. On being introduced, his name and who he has been associated with rang immediate bells. Dr Claudius Klimt, and Carter Copters. I had noticed on arrival that Vienna is presently celebrating the 150th anniversary of a very famous 20th Century painter, Gustav Klimt, and as for Carter Copter, I think that almost every member of the forum is aware of who they are. Claudius's is an interesting person his career in emergency medicine included the creation and leadership of Charles Emergency Physicians P.A. providing emergency service to over 54,000 patients per year at the Greater Baltimore Medical Center, and his position of Vice Chief of Staff of the Greater Baltimore Medical Center. His attention to detail and team building led to the development of an emergency physician work scheduling software program with Peake Software, and he continues to practice emergency medicine on a part time basis. He served in the Maryland Air National Guard as clinic commander and flight surgeon of the 135th TAC Clinic and retired after 22 years as a Col. He has his SEL, SES, MEL and Instrument pilot ratings with over 2300 hours of P1 and has built a twin engine kit AirCam N119CK. His fascination with the Carter slowed rotor/compound technology had led to extensive volunteer contributions on the Carter Copter team to help bring the concept to production.

ArrowCopter has been forward-thinking in recognizing the present US impasse on factory built machines and is along with the factory built models, producing it in a kit form that will allow a builder to satisfy the 51% rule and build his own machine. Claudius was there working on doing just that. With one son videoing his every move the other was carefully documenting the process. Having had the pleasure I just loved the idea of a family team-working the project, it is hugely satisfying. They have a schedule and he is moving along at a brisk clip. Jay Carter is a genius and has a great concept, ArrowCopter has one too, and it is here and now, perhaps why Claudius is at the factory. His brand new, just delivered Rotax 912IS was sitting on the stand waiting to be installed and he is extremely enthusiastic about this machine. I have a feeling it won’t be long before that one is ready to take to the air. Oh and the name…well as it turned out when I asked, that yes he was connected to Gustav, but ‘on the other side of the blanket’ I think the expression goes. Gustav was never married but fathered 14 children and apparently, so Claudius says, pretty stingy about passing on the painting gene.

After a detailed tour of the factory and the avionics shop upstairs where avionics and instrument panels are prepared , we went over and looked at Chris’s machine which was in a separate hanger along with the rotor test car. This was an extensively altered BMW with a mast built into the roof. Heavily instrumented with the equipment that measures rotor performance the cyclic stick is in the passenger side. The level of detail they go to in testing and improving the various areas of the gyro is impressive. Chris’s gyro is fitted with the constant speed prop mechanism which he likes and is an upgrade on the in-flight variable propeller pitch adjustment on the machine I subsequently flew in.

Before leaving for the airfield we did a quick summing up. There are three test machines at the factory presently flying and working on the Austrian Certification (Austrian certification standards took UK Section T as a base, then added bits for good measure.) one is presently trial flying in Australia, and two are trialing in South Africa. One kit build in Switzerland is working on Swiss certification. There are five machines presently on the production line for customers, and, while I was there someone who collects unique airplanes was sending over his chief pilot to have a look and with already a huge collection of amazing machines it may just get bigger. It is intended that pre-certification machines and kits are designated AC-10, the next group after certification will be AC-20's.

Chris then took us down to the airfield where Dietmar was getting OE-VXI ready. The wind was across the runway, very light and variable with an OAT of 16 C and Dietmar did a solo flight first. He took of from the far end of the runway so it was not possible to see how much the take off run was used, however it was a very short time to lift off. The aircraft then kept just above the ground and built up speed. Dietmar reported 200 km/hr or 108 kts as he passed us before pulling up into a steep sustained climb. He then dived back down on a down wind before proceeding on to a number of low level turns around the far end of the runway demonstrating a very tight radius before another fast climb past us. At the top of which came a hover before proceeding into a vertical descent with a number of 360 degree rudder turns. This then evolved into a tight spiral dive and recovery onto a close left down wind. He then produced a very low slow flight down the runway before pulling up on a procedure turn round onto a final to land with a very short landing, almost in it’s own length, before turning off onto the taxiway. The radius of the turns had been very tight and the machine looked every bit as responsive agile as I had hoped it would be

Quick refuel followed, the position of the fueling ports making this the simplest and easiest I have ever seen. Getting into the back was very easy. Allowed to step onto the wing and seat it was a non event. The seat was very comfortable, it’s smooth contouring and position fitting one like a glove. With another pilot in the front seat visibility to the immediate front is not great, but up and from 45 degrees ahead to the sides and rear excellent with no canopy distortion at all. Provision will be made for a repeater screen for the MGL Voyager EFIS to be on the seat back ahead of the second occupant to present all instruments to the rear seater for instruction, or type check out. While in the certification program rear controls have been removed so just along for the ride. Start and taxiing all routine, ground handling seemed excellent with differential braking. Dietmar now took of from the opposite end which has about 200 m of asphalt before the grass.

Pre-rotation seemed quick with the rotor accelerating briskly before the button was released, the stick came back the throttle went forward and the brakes were released. A word on pre rotation on this machine: prerotation is only available with the stick fully forward. A safety switch mechanism at the bottom of the stick ensures that depression of the button will not result in anything unless contact has been made and within a certain forward stick range. With this satisfied button depression operates the two stage pneumatic system which begins first at low pressure. This causes a piston on the mast head to begin pushing up the drive gear into the teeth of the prerotator ring, at the same time through a second piston at the back of the engine beginning to applying pulley tensioning for the drive. When a proximity sensor on the gear ring on the rotor head signals full drive gear engagement, second stage high pneumatic pressure can then be applied to the tension on the pulley system and max torque applied.

Acceleration was very rapid taking me back to my first time flight in in a Lear where I was exposed to an immediate real response, instead of creeping off at first then gradually picking up speed. Almost immediately the nose was up, and we lifted off then leveled off to accelerate. Unable to see the ASI as I did not have a repeater screen, Chris gave me some figures he experiences in his machine. The nose lifts off at around 35 km/h or 14 kts, his lift-offs occurring at around 45-50 km/h, 24- 27 kts. He was observing the take off and estimated that we were airborne in approx 70-75 m or 230-250 ft, around half way down the 200 m of asphalt. That with a 340 kg/756 lbs craft, 23kg/51 lbs of fuel, 194 kg/431 lbs of pilots. ie we were 557 kg/1,238 lbs AUW. No headwind and 16 C. Pretty impressive in my book.

With the level off and acceleration my immediate thought was how quiet it was and with little or no wind rush noise at all, although looking out to the side I could see we were gaining speed at a rapid rate. Climb out was at a cruise climb angle and 800 ft/min. After a short while we leveled off powered back and began rotating the variable pitch knob. We were now at around 75% power, and 18Lts/4.8 galls/hr clipping along at a sedate 165Km/hr/ 89Kts. which would have put us with full tanks, 72 Lts useable with a still air range of around 4 hrs and able to cover around 360NM.

We flew over the factory and then on to a short 200 m grass strip belonging to a friend of Dietmar’s. Here I now experienced some of the tight maneuvering and although we did not land it showed that the gyro would have had no trouble at all with dealing with a small strip. Hands off it remained stable with not much stick shake, slipping in either direction made with no trouble. To the right with feet taken off the rudders it seemed to stay slipping before slowly correcting but to the left it did so more rapidly. With power reduced to idle and set up in a descent the glide seemed very shallow accustomed as I am to coming down like the proverbial brick, those winglets really do make a big difference. Back to St. Georgen, rejoining on a left downwind and in to land. We touched down close to the turn off, once again with minimal roll before the nose was down and we were turning off the asphalt.

On trying the front seat I was struck be the fantastic visibility and can only imagine that this must be similar to that experienced while sitting in an F16 cockpit. The seat has a number of positions for and aft but unlike a car this has to be done on the ground by removing a couple of seat bolts and is only a few minute job. I was very comfortable with the stick falling naturally into my hand as it was set, and Chis with even longer legs is very comfortable in the most rearward position still leaves adequate space and legroom for the rear seat occupant. The full canopy is quickly latched shut or opened hinging on the ride side. There is an emergency release knob on the right side easily accessible from front or back. The change over from full to alternative open canopy can be switched out in seconds by the use of the emergency release knob

The panel is well set up with analogue instrumentation around the MLG Voyager EFIS screen. This is simple to set up and use with a huge variety of customizable screens and instrument and Nav/weather/map displays. Everything in the cockpit and panel is ergonomically situated and within easy reach. The photos I have taken and hope to have up on the thread shortly should show much of what I have been talking about, sorry they couldn’t have been in amongst this at the appropriate places.

My expectations on the visit have been pleasantly exceeded in all areas, except of course the cost of the machine. But, when the long development and amount of testing that has taken place, along with the quality of the finished product, handling and performance achieved is all taken into account, even that makes sense. My congratulations to Dietmar and his team, they have produced a wonderful gyro that is to my mind and limited experience especially of the Orion and Calidus, very probably leader of the present field of modern two seat gyros.

With a very big thank you to Chris and Dietmar for the opportunity to see and experience a new cutting edge machine in the gyro world.

Uploaded photos to an album in photobucket. Still to be sorted and commentary added. But for now hopefully you should be able to see at least something. I uploaded the maximum eight for this post but clicking on the photobucket link will give slide show. https://s1246.photobucket.com/albums/gg605/Resasi/?albumview=slideshow

Below and in order we have OE-VXI which the demo flight was conducted in.
Dietmar the man with the vision of a better gyro and who flew the demo flight.
The front cockpit with canopy up showing the superb position the pilot sits in.
Pilot's eye view of the panel. Easy to reach great layout and an EFIS. Simple to use, hugely versatile, with an almost infinite possibility of customizable layouts. Chis has set some up some particularly suitable for this machine.
I liked this next view of the front cockpit looking almost like a jet fighter.
Yes, very happy and full of anticipation.
The production line inside the factory. The red machine is Claudius's and very likely to be the first in the USA.
Chris standing proudly beside his machine.

 

[RotoPlane]

Thank you for this well written passenger flight report Leigh! I was hoping those winglets would make a positive difference….makes me feel better about my stubby wing . I'm looking forward to view your pictures.....I covet this AC-10....

 

[All_In]

SWEET!!!!

That really was most excellent report.

I got the privilege of meeting and hanging out with Chris = really a good man!!!

Thanks buddy for taking us along.

 

[Joe Pires]

I hope you will send this to Roy Beisswinger, along with a few pictures it would be a great article for his magazine. He has been doing a great job telling other recreational pilots about gyros and an article helps him do it better.

 

[All_In]

Excellent Idea Joe!!!

Don't forget PRA magazine too!

 

[Joe Pires]

Good point John, slipped my mind.

 

[Rehan K.Janjua]

Hello Resasi

Thank you for the detailed write up, wonderful to imagine the feel.

So do we have the best gyro yet?

And yes wheres your camera?

Regards
Rehan

 

[Resasi]

Thanks guys for the kind words.

Joe and be delighted to give that report to anyone who wished to use it to promote the sport.

Rehan, I don't have the experience of the various other contenders out there to be able to give a reasonable and unbiased judgement. What I do know is that a couple of people who were mentioned and have experienced some of the competition do think it is the best.

I do know that of the present bunch this is the one that I am putting my money behind. Still have to come up with it but I have focused my mind on this one.

I was actually speaking this morning to a friend of mine, a 747 skipper out in the ME who has a house not far from me in Kenya. He is definitely interested in a possible sharing arrangement. He has an airport on the gated community where he is building. I have a strip at the end of my present drive and my Uncle lives on a game ranch up country that has a strip and some private planes parked there.

His wife loves gyros and goes in them at every opportunity with a friend out there Bruce Field who has a Magni and turn up to do aircover at the famous Rhino Charge cross country 4WD Rally. They at present are into Harleys but definitely showing signs of coming across to air-biking.

Fired up by people like Dave Lear in SA and Chris Kurz who have shown us what airborne touring can be like. My plans are for a ground/air combo to go on safari.

Two in the gyro and two or more in the 4WD vehicle with the camping gear fuel etc. The air sorti scouts out the next suitable camping spot, near a road and place for the gyro to land. With air ground coms the team then can camp and take turns to see the game from ground and air.

You are also covered in case of accidents to either group with ground or air support.

 

[All_In]

Only one thing wrong with the above plane. I want to go!!!

May be I can help a little?

Partnerships are excellent for shared aircraft ownership for few folks are flying/ using it everyday anyway it just sit there waiting to be flown.

As a Piper dealer I sold so many more planes than other dealers because I set up a holding company called 'Piper Partners' allowing folks to sell their partnership interest as easily as a share of stock.

You only need a buy-out clause that I had in all of mine. This is not a copy of it.

It is off the top of my head so please excuse its very rough draft:

1) You are the owner of 25% of this aircraft and responsible for 25% of all costs including but not limit to all expenses, insurance, and payments.

2) It is here-by agreed that all unpaid expenses will be charged to the non-paying owner’s capital account reducing it by the amount you owe for expenses and payments made on your behalf.

3) You remain the owner in good standing of the aircraft as long as you pay your expenses on time or until your capital account is $0.00 or less!

4) You agree that should you become behind in your share of expense payments that when your capital account hit zero you here-by agree:
a) That you will not be allowed to repay your past due expenses unless agreed to in writing by all partners
b) That your percentage of interest in the aircraft and all its equity in said aircraft will transfer to the remaining partners without any payment or appreciation or excess value, if any, being due you.
c) If 4b) occurs you here-by agree to sign the required FAA bill-of-sale in tens days or be fined $200.00 two dollars per day starting from the 1st day of the notice and agree to pay all legal fees necessary by the other partner or partners to force said sale.

5) Furthermore, it is here-by agreed that when a partner is notified that your capital account is less than the other partners that a (60) sixty day clock starts ticking to pay your account in full or be bought out at cost. It is agreed that this (60) sixty day period starts the first day the other partners pay your expenses and not the certified mail notice date if any.
a) It is agreed that cost is defined as solely your capital balance without regard to the aircrafts actual market value including any appreciation.

6) It is agreed that any time during this (60) sixty day repayment period that from the day of the certified mail receipt forward you here-by agree that any of the other partners have the right to buy you out at cost with the cost be calculated in 5a) above.

7) It is further agreed that the only requirements to force a sales of a partner in default is for that partner to be mailed a check from one or more partners with a (10) ten day clock running to repay his capital account to equal the other partners or sign the bill of sale without further negotiations being required.

8) It is agreed that your only recourse after the date of the certified mail receipt purchase check that you only have the (10) ten days in 7) above to sell your share of the aircraft to anyone else for a profit or loss and pay your capital account in full prior to the (11) eleventh day to void the forced purchase described in 6).

 

[Resasi]

That is a useful template John.

Not all of us have the disposable income it takes to move into this class of gyro.

However in the case of an aircraft such as this one with a high initial purchase price, it is still not beyond the means of a group.

Group ownership can be tricky but with careful choice of partners and agreements such as the one above it can be a way to realise the dream.

Johns prior experience and business savvy can provide the tools like this that help such a group work together harmoniously.

P.S. Have managed to download the pics, presently editing sorting and labeling.

 

[All_In]

This really worked well for us. In ten years I sold well over 100 planes to way over 500 partners.
We had only two cases where owner were forced out because they could not repay what they owed. Only a few partners were greedy and tried to buy it during the 60 day default period. Most just waited until their newly acquired friend cam e up with the money.

It helped that they leased it back to us. I should have mentioned that all the owners should pay an hourly rate to ensure the one flying it the most pays for most of the engine reserve with each hour flown.

We charged each owner to fly there own aircraft and then repaid the group with there own money plus any income from us renting it for them if they wished it rented. This kept it at an arm's length from personal use allowing the aircraft to become a business and deductible including owner maintenance flights, etc.

The only other inequity I remember is insurance. My brother and both very high time pilots pay the lowest rates. To let low time PRA 31 members rent it the insurance is 3 to 4 times as expensive per year. So we get a quote for us and subtract the difference. The lower time pilots must pay the extra cost in order for them to fly it. That doesn't help start a flying club for the young family guys.

I tried to put owners together with the same number of hours so the insurance would cost about the same for all.

PS:
I remember someone posted he was suing or being sued and that if you have had a partnership or been in business very long that you have been sued.
All those partnerships and not one law suit! There were a few time I had to jump between a couple of 6'4'' guys about to punch it out (at 5'4'' it's a funny sight)!
But I just went over the books with then and pointed out the truth in the contract and the fairness in it and that was the end of that!

 

[Resasi]

Sorry as yet no titles or blurbs on the photobucket Album nor are they sorted.

Keep up the good work John, that is a real how-to and I will be taking notes, when I have done all the pics for the visit I did.

 

[All_In]

That is one sweet looking gyro!!!
The useful load is the only down side so far... But she looks so good!

Thank for the pictures!!!

Buddy this even makes me consider wanting an enclosed cabin gyroplane.
I could buy a used 200 mph 4 place turbo Arrow and a Mule for about the same price but I would be so different and look way cooler in this!

Decision, decision??! It will have to wait until my G1sa is paid for and I help pay for the two place G2sa were are building for Pra31 with the Hollman's O320 Lycoming.

 

[Resasi]

John you have flown the Maule/Arrow, and could rent one easily. You could not however rent this beauty.

Flying in this totally blew me away, and a bit like that first flight in a gyro I had, it was I have to try and get this.

Get a syndicate together.

 

[All_In]

All good points buddy!!!

I really do like the look of the ArrowCopter and the fact that Chris is involved in dialing it in. I think he is the only one actually testing rotor blades with sensors to improve them.

Now that I'm out of retirement for the 3rd time and just finishing the testing/ debugging stage.
I'll start hiring salesmen soon to sell my two new software products.
If they sell like the other products I've created I'll be looking to tax deductions.
Once I pay for the PRA 31's FBO toys, hanger, trailers this just may be the next tax deduction even if I have to register it as Experimental Exhibition.

 

[Resasi]

Having done a little asking around I think one of Claudius's concerns has been addressed and the path to getting his over to the US smoothed.

That plan I discussed with you John of a set-up whereby a prospective builder/owner could come to a facility and build his kit, while at the same time his family could be along to assist him record and video the build process, or go off and have a holiday, is also one that Claudius also has in mind.

All the correct tools and a dedicated area where the machine would be built would be available, nearby accommodation; golf course or play/recreation facility for kids and Mom nearby. A nearby/on site airfield where an instructor would have an ArrowCopter available for either a check-out or even basic training while the build is in progress.

The idea being that time or vacation time available is minimal and some people would want to get their kit out of the box and into the air in the fastest possible time. The ArrowCopter is not available as a Factory build and who wants to sit around holding their breath waiting for the FAA to get round to making that possible.

Go Amateur build, 51% , and Experimental.

If you have to build it to own and fly one, the idea is to make that process as easy and hassle free as possible. No years long project at an airport miles away, this machine is no basement or garage project, and while it is reasonably straightforward to assemble it is a complex high performance aircraft. The aim is to make available a very detailed video on exactly where each nut and bolt goes, along with a detailed easy to follow build manual which can be studied prior to arrival, then used as an how-it-goes, along with experienced staff around to advise and supervise the build.

Building it is of course is invaluable for an intimate knowledge of their machine and how many pilots can say they have built their own machine. Very few.

Dietmar Chris Claudius and the ArrowCopter have a goal and they are all pursuing it in a very dedicated manner, in order that the dreamers out there like you and I, might just be able one day to touch, watch, fly in, or even own one.

 

[All_In]

Oh good plan buddy!!!
How many man hours does it take them to build one? So I can calculate how long I would have to stay in country in order to build her.

I remember very well our Skype conversation designing my long term marketing plan.
Now it has become PRA 31’s mission too.

We hope to have a gyroplane FBO in San Diego doing exactly the same thing.

I figure since many of the snow birds come to San Diego with their families to escape the winter it would be a perfect family vacation / build/ training program.

Our fist baby step is too put the O320 on a Genesis G2sa for a training / Cross-country machine.

Then lure or train our own instructor here!
Then we will be in a position to really help others discover the joy of rotorcraft.

It really is like a flying motorcycle!!!
Flying with Ron Awad is the most fun I’ve had flying in years and I fly aerobatic in FW’s!!!!

 

[Resasi]

Claudius and his two boys are out there finding out with their machine John.

One videos his dad's every piece of work while the other is getting it down in a build manual. They are really serious about this project, and given Claudius's history, I see big things for this collaboration between them and ArrowCopter.

 

[All_In]

Most excellent Leigh!!!
Please keep us up to date!!!

Thank you

 

[ckurz7000]

I am just following this thread as a lurker and my pulse quickens as the thread evolves. There are a lot of great ideas coming together. The potential to have the ArrowCopter available as an "assissted" build that can be done in maybe 2 weeks together with flight training and a whole family vacation is just too good to pass up. Add this to the availability of a well structured partnership in owning one and I am getting really excited!

You could be really on to something.

-- Chris.