The cabin is now a one-piece carbon-fibre monocoque structure, reducing weight and providing additional safety to the crew. The inner headliner structure has been tripled in width to dramatically increase the forward / backward strength of the cabin. This greatly improves support to sustain the mast traction and vibrations that can otherwise fatigue the frontal structure of the cabin. The new structure also strongly reinforces the roof of the cabin, so that now it is possible to stand on the roof when working on the rotors.
Previous models design did not have a monolithic mast "pocket". This is now the case, dramatically improving mast support in this area. The central tunnel, that provides a structural ‘spine’ to the cabin, was previously glued. Now it is fully integrated into the monolithic construction, greatly adding to the strength. A small lip, protruding in the front, has been created to add strength in this highly-stressed zone. We have changed the method of construction at the back of the cabin. It is now flat, without the ‘step’ in the middle. The exit of the controls to the rotor (in the bottom rear section) is now covered by the monolithic rear surface of the cabin. This increases the strength of the cabin rear wall at the bottom, and protects this sensitive control mechanism, increasing safety.

The Cabin now offers an even more comfortable, ergonomic and spacious environment than ever before. There are new, very comfortable and ergonomically-shaped seats, with extra foam padding, and optional leather with electrical heating. We offer extra cushioning on the leather central armrest, and now have custom crafted high quality floor carpets. We quality ceiling aircraft vents for heating with thermostat and windshield defrosting. The doors have been redesigned with their hinges on the forward leading edge, with a revised door lock and security backup, providing additional safety in the event of accidental opening in flight. The instrument panel has been redesigned to accommodate the latest avionics and GPS systems. We added exclusive medium grey velour interior, to provide extra sound proofing.

We now use only carbon composite high inertia rotor blades, and a custom-designed hub bar; no more aluminum rotors. The undercarriage main wheels have been moved 5 cm rearwards, not only to accommodate the increased length of the cabin, but also to improve take-off performance. The shift increases the load on the front wheel of the gyro, contributing indirectly to an increase in the load on the rotor in the initial phase of the take-off. Thus the rotor spins up more quickly, reducing the take-off length. We now have electric trims, improved carbon composite landing gear, new brakes and wheels, an optional variable pitch propeller, LED landing lights & strobes, and a new pre-rotation system that can reach up to 250 rpm. We upgraded to LED Landing lights, 260 W total power, for 270 degrees of illumination plus long range 500 meter coverage.

Our airframe supports the ROTAX 915 and 916 engines which deliver 141 or 160 HP, turbocharged, to perform at all altitudes and fuel injected for the most reliable and efficient performance. These engines use electronic fuel injection, and have a full electronic engine management system with automatic altitude compensation. The engine provides full sea level power up to 15,000 feet. Critical altitude for the engine is 23,000 feet. We beefed up the cabin back frame so that we can directly attach the engine using the factory designed motor mounts. We have added additional NACA air ducts, inserted in the upper engine cowling to improve cooling airflow to the top of these more powerful engines. These engine gives us the most powerful gyrocopter we have ever flown. Take-offs are shorter, heavier passengers can be accommodated, and reserve power is available like never before.