The History of Neoteric Hovercraft

The genesis of Neoteric Hovercraft, Inc. occurred in July 1959 when the company's founder, Chris Fitzgerald, viewed a television program about the British Saunders Roe Nautical Model One (SRN1) Hovercraft crossing the English Channel. He was inspired by the prospect of being able to fly safely, albeit close to the ground, without having to be immensely rich like an aviator. Even though Chris was only 15 years old at the time, he began pondering the idea of inventing a smaller version of hovercraft, and marketing it to the world for a vast number of applications ranging from recreation to rescue.

At the time of the SRN1's crossing, Chris' father, Gerald, and his two uncles Bill and Jack were the Fitzgeralds' third generation to own and run the family sheet metal business, which started when the family arrived in Australia from Ireland during the 1850s Ballarat Gold Rush in Victoria. They supplied billys, buckets, pans, funnels, and many other sheet metal items needed on the gold field. When the gold source was eventually depleted, the Fitzgeralds moved to Melbourne where they started W. Fitzgerald and Sons in a half basement on Elizabeth Street, causing them to be known as the "Underground Tinsmiths". By the time of World War I, the family had become so prosperous that they had to expand to two locations, one at the Haymarket in a building that still stands in the alley-way behind the Melbourne Motor Inn, and one on Swanston Street that later became Melbourne University's Child Minding Center. In 1972, W. Fitzgerald and Sons was sold to a private individual.

The Fitzgerald independent spirit so influenced Chris that in 1956, when he was 12 years old, he was already in the business of creating and selling model aircraft. At age 14 he joined the Royal Australian Air Force Air Training Corps and, at the same time, became the youngest member of the Australian Experimental Aircraft Association (then known as the Ultralight Aircraft Association of Australia), seeing both affiliations as an introduction to the world of flight. When, at age 15, he started working on his own hovercraft designs, Chris attracted the interest of the Aeronautical Research Laboratories in Melbourne and they soon employed him as a technical assistant. Work was done on various hovercraft projects such as crevasse jumping and ejector driven recirculation annular jets. During this time, Chris served as a Technical Assistant to Dr. David Warren, who was then developing the world's first "Black Box" flight recorder. (Early boxes were not black, but bright orange.) He was also an assistant to Bill Howard, Dennis Frith, Murdock Culley, Alan Cox, and others.

In the early 1960s, while in the Royal Australian Air Force Air Training Corps, Chris found a ready supply of material with which to develop his hovercraft designs, and formed a club/business relationship with several fellow Cadets to help expedite his goal of creating a functional, personal-sized hovercraft. Together, Chris, Robert Wilson, Peter Kolf, and Alan Schwartz, as well as other members from outside the Air Training Corps — Eddy Thomas, Arthur Boyd, Bernard Sutcher, Laurie Fair and Sam Ciliauro - established the Hovercraft Research Organization. Their home base was located in a suburb of Melbourne at the Brunswick Boys’ Club, and the partners operated a Jazz Club to raise funds for their hovercraft research.

As an interesting side note, during this time they hired a new band, known as The Seekers, to perform at the Jazz Club. The very next week, The Seekers were called to England to perform the title song of the 1966 British film Georgy Girl, starring Lynn Redgrave. The title song became a hit single and was nominated for an Academy Award for Best Original Song. The Seekers were the first Australian popular music group to achieve significant chart and sales success in the United Kingdom and the United States.

In the mid-1960s, the Hovercraft Research Organization changed its name to Australian Air Cushion Vehicles Development. More than 50 Melbourne businesses agreed to donate materials to aid the group in the building of an experimental man-carrying model. Considered an extracurricular activity at the Air training Corps, the Cadet members worked after hours at the facility, and then at various backyard sheds and garages, crafting many different models and test rigs. Most valuable to the project at this time was Robert Wilson, who is still involved today with design and product development at Neoteric Hovercraft, Inc. David Atkins, who was introduced to the team by Arthur Boyd, is still the company’s aesthetic and ergonomic design engineer. Other members have gone on to such professions as Qantas Performance Engineer, Royal Australian Navy Engineer, Professor of Naval Architecture, General Motors Australia Design Engineer and Pfizer Australia Marketing Manager.

Construction of the hovercraft that introduced practical engineering design concepts took place at Melbourne University’s Mechanical Engineering School from 1962 to 1964; this craft was entered in the World’s First Hovercraft Race on March 14, 1964 in Canberra, Australia. Much to the chagrin of the University’s Chancellor, it made its first run on his back lawn during the early part of 1964. After participating in the first race, the group moved into W. Fitzgerald & Sons factory on Swanston Street in Melbourne, where development continued.

By 1968 Chris had left Aeronautical Research Laboratories and joined the family business along with Robert Wilson. Involvement at W. Fitzgerald & Sons lasted until 1969 when Robert Wilson resumed his engineering education and Chris Fitzgerald won a Rotary Club scholarship to study aeronautical engineering in the UK at the Farnborough Technical School and to work as an intern at British Hovercraft Corporation (formerly Saunders Roe), and then to travel the world to survey the latest in hovercraft technology.

In 1973, Australian Air Cushion Vehicles Development was renamed and incorporated as Neoteric Engineering Affiliates Pty Ltd. In 1975, Chris moved to the United States and incorporated Neoteric, Inc. in Indiana. It also traded as Neoteric USA Inc. and much later became Neoteric Hovercraft, Inc.

A Photo History of Neoteric Hovercraft, 1960-1969

1960 - present	From 1960 on, Neoteric Hovercraft, Inc. has collected hovercraft related publications, technical publications, photographs, 8mm and 16 mm early movies, videos and an extensive library of supplier’s catalogs.  These libraries are constantly being cataloged.  The 35 mm slide library has been cataloged and contains several thousand items.  The goal is to eventually publish and/or to display them on the Neoteric website.
	Early Hovercraft Publicity The Sun, Melbourne, Australia	Early Hovercraft Development Australian Air Cushion Vehicles Development Craft #5 (AACVD5)
1961 - present	In 1961 Neoteric Australia began to provide technical services, prototype components and occasional manufactured parts and to undertake experimental testing and model building.  The company continues at present to operate its testing facility at Hastings, Victoria, Australia.
1961 - 1973	Research, development and experimentation were conducted: reverse thrust was developed and tested; trials were undertaken and models constructed along with test rigs and full size hovercraft such as AACVD 5 (cannibalized in 1973). Some of the persons who assisted during this time were Dr. Laurence Doctors, James McCreedy and Bill Burke.
	Early Honors, 1962 The Age newspaper, 23 June 1962	World's First Hovercraft Race Entry The Age Newspaper, 13 March 1964
	Air Cushion Vehicle, 1966 Gascor News, June-July 1966	First Hovercraft Trials, 1966 The Colac Herald, Monday 11 July 1966
14 March, 1964	Chris Fitzgerald, Rob Wilson, Eddy Thomas and Ron Davies participated in the world's first hovercraft race in Canberra, Australia, as Australian Air Cushion Vehicles Development.
1968 - 1971	A hangar/shed was constructed on land purchased along the Hastings seashore, Victoria, Australia.
1969 - 1970	Chris surveyed world hovercraft developments under the sponsorship of Rotary International.
The History of the AACVD5 - 1963-1972 by Rob Wilson, President, Neoteric Engineering Affiliates, Pty. Ltd; Australia; Technical Director, Neoteric Hovercraft, Inc. Introduction AACVD5 was the first full sized man carrying hovercraft constructed by Neoteric, then known as Australian Air Cushion Vehicles Development. Many models and test rigs had been made and run in the years dating back to 1960, so a significant knowledge of the air cushion principle was available before AACVD5 was built. However, little was known about the construction of a full sized craft with its complex and inherent engine, transmission and operational environment problems - and nothing was known about flexible skirts. The learning curve was very steep with many mistakes being made. It has been estimated that for every hour of the machine’s recorded total of 91 hours and 16 minutes of lift engine running time, 218 hours of construction, repair, modification and maintenance was required. That’s nearly 20,000 hours of labour or about 2,000 hours per year over the life of the craft - not a minor effort for a small group of part timers. Here is how it progressed over the years:
July, 1963	The first run of the AACVD5 was completed, in its original configuration of 12 foot diameter circular plan-form with annular air jets. Four segmental sections in the air jets actuated by a cockpit control stick enabled selective restriction of jet discharge area and hence tilted the craft to give forward, reverse or side force for low speed manoeuvring. A 3 foot diameter, centrally mounted, cast aluminum axial fan was driven by a 350cc BSA single cylinder motorcycle engine with gearbox and single chain via a 90 degree bevel gearbox. No additional propulsion system was fitted. Fig 1 through 5 show the original construction.
	Fig 1: General layout, base, and upper duct frame. Gearbox mount, cockpit moulding, hydraulics and jet pieces in position and ready for application of foam	Fig. 2: Upper duct frame
	Fig. 3: A lower upper duct frame support Fig. 4: Top of base Top of base showing air holes and uneven density of foam Fig. 5: Bottom of base Bottom of base showing shrinkage of foam between ribs
March, 1964	The AACVD5 was transported by road to Canberra for the World’s First Hovercraft Race. A 40hp outboard motor was fitted at the stern and a steerable/retractable water fin fitted to the bow. Fig 6 shows the cockpit layout and Fig 7 the outboard installation at that time. Numerous mechanical problems with the chain drive design limited running time to minutes between breakdowns. Fundamental trim problems negated the powerful thrust available from the outboard engine and the hovercraft was withdrawn from competition at an early stage.
	Fig 6: Original cockpit layout Outboard storage unit and flap control hydraulics are fitted.	Fig. 7: First outboard installation
September, 1964	A more powerful 500cc Triumph 5T motorcycle engine was fitted to drive the lift fan (Fig 8). No motorcycle gearbox or clutch was used and the chain drive was directly coupled to the fan right angle gearbox via a countershaft to give the necessary speed reduction and to reduce the center distance of the chain drive. A one-way overrunning clutch installed on the countershaft and chain-coupled to an aircraft starter motor provided electric starting. Due to the high fan inertia and direct drive, shock loads were high and numerous shaft failures occurred. The overrunning clutch on the starter drive was totally inadequate for the duty involved and soon burned out. After several transmission rebuilds and modifications, extending over many months, a reliable arrangement using a centrifugal clutch to decouple the fan and a saw-tooth clutch with a centrifugal weight release mechanism to disengage the starter was developed. Fig 9 shows this arrangement.
	Fig. 8: Second lift engine installation Outboard storage unit and flap control hydraulics are fitted.
	Fig. 9a: Transmission installation Transmission installation showing mounts, right angle drive gearbox and vacuum pump.	Fig. 9b: Fifth gearbox shaft From left: Centrifugal clutch, gearbox drive sprocket, starter motor dog clutch, starter sprocket & bearing
November, 1964	The first flexible skirt was fitted. Given that the AACVD5 was a circular plan-form hovercraft, the skirt shape was conical, six inches deep and fitted to the outer air jet wall only. To avoid the anticipated snagging on obstacles due to the 45 degree skirt angle, elastic panels were built into the fabric. The air jet flaps, shown to be effective in tilting the craft in its original configuration, were retained but proved to be completely ineffective with a skirt fitted to the outer jet wall. Worst of all, the stretchable panels resulted in skirt flutter and severe craft vibrations.
December, 1964	In an effort to make the air jet controls effective, a second skirt was fitted to the inner jet wall. The stretchable panels on the outer skirt were mostly replaced. Unfortunately, the air jet controls were still ineffective and the inner skirt unstable, often sticking to the outer skirt, blocking airflow and causing loss of lift on that side of the craft.
January, 1965	Since the elastic panel method of providing stretchability had been unsuccessful, a partially stretchable material for the outer skirt was tried. Since the elastic panel method of providing stretchability had been unsuccessful, a partially stretchable material for the outer skirt was tried.
February, 1965	In an attempt to develop water screw propulsion, it was decided to replace the heavy 180 pound, 40 horsepower outboard motor with a much lighter 18 horsepower outboard weighing 80 pounds. A new single 45 degree conical skirt with minimal stretchability and good abrasion resistance was installed, along with a reinforced higher cable travel lifting system. Simple flap type stability skirts were also fitted laterally and longitudinally. This layout is shown in Fig 10 and Fig 11. Water testing at Lake Eppalock showed that the relatively high thrust moments generated by the outboard propulsor could mot be matched by the much lower stabilizing moments generated by the circular air cushion. A trim balance between bow-in plough and stern scooping was impossible to maintain.
	Fig. 10: Second outboard installation Fig. 11a: Fourth flexible skirt Fig. 11b: Close-up Stability members on fourth flexible skirt
September, 1965	The original BSA lift engine was set up on a steel tubing frame to turn a 6 foot diameter wooden light aircraft propeller via a chain reduction drive. This propulsion unit was fitted to the craft and some thrust measurements recorded. The installation was unreliable but the basic concept of airscrew propulsion was shown to be viable.
January, 1966	A 1200cc Volkswagen industrial engine was obtained and set up on a tubing frame as a pusher propulsion unit using the same propeller as that used in the BSA engine test. Direct chain drive was employed and weight minimized by discarding the VW flywheel, cooling system, generator and starter. Starting was by hand swinging the propeller and a magneto ignition system eliminated the need for a battery. Fig 12 shows detail of this installation. The assembly was strapped to the craft, enabling easy removal for road transportation. A large fin, operated by a foot-actuated hydraulic system, was fitted behind the propeller. To minimize the effects of plough-in and water spray, a triangular bow was made from steel tubing and covered with plywood, extending the craft length by 3 feet. A cabin with adequate headroom and a windscreen wiper/washer system was added. Because of the bow extension a new skirt was fitted. Initially this skirt was the same conical design as previously, except for straight sections along the bow. The skirt lifting cables were replaced by chains enclosed in tubes; skirt lift was subsequently proved to be largely ineffective and this system was abandoned. The straight skirt bow sections blew out and were replaced by convoluted fingers. It was found that the extra cushion lift generated by the bow section produced excessive bow-up trim; this was alleviated by restricting the air flow to this section via calibrated holes in the conical front section of the main skirt. Fig 13 shows the bow section of this installation.
	Fig. 12a and 12b: Detail of propulsion unit airscrew drive
	Fig. 13: Convoluted bow section of fifth flexible skirt
February, 1966	Trials in a salt water swamp at Point Cook proved the viability of the propulsion, skirt and control systems. These trials also introduced the crew to accelerated corrosion conditions inherent in salt water operations.
March, 1966	A public demonstration at Devonport, Tasmania (Fig. 14) provided experience in salt water with ocean swell conditions. A demonstration of how dangerous chain drives can be when they come apart and become entangled in a propeller was a none-too-subtle reminder of the potential for unfortunate accidents.
	Fig. 14
April, 1966	A further public demonstration at Moorabbin Airport showed the effectiveness of the craft operating on the unprepared verges of runways.
July, 1966	Trials over a farmer's unprepared grass field and adjoining Lake Colac showed the advantages of a relatively large lift air supply and ample thrust in rough conditions. Also demonstrated was the need to allow for adequate stopping distances when no reverse thrust is available and skidding on wet grass is the only means of braking.
February, 1967	Trials at Bacchus Marsh on a standby airstrip presented the opportunity to determine the top speed potential of the AACVD5 on dry flat ground. Instrumentation installed included a calibrated anemometer and aircraft type data recorder. On long flat gravel runways and verges, speeds up to 55 feet per second (38 mph) were measured. Fig 15 is a photograph taken at this time. At the end of this trials period the first deep skirt was fitted (Fig 16). Because of the trim implications of the extended bow section, a balancing cushion area at the stern was provided by squaring off the stern with tubing covered with fabric. The design was a basic 'C-skirt' configuration with supporting fabric diaphragms fastened back to the base structure. Although the 2 foot ground clearance obtained was impressive, stability was very poor and the craft unusable in that state.
	Fig. 15
	Fig. 16a: Fitting the fifth flexible skirt	Fig. 16b: Two foot high air cushion Equipped with a two foot high air cushion, the craft was controlled via a large rudder and a bow-mounted McCulloch drone motor thruster. The rear thruster is a 1200cc VW engine.
September, 1968	To obtain a more stable cushion, the bow was rounded off via a tubular structure bent in a semi-circle and braced back to the existing bow structure. The side and rear sections of the 'C-skirt' were pressurized by adding an inner wall, this being attached to the diaphragms. The top edge of this wall was left open to allow passage of air into the cushion.
October, 1968	Trials were held at Lake Modewarre to check the performance of the 2 foot deep skirts. Over obstacle performance of the craft was found to be improved with the increased cushion depth, but drag was higher and manoeuvrability much impaired.
November, 1968	A bag-type longitudinal stability skirt was fitted with inflation from the plenum near the fan. A bow thruster unit using a 2-cycle, 2 cylinder McCulloch drone engine, driving a small propeller and mounted on a rotatable pylon, was fitted to aid manoeuvrability. The craft was transported by road to the first Australian Hovercraft Conference at Adelaide and demonstrated over beach and shallow water. A massive skirt tuck-under and plough-in ended the demonstration. Fig 17 was photographed at that event. The bow thruster was found to be effective when operational but extreme engine unreliability limited its use to a few very brief tests.
	Fig. 17a: Australian Hovercraft Conference The AACVD5 makes its second public appearance in 1968 at the 1st Australian Hovercraft Conference, sponsored by the South Australian Branch of the Royal Aeronautical Society.	Fig. 17b: The accident Peter Crew, Head Mathematician from the British Hovercraft Corporation in the UK, witnessed the accident that befell the AACVD5 and explained it as a classic skirt tuck-under and plough in. The craft suffered damage andwas helped ashore by an enthusiastic public.
February, 1971	A complete skirt rebuild was undertaken. The temporary tubular bow and stern sections were removed and replaced. A conventional circular bow section with 45 degree planing sides and thick square stern sections with buoyant foam fill were fitted. The ‘C-skirt’ was trimmed and enclosed along the bottom with a small bag skirt, cushion flow being via a gap between the inner wall of the skirt at the top and the base structure. The bow section of the skirt was also enclosed with bag at the bottom as for the side and stern sections. Several adjustments were made to the venting arrangement until the bag-to-cushion pressure ratio was in the range 1.1 to 1.2. Lateral conical type stability skirts were also added to complement the constrained bag type longitudinal stability skirt. Fig 18 shows the appearance of this final skirt configuration.
	Fig. 18: AACVD5 hovercraft testing Toward the end of its life, the AACVD5 hovercraft could carry 3 persons and had a 2-foot hover height.
Mar. 1971 - Apr., 1972	The AACVD5 was operated intermittently on coastal salt mud flats. The deep skirts were found to be very effective in negotiating the relatively deep mud ditches in the area at low tide, although care had to be taken to enter such depressions with sufficient momentum to climb up the exiting ditch wall. Drag was much higher than that experienced with the early conical and segment skirts and hump almost impossible to negotiate from a standing start. The craft was employed to transport personnel and equipment to an offshore island test site used for early Neova 1 testing. The ability to carry 3 people, or the equivalent weight in equipment, was very useful during this period. Some months later the AACVD5 was cannibalized and the remaining structure disposed of by burning.

   

The 1970s were a decade of significant change for the emerging Neoteric Hovercraft, Inc., including the move of its headquarters from Australia to the USA in 1975. Australian Air Cushion Vehicles Development evolved into Neoteric Engineering Affiliates Pty. Ltd, incorporated in Australia, with Rob Wilson serving as president of Neoteric’s Australia division.

The company’s first comprehensive business plan was developed and marketing efforts were begun in earnest. Neoteric’s first major magazine feature appeared in Popular Mechanics, followed by more than 120 articles in publications across the world. In addition, Chris Fitzgerald incorporated the Hovercraft Club of America, Inc. and expanded its membership to more than 700. Fitzgerald also created and served as editor of Hovernews, the Hovercraft Club of America newsletter. Both the Club and the newsletter continue to thrive today.

Laying a solid foundation for its future growth, Neoteric designed and patented new technology worldwide and, in addition, developed hovercraft kits for home builders and marketed the kits worldwide.

A Photo History of Neoteric Hovercraft, 1970-1979

1971 – present	AACVD8, also known as the Neova 1, was designed, tested and developed, then shipped to the United States in 1976.� The craft was then used for development, promotion and for competition in American hoverclub events.� It was placed in storage in 1986; refurbishing began in 2001.
	Slope Stability Testing, 1971 Water Tank Testing, 1971 A special test rig was designed to study the hovercraft's ability to lift off when on slopes. The craft's center of gravity could be raised along with the slope gradient. Neoteric's test facility in Hastings, Victoria, Australia, located by the sea. In this photo, the 60-ft diameter circular test tank is filled with seawater; 50% of the track is land and 50% is water. An exact 1/3 scale model of the Neova 1 hovercraft, powered by two 220 V, 7 Amp AC electric motors, was used to test max speed, hump performance, and performance in various sea conditions as scaled waves can be generated. The payload and center of gravity of the model were adjustable. The model was equipped with a full and independent electrically controlled reverse thrust system.
	Early thrust reverser testing Neova 1 twin fans In this photo, an 8-cylinder Cadillac engine drove multiple axial flow fans with twin bands of stator blades. The device at the end of the duct was a new form of thrust reverser. This photo shows the VW-powered thrust and lift machinery module developed for the Neova 1 model.
	Hovercraft skirt testing Multi stage fan calibration rig driven by a 180 HP Cadillac V8 engine This upside-down test rig was used to evaluate the performance of various skirt systems. It was also used for stability testing under all load conditions.
1973 – 1977	Neova technology and patents were marketed.
	The Original Crew The Original Crew Left to right: Bernard Sutcher, Sam Ciliauro, Arthur Boyd, Rob Wilson, Laurie Fair Left to Right: Arthur Boyd, Bernard Sutcher, Rob Wilson, Sam Ciliauro, Laurie Fair
	David Atkins developing the Neova design
1973 – 2001	Blueprints for building the Neova 1 and Neova 2 were developed and marketed worldwide.� Income from these sales supported the company during the early years.
1973	Australian Air Cushion Vehicles Development was discontinued and Neoteric Engineering Affiliates Pty. Ltd. was incorporated in Australia.
1973 – 2001	Publicity and promotions to improve the corporate image were implemented.� The company's first major Popular Mechanics magazine article appeared in 1977.� More than 120 articles followed in newspapers and magazines worldwide.�
1974	Patent applications were awarded to Neoteric in many countries. The corporate logo was designed and trademarked.
July, 1974	The first Neoteric publicity occurred in Melbourne�newspapers and in other Australian media.
	“The World's First Sports Hovercraft”, 1974 Neova in the news, 1975 The Herald, Melbourne, Australia 3 July 1974 Victoria, Australia Jan/Feb 1975
	Cover story, Society of Automotive Engineers, 1975 Neova demonstration on rice paddies, 1975 SAE Australasia, March/April 1975 The Weekly Times, Melbourne, 14 May 1975
	“Air cushion vehicle is ideal” … 1975 Cover story, Australian Seacraft, 1975 Australian Trading News, July 1975 Australian Seacraft Power & Sail, July 1975
	“Air cushion vehicle for work or pleasure,” 1975 Minister for Manufacturing Industry, 1975 Australian Trading News, July 1975 The Age, 29 July 1975
	Testing the Neova 1, 1971 Neova 1 leisure hovercraft Hastings Testing Facility, Melbourne, Australia 1971 Yarra River, Melbourne, Australia
	Neova 1 hovercraft Neova 1 hovercraft used for fishing
	Neova 1 hovercraft used for duck hunting Fishing in Neova 1 hovercraft
1975	The company moved its home office and manufacturing facilities to Terre Haute, Indiana USA and incorporated Neoteric Inc., which also traded as Neoteric USA Inc. This later became Neoteric Hovercraft, Inc.
	Hovering to the USA, 1976 Do-it-yourself hovercraft, 1976 The Sun, 9 April 1976 Ledger-Star, 27 May 1976
	To view a comprehensive list of additional worldwide publicity about the Neova from 1974-1977, click here.
1975 – 1988	Neoteric USA began operations in the Fort Harrison Industrial Park warehouse in Terre Haute, Indiana USA, leased to them by the Eldred family, who played an important role in the early days of Neoteric's progress.
1976 – 1978	The John Talmage family from Long Island, New York, placed an order for the first Neova 2 hovercraft, giving Neoteric its real start in the USA. Neoteric then undertook the design, development, and manufacture of the first side-by-side seat Neova 2. Neoteric provided hovercraft pilot training to John Talmage when he took delivery of the craft in 1977. This first unit was used to develop the Neova 2 kit and to garner publicity.
	Neova 2 hovercraft Original Neova 2 hovercraft The Neova 2 in action The original Neova 2 was constructed of wood and fiberglass.
	All-fiberglass Neova 2, 1982 The all-fiberglass Neova 2 debuted in 1982.
1976 – 2001	Chris Fitzgerald incorporated the Hovercraft Club of America, Inc., produced its newsletter, Hovernews, and expanded the club's membership to 700. See History of the Hovercraft Club of America, Inc.
1977	Neoteric's first comprehensive business plan was developed.
1977 – 1986	Neoteric developed kits for home construction of the Neova 2 hovercraft and marketed them worldwide.

The 1980s established Neoteric as a global entity, as it solidified business relationships across the world and attracted customers from India, China, Japan and numerous other nations. Other customers included large corporations such as Alcoa Aluminum and the U.S. Army Corps of Engineers.

Intensive research and development efforts produced several new Neoteric models: The LeMere, later named the Explorer; the Racer, later named the Questrek; and the Neova. From 1984 to 1997, Neoteric sold more than 300 Racer and Questrek models.

The publicity the company received in the 1980s continued to be international in scope. Neoteric hovercraft appeared in three major commercial productions: for Labatts Beer, Canada; for Lord Extra Cigarettes, Germany; and for Hollywood Cigarettes, Brazil. In addition, Neoteric created 15 hovercraft dragons for Disney World in Orlando, Florida. In the late 1980s, Neoteric was instrumental in bringing the World Hovercraft Championship to the USA, and Chris Fitzgerald became a founding member of the World Hovercraft Federation.

During this decade, Chris Fitzgerald was appointed the first Entrepreneur in Residence at Rose-Hulman Institute of Technology, the leading engineering college in the USA for eight consecutive years. Neoteric’s solid relationship with Rose-Hulman has flourished for nearly 30 years.

In 1988, Neoteric’s USA headquarters relocated to a new larger facility, where it continues to operate today.

A Photo History of Neoteric Hovercraft, 1980-1989

1980 – 1987	The LeMere, later named the Explorer, was designed, developed, manufactured and marketed.
	LeMere in advertising, Germany Explorer hovercraft The LeMere appeared in Lord Extra Cigarette advertising in the German market. This craft was used by the US Army Corps of Engineers to conduct a water temperature study at the Lake Oahe Dam in Pierre, South Dakota.
1981 – 1984	Neoteric participated in three major commercial productions in California; the first at Lake Isabella for Labatts Beer, Canada; the second at Lake Big Bear for Lord Extra Cigarettes, Germany; and the third at Lake Isabella for Hollywood Cigarettes, Brazil.
1981 – 1984	A corporate advisory board of volunteer directors was established in Terre Haute, Indiana USA.
1982 – 1984	An evaluator program for improving the Explorer (formally the LeMere) model was begun.
1982 – present	A business relationship was established with Mr. B. N. Sinha, President of the Scientific Instrument Company (SICO), in India.
1982 – 1983	On separate occasions both Chris Fitzgerald and Robert Wilson traveled to India to set up hovercraft manufacturing at SICO.
1983	U.D. Mishra, SICO Manager, was sent to Neoteric's headquarters in Terre Haute, Indiana USA to learn hovercraft construction.
1983 – present	Chris Fitzgerald was appointed Rose-Hulman Institute of Technology's first ever Entrepreneur in Residence, establishing a long, solid relationship between Neoteric and Rose-Hulman.� Many Rose-Hulman students still find employment at Neoteric today and are involved in internships and special engineering projects
1984	The Racer, later named the Questrek, was designed and developed.
	Neoteric Racer Neoteric Racer This machine was a shortened version of the production Neoteric Racer & Questrek. It participated in the World Hovercraft Championship in Troy, Ohio in 1989 and won numerous awards. A later version utilized recumbent seating.
1984 – 1987	Parts were supplied to Neoteric by SICO India.
1984 – 1987	Neoteric supplied and supported 15 hovercraft dragons for Disney World in Orlando Florida, based on the Racer model.� One Explorer model was also supplied.
	Hovercraft delivery to Disney World, 1986 Dragon Hovercraft at Epcot Center, 1986
	Disney World dragon hovercraft Chris Fitzgerald piloting the dragon hovercraft
	Disney World craft Mickey arrives at a Florida kindergarten. To the delight of the children, he arrives by a Neoteric Explorer hovercraft driven by Neoteric hover pilot Greg Danner.
1984 – 1997	Neoteric developed, designed, tested, manufactured and sold more than 300 Racer and Questrek models.
	Shipping Racer hovercraft to China via Federal Express Loading hovercraft for air transport to China
	Racer hovercraft on board FedEx airplane
1985 – present	The company designed, developed, and produced the prototype Neova 4 at Neoteric Australia and developed blueprints for its home construction.� Plans are still being sold today.
	Neova 4 hovercraft
1987 – present	Chris Fitzgerald co-authored Light Hovercraft Design Manual, the third edition of which is still sold today through Neoteric and the Hoverclub of America Inc.
1987 – 1989	Neoteric organized and conducted three light hovercraft design conferences at Rose-Hulman Institute of Technology.
1987 – 1990	Neoteric designed a 6-seat 318 V8 Chrysler-powered utility hovercraft for the US Army Corps of Engineers.
1987 – 1990	Racer and Neova 6 hovercraft kits were sold to Japan. Neoteric obtained Japanese Marine Department Certification for the Racer and Neova 6 models.
	Four-seat Neova 4 Special, US Army Corps of Engineers Four-seat Neova 4 Special, US Army Corps of Engineers
1987	Chris Fitzgerald and present company employee Ralph Weas attended the World Hovercraft Championship in Germany, and became founding members of the World Hovercraft Federation.
1988	Neoteric designed, developed and supplied a 1� ton Hoverlifter to Alcoa Aluminum.
	Neoteric Hoverlifter developed for Alcoa Aluminum
1988 – 1996	Neoteric designed, developed and manufactured the Neova Workhorse for Southern Illinois University; Onset Fire Department; Golden Sunlight Mines; Dr. Fowler and other customers.
	Neova Workhorse for Southern Illinois University 7-passenger twin engine Neova Workhorse prototype
	Neova Workhorse, Onset Fire Department Neova Workhorse, Golden Sunlight Mine 1992 This Neova Workhorse serves as a rescue hovercraft for the Onset Fire Department, Onset, Massachusetts USA. This Workhorse was utilized by Golden Sunlight Mine, near Whitehall, Montana USA.
	Neova Workhorse as a leisure hovercraft A 7-passenger twin engine Workhorse used as a recreational hovercraft by Dr. Fowler.
June, 1988	Neoteric's USA headquarters relocated to a new larger facility, centrally located in Terre Haute, Indiana USA.
1989	Neoteric and Chris Fitzgerald, in conjunction with the Hoverclub of America, Inc., organized the 1989 World Hovercraft Championship in Troy, Ohio USA.
Aug 1989 – 1990	Neoteric designed and developed a series of hovering billiard balls for the popular US comedian, Gallagher, "Wizard of Odd".
1989 – 2001	A shortened Questrek for racing, named Racer, was designed, developed and manufactured. The new Racer then participated in the October 1989 World Hovercraft Championship and in many future Hoverclub of America, Inc. racing events.