Magni Gyrocopter


Magni Gyro company, born from Vittorio Magni’s deep knowledge and passion for the rotating wing systems, nowadays has a quite important role in the world of gyros; Magni’s products are worldwide renowned for offering reliability and safety. Magni’s gyroplanes are exported worldwide and they are used both for sport recreational flight and for more specific and demanding uses. Because of technical and building characteristics these gyros are versatile, easy to use and operative at low-cost: these factors make them even more interesting for professional use.


Magni’s gyroplanes

Vittorio Magni’s Magni Gyro is a company that produces a range of gyroplanes known worldwide for being reliable, safe, stable and of high quality.
At present the range includes the new M24 Orion, M18 Spartan with partially enclosed single seat, M14 Scout with two partially enclosed seats 1+1 and M16 Tandem Trainer with two partially enclosed seats, dual control system for training, and the two seat M22 Voyager suitable for long flights.

M24 Orion – The Magni M24 is now the first enclosed 2-seat factory built gyroplane to be approved to BCAR Section T, the UK CAA’s approval standard for gyroplanes. 

The M24 Orion is a fully enclosed, side by side two seat, dual control model, specially designed for those who do not want to go without comfort, even when having fun.

M22 Voyager  

The M22 Voyager model is, as the name itself suggests, the ideal solution for travelling in total comfort: a well-equipped two-seat gyroplane featuring a large luggage compartment and an oversize fuel tank. Ideal for travelling, it maintains the stability and safety characteristics of the M16 model.

M14 Scout  

The M14 Scout, with compact seating and aerodynamic design, provides exceptional performances and two-seat utility with the essential Magni features of safety, stability and superior structural strength. This gyroplane is well known to the amateur market because of its high-quality performances.
This is Magni’s sporting model, but it is well suitable for quick and easy flights and may find application in fields other than sporting flight.

M16 Tandem Trainer  – certified by Civil Aviation Authority (CAA) in Great Britain under  “Section T” and also certified by Spanish Civil Aviation Authority.T

The M16 model has been in production for a long time. It has recently been upgraded in order to better meet customers’ needs; this has been achieved by technical development and better knowledge of the market demand.


Born near Milan in 1938, Vittorio Magni started gaining technical knowledge in 1956 at Agusta Spa working in the transmission, engine and airframe departments.
In 1962 he was recruited as a specialist in the Helicopter Division of Montedison, acquiring experience in crop spraying and aerial disinfestations.
In 1964, together with another pilot, he established Elitaliana, a company for aerial work specializing in crop spraying.
In 1967, thanks to his wide rotorcraft experience, Magni collaborated with Silvercraft Spa (a brand new company created to build a new light helicopter). At Silvercraft, he was appointed Flight Line Leader and obtained a helicopter pilot’s licence.
In 1977 he created VPM including a department manufacturing composite parts, in order to satisfy the increasing demand from several aeronautical companies (Agusta Spa; Aerea Spa, etc.).
In 1967 he had imported the plans of a Bensen gyroplane from the U.S.A.This would have been the first gyro flying in Italy.

After that first machine, Vittorio developed a complete range of one- and two-seat gyros, even more and more improved.
His first commercial success in the field of gyros arrived in 1986 by selling to a Spanish company called Cemenesa the patent rights of two models: the single seat MT5 and the two seat MT7 (both powered by Arrow engines).
In 1996 the old company VPM became MAGNI GYRO, with the purpose of improving created models and designing new ones. Since its beginning the company showed to be well founded and to be capable of a good development.


After its first years in Cavaria , the company underwent its first expansion in 2000 , when it moved to a 900 sqm building in Besnate , a small town in the Varese district . Beginning from January the 1st 2008 the company underwent a new and important expansion . The new 2000 sqm building , always set in Besnate , allows to produce 6 gyroplanes per month , for an annual production of approx 60-70 units . This geographical location must not be underestimated; the Varese district is one of Italy’s most important aeronautical centres . This generates several advantages as , for example , the easiness in finding suppliers of aeronautical materials and the presence of skilful and specialized people , workers and companies . This departmental organization of the production features 3 semi-independent departments always interacting together ; this is done to grant a reliable , effective and profitable production capable of long term planning both in standard and prototype production .

The 3 departments are:
Composite materials department: Hand done impregnating and “sandwich” lamination techniques, processing of fibre glass, carbon fibre and Kevlar with epoxy-polyurethane resins
Finishing & refining of parts
Blade balancing facilities
Structures department: Light carpentry
TIG welding (aluminium, steel…)
Assembly department: Systems assembly
Gyroplane assembly
System inspection and test
There is then a quite important assistance from other companies of high quality level, for the production of machined parts always produced on Magni Gyro detailed drawings.

January 9th 1923 marked the first officially observed flight of an autogyro. The aircraft, designed by Juan de la Cierva, introduced rotor technology that made forward flight in a rotorcraft possible. Until that time, rotary-wing aircraft designers were stymied by the problem of a rolling moment that was encountered when the aircraft began to move forward. This rolling moment was the product of airflow over the rotor disc, causing an increase in lift of the advancing blade and decrease in lift of the retreating blade. Cierva’s successful design, C4, introduced the articulated rotor, on which the blades were hinged and allowed to flap. This solution allowed the advancing blade to move upward, decreasing angle of incidence and lift, while the retreating blade would swing downward, increasing angle of incidence and lift.
By definition the autogyro is an aircraft that achieves lift by a free spinning rotor. Several aircraft used rotor to attain performance not available in the pure helicopter.


A gyroplane is an aircraft that receives the lift it needs for flying from a rotating wing; there is no power transmission and flight is possible thanks to a rotor powered by the engine that supplies the force of traction.


Gyroplanes and helicopters are very charming and interesting rotorcraft, furthermore they are capable of different and specific manoeuvring and uses if compared with fix wing aircrafts. Both, gyro and helicopter, receive the lift they need for flying from their rotating wing. This common characteristic [the rotor] makes it difficult for many people to see the difference between them being their appearance pretty similar for the laity. This confusion between the two kinds of rotorcrafts has been enhanced by the reduced spread of gyroplanes compared to helicopters..

Even if the common characteristic is the rotor it is stupefying how many conceptual differences – even up to opposite condition – there are between gyroplane rotor and helicopter rotor. Aerodynamic forces, stresses, angles of incidence and degrees of liberty are different and obviously flight performances and characteristics are different too.


In gyroplanes there is no power transmission to the rotor during flight, it is easy to see this: gyroplanes do not have anti-torque devices as tail rotor to balance main power-driven rotor torque. Lift is given by autorotation granted by the air flowing up through the blades. This condition is allowed by the degree of liberty of movement of the rotor head – and so of the rotor disc – along lateral axis; talking of Magni’s gyroplanes, this excursion is from 0° (horizontally) to 18° towards the rear of the gyroplane. This laying allows the correct passing through of the airflow in all allowed flight condition within gyroplane flight envelope.
Pilot’s authority on lateral axis is granted by the use of the stick.
Due to the lack of transmission of power the gyroplane can’t keep stationary hovering as helicopters can. As a matter of fact, when speed decrease with nose up attitude, the airflow through the rotor decrease so rotor rpm also slowly but constantly decrease causing a reduction in lift. When rotor rpm are under a certain level – this value is due to weather conditions and weight of the gyro – the gyro will start sinking (2-4 m/s with engine; up to 10 m/s without engine) steeply or vertically if the advancing speed has got to 0 due to the loss of lift. While loosing height the pilot keeps authority on all flight controls and the rotor will be kept “fed” by the airflow from bottom upward generated by the sinking movement. So as soon as descent speed is enough the rotor will keep a number of turns enough for a constant speed descent.

It must be very clear that even if gyroplanes can’t stall as aircrafts’ fixed wings do on the other side it is also impossible to keep stationary hovering conditions for more than a few seconds.

Within gyroplane’s flight envelope rotor rpm will self-stabilize on a value depending on the combined effect of load, type of manoeuvring and weather condition, this makes piloting very easy!
Considering again a specific range of gyroplanes, Magni’s one, the only power transmission system is the prerotator. This system is meant and needed just to spin-up the rotor to a minimum number of rpm so to allow take-off, it is then disengaged and no more used during the flight.

It is possible to deduce that gyroplanes, even if capable of operating in narrow spaces, can’t take-off or land vertically as helicopters do.. After prerotation has been disengaged gyroplanes need a short take-off roll to get some acceleration. Always considering a specific range of gyroplanes, Magni’s one, it is possible to quantify the needed space in a range that goes from 40 to 80 m for take-off and approx. 2-5 m for landing.

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