Why buy a Magni?


Feb 3, 2009
Castlemorton, Malvern
Total Flight Time
I thought that perhaps you might be interested in the latest bumph from Magni which I think gives a nice clear set of reasons as to why somebody might want to buy one. I ordered an M16 off the back of this (& some quite extensive research into the alternatives!). It is too big to upload as a file, so am cutting & pasting it:




All materials used by Magni Gyro for parts that are structurally important or relevant are fully certified aerospace materials which are fully traceable using our quality control system.


4130 “Cromoly” steel is an alloy steel which contains Chromium and Molybdenum and is widely used in the aerospace industry. The Chromium increases the hardness, elastic limit, tensile strength and resistance to corrosion and wear whilst reducing thermal conductivity. The Molybdenum further increases the strength and the hardness and improves the response of the metal to the various treatments to which it is submitted. The steel we use is “normalised” which is a treatment that improves the grain of the steel returning it to its original condition after being worked; this leads to an improvement in the strength and increases the performance of the welds.

These alloy steels have much greater strength in both compression and tension and a lower specific gravity than other steels, including stainless steels. The 4130 alloy steel we use is the aeronautical steel par excellence It is particularly strong (many other steels, including stainless steels, break well before the 4130 even bends!) and is more corrosion resistant than even many of the stainless steels – a particularly useful characteristic if operating in coastal areas of the UK.

We use 4130 steel for the structure, the controls and all the metal parts that have any structural importance to our gyroplanes.


Composite materials can be engineered to provide a combination of characteristics that are very difficult, if not impossible, to find together in natural materials. They combine great strength with light weight and, due to their “composite” nature, can demonstrate a wider range of characteristics than any other material to meet the diverse requirements of a gyroplane. The resins, cloths and when required, foams that we use are fully traceable and certified materials.

It is for precisely these reasons that we chose to use composite materials not just for structural parts but also for the rotors which are as a result widely recognised as being amongst the very best gyroplane rotors available anywhere:

- Our composite rotors do not have a limited life; they can last forever; whereas metal rotors have a limited life defined by the number of cycles they are operated for.
- It is possible to “build” a composite according to one’s exact strength, flexibility, elasticity and weight requirements; this means it is possible build rotors with exactly the characteristics you require – and we do this.
- Inside a composite blade there are no empty cavities and therefore no air “stagnation”. As a result, there is no build-up of condensation.
- Composite materials have amongst the best qualities of resistance to humidity and salt which is the main reason for their wide use in military and civilian ships. Should you inadvertently be caught in rain whilst flying, the worst damage that can occur after several hours of such weather is purely cosmetic damage to the leading edge of the outer skin towards the rotor tips. This kind of damage is not dangerous and can be easily repaired by the pilot. Your propeller tips are likely to suffer very much more than your rotor!
- Most modern helicopters are fitted with composite blades. Since a significant part of their market is a military one, it is important that the rotors are able to take the strike of a fast moving foreign object like a bullet without shattering – unlike metallic cell-structure rotors, composite rotors can indeed survive such an impact for long enough to land safely.
- Composite materials enjoy excellent long-term stability characteristics, thereby ensuring no degradation of performance over time.
- Composite rotors also tend to be heavier than metal ones and this is of particular value in the case of the unpowered rotors in a gyro. Although they spin up more slowly that the lighter metal ones, they also slow down more slowly and store more energy making the flight characteristics more forgiving and safer.


Magni Gyro only buys third party components that are certified or that comply with detailed and demanding data sheets. For example the hardware for the control line is strictly of aeronautical grade. The teeter bolt is a PAN series bolt, and is the same bolt used in Tornado fighter aircraft.


The quality of Magni Gyro products is well known and is based on rather more than just the quality of the materials and components used. There is only one way to make the most of and enhance the characteristics and qualities of a good material and that is for the skills and procedures used to work with and on it to be at least of the same high quality.


The production process makes use of advanced technologies and highly specialised and skilled labour. All the work is structured within the framework of a very strict and demanding production schedule embedded in the Quality Management System that guarantees the achievement and the continuity of the highest quality.

Here are some examples of the techniques and processes we use to ensure our gyroplanes meet our exacting standards:

The parts belonging to the rotor head, control chain assemblies and the critical joints of the structural components are machined to very fine tolerances using CAD/CAM technology. The work is subcontracted to a specialised and aeronautically certified company that works in strict compliance with our drawings, data sheets and descriptions.

All welding is done with TIG Argon technology.

The structural parts made of composite materials are produced using moulds that guarantee vacuum and constant temperature curing. As a consequence the parts produced are extremely strong.

The rotor blades, being one of the most sensitive parts of the gyroplane, are produced in an air conditioned room where temperature and humidity are kept constant. Rotors and propellers are flight tested to check the dynamic balance using the Chadwick System tooling. This kind of system is used for the dynamic balancing of the rotors of most helicopters.

A separate facility in the building is reserved for finishing and it is here that the parts are prepared for final painting which takes place in our dedicated paint facility in another building immediately outside the main building.

The Quality System schedules the periodic calibration of the tools to make sure that there is no possibility of unacceptable variances appearing.

But the great attention to detail and the tremendous care taken extends well beyond just the design and production process.


Magni Gyro is very proud of the skills and of the professional specialisation of the team!

The location of the Company within the “Italian Aeronautical Hub” (Agusta, Aermacchi and the historical Caproni and SIAI MARCHETTI are all just a few kilometres away) has enabled Magni Gyro to find and employ highly skilled and specialised workers.

The workers have special qualifications whenever these qualifications exist. An example is the Welder who has the Welder’s Approval issued by UK CAA.

In addition to this our workshop training transmits the experience and the skills accumulated during decades of work in this field to all our staff.


Magni Gyro is always very interested in new technologies and improvements that can lead to a better product and we always choose environmentally friendly solutions where possible.


Our gyroplanes are almost all powered by Rotax four stroke engines and we optimise the installation to minimise fuel consumption and noise.


Recent anti-pollution laws highlighted the need for highly “protected” facilities for metallic painting. Magni Gyro has decided to use only low environmental impact paints. The range of colours available reflects this choice whilst guaranteeing the quality and the strength of the painting and its compliance with safety requirements.


Weight isn’t always an advantage and we’ve tried to lighten the parts using new technologies where possible. However there are some aspects where Magni Gyro has chosen to accept the weight penalty if the result improves the strength and quality in key areas:
- The rotor is heavier than most of the rotors currently available for gyroplanes which leads to a higher inertia that helps autorotation and in keeping the rotor loaded – a crucial safety advantage
- Making the structure lighter can’t provide the strength required either by us or by the UK CAA Section T certification process. As a result, the structure isn’t “light” - but it is a safe and strong one!
- All joints and fittings in the control line are CAD/CAM cut from solid block metal to increase strength and performance characteristics with reduced dimensional tolerances.


Italian design is famous for combining Style with comfort and every “made in Italy” production line strives to deliver products that fulfil this expectation. We are no different:
- Even for the partially enclosed models, the seating position is well inside the cockpit to ensure the pilot and passenger feel enclosed by the gyro and give confidence and a feeling of control.
- The seats are padded to offer the maximum comfort to the pilot and passenger even on long flights. The different internal colours and design meet the most sophisticated tastes.
- The wide Lexan windscreens are positioned to fully protect both pilot and passenger from the slipstream, permitting flight without glasses or visors (though these are recommended, particularly in cooler climates).
- Because we are not all the same, the padded seats have been designed to be comfortable for people with both smaller and larger physiques; the rudder pedals are adjustable in minutes for length to cope with both short and tall pilots.

But comfort is not the only consideration! Magni Gyro focuses also on making the gyro functional as well as comfortable:

- The shape of the windscreen protects the pilot’s hands when on the throttle which is helpful in the cooler UK climate.
- The proven stability and efficiency of the electric trim minimises the pilot’s effort to maintain steady flight by compensating for all the control forces required to maintain heading and attitude.
- The filling neck of the fuel tank is outside the gyro as required by the CAA Section T. This solution satisfies not only the rules but, if fuel is spilled during filling, it does not end up in the cockpit.
- All Magni’s gyroplanes can be easily loaded onto a trailer. The only operation required before loading the gyro onto the trailer is to dismount the rotor blades. This is a very easy operation for two people to accomplish: it can be completed in a few minutes by removing the teeter bolt, lowering the rotor and removing the two bolts holding one of the rotor blades. The blades can then be stored in a rotor box for transit and remounted at the destination.


The reasons for some of the solutions adopted by Magni Gyro on their gyros might not be obvious but nothing is done randomly. There is always a reason for adopting a particular solution.

For example:
- The layout of the instrument panel reflects particular care in its wiring: the reverse of our panel has been carefully designed to minimise the length and the twisting of the cables to reduce dispersion and interference. The result is a very neat and highly readable panel which although it is not wide can be equipped with everything necessary.
- The baggage compartment is placed towards the centre of gravity to minimise of the impact of the weight contained inside and to ensure that no baggage placed inside it can inadvertently place the aircraft outside its design balance thus ensuring flight safety.


Vittorio Magni has been working in the sector of the gyros for 40 years. His background and technical knowledge come from the helicopter environment where he started his career 50 years ago. The expertise accumulated over these years derives from a deep understanding of, and open minded approach to, rotary aviation combined with a great deal of practical experience. Magni gyros are the result of continuous evolution over many years and have long been recognised for their quality, flight stability and their excellent handling characteristics.

More than 550 Magni gyros have been built and sold all over the world which makes our long term operating experience in all conditions unsurpassed by any other gyroplane manufacturer.


Excellent customer service is one of the most important factors in the success of a product and we strive to provide it. However, Magni Gyro can’t supply this service directly everywhere. To answer this worldwide need for customer support, Magni Gyro has developed a network of local agents able to provide training for pilots and supply & maintenance of gyroplanes and spare parts. These agents have all the required technical skills and information for maintenance and can also provide access to courses run by Magni in Italy for technical updates and training for themselves and/or for their technicians.

Dealerships are established in well identified market areas and every dealer/agent must show that they comply with an agreed set of functions to an agreed standard depending on the available facilities, training capabilities and technical knowledge of their technicians.

In any event, Magni Gyro in Italy is at the service of our customers. For this reason you can contact us directly by phone, fax and email to get any technical and commercial support in the most common languages such as English, French, Spanish, German and Italian.


We and our agents always listen to and, where possible, answer customers’ requests even when they are non-standard. Magni Gyro provides a price list based on the standard gyro configuration based on the fit that most of our customers request. The standard configuration incorporates the Rotax 914 turbo 115 Hp engine (equipped with gearbox clutch, airbox, flydat and fuel pressure indicator), the rear controls (throttle, brake, stick & pedals), the landing lights and the rotor brake and these are all included in the price.

The standard configuration also fully meets the UK CAA Section T certification for gyroplanes and is certified by the UK CAA.

We are always very pleased to offer our wide experience and competence to try and satisfy any customer request and we constantly develop our products in line with our quality ethos to meet new market requirements as they appear.

You have an open invitation to see our factory located in Besnate near Milan in Italy or to visit our flight operations in Casaleggio di Novara and have a trial flight. Please contact our office to arrange and convenient date – we very much look forwards to speaking with you!
There are plenty other alternatives if only the job creationists at the CAA would allow us to have them. You'll enjoy it anyway. How much are M16's nowadays?
Why buy a Magni?

You don't have to convince me that Magni is a good Gyro. I have flown in a couple of them and I think the design and workmanship is great.

The only downside for me is like Brent says, I can't afford one. :Cry:
The Magni's are really nicely put together aircraft had a look at the M24 before Christmas, looks really nice.

weight seems to be overlooked when looking at any machine:

With any two seater:

1. find the empty weight

2. add weight of two normal people

subtract the above from the max gross weight
see if you can put some fuel in it for a flight with the legal reserve
then you see if you have a use-able aircraft

some of the 450 kg gross weight machines really suffer with the amount of payload available
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I persuaded my wife that my life was so valuable and the track record of the Magni so good that we should sell the house and buy a smaller one putting the balance (or some of it!) into the Magni. €61k of it. Enough to make your (or at your wife's) eyes water. But then I'm quite keen on my hobbies!
At least your Magni's value won't fall through the floor.....house prices will soon enough though!
To address Helipaddy on the weight issue. My M-16 is 587 lbs. empty. Fill it up with 19 gallons of fuel and I have 511 lbs. left. I weigh 185 lbs. so my passenger, baggage etc. could weigh another 326 lbs. and I would be in my 1212 lb. gross. That seems pretty use-able to me. I have flown at full gross with out any problem. You do have to change the prop pitch if it's warm. The Magni M-16 will still cruise 200+ miles @ 80 mph heavy.
My friend Joaco has one down here (and I hear theres now a second one at the club) - and I have over three hours as PIC from the rear seat. The most dangerous thing about the Magni to me is the false sense of ease it gives you.

The thing feels like it flies itself. Is it really that much more than some of these newer enclosed machines coming online (like a Xenon or some of the others)?

How much is a really good boat, or high end car?

You get what you pay for (and me, when hanging from a so called Jesus bolt, would prefer to pay for a little more quality!).
" €61k of it"

Man either you have a WHOLE lot of extra stuff in it or they are dear.
I know a extra optioned new Xenon is only 57 500Euro

Also i wonder if they have changed the parts that "HELPED" coontribute to the crash of a M16 here last year???
61,000 Euros....."sigh". That's A LOT of green. While I agree that you can't put a price on safety, I do believe that getting similar safety for a less expensive price gets more of us in the air. This is why I'm looking to get a Butterfly. I'm shooting for the Aurora, but might have to go with the Monarch (which is still and incredible gyro from what I've seen of it.)

I got a Magni video a few years ago to look at them and IF money was no object to me, I'd seriously consider one. But, since I have champagne tastes on a soda water budget, I don't see a Magni ever gracing my garage.
Why wouldnt i buy one?
If i wanted to fly like a cessna, id buy a cessna.
Id hava roof, longer range, higher speed and probably cost less.
Horses for courses I guess. To be fair to Magni, they have had to do a lot of extra work on UK spec M16s to get through Section T and they only come with the Rotax 914 which is quite a bit pricier. All the UK Section T factory built gyros are around this price for a similar spec and though I can understand the attraction of building your own, my models don't stay in the air well enough to make me think building a gyro is sensible course of action for me! NB: A Cessna would cost more than twice as much to operate in the UK as the Magni per hour flown judging by the rates charged by the various Clubs.
Horses for courses I guess. To be fair to Magni, they have had to do a lot of extra work on UK spec M16s to get through Section T and they only come with the Rotax 914 which is quite a bit pricier. All the UK Section T factory built gyros are around this price for a similar spec and though I can understand the attraction of building your own, my models don't stay in the air well enough to make me think building a gyro is sensible course of action for me! NB: A Cessna would cost more than twice as much to operate in the UK as the Magni per hour flown judging by the rates charged by the various Clubs.

Yep yes and yes.

What ever they tell you is true, i am amased at the people that believe everything that is written in advertising.

I hope you enjoy your machine, just becarefull of certain thing regarsding the design if you do adjustments.
But it baffles me why people would by an open machine whenthey can buy a fully enclosed machine for less with the same(or better) safety record :lalala:
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Thanks - me too. I don't see myself making adjustments for the same reason I won't build one. It would be forbidden here by the CAA anyway to make adjustments to a Section T machine. I quite like being in the open air, but in any case, that is the only choice we have here in the UK at present for factory built machines (MTOSport, M16). That may change in 2010 with the Calidus and M24 achieving Section T certification but anything ordered after 31/12/09 will get hit with a 17.5% VAT charge now that the Danish 0% VAT loop hole is closed - and I was not prepared to order anything that was not already Section T certified. So although the selection might seem strange to those who operate under more relaxed legislative regimes, there was method to it!
It would be forbidden here by the CAA

What a joke our country has become! These are not public transport aircraft. You can't hire them out. Rididculous. Bring on total economic meltdown so these control freaks will finally have to do something worthwhile for a living rather than think up new ways to nanny and restrict us.
Well that is something I completely agree with. There seem to be so many people who think this way it is something of a mystery to me why we find ourselves in this position!
Well that is something I completely agree with. There seem to be so many people who think this way it is something of a mystery to me why we find ourselves in this position!

Mainly down to the frog in boiling water principal. If you threw the frog into boiling water it would jump out. But if you put him in cold water and slowly heated it up he would stay put.
We have had our liberties removed in a slow and systematic manner for years until we suddenly realise when it's too late and the government has handilly implemented some 'terror laws' that in practice means they can do what the hell they like. It will all end in tears.........or cummunism.
Stick some pics of your Magni up if you have time.