Magni Gyro M16/M22/M24

Magni Gyro SRL is the Italian gyroplane manufacturer based in Besnate (Varese), founded by Vittorio Magni, a former Agusta engineer who built the prototype M14 Scout in 1990 and launched commercial production in 1998. The family-run company is today the largest and most mature producer of certified-style production gyroplanes in the world, with well over a thousand aircraft delivered across Europe, Australia, South Africa, the UK and (since the 2010s) the United States.

In the US, Magni gyros are sold as Experimental Amateur-Built kits through a network of dealers coordinated by Magni GyroFlight (nationwide) and Magni Gyro USA, with notable dealerships including Orbic Helicopters (Santa Barbara) and Rocky Mountain Gyroplanes. Buyers typically either travel to Besnate for a 10-day factory-assisted build or ship a kit to a US dealer facility and finish assembly stateside. The builder becomes Builder of Record and can earn an FAA Repairman Certificate for annual condition inspections. Gyroplanes are not eligible under Sport Pilot / LSA rules and are not currently covered by MOSAIC, so a Sport Pilot Rotorcraft-Gyroplane or Private Pilot Gyroplane rating is required to fly them.

The M-series is the industry benchmark for gyroplane training and recreational flying: tall pre-rotator, 28-ft Magni composite two-blade rotor, chrome-moly 4130 TIG-welded fuselage, Rotax 914 turbo or 915iS pusher, and the trademark Magni stability that survives bad turbulence and stiff crosswinds (25-kt demonstrated) without drama. Compare with autogyro-cavalon for the side-by-side enclosed competitor from Germany.

Earlier models (M14 Scout single-seat, M18 Spartan, M20 pod-and-boom) are retired from production but still fly; this page focuses on the three current production lines.

Gyroplanes operate on a completely different envelope from fixed-wing aircraft, and book numbers understate the practical utility:

• No stall speed. A gyroplane cannot aerodynamically stall; the rotor is always in autorotation. Minimum controllable airspeed is essentially zero, enabling nearly vertical descents and zero-roll landings.
• Cruise is honest. 80-95 kt TAS is the sweet spot for all three models. Pushing past 95 kt burns disproportionate fuel because rotor drag rises steeply.
• Climb is strong. 1500 fpm at gross from a turbo Rotax is helicopter-adjacent, and the M24 Plus (915iS) holds book climb rates to 8000 ft MSL.
• Wind tolerance is the killer feature. Magnis routinely fly in 25-30 kt surface winds and gusts that would ground most fixed-wing singles. Crosswind component is a non-event up to the demonstrated 25 kt because touchdown speed is 20-25 kt.
• Range is modest. Book 283 nm is realistic with VFR reserves; these are not cross-country machines in the Mooney sense.
• Density altitude still matters for the non-turbo conversions, but the 914 turbo maintains sea-level power to ~15,000 ft and the 915iS improves on that.

Useful load around 600-620 lb constrains the payload math significantly:

M16/M24 with full fuel (21 gal = ~126 lb):

• Remaining useful load: ~485 lb
• Two 200 lb occupants: OK with ~85 lb headroom for baggage and headsets.
• Two 230 lb occupants: forces fuel reduction to ~15 gal, cutting endurance to ~2.5 hr and range to ~200 nm.

Solo training ops (M16):

• Full fuel + 200 lb instructor only: 3.5+ hours endurance, plenty of margin.
• Typical training flight is 1.0-1.5 hr so fuel/weight is rarely a constraint.

Cross-country touring (M24 Orion):

• Two pilots + full fuel: ~285 nm VFR range with 30-min reserve at 82 kt TAS, ~3.5 hr block time.
• Realistic leg length is 200-250 nm before fatigue and weather become factors.

The M22 Voyager's 150 L of cargo volume is the touring variant of choice when two people want to carry luggage, camping gear, or photography equipment; the trade-off is losing rear-seat controls so it cannot be used for dual instruction. See autogyro-cavalon for the side-by-side enclosed alternative that trades the Magni's open-cockpit character for car-like cabin comfort and 2+2 style seating.

• Flight training (8/10): The M16 is the single most-used production gyroplane trainer in the world. Dual controls, forgiving handling, and Magni's stability signature make primary and transition training straightforward. Dropped from 9 only because gyroplane ratings are a niche market.
• Backcountry (6/10): Zero-roll landings and ability to land in <100 ft onto rough surfaces are excellent, but payload is thin and there is no cargo volume for camping gear in the M16/M24; the M22's 150 L open storage is the usable bush variant.
• Business travel (2/10): 82 kt cruise and 283 nm range make serious travel impractical; weather and VFR-only limits kill reliability.
• Aerobatics (1/10): Gyroplanes are not aerobatic and negative-G is prohibited (rotor unloading risk).
• Cross-country (4/10): Possible and frequently done recreationally; the M24 enclosed cabin extends comfort. Not competitive with fixed-wing on distance or weather penetration.
• Cargo hauling (2/10): Useful load ~600 lb supports 2 pax + fuel only. No real cargo capability outside M22.
• Local fun (10/10): This is the mission. Open-cockpit, low-speed, incredible visibility, benign handling, exceptional wind tolerance. Nothing else is as fun in 20-kt surface winds.
• Surveying (9/10): Gyroplanes are outstanding pipeline, powerline, wildlife, and border patrol platforms. Can fly slowly (30-50 kt) for extended periods, are wind-tolerant, have excellent downward visibility, and have very low per-hour operating costs. Used extensively for utility patrol in Europe and Australia.

Magni panels are sized for a gyroplane VFR mission and typically configured in three tiers by dealers:

• Basic VFR (~$4-8k): Analog ASI/ALT/VSI, Rotax engine gauges, tach, basic comm. Common on training M16s.
• Glass VFR (~$12-20k): Garmin G3X Touch 7-inch or Dynon SkyView HDX, single comm, ADS-B Out (uAvionix skyBeacon/tailBeacon), intercom. Standard on new M24 Orion builds.
• Touring glass (~$25-35k): Dual G3X Touch 10-inch, GNC 355 IFR/WAAS GPS-com (VFR use), ADS-B In/Out, autopilot is uncommon (gyroplanes rarely autopilot, though some M24s have installed Dynon AP modules), engine monitor, heated pitot. Reference avionics-pricing for certified vs experimental pricing deltas.

Magni offers factory panel packages in Europe but US builders typically spec their own through the dealer.

Experimental aircraft don't use STCs; modifications are owner-approved under the operating limitations. Popular changes:

• Rotax 915iS retrofit — ~$30-40k engine and install; gains ~26 HP, fuel injection, and altitude performance. Common on older M16s.
• Cabin heater (M24) — factory option; worthwhile for northern operators.
• Larger fuel tank (80L vs 72L) — factory retrofit for extended range on M22/M24.
• Composite prop upgrade (Duc Helices, Warp Drive variants) — modest cruise and climb gains.
• Dynon SkyView / Garmin G3X panel swap — most common owner mod, $8-15k.
• Landing light and taxi light LED upgrades — $500-1500.
• Long-range saddle tanks (aftermarket, Europe) — rarely installed in US.

• Annual condition inspection: $1500-3000 if the builder holds the Repairman Certificate and does it themselves plus parts; $3000-5000 at a shop.
• Rotax 914 maintenance: 100-hour inspections, 5-year rubber, gearbox checks. Annual maintenance on a trainer typically runs $3000-6000.
• Parts availability: Good. Magni SRL ships parts globally within days; US dealers stock common wear items (tires, brake pads, pre-rotator components, filters).
• Rotax support: Universal. Any Rotax-rated shop can service the 914/915iS.
• A&P familiarity: Specialist. Gyroplane-specific expertise (rotor, hub, pre-rotator) lives with the dealer network. General A&Ps can maintain the Rotax and airframe but should not touch the rotor system without Magni training.
• Typical annual operating cost (100 hr/yr): $6000-9000 all-in including fuel, insurance, hangar, maintenance reserve, and annual — one of the lowest among two-seat aircraft.

See maintenance-ecosystem for Rotax shop networks and parts sourcing.

New-build pricing (2025-2026, delivered and flying in US):

• M16 Tandem Trainer — ~€56,750 ex-factory base in Europe; delivered and built in US typically $75-110k depending on avionics and engine.
• M22 Voyager — $90-120k typical, touring spec.
• M24 Orion (914) — $115-135k typical new build.
• M24 Orion Plus (915iS) — $140-165k with full glass.

Used market (2025):

• Early 2000s M16 with basic avionics: $45-65k
• 2010s M16 with glass and mid-time 914: $60-85k
• Used M24 Orion: $90-130k

Valuation drivers:

• Rotor blade life remaining — a timed-out rotor is a $12-18k hit.
• Rotax time since new/overhaul — 914 TBO is 2000 hr (or 15 years calendar).
• Build quality and paper trail — factory-built-in-Besnate commands a premium over dealer-finished.
• Avionics generation — glass vs analog is a $10-20k delta.
• Documentation of SB compliance — heavily discounted if unclear.

See valuation-methodology for engine-time and avionics valuation formulas.

As Experimental Amateur-Built aircraft, Magnis are not subject to FAA ADs, but Magni SRL issues Service Bulletins and mandatory Service Instructions that responsible owners treat as compliance items:

• Rotor hub bolts — periodic torque check SBs; critical item.
• Rotor blade inspection — Magni composite blades have a published life of 2000 hours and must be inspected per the maintenance manual.
• Rotax 914 rubber fuel lines — 5-year replacement per Rotax SI; commonly deferred and a pre-buy red flag.
• Gearbox friction torque check — Rotax SI 912-016 / 914-019 applies, 100-hour inspection item.
• Pre-rotator cable wear — wear and fraying common on high-time trainers; inexpensive fix but a squawk.
• Teeter tower bushings — wear item, inspect at annual.

Pre-buy red flags: unknown rotor blade history, high-time training airframes with unclear SB compliance, non-factory build deviations, Rotax 914 with unknown turbo hours.

Gyroplane insurance is a small and specialized market:

• Primary carriers: Starr Aviation and Old Republic Aerospace write most US gyroplane policies; Avemco declines gyroplanes.
• Hull premiums: typically 2.0-3.0% of hull value annually, roughly 2x a comparable fixed-wing experimental. Expect $2000-3500/yr on a $100k hull.
• Liability: $1M smooth is hard to obtain; $1M/$100k per-passenger sublimit is the common cap.
• Training requirements: Underwriters typically require a gyroplane rating plus 10-25 hours dual in make/model before solo coverage; low-time pilots (<50 hr gyroplane) often require a named CFI endorsement.
• Students: Dual coverage on training M16s is available and routinely written.
• See insurance-underwriting for category definitions.