The Magni factory was working on the two-seat, tandem, fully-enclosed M-21. The prototype of this model was flying, but production availability and pricing was not available.
The M-21 replaces the M-19 development. The M-21 has larger cabin room and uses the Rotax 914.
A single-seat autogyro ultralight, prototypes were flying but production had not begun by mid-2003, although promotion was continuing.
Featuring a pod and boom fuselage with sweptback tailplane and triple fins, the rudder is on the central fin only. The M 18 Spartan can he upgraded to M 20 standard.
A welded 4130 chromoly main structure with glass fibre fuselage and wheel fairings, and two-blade main rotor of composites construction with mechanical prerotator. The landing gear is a fixed tricycle type.
Power is from one 59.6kW Rotax 912 UL flat-four driving a ground-adjustable pitch, three-blade, carbon fibre pusher propeller. Fuel in integral cockpit seat/tank of epoxy/glass fibre, capacity 45 litres.
Magni M 20 Talon
Engine: 59.6kW Rotax 912 UL
Rotor diameter: 7.62m
Overall length: 3.92m
Overall width: 1.73m
Overall height: 2.37m
Propeller diameter: 1.62m
Weight empty: 205kg
Max take-off weight: 300kg
Max level speed: 177km/h
Cruising speed: 145km/h
Rate of climb at sea level: 300m/min
Service ceiling: 3500m
Take-off run: 45m
Landing run: up to 30m
Range, no reserves: 289km
Endurance: 3 hr
Three M-19 Shark two-seat ultralight autogyro were built for trials by 2002. However, not placed in production and development and marketing effort switched to M 21.
The M-16 can be upgraded to M 19 standard. A pod and boom fuselage with sweptback tailplane and triple fins, with a rudder on the central fin only. The M-19 has a welded 4130 chromoly main structure with glass fibre fuselage and wheel fairings. Two-blade main rotor of composites construction with mechanical prerotator. The landing gear is a fixed tricycle type.
Power is from one turbocharged 84.6kW Rotax 914 UL flat-four with electric starter, driving a ground-adjustable pitch, three-blade, carbon fibre pusher propeller. Fuel in integral cockpit seat/tank of epoxy/glass fibre, capacity 74 litres.
Magni M 19 Shark
Rotor diameter: 8.23m
Overall length: 4.80m
Overall width: 1.85m
Overall height: 2.60m
Propeller diameter: 1.70m
Weight empty: 280kg
Max take-off weight: 550kg
Max level speed: 185km/h
Cruising speed: 145km/h
Rate of climb at sea level: 300m/min
Service ceiling: 3500m
Take-off run: 90m
Landing run: up to 30m
Range, no reserves: 481km
Endurance: 4h 30min
Engine: Rotax 914, 115 hp
Rotor span: 8.20 m
Blade area: 0.22 sq.m
MAUW: 450 kg
Empty weight: 290 kg
Fuel capacity: 35 lt
Max speed: 180 kph
Cruise speed: 130 kph
Minimum speed: 30 kph
Climb rate: 5 m/s
Seats: 2
Fuel consumption: 18 lt/hr
Price (1998): 77 800 000 Lire
The 1998 version of the M-18 Spartan had an airframe of welded square-section 4130 steel tube. The fairing was optional.
Simpler to build than the other models, the M-18 is a single-seat autogyro made of the same steel airframe from the other models. Its smaller, 65-hp Rotax 582 engine delivers only a slightly reduced top speed of 105 mph. Available open or partially enclosed.
The millennium model M-18 is provided with the Rotax 582 engine (65hp) with standard dual carburetors, “E” gearbox electric start and exhaust silencer. Other standard equipment includes altimeter, airspeed indicator, rotor tachometer, engine tachometer, hobbs hour meter, water temperature gauge, prerotator, rotor brake, wheel brakes, landing light, wheel pants, manual cockpit trim control and 30 litres fuel capacity. Sold as Kit or Fully-Assembled.
M-18 Spartan
Engine: 65hp Arrow 500cc.
Prop: 65” VPM composite, 3 blade ground adjustable.
Rotor blades: 24’ x 8.7” VPM composite.
Min speed: 20 mph.
Cruise: 80 mph.
Top speed: 95 mph.
Empty wt: 353 lbs.
Useful load: 308 lb
Gross wt: 661 lb
Width: 5’3”
Height: 6’5”
Length: 11’6”
M-18 Spartan 2000
Engine: 65 hp Rotax 582, “C” gearbox with Electric Start
Propeller: 63″ 3-blade, ground adjustable
Rotor Blades: 24′ x 8.7″ composite (fiberglass & carbon fiber)
Overall length: 2.98m / 9’9″
Overall width: 1.78m / 5’10”
Overall height: 2.34m / 7’8″
Weight empty: 167kg / 368 lb
Max take-off weight: 350kg / 771 lb
Useful Load 403 lb
Max speed: 170km/h / 105 mph
Min Speed 20 mph
Cruising speed: 110km/h / 70 mph
Service ceiling: 3500m
Rate of climb: 3.5m/s
Range, no reserves: 170km
Endurance: 1.5 hr
Designed by Gil Cazumba Cardoso, the M-16 is the Big Mercedes of Magni’s models with a wider cabin and more knee room in the front seat, the partially enclosed, the M-16 includes dual controls, a large instrument panel and standard electric trim. Both the M-16 and M-14 have engine options of a 115-hp Rotax 914 or a 100-hp Rotax 912 ULS. The top speed for both is 115 mph. Crop dusting is also possible in the M-16 with an optional 150 litre agricultural spray gear.
The Magni is constructed from chrome alloy steel with fibreglass panels, wheel spats and instrument panel and powered by a water cooled Rotax 914 Turbo 4 engine delivering 115 hp and driving a ground-adjustable 1.7-m, three bladed carbon Arplast pusher propeller. The 8.5-m two bladed rotor manufactured by Magni, is composite and has a mechanical pre-rotator and rotor brake. Maximum cruise is 115 mph, while normal cruise is 90 mph and the aircraft’s service ceiling is 3,500 m. Fuel in integral cockpit seat/tank of epoxy/glass fibre, capacity 50 litres.
The Magni Gyro M16-2000T is of Italian origin, coming from just outside of Milan, and is a tandem-seat and dual-control aircraft with a semi-enclosed streamlined composite cockpit built around a chrome-alloy 4130 steel tube welded airframe. This gyro comes almost fully equipped, requiring only a compass, radio and intercom to be complete. A tandem two-seat design with full dual controls, wheel pants, leaf-spring and tail planes, an optional rear windscreen was available.
The M 16-2000T was one aircraft (c/n 022074) supplied by manufacturer in September 2003 and modified to United Kingdom BCAR Section T standards for ‘Golden Eagle’ world circumnavigation expedition, then due to begin in February 2004.
M-16 Tandem Trainer
Engine: 120 hp Arrow 1000cc.
Prop: 67” VPM composite, 3 blade ground adjustable.
Rotor blades: 28’ x 8.7” VPM composite.
Min speed: 20 mph.
Cruise: 80 mph.
Top speed: 115 mph.
Gross wt: 1432 lbs.
Width: 5’11”.
Height: 8’6”.
Length: 15’3”.
Magni M 16 Tandem Trainer
Rotor diameter: 8.23m
Overall length: 4.65m
Overall width: 1.80m
Overall height: 2.60m
Propeller diameter: 1.70m
Weight empty: 270kg
Max take-off weight: 450kg
Max level speed: 185km/h
Cruising speed: 145km/h
Rate of climb at sea level: 300m/min
Service ceiling: 3500m
Take-off run: 50m
Landing run: up to 30m
Range, no reserves: 481km
Endurance: 3 hr
M16-2000T
Engine: Rotax 914.
Prop: ground-adjustable 1.7-m, three-blade Airplast pusher.
Rotor dia: 8.5-m
Cruise: 90 mph
Max speed: 125 mph
Seats: 2.
Magni M-16 Tandem Trainer 2000
Engines: 115 hp Rotax 914UL, 100 hp Rotax 912 ULS
Propeller: 67″ composite 3-blade ground adjustable
Rotor Blades: 27′ composite (fiberglass and carbon fiber)
Specifications: 914 or 912UL
Min Speed 20 mph
Cruise 90 mph
Top Speed 115 mph
Empty Weight 595 lbs / 585 lbs
Useful Load 617 lbs / 627 lbs
Gross Weight 1,212 lbs
Width 5’11”
Height 8’6″
Length 15’3″
Nearly identical, performance-wise, to the M-16 is the sporty M-14 model. More compact, the M-14 delivers the utility of tandem seating with aerodynamic performance. It has a slightly higher useful load of 648 pounds, versus the M-16‘s 617 pounds and retains a lot of the standard features, such as electric trim.
Streamlined composite and 4130 steel airframe, including wheel pants, spring landing gear, prerotator, fin/rudder with two outrigger tail fins. Sold as Kit or Fully-Assembled.
The Scout 2000 millennium model of the M-14 was standard with electric trim, Flydat or EIS engine monitor, altimeter, airspeed indicator, rotor tachometer, prerotator, rotor brake, wheel brakes, landing light, and wheel pants.
Two different engines were available: Rotax 914 turbo (115hp) or Rotax 912 ULS (100hp). With the Rotax 912 ULS, carburetor heat and temperature gauge is standard.
The M14 Scout, with compact seating and aerodynamic design, afford good performance and two-seat. The M14 is Magni’s sporting model, but two seats.
M-14 Scout
Engine: 120 hp Arrow 1000cc.
Prop: 67” VPM composite, 3 blade ground adjustable.
Rotor blades: 27’ or 28’ x 8.7” VPM composite.
Min speed: 20 mph.
Cruise: 80 mph.
Top speed: 100 mph.
Gross wt: 1432 lbs.
Width: 5’3”.
Height: 8’2”.
Length: 13’.
M-14 Scout
Engines: 115 hp Rotax 914, 100 hp Rotax 912ULS
Propeller: 67″ VPM composite, 3-blade ground adjustable
Rotor Blades: 27′ composite (fiberglass and carbon fiber)
Min Speed 20 mph
Cruise 90 mph
Top Speed 115 mph
Empty Weight 547 lbs / 538 lbs
Useful Load 665 lbs / 674 lbs
Gross Weight 1,212 lbs
Width 5’11”
Height 8’2″
Length 12’11”
Magni M-14 Scout 2000
Rotor diameter: 8.23m
Overall length: 3.95m
Overall width: 1.80m
Overall height: 2.50m
Propeller diameter: 1.70m
Weight empty: 248kg
Max take-off weight: 550kg
Max level speed: 185km/h
Cruising speed: 145km/h
Rate of climb at sea level: 5m/s
Service ceiling: 3500m
Take-off run: 70m
Landing run: 0-30m
Range, no reserves: 305km
Endurance: 2.1 hr
In 1980 Vittorio Magni of Italy had designed a new, two-seat autogyro with a 150 hp Lycoming engine. The machine got the project name MT-7 (Magni-Tervamaki). Vittorio later redesignated the machine as VPM S-2.
The calculations and general design blueprints were delivered to Vittorio, who was responsible for all the detail design. He also built the machine together with his son. The machine was completed in 1985, and it also flew well.
Some years later the machine was lost in an accident in France. The control rods had been bent in road transport by a truck.
Magni continued the development of autogyros and has designed a series of gyros which all seem to have the rotor head and blade design of JT-5 and MT-7.
Founded as VPM in 1976 by Vittorio Magni, this company developed the single-seat MT5 and two-seat MT7 gyrocopters. It was renamed Magni Gyro in 1996 and produces a range of ultralight autogyros,
1998:
Via della Tecnica 4/N
I-21044 Cavaria (VA)
Italy
Little is known about the “Zézé 1” tandem wing monoplane, which was tested at Pont des Arches, near Dignes, Haute Provence, France, probably in 1910.
Apart from the studies made in Germany, several French experimenters have attacked the problem of “gust-soaring,” among them being Dr. Magnan, who has made a close study of bird flight, and who reached a stage when he could justify the building of a machine for the purpose of carrying out actual flying experiments. This machine is of unorthodox design, both aerodynamically and structurally.
Basing his design to some extent upon birds, in 1921 Dr. Magnan produced a cantilever monoplane, the wing of which is of uniform chord over approximately one-half of its span, but tapering to a point at the tips. The leading edge is straight and the taper is provided solely by the trailing edge. Near the root the wing is swept down suddenly and sharply to form a pronounced dihedral angle. This angle extends over but a few feet of the span, and the rest of the wing is at a smaller dihedral. The wing tapers in thickness as well as in chord, and the angle of incidence is progressively altered, being around 20 degrees at the root. In addition to the change in section and angle, the wing ribs are so constructed that they are capable of being flexed to an extent under varying loads. No ailerons are fitted. Lateral control is by wing warping.
The fuselage is short in proportion to the span, and a large portion of it projects ahead of the wing. This results in the tail being very close to the wing, only about one chord-length separating the trailing edge from the forward end of the fixed tail plane. A large rudder is fitted. The “fin area” of the forward portion of the fuselage is very considerable, of rounded section.
The monoplane wing has but a single spar, of box section and built of wood. There are two fairly sharp bends in each spar, one a few feet out from the body, where the horizontal cabane meets the spar, and another a few feet from the tip, where the spar tip is swept forward to meet the straight leading edge. The ribs have top and bottom flanges of ash, the lower flange, which runs from leading to trailing edge, being screwed and glued to the lower face of the spar. The top flange stops short of the trailing edge, about one-third of the chord from it, and is so attached to the lower flange and to the spar that it can slide a short distance in a fore-and-aft direction, thus allowing the trailing edge to flex.
Near the wing tips the ribs slope outwards, and also they are so mounted on the spar as to give a pronounced “wash-out” to the wing. Lateral control is by warping, but instead of the warp causing a change of angle without sensible change in camber, in the Magnan monoplane both angle of incidence and camber are altered. The fabric covering is applied in a way which was claimed to prevent wrinkling when the wing is being warped.
The fuselage is of egg-shape section, and is built up of formers alternating sloping back and forward, thus forming a series of Vees as seen in side view. To these formers are attached four main longerons and a great number of stringers, and wire bracing is employed for stiffening the structure against torsion. The fuselage is fabric covered except at the extreme nose and stern. The tail is of more or less orthodox design, but is supported on a duralumin cone bolted to the rear bulkhead of the fuselage proper.
A simple undercarriage consisting of two wheels carried on a duralumin axle is fitted, the axle being sprung by rubber cords anchored inside the lower portion of the fuselage.
The pilot’s seat is mounted on longitudinal rails, somewhat like the sliding seat in a boat, and for fore-and-aft control he can alter the position of the centre of gravity by sliding the seat along. The ordinary controls are of the usual type.
The machine was to be launched from a cliff on the coast, and glide into the wind until fairly low over the sea. During a gust the pilot would pull back the stick, and if necessary shift his seat back so as to bring the tail down quickly. As a gust dies down he would push the stick forward and slide his seat forward at the same time so as to avoid stalling the machine. During a lull it was to be the pilot’s endeavor to glide forward with the minimum loss of height, i.e., at the best gliding angle for the particular conditions. Dr. Magnan considered that another method would be to glide down-wind during the lulls and up-wind during the gusts, but that it was doubtful if the machine could be manoeuvred quickly enough to make this form of gust-soaring feasible.
Some preliminary tests over land were made with the machine, piloted by Canivet, and these were stated to have indicated that the machine should, under suitable conditions, be capable of taking advantage of a gusty wind.
As alighting on the sea was to be one of the normal functions of the machine, the fuselage and wings have been made watertight, the opening for the wheel axle being bulkheaded off from the rest of the fuselage.
Type Marin M.2
Length o.a., 4-95 m. (16 ft. 3 ins.)
Wingspan, 11-5 m. (37 ft. 9 ins.)
Chord (root), 1-3 m. (4 ft. 3 ins.)
Wing area, 10 -25 sq. m. (110 sq. ft.)
Weight of wing, 60 kgs. (132 lbs.)
Weight of machine (empty) 130 kgs. (286 lbs.)
Weight in flying trim, 200 kgs. (440 lbs.)
Wing loading, 19 kgs./sq. m. (4 lb./sq. ft.).
