Development milestones
First flight: 2008
Developed from: XM-23 Orion
Aircraft libraryMagni M-24 Orion
Alan Wilson from Peterborough, Cambs, UK · CC BY-SA 2.0 · Magni M-24 Orion VIP ‘D-MIGO’.Magni M-24 Orion
An enclosed, two-seat autogyro with side-by-side seating and a pusher propeller.
Autogyro1 profile choices
Know the plane
Magni Gyro developed the M-24 Orion in Italy with an enclosed side-by-side two-seat cabin and a pusher propeller. Its freely turning rotor produces lift through autorotation in flight; a separate engine-driven propeller provides forward thrust. The enclosed cabin differs from the open-frame layout of many recreational gyroplanes.
Magni M-24 Orion · Specifications · real aircraft; source units retained
- Length
- 4.33 m (14 ft 2 in) overall↗
- Height
- 2.80 m (9 ft 2 in)↗
- Empty weight
- 285 kg (628 lb)↗
- Max takeoff weight
- 450 kg (992 lb) European ultralight limit (USA:550 kg)↗
- Powerplant
- 1 × Rotax 914ULS flat four, 85 kW (114 hp)↗
- Main rotor diameter
- 8.23 m (27 ft 0 in)↗
- Main rotor area
- 53.20 m² (572.6 sq ft)↗
- Propellers
- 3-bladed Arplast, ground adjustable pitch, 1.70 m (5 ft 7 in) diameter↗
- Maximum speed
- 194 km/h (121 mph, 105 kn)↗
- Cruise speed
- 145 km/h (90 mph, 78 kn)↗
More about this aircraft on AirframeDB
A comfortable cabin still takes some getting used to
Schröder’s visit to Mona Hörig’s school began with a turn in its airline simulator before the real gyroplane flight. The new M24’s cabin impressed him with comfortable seating, ventilation and room between the occupants. Hörig’s demonstration then showed him an aircraft he found quiet, steady and enjoyable to look out from.
Changing seats brought a less polished performance of his own. Used to sitting on the centreline of tandem aircraft, he struggled to judge his position from the Orion’s left seat. The unfamiliar view affected both departure and landing, though Hörig remained relaxed beside him. He left enthusiastic enough to joke about taking the gyroplane home instead of returning by train.
Side-by-side seating changes the conversation in flight
For Boxall, an enclosed cabin took some adjustment after years in open gyroplanes. Without the bulky flying clothes and wind around his head, he found himself looking outside more easily. The M24’s steady cruise also left him free to enjoy the surroundings, while its side-by-side seating made sharing that view much simpler.
The arrangement mattered to his teaching as well. Instead of describing a button from behind a student, he could point to it directly. Landing required a change in his own habits, because the sight picture differed from a tandem gyroplane.
A helicopter pilot reconsiders the point of a gyroplane
Ramsay began the day wondering whether a gyroplane combined the disadvantages of both helicopters and aeroplanes. In the enclosed M24 with Steve Boxall, she discovered a kind of flying that challenged that view. The controls felt heavy compared with those of the helicopters she knew, but the outlook and freedom to explore soon became absorbing.
Slow flight, a steep descent and the short landing gave her a different appreciation of the aircraft’s purpose. She still preferred other types for particular journeys and off-airfield outings, especially within her own budget. Yet she ended the day ready to admit that her starting judgment had missed something: the gyroplane offered a distinctive way to enjoy simply being airborne.
Public sources 8
- Magni M-24 OrionResearch background · Wikipedia revision 1344662234 · retrieved 2026-09-12
- Magni M24
- Microsoft Flight Simulator aircraft manuals
- MSFS 2024 FAQ and edition aircraft inventory
- UL-Pilot-Report: Magni Gyro M24 OrionAxel Schröder · 4 December 2014
- Magni M24 Orion flight testSteve Boxall · December 2010, pages 34–42
- Gyrocopters put to the testRachel Ramsay · 25 August 2023
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
How the profile models it
Magni M-24 Orion
Free + ProMSFS 2024
Magni Gyro developed the M-24 Orion in Italy with an enclosed side-by-side two-seat cabin and a pusher propeller. Its freely turning rotor produces lift through autorotation in flight; a separate engine-driven propeller provides forward thrust. The enclosed cabin differs from the open-frame layout of many recreational gyroplanes.
This starting point selects Magni M-24 Orion. Its aircraft-level settings do not select a particular developer’s custom systems.
The spring supplies gyroplane cyclic resistance. The spring stays independent of airspeed. A separate aerodynamic term adds speed-dependent control load.
The selected neutral is separate from propulsion and autorotation. Pitch-trim relief is off. Autopilot following is off.
Controls and trim
The enclosed-cabin M-24 gyroplane has an autorotating lift rotor and a separate engine-driven propeller for forward thrust. Its rotor and engine describe different rotating systems.
About the values
The gains are normalized profile settings. They describe the chosen effect balance; hand force depends on the device and its output limits. IAS references are tuning values rather than operating limits. Physical acceptance of this revision remains pending.
Master gain & control system
Master gain85%
The final overall output scale applied to everything the model produces, before the device cap.
More: everything (spring, loads, effects) gets stronger together.
Less: everything softens together.
Why here: Scales overall profile strength while preserving effect balance, subject to device and output limits.
Forces
Spring strength22%
The base centring force that pulls the stick back to centre. Every other force stacks on it. Too low and the stick feels limp in normal flight; too high and it fights your hand and masks the smaller cues layered above it.
More: firmer centring that resists your hand at all times.
Less: a limper stick that leans on aerodynamic load alone.
Why here: The spring supplies gyroplane cyclic resistance. The baseline spring is 0.22. Low-speed spring blending is off.
Magni M24Spring deadband2%
A small neutral zone around centre where the spring stays quiet, so tiny movements at rest don't chatter. Wider is calmer but looser; narrower is more precise but can twitch around centre.
More: a calmer but looser centre with more free play.
Less: a tighter centre that may chatter at rest.
Why here: Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
Overall aerodynamic load35%
A master scale over both sustained axis loads, applied before their independent balance. Profiles normally leave this alone and tune the two axis loads instead.
More: both axes load up harder.
Less: both axes lighten together.
Why here: The aerodynamic-load gain is 0.35 with an indicated-speed reference of 90 KIAS. This supplies speed-dependent loading alongside the spring.
Airspeed blendingFalse
Enables the low-speed spring engagement window (start/full knots above). Off, the spring is constant at all speeds.
Why here: Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
Low-speed spring floor100%
How much of the spring survives at a standstill, before airspeed can build any aerodynamic force. A high floor keeps the parked stick firm; a low floor gives the loose, cable-slack feel of a parked light aircraft.
More: a firmer stick while parked and taxiing.
Less: a floppier parked stick that only wakes up with airspeed.
Why here: Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
Spring engagement start12.6 kt
The airspeed where the spring begins climbing from its low-speed floor toward full strength: the controls "coming alive" on the takeoff roll.
Why here: Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
Spring engagement full45.0 kt
The airspeed where the spring reaches full strength. Between the start and this point, centring firms up progressively as airflow builds over the controls.
Why here: Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
Force tuning speed90
The indicated airspeed where aerodynamic load reaches its designed full level. It anchors the whole load curve to the aircraft's real speed range: a 172 loads up by 110 knots, a jet much later.
More: loads arrive later; the stick stays light up to a higher speed.
Less: loads arrive earlier and cruise feels heavier.
Why here: Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
Centre firmness vs speed0%
How much the centring itself stiffens with speed, on top of the deflection loads. Zero keeps centre feel constant; more makes the stick centre harder at cruise and looser in the pattern.
More: a centre that hardens noticeably as you go faster.
Less: constant centre feel at every speed.
Why here: The high-speed spring-stiffening gain is 0. No additional speed-driven stiffening is added; this does not disable independent aerodynamic loading.
Centre stiffening cap5
The upper limit on speed-driven centre stiffening, so very fast flight can't wind the spring up without bound.
More: more total stiffening allowed at high speed.
Less: stiffening clamps off sooner.
Why here: Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
Aileron load22%
The sustained roll load from aileron deflection and airspeed, balanced independently of pitch. Together with the elevator load it sets the control-harmony ratio reviewers talk about.
More: heavier roll forces.
Less: lighter, quicker-feeling ailerons.
Why here: Roll and pitch aerodynamic scales are 0.22 and 0.22, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled.
Elevator load22%
The sustained pitch load from elevator deflection and airspeed, balanced independently of roll. This is the main lever behind a type's pitch weight. It does not touch aileron, spring, trim, or buffet forces.
More: heavier sustained pitch forces at speed.
Less: a lighter elevator that takes less muscle to hold.
Why here: Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
Max output force55%
A cap on each steady pitch or roll force before it reaches the device, guarding against slamming or saturating the hardware in strong maneuvers.
More: stronger peak steady forces before clipping.
Less: a gentler ceiling; hard maneuvers flatten out sooner.
Why here: Caps directed-force output. Native spring effects and device limits remain separate.
Trim
Trim relief (elevator)30%
How strongly elevator trim relieves held pitch force and shifts where the stick settles. At 100%, a properly trimmed aircraft needs no held pressure, the trim-away-the-load workflow of real flying.
More: trim removes more of the held pitch force; at 100% full trim zeroes it.
Less: you keep holding force even when trimmed.
Why here: The selected neutral is separate from propulsion and autorotation. Pitch relief is off, with stored authority 0.3; roll authority is 0.3.
Magni M24Trim relief (aileron)30%
The same relief for roll trim. Most GA types have no real aileron trim, so this stays at zero; types with roll trim get a matching value.
More: roll trim removes more held roll force.
Less: roll trim does less.
Why here: Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
Effect gains · ground
Runway rumble15%
Rolling surface vibration from wheel speed and surface type: pavement, grass, or gravel under the gear.
More: louder surface texture through the stick.
Less: a smoother taxi.
Why here: Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
Gear bumps0%
Short discrete bumps from expansion joints, ruts, and rough surface, punctuating the continuous rumble.
More: sharper hits from joints and ruts.
Less: softer ground detail.
Why here: Sets gear-bump texture during ground motion, separate from touchdown impact.
Effect gains · airframe
Stall buffet0%
Airframe shake approaching the stall and while the stall warning is active: how loudly this wing announces it is unhappy. Types with a crisp break get modest buffet and let the horn carry the warning.
More: a louder pre-stall shake.
Less: a quieter wing; the horn carries the warning.
Why here: Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
Mach buffet0%
Transonic buffet approaching the Mach limit. Meaningful for jets near MMO, zero for pistons and turboprops that never get there.
More: stronger transonic buffet near the Mach limit.
Less: a smoother high-Mach ride.
Why here: Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
Flap buffet0%
Low-frequency airframe vibration with flaps extended into the airflow, in the speed window where they actually work the air.
More: a rougher ride with flaps working the air.
Less: smoother approach flap.
Why here: Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
Gear buffet0%
Airframe drumming from retractable gear hanging in the airstream. Zero for fixed-gear types, where the airframe never changes shape.
More: more drumming with the wheels hanging out.
Less: cleaner gear-down flight.
Why here: Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
Stick shaker50%
The dedicated stall stick-shaker buzz, fired by the aircraft's own stall-warning system. Only types with a real shaker get a value; everything else relies on aerodynamic buffet and the horn.
More: a harder stick-shaker buzz.
Less: a subtler shaker.
Why here: Sets triggered shaker strength; inactive while the shaker feature is disabled.
Effect gains · engine, mechanical & drag
Touchdown thump50%
The one-shot kick when the wheels meet the runway, scaled by sink rate: a greaser whispers, a firm arrival thumps.
More: a harder kick at touchdown.
Less: softer arrivals.
Why here: Sets landing-impact strength; landing telemetry and response shape determine the pulse.
Reverse rumble0%
Rollout vibration while reverse thrust or beta-range props are working. Zero for types without reverse.
More: a rougher rollout under reverse.
Less: quieter reverse.
Why here: Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
Engine rumble12%
Continuous powerplant vibration following RPM between idle and full power, the ever-present reminder that something is burning fuel up front.
More: more engine through the stick.
Less: a quieter powerplant.
Why here: Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
Flap motion0%
Continuous vibration only while the sim reports the flap surfaces actually travelling. It follows real actuator motion and failures, not an estimated timer.
More: more vibration while the flap surfaces travel.
Less: quieter flap runs.
Why here: Sets texture from observed flap movement; a command without movement does not establish the cue.
Autopilot follow
AP follow authority5%
How far autopilot commands may physically move the stick. Kept tiny in MSFS, where a moved axis can read back as pilot input; zero disables following entirely.
More: the autopilot visibly moves your stick further.
Less: a barely perceptible follow.
Why here: Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply.
Stick feel
StickFeel · Trim feel enabledFalse
Whether this feature is active in this profile.
Why here: Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement.
StickFeel · Trim relief enabledFalse
Whether this feature is active in this profile.
Why here: Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount.
StickFeel · Force trim enabledFalse
Whether this feature is active in this profile.
Why here: Enables local force trim, separate from aircraft-owned trim and add-on integration qualification.
StickFeel · G load enabledFalse
Whether this feature is active in this profile.
Why here: Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it.
StickFeel · Rate damping enabledTrue
Whether this feature is active in this profile.
Why here: Enables rate damping with the configured coefficients and control law.
Autopilot
Autopilot · Follow enabledFalse
Whether this feature is active in this profile.
Why here: Autopilot following is off; the configured spring and load retain the hardware feel.
Autopilot · Neutral hold enabledFalse
Whether this feature is active in this profile.
Why here: Permits centering hold during a supported AP state, separate from following a moving target.
Autopilot · Neutral hold strength0.6
Why here: Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Aero
Aero · EnabledTrue
Whether this feature is active in this profile.
Why here: Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions.
Aero · Max flap index1
Where this effect reaches full strength (or has fully faded, for washouts).
More: a more gradual build to a later peak.
Less: a quicker build.
Why here: Sets the final flap index for detent normalization. UP plus three detents uses maximum index3.
Aero · Min flap index1
Where this effect begins fading in.
More: the effect begins later.
Less: it begins earlier.
Why here: Sets the first flap detent that admits buffet; this is a handle index, not degrees.
Aero · Shaker enabledFalse
Whether this feature is active in this profile.
Why here: Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Ground
Ground · EnabledTrue
Whether this feature is active in this profile.
Why here: Enables ground effects; each still needs its own strength and contact or motion telemetry.
Engine
Engine · EnabledTrue
Whether this feature is active in this profile.
Why here: Enables engine cues with nonzero settings and valid running-engine telemetry.
Mechanical
Mechanical · EnabledTrue
Whether this feature is active in this profile.
Why here: Enables accessory cues with configured strengths and observed accessory movement.
Mechanical · Gain0
The strength of this effect.
More: a stronger effect.
Less: a weaker one.
Why here: Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.
All profile settings
| Parameter | Value | What it controls and why |
|---|---|---|
| Spring strength | 0.22 | The spring supplies gyroplane cyclic resistance. The baseline spring is 0.22. Low-speed spring blending is off. |
| Spring deadband | 0.02 | Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner. |
| Force gain | 0.35 | The aerodynamic-load gain is 0.35 with an indicated-speed reference of 90 KIAS. This supplies speed-dependent loading alongside the spring. |
| Master gain | 0.85 | Scales overall profile strength while preserving effect balance, subject to device and output limits. |
| Dynamic-pressure blend | False | Allows baseline spring strength to rise with indicated airspeed where the control law permits it. |
| Minimum spring factor | 1 | Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength. |
| Spring wake-up speed | 12.6 kt | Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit. |
| Spring full-strength speed | 45.0 kt | Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Force tuning speed | 90.0 kt | Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Airspeed spring stiffening | 0 | The high-speed spring-stiffening gain is 0. No additional speed-driven stiffening is added; this does not disable independent aerodynamic loading. |
| Airspeed stiffening cap | 5 | Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap. |
| Aileron force scale | 0.22 | Roll and pitch aerodynamic scales are 0.22 and 0.22, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled. |
| Elevator force scale | 0.22 | Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Maximum output force | 0.55 | Caps directed-force output. Native spring effects and device limits remain separate. |
| StickFeel · Trim feel enabled | False | Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| StickFeel · Trim relief enabled | False | Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| StickFeel · Elevator authority | 0.3 | The selected neutral is separate from propulsion and autorotation. Pitch relief is off, with stored authority 0.3; roll authority is 0.3. |
| StickFeel · Aileron authority | 0.3 | Scales supported roll-trim relief and permitted centre movement. Zero removes roll response. |
| StickFeel · Force trim enabled | False | Enables local force trim, separate from aircraft-owned trim and add-on integration qualification. |
| StickFeel · G load enabled | False | Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it. |
| StickFeel · Rate damping enabled | True | Enables rate damping with the configured coefficients and control law. |
| Autopilot · Follow enabled | False | Autopilot following is off; the configured spring and load retain the hardware feel. |
| Autopilot · Follow authority | 0.05 | Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply. |
| Autopilot · Neutral hold enabled | False | Permits centering hold during a supported AP state, separate from following a moving target. |
| Autopilot · Neutral hold strength | 0.6 | Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled. |
| Aero · Enabled | True | Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions. |
| Aero · Gain | 0 | Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings. |
| Aero · Gain | 0 | Sets high-Mach buffet strength; onset and full-strength thresholds are separate. |
| Aero · Gain | 0 | Sets flap buffet at the configured position and speed gates. Flap movement texture is separate. |
| Aero · Max flap index | 1 | Sets the final flap index for detent normalization. UP plus three detents uses maximum index3. |
| Aero · Min flap index | 1 | Sets the first flap detent that admits buffet; this is a handle index, not degrees. |
| Aero · Gain | 0 | Sets gear aerodynamic buffet; movement and ground-contact cues are separate. |
| Aero · Shaker enabled | False | Permits shaker at supported warning conditions; the switch does not establish aircraft equipment. |
| Aero · Amplitude | 0.5 | Sets triggered shaker strength; inactive while the shaker feature is disabled. |
| Ground · Enabled | True | Enables ground effects; each still needs its own strength and contact or motion telemetry. |
| Ground · Gain | 0.15 | Sets rolling texture strength, modified by speed, surface and undercarriage configuration. |
| Ground · Gain | 0 | Sets gear-bump texture during ground motion, separate from touchdown impact. |
| Ground · Gain | 0.5 | Sets landing-impact strength; landing telemetry and response shape determine the pulse. |
| Ground · Gain | 0 | Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue. |
| Engine · Enabled | True | Enables engine cues with nonzero settings and valid running-engine telemetry. |
| Engine · Gain | 0.12 | Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration. |
| Mechanical · Enabled | True | Enables accessory cues with configured strengths and observed accessory movement. |
| Mechanical · Gain | 0 | Sets texture from observed flap movement; a command without movement does not establish the cue. |
| Mechanical · Gain | 0 | Sets texture from observed gear movement, separate from aerodynamic and touchdown effects. |
Public sources 8
- Magni M-24 OrionResearch background · Wikipedia revision 1344662234 · retrieved 2026-09-12
- Magni M24Magni M-24 Orion
- Microsoft Flight Simulator aircraft manuals
- MSFS 2024 FAQ and edition aircraft inventory
- UL-Pilot-Report: Magni Gyro M24 OrionAxel Schröder · 4 December 2014
- Magni M24 Orion flight testSteve Boxall · December 2010, pages 34–42
- Gyrocopters put to the testRachel Ramsay · 25 August 2023
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
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