When Raphael Celier set out to design the Xenon he had a simple goal: make the best gyroplane possible regardless of its cost.  Throughout the process if a lighter, more efficient and better option was available he would take it despite the cost or effort involved on his part. The Xenon features a Rotax engine which costs approximately $22,000 more than the used Subaru car engines found on many gyros but the Rotax is the best available.  Raphael's refusal to accept second best in any area of design, performance or construction could have led to an overpriced luxury but fortunately that did not happen. 

Raphael was able to incorporate many design breakthroughs that led to cost savings.  Xenon's superior design is stronger, lighter and has far fewer parts than most gyroplanes.  Fewer parts make it less costly to produce and much  easier to build.  While low price was never a part of the design parameters, this ease of building combined with a production factory in Poland where wage rates are lower than the US allows us to offer a superior product at a price comparable to other aircraft that do not have its many sophisticated features. 

The design parameters for Xenon were:

Safe and Stable
The Xenon's aerodynamic shape and large tail surfaces contributes to its stability.  The thrust line of the engine is through the machine's overall center of gravity and is inline with the large horizontal tail surface.  The Xenon demonstrates both static and dynamic stability.  It can be flown with one finger easily and even when yanking and banking its handling qualities are docile and very predictable.  It has an ASTM standard compliant aircraft engine and high inertia rotor blades for an extra margin of safety.  For a full discussion of gyroplane stability read "A Short Non Technical History of Gyroplane Design and Stability Considerations" after you finish this page.

An Efficient Aircraft
Weight and drag on an aircraft are the enemies. To combat them you have thrust (horsepower) and lift. 

Every ounce of weight added means you need more horsepower.  More horsepower means a bigger engine.  A bigger engine weighs more so now you need extra horsepower just to lift the weight of the bigger engine.  The designer ends up continually chasing his tail.  The secret then is to keep weight down. 

A major design choice is engine selection and for a gyroplane of this category by far the best engine is the Rotax 912 or its turbocharged cousin the 914.  This is the largest Rotax aircraft engine available.  If a gyro weighs to much for the 100 hp 912 engine the designer's engine options are very poor. (Car engines from junkyards are the primary source for other engines). For a full explanation of this read "The Truth about Engines" after you finish this page.

A gyroplane will perform well with a 100 HP 912 engine if it is aerodynamically efficient and if its empty weight falls in the 600 lb range.  If it comes out above 650 lbs you simply will not have enough performance with 2 passengers and fuel.  So that is the design goal- an empty weight of approximately 600 lbs. 

In addition to solving the weight vs. horsepower riddle the designer must solve the lift/drag riddle.  It takes absolutely no aerodynamic training to realize that a pencil shape flies through the air better than something in the shape of a barn door.  So the design goal there is to make a gyroplane that looks more like a pencil (or a rocket ship). 

Clearly the Xenon looks beautiful and it is also very aerodynamically efficient.  The shape of the cabin actually provides lift and the sleek design slips through the air easily.  In comparing the Xenon to most other gyroplanes one immediately notices two things: the Xenon looks much more aerodynamic and the cabin tapers into a smooth cowling covering the engine.  In addition to looking much better and providing all weather covering for the engine, the cowling directs clean airflow to the propeller. 

In gyroplanes without engine cowlings the air becomes very turbulent as it passes the exposed engine.  The air becomes "detached" from its smooth flow and so it is far less uniform when it goes through the propeller.  The result is less thrust.

So Xenon's cabin helps its performance three ways:  with a lifting body, with a smooth aerodynamic shape and with a cowling that provides smooth attached air flow to the propeller. 

But the cabin's shape is only the beginning.  In order to further reduce weight Raphael used an approach similar to the Cirrus and Lancair composite aircraft.  The composite structure does not just provide a place to sit.  It IS the aircraft frame.  The engine and mast mount directly to the composite cabin thus reducing the craft weight by dozens of pounds.  Built with special epoxy resins and a honeycomb core the cabin strength far exceeds the loads placed upon it. 

Those breakthrough design elements would be impressive indeed but there is still more.  The cabin is a total structural element with bulkheads and a full roll cage to protect the occupants.   The nose of the craft is designed like a modern car which will crush on impact progressively thus protecting the passengers.  The front of the gyro has the least layers of fiberglass, with thicker and thicker layers as you move aft until just in front of the pilot's feet where there is a full structural bulkhead.  The result is that in the event of hitting something the impact would be progressively absorbed by the fiberglass designed to fail right up to the pilot's toes where the bulkhead will protect him.  The structure has been crash tested at 50 kilometers per hour.  The cabin has also been dropped from 1 meter with no ill effects to the occupants. 

In fact the cabin is so strong it is designed with steps built into the sides so you can climb right on top of the cabin and stand up on it to check the rotors and mast head fittings during pre-flight.  Don't try that with any other gyro!

Another design element enhancing safety puts the gas tanks behind the pilot and passenger rather than having them sit on flammable fuel which so many other gyroplanes do.  

Get rid of the weight
To say Raphael is fanatical about eliminating weight would be a gross understatement.  In fact he can tell you the exact weight of every item on the Xenon including each nut and washer.  Raphael works in grams and there are 28 grams in an ounce.  When Raphael cuts 100 grams (3.5 ozs) he is ecstatic.  When he cuts 200 grams the whole factory has a party.   With this in mind many fittings are molded into the composite cabin eliminating the need for heavy metal backing plates.  The huge keel support found on most gyros does not exist on the Xenon and yet the strength is far more than required by the loads.  (Every part has been computer analyzed and materials stress tested).

Many manufacturers as they go through the design process find themselves continually adding another support bracket for this or that part of the engine or tail or trim system or muffler support or whatever.  Each bracket comes with several nuts, bolts, washers, safety wires, etc.  Pretty soon you have 15 lbs of unnecessary weight.  Raphael refused to do this, often redesigning some elements over and over again to eliminate every gram possible.  The result is that the Xenon has far fewer parts than other gyros making it easier and cheaper to build for the factory or the kit builder. 

The Xenon empty weight is an amazing 244 pounds lighter than other 2 place side by side gyros!  And yet it is stronger, safer, more aerodynamic and better looking!! 

Performance and good looks
Performance is more than just numbers.  It is how the Xenon does its job of giving you a safe, fun flying experience.   The Xenon's performance specs speak for themselves.  The turbo model climbs at 1200 feet per minute with 2 people on board and can cruise at 124 mph.  The unmistakable DUC propeller looks like no other prop on the market.  Its unique design feathers itself in-flight to deliver maximum torque at all times, giving it similar performance to an adjustable pitch propeller without the weight, expense or complexity.

The Aircopter all aluminum blades do not suffer from the bonding problems typical of composite blades with metal inserts.  Their proprietary design makes it possible for the blades to be strong and light yet still have very high inertia which provides an additional measure of safety when flying.  They are both more efficient and more durable.  

The cabin is soundproofed and carpeted giving an unbelievably quiet ride.  Inside you can sit on ergonomically designed custom foamed heated leather seats. The cabin is 10" wider than a Cessna 172 or RAF.  The occupants are separated by a padded console that features a glove compartment and full engine controls at your fingertips.  The gauges are in a helicopter style center pod making them easy to read.  Every Xenon comes with full flight instruments plus graphic digital engine monitoring with daylight visible full color display alerting you to all engine parameters.  Behind each seat is very large luggage area that is set up to hold Xenon's custom designed suitcase/backpacks which lock securely into place.  Adjusting the seats or tipping them forward for access to the luggage takes less than 5 seconds.  Additional in-flight storage is available under each seat.  The overhead windows, bubble doors, wrap around cockpit glass and foot windows give unparalleled visibility.  In summer you can pop the doors off in less than 10 seconds for a sportier ride.

The tail section
The twin tail booms give the Xenon a distinctive appearance but they do so much more.  Using lightweight twin booms and a box construction of the tail section allows everything to be lighter and stronger.  The box means every part supports every other part and it allows elimination of the very heavy steel tail structure found on many gyros.  Twin booms off to each side allow the engine to sit lower and still have adequate prop clearance from the ground so the Xenon door height is only 28" making it much easier to get in and out of the gyro.  Anyone from 4 and a half feet to well over 6 feet will easily step into the Xenon.  You don't have to squat down nor climb up into a gangly airframe. 

But as form follows function the box tail does more.  Its precise airfoil shape and large surface area provide the proper amount of stabilizing force. It is positioned in the propeller slipstream for maximum efficiency and its winglets give added stability in flight.  The Xenon is a long gyro and the tail surfaces being farther from the engine gives a greater "moment arm" of leverage adding to stability.  Because the vertical tail incorporates a fixed surface in front of the movable rudder Xenon avoids the "tail wagging" that occurs on tall tail gyros.  Even in crosswinds the Xenon flies straight and predictably.  Rudder control is through Teleflex cables.  These sealed cables are 5 times more expensive than the simple wires used on most gyros but they are the very best available giving frictionless, precise, trouble free control. 

Landing Gear
Xenon's landing gear is a one piece aluminum strut.  It is lighter and stronger than most other gyros and like all parts of the Xenon, it has been scientifically stressed tested to withstand far more punishment than you are likely to give it. Gyros with triangulated legs may have as many as 50 parts to make up the landing gear.  Xenon has 2.  Since each part adds weight and parasitic drag Xenon naturally performs better.  The landing gear on the Xenon is much wider apart than most gyros which means ground handling is greatly improved.  Taxiing and turning are effortless and even poor landings during student training are a non event in a Xenon.  On tall gyros with the wheels close together there is always the danger of tipping over if you land on one wheel first.  Xenon's wide stance and lower center of gravity make that far less likely.

Styling like no other gyro
All gyros attract attention on the ramp but the good looks and spectacular profile of the Xenon take the "cool" factor to new heights.  The Xenon's nose looks like it could have come from a Citation Jet while inside the leather coverings, carpeting, heater, heated seats and well sealed doors make you feel like you are in a luxury car. 

We are proud of Raphael and of the Xenon and honestly feel it is the BEST gyroplane available today.  We urge you to take a test flight and see if you agree.

For further information about the Xenon Design read:

The Truth about Engines

Gyroplane Design and Stability Considerations

Last modified: 03/21/07        Copyright Future Flight 2007