Guimbal Cabri G2
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Helicentre Aviation Academy's Cabri G2 fleet increases to five | Vertical Magazine - The Pulse of the Helicopter Industry
Another one has arrived in the UK this week. How many's that on the G-Reg now? 10? Does anyone have any statistics of Cabri numbers by country?
FB
Another one has arrived in the UK this week. How many's that on the G-Reg now? 10? Does anyone have any statistics of Cabri numbers by country?
FB
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Yes, they're the two fleet leaders.
There are two others G2 for sale in Germany, also due to fleet renewval.
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Yes, they're the two fleet leaders.
There are two others G2 for sale in Germany, also due to fleet renewval.
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Last edited by HeliHenri; 13th Jul 2015 at 18:09.
As the ac is on condition why would you want a new one for ? Makes no financial sense., the accountant would have been depreciating it for tax reasons, to sell it would make give quite a large tax liability ?????
So why sell one, could understand if coming up to lots of new parts
So why sell one, could understand if coming up to lots of new parts
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Hello Jelico,
Less than 3000h
You're still looking for a second hand G2 ?
In the last two weeks, a French one went to Holland and an Italian one went to Switzerland.
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german machines for sale as high time as these two?
Less than 3000h
You're still looking for a second hand G2 ?
In the last two weeks, a French one went to Holland and an Italian one went to Switzerland.
.
Last edited by HeliHenri; 13th Jul 2015 at 07:14.
Yes potentially in the market for a G2. Have an R44 up for rebuild soon and a new opportunity that might like a G2 even sooner. Preferably secondhand - please PM me if you know of anything, although I am not interested in the 4000hr+ machines at this stage! Cheers
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The best part of an interview of Bruno about the G2 in the US by Vertical Mag :
This year will mark the second appearance for the Hélicoptčres Guimbal Cabri G2 at a Heli-Expo, but its first since gaining certification from the United States Federal Aviation Administration (FAA).
The aircraft completed the 16-month certification process in February 2015, paving the way for its launch U.S. customer — Newberg, Ore.-based Precision Helicopters — to put the aircraft into full training operations at its flight school.
A successful debut at Heli-Expo in Anaheim, Calif., last year saw Guimbal, based in Aix-en-Provence, France, record 10 orders for the two-seater piston training aircraft from U.S. customers, and the first two of those have already been delivered.
While the aircraft has proved popular around the world since it gained its first regulatory type certificate from the European Aviation Safety Agency in 2007, Guimbal wanted to wait until the time was right to make the move into the U.S.
To begin with, the manufacturer found the sheer scale of the world’s largest civil helicopter market — and the high costs involved in entering it — were prohibitive to a company of its size and experience. But as the popularity and reputation of the Cabri G2 grew, Guimbal began to receive more and more enquiries about the possibility of bringing the aircraft to the U.S.
The manufacturer was looking for something very specific in its customers as it considered taking the Cabri G2 across the Atlantic. It wanted operators that were a training organization and an experienced FAA part 145 repair organization, and they needed to be prepared to order at least two helicopters.
These requirements, said Guimbal, were “because we can’t afford to have a small problem with a sensor or a wire destroying the image of the helicopter, simply because the maintenance specialist is 500 kilometers away.”
“The Cabri being introduced to the United States is going to be really a godsend for many of the training companies, because it’s a new technology, [and] it has very low maintenance costs — with a structure we hope will be very economically beneficial. There are only three components that are ‘time life’ on the aircraft, and then everything else is an ‘on condition’ component. . . It allows us to be proactive in a lot of our maintenance, and be good stewards of the aircraft — and then it’ll reward us in what we see in maintenance costs.”
Bruno Guimbal, the aircraft’s designer and the CEO and president of Hélicoptčres Guimbal, said that while the aircraft was being used for a variety of utility roles in around the world, about 70 percent of the sales were for training.
“The market for two-seaters will always be based on training, because it’s a big market, and it’s the best helicopter for training,” he told Vertical Show News. “I designed the Cabri to be the best trainer that you could imagine. . . . [Its] qualities are particularly attractive for the training market.”
“We were very surprised and very pleased with the amount of interest we captured during Heli-Expo last year,” said Guimbal. “We had absolutely no plans to sign any orders — we brought with us no order papers — and then we ended up signing 10 orders on blank pieces of paper with people that we did not know about the day before. Then we started to realize completely that the U.S. market is something different because people are very dynamic and they’re in pretty good shape at the moment.”
Tailor-Made Trainer | Vertical Magazine - The Pulse of the Helicopter Industry
This year, he should have "few" order papers ready !
.
The best part of an interview of Bruno about the G2 in the US by Vertical Mag :
This year will mark the second appearance for the Hélicoptčres Guimbal Cabri G2 at a Heli-Expo, but its first since gaining certification from the United States Federal Aviation Administration (FAA).
The aircraft completed the 16-month certification process in February 2015, paving the way for its launch U.S. customer — Newberg, Ore.-based Precision Helicopters — to put the aircraft into full training operations at its flight school.
A successful debut at Heli-Expo in Anaheim, Calif., last year saw Guimbal, based in Aix-en-Provence, France, record 10 orders for the two-seater piston training aircraft from U.S. customers, and the first two of those have already been delivered.
While the aircraft has proved popular around the world since it gained its first regulatory type certificate from the European Aviation Safety Agency in 2007, Guimbal wanted to wait until the time was right to make the move into the U.S.
To begin with, the manufacturer found the sheer scale of the world’s largest civil helicopter market — and the high costs involved in entering it — were prohibitive to a company of its size and experience. But as the popularity and reputation of the Cabri G2 grew, Guimbal began to receive more and more enquiries about the possibility of bringing the aircraft to the U.S.
The manufacturer was looking for something very specific in its customers as it considered taking the Cabri G2 across the Atlantic. It wanted operators that were a training organization and an experienced FAA part 145 repair organization, and they needed to be prepared to order at least two helicopters.
These requirements, said Guimbal, were “because we can’t afford to have a small problem with a sensor or a wire destroying the image of the helicopter, simply because the maintenance specialist is 500 kilometers away.”
“The Cabri being introduced to the United States is going to be really a godsend for many of the training companies, because it’s a new technology, [and] it has very low maintenance costs — with a structure we hope will be very economically beneficial. There are only three components that are ‘time life’ on the aircraft, and then everything else is an ‘on condition’ component. . . It allows us to be proactive in a lot of our maintenance, and be good stewards of the aircraft — and then it’ll reward us in what we see in maintenance costs.”
Bruno Guimbal, the aircraft’s designer and the CEO and president of Hélicoptčres Guimbal, said that while the aircraft was being used for a variety of utility roles in around the world, about 70 percent of the sales were for training.
“The market for two-seaters will always be based on training, because it’s a big market, and it’s the best helicopter for training,” he told Vertical Show News. “I designed the Cabri to be the best trainer that you could imagine. . . . [Its] qualities are particularly attractive for the training market.”
“We were very surprised and very pleased with the amount of interest we captured during Heli-Expo last year,” said Guimbal. “We had absolutely no plans to sign any orders — we brought with us no order papers — and then we ended up signing 10 orders on blank pieces of paper with people that we did not know about the day before. Then we started to realize completely that the U.S. market is something different because people are very dynamic and they’re in pretty good shape at the moment.”
Tailor-Made Trainer | Vertical Magazine - The Pulse of the Helicopter Industry
This year, he should have "few" order papers ready !
.
Last edited by HeliHenri; 13th Jul 2015 at 20:39.
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mark
Hello Mark,
According to the latest news, the work should begin this year to reach certification in 2016.
.
mark
What's the status of Canadian certification Henri?
Shouldn't be far behind the FAA cert?
Shouldn't be far behind the FAA cert?
According to the latest news, the work should begin this year to reach certification in 2016.
.
Last edited by HeliHenri; 12th Jul 2015 at 17:01.
Bruno had a constant stream of visitors throughout the show. Got to chat with him a few times and mentioned about various orders they received 
Watch this space.
Watch this space.
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G2 Cabri
I'm truly delighted to see the success of Bruno Guimbal's neat two-seat trainer. A new helicopter for the 21st Century.
It was a blustery day in February 2008, when Dave Calderwood, the Editor of the LOOP newspaper, dispatched me to Aix-en-Provence to try out a new EASA design.
As we floated alongside Cezanne's famous St Victoire mountain, I recall saying to myself ... and subsequently writing ... I'm on rung one of a ladder of success. A new type as French as the Eiffel tower with more curves than Nicolas Sarkozy's lady wife! An all-composite construction, a glass instrument presentation, plasma ignition, and a machine with dynamic components certified for 'on condition' replacement. All powered by a tried and trusted Lycoming that provides a 5 hour endurance. Autorotation and stroking seat crashworthiness was outstanding for a lightweight helicopter. Well done Bruno!
So, it is with a trace of satisfaction, I watch as the type gains ground in the industry. I see a couple of Cabris have made it into the 4000 hour TTSN area. So this is simply to offer my congratulations to Monsieur Guimbal and his team. No easy task getting a new type into EASA's CS-127 certification and I can only add, when can we expect the G4 to appear? Happy and many hours of safe flying to all.
It was a blustery day in February 2008, when Dave Calderwood, the Editor of the LOOP newspaper, dispatched me to Aix-en-Provence to try out a new EASA design.
As we floated alongside Cezanne's famous St Victoire mountain, I recall saying to myself ... and subsequently writing ... I'm on rung one of a ladder of success. A new type as French as the Eiffel tower with more curves than Nicolas Sarkozy's lady wife! An all-composite construction, a glass instrument presentation, plasma ignition, and a machine with dynamic components certified for 'on condition' replacement. All powered by a tried and trusted Lycoming that provides a 5 hour endurance. Autorotation and stroking seat crashworthiness was outstanding for a lightweight helicopter. Well done Bruno!
So, it is with a trace of satisfaction, I watch as the type gains ground in the industry. I see a couple of Cabris have made it into the 4000 hour TTSN area. So this is simply to offer my congratulations to Monsieur Guimbal and his team. No easy task getting a new type into EASA's CS-127 certification and I can only add, when can we expect the G4 to appear? Happy and many hours of safe flying to all.
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So for the G4, is a 5 seater with a turbine engine using the Cabri design philosophy doable? The G2 beats the R22 in lots of ways, however the R44 has fewer of the drawbacks of the R22. So a 4 seater piston isn't the step up from the 44 than the G2 is over the 22?
A competitor for the R66 though could be interesting.
A competitor for the R66 though could be interesting.
The Cabri also has some support from the Rugby world. Sneak peek at one of the shots from a recent shoot - the guy flying the silver fern branded Cabri is none other than All Blacks captain Richie McCaw
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The 10th UK Cabri has been delivered to Elstree Helicopters.
There are now six ATO with G2 in UK.
13 G2 are on order so at the end of next year, there will be at least 23 G2 flying in UK.
HeliHub Elstree Helicopters takes delivery of 10th British Cabri
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The 10th UK Cabri has been delivered to Elstree Helicopters.
There are now six ATO with G2 in UK.
13 G2 are on order so at the end of next year, there will be at least 23 G2 flying in UK.
HeliHub Elstree Helicopters takes delivery of 10th British Cabri
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Last edited by HeliHenri; 13th Jul 2015 at 07:15.
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From Helihub:
HeliHub Demand Identified for a Four Seat Cabri, Says Bruno Guimbal
Demand Identified for a Four Seat Cabri, Says Bruno Guimbal
Guimbal Helicopters president Bruno Guimbal announced at Heli-Expo that his company has 75 firm orders from 13 countries for his company’s Cabri G2 two-seat helicopter. Over 180 have now been sold since the first helicopter was launched into the market back in 2009.
Calculations reveal that the whole fleet has now logged over 50,000 flying hours with 90% of that being flown as training flights. “The fleet leader has 4,300 hours gained over four and a half years,” sated Guimbal. “There has been zero loss and zero injury; if we can succeed in training we can succeed in any market he said.
Noise levels have been an important target and the helicopter has been certified at 75.2 db.
The going has been difficult with many customers ordering just one to begin with. Heli Aviation in Germany had been the exception he said, as they eventually ordered a fleet of eight Cabris. The Helicentre in the UK, near Leicester, had been more cautious, initially only renting one helicopter. “Now they are 100% behind Cabri and have five with three more on order.
Other customers include Vietnam National Helicopters with a lot of bureaucracy to overcome, but they are now a loyal customer with great growth possibilities.
Guimbal said that he had received at least six firm prospects for a bigger four seat version of the Cabri – I have received stretched photos from customers showing what they want,” he added.
“The market is not so much price sensitive as trust sensitive,” concluded Guimbal. Direct operating costs are between $150-$200 per hour.
HeliHub Demand Identified for a Four Seat Cabri, Says Bruno Guimbal
Demand Identified for a Four Seat Cabri, Says Bruno Guimbal
Guimbal Helicopters president Bruno Guimbal announced at Heli-Expo that his company has 75 firm orders from 13 countries for his company’s Cabri G2 two-seat helicopter. Over 180 have now been sold since the first helicopter was launched into the market back in 2009.
Calculations reveal that the whole fleet has now logged over 50,000 flying hours with 90% of that being flown as training flights. “The fleet leader has 4,300 hours gained over four and a half years,” sated Guimbal. “There has been zero loss and zero injury; if we can succeed in training we can succeed in any market he said.
Noise levels have been an important target and the helicopter has been certified at 75.2 db.
The going has been difficult with many customers ordering just one to begin with. Heli Aviation in Germany had been the exception he said, as they eventually ordered a fleet of eight Cabris. The Helicentre in the UK, near Leicester, had been more cautious, initially only renting one helicopter. “Now they are 100% behind Cabri and have five with three more on order.
Other customers include Vietnam National Helicopters with a lot of bureaucracy to overcome, but they are now a loyal customer with great growth possibilities.
Guimbal said that he had received at least six firm prospects for a bigger four seat version of the Cabri – I have received stretched photos from customers showing what they want,” he added.
“The market is not so much price sensitive as trust sensitive,” concluded Guimbal. Direct operating costs are between $150-$200 per hour.
2-Seat Helicopter Prices
The going has been difficult with many customers ordering just one to begin with.
“The market is not so much price sensitive as trust sensitive,” concluded Guimbal.
When the R22 was introduced in 1979 it cost $40,000 if you use one of the online inflation calculators that comes out at around $131,000 in todays money and at that kind of price level they sold 400 units per year. It's now priced at $285,000 and they sell around 40 of them a year.
The R22 started in the realm of the expensive car buyer and is now much, much more expensive which would seem to make sense. There is of course the fact that the R44 came along which is a much better machine for a private owner, if you can afford it.
Is the above quote merely a facet of the fact that now only very wealthy private individuals can afford to purchase helicopters, in which case the safety and performance are much more important that the cost.
It would be very interesting to see if 2-seater sales levels of 400 units per year would return with a machine at around the $150,000 mark.
Obviously the cost of developing and certifying a machine are far higher these days, so its not really fair to compare the R22 and the G2, this is merely a discussion what effect escalating costs are having on the light helicopter market in general.
Looking forward to the G4!
CRAN