Guimbal Cabri G2
Join Date: Apr 2010
Location: USA
Posts: 850
Likes: 0
Received 0 Likes
on
0 Posts
This Yank is going to be in the UK in about a week or so, and have got an appointment, weather permitting, to fly the G2. With all my time so far on Robinsons, I am looking forward to a very interesting and educational experience.
Join Date: Apr 2010
Location: USA
Posts: 850
Likes: 0
Received 0 Likes
on
0 Posts
Low time Robbie guy flies the G2 for the first time
Put 2 hours on a G2 yesterday. A very humbling experience! Alex was superb, all smiles and encouragement in the face of my ham-handed, or perhaps I should say, ham-footed 
efforts.
As someone with 100% Robbie time only, comfortable in both the R22 and R44, I was surprised at how different the G2 was to fly.
What I liked about it: clearly it is well built and well engineered. It just exudes quality. The cockpit is quite plush and very comfortable. I'm vertically challenged and yet did not feel like I needed a seat cushion. It can carry a lot of fuel. Access to the engine for inspection is outstanding. Can't see the cooling fan, though. Engine instrumentation is outstanding. Startup and shutdown goes much more quickly. Start up is easy. Pick-ups and set-downs are not hard. Flying around the pattern it is smooth, stable and it is easy to hit your speeds, altitudes and angles once you figure out the numbers (the MLI really helps) and make friends with the trim system. With the trim system it's quite amazing to be able to take your hand off of the cyclic. Auto's were a piece of cake, although at 50KN they are steep (even steeper with the 20KN wind that day). Surprisingly, the auto's went so well that Alex talked me through my first full down auto ever! (Remember, they are not typically done in the US below the CFI level.)
Random thoughts: storage volume does not appear to be that much greater than the R22. Rotor disc appears so small! And those blades are not that far over your head, either. VSI could be better positioned. The little door lanyards are clever, but one wonders about them if you needed to get out in a hurry.
What I didn't like: the controls feel very stiff, with a lot of effort involved in moving them around. They are perfectly good controls, of course, but even accounting for the mismatch between my Robbie muscle memory and what it needs to be for the G2, I suspect that even if I someday have the opportunity to master the G2 I will still prefer the R22 over the G2, and hydraulics best of all. It was also all too easy to pull through MLI limits. The R22 and 44 seem much more forgiving in this area, although again that might just be a matter of pilot experience.
Finally, my nemesis: the fenestron. Wow, what a difference that is! And boy, my pedal work was atrocious. In addition to the fenestron surely some of that was also due to the fact that the power pedal was now on the "other" side. Although I never felt like I put in the wrong (opposite) pedal at any given time, surely I was probably more reactive than proactive. Again, all honor to Alex, he warned me that I would cuss, and cuss I did! The 20KN breeze added to the adventure. At the end of two hours I was finally able to fly a hover pattern without it looking like it was my first hour in a helicopter. My inner jury is still out on the fenestron. I feel like if I ever have the opportunity to master it I would still not prefer it, though.
efforts.As someone with 100% Robbie time only, comfortable in both the R22 and R44, I was surprised at how different the G2 was to fly.
What I liked about it: clearly it is well built and well engineered. It just exudes quality. The cockpit is quite plush and very comfortable. I'm vertically challenged and yet did not feel like I needed a seat cushion. It can carry a lot of fuel. Access to the engine for inspection is outstanding. Can't see the cooling fan, though. Engine instrumentation is outstanding. Startup and shutdown goes much more quickly. Start up is easy. Pick-ups and set-downs are not hard. Flying around the pattern it is smooth, stable and it is easy to hit your speeds, altitudes and angles once you figure out the numbers (the MLI really helps) and make friends with the trim system. With the trim system it's quite amazing to be able to take your hand off of the cyclic. Auto's were a piece of cake, although at 50KN they are steep (even steeper with the 20KN wind that day). Surprisingly, the auto's went so well that Alex talked me through my first full down auto ever! (Remember, they are not typically done in the US below the CFI level.)
Random thoughts: storage volume does not appear to be that much greater than the R22. Rotor disc appears so small! And those blades are not that far over your head, either. VSI could be better positioned. The little door lanyards are clever, but one wonders about them if you needed to get out in a hurry.
What I didn't like: the controls feel very stiff, with a lot of effort involved in moving them around. They are perfectly good controls, of course, but even accounting for the mismatch between my Robbie muscle memory and what it needs to be for the G2, I suspect that even if I someday have the opportunity to master the G2 I will still prefer the R22 over the G2, and hydraulics best of all. It was also all too easy to pull through MLI limits. The R22 and 44 seem much more forgiving in this area, although again that might just be a matter of pilot experience.
Finally, my nemesis: the fenestron. Wow, what a difference that is! And boy, my pedal work was atrocious. In addition to the fenestron surely some of that was also due to the fact that the power pedal was now on the "other" side. Although I never felt like I put in the wrong (opposite) pedal at any given time, surely I was probably more reactive than proactive. Again, all honor to Alex, he warned me that I would cuss, and cuss I did! The 20KN breeze added to the adventure. At the end of two hours I was finally able to fly a hover pattern without it looking like it was my first hour in a helicopter. My inner jury is still out on the fenestron. I feel like if I ever have the opportunity to master it I would still not prefer it, though.
The Cabri is ok, but
a) it's got no power. The R22 is much more powerful
b) the controls are much too stiff
c) it's very hard to keep it in balance/trim
d) the Fenestrom is a pain (much more so than bigger aircraft that use it). they should just have put a proper tail rotor on it
a) it's got no power. The R22 is much more powerful
b) the controls are much too stiff
c) it's very hard to keep it in balance/trim
d) the Fenestrom is a pain (much more so than bigger aircraft that use it). they should just have put a proper tail rotor on it
Stiff controls? Well, just because you are used sloppy ones, doensīt mean, stiff is bad. With the bigger machines you get used to "stiff controls" cause you either trim the bird or work against the forced trim, so that when reducing the pressure, the bird is going back to the former attitude....
to keep in balance and trim - is just a matter of getting the hang of it - and there are pilots out there, whih never get the hang on it ;-)
BUT
Fenestron - thats an great achivement!
Powerful, less noise - less risks for ground personal!
Join Date: Mar 2007
Location: france
Age: 64
Posts: 46
Likes: 0
Received 0 Likes
on
0 Posts
.
The 200th G2 is British
(no doubt about it 
) https://www.verticalmag.com/press-releases/guimbal-sells-200th-cabri-g2-uk-distributor-heligroup/
Photos below courtesy of HG
You can note that the paint scheme of G-IZOO matches the tie of Bruno Guimbal
![](https://www.pprune.org/<a href="<a href=http://www.casimages.com/i/170614102115245874.jpg.html" target=_blank>IMG_1169 - Casimages.com</a> title="IMG_1169">Lien vers mon image</a>)
.
The 200th G2 is British
(no doubt about it ) https://www.verticalmag.com/press-releases/guimbal-sells-200th-cabri-g2-uk-distributor-heligroup/Photos below courtesy of HG
You can note that the paint scheme of G-IZOO matches the tie of Bruno Guimbal
.
Last edited by HeliHenri; 14th Jun 2017 at 20:36.
Better red than ...
Join Date: Aug 2004
Location: Appleby-in-Westmorland Cumbria England
Posts: 1,412
Likes: 0
Received 0 Likes
on
0 Posts
.....this feature (the Aspen PFD) allows a direct transition from ground to twin turbine, glass cockpit helicopters.
.
The 200th G2 is British (no doubt about it )
https://www.verticalmag.com/press-re...tor-heligroup/
.
The 200th G2 is British
(no doubt about it )https://www.verticalmag.com/press-re...tor-heligroup/
.
Austin Powers flying helicopters now
Red
Yawn really ! had them in 500's for a couple of years now. In fact one of my machines was the 1st in Uk to have one and the second in Europe ! Don't I know as it took 6 months of arguing with Gatwick over it having a Lion rechargeable battery
Yawn really ! had them in 500's for a couple of years now. In fact one of my machines was the 1st in Uk to have one and the second in Europe ! Don't I know as it took 6 months of arguing with Gatwick over it having a Lion rechargeable battery
Join Date: May 2008
Location: USA
Posts: 41
Likes: 0
Received 0 Likes
on
0 Posts
Breaking news: 160 hp
The bigger news from this is the increase to allow the use of 160 hp of the 180 hp engine has arrived! That's from the previous limit of 145 hp. I'm guessing it's going to be an EPM update that will adjust the MLI's calculation of what 100% PWR is; is this correct? How much will Guimbal charge for this update?
This will help make many more comfortable with the idea of the Cabri in the USA.
I wonder what the new 'fast cruise' at 100% PWR will come out to.
This will help make many more comfortable with the idea of the Cabri in the USA.
I wonder what the new 'fast cruise' at 100% PWR will come out to.
Last edited by nocarsgo; 7th Jun 2017 at 14:52. Reason: deleted extra space
Join Date: Nov 2012
Location: Pardubice, Czech Republic
Posts: 8
Likes: 0
Received 0 Likes
on
0 Posts
The bigger news from this is the increase to allow the use of 160 hp of the 180 hp engine has arrived! That's from the previous limit of 145 hp. I'm guessing it's going to be an EPM update that will adjust the MLI's calculation of what 100% PWR is; is this correct? How much will Guimbal charge for this update?
This will help make many more comfortable with the idea of the Cabri in the USA.
I wonder what the new 'fast cruise' at 100% PWR will come out to.
This will help make many more comfortable with the idea of the Cabri in the USA.
I wonder what the new 'fast cruise' at 100% PWR will come out to.