Guimbal Cabri G2
Does anyone know if cargo pods are available for the Cabri yet?
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Guys,
Just a quick question but maybe with this being a Cabri thread I know what the answer will be and please no Robbie bashing but I need to find another FTO.
My nearest one with a Cabri is 3.5 hours away or I could swap to an R22 which is 2.5 hours away, the Cabri comes in at £65 per hour plus vat more than the R22. I’ve completed 35 hours already in the Cabri and just fly for fun.
Would you continue with the Cabri or swap to the cheaper and nearer R22?
Many thanks.
Just a quick question but maybe with this being a Cabri thread I know what the answer will be and please no Robbie bashing but I need to find another FTO.
My nearest one with a Cabri is 3.5 hours away or I could swap to an R22 which is 2.5 hours away, the Cabri comes in at £65 per hour plus vat more than the R22. I’ve completed 35 hours already in the Cabri and just fly for fun.
Would you continue with the Cabri or swap to the cheaper and nearer R22?
Many thanks.
Last edited by KNIEVEL77; 3rd Jul 2018 at 07:53.
Hi Knievel77,
haventˋt flown either, lˋm just a turbine helicopter guy.
But I would stick to the Cabri, especially, if you just fly for fun and donˋt collect a bunch of hours.
If you **** up, the Cabri will save your ass, the Robbie will kill you.
Also sure more fun with the Cabri
haventˋt flown either, lˋm just a turbine helicopter guy.
But I would stick to the Cabri, especially, if you just fly for fun and donˋt collect a bunch of hours.
If you **** up, the Cabri will save your ass, the Robbie will kill you.
Also sure more fun with the Cabri
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Guys,
Just a quick question but maybe with this being a Cabri thread I know what the answer will be and please no Robbie bashing but I need to find another FTO.
My nearest one with a Cabri is 3.5 hours away or I could swap to an R22 which is 2.5 hours away, the Cabri comes in at £70 per hour plus vat more than the R22. I’ve completed 35 hours already in the Cabri and just fly for fun.
Would you continue with the Cabri or swap to the cheaper and nearer R22?
Many thanks.
Just a quick question but maybe with this being a Cabri thread I know what the answer will be and please no Robbie bashing but I need to find another FTO.
My nearest one with a Cabri is 3.5 hours away or I could swap to an R22 which is 2.5 hours away, the Cabri comes in at £70 per hour plus vat more than the R22. I’ve completed 35 hours already in the Cabri and just fly for fun.
Would you continue with the Cabri or swap to the cheaper and nearer R22?
Many thanks.
If you've only flown the Cabri so far, you might find the R22 a bit of a handful initially, so the extra cost might be eaten up just getting to the competence level you already are in the Cabri.
Travelling over an hour to rent either one after you qualify will quickly become a PITA and you will probably fly less frequently and have to spend some time with an instructor every time you want to hire.
You might find an R44 nearer which would be a better bet, otherwise I'd stick with the Cabri personally
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Guys,
Just a quick question but maybe with this being a Cabri thread I know what the answer will be and please no Robbie bashing but I need to find another FTO.
My nearest one with a Cabri is 3.5 hours away or I could swap to an R22 which is 2.5 hours away, the Cabri comes in at £70 per hour plus vat more than the R22. I’ve completed 35 hours already in the Cabri and just fly for fun.
Would you continue with the Cabri or swap to the cheaper and nearer R22?
Many thanks.
Just a quick question but maybe with this being a Cabri thread I know what the answer will be and please no Robbie bashing but I need to find another FTO.
My nearest one with a Cabri is 3.5 hours away or I could swap to an R22 which is 2.5 hours away, the Cabri comes in at £70 per hour plus vat more than the R22. I’ve completed 35 hours already in the Cabri and just fly for fun.
Would you continue with the Cabri or swap to the cheaper and nearer R22?
Many thanks.
Slight digression: by a huge stroke of luck, got my first, and probably last, hour in an EC130 the other day. SO happy I had those two hours of Cabri time, otherwise the fenestron would have been a total stranger to me! If you are preparing for a transition to a fenestron equipped helicopter, some Cabri time is definitely a less expensive way to learn.
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Thank you for the interesting opinions.
As it happens I do plan to check out the R22 in Manchester before I decide whether to continue with the Cabri in Leicester.
The only thing that is pointing me to the Cabri is safety.
It may be more money but it might be extra money well spent however to through a spanner in the works, the next progression would a type rating to an R44 so maybe flying the R22 would be useful in that respect!
As it happens I do plan to check out the R22 in Manchester before I decide whether to continue with the Cabri in Leicester.
The only thing that is pointing me to the Cabri is safety.
It may be more money but it might be extra money well spent however to through a spanner in the works, the next progression would a type rating to an R44 so maybe flying the R22 would be useful in that respect!
Yes I agree. The Cabri is amazing fun and a great trainer. The engineering is so far ahead of the competition. But it is slow, only has 2 seats, and with two up and a bit of luggage limited range. It is very sad Bruno is concentrating on other projects instead of developing a four seater as I would buy one tomorrow and IMHO it would decimate the 44. Sadly, for most of us a 44 is the only practical affordable helicopter so it seems illogical to go further and spend more to learn in a Cabri to then have to learn the idiosyncrasies of the Robinson. Your conversion to the 44 will probably take longer and you will still end up flying the same aircraft with the same risk.
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), and handling qualities are quite different as well.But this is all internet hand waiving. You will be much better served by doing some flying yourself. Just go get some R44 time. Then go get some R22 time. An hour in each will cost the same as two hours in a G2
Be sure to do some auto's in both, and compare R22 and G2 handling qualities to the R44. Then make your own decision which machine you want to train in: 44, 22 or G2.
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To be honest the location, FTO and price all leans towards the R22 but I’ve read so many posts on this site about the R22 being a ‘killing’ machine I might have to bite the bullet and stick with the Cabri for the time being.
Although having said that I’ve got a few hours booked now next week in the R22 to see how I get on.
Thanks for all of your replies.
Although having said that I’ve got a few hours booked now next week in the R22 to see how I get on.
Thanks for all of your replies.
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Just in case you weren't aware but maybe alternative locations which could be easier - there is a G2 with Northumbria Helicopters at Newcastle Airport and also one with Arcus at Nottingham Airport
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I actually did my 35 hours locally but I became very disallusioned hence needing somewhere else.
I realise Helicentre Aviation in Leicester isn’t everyone’s cup of tea but as they are they have the largest fleet of Cabris in the UK they must be doing something right.
Having said that I was very impressed by The Flight Academy at Manchester Barton when I popped in recently who have just acquired an R22.
Last edited by KNIEVEL77; 3rd Jul 2018 at 15:38.
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Before the Cabri came to be I used to get the same, " you're flying a widow maker" crap from Schweizer and Enstrom supporters.
Don't buy into the scare propaganda, its just the competitors trying to con you into paying more to fly their products!
This from a guy who has flown the Schweizer, Enstrom, R44, and 35 different R22's.
,...as opposed to the guy who has never flown an R22 yet still says it will kill you!
Don't buy into the scare propaganda, its just the competitors trying to con you into paying more to fly their products!
This from a guy who has flown the Schweizer, Enstrom, R44, and 35 different R22's.
,...as opposed to the guy who has never flown an R22 yet still says it will kill you!
@r22butters, I donˋt have to fly one, to make up my mind.
I can learn from mistakes, others paid for with their lifes....
https://en.m.wikipedia.org/wiki/Robinson_R22
https://www.slackdavis.com/helicopte...2-helicopters/
and even with decreasing accident rates per 1000 hrs, I can look at how things are build- to have an idea, how much stress a bird can take - and how much reserves I might have, in case of turbulence, birdstrikeavoidance and so on.
I ˋd rather have plenty of reserves....
I can learn from mistakes, others paid for with their lifes....
https://en.m.wikipedia.org/wiki/Robinson_R22
https://www.slackdavis.com/helicopte...2-helicopters/
and even with decreasing accident rates per 1000 hrs, I can look at how things are build- to have an idea, how much stress a bird can take - and how much reserves I might have, in case of turbulence, birdstrikeavoidance and so on.
I ˋd rather have plenty of reserves....
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<Sigh> Here we go again...
Certainly the R22 and R44 have a checkered past. But those days are long gone where US Robinson operations are concerned. It took an SFAR and some design changes, but they were effective changes for the better.
I've already shown twice over that hull losses and annual fatalities in the US are effectively the same between Bells and Robinsons. Search for my posts, you'll find the data.
I've been struggling to find accident rate data, because rate data is a better indicator. I'm actually liking the Wikipedia article on the R22 as it has a little nugget in it. Reference 19 states that the Robinson fatal accident rate in 1997 was 0.7 per 100,000 flight hours. I couldn't find industry data going back to 1997, but that is right in line with the US fleet as a whole in the 2000's:
https://www.aea.net/events/rotorcraf...Statistics.pdf
There is little to suggest that has changed much in the US, either for Robinsons or the US fleet as a whole. As for the rest of the world, all bets are off, especially in Brazil and New Zealand, where Robinsons are destroyed with depressing regularity. But in the US all things Robinson remain reasonably in line with other helicopter types and makes. In other words, train it right, maintain it right, and fly it right, and you'll be alright
That said, although I am a Robinson owner, I am by no means deluded. Like any two bladed ship it will not treat you well in low G situations. Like any lightweight, two bladed machine it will not treat you well if flown too fast into turbulence. And like any low inertia machine, it does not suffer fools gladly when an auto is required. Nevertheless, it is clearly possible to fly them within their limits, and losses and loss rates in the US by all accounts that I can find remain comparable to the US fleet as a whole.
If you are determined to fly, as I am, and the only thing that makes financial sense for you (as if owning any helicopter ever makes financial sense) is a Robinson, then it is very much to your benefit to have the most and best training in the type you are going to own and/or fly. If I was in a position to own and/or fly, say, an EC120, you better believe I'd be banging out hours in a G2 right now.
Certainly the R22 and R44 have a checkered past. But those days are long gone where US Robinson operations are concerned. It took an SFAR and some design changes, but they were effective changes for the better.
I've already shown twice over that hull losses and annual fatalities in the US are effectively the same between Bells and Robinsons. Search for my posts, you'll find the data.
I've been struggling to find accident rate data, because rate data is a better indicator. I'm actually liking the Wikipedia article on the R22 as it has a little nugget in it. Reference 19 states that the Robinson fatal accident rate in 1997 was 0.7 per 100,000 flight hours. I couldn't find industry data going back to 1997, but that is right in line with the US fleet as a whole in the 2000's:
https://www.aea.net/events/rotorcraf...Statistics.pdf
There is little to suggest that has changed much in the US, either for Robinsons or the US fleet as a whole. As for the rest of the world, all bets are off, especially in Brazil and New Zealand, where Robinsons are destroyed with depressing regularity. But in the US all things Robinson remain reasonably in line with other helicopter types and makes. In other words, train it right, maintain it right, and fly it right, and you'll be alright
That said, although I am a Robinson owner, I am by no means deluded. Like any two bladed ship it will not treat you well in low G situations. Like any lightweight, two bladed machine it will not treat you well if flown too fast into turbulence. And like any low inertia machine, it does not suffer fools gladly when an auto is required. Nevertheless, it is clearly possible to fly them within their limits, and losses and loss rates in the US by all accounts that I can find remain comparable to the US fleet as a whole.
If you are determined to fly, as I am, and the only thing that makes financial sense for you (as if owning any helicopter ever makes financial sense
) is a Robinson, then it is very much to your benefit to have the most and best training in the type you are going to own and/or fly. If I was in a position to own and/or fly, say, an EC120, you better believe I'd be banging out hours in a G2 right now.