@Bravo73

I´s got a collective lock (ish) but no cyclic lock whatsoever!!! so that guy has got big b.....:=

Henri,

Irrespective of the Keyless question, would it not have been better to land on Terra Firma ..step onto the wet moss covered rock, and then looking back taken the snap ?

If you lost your footing you would only be wet, but the opposite dont bare thought,

Now lets see, when filling in the claim form "Why did you land there!?

Sorry pal nice pic, but not the best LZ

Peter R-B
Lancashire

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Hello Peter,

I've never been there (yet) so I don't have a categorical opinion about the LZ. According to the picture,it's not the ideal one (like in most parts of NZ). But they seems to know well this particular place and to use it with different type of aircrafts.

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That's no problem, HeliHenri.

Can the keyless remote collective lock be used when the engine is on and the blades are turning?

I was just wondering if there is a mechanism on the aircraft that can lock the collective in a down position. I understand that R22s in Australia can be modified with such a mechanism so that the pilot can legally leave the aircraft with the blades turning.

What if a freak gust of wind caused it to weathercock! :sad:

Hi guys

regarding leaving the helicopter, with blades turning.

Totally Legal in NZ, and done, probably thousands of times per day in NZ alone, with very few incidents. The few incidents that we have had so far, have been when guys dont use the control locks, or in the case of AS350s keep the machine running at full Rotor RPM because it costs money to wind it down to ground idle! Instead they ring the insurance company for a new helicopter...:ugh:

I know that i will never be able to convince some people that you can hop out of a helicopter safely with the blades turing, but done properly, it is far safer, in some situations, than sitting watching the action from the inside. In NZ we operate in a totally different environment than UK/Europe, most of our landings are off airport, and the pilot is also the ground crew, marshaller, fuelly everything.

When it comes to productive flying, how do you guys get on doing a 12-14 hr shift, single engine, single pilot, without being able to get out of the aircraft to pee, or grab your lunch, or stretch your legs?

We also only count our hours as when the helicopter is actually flying, as we are only concerned about "flying" experience, but thats a totally different discussion that different countries will never see eye to eye on!

And a "good" pilot will know if the weather conditions are likely to produce a freak gust of wind. The guy operating that machine is far better than a "good" pilot.

Agreed, SuperF (although as a 'European', I've got to admit that it still goes against the grain, and my training, to leave a running helicopter unmanned).

But what isn't clear is whether or not the Cabri has a collective locking mechanism. From the answers above, I'm not sure that it does. Do you know?

I've sent the office girl out to look for you: I'll let you know what she finds ;)

http://www.airplane-pictures.net/ima.../3/258649s.jpg

I think it has a collective lock, but one of the replys says no cyclic lock.

Not sure how good the frictions are on it? Maybe you can crack the friction on enough to hold it steady, as long as you are standing close by?

I land right beside that particular machine a few times each year, i will have a look next time I'm there.

thats ok Bravo, you guys play a funny form of football (soccer), over there as well, rather than "real" rugby football. ive never been able to convince any European to see the light with that either...;)

John,

Spoke to your office girl, said she couldn't find a lock, but she did find a Knob, but it wasn't big enough to provide a suitable solution......

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Thanks for the help sotiras :), I was mistaken with the question about "collective locking mechanism" of Bravo73, sorry about that !
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Hi sotiras, I don't have a cabri FM, was just going off the comments above.

I was going to say its fine, unless banned in the FM, but thought my post was long enough as it was.

You know that we are unique down here. ;-)

Ah SuperF, you might be surprised to hear that we try and play both types of 'football', albeit neither desperately well. However, when it comes to cricket, we're not doing too badly at that at the moment. :ok:

:D

I look forward to the answer. :ok:

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Part of the G2 Heli Aviation fleet (they've got seven G2 in all) waiting for an another day work (Augsburg/Germany) :


http://nsa33.casimages.com/img/2013/...5437820368.jpg

G2 Engines again...
 

I was reading the earlier posts from 2008 about the engine choices. Not sure if this was addressed in one of the posts between page 2 and 25 but: Does anyone know if Guimbal is offering the Jet A1 burning piston that Cessna has just fitted in the new 182. It would seem like a good option considering the price and unavailability of avgas. given the design already factors in a hefty lycoming lump, changing to a jet burning piston rather than light weight turbine could make it affordable to run without posing radical W&B issues.

No chance
 

I very much doubt it, the SMA-305 is about twice the installed weight.

If deltahawk ever get certified their V4 would be a better choice; but who knows how long that will take.

Cran

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There is a French registered pre-owned Cabri G2 for sale on several specialized websites.

I Hope it will go in a country where it will fly more than in it's actual one.

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New Zealand aviation magazine
 

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As usual with this very interesting New Zealand aviation magazine :ok: , an exhaustive article about the Cabri G2 :

http://www.kiwiflyer.co.nz/KiwiFlyer-Issue-29-Cabri.pdf


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Interesting article there HH! Particularly the comments about a 4 seater and the possible engines.
I would love to hear more about the RR200 and Lycoming Diesel engine as I have not come across them before. Do any Ppruners have information on these?

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Typing error, the RR300 is one of the three options.

Lycoming doesn't produce diesel engine but will support by agrement the SMA engine in the field with parts and services.

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I've just been invited to a BBQ and 'try our new aircraft' opportunity so I hope to get a chance to fly the G2 Sunday 22nd. It seems that EBG will be getting one a Redhill at the end of the year.

John,

A word of warning.

Once you have tried the Cabri there is no going back.

Cabri is the future.

Enjoy.

I've just been invited to a BBQ and 'try our new aircraft' opportunity so I hope to get a chance to fly the G2 Sunday 22nd.

Where's that then John ....I'm quite partial to a fly-in burger ??

WoW Machine
 

Hey RPM AWARE hehehe as a Vegetarian, the only Burger I'd be eatin' is a furburger :mad: :ok: (fur = salad vegetable in Nhula lingo) :{

Would Love to take Her for a REAL fly :) Hmmmm I wonder how the fenestron would behave at service ceiling? :( :* :E :O :p

Anyone know what percentage Her anti-torque system consumes out of 100% power? :eek:

Happy Landings :D

VF ;)

So, had a flight and a burger (in that order - always thinking "weight & Balance"). She is in truth a beauty.

I would have preferred fuel injection to remove potential carb-ice but the automated electric system is very interesting. Electronic ignition plus magneto means that it is both safe and also fuel-efficient (compared to the R22).

Comfort levels were good (5ft 11 and 90 kg) and the cabin is pretty spacious for 2. Instruments are excellent, and I particularly liked the LED landing light which meant this machine is day / night VFR without any additional lighting kit. Pop-out float kit available, I am told.

I like the belt tensioning approach - move the engine by engine-oil hydraulic pressure. Very quick engagement / disengagement. Placing the engine "backwards" means that you can get to the oil filler to check / fill.

In hover & flight, if you can fly an EC120 this machine is a dream. If anything you need to be a little quicker with "right foot" (than an EC120)due to "instant" torque change from a petrol engine but the 2,500rpm tail rotor is effective; I understand that the machine has been tested in winds to 50knt, though it was a still day today. It is very stable, though. In forward flight - like the EC120 - the tail fan provides little / no anti-torque as the fin takes over. If you are used to US machines then some familiarisation with fenestron tail will be part of the conversion training.

I de-selected the force trim (hat up 2-sec, then left 2-sec) and found the machine much better to fly after that (for me). No hydraulics, so a little heavier than the EC120 / R44 but no problem. She is very, very stable for a small machine. Rate climb and cruise speed are good, noise levels are low and the visibility is fantastic.

I had a go a at "waltzing" the machine along the airfield (torque-spin and travel) and found her to be eminently controllable, with less fore-aft cyclic input than required for the same manoeuver in the EC120. I get the impression that if you do lose yaw control for real the rate of rotation is likely to be very high though and a "chop throttle" might be the most appropriate response, given the rotor momentum (higher ratio to weight than a Jet Ranger)!

Not a problem for me, but coming in to the HLS, be aware that you should be ahead of the machine in yaw control because the contribution of the tail fin reduces as airspeed drops. If you allow left-yaw to develop (inadequate right foot) then as you slow the problem must get worse. If you don't contain the yaw adequately then when the angle of attack on the tail gets beyond (20 degrees?) there will be sudden loss of tail effect which might lead to a torque-induced spin. Stay ahead of things and there is no problem - the tail fan is adequate if you are flying the machine right.

Safety is very much improved, both in terms of crash-resistant seats / cabin / skids but also fantastic rotor energy (carbon blades, but tip weights) for such a small machine. I would be happy to fly this (not actually prepared to fly an R22 myself, though an R44 is fine).

John

EDITED TO ADD: It seems there will be a G2 available for flight training at Redhill from November. I will probably go for a type rating and then I can have some fun.

John,

A very succinct appraisal of the Cabri although I had to admit that your comment about de-selecting the cyclic trim sent me scurrying for my POH in case I had missed something.

Rule of thumb for the trim when reducing power and speed on the approach is 2 secs down and 2 secs right. Your movement of 2 secs up and 2 secs left re-set the approx trim condition for forward flight in climb or cruise which does indeed make life easier.

Just made a rough and ready look at G-INFO and could not see a new R22 registered here for at least five years which makes the UK sales of the Cabri all the more remarkable.

In addition to the huge leap in safety offered by the Cabri it is not only more enjoyable to fly but in the longer term will cost less to operate. True, insurance may be more as it is related to hull value but there is no 12 year general overhaul requirement except for the Lycoming engine. At 2,200 hours only the two gearboxes and engine need to be overhauled. As service history builds it is the intention of the factory to increase the gearbox TBOs to 4,400 hours giving a further reduction in operating costs.

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Hello John,

The wise chalmondleigh had warmed you saturday : "Once you have tried the Cabri there is no going back" ;)

You own and fly both R44 and EC120 (happy man), yet you're going to get a Cabri QT and fly her just for fun, that's a nice compliment to her !

Enjoy your future flights :)

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First Flight
 

Got to fly the Cabri on Friday and absolutely loved it. A thoroughly modern airframe, smooth, responsive and enjoyable to fly.

Well done to Bruno and his team, its a lovely aircraft and a treat to fly.

Bring on the G4/G5!

CRAN
:ok::ok::ok::ok::ok::ok::ok::ok::ok:

CRAN,

Interesting you should say that -- the HeliDATA show daily at Helitech suggested that Guimbal is already working on a four-seater, "probably" powered by a diesel or turbine.

I/C

Ian,

From what I have heard it is essentially a certainty and either option would be well received provided the price/performance was acceptable.

Most territories around the world (except US) are hungry for a diesel helicopter in this segment, but the engines are all still that bit too heavy really. Turbine power behind such a machine would be fantastic from a performance and soundtrack perspective, but it will be expensive and won't sell in the numbers that the R44 was pre the financial crisis.

My guess is that we will end up with a Lycoming powered G4 that will be a little more expensive than an R44 RII.

I have no doubt that such a machine would be as well received as the G2 and should be very pretty too.

Exciting years ahead!

CRAN
:ok:

Thanks for the corrections to my text (not changed, as the later posts clarify).

HeliHenry - making money whilst having fun. Although I do fly them, my machines work for a living.

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Quite well equipped for a 2 seats light piston (Heli-Union Training Center) :





http://nsa34.casimages.com/img/2013/...1931166686.jpg




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Looks like you took that photo from the back seat! :ok:

Hi,
evenso the bird is only intended to fly VFR, I would rather prefer the standard T-layout for the "vital" instruments.
Still, if you stay VFR and fly in nice weather, it shouldn´t be a problem - but a trained scan could be helpful sometimes....
Greetings Flying Bull

Was chatting with friend here in LA today and he asked is the G2 FAA certified and if not will it be as they are interested in getting one.

Thanks

I believe the plan is for FAA certification, but no timescale. Short term important job is to ramp up the production rate and find suitably qualified workforce to assist that. Guimbal is not short on orders!

Might be a while if you consider the product liability issue in the USA.

The "elephant in the room".

Cant see it happening too soon.

In another part of my business life, I have an advisory connection to business brining another European aviation company to the US, working on FAA certification.

As I understand it, in theory there is an agreement between Europe and the US that type certificates should be a check the boxes paperwork exercise as they are supposed to recognize each others certifications, though in reality lots of politicking and lobbying in the background to get through the process, though the wheels turn slowly....

Though I am confident there are many here for more suitably positioned to comment!

Maybe it's just a question of not growing too rapidly.
As far as I understand Guimbal is very busy and the lead time for a factory new G2 is quite a while. If Bruno opened up a new market in the US right now he might displease potential customers in Europe or elsewhere.
Grant him some time to increase the production line in France and I'm pretty sure that soon or later we'll see one or the other G2 in the US.
:ok: