If already posted I will delete.

How very sad and heroic of you... life in the car must have been tough, having to fight for your parking space, hoping the food you had would be enough for the day, praying you didn’t get shot at in the dark and hoping your government pay check came at the end of the month.

Would have been similar if you had if you had joined the military but with better benefits.... rather than taking benefits!

Crab shows how to make a point with panache and style

Nomorehelosforme shows how to make the same point but to be offensive

Not always an option.

The Cabri has a bit of a design problem at the firewall, abrading electric cables.
About two years ago, I was taking a flight with VVB (Now ICE Heli) and when lifting collective and getting light on the skids prior to hover, the display rebooted and the power dropped as though we'd hit the plasma ignition switch.
A bit of a "Woah, what was that?" moment, and moving over to the grass at Elstree we determined that it wasn't just at a certain collective angle, but when the ship vibrated a bit with the governor revving up for power demand.

We couldn't see what the issue was so shut down and scrubbed the flight.
Maintenance took a long time to find it but eventually found there was wear to cables coming from the cabin.

Then I spotted this in the news the other week:
https://www.bbc.co.uk/news/uk-englan...herts-51959648

Turns out that a different aircraft burnt down due to the same fault.
https://assets.publishing.service.go...CILR_04-20.pdf

Glad we caught ours before it got a bit serious up in the air.

If you're in one, make sure it's got the upgraded clips.

I don't know what about me living in my car stuck up your ass, but I wasn't receiving any government money.

Besides, the military wouldn't take me due to my asthma,...even if I had wanted to go that route,...which I did not!

Not really a design problem.

More a maintainence problem, assembling the parts incorrectly.

OK, in the aviation world we should try do design things failsafe, so incorrect assembly isn't possible - so just a little bit of design fault ;-)

No, wasn't my helicopter.
I don't know if their maintenance did later.

I was shown the offending location a few weeks later and it's the same spot in the report that shows the new cable clip.

Yup, as per the report:
"The helicopter manufacturer has completed a redesign of the clipping system to ensure the cable clipping cannot be installed incorrectly. The new design of clip is being fitted to new production helicopters and will be available via service bulletin from the manufacturer."

When does anyone think Flight training will resume?
it looks like it could be a long while yet!

It never stopped in the US, aviation was given "essential" status. Some training op's closed, of course, not sure how many.

Wow, how can you keep the 2m rule in any aircraft never mind a Cabri?

@KNIEVEL77 there is a discussion on that very topic in this Rotorheads thread: https://www.pprune.org/rotorheads/63...ronavirus.html

That thread turned a bit political so I gave it a miss but they mentioned one Cabri school who have been flying for weeks although it may well have been all solo flights.

Think there’s been another G2 accident apart from the Malaysian one, this time in Switzerland and a damaged Bell 505-

https://www.lenouvelliste.ch/article...a-sion-1004041


https://cimg3.ibsrv.net/gimg/pprune....f8c72c7ac.jpeg

Looks like the Cabri tried a sneak attack on the 505 from behind but it was not very effective.

To fend off those sneak attacks the 505 didn't go with an enclosed tail rotor.

The pilots were distantly related - in the 505 was Cutty Zarsov, and in the Cabri was Twista di Zarsov.

always looks bad when two aircrafts from the same company bang into each other
will be hard to get a good deal on insurance for a while with that double claim

I did my first hours that way (Bell 47) ..... had a good job net 660 per week and every weekend 500 went to the flight school for an hour Saturday and an hour Sunday and I lived on the rest ... had cheap house rent but hardest part for me was parking my car and using the transit bus

All the other students in my class had parents who put up money or some had good credit and got loans ... one student his dad mortgaged his farm to raise cash.

Total Electrical Failure
 

Somewhere else here within the RH Forum, the consequences are discussed of a total electrical failure in case of a Robinson piston product (https://www.pprune.org/rotorheads/62...rnator+failure). As Robbie pilots know, if after an alternator failure one continues to fly until the battery is flat, the donkey would continue to run, but one would lose all electrically driven instruments incl the RRPM tach.

However, if for example in case of an electrical fire one elected to switch off both ALT and Master, the tach's would still be energised via a special circuit straight from the battery.

How does this work in a Cabri?

Kinda the same, you flick the rpm warning backup switch on and that is direct from the battery. Not very granular, just tells you green or too high or too low rpm. It is good enough with the correlator to get you down safely while the fire rages.

Obviously the glass display (EPM) will no longer work if both the master & alternator are switched off / failed. The backup Nr indication system (BARC = "Boîtier Alarme Rotor et Carburant" or "Rotor and Fuel Alarm System") is run off a direct-to-battery connection.

The BARC system always provides backup power to a set of three lights (indicating Low Nr / Nominal Nr / High Nr range) and a separate "Low Fuel light" which is triggered by an independent float measurement system once there's about 14-16 litres in the tank left. The BARC also powers the "horn" which gives audio warnings at excessively high or low Nr.

I've attached the relevant pages from the RFM in case I've butchered the verbal explanation.

A separate dedicated backup battery? Well I never knew that! Where is that shown on the wiring diagram and do you know where the backup battery is within the airframe? I can only think it would be in the console, is that right?

Ah damn it - now I look like a tool! I misread the "can be switched to a direct battery backup supply" as "can be switched to a backup battery supply". I believe you're correct in saying there is no second battery. I've corrected it now.

LMAO, it isn’t exactly clear in the wording and that had me doubting everything I knew about the BARC to the point of thinking, where the hell is this battery then as I’ve not spotted it in any walkarounds/preflights! Openness to learn a new thing overriding what I knew to be false 😄.

I suspect people do not get much practise with no EPM display and no governor, one or the other, but probably not simultaneously.

So much of a muchness then.

Can you confirm that - in case of a total electric failure and flat battery - the donk continues running? Just on the 1 set of magnetos, or will the electronic ignition (“plasma system ignition”) equally continue to work without supply of electric power?

The plasma is direct to the battery too, so the donk will continue to run on both ignition systems while the battery has the capacity to fulfil. Once flat, it will as you say rely on the magneto only. I would hope though in most scenarios the heli would be safely on the ground in the event of an electrical outage before the battery is flat.

I mentioned earlier in the thread experiencing a "short" in the primary electrical feed to the cabin from the generator.
Granted, it was intermittent and we were still preparing to taxi prior to flight so not so serious.

All electronic systems lost. Engine grumbled and ran rough for an instant as the fadec was lost but the revs stabilised while in the hover.
Still enough power to put it back down while we tried to figure out what had happened.
It kicked in when collective was being raised and a minor vibration kicked in.
Felt similar to the drop when plasma is turned off during pre-flight.

Yeah the reason they use one magneto and one EIS, and not two EIS, is so the engine can continue to run without electrical power due to the magneto. Otherwise power loss would mean engine loss.

For those wondering, Guimbal states that the plasma will take >10 hours to drain the battery if the master were to be switched off.

Yeah, I was wondering. Thanks for making this clear. Now in an ALT failure you do *not* switch off Master. The emergency procedure in a Robinson piston is to leave Master on, but switch off non-essential electrical consumers (lights, strobe, second radio, TPX, air con, RA).

The (non-documented) time the battery will last in this scenario is between 15 and 60 min before total electric failure, with an estimated median of 30 to 40 min. Not sure what drains the battery most, but essential consumers would include the gyro instruments, avionics fan, the remaining radio, any glass instruments and the panel-mounted EFB... Can't think of much else.

Would be the same in a Cabri, not? Only difference I can see is that from the point of total electrical failure in a Cabri you only run in one sets magnetos, so no more redundant ignition.

What is the plasma?

It is the name of the electronic ignition system.

.
The Cabri G2 is now certified in Russia. :ok:

We'll see at last funny videos with the G2. :}
.

Hope they have their dash cam.

Hi Guys,
Can anyone give me a contact of how to find out a definitive list of which FTOs operate the Cabri in the UK please?
I already have 35 hours and need to finish off the course after a long Covid break.
Many thanks.

I think that Heligroup are the UK agents for Cabri: https://www.heligroup.com/cabri2/

Maybe if you emailed them they could provide you with a comprehensive list of all of the Cabri operators in the country?

Cabri are to be seen in Fairoaks, Goodwood and Lee-on-Solent, but that might not be of any help if you are North East based!

Many thanks.