I'm not sure how I can judge for myself though? I've so far (touch wood) flown the R22 without incident and yet that is apparently a deathtrap. The only way I would find out about the G2 would be to inadvertently enter the same flight conditions as the unfortunate crashed G2s, and see how the helicopter and I react. I'd rather not take that risk if I am honest. Your figures for the R22 accident and fatality rate appear pretty scary in isolation though.

Interesting thing with statistics, unless you know the context behind them, they are generally meaningless. 225 accidents in R22's out of how many total flights flown in that period? What percentage were pilot error/lack of type knowledge, lack of training, general stupidity?

With all of the R22 bashing that goes on, I'd quite like to know the percentage of accidents per type relating to the number of airframes sold between Frank and Bruno's product.
Just because a Ford might have a higher accident rate than a Bugatti, it doesn't neccessarily mean you shouldn't drive one!

Absolutely right but the difference is that when you crash a R22, you (almost) die; when you crash a G2, you walk away on your feet.

Central S,

I get your point.

(However you are more likely to survive a road crash in a Hummer than in a Fiat 500 but people still buy Fiats).

So what is that down to then?

Is it improper training, pilot error, or is it down to the airframe itself.
Surely if the product was to blame, Frank would have resolved the problems.
Presumably mechanical failures are quite uncommon but I was wondering if the R22 is much more difficult to control when you're in a 'fix'?

One of favourite threads has now turned into a p!ssing competition.

Look, each to there own. I have soft spot for the 300, the 22 is difficult to fly for a modern frame, especially for a novice, but it is safe in good hands.

Can we please get back to just talking about the G2 on this thread.

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With the arrival of ZK-HLU and ZK-IFH (s/n 101 and 102), there are now 21 G2 registered in NZ .
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Guimbal Cabri G2 - thread
 

Cattletruck is clearly right...this is a 'G2 thread' not a pissing comp for the furtherest shooter & yes the Crapinsons (Robinson product) are safe in the right hands, yep great handling & maneuverability no doubt, for sure............till they shockingly come apart in flight, or something of an equally tragic failure occurs; only far too often :ugh: :yuk:

Grade 1 & BFR renewals coming up, looking forward to add a few more hours onto the cute pocket rocket Cabri G2 :cool:

Happy happy :ok:

OK so the ATO I am doing some type ratings at have a G2, I already have R22, R44 & S300 ratings and I was asked if I wanted to add the G2 to the list.

On first impressions I couldn't see the benefit, the hourly SFH rate is more than the R22 and only slightly less than a R44. It does look like fun to fly but I am still not sure what else it would give, would it help transition to something like a 120 or 130, which is the next on my type rating list?

Careful :=


Once you fly the G2, you'll understand just how dated the concepts behind every other piston powered helicopter are...... :eek:

Freewheel really if it is that advanced why does it have a ****e engine in it ?

Correct, carburetors are aviation stone age :ugh:

It needs an STC to upgrade to a FI Lycomming:
No icing,
no sloshing induced flame out in low-G (EHLE) or high spin rates (G-UIMB),
=> S-300C reliability revisited:ok:

Guimbal Cabri G2
 

the G2 is a sportier Ferrari of the Squirrel AS350 series :ooh: (especially the grey blades) :eek: magnificent handling characteristics, flying responsiveness is just WoW, auto's like a 47 :ok:.........BUT sadly (yes) it has a donk (reciprocating carbi'd piston engine) that belongs in a bludi Museum, along with the steam engines :{:{:{

Yep I'm all for re-engining this sweet Bird with a descant donk :8 diesel, light gas-turbine??? Subaru double overhead valved, computer VEMD multi point fuel injection, dual turbo's etc :ouch: :cool: :confused:


Happy Happy :cool:

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For those who like rugby and helicopters :)

All Blacks captain Richie McCaw (1m88 and 105 Kgs)

He has around 100 hours on the G2 and will become CPL and FI after the World Cup when he will retire :ok:



http://nsa38.casimages.com/img/2015/...3609285669.jpg
© Pacific Helicopters










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Chinese Hainan Airlines Group has ordered a first batch of 5 G2 for the Hainan Aviation Academy.

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Every rose has it's thorn. (Oh I do love an 80s power ballad...)


Supply I'm afraid, fuel injection may solve some problems at the expense of others and will do nothing to assuage the determined naysayers.


Now if you could come up with a modern turn key installation in replacement for all those carb and even injected lycomings, you'll have yourself a million euro winner on your hands. (Or after certifications costs, about enough for a Big Mac)

Well, w/o carburetor there'd be two accidents less on Cabri's slate. :ugh:


Basically true, for the casual observer.

However the other day I did learn just another great aspect about them S-300C's FI engines. When a friend of mine and I wanted to do some practize hovering we heard that the auxilliary (prime) fuel pump on the 300C is not working. With regard to the weather and especially the OAT of 10°C we were concerned how we were supposed to pour priming fuel into the manifold for the cold start. Mech said 'pah, just crank it'.
Turned out he's right! :E
No need to enrichen the mixture, 1/2" throttle + start = firing up like a charm.:ok:

I must admit besides my public teasing why on earth Bruno did pick that old carbureted engine for his otherwise great machine, I secretely thought, he might have anticipated troubles turning that cruel, air-pressure and pitch-lever and rpm controlled NON-electric FI engine into a turn-key starter. Automatically enriching the mixture on a carburetor - for cold starting by uninitiated personnel - appeared to be more easily doable, to me.

Fact is: the 300C Lycoming FI engine (apparently idling rich per default) doesn't need priming (=electirc fuel pump) for cold starting!
A little throttle + starter will do the trick.:D

So the (300C's) Lycoming with FI already ARE turn-key engines!

Surely the engine choice was one of, why try to change something that has been proven to work AND help keep costs down?

I am hearing some semi alarming news from a couple of operators in the UK. They are going to increase the hourly charge rate on the G2 and pretty soon as well! One already charges £340 per hour for TR's which is higher than a R22 and £120 less than a R44, this seems to be a real shame, surely as an operator you would want to be encouraging new students to be using your new G2 but pushing costs up past £340 will damage this IMO.

Wonder if the operating costs are higher then expected or is it just a case of operators trying to maintain profit margins :ugh:

Vertical Freedom, given your location, where do you get your renewals done in the G2?

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Hello R101,
VF is from OZ : http://www.pprune.org/rotorheads/483...ml#post8600669

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