Too bad, I can't seem to find it :(

AOPA Pilot magazine?

https://cimg8.ibsrv.net/gimg/pprune....c7c227d4e8.jpg

Who own them now?
Pic source @ Aero2019

Not sure about that....
HAVH now on FR24 -> private owner
HAVJ still on (closed) Babcock name
Both are still in ex Heli Aviation colors
while very similar logo to HA is now in use by Northern HeliCopter NHC

???
 

Could you maybe summarize it for us? Is the Cabri a hidden death trap or something?

Its a continuation of a long running vendetta that the author has against the Cabri, it's full of lies and sensationalism, verging on libellous. I can PM you the article as Im unable to post a pic here as Im new! I wrote to the Editor as did most Cabri pilots I know to complain but all I got was abuse from the editor!

I think this is the article?

Could be time for SFAR 74 (i.e. special training to address the "Guimbo Tail Spin")?

Found better resolution pic
https://cimg9.ibsrv.net/gimg/pprune....fff86545ea.jpg

^ Thanks, M745. I can actually read that version! :ok:

I the issue here is that the author is using his article to bash the Cabri rather than to draw attention to the need for greater instructor training. Indeed one of the most recent crashes in the UK highlighted this issue when the instructor tried to save the situation but was unable arguably through lack of currency on type (she subsequently lost both instructor and examiner ratings). The title of the article should be "We need to talk about Instructors" but thats not what he does, he constantly attacks the G2 both in person and in print. A friend had the misfortune to meet him and his first laughing question to him was "how the hell did you land that thing with no tail rotor authority" he just replied "Oh didnt you see I just crashed it into the ground" and walked away. The shame here is that he was given room to do this in a well known magazine.

All my time is in Robinsons. A few years ago, before there were any G2's in the US, I went out of my way during a business trip to the UK to get some time in a G2, just to experience the difference. I found the fenestron difficult to get used to, much less master. Obviously anyone who has never flown anything but a G2 wouldn't notice a difference. Last year I, by chance, I got an hour in an EC130. Thank goodness for the two hours in the G2 is all I can say! With that tiny bit of experience I can only form the conclusion that the characteristics of the fenestron seem more oriented towards safety of ground personnel and lowering of noise footprint then proper flying characteristics. I don't care for it, and would only choose it as a "necessary evil" if I thought the other positive characteristics of the Airbus, or Guimbal, series of helicopters outweighed the negative of the fenestron.

That said, it is still a damning statistic. That's over 10% of the worldwide fleet in 5 years,and half of it apparently due to loss of yaw control. If the stat gets up that high in the US alone, don't laugh, there could be an SFAR 74.

I know of 2 others in these parts which had a similar fate.
General consensus is that it is a good aircraft but one that is best operated at sea-level.

Actually I thought the article was very fair and the authour went to great lengths to make it equitable.

As a long-time user of fenestrons on Gazelle and AS 365 (instructing on both) there is definitely a different feel to one over a conventional TR but both work equally well - just requiring s subtly different technique.

It sounds like the GA (H) community are revisiting what was referred to as Fenestron Stall in the UK Military 30 years ago on the Gazelle - it was lack of sufficient right pedal then and it seems to be the same now on the Cabri.

Think of it like Nr control in auto - a small input made pre-emptively avoids a larger input required reactively - just a question of anticipation.