@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

.

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.

.

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......

.
Thanks for the help sotiras :), I was mistaken with the question about "collective locking mechanism" of Bravo73, sorry about that !
.

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:

.
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

.

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.

.

New Zealand aviation magazine
 

.


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


.

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?