10 Tips for Flying the Cabri G2

The Guimbal Cabri G2 is rapidly becoming one of the UK’s favourite training helicopters. This two-seat piston machine was designed from the ground up for instruction. In fact, its creator Bruno Guimbal said, “I designed the Cabri to be the best trainer that you can imagine”. With its modern safety features and forgiving handling, the Cabri G2 offers student pilots and instructors a confidence-inspiring platform to learn on. But like any aircraft, it has its quirks and best practices. If you’re a helicopter student pilot, PPL(H) holder or instructor eager for Cabri G2 tips to sharpen your skills, read on. Here are 10 top tips for flying the Cabri G2, grounded in practical advice from the flight manual and experienced pilots.

1. Conduct Thorough Pre-Flight Checks

Even though the Cabri G2 is a modern helicopter, a meticulous pre-flight inspection is essential on every sortie. This aircraft was the first light helicopter certified under stringent EASA CS-27 regulations, meaning it was built to high safety standards, but it’s up to you to verify the aircraft is airworthy. Follow the flight manual’s checklist step by step. Key items include:

• Fuel and Oil: Ensure you have the correct fuel (the Cabri can run on AvGas 100LL or UL91, or approved MoGas alternatives) and sufficient quantity for your flight plus reserves. The Cabri has a single crash-resistant fuel tank, so visually check fuel level during pre-flight and confirm the filler cap is secure. Don’t forget to check engine oil level as per the manual.

• Main Rotor and Hub: Inspect the three-bladed fully articulated rotor for any damage, especially the blade tip weights (which give the rotor its high inertia) and the condition of the composite blades. Verify that the rotor head, elastomeric bearings, and dampers show no leaks or abnormalities. Being fully articulated, the Cabri’s rotor has many moving joints, so ensure all appear in order and move freely during your control check.

• Fenestron Tail Rotor: Examine the shrouded tail rotor (fenestron) and its stator vanes for nicks or debris. Because it’s enclosed, you might need a flashlight to thoroughly check inside the fenestron housing. Also ensure the tail rotor gearbox oil level is correct and the area is clear of obstructions.

• Landing Gear and Structure: Check the skid landing gear and its attachment points. Uniquely, the Cabri’s skids attach via elastomeric mounts rather than rigid bolts. Make sure those mounts look secure and undamaged, as they help absorb ground resonance and rough landings. Also, give the all-composite fuselage a once-over for any delamination or cracks.

If you’re flying from a UK training school, you’ll typically have a tech log. Verify that the daily inspection is signed off and that no defects are deferred that could affect your flight. Don’t let the excitement to get airborne rush your checks. A well-executed pre-flight will set you up for a safe flight and is a great habit to develop as a student or private pilot.

Pre-flight tip: On the Cabri’s instrument panel, the amber “CHIP” lights (for engine, main rotor, tail rotor) should be off. Confirm all circuit breakers are in, and the rotor brake is released before engine start (the Cabri won’t let you engage the starter with the rotor brake or clutch applied).

2. Embrace the Cabri’s Modern Systems

One of the first things you’ll notice in the Cabri G2 cockpit is the modern Electronic Pilot Monitor (EPM) display in place of some traditional gauges. Upon turning on the master switch, the Cabri runs an automatic self-test: it cycles through a flight log and system sensor checks, and will highlight any issues from the previous flight. Take a moment to read these messages. The helicopter is essentially briefing you on its status. It even shows you the last flight’s fuel burn and the remaining fuel, which can help you cross-check your fuel calculations.

After the self-test, the EPM presents the engine and flight instruments together. You’ll see engine RPM, rotor RPM, manifold pressure, temperatures, fuel level, and more in one place. Leverage this technology: for example, under the fuel gauge, you have an estimate of fuel usage for the current flight, average burn, and time remaining at current consumption. This is a great aid for student pilots managing time in the air, but remember it’s only as accurate as the inputs. Always visually confirm fuel before flight and don’t rely solely on predictions.

Starting the Cabri is straightforward: with the fuel primed, the plasma ignition on, and mags on, you press a starter button on the collective. The rotor engagement is automated via an electro-hydraulic clutch, so there’s no manual hand-splitting of the needles as in some older helicopters. Just ensure the clutch switch is engaged to ON after engine start; the system will use oil pressure to tension the belts and gradually spin up the rotor. (If electrical power fails during this process, a non-return valve freezes the clutch position so it won’t suddenly disengage.) Monitor the process on the instruments and listen for any unusual noises or warnings.

Another helpful feature: the Cabri G2 has automatic carburettor ice protection built in. In many piston helicopters (like the R22), carb ice is a constant concern requiring manual carb heat adjustments. The Cabri’s system automatically takes care of this, reducing your workload and one less thing to toggle in flight. Still, be aware of the system. Know how to recognize if it’s on and that it’s functioning. If the automatic system fails or conditions are extremely conducive to icing, you must be prepared to apply carb heat manually per the emergency checklist.

Tip: Make use of the Cabri’s digital technology, but don’t become complacent. Cross-check the EPM readings with your senses (e.g., if it says you have 20 minutes of fuel left but you’ve been flying a while, double-check!). Embracing these modern systems will make your flights smoother and safer. As you gain experience, you’ll appreciate how much these features (like the digital fuel calculation and automatic safety checks) let you focus on flying.

3. Adapt to the Clockwise Rotor and Torque

If you’re transitioning to the Cabri G2 from another training helicopter like the Robinson R22 or Schweizer 300, one of the first handling differences is the direction of torque effect. The Cabri’s main rotor spins clockwise (when viewed from above), opposite to most American-designed helicopters. This means the torque reaction will yaw the helicopter’s nose to the left when you increase power (whereas an R22’s nose yaws right on power application). As a result, you’ll need right pedal to counteract torque when lifting off into a hover, instead of the left pedal you might be used to.

Be prepared for this muscle-memory adjustment. On take-off in the Cabri, apply right pedal as you raise collective to keep the nose from swinging left. Simultaneously, expect a slight drift as the tail rotor thrust comes in. The Cabri tends to drift a touch left, which you counter with a bit of right cyclic. This is normal for a clockwise rotor system: the tail rotor is pushing the tail boom left to yaw the nose right, inducing a mild left translation. With practice, you’ll instinctively add a hint of right pedal and right cyclic as you lift off, and the helicopter will come up smoothly into a steady hover.

For instructors and pilots used to the R22’s controls, another difference is in hover turns and yaw control. In the Cabri, a hover turn to the right is “with torque” (the helicopter’s natural tendency), and a turn to the left is “against torque”. This is the opposite of the R22. Early on, favor practicing gentle turns to the right until you get a feel for the Cabri’s responsiveness. Turning left (against the torque in the Cabri) in strong winds will require more pedal input and should be done cautiously until you build experience. Always anticipate the needed pedal. The Cabri’s fenestron tail rotor is powerful (more on that next), but it will respond best if you lead with inputs rather than react late.

In summary: don’t let the opposite torque direction catch you off guard. Make a mental note during startup: “Rotor clockwise = apply right pedal on lift”. After a few lessons, this will become second nature. Embrace the fact that you’re also getting experience on a European-type rotor system, which will be useful if you fly larger Airbus/Eurocopter machines in the future!

4. Master the Fenestron Tail Rotor

The Cabri G2’s eye-catching feature is its Fenestron, which is the shrouded tail rotor. This design brings several advantages, especially for training. Firstly, safety: the tail rotor blades are enclosed in a circular housing, greatly reducing the risk of tail-rotor strikes or someone accidentally walking into a spinning tail rotor. It also contributes to noise reduction; the Cabri is noticeably quieter than comparable helis like the Schweizer 300, a nice perk when operating around noise-sensitive UK airfields.

From a handling perspective, the fenestron behaves a bit differently than an open tail rotor. It has a high disk loading (small diameter, fast spinning blades), which means at very low speeds it “bites” the air differently. One big benefit is that the Cabri’s tail is immune to LTE (Loss of Tail Rotor Effectiveness) in virtually all normal conditions. The common LTE scenarios that plague other helicopters (e.g. tail rotor stall in a nose-left crosswind for American helicopters) don’t affect the Cabri’s fenestron, so you can be confident it won’t unexpectedly lose tail authority as long as you’re operating within the proper envelope.

However, there is a nuance: at higher speeds (above ~50 knots) the Cabri’s vertical fin helps keep the helicopter straight. As you slow down on approach (below ~30 knots), the fenestron takes over the job of anti-torque and weathercock stability. During this transition, especially with a crosswind, you may notice the need for quick pedal corrections. For instance, on a shallow approach with a breeze from the right, as you flare and the airspeed decays, the fin can momentarily stall (lose lift) and no longer counteract the torque, meaning suddenly the fenestron has to do all the work. If the pilot hasn’t preemptively added enough right pedal, the helicopter can yaw left quite briskly as this happens. The cure is simple: anticipate it. Start feeding in right pedal as you descend through 50–40 knots on approach so that by the time you’re in the hover or in the flare, you’re already holding the proper pedal input and the transition is seamless.

Also, be aware that the fenestron might have a tiny lag in response compared to an open tail rotor. It’s not something you’ll notice in normal flight, but if you aggressively stomp on a pedal, the yaw acceleration feels slightly smoothed out. You’ll quickly adjust to this by applying pedal input a tad earlier and not waiting until the last moment. The Cabri’s designers note that keeping your “feet active,” making small continuous adjustments, is good practice so that you’re always ready to catch any yaw deviations. So, keep those feet alive on the pedals!

Overall, flying with the fenestron is a joy once mastered. You gain safety and a strong tail authority without the usual vulnerabilities. Just remember: no helicopter is magic. Stay attentive in yaw control, practice hover pedal turns both directions, and soon you’ll handle the Cabri’s tail like a pro.

5. Take Advantage of the Stable Controls and Trim

Student pilots often find the Cabri G2 easier to handle than older two-seat trainers, thanks in part to its control design. For starters, the Cabri has a conventional cyclic stick for each pilot, rather than the teetering “T-bar” cyclic found in the Robinson R22. Many instructors and students prefer this there’s something intuitive about having your own cyclic that pivots from the floor, allowing fine control inputs without inadvertently nudging your co-pilot’s control. If you found the R22’s linked T-bar awkward, you’ll feel right at home with the Cabri’s cyclic setup.

Additionally, the Cabri G2 is equipped with a very effective trim system to reduce pilot workload in flight. On the cyclic handle you’ll find a little four-way hat switch (often called a “coolie hat”). This electric trim uses a four-way trim motor to relieve control pressures in all directions. In straight and level flight, don’t forget to use it! Once you level off at cruise (say 70–80 knots in the Cabri), click the trim hat until you feel no force on the cyclic. The helicopter will happily stay where you put it. Pilots coming from the R22 will particularly appreciate this, since the R22 only has a crude spring-and-knob trim that never really eliminates cyclic force. By contrast, the Cabri’s trim can hold the stick where you want, hands-off. This makes solo navigation flights and instrument scanning much more comfortable you’re not wrestling the controls, just guiding them.

The Cabri also has well-balanced hydraulic-free controls (it doesn’t use hydraulic assist, yet control forces are moderate). The fully articulated rotor and modern design give it a stable feel. You can even let go of the cyclic briefly in cruise and the helicopter will tend to stay level (always be ready to grab it again, of course). Use this stability to your advantage: practice maintaining a hover with minimal corrections, and you’ll find the Cabri will sit in a hover very obediently once you get the feel for it.

Tip: During your training, make a habit of trimming early and often. Any time you feel pressure, nudge the trim. This will not only reduce fatigue, but also improve your precision (since you’re not fighting a bias). Good trim technique is something you’ll carry into larger helicopters down the line. The Cabri gives you an excellent platform to learn that skill.

6. Achieve Smooth, Controlled Take-Offs

Taking off in a light helicopter can be one of the trickier maneuvers for new pilots, but the Cabri G2’s stability can actually make this easier if you use the correct technique. To recap from Tip number 3: as you raise the collective in a Cabri, apply right pedal to counter the torque and a touch of right cyclic to prevent left drift. The goal is to come straight up into a hover without any dramatic swing or slide.

Here’s a step-by-step for a smooth Cabri pickup:

1. Increase collective gradually – listen to the engine as the governor maintains RPM. Anticipate the need for right pedal and start feeding it in as the weight comes off the skids.

2. Maintain heading with pedals – the nose will try to yaw left as the helicopter gets light; the right pedal pressure should counter this so the nose stays pointing where you intended.

3. Check for drift – as the skids become light, the helicopter might want to drift left (common in no-wind or with a tailwind). Apply a smidge of right cyclic to hold your position over the ground.

4. Lift into a stable hover – as you leave the ground, momentarily pause a few inches up. The Cabri’s wide skids and stability mean it doesn’t tend to roll off one skid as easily as narrower-gear machines. Hover checking just off the ground lets you ensure you’re in balance.

5. Transition to climb – when ready, smoothly add power to climb out, adjusting pedals to maintain heading into wind.

   
   
   
   

Because the Cabri’s skid gear is forgiving and the helicopter is well-behaved, you’ll find that nail-biting take-offs become confident departures with practice. In fact, the Cabri G2 has been demonstrated to handle winds up to 40 knots for rotor start-up and shut-down, which is a testament to its stability on the ground. Many instructors report that even in 20–25 knot winds, the Cabri remains predictable during hover work. Of course, as a student pilot you won’t be flying in gale-force conditions, but it’s nice to know the machine can take a bit of wind without drama. Always follow your instructor’s guidance on what wind limits to adhere to (typically, training flights in the UK might use a 20kt or so limit for less experienced pilots).

Pro tip: Before liftoff, pick a reference point ahead (like a spot on the horizon or a distant landmark aligned with your nose) and another to your side. As you lift, use those references to immediately tell if you yaw or drift, and correct in real time. The Cabri’s responsive controls will let you make tiny adjustments. Using the proper pedal and cyclic inputs, you’ll be rewarded with take-offs that feel as if they’re glued to an invisible vertical line, which is a very satisfying feeling for any budding helicopter pilot!

7. Maintain Stability on Approach and Landing

Approaches and landings in the Cabri G2 can be very smooth when you understand how the aircraft behaves as it slows down. Thanks to its design, the Cabri is inherently stable on approach. It was built to handle like a larger helicopter, so there are no nasty surprises waiting for you.

When flying your approach, especially on final, keep an eye on your airspeed and pedal coordination:

• Above 50 knots: The vertical stabiliser (fin) is doing a lot of work keeping the aircraft aligned, so you might find you need only minimal pedal input if aligned with the wind.

• Below 50→30 knots: This is the transition where anti-torque authority shifts primarily to the fenestron. Begin feeding in a bit of right pedal as you decelerate through about 40–50 knots on final. This way, by the time you reach 30 knots and slower, the pedals are already trimming the nose straight.

• On short final (hover taxi speed): The fenestron is fully in charge now. Make sure you already have enough right pedal in to counter the torque.If you were late on pedals, you might experience a sudden yaw as the fin’s assistance disappears. However, if you followed the previous step, you’ll hardly notice anything other than a stable nose. Small pedal adjustments will keep you tracking straight down the centerline.

Now, as you flare and land, remember that the Cabri’s rotor rotates clockwise, so unlike some helicopters, adding power (or pulling collective in the flare) will try to yaw the nose left. Anticipate that with pedal. The fenestron won’t stall out on you, and you can use as much pedal as needed to straighten out. In fact, Guimbal specifically designed the Cabri’s tail to resist the usual tail rotor stall issues, so you can be confident it will respond as long as you do your part as a pilot.

When you enter hover for the final landing or transition to your hover taxi, the Cabri will likely require a bit more right pedal if there’s any wind from the right. If a strong wind is coming from the left, you might find you briefly need to reduce pedal to avoid over-yawing. It’s all about feeling the balance, which comes quickly with practice.

In terms of landing attitude, pilots report the Cabri lands almost flat, very similar to an R22’s sight picture (and a bit flatter than the nose-low attitude of a Schweizer 300). So you don’t need a steep nose-high flare to cushion the landing. A gentle flare to walking pace, then level the skids and settle, is all it takes. The helicopter’s energy-absorbing skid mounts will help soften the touch down if you arrive a tad firmly.

Finally, take advantage of those wide skids when doing slope landings. The Cabri’s skids are spaced farther apart than an R22’s, giving a more stable base on uneven ground. Approach a slope slowly and into the wind where possible. You’ll find the Cabri can handle reasonable slope angles with ease (check your POH for limits). It feels solid as one skid touches first. Still, use the same careful technique: land upslope skid first, gently lower the downslope skid, and keep the cyclic into the slope. The robust landing gear and low center of gravity of the Cabri make it well-behaved in this manoeuvre.

In short: plan your pedal inputs on approach, don’t wait until a yaw develops. The Cabri will reward you with rock-solid approaches and landings that make you look like a seasoned pilot. There’s a reason so many instructors praise its handling. With these techniques, you’ll soon agree!

8. Use the Cabri’s Forgiving Autorotation Characteristics

Practicing engine-off landings (autorotations) is a critical part of helicopter training, and the Cabri G2 truly shines in this area. It was built with emergency handling in mind, and you’ll feel that when you enter an autorotation. The helicopter is steady, the rotor RPM is easier to manage, and the flare and touchdown can be very gentle. Here are some specific advantages and tips:

• High Inertia Rotor: The Cabri’s three-blade rotor system carries a lot of energy. In an engine failure or practice autorotation, this translates to a slower decay of rotor RPM and more time for the pilot to react, compared to two-blade trainers like the R22. In fact, the Cabri rotor’s inertia is so good that even a late or aggressive flare can still result in a smooth landing. There’s much more inertia stored in the head thanks to its three blades, allowing a gentle touchdown. This doesn’t mean you can be sloppy, but it provides a nice safety margin for students learning to flare and cushion.

• Wide RPM Green Arc: The Cabri’s rotor RPM operating range (green arc) is relatively broad. Pilots report that during autorotation, there is very little need for constant collective adjustments to keep RPM in the green. The RPM tends to stabilize within limits on its own. This frees your attention to focus on your glide path and landing spot instead of chasing the RPM needle. It’s a stark contrast to some older helicopters where you’re frantically moving the collective to avoid the redlines.

• Entry and Flare Technique: With the Cabri’s clockwise rotor, when you chop throttle (or in a real engine failure), expect to need left pedal as you enter autorotation. This counters the tendency for the nose to swing right when the torque disappears (remember, you were likely holding right pedal in powered flight). The left pedal input required is quite noticeable at the moment of engine failure entry, but as you establish a steady descent, you can ease off a bit of that pedal to trim the glide. The rest of the autorotation is fairly standard. Just remember to begin your flare with enough height, because the Cabri, like any helicopter, will lose rotor RPM if you try to “flare late and yank.” The good news is the energy in the rotor will give you a satisfying cushion. Whether you do a gradual flare or a late cyclic flare, the helicopter responds predictably and you can settle it on the ground smoothly with a bit of collective at the end.

• No Mast Bumping Worries: A huge safety plus the Cabri’s fully articulated rotor head means you don’t have to worry about mast bumping in low-G conditions. In some helicopters (notoriously the teetering-rotor R22), an improper recovery from an autorotation or a too-aggressive push-over can risk a dangerous mast bump. The Cabri’s rotor is designed to handle the extremes without such risk. You can lower the nose to regain airspeed or “dive” as part of a practice without fear of the rotor contacting the mast. Of course, you should still avoid extreme manoeuvres, but this design means the Cabri is very forgiving to student mistakes during autorotations or quickstop recoveries. Bruno Guimbal himself highlighted that you can even spiral dive in the Cabri while maintaining control, something inadvisable in a teetering rotor craft.

When practicing autorotations with your instructor, take advantage of these characteristics. They will build your confidence. Many students find that their first successful auto in the Cabri feels almost “easy” which is exactly what you want in a trainer designed for safety. Exceptional autorotation capability was a core design goal for this helicopter, and it shows. That said, always stick to the correct procedures: lower collective promptly at engine failure, get the nose down to maintain airspeed, and execute the flare and power recovery (or touchdown) as trained. The Cabri will take care of the rest.

9. Trust (But Monitor) the Safety Features

One of the biggest selling points of the Cabri G2 is its raft of safety-focused design features. As a pilot, you can trust that this helicopter was built to protect you. It’s often touted as “the only piston helicopter designed from scratch with the safety of its occupants as the prime objective” a bold claim, but the evidence is in the engineering. Here are some safety features to be aware of and how they benefit you:

• Crashworthy Structure and Seats: The Cabri’s fuselage is a tough composite monocoque, which is both light and very strong. It’s designed to deform in a controlled way in a crash to absorb energy. The seats are energy-absorbing too, and the four-point harnesses will keep you secure. This gives a much better chance of walking away unharmed in the unlikely event of a hard landing or accident.

• Crash-Resistant Fuel Tank: There’s a single fuel tank under the baggage area which is crash-resistant meaning it’s designed not to rupture. Combined with the engine’s exhaust being mounted high above the tailboom (to blow flames away), the risk of post-crash fire is greatly reduced.

• Fully Articulated Rotor System: As discussed earlier, the three-blade articulated rotor provides a stable ride and eliminates mast bumping issues. It also contributes to the Cabri’s exceptional autorotation and recovery capabilities a huge safety margin for trainee pilots.

• Fenestron Tail Rotor: The shrouded tail rotor is not only protected from ground strikes, but also prevents the tail rotor from causing harm on the ground or during training mishaps. Many instructors feel more at ease teaching advanced manoeuvres knowing the tail rotor is safely encased.

• Automatic Systems: We mentioned the automated carb ice protection and the digital engine monitoring. There’s also an overspeed protection on startup the electronic ignition won’t let the engine over-rev on spool-up. Fewer things can go wrong unexpectedly, which is exactly what you want in a training aircraft.

• Reliability and Maintenance: While not directly a flight feature, it’s reassuring to know the Cabri has very few life-limited parts (only three components are life-limited; everything else is condition-monitored). This means critical parts are regularly inspected and replaced based on condition, not just hours keeping the aircraft in top shape. The cost per overhaul is about half that of a comparable R22, which encourages operators to maintain them well. A well-maintained machine is a safe machine for you to fly.

All these features should give you confidence as you strap in. The Cabri G2 was built with student pilots in mind, knowing that mistakes happen and the aircraft should be as forgiving as possible. However, the second part of “trust but monitor” is key: never become complacent. Just because the Cabri is loaded with safety engineering doesn’t mean you can skip good piloting practices. Always perform your checks, fly within the recommended limits, and stay focused on your training. The helicopter will take great care of you if you take care of it.

As you progress in your flying, you’ll come to appreciate how the Cabri’s safety features aren’t just marketing points; they tangibly improve the training experience. You can focus on learning to fly, rather than managing quirks or worrying about known gotchas. This positive training environment is exactly why the Cabri G2’s popularity is soaring in UK flight schools and fleets.

10. Mind Your Weight and Balance

Last but certainly not least: always pay attention to your weight and balance calculations when planning a flight in the Cabri G2 (just as you would in any aircraft). The Cabri may be more capable than older two-seat helicopters in lifting weight, but it still has limits that you must respect for safe flying.

The maximum take-off weight of the Cabri G2 is about 700 kg, with an empty weight around 420 kg (depending on spec). This leaves roughly 280 kg for fuel, passengers, and baggage. In practical terms, that means you can often have two adults plus a decent amount of fuel without issue a notable improvement over, say, an R22 which can be very tight on weight with two people. For example, two 80-kg persons (160 kg) plus 100 litres of fuel (~72 kg) would put you around 232 kg payload, within limits. However, if you and your instructor are both on the heavier side, or if you plan to carry bags or an auxiliary fuel tank, you need to crunch the numbers carefully.

Always use your pre-flight planning to calculate:

• Total Weight: Include pilot, passenger/instructor, fuel (remember 1 litre of AvGas is ~0.72 kg), and any bags/headsets/etc. Ensure it’s at or below 700 kg at start and won’t go below the minimum weight as fuel burns off (the Cabri has a relatively low minimum flying weight, but check the POH if flying solo with low fuel).

• Centre of Gravity (CG): The Cabri’s CG range is generous, but extreme loading can still shift it out of limits. Fortunately, with side-by-side seating and a rear-mounted engine, the CG doesn’t move wildly as you add people or fuel. If flying solo from the right seat (required in the Cabri, as in most two-seat helicopters), check if ballast or a bit of extra fuel in the tank is needed to stay within the forward CG limit. The nose baggage compartment can also be used to adjust CG if needed, but don’t exceed its weight limit.

• Baggage: The Cabri actually offers three baggage compartments (a nose locker and two side lockers behind the seats). This is far more storage than an R22. While handy, remember that anything in those rear compartments is behind the CG, which could shift your balance aft. Secure all items and include their weight in your calculation.

By adhering to weight and balance limits, you ensure the Cabri will handle as advertised. An overloaded or tail-heavy helicopter is dangerous it might struggle to hover or could become uncontrollable at low speeds. The good news is the Cabri’s powerful rotor and aerodynamic design give it relatively benign handling even at max gross weight. Just don’t push past the limits or you’ll negate those safety margins. Tip: If you’re unsure about W&B or it’s close to limits, talk to your instructor. They might suggest reducing fuel load (and planning a fuel stop) or leaving that hefty tool bag behind. As part of your PPL(H) training, you’ll learn to calculate W&B for each flight make it a habit now, using the Cabri’s data.

Conclusion

Flying the Guimbal Cabri G2 is an enjoyable and rewarding experience, especially when you apply these tips to get the best out of the helicopter’s design. This machine was built to help you learn, with many student-friendly characteristics from its safety systems to its forgiving handling. It’s no surprise that the Cabri G2 is increasingly the training helicopter of choice in the UK. By conducting thorough pre-flights, embracing the modern avionics, mastering the fenestron tail, and practicing good technique, you’ll become a proficient Cabri pilot in no time. Remember, every expert pilot was once a beginner, and the Cabri is a fantastic partner on that journey, giving you confidence and keeping you safe as you build your skills.

While you’re focusing on flying the Cabri G2, don’t forget to stay sharp on your theory knowledge as well. Earning a PPL(H) requires passing a series of ground exams in addition to flight training. To help with that, QuizAero offers a full online ground school for PPL(H) called QuizAero Bitesize which covers all the theory exams in a convenient, digestible format. It’s a great way to reinforce your learning on weather, navigation, regulations (UK-specific), and more, so that when you’re in the cockpit of the Cabri, you can concentrate on flying.

Fly safe and happy landings! With the Cabri G2 and the right preparation, you’re set for success in your helicopter training journey. Enjoy every flight from hovering for the first time to mastering autorotations and let this capable little helicopter show you what it can do. Blue skies and tailwinds (or rather, light headwinds for those approaches) to you, and good luck in your PPL(H) adventures!