HELICOPTER CABRI G2. Flight Manual

CABRI

® G2

Flight Manual

Helicopter serial N° :

Helicopter registration :

EASA Type certificate N° R.145

Section 2, 3, 4, 5 and 9 are approved by EASA

Other sections are approved under Hélicoptères Guimbal DOA EASA.21J.211

This flight manual includes the material required to be furnished to the pilot

by EASA CS 27 and Part 21

This manual should not be used for any operation or instruction,

unless it is in current status.

The helicopter’s operator is responsible for maintaining this manual in a current

status in accordance with the list of current pages.

Hélicoptères Guimbal

CABRI G2

TABLE OF CONTENT

Table of content

SECTION 0 INTRODUCTION

SECTION 1 GENERAL

1-I

INTRODUCTION

1-1

THREE-VIEW OF THE CABRI G2

1-2

DESCRIPTIVE DATA

1-3

SYMBOLS AND ABBREVIATIONS

1-5

CONVERSION FACTORS

1-7

SECTION 2 LIMITATIONS

2-I

GENERAL LIMITATIONS

2-1

COLOR CODE FOR INSTRUMENT MARKINGS

2-2

FLIGHT ENVELOPE LIMITATIONS

2-3

POWERPLANT LIMITATIONS

2-5

TRANSMISSION LIMITATIONS

2-9

WEIGHT AND BALANCE LIMITATIONS (IMPERIAL UNITS)

2-10

WEIGHT AND BALANCE LIMITATIONS (METRIC UNITS)

2-11

SENSORS FAILURES

2-12

PLACARDS

2-13

SECTION 3 EMERGENCY PROCEDURES

3-I

INTRODUCTION

3-1

POWER FAILURES

3-2

DITCHING

3-4

IN-FLIGHT ENGINE RESTART

3-5

ENGINE FIRE

3-6

ELECTRICAL FIRE

3-7

TAIL ROTOR FAILURE

3-8

YAW CONTROL FAILURE

3-8

ENGINE GOVERNOR FAILURE

3-9

EPM FAILURES

3-9

AURAL WARNINGS

3-12

EPM PARAMETERS OUT OF LIMITATIONS

3-12

EPM ALARMS

3-14

CAUTION / WARNING LIGHTS

3-15

SECTION 4 NORMAL PROCEDURES

4-I

GENERAL

4-1

AIRSPEEDS FOR SAFE OPERATION

4-1

DOORS

4-1

DOORS-LOCK AND ANTI-THEFT

4-2

BEFORE FLIGHT

4-2

DAILY OR PRE-FLIGHT CHECKS

4-2

INTER-FLIGHT CHECK

4-7

BEFORE STARTING ENGINE

4-9

STARTING THE ENGINE

4-11

BEFORE TAKE-OFF

4-12

TAKE-OFF PROCEDURE

4-13

Issue 10

Approved under DOA EASA.21J.211

Hélicoptères Guimbal

CABRI G2

TABLE OF CONTENT

CLIMB

4-14

CRUISE AND/OR LEVEL FLIGHT

4-14

FLIGHT TIME MANAGEMENT

4-14

FUEL QUANTITY MANAGEMENT WITH ALTERNATE FUEL

4-15

APPROACH AND LANDING

4-16

ENGINE / ROTOR SHUTDOWN

4-16

DISENGAGEMENT WITH ENGINE OFF

4-16

TRAINING

4-17

SECTION 5 PERFORMANCE

5-I

AIRSPEED CALIBRATION

5-1

ROTOR STARTING AND STOPPING LIMIT

5-2

HEIGHT-VELOCITY DIAGRAM

5-3

HOVER OUT OF GROUND EFFECT

5-4

HOVER IN GROUND EFFECT

5-5

RATE OF CLIMB AT VY = 50 KT IAS

5-6

TAKE OFF DISTANCE

5-10

GLIDE DISTANCE IN AUTOROTATION

5-10

SOUND EXPOSURE LEVEL

5-10

SECTION 6 WEIGHT AND BALANCE

6-I

GENERAL

6-1

CENTER OF GRAVITY, STANDARD DEFINITIONS

6-3

WEIGHT AND CG POSITION DETERMINATION

6-4

SECTION 7 SYSTEMS DESCRIPTION

7-I

AIRFRAME

7-1

DYNAMIC SYSTEMS

7-2

ENGINE INSTALLATION

7-5

ELECTRICAL CIRCUIT

7-6

ELECTRONIC PILOT MONITOR - EPM

7-11

BARC

7-17

OTHER EQUIPMENT

7-18

CABIN AND AMENITIES

7-20

SECTION 8 HANDLING AND SERVICING

8-I

GENERAL

8-1

FUEL

8-1

ENGINE OIL

8-1

GEARBOXES OIL

8-1

GROUND HANDLING

8-1

PARKING AND TIE-DOWN

8-2

DUAL CONTROLS REMOVAL AND INSTALLATION

8-2

DOORS REMOVAL AND INSTALLATION

8-3

JUMP-STARTING THE ENGINE

8-3

SECTION 9 SUPPLEMENTS

Approved under DOA EASA.21J.211

Issue 10

Hélicoptères Guimbal

CABRI G2

INTRODUCTION

Section 0 Introduction

This document is the Pilot Operating Handbook and EASA approved rotorcraft

Flight Manual of the CABRI G2 Rotorcraft. The following tables give the list of

approved pages and the list of changes. For flight manual supplements tables

(approved pages and revisions log), refer to each supplement in Section 9.

If rotorcraft is operated under FAA certification, this manual should be updated with some

FAA specific pages, numbered with “B”, replacing original ones.

If rotorcraft is operated under TCCA certification, this manual should be updated with

some TCCA specific pages, numbered with “C”, replacing original ones.

The following table gives EASA approved pages.

Page

Issue

Page

Issue

number

Section 2

2-1

2-i

Limitations

2-2

2-ii

2-3

2-4

2-15

2-5

2-16

2-6

2-7

2-8

2-9

2-10

2-11

2-12

2-13

2-14

Section 3

3-1

09.3

3-i

Emergency

3-2

3-ii

procedures

3-3

3-4

3-5

3-6

3-7

09.3

3-8

3-9

09.3

3-10

3-11

09.3

3-12

09.3

3-13

09.3

3-14

09.3

3-15

09.3

3-16

09.3

Issue 10

Approved under DOA EASA.21J.211

0-1

Hélicoptères Guimbal

CABRI G2

INTRODUCTION

Page

Issue

Page

Issue

number

Section 4

4-1

4-i

10.1

Normal procedures

4-2

4-ii

4-3

4-4

4-5

4-6

4-7

4-8

4-9

4-10

09.3

4-11

4-12

4-13

4-14

4-15

4-16

4-17

4-18

4-19

09.2

4-20

Section 5

5-1

5-i

Performance

5-2

5-ii

5-3

5-4

5-5

5-6

09.3

5-7

5-8

5-9

5-10

0-2

Approved under DOA EASA.21J.211

Issue 10.1

Hélicoptères Guimbal

CABRI G2

INTRODUCTION

The following table gives the pages approved under DOA EASA.21J.211 :

Page

Issue

Page

Issue

number

Cover

Table of content

Section 0

0-1

0-7

Introduction

0-2

10.1

0-8

0-3

10.1

0-9

0-4

0-10

09.1

0-5

0-11

09.3

0-6

0-12

10.1

Section 1

1-1

1-i

General

1-2

1-ii

1-3

1-4

1-8

1-5

1-6

1-7

Section 6

6-1

6-i

Weight and balance

6-2

6-ii

6-3

6-4

6-5

6-6

Section 7

7-1

7-i

Systems description

7-2

09.3

7-ii

7-3

7-4

7-5

7-6

7-7

09.3

7-8

7-9

7-10

7-11

7-12

7-13

7-14

Issue 10.1

Approved under DOA EASA.21J.211

0-3

Hélicoptères Guimbal

CABRI G2

INTRODUCTION

The reference of this flight manual is J40-001. The revisions are given in

the following table :

Issue

Page

Revision object

Approval

Approval reference (*)

number

date

Original issue

14/12/2007

TC EASA.R.145

approved by EASA letter

D(2007) CPRO/ALE/55199

3-10

Carb heat manual

17/09/2008

EASA.R.A.01530

4-12

test transferred to

section 4

4-9

Normal

4-11

procedure

correction

4-15

Steep descent

procedure

suppressed

3-5

Addition of a

3-15

STARTER

4-9

caution light

4-11

7-8

16/09/2008

Approved under the

7-9

Breaker panel

authority of DOA

update

EASA.21J.211

7-15

Low fuel

indication

2-5

17/09/2008

EASA.R.A.01530

warning

9-1

GPS

19/05/2009

Approved under DOA

EASA.21J.211 according to

FSA-09-003

9-2 to

Night VFR

19/05/2009

EASA.R.C.03230

9-4

9-5

Night VFR

19/05/2009

Approved under DOA

EASA.21J.211 according to

9-10

FSA-09-003

2-10

Gage  charge

19/05/2009

EASA.R.C.03230

3-15

Clutch light

4-2

Procedure update

4-9

4-11

4-12

4-16

1-3

Drive line 

19/05/2009

DOA EASA.21J.211

gearbox

(*) EASA reference number or “approved under the authority of DOA EASA.21J.211”

Issue 09

Approved under DOA EASA.21J.211

0-5

Hélicoptères Guimbal

CABRI G2

INTRODUCTION

Issue

Page

Revision object

Approval

Approval reference (*)

number

date

4-3

Tight

19/05/2009

EASA.R.C.03230

 Lockwiring

4-5

Manifold

 distributor

4-9

Note suppression

7-5

Modified

19/05/2009

Approved under the

clutching system

authority of DOA

description

EASA.21J.211 according to

7-8

Typos : - battery

FSA-09-003

7-10

breaker order

- Auxiliaries is

push-pull

7-7 to

Note for optionals

7-9 &

2-12

7-10

Battery breaker

drawing

correction.

Add on ELT use.

7-12

Explanation of

EPM restart in

welcome page

7-13

Note for

brightness

equalization

7-16

Explanation of re-

initiation of

testing sequence

7-18

Code procedure

update

Note update

(*) EASA reference number or “approved under the authority of DOA EASA.21J.211”

0-6

Approved under DOA EASA.21J.211

Issue 09

Hélicoptères Guimbal

CABRI G2

INTRODUCTION

Issue

Page

Revision

Approval

Approval reference (*)

number

object

date

This issue is associated with MOD EPM 10-009.

2.4

Oil P. indicator

21/07/2010

EASA.R.C.03496

2-7

MLI

supplements

Major modification

2-10

Carb. Heat

approval 10031011

proc

2-13

Addition of

socket

3-7

Note update

3-11

Carb heat

3-12

3-13

Oil P yellow

3-14

zone

Carb heat

suppr.

4-12

Carb. Heat

4-15

proc.

4-19

Proc.

correction.

9-1

Limitation

update.

6-1, 1-3,

Wording

07/06/2010

Approved under DOA

1-i, 7-i,

EASA.21J.211 according

7-3,

to FSA 10-003.

C, D

7-11 7-

Screenshot

update

7-16 >7-

Carb heat,

pages shift

7-18

Ref to night

lights

D, 0-1 to

Supplements

05/11/2010

Approved under DOA

0-4,

are managed

EASA.21J.211 according

Section

independently

to FSA 10-011.

2-2, 4-

-20°C

13/12/2010

Major modification

9/11, 5-4

extension

approval 10032992

to -6, 5-8

3-4/5/8/9

Procedure

3-14 - 16

update

4-5/8/16

4-20, 2-4

Issue 09

Approved under DOA EASA.21J.211

0-7

Hélicoptères Guimbal

CABRI G2

INTRODUCTION

Issue

Page

Revision object

Approval

Approval reference (*)

number

date

2-8/9

CG Update

13/12/2010

Major modification

2-13

Correction

approval 10032992

D, 2-1,

Update

13/12/2010

Approved under DOA

0-1/2/3/5

EASA.21J.211

0-7, 7-8,

according to FSA 10-

7-9, 8-1

018

6-4/5

Level

measurement

6-7/8

Fuel CG

Correction

7-10

Direct battery

breaker

correction

8-i,

Doors removal

8-1 à 4

2-1

Authorisation for

18/01/2013

EASA AFM approval

0-1,

0-3,

flight under snow

10043301

0-8

0-1 to 0-4

Page revisions

12/03/2013

Approved under DOA

0-80-10

EASA.21J.211

0-2, 0-6

Page 4-7 not

modified at issue

1-4

Approved fuel

1-6 to 1-8

New

abbreviations

and page shift

2-5, 2-6

Limitations for

05/03/2013

Major Change

additional fuels

Approval EASA

2-12

Fuel placard

10043929

2-13

Data & Tie-down

placards

3-4/9

Wording :

4-19

“monitor”

”control”

3-10

CPU overtemp

3-13

Ref 3-15  3-16

3-15

GOV light update

3-16

Table shift

0-8

Approved under DOA EASA.21J.211

Issue 09

Hélicoptères Guimbal

CABRI G2

INTRODUCTION

Issue

Page

Revision object

Approval

Approval reference (*)

number

date

4-2

Performance to

05/03/2013

Major Change

be checked in

Approval EASA

chapter 5

10043929

4-5

Winter air flow

restrictor check

4-6

Line shifted from

6-5

Weighing ref.

12/03/2013

Approved under DOA

point

EASA.21J.211

6-7, 6-8

Fuel density

7-4

Rotor brake

description +

wording :

transmission 

driveshaft

7-8

“Interm.” 

“Avionics” relay

7-12,

Rotor in Flying

7-19

mode is page 7-

17, not 7-16

7-13

Sensor page

description

7-14

Error in Start

indicator

description

8-2

Tie down

Pages # change

December

EASA AFM Approval

0-1, 0-2,

Page revisions

4^th, 2014

10051479

0-3, 0-9,

0-10

1-4

FAA engine STC

2-i, 2-2

Page layout

2-1

Limitations

2-3

Transient low

RPM limit

2-6

Lubricating oil

recommendations

2-5, 4-i,

Alternate fuel

D, 4-2,

temporary use

4-15

Temporary green

pages integrated.

Issue 09

Approved under DOA EASA.21J.211

0-9

Hélicoptères Guimbal

CABRI G2

INTRODUCTION

Issue

Page

Revision object

Approval

Approval reference

number

date

(*)

3-15,

Addition of name

3-16

of colors

D, 6-i,

Weighing

6-4, 6-5, 6-6

procedure

suppression

4-3, 4-4,

Daily checks

4-6, 4-7

update

4-9, 4-11,

Starting

7-7

procedure

4-16

Page layout

4-17

Autorotation

training

precisions

7-7

Cranking logic

7-9

Radio conf.

7-11

EPM indications

D.B, 0-1.B,

Table of content,

December

EASA AFM Approval

FAA only

0-2.B, 0-3.B

Introduction.

4^th, 2014

10051479

“B”

2-1.B

Limitations

pages

2-5.B, 2-6.B,

Allowed fuel

4-i.B, 4-2.B,

4-15.B

Section 0 &

“Revision” 

March

EASA AFM Approval

0-1.B, 0-2.B,

“Issue” and

30^th, 2015

10052795

0-3.B

pages updates

2-5

Precision on fuel

management

2-13, 2-14,

Left cabin

4-6, 4-8, 7-1

luggage brackets

4-4, 4-6,

Bear paws

4-7, 4-8, 6-4

6-5.

3-10, 7-11 to

New EPM display

7-14

software (1.6)

1-i, 1-7,

wording

2-10, 4-2,

4-3, 4-15,

7-7, 7-9.

09.1

3-15, 0-1

Proc. for low fuel

May 13^th,

Approved under DOA

0-3, 0-10,

with automotive

2015

EASA.21J.211

0-1.B, 0-3.B

gasoline

(*) EASA reference number or “approved under the authority of DOA EASA.21J.211”

0-10

Approved under DOA EASA.21J.211

Issue 09.1

Hélicoptères Guimbal

CABRI G2

INTRODUCTION

Issue

Page

Revision object

Approval

Approval reference

number

date

(*)

09.2

0-2, 0-3,

Addition of log of

October

Approved under DOA

0-4, 0-11,

issue & approved

21^st, 2015

EASA.21J.211

0-12

pages update

4-19

Title wording

Validated for FAA

8-2, 8-3

Doors with self-

through EASA

locking hinges

validation support

removal &

letter

installation

AGR/aro/CT.3/00600

09.2

0-1.B,

Correction of FAA

October

45478-001, dated

FAA only

3-15.B

only “B” pages

29^th, 2015

October 29^th, 2015

pages

09.3

0-1, 0-2 to

Revision tables

January

EASA AFM Approval

0-4, 0-11,

3^rd, 2017

10060625

0-12

3-1, 3-7 to

“Land as soon as

3-9, 3-12,

practicable” becomes

“Land as soon as

3-13, 3-14,

possible” to

3-15, 3-16

harmonize with

industry standard

2-5, 7-15

Warning becomes

Caution

2-4

Min oil press bar

value rounded

2-6

Oil spec. update

2-7

wording

3-1, 4-1

Definitions

3-9

Wording erratum:

“Lower green arc”

becomes “green” arc”

3-11

Erratum: Refer to NM

indicator for rotor

speed indication

4-10

Adjustment of

Warning frame

perimeter

5-6

Text  OAT

6-4, 6-5

detailed wording

7-7

Erratum: removal of

condition “before

clutching”

8-1

Correction of ref.

(*) EASA reference number or “approved under the authority of DOA EASA.21J.211”

Issue 09.3

Approved under DOA EASA.21J.211

0-11

Hélicoptères Guimbal

CABRI G2

INTRODUCTION

Issue

Page

Revision object

Approval

Approval reference

number

date

(*)

09.3

2-1.C

Limitations

January

EASA AFM Approval

TCCA

3^rd, 2017

10060625

2-5.C

Wording

only

pages

0-1, 0-2,

Revision tables

May 16^th,

Major Change

0-3, 0-4,

2017

Approval

0-12

EASA 10061900

2-i,

Page shift

2-2 to 2-16

Sections not

1-4

STC number

approved by EASA

update

and editorial changes

2-6, 2-8, 2-9

5-min power

are approved under

Limitations

DOA EASA.21J.211

2-12, 2-13,

Update for new

4-1, 4-14

PWR limit

3-8

Tail rotor failure

proc. : precision to

roll-off throttle

5-4, 5-5

Addition of perf.

curves up to

ISA+30°C

6-4, 6-5

Weights update

7-6

Sketch update

7-11

Change in EPM

display & degraded

mode display

7-12

Addition of return to

Flight log page

7-16

Precision on

manual carb heat

operation: note 4

8-i, 8-2 to

Flight controls

8-4

removal and

installation

10.1

0-3, 0-12

FAA only pages

Sept. 25

^th,

Approved under DOA

follow-up.

2017

EASA.21J.211

0-2, 4-i

Update of title p4-19

10.1

D.B, 0-1.B

Page shift of

Sept. 25^th,

Validated for FAA

FAA only

to 0-3.B,

Allowed fuel FAA

2017

through EASA

pages.

pages

2-6.B, 2-7.B,

validation support

3-15.B, 4-i.B

letter

AGR/aro/CT.3/PN-

0060057860, dated

Sept. 25^th, 2017

(*) EASA reference number or “approved under the authority of DOA EASA.21J.211”

0-12

Approved under DOA EASA.21J.211

Issue 10.1

Hélicoptères Guimbal

SECTION 1

CABRI G2

GENERAL

Introduction

This Flight Manual is designed as an operating guide for the pilot. It

includes material required to be furnished to the pilot by EASA CS 27 and

Part 21. It also contains supplementary data supplied by the helicopter

manufacturer.

This manual is intended to give the pilot the best possible information

and to help him find the best answer to most operational situation. However,

it cannot replace pilot’s appreciation of each particular situation. Pilot must

maintain adequate ground and flight instruction, and good proficiency in the

type of helicopter.

To achieve the required level of safety, the helicopter pilot-in-command

must be familiar with this manual’s content, with other safety-related

available information, and with all the regulation covering aircraft operation

that are relevant in the country of operation. He is responsible for

determining that the helicopter is safe for flight, and for operating it in

respect to this manual and above information.

The helicopter’s owner is responsible for maintaining the aircraft in

approved airworthy condition and for maintaining this manual in a current

status in accordance with the list of current pages.

Original issue

Approved under DOA EASA.21J.211

1-1

Hélicoptères Guimbal

SECTION 1

CABRI G2

GENERAL

Descriptive data

Main rotor

Type

Articulated, soft-in-plane

Number of blades

Diameter

7,20 m

(23.6 feet)

Nominal rotor speed

530 RPM

Blade chord

180 mm

(7.1 in)

Tail rotor

Type

Shrouded

Number of blades

Diameter

600 mm

(23.6 in)

Nominal rotor speed

5148 RPM

Blade chord

42 mm

(1.6 in)

Transmission

Primary transmission

Belt

0.855/1 reducing ratio

Main rotor gearbox

Spiral bevel gear

11/47 reducing ratio

Tail rotor gearbox

Spiral bevel gear

25/11 increasing ratio

Issue 03

Approved under DOA EASA.21J.211

1-3

Hélicoptères Guimbal

SECTION 1

CABRI G2

GENERAL

Powerplant

Model

Textron Lycoming O360-J2A

with STC EASA 10015311, initially EASA.E.S.01001

/ STC FAA SE03495NY

Type

Four cylinders, horizontally opposed, direct drive,

air cooled, normally-aspirated, carburetor-equipped,

one magneto and one electronic ignition system

Displacement

5,9 L

(361 cu.in)

Power rating (continuous)

108 kW @ 2585 through 2700 RPM

(145 hp)

Power rating (5 minutes - Max. 30 kt IAS - AVGAS only)

.......................................................119 kW @ 2585 through 2700 rpm

(160 hp)

Nominal speed

2650 RPM

Cooling system

Direct drive squirrel-cage blower

Ignition systems

Magneto

Bendix

Electronic ignition system

LSE Plasma II HG

Solid-state capacitor discharge ignition system

Variable timing advance

Fuel

Maximum fuel capacity

170 L

(45 U.S. gal)

Unusable fuel

1.5 L

(0.4 U.S. gal)

Approved types

AVGAS 100 LL

Unrestricted

AVGAS UL 91

Unrestricted

(See Oil additive for break-in in Limitations section)

Alternate types

Automotive unleaded gasoline

Refer to Limitations

Note1

: All these types are mixable, in any proportion. Limitation apply

as soon as a portion of alternate type is in the tank.

Note 2: To use unleaded fuel during run-in, see oil run-in additive in the

Limitation Section.

1-4

Approved under DOA EASA.21J.211

Issue 10

Hélicoptères Guimbal

SECTION 1

CABRI G2

GENERAL

Symbols and abbreviations

Symbol or abbreviation

Designation

Speeds

CAS

Calibrated airspeed

IAS

Indicated airspeed

TAS

True airspeed

VNE

Never-exceed speed

Best rate-of-climb speed

Meteorology

ISA

International standard atmosphere

OAT

Outside air temperature

Outside air pressure



Relative air density

Altitude / Height

AGL

Above ground level

Geometric altitude

Pressure altitude

Z

Relative density altitude

Geometric height

Power / Engine parameters

FLO

First MLI limit is Full throttle limit

MCP

Maximum continuous power

MLI

Multiple limit indicator

Rotor speed

Engine speed

PWR

First MLI limit is Power limit

Hover / Take-off / Landing

IGE

In ground effect

OGE

Out of ground effect

HIGE

Hover in ground effect

HOGE

Hover out of ground effect

Weight and balance

Centre of gravity

MTOW

Maximum take-off weight

Equipment

EPM

Electronic Pilot Monitor

BARC

Boîtier Alarme Rotor et Carburant

(Fuel and rotor alarm device)

RRM / GOV

Engine governor

Original issue

Approved under DOA EASA.21J.211

1-5

Hélicoptères Guimbal

SECTION 1

CABRI G2

GENERAL

Conversion factors

Note : The Cabri G2 EPM display can be set to either Metric or Imperial

units. Refer to page 7-13.

Metric to Imperial/US units

Multiply

To obtain

millimeters (mm)

0,0394

inches (in)

meters (m)

3,2808

feet (ft)

kilometers (km)

0,5400

nautical miles (nm)

kilograms (kg)

2,2046

pounds (lb)

liters (L)

0,2642

gallons, U.S. (U.S. gal)

liters (L)

1,0567

quarts (qt)

millibar (mbar)

0,0295

inches of mercury (in.hg)

bars (bar)

14,5038.. pounds per square inch (psi)

Imperial/US to metric units

Multiply

To obtain

inches (in)

25,40

millimeters (mm)

feet (ft)

0,3048

meters (m)

nautical miles (nm)

1,8520

kilometers (km)

pounds (lb)

0,4536

kilograms (kg)

gallons, U.S. (U.S. gal)

3,7854

liters (L)

quarts (qt)

0,9464

liters (L)

inches of mercury (in.hg)

33,86

millibar (mbar)

pounds per square inch (psi)

0,0689

bar (bar)

1013,25 mbar = 29.92 in.hg

Temperature

Fahrenheit degrees / Celsius degrees

F =



C =

.(F



32)

Issue 09

Approved under DOA EASA.21J.211

1-7

Hélicoptères Guimbal

SECTION 2

CABRI G2

LIMITATIONS

Section 2 Limitations

GENERAL LIMITATIONS

2-1

COLOR CODE FOR INSTRUMENT MARKINGS

2-2

FLIGHT ENVELOPE LIMITATIONS

2-3

Altitude limitation

2-3

Outside air temperature limitation

2-3

Airspeed limits

2-4

Rotor speed limits

2-4

POWERPLANT LIMITATIONS

2-5

TRANSMISSION LIMITATIONS

2-9

WEIGHT AND BALANCE LIMITATIONS (IMPERIAL UNITS)

2-10

WEIGHT AND BALANCE LIMITATIONS (METRIC UNITS)

2-11

SENSORS FAILURES

2-12

PLACARDS

2-13

Issue 10

EASA Approved

2-i

Hélicoptères Guimbal

SECTION 2

CABRI G2

LIMITATIONS

The information in section 2, Limitations, is approved by EASA.

General limitations

Flight rules:

Only day VFR is approved.

Refer to Night VFR supplement J40-901 for night VFR approbation.

Aerobatic flight is prohibited.

Voluntary in-flight engine shut down is prohibited.

Voluntary in-flight declutching is prohibited.

Flight conditions:

Flight in known icing conditions is prohibited.

Flight in falling snow is authorised provided that snow condition is

compatible with non-icing condition and horizontal visibility is above 1500 m.

Note: If snow accretion on windshield is significant, land or transition to

forward flight.

Minimum crew is one pilot on the right seat.

Left seat harness must be buckled when seat is empty. In this case, left

controls removal is recommended.

Operation is approved with the left seat removed, only if the left controls are

removed.

Operation is approved with either or both doors removed, or unlocked and

partially open for ventilation.

In these cases, no loose object is allowed in the cabin.

Speed limitations are the same than those with doors installed and closed.

Issue 08

EASA Approved

2-1

Hélicoptères Guimbal

SECTION 2

CABRI G2

LIMITATIONS

Color code for instrument markings

Red

Indicates operating limits. The pointer should not

enter red zones or exceed red limits during

normal operation.

Red cross

Indicates power-off VNE

-hatch

Yellow or

Precautionary or special operating procedure

amber

range

Green

Normal operating range

White or

Other indications

Blue

On the EPM, related numerical values are marked with the same color

code.

2-2

EASA Approved

Original issu0

Hélicoptères Guimbal

SECTION 2

CABRI G2

LIMITATIONS

Airspeed limits

VNE power-on

130 kt IAS

-2 kt IAS per 1000 feet Zp

VNE power-off

110 kt IAS

-2 kt IAS per 1000 feet Zp

Caution range

0 - 45 kt IAS

Rotor speed limits

Power-on

Maximum

540 RPM

Green arc

515 to 540 RPM

Minimum

515 RPM

Power-off

Maximum

610 RPM

Caution range

540-610 RPM

Normal range

515-540 RPM

Caution range

450-515 RPM

Minimum

450 RPM

Minimum transient

410 RPM

Rotor brake operation

Maximum

150 RPM

High NR horn

> 594 RPM

Low NR horn

< 466 RPM

2-4

EASA Approved

Issue 10

Hélicoptères Guimbal

SECTION 2

CABRI G2

LIMITATIONS

Powerplant limitations

Operating limitations

Engine speed

Maximum engine speed

2700 RPM

Normal range

2585-2700 RPM

Minimum engine speed, power-on

2585 RPM

Temperature

Maximum cylinder head temperature (CHT)

260°C

(500°F)

Maximum recommended CHT for shut down

180°C

(356°F)

Maximum oil temperature

118°C

(245°F)

Minimum recommended oil temperature before applying full power

................... 60°C

(140°F)

Oil pressure

Maximum

7.9 bar

(115 psi)

Starting and warm-up range

Maximum for flight

6.6 bar

(95 psi)

Minimum for take-off (CLUTCH light OFF)

3.8 bar

(55 psi)

Minimum during idle

1.7 bar

(25 psi)

Fuel pressure

Maximum

0.55 bar

(8 psi)

Minimum

0.02 bar

(0.3 psi)

Issue 10

EASA Approved

2-5

Hélicoptères Guimbal

SECTION 2

CABRI G2

LIMITATIONS

Fuel

Maximum tank capacity

170 L

(45 U.S. gal)

Unusable fuel quantity

1.5 L

(0.4 U.S. gal)

Caution : Do not rely on fuel quantity indication when LOW FUEL light is

ON or EPM warning is active.

Approved grades

........................................................................................AVGAS 100LL

......................................................................................... AVGAS UL91

Alternate grades

Automotive unleaded gasoline can be used temporarily if it complies

with EN228 or ASTM D4814 and following conditions :

Minimum octane rating

98 (*)

Alcohols (ethanol, methanol, etc.)

Zero content

(*) (RON ≥ 98 and MON ≥ 87) or AKI ≥ 93

Note 1 : When using alternate grades, power is limited to maximum

continuous power. Refer to page 2-8.

Note 2: Refer to page 4-15 for management of possible fuel gage error.

Flight envelope restriction, in absence of detailed analysis of gasoline

characteristics :

12000

10000

8000

6000

4000

2000

Fuel

temperature

Note : Above grades can be mixed. If the mix contains any automotive

gasoline, altitude and power restrictions apply.

2-6

EASA Approved

Issue 10

Hélicoptères Guimbal

SECTION 2

CABRI G2

LIMITATIONS

If operator has access to his fuel supply characteristics, following

restriction may be used instead of the above conservative chart :

RVP ≤ 60 kPa (9 psi)

No flight envelope restriction

60 kPa (9 psi) ≤ RVP ≤ 90 kPa (13 psi)

curve raised by 3000 ft Zp :

Zp, ft

12000

10000

8000

6000

4000

2000

Fuel

temperature

Note : Exceeding this flight restriction will result in engine roughness,

then loss of power.

Engine Oil

After break-in, use multigrade oil

MIL-L-22851 or SAE J-1899

Ashless dispersant SAE 15W50 or 20W50

During break-in use straight mineral oil

MIL-L-6082B or SAE J-1966

(50 hours)

OAT

Grade

Above 27°C

(80°F)

SAE 60

Above 16°C

(60°F)

SAE 50

-1°C to 32°C

(30°F to 90°F)

SAE 40

-18°C to 21°C

(0°F to 70°F)

SAE 30

-18°C to 32°C

(0°F to 90°F)

SAE 20W50

Below -12°C

(10°F)

SAE 20

Note 1: Refer to latest Lycoming service Instruction 1014 for lubricating

oil recommendations.

Note 2: Add Lycoming additive LW16-702 or equivalent to oil when

using unleaded fuel during break-in.

Oil quantity

Oil sump capacity

5.7 L

(6 U.S. Quarts)

Minimum oil quantity for take-off

3.8 L

(4 U.S. Quarts)

Gearboxes oil

Use Hélicoptères Guimbal oil HG30-0039 (85W140).

Issue 10

EASA Approved

2-7

Hélicoptères Guimbal

SECTION 2

CABRI G2

LIMITATIONS

Indicated power on MLI

The Multiple Limits Indicator displays the engine power status, based on engine

manifold absolute pressure. The indicator (pointer and digits) displays power

delivered by the engine in terms of margin to the first of these limits whose

relative positions vary with engine inlet air temperature and altitude:

•

Power (PWR) limit: it corresponds to the engine

5-minute power of

119 kW (160 hp). The red radial PWR mark shows that the limit could be

exceeded if the pilot requires too much power.

•

Yellow arc: it corresponds to the range of power above max cont. power

(108 kW - 145 hp) that can be used for 5 minutes, up to 30 kt IAS.

o After 1 minute in the yellow arc, a countdown indicator appears,

displaying time remaining in minutes, surrounded by an increasing arc

of ring figuring the time elapsed up to 5 minutes. The pilot should

lower the power below the yellow arc before the count-down has

elapsed or before exceeding 30 kt IAS.

o After

5 minutes in the yellow arc, it becomes red, showing

maximum duration has elapsed.

o Limitations to use the yellow arc:

Limited to 5 minutes and a maximum airspeed of 30 kt IAS,

AVGAS only. Using alternate grades (refer to 2-6 Fuel) forbids

the use of the yellow arc.

•

Throttle (FLO) limit: it corresponds to full throttle power. FLO limit

corresponds to the maximum power that the engine can deliver. The red

FLO arc warns the pilot that the limit cannot mechanically be exceeded in

order to help him anticipate: the consequence of increasing collective

when FLO limit is reached is the main rotor speed drop.

The part of the yellow arc which extends above FLO limit appears in red,

showing it cannot be used.

The pilot should control the power demand to avoid exceeding PWR limit or 5

minute duration, or avoid entering yellow zone when 30 kt IAS is exceeded.

Exceedance of the limit may result in accelerated engine and transmission

performance degradation, but does not require any emergency procedure. Any

degradation should be identified through normal maintenance in a timely

manner.

Maximum rated - 5 minutes - Max. 30 kt IAS - AVGAS only

........................................................................................ 119 kW - 100 % PWR

Maximum rated - Continuous

108 kW - yellow arc threshold

Full throttle

100 % FLO

2-8

EASA Approved

Issue 10

Hélicoptères Guimbal

SECTION 2

CABRI G2

LIMITATIONS

Power indication

PWR limit mode

FLO limit mode

Limitations:

Red radial mark with arc

Full throttle power

Red radial mark

Maximum rated power

5 minutes

Max. 30 kt IAS - AVGAS

Yellow arc threshold

Maximum rated power

Continuous

After 1 min. in the yellow arc, the 5-min. countdown

After 5 min.:

indicator appears:

Transmission limitations

Main Gearbox power limitation

5-minutes, Max. 30 kt IAS

100 % PWR on MLI

Continuous

yellow arc threshold

Main Gearbox temperature

Caution light

Issue 10

EASA Approved

2-9

Hélicoptères Guimbal

SECTION 2

CABRI G2

LIMITATIONS

Weight and balance limitations (Imperial units)

Maximum Gross Weight

1543 lb

Longitudinal Weight and Balance diagram

1500

1400

1300

1200

1100

1000

78.7

Fore

Aft

Point 1

1036 lb

83.5 in

Point 2

1102 lb

83.5 in

Point 3

1543 lb

79.7 in

Point 4

1543 lb

75.4 in

Point 5

1213 lb

75.4 in

Lateral Balance diagram

3,1

0,0

-3,1

Xcg, in

Note : Rotor axis is

X = 78.7 in

Y = 0 in

2-10

EASA Approved

Issue 10

Hélicoptères Guimbal

SECTION 2

CABRI G2

LIMITATIONS

Weight and balance limitations (metric units)

Maximum Gross Weight

700 kg

Longitudinal Weight and Balance diagram

700

650

600

550

500

450

1900

1950

2000

2050

2100

2150

Fore

Aft

Point 1

470 kg

2120 mm

Point 2

500 kg

2120 mm

Point 3

700 kg

2025 mm

Point 4

700 kg

1915 mm

Point 5

550 kg

1915 mm

Lateral Balance diagram

-80

1900

1950

2000

2050

2100

2150

Xcg, mm

Note : Rotor axis is

X = 2000 mm

Y = 0 mm

Issue 10

EASA Approved

2-11

Hélicoptères Guimbal

SECTION 2

CABRI G2

LIMITATIONS

Sensors failures

When the MASTER is switched on, the EPM carries out a self-test and

displays a test page (refer to page 7-13).

Only one flight should be performed after one of following parameters

are displayed “Failed”, with following restrictions :

Failed parameter

Flight restriction

Use Section 5 to compute available performance

OAT

Apply a margin on temperature

Limit MLI to 85% in PWR mode, 95% for 5 minutes

Pressure

or 100% in FLO mode

T. induction

Carb. heat test : control through NR drop

CHT

Avoid long hover.

Control carb. heat manually

Carb. T

Use carb. heat below 80% MLI

ManP

Use Section 5 to compute available performance

Throttle

Use Section 5 to compute available performance

Oil T

Avoid prolonged hover. Monitor CHT

Oil P

Monitor CLUTCH and OIL P. lights

Fuel Q

Perform an accurate fuel planning

MGB/TGB Chips

Hand-check corresponding plug at take-off

Battery charge

Minimize electrical loads

Keep cabin heat closed

Control carb. heat manually

Carb. heat control

Use carb. heat below 80% MLI

2-12

EASA Approved

Issue 10

Hélicoptères Guimbal

SECTION 3

CABRI G2

EMERGENCY PROCEDURES

Section 3 Emergency procedures

INTRODUCTION

3-1

POWER FAILURES

3-2

General

3-2

Power failure - hover below 8 feet AGL

3-3

Power failure during take-off

3-3

Other in-flight power failures

3-3

DITCHING

3-4

IN-FLIGHT ENGINE RESTART

3-5

ENGINE FIRE

3-6

ELECTRICAL FIRE

3-7

TAIL ROTOR FAILURE

3-8

YAW CONTROL FAILURE

3-8

ENGINE GOVERNOR FAILURE

3-9

EPM FAILURES

3-9

AURAL WARNINGS

3-12

EPM PARAMETERS OUT OF LIMITATIONS

3-12

EPM ALARMS

3-14

CAUTION / WARNING LIGHTS

3-15

Original issue

EASA Approved

3-i

Hélicoptères Guimbal

SECTION 3

CABRI G2

EMERGENCY PROCEDURES

The information in section 3, emergency procedures, is approved by EASA.

Introduction

The following emergency procedures describe the actions the pilot must

take, relative to the various possible failures that can occur.

However, depending on the many variable external environments, such as

the type of terrain flown over, the pilot may have to adapt to the situation

according to his experience.

To help the pilot in his decision process, three recommendations are used :

• LAND IMMEDIATELY

• LAND AS SOON AS POSSIBLE

Emergency conditions are urgent and require landing at the nearest landing

site at which a safe landing can be made.

• CONTINUE FLIGHT

Continue flight as planned. Repair at the destination according to

maintenance manual.

Note: Immediate action that the pilot shall take, or main parameters

are written in bold characters.

In addition to procedures, Warnings, Cautions and Notes can highlight

specific points according to the following definitions:

Warning: An operating procedure, practice, etc., which, if not correctly

followed, could result in personal injury to, or death of, personnel.

Caution: An operating procedure, practice, etc., which, if not correctly

followed, could result in damage to, or destruction of, equipment.

Note: An operating procedure, condition, etc., which is essential to

highlight.

Issue 09.3

EASA Approved

3-1

Hélicoptères Guimbal

SECTION 3

CABRI G2

EMERGENCY PROCEDURES

Power failures

General

Engine failure can be detected by :

• Yaw acceleration, nose to the right,

• Engine noise level decreases,

• Tachometer needles desynchronization on the EPM

(engine

decreases)

• OIL P warning on the EPM and OIL P red light coming ON.

• Plasma beeper,

• Rotor speed decreasing and “low NR” horn.

Caution : A slow decay in engine power, caused by carburetor icing

or air filter clogging, is compensated by the governor and can

be overlooked by the pilot.

The MLI indication will not change while in PWR mode, but

will rapidly shift to FLO mode, then increase to 100%.

Primary transmission failure can be detected by :

• High yaw rate, nose to the right,

• Engine noise level increases,

• Tachometer needles desynchronization on the EPM

(engine

increases). Eventual engine overspeed only if the governor is OFF

• Rotor speed decreasing and “low NR” horn.

In case of a primary transmission failure, apply following power failure

actions. Roll off the twist grip as soon as possible.

Warning :

Safe landing may not be possible if the power failure occurs within

the “unsafe” zone of the H/V diagram (refer to section 5).

Operation inside this zone should be avoided.

3-2

EASA Approved

Original issue

Hélicoptères Guimbal

SECTION 3

CABRI G2

EMERGENCY PROCEDURES

Power failure - hover below 8 feet AGL

The helicopter will normally exhibit little or no tendency to depart in pitch

or roll, hence requiring little correction :

1. Use left pedal input to counter yawing to the right,

2. Cushion landing by raising collective, until high pitch stop if

necessary,

3. Once landed, lower the collective.

Power failure during take-off

Take-off acceleration is the most critical situation for a power failure to

occur, requiring moderate and rapid pilot reaction :

1. Use left pedal input to counter yawing to the right,

2. Use aft cyclic to level the helicopter,

3. Before having reached 30 kt IAS, do not lower the collective,

4. If IAS is above

30 kt IAS, slightly pitch up while slightly

lowering the collective, if needed, to prevent climbing,

5. When approaching the ground, raise the collective to cushion

contact,

6. Use pedals to minimize ground drift,

7. Once stopped, lower the collective.

Other in-flight power failures

All cases :

1. Lower the collective immediately and maintain full down,

2. Use pedals to control yaw,

3. Maintain IAS between

30 and

50 kt IAS

(50 kt IAS

recommended),

4. Select landing area and manoeuvre to land into the wind,

5. Adjust collective to centre NR in green arc,

6. When the landing is ensured, consider engine restarting if

enough time is available. Refer to page 3-5.

7. At about 60 feet AGL, apply aft cyclic to raise the helicopter

nose smoothly and continuously. Below

50 kt IAS, this

manoeuvre will not stop sink rate.

8. As ground closes-on, apply forward cyclic to level the helicopter

while raising the collective to stop sink rate.

9. Use pedals to minimize ground drift,

10. Once stopped, lower the collective.

Note : Average manoeuvre requires about 200 to 300 m (650 to 1000

feet) free of high obstacle.

Original issue

EASA Approved

3-3

Hélicoptères Guimbal

SECTION 3

CABRI G2

EMERGENCY PROCEDURES

Note : During an emergency autorotation, always control airspeed

carefully.

Increasing airspeed above 50 kt IAS makes the landing easier, but

requires a longer landing area.

Confined landing area :

When landing spot is confined, maintain IAS to

30 kt IAS in

descent. Landing spot can be estimated by looking between the pilot

pedals.

Caution : Anticipate that sink rate will not stop until final

collective raise.

Failure above 2000 feet AGL :

It may be practicable to increase gliding distance to reach a better

landing area.

• Best glide ratio is obtained at airspeed approximately

80 kt IAS (no wind). Increase airspeed with high headwind,

• Recommended NR is mid-yellow arc (480 RPM),

• At about 300 feet AGL, reduce IAS between 30 and 50 kt

IAS (50 kt IAS recommended), check NR in green arc and

refer to the above procedure.

Airspeed and rotor speed adjustments will reduce the gliding

distance. Expect a PRACTICAL glide ratio between 2:1 and 3:1 or

0.7 to 1 nautical mile at 2000 feet AGL.

Ditching

1. Apply same procedures as for landing,

2. Head equally between the wind and wave direction,

3. Open doors,

4. Reduce forward and vertical speed to minimum possible before

contact with water,

5. Keep collective up after contact, to help rotor deceleration.

3-4

EASA Approved

Issue 07

Hélicoptères Guimbal

SECTION 3

CABRI G2

EMERGENCY PROCEDURES

In-flight engine restart

Attempt engine restart only when the autorotation is stabilized on the

trajectory to an appropriate landing area, and sufficient time is available.

If successful, power recovery can take only a few seconds.

1. Stabilize autorotation,

2. Check boost pump ON, fuel valve OPEN,

3. Check mixture full forward (RICH),

4. Check both ignition switches ON, upward,

5. Apply about 50 % throttle (90° twist grip),

6. Press starter button.

Note 1 : Governor may be kept engaged or not.

Note 2 : Do not worry for engine very fast acceleration. There is no risk

of overtorque at re-synchronization. Be prepared to yawing to

the left if power recovers.

Note 3 : In absence of perceivable sound, the STARTER light gives a

visual clue that the starter is actually energized.

Issue 01

EASA Approved

3-5

Hélicoptères Guimbal

SECTION 3

CABRI G2

EMERGENCY PROCEDURES

Engine fire

Engine fire can be detected when the EPM fire warning lights up:

FIRE

On the ground :

1. Shut cabin heater OFF,

2. Shut fuel valve OFF,

When engine quits :

3. Switch all switches OFF,

4. Pull rotor brake,

5. Wait for complete rotor stop before evacuating the cabin.

In flight :

Once fire is confirmed :

LAND IMMEDIATELY

1. Shut cabin heater OFF,

2. Lower the collective to enter autorotation as per procedure

page 3-3,

3. Shut fuel valve OFF,

4. Shut fuel pump OFF,

5. Above

8000 feet AGL, increase airspeed to

90 kt IAS to

accelerate the descent,

6. Perform an autorotation landing according to pages 3-3 and 3-4

7. Pull rotor brake,

8. Wait for complete rotor stop before evacuating the cabin.

3-6

EASA Approved

Original issue

Hélicoptères Guimbal

SECTION 3

CABRI G2

EMERGENCY PROCEDURES

Electrical fire

Can be detected by a strong smell of burning and/or by smoke.

1. Switch alternator OFF,

2. Switch MASTER OFF,

Note : EPM and NR lights are no longer powered.

3. Move NR switch to “Backup” position,

4. Use NR lights (Backup position) to monitor rotor speed.

Note : Remaining electrical equipment are those on direct battery : BARC

backup and ignition system. Refer to page 7-7 for electrical system

description.

If fire source is determined, switch the other systems ON

If electric fire continues, LAND IMMEDIATELY.

If not, LAND AS SOON AS POSSIBLE.

Notes :

• With MASTER and alternator both OFF, engine still operates with

both ignitions, but without the governor.

• With MASTER OFF and NR switch on “Backup”, following lights are

still operative :

˛ High, Normal and Low NR,

˛ LOW FUEL caution.

Issue 09.3

EASA Approved

3-7

Hélicoptères Guimbal

SECTION 3

CABRI G2

EMERGENCY PROCEDURES

Tail rotor failure

It could consist either in a tail rotor transmission failure, or in a tail rotor loss.

This failure can be detected by sudden yaw acceleration - nose to the left -

and/or totally ineffective pedals.

Caution : Nose to the right : probable engine failure

Nose to the left : probable tail rotor failure

Hovering IGE :

1. LAND IMMEDIATELY,

2. Reduce throttle in order to reduce left yaw rate,

3. Cushion contact with the ground by applying collective pitch up

to high stop if necessary.

Other flight cases :

1. Switch governor OFF,

2. Adjust power to maintain 70 to 80 kt IAS,

3. Reach an appropriate surface for an autorotation running

landing,

4. Enter autorotation, roll-off throttle to its stop and carry out a full

autorotation landing. Reduce airspeed as late as you can. Land

with as much airspeed as the surface permits.

Yaw control failure

Hovering IGE :

1. LAND IMMEDIATELY,

2. Lower the collective slowly enough to land smoothly, while

rolling-off throttle to reduce yawing nose to the right.

Other flight cases :

1. LAND AS SOON AS POSSIBLE,

2. Adjust IAS to 70 - 80 kt IAS,

3. Adjust power to minimize sideslip and keep nose to the right,

4. Reach an appropriate surface for a running landing.

Carry out a cautious landing. Reduce airspeed as late as you

can. Land with as much airspeed as the surface permits.

Note : Prefer wind from the right.

3-8

EASA Approved

Issue 10

Hélicoptères Guimbal

SECTION 3

CABRI G2

EMERGENCY PROCEDURES

Engine governor failure

Engine governor failure can be detected by the following :

• Rotor/Engine speed is not regulated in green arc and throttle

extreme position is not reached,

• Rotor/Engine speed changes in level flight,

• If there is a doubt, roll the twist grip slightly and check grip’s

reaction.

• GOV light is blinking,

When it is detected :

1. Hold the twist grip firmly, and overtake the governor action,

2. Switch governor OFF,

3. Regulate Rotor/Engine speed in the middle of green arc with

twist grip,

4. CONTINUE FLIGHT

Caution : Always overtake the governor and stabilize NR in green arc

before any other action is taken.

EPM failures

Complete loss of EPM display:

1. LAND AS SOON AS POSSIBLE

2. Switch NR switch to Back-up position, check green light,

3. Rotor/Engine speed is controlled by the governor and can be

checked using high and low NR warning lights.

4. Control carburetor heat manually :

Select COLD position at high power,

Select HOT position at low power

5. In this case, if LOW FUEL lights : LAND IMMEDIATELY

Erratic engine / rotor speed de-synchronization :

Reduce power gradually.

If de-synchronization indication continues :

1. Refer to NR lights indicator for reliable rotor speed,

2. Switch the engine governor OFF,

3. Monitor the rotor speed in the green arc,

4. LAND AS SOON AS POSSIBLE

If de-synchronization stops :

1. Consider the EPM is operative, and the transmission is

questionable

2. Limit power to avoid any de-synchronization reading

3. LAND AS SOON AS POSSIBLE

4. Conduct a cautious landing, with minimum power, and gradual

power increase. Refer to procedure page 3-2.

Issue 09.3

EASA Approved

3-9

Hélicoptères Guimbal

SECTION 3

CABRI G2

EMERGENCY PROCEDURES

MLI failure :

Detected by the indication XXX on MLI

1. Above 5500 feet Zp, you will always be limited by full throttle,

Below 5500 feet Zp, do not exceed 80 kt IAS in level flight to

prevent overpower.

CONTINUE FLIGHT

2. Make a cautious landing in conditions requiring not more power

than previous take-off.

MLI degraded modes :

In case of one of following parameters loss, the MLI shifts automatically to a

degraded mode :

• Engine speed,

• Throttle position,

• OAT,

• Ambiant air pressure.

Degraded mode is signaled by the MLI indication displayed in yellow.

CONTINUE FLIGHT

EPM CPU overtemperature failure :

When overtemperature is detected, the EPM displays this warning, then

shuts down 30 seconds later.

Refer to Complete loss of EPM display procedure.

If conditions for overtemperature have disappeared, a restart can be

attempted : wait for a low workload moment in stabilized flight, switch ALT.

OFF, then switch Master OFF for a short moment, then ALT. ON again.

3-10

EASA Approved

Issue 09

Hélicoptères Guimbal

SECTION 3

CABRI G2

EMERGENCY PROCEDURES

Loss of engine speed sensor :

Detected by the indication XXX on engine EPM indicator and loss of

governor (frozen twist-grip).

1. Refer to NR indicator for engine speed indication,

2. Overtake the governor by firmly gripping the twist-grip,

3. Once NR is in green arc, switch governor OFF,

4. Regulate throttle manually to keep the NR in green arc

CONTINUE FLIGHT

Loss of main rotor speed sensor :

Detected by the indication XXX on rotor EPM indicator.

1. Keep powered flight, no de-synchronization (no fast descent,

nor autorotation practice),

2. Refer to NM indicator for rotor speed indication,

CONTINUE FLIGHT

Loss of automatic carburetor heat regulation :

Detected by Tcarb warning in flight

(Tcarb in yellow zone). Refer to

page 3-12.

Issue 09.3

EASA Approved

3-11

Hélicoptères Guimbal

SECTION 3

CABRI G2

EMERGENCY PROCEDURES

Aural warnings

Loud horn warning :

A continuous tone warns the pilot when rotor speed approaches low speed

limit.

An intermittent tone warns the pilot when rotor speed approaches high

speed limit.

A short tone warns the pilot when the LOW FUEL light goes on.

Note : The continuous horn can be temporarily muted by setting the NR

switch to MUTE. It reengages itself when the condition disappears.

Beeper warning :

A high-frequency continuous beep warns the pilot in three situations :

• when oil pressure is lost with Plasma ignition ON - in conjunction

with OIL P red warning light,

• to warn that engine ignition is HOT at startup,

• to prevent from leaving the Plasma ignition ON when leaving the

helicopter (MASTER OFF as well as ON).

EPM parameters out of limitations

Note: All EPM parameters are displayed in corresponding color (inverted),

and blink during 10 seconds when exceeding limit.

Parameter

Exceeds

Corrective actions

1. Check how much bricks are lightened,

2. Move carb heater switch to HOT as

necessary,

3. Check bricks appears and temp gets out of

yellow and CONTINUE FLIGHT

Carb T

Yellow arc

˘ If stays, avoid prolonged flight at low power

setting.

˘ In case of carb. icing (*),

LAND AS SOON AS POSSIBLE

Carry-on a cautious landing.

(*) Refer to page 3-2 for detection means

3-12

EASA Approved

Issue 09.3

Hélicoptères Guimbal

SECTION 3

CABRI G2

EMERGENCY PROCEDURES

Parameter

Exceeds

Corrective actions

• If in hover, land or depart in translation

• If in translation, reduce power

CHT

Red arc

˘ If indication stays into red arc,

LAND AS SOON AS POSSIBLE

Once landed, keep nominal NR for cooling

• If in hover, land or depart in translation

• If in translation, reduce power

Red arc

˘ If indication stays into red arc,

Oil T

LAND AS SOON AS POSSIBLE

Once landed, keep nominal NR for cooling.

Wait to apply full power

Yellow arc

Allow to warm-up.

• Cold starting : allow engine to warm-up

Red arc

• Flight : reduce power

> 7.9 bar

If stays into red arc :

(115 PSI)

LAND AS SOON AS POSSIBLE

• Normal at cold starting and during engine

Yellow arc

warm-up,

6.6< 7.9 bar

• Flight : reduce power.

(95< 115 psi)

If stays into yellow arc :

Oil P

LAND AS SOON AS POSSIBLE

Yellow arc

• Normal at idle,

1.7 <  3.6 bar

• Flight : CLUTCH light should light soon

(25 <  52 psi)

after. Refer to p 3-16 - CLUTCH.

Red arc

LAND AS SOON AS POSSIBLE

< 1.7bar

Monitor OIL P warning light.

(25 PSI)

˘ If ON LAND IMMEDIATELY

Red arc

1. Check boost pump ON

< 0.03 bar

2. Reduce power and reach Vy = 50 kt IAS

(0.5 PSI)

LAND AS SOON AS POSSIBLE

Fuel P

Red arc

1. Switch boost pump OFF

> 0.55 bar

2. Check a decrease

(8 PSI)

LAND AS SOON AS POSSIBLE

Issue 09.3

EASA Approved

3-13

Hélicoptères Guimbal

SECTION 3

CABRI G2

EMERGENCY PROCEDURES

Parameter

Exceeds

Corrective actions

Display in

Check with LOW FUEL warning light

LOW FUEL

Red  10 L

˘ If ON : LAND IMMEDIATELY

(2.6 U.S. gal)

Check ALT switch ON.

Battery is not being charged. Turn all non-

BATT

essential equipment OFF.

Battery

Yellow

LAND AS SOON AS POSSIBLE

charge

Caution : Prolonged flight without alternator

can result in loss of electronic and electrical

equipments.

EPM Alarms

Alarm

Signification

Corrective actions

1. Shut cabin heater OFF

Carbon

2. Open vents

monoxide

3. Ground or hover : change heading

Amber

cabin

4. If symptoms of CO poisoning (headache,

pollution

drowsiness, dizziness) accompany light,

LAND IMMEDIATELY

If alarm is accompanied by any indication of

a problem such as noise, vibration or MGB

MGB / TGB

Gearbox

temperature light,

Chips

degradation

LAND IMMEDIATELY

Amber

If there is no other indication of a problem,

LAND AS SOON AS POSSIBLE

Engine

Fire

Refer to procedure page 3-6

compartment

Red

LAND IMMEDIATELY

fire

3-14

EASA Approved

Issue 09.3

Hélicoptères Guimbal

SECTION 3

CABRI G2

EMERGENCY PROCEDURES

Caution / Warning lights

Light

Signification

Corrective actions

STARTER

Starter is

Release starter button as needed

Amber

energized.

If stays when

Immediately pull the mixture OFF to shut

STARTER

starter button is

the engine down and switch MASTER

(stays on)

released : starter

OFF.

Amber

relay is stuck

Have starting system serviced.

GOV OFF

Governor is

Control Engine/Rotor RPM

Blue

disengaged

with twist grip. CONTINUE FLIGHT

If rotors are desynchronized from engine :

Apply collective to resynchronize

- If blinking stops

CONTINUE FLIGHT and keep rotor

synchronized with engine

GOV OFF

Governor is

- if blinking does not stop, see below :

(blinking)

inoperative

Blue

If rotors are synchronized with engine :

Disengage the governor

Control Engine/Rotor RPM

with twist grip.

CONTINUE FLIGHT

BRAKE

Rotor brake

Disengage and lock

Amber

engaged

OIL P

Low oil pressure

LAND IMMEDIATELY

Red

1. Move to 50 - 80 kt IAS translation

2. If MGB T° stays on and if light is

MGB T°

High gearbox

accompanied by any indication of a

Amber

temperature

problem such as noise or vibration,

LAND AS SOON AS POSSIBLE

Avoid : sideslips & sharp maneuvers

If EPM reads < 10 liters (2.6 U.S. gal) :

About 12 liters

LOW FUEL

LAND IMMEDIATELY

(3.2 U.S. gal)

Amber

remaining

When using automotive gasoline without

specific fuel gauge (see p 4-15), consider

as a red warning : LAND IMMEDIATELY

Issue 09.3

EASA Approved

3-15

Hélicoptères Guimbal

SECTION 3

CABRI G2

EMERGENCY PROCEDURES

Light

Signification

Corrective actions

Check charge indicator on EPM (BATT).

If green or white : battery is being

charged. CONTINUE FLIGHT.

Have the alternator regulator serviced

Alternator,

after flight.

ALT

regulator or battery

If yellow : battery is not being charged.

Amber

charging

Turn all non-essential equipment OFF.

malfunction

LAND AS SOON AS POSSIBLE

Caution : Prolonged flight without

alternator can result in loss of electronic

and electrical equipment.

Belt tensioning

(clutching),

Refer to normal procedure

detensioning

(declutching)

CLUTCH

Amber

clutch pressure

Reduce power until light is off.

too low

If continuous : Reduce IAS to 50 kt IAS

LAND AS SOON AS POSSIBLE

Belt worn out

Be prepared to enter autorotation

NR (High) - Amber

Raise the collective or Reduce throttle

NR (Low) - Amber

Lower the collective or Increase throttle

Note : Blinking light corresponds to

Yellow arc

on EPM

Continuous light warns when approaching... Red limit

tachometer

3-16

EASA Approved

Issue 09.3

Hélicoptères Guimbal

SECTION 4

CABRI G2

NORMAL PROCEDURES

Section 4 Normal procedures

GENERAL

4-1

AIRSPEEDS FOR SAFE OPERATION

4-1

DOORS

4-1

DOORS-LOCK AND ANTI-THEFT

4-2

BEFORE FLIGHT

4-2

DAILY OR PRE-FLIGHT CHECKS

4-2

INTER-FLIGHT CHECK

4-7

BEFORE STARTING ENGINE

4-9

STARTING THE ENGINE

4-11

BEFORE TAKE-OFF

4-12

TAKE-OFF PROCEDURE

4-13

CLIMB

4-14

CRUISE AND/OR LEVEL FLIGHT

4-14

FLIGHT TIME MANAGEMENT

4-14

FUEL QUANTITY MANAGEMENT WITH ALTERNATE FUEL

4-15

APPROACH AND LANDING

4-16

ENGINE / ROTOR SHUTDOWN

4-16

DISENGAGEMENT WITH ENGINE OFF

4-16

TRAINING

4-17

Power failure in hover in ground effect practice

4-18

Autorotation practice

4-18

Aborting autorotation practice

4-19

EPM failure

4-19

Engine governor failure practice

4-20

Issue 10.1

EASA Approved

4-i

Hélicoptères Guimbal

SECTION 4

CABRI G2

NORMAL PROCEDURES

The information in section 4, Normal procedures, is approved by EASA.

General

This section contains instructions and procedures for operating the

helicopter, from the planning stage through all the mission.

Normal and standard conditions are assumed in these procedures.

Pertinent data in other sections is referenced when applicable

The instructions and procedures contained herein are written for the

purpose of standardization and are not applicable to all situations.

They cannot replace pilot’s appreciation of each particular situation.

This Section contains Warnings, Cautions and Notes. Refer to

definitions page 3-1.

Airspeeds for safe operation

Use of yellow arc power - 5 minutes - AVGAS only

Max. 30 kt IAS

Take-off and climbs

50 kt IAS

Best range

80 kt IAS

Autorotation (also see page 3-2)

50 kt IAS

Never-exceed speed (VNE), power on

130 kt IAS

-2kt IAS per 1000 feet Zp

Never-exceed speed (VNE), power off

110 kt IAS

-2kt IAS per 1000 feet Zp

Doors

Operation with one or two door(s) removed is allowed with no additional

limitation in the whole flight envelope.

Each door is equipped with a restraining strap which enables partial

opening for venting purpose.

Operation is allowed with no additional limitation with one or two doors

unlatched in this way, partially opened, secured by the restraining strap.

In all these cases, make sure that all harnesses are buckled and secure all

loose objects. Warn passenger to keep head, arms and objects inside the

cabin to avoid high velocity airstream.

Issue 10

EASA Approved

4-1

Hélicoptères Guimbal

SECTION 4

CABRI G2

NORMAL PROCEDURES

Doors-lock and anti-theft

To unlock / lock the doors, press the corresponding button on the key-ring

radio transmitter. Check the flashing strobe light confirmation.

If the transmitter is ineffective, check the “Auxiliaries” breaker inside the

battery box.

Unlocking / locking the doors also enables / disables the engine starter, if

active (refer to page 7-19).

Note : The starter is enabled when the rotor is turning above 400 RPM,

whatever the antitheft state.

Before flight

The pilot should be familiar with helicopter limitations detailed in Section 2

of this manual.

The pilot should have checked weight and balance. Refer to Section 2 and

Section 6 of this manual.

The pilot should check helicopter performance according to Section 5 of this

manual.

The pilot should carry out a pre-flight check before each flight.

The use of automotive gasoline without specific fuel gauge leads to fuel

gage error and time remaining to starvation display error. Refer to page

4-15 for fuel management with automotive gasoline.

Daily or Pre-flight checks

The following check must be carried out before each flight.

However, if the helicopter is operated by a single pilot, or in an organization

where checks are done by a qualified mechanic, this check may be carried-

out daily, before the first flight of the day.

In this case, an inter-flight check should be done between each flight (refer

to page 4-7).

Preliminaries

Remove airframe covers, Pitot and static plugs, blade tie downs and

exhaust plug.

In cold weather, remove all frost, ice or snow.

Purpose of the following inspection is to :

Visually check the helicopter general condition,

Detect leakage indications,

Detect aluminum fretting marks : dark powder marks,

Detect steel fretting marks : black or brown marks/residues,

Detect overheating marks (color changing),

Detect damages (impacts, scratches, cracks, frictions,

corrosion…).

4-2

EASA Approved

Issue 09

Hélicoptères Guimbal

SECTION 4

CABRI G2

NORMAL PROCEDURES

Note : All castellated nut must be locked by cotter pin.

Lockwire must be tight.

Torque-seal marks must be intact.

Definition of Cabri G2 inspection stations

Station 1 :

Main rotor blades (each 3) :

Clean, particularly at leading-edge

Leading edge

hand-check for damage or debonding

Tips bolts

Check lockwiring

Right door hinges

Check

Door hinge safety pins (early models only)

Installed

Windshield condition and cleanliness

Check

Sideslip string indicator

Check

Lower windows condition and cleanliness

Check

Landing light

Check

Pitot tube

Cover removed, check

Static pressure port

Plug removed, check

Front gear bow attachment

Check

Left door hinges

Check

Door hinge safety pin (early models only)

Installed

Issue 09

EASA Approved

4-3

Hélicoptères Guimbal

SECTION 4

CABRI G2

NORMAL PROCEDURES

Station 2 :

Fuel cap

Closed secured - and key locked if equipped

Navigation lights

Check

Front and main gear bow condition

Check

Landing gear pants and skid condition

Check

Skid shoes

Check

Left bear paw (if installed)

Check, locked

Fuel manifold

No leak

Drain valve

Sample

Cowling hinge

Check

Open the left engine cowling

Battery strap

Check

Battery terminals

Tightened

Battery breakers (see page 7-10)

All set

MAP lines

Check

Transmission belt

Check

Belt slack

Check

Electronic ignition coils attachment

Check

Ignition wires

Check

Engine and baffling general condition

Check

Engine skirts condition and attachment

Check

Exhaust pipes

Check

Heat muff and hose condition

No cracks

Mixture control

Check

Throttle control

Check

Air box attachment

Check

Auto carburetor heat

Check cold

Engine connector

Locked

Engine mount condition

Inspect for cracks or corrosion

Engine rubber mounts

Check

Magneto connection

Check

Fuel pump and hose

No leak

Oil cooler air hose

Check

Flexible push-pull control

Check

Left tail boom attachments

No crack

Cotter pins Installed

Cowling

Close and lock front latch

Station 3 :

Left tail boom side general condition

No damage

Horizontal stabilizer

Shake and inspect

Strobe light

Check

Rotor duct

Clean

Tail rotor blades condition

Clean, no impact

Tail rotor blades slack

Check all 7

Tail skid and attachment

Check

4-4

EASA Approved

Issue 09

Hélicoptères Guimbal

SECTION 4

CABRI G2

NORMAL PROCEDURES

Station 4 :

Tripod attachments

Check

Tail gearbox oil level

Check - Minimum is mid-sight gage

Chip detector

Locked

Pitch lever and rod end

Check free-play

Horizontal stabilizer

Check

Rear transmission tube

Check while turning main rotor

Right tail boom side general condition

No damage

Transmission bearings bolts and plugs

Check tight

Station 5 :

Muffler exhaust

Check and shake

Right cowling hinge

Check

Open the right engine cowling

Right tail boom attachments

No crack

Cotter pins

Installed

Muffler

No crack or interference with engine frame

Oil filter

Locked, no leak

Engine oil dipstick

Check 4 to 6 Qt and tighten

Engine mount condition

Inspect for cracks or corrosion

Fuel line condition

Check

Clutch distributor and attachment

Tight, no leak

Oil cooler pipes

No leak

VHF antenna

Check

Engine cooling intake screen

Inspect and clean

Winter air flow restrictor

check if installed

Ignition wires

Check

Engine and baffling general condition

Check

Rotor brake

Check pads and clearance

Flex coupling and bolts

Tight - no crack

Upper pulley

Check

Clutch actuator

Retracted

Main gearbox oil level

Check - Minimum is mid-sight gage

Chip detector

Locked

Inspection door

Closed

Engine skirts condition and attachment

Check

Exhaust pipes

Check

Carburetor heating hose

Check

Air intake duct and hose

Check

Gascolator drain

Sample

Fuel flow sender

Check

Aft landing gear attachment

Check

Cowling

Close and lock both latches

Front and main gear bow condition

Check

Landing gear pants and skid condition

Check

Issue 07

EASA Approved

4-5

Hélicoptères Guimbal

SECTION 4

CABRI G2

NORMAL PROCEDURES

Skid shoes

Check

Right bear paw (if installed)

Check, locked

Navigation lights

Check

Open the luggage door, step for main rotor examination :

Blade bolts

Check

Elastomeric thrust bearings

Check elastomer condition

Main rotor hub

Check nicks or corrosion

Lead-lag dampers :

- Elastomer condition

No crack

- Rod ends

Free without looseness

Anti-vibrating pendulums (if installed)

visual and free motion check

All control rod-ends

Free without looseness

Droop stop ring

Visual check

Rotating and non-rotating scissors

Free with moderate looseness

Swashplate

Check no free-play

Main gearbox upper fitting

Check

Air intake and MGB compartment

No foreign object

Engine air intake screen

Inspect and clean

Blades leading edge

No debonding

Step down and slam luggage door

Inside the cockpit

Stroking seats :

- Upper slide

Aligned

- Attachment

Check

Harnesses

Check

Main controls condition

Check

Pedals condition

Check

Objects inside

Stowed

Removable controls (if installed)

Check

Cap on cyclic root (if luggage secured in left cabin)

Check

Instruments and switches

Check

All breakers

4-6

EASA Approved

Issue 09

Hélicoptères Guimbal

SECTION 4

CABRI G2

NORMAL PROCEDURES

Inter-flight check

This paragraph describes the inter-flight check that should be carried out in the

case described page 4-2.

Station 1 :

Main rotor blades (each 3) :

Leading edge

hand-check for damage or debonding

Right door hinges

Check

Pitot tube

Cover removed, check

Static pressure port

Plug removed, check

Left door hinges

Check

Station 2 :

Fuel cap

Closed secured - and key locked if equipped

Front and main gear bow condition

Check

Landing gear pants and skid condition

Check

Skid shoes

Check

Left bear paw (if installed)

Check, locked

Cowling

Latched

Issue 09

EASA Approved

4-7

Hélicoptères Guimbal

SECTION 4

CABRI G2

NORMAL PROCEDURES

Station 3 :

Left tail boom attachments

Check

Horizontal stabilizer

Shake and inspect

Rotor duct

Clean

Tail rotor blades

No impact

Tail skid and attachment

Check

Station 4 :

Tripod attachments

Check

Tail gearbox oil level

Check - Minimum is mid-sight gage

Chip detector

Locked

Horizontal stabilizer

Check

Station 5 :

Right tail boom attachments

Check

Muffler exhaust

Check

Cowling

Latched

Front and main gear bow condition

Check

Landing gear pants and skid condition

Check

Skid shoes

Check

Left bear paw (if installed)

Check, locked

Open the luggage door, step for main rotor examination :

Rotor hub

General check

Air intake and MGB compartment

No foreign object

Engine air intake screen

Inspect and clean

Blades leading edge

No debonding

Step down and slam luggage door

Inside the cockpit

Main controls condition

Check

Pedals

Check

Objects inside

Stowed

Removable controls (if installed)

Check

Cap on cyclic root (if luggage secured in left cabin)

Check

4-8

EASA Approved

Issue 09

Hélicoptères Guimbal

SECTION 4

CABRI G2

NORMAL PROCEDURES

Before starting engine

Harnesses

Both fastened

Cockpit

All objects correctly secured

Pedals

Full travel free

Collective

Friction released, full travel free, then move back down

Cyclic

Full travel free

Breakers

Hourmeter

Checked

Fuel shut-off valve

Checked ON

Altimeter

Set

All switches

OFF

Carburetor heating switch

Auto

MASTER switch

NR switch

Backup

NR green light

Checked ON

Lights and NR horn automatic check

Monitored, all working

except STARTER

EPM starts

Watch flight log

Push #2 key to enter configuration page.

Set configuration as desired

refer to page 7-13

Push #1 key to freeze flight log page, push again to carry on.

Watch self-test

If a parameter is failed, the page stays until acknowledged.

Refer to page 2-12 for no-go parameters.

Watch flight screen

No alarm except : OIL P - FUEL P - OIL T - CARB T (if OAT

corresponds)

If engine is cold

Cross-check OAT - CHT - OIL T - CARB T

Fuel quantity

Check

Governor

OFF, check GOV OFF light ON

Mixture

Forward, full rich

Note 1 : Before starting, NR green light, GOV OFF, OIL P, ALT. lights are

on. CLUTCH light may also be ON.

Note 2 : The EPM has preflight functions described page

7-11 and

following pages.

Note 3 : When the helicopter is soaked at very low temperature, (less than

-17°C / 0°F) the EPM display may not start at once. Switch

MASTER OFF and wait a few minutes in the cabin before

switching it back ON.

Issue 08

EASA Approved

4-9

Hélicoptères Guimbal

SECTION 4

CABRI G2

NORMAL PROCEDURES

Warning :

• The clutch may have stayed engaged, or engage unexpectedly,

allowing the rotor to turn at starter engagement.

• The blades can be very dangerous particularly at low speed, and

with gusts or wind. They are very heavy and flexible.

˛ Never engage the starter while the area is not completely clear of

people and foreign objects in a 6 meter (20 foot) radius. The

blades may turn unexpectedly.

˛ The pilot must not leave the cockpit as long as the engine or the

rotor turns. He must wait complete stop.

˛ Strictly forbid all people presence in the rotor area - 6 meter

(20 foot) radius, while the engine is running or the rotor is turning,

unless controlled by the pilot in command as follows :

˛ To allow a person enter or exit the cabin or rotor area - 6 meter

(20 foot) radius, the pilot must :

1. Make sure the wind is less than 20 kt,

2. Hold the collective down,

3. Hold the cyclic slightly aft,

4. Maintain the RPM steady in the yellow - green arc,

5. Watch the person in lateral sector and allow by a head sign.

Do not move the cyclic while the person has started

moving towards the helicopter.

It is the pilot’s responsibility to make sure that take-off and landing area is

clear from all people that could be endangered, and that all people

approaching the helicopter are well aware of above warnings, and

briefed to :

1. Stay clear 6 meters (20 feet) of the helicopter,

2. Watch the pilot and wait his sign before moving into the

rotor area,

3. Bend forward and keep hands, cloths and objects low,

4. Move in the lateral area, in pilot’s sight.

4-10

EASA Approved

Issue 09.3

Hélicoptères Guimbal

SECTION 4

CABRI G2

NORMAL PROCEDURES

Starting the engine

Headset, Radio

ON if needed

Altimeter setting

Correlated with ATC information

Compass heading indication

Verified

Strobe

Fuel pump

ON, check Fuel pressure increase

Manual fuel injections

As needed

Throttle

Monitor on MLI : START as required between 0% and 15 %

Rotor brake

Apply - check the light - lock forward

Mixture

Full rich forward

Ignitions, Magneto and Plasma

ON, check beeper

Area

Clear

Radio clearance if needed

Starter

Activate

STARTER light

checked ON and back OFF when switch is released

After engine starts, reduce throttle to set engine speed to :

..............................................................................Warm engine : idle

Cold engine : 1000 RPM

Check oil pressure light

OFF within 30 seconds of starting

If not, shutdown the engine by mixture off

Collective

Down, friction on

Alternator

ON, check ALT goes off

CLUTCH

Engage and lock switch - check light is ON

Throttle

Adjust if necessary to avoid engine stall

Rotor and Engine indicators

Synchronized

CLUTCH light

Wait for OFF

Note 1: Manual fuel injections: raise the collective lever to approx. one third of

its stroke so that mechanical correlation allows large throttle strokes.

Then, roll the twist grip back and forth 2-3 times. This actuates the

carburetor mechanical acceleration pump and injects fuel in the inlet

manifold.

Note 2: Cold weather starting:

After a failed starting attempt, oil pressure red light may stay off a

while because of viscous cold oil. Pilot should crank again within 80

seconds of previous cranking. Otherwise, cranking will be inhibited

until oil pressure decreases in the red zone.

When starting an engine soaked at very cold temperature (-20 to

-10°C/-4 to 14°F), apply not less than 5 fuel injections and avoid high

throttle settings. Refer to SL10-001 for detailed recommendations.

Note 3: Depending on belt condition and temperature, the rotor may slightly

engage from engine start. In this case, engage clutch to avoid

prolonged belt slippage.

Note 4: As the rotor begins to spin, a cyclic stick rotation may occur. Center

the stick smoothly.

Note 5: ALT light may flicker at idle. Check ALT lights goes off above

1500 RPM.

Issue 08

EASA Approved

4-11

Hélicoptères Guimbal

SECTION 4

CABRI G2

NORMAL PROCEDURES

Ignition test :

Set engine speed to

2000 RPM (upper purple radial mark)

Plasma OFF 5 sec. - maximum drop

300 RPM (lower radial mark)

Magneto OFF 5 sec. - maximum drop

100 RPM

Set rotor speed

NR < 450 RPM

Wait for Oil temperature increase as needed.

Set rotor speed to

530 RPM

Check BARC backup green light lights ON

CARB. HEAT

HOT

Wait for an additional Carb brick to pop

Check that NR drops

CARB. HEAT

COLD

Wait for the additional Carb brick to disappear

Check that NR increases

CARB. HEAT

AUTO

Roll-off throttle to idle

Check needles desynchronization

Check lower BARC light blinks when NR in yellow arc

Check warning horn when NR approaches lower red limit

Switch BARC to mute warning horn. This will also switch to

normal mode

Check idle stabilization

Governor ON, Roll-in throttle

check governor engages from NR = 400 RPM

Check rotor speed in green arc

Before take-off

Oil temperature

30°C (86°F) minimum recommended

60°C (140°F) minimum for max power

Doors

Closed or secured with strap

Harnesses

Both fastened

Pressures and temperatures

Green arcs

Warning and caution lights

OFF

Performance calculation

first limit checked on MLI

Landing light and NAV. light

As needed

Radio

As needed

Collective friction

Released

4-12

EASA Approved

Issue 05

Hélicoptères Guimbal

SECTION 4

CABRI G2

NORMAL PROCEDURES

Take-off procedure

On clear flat area

1. Apply collective pitch progressively to stabilize hover at 2 feet skid height.

2. Adjust cyclic trim.

3. Check engine parameters in green arcs and warning / caution lights OFF.

4. Apply slight forward cyclic to accelerate at a constant height.

5. At 45 kt IAS, rotate to reach and maintain 50 kt IAS.

6. Once climb is stabilized, adjust power as needed. Rate of climb should not

exceed 500 ft/min below 100 feet in order to ease piloting in case of an

engine failure.

7. Follow take-off profile shown on Height-Velocity diagram shown page 5-3 :

2 ft

10 ft

0 kt

45 kt

20 ft

50 kt

Note 1 : Take-off is possible without increasing power in case of a very slow

acceleration on hard surface.

Note 2 : Take-off run may be shortened, by raising slightly the collective to

compensate for height loss, if power margin enables it.

On other surface (confined area or surrounded by obstacles)

Refer to HOGE performance page 5-4.

Adapt acceleration procedure to environment by keeping rotor disk above

horizon and avoiding as far as possible Height / Velocity limiting area (refer

to page5-3).

Original issue

EASA Approved

4-13

Hélicoptères Guimbal

SECTION 4

CABRI G2

NORMAL PROCEDURES

Climb

Prescribed climb speed is 50 kt IAS.

Adjust power to obtain desired rate-of-climb. Maximum allowed power is

yellow arc threshold on MLI.

If full throttle is reached (100 % FLOW on the MLI), the rotor speed may

decrease. In this case, slightly lower the collective to recover rotor speed.

Cruise and/or Level flight

All parameters

Green arcs

Warning and caution lights

OFF

Fuel remaining

Check

Economy cruise is obtained with

10% below yellow arc on MLI

Fast cruise is obtained with

yellow arc threshold on MLI

Maximum endurance speed is

50 kt IAS

Best range speed is

80 kt IAS

Flight time management

The EPM has two features to ease flight management :

• A fuel flow computer, giving different data described page 7-15,

• A flight time counter, displaying the real flight time to be logged,

described page 7-14.

The flight time display is frozen at rotor shutdown, until next start-up, and is

stored in the EPM flight log page.

The average fuel flow during ongoing flight is stored in the EPM flight log

page.

One flight is counted from rotor start-up, to rotor shutdown.

Caution : The fuel gage and fuel flow indication have a lower accuracy than

their display.

Always perform a cautious fuel planning, and take adequate

reserve for the kind of operation.

Always trust the LOW FUEL warning light as per page 3-15.

4-14

EASA Approved

Issue 10

Hélicoptères Guimbal

SECTION 4

CABRI G2

NORMAL PROCEDURES

Fuel quantity management with alternate fuel

The use of automotive gasoline without specific fuel gauge (MOD 12-051 or

corresponding Service Bulletin) leads to fuel gage error and time remaining

to starvation display error. In this case :

- for flight preparation, take into account actual fuel quantity rather than

gage indication,

- When loading more than 150 liters of automotive gasoline, switch Master

ON and check that gage is displaying quantity up to

179 liters

(47 ¼ U.S.gal). Above this value, the EPM considers it an error and displays

XXX. In this case, this indication is not a no-go.

- in flight, correct reading using the chart below. Mixing with AVGAS leads

to intermediate error readings

- As per emergency procedure section, LOW FUEL light, which is

independent of fuel gage, should be considered as a warning and lead to

immediate landing.

FUEL GAGE ERROR

with Automotive gasoline in Avgas

160

100%

140

AVGAS

120

1/3

Automotive

100

2/3

100%

Automotive

100

120

140

160

XXX

INDICATION

Note: Above 150 liters in the tank, measured value may exceed 180

liters, therefore leading to XXX fuel gage indication for a maximum of 30

minutes of flight. This will lead to a warning on the test page at the

beginning of the following flight.

Issue 09

EASA Approved

4-15

Hélicoptères Guimbal

SECTION 4

CABRI G2

NORMAL PROCEDURES

Approach and landing

Approach with

50 kt IAS and -500 ft/min

Land on clear area

The target is

50 kt IAS / 50 ft AGL / -500 ft/min

Flare gently with cyclic to reduce rate of descent and forward speed.

Gently raise the collective to stop in ground effect, hovering at 2 feet skid

height.

Engine / Rotor shutdown

Collective

Down, friction on

Governor

OFF

Engine cooling

420 < Nr < 450 RPM until CHT  180°C

Idle

Stable

CLUTCH

Switch to disengage

Wait 10 seconds - check light is ON

Mixture

Pull OFF to shut-down

Ignition switches

OFF

Landing light and NAV. light

OFF

Alternator

OFF

Fuel pump

OFF

Rotor brake

On request under 150 RPM (white mark)

Rotor

Stopped

Strobe

OFF

Radio

Cleared and OFF

Hourmeter and EPM flight time

Noted

MASTER

OFF

Note : The CLUTCH switch is active only if the MASTER switch is left ON

during a few seconds.

Disengagement with engine OFF

If the engine was shut-down or has stalled while it was clutched, switch

CLUTCH to disengage.

The MASTER switch can then be switched OFF after a few seconds.

Engine disengaged, the complete declutching can take a few minutes.

4-16

EASA Approved

Issue 08

Hélicoptères Guimbal

SECTION 4

CABRI G2

NORMAL PROCEDURES

Training

Caution : The Cabri G2 has a very capable rotor, giving her comparatively

permissive autorotation characteristics. This allows efficient

training and practice, from different situations and using different

piloting techniques.

Following procedures are given as guidelines and should be

followed for best safety.

However, pilot and instructor should keep in mind that power

failure training is a very demanding practice, requiring a high

level of awareness, good health and personal condition, and

aircraft in perfect airworthy state.

Power failure practice must be limited to the strict needs of

instruction and maintaining good proficiency. Never practice

autorotation as a show.

Pilot must stay familiar with Height-velocity diagram page 5-3 together with

procedures described in Section 3 to follow them in case of an actual

failure.

Autorotation must only be practiced over an area that would minimize

hazards associated with an actual engine failure.

Smooth and hard surface should be preferred to practice running landings.

In order to familiarize with Cabri G2 landing attitude, practice powered

running landings before autorotation training.

Caution : Before attempting running landings, check thoroughly carbide

wear shoes. An unexpected drift during a running landing is a

clue to a carbide shoe failure. Always check in case of doubt.

Rapid throttle chops should not be used to practice autorotation.

During autorotation training, try to keep the helicopter skids level

at touchdown, to avoid unpleasant pitch-down and bouncing.

If the ground is not smooth and if the rotor speed is too low when

the helicopter touches the ground, a pitch oscillation can happen,

leading to an uncomfortable landing. In that case, the pilot has to

keep the cyclic control in the neutral position in order to prevent

induced oscillations.

Issue 08

EASA Approved

4-17

Hélicoptères Guimbal

SECTION 4

CABRI G2

NORMAL PROCEDURES

Power failure in hover in ground effect practice

1. Roll-off throttle frankly until on its stop,

2. Counteract yaw motion by applying left pedal,

3. Increase collective as ground approaches, to smooth landing,

4. Push collective down once landed.

Note 1 : If the helicopter is light, it may bounce after a first touchdown.

Note 2 : The Cabri G2 has no natural tendency to depart in roll or pitch after

failure. No systematic corrective cyclic action is needed.

A slight forward motion at impact is recommended for better

control.

Note 3 : For a forgiving practice, respect a maximum of 5 feet height.

Note 4 : Avoid practice at maximum gross weight.

Autorotation practice

Lower collective full down,

Counteract yaw motion by applying left pedal,

Roll-off throttle through its spring ramp to its stop,

Maintain IAS between

30 and

50 kt IAS

(50 kt IAS

recommended) by controlling longitudinal cyclic,

Slightly increase collective if required to keep rotor speed in the

green arc,

At about 60 feet AGL, apply aft cyclic to raise the helicopter nose

smoothly and continuously.

As ground closes-on, apply forward cyclic to level the helicopter

while raising the collective to stop sink rate.

• With a 50 kt IAS approach, landing requires a longer distance

but is easier to manage. Little action is required on the

collective control since the flare will stop the sink rate.

• A 30 kt IAS approach needs smaller cleared area for landing

but is more difficult to manage.

Use pedals to minimize ground drift,

Once stopped, lower the collective.

Note :

When autorotation is stabilized with collective full down, the rotor

speed should stay in the authorized range, whatever the weight

and the altitude in flight envelope.

Caution : If airspeed drops below 30 kt IAS, push frankly the cyclic forward

to recover airspeed.

4-18

EASA Approved

Original issue

Hélicoptères Guimbal

SECTION 4

CABRI G2

NORMAL PROCEDURES

Aborting autorotation practice

If power recovery is decided during autorotation :

1. Roll-in throttle until governor engages,

2. Gradually raise collective pitch to stop autorotation and descent,

3. Control yaw during power recovery with pedals.

Note : Do not worry for very fast engine acceleration. There is no risk of

overtorque at re-synchronization. Be prepared to yawing to the left

when power recovers.

EPM failure

A flight instructor should make the student familiar with the NR lights :

1. Select an appropriate flight phase with little workload,

2. Mask the EPM screen with a paper or the night vision filter,

3. Switch NR to “Backup”,

4. Control the flight in order not to exceed the power limit : moderate

the cruise speed and practice cautious landing within this flight

take-off conditions.

Issue 09.2

EASA Approved

4-19

Hélicoptères Guimbal

SECTION 5

CABRI G2

PERFORMANCE

The information in section 5, Performance, is approved by EASA.

Airspeed calibration

130

120

110

100

110

120

130

Indicated Airspeed, kt

Notes :

Calibrated airspeed is equal to true airspeed at sea level in standard

conditions.

Indicated airspeed assumes zero instrument error. Difference with

calibrated airspeed is caused by pressure ports installation.

Original issue

EASA Approved

5-1

Hélicoptères Guimbal

SECTION 5

CABRI G2

PERFORMANCE

Height-Velocity diagram

Height AGL, feet

500

Avoid

400

operation in

this area

300

200

Associated

take-off

profile

100

80 90 100 IAS, kt

Note : With a view to simplicity, the same domain was demonstrated

regardless of altitude and temperature. It means that some margin

exist at lower altitudes, temperatures and weights.

During take-off, the pilot should pay attention to avoid this zone. In addition,

he should limit the rate of climb to a maximum of 500 feet / min below

100 feet AGL, in order to limit the loss of rotor speed in case of power

failure (see procedure page 3-3).

Original issue

EASA Approved

5-3

Hélicoptères Guimbal

SECTION 5

CABRI G2

PERFORMANCE

Hover In Ground Effect

Z max = 10 800 ft

12 000ft

Standard

atmosphere

10 000ft

8000ft

6000ft

4000ft

Standard

atmosphere

2000ft

+30°C

0 ft

470 kg

500 kg

550 kg

600 kg

650 kg

700 kg

1100 lb

1200 lb

1300 lb

1400 lb

1500 lb

IGE hover performance

Gross weight

Skid height = 2 feet

- No wind

- 20°C  OAT  ISA+30°C

Engine speed = 2650 RPM

Max. Continuous Power

A wind speed of 35 kt at all headings was demonstrated at sea level.

A wind speed of 25 kt at all headings was demonstrated at maximum

reduced weight

(M/max = 835 kg, refer to following pages for reduced weight computation).

Issue 10

EASA Approved

5-5

Hélicoptères Guimbal

SECTION 5

CABRI G2

PERFORMANCE

Rate of climb at Vy = 50 kt IAS

To determine the maximum rate of climb, first determine the reduced weight

as follows :

1. Locate A on the left curves from outside temperature and pressure

altitude,

2. Report A on the right curves and read the reduced weight from weight.

Note : The example is given for M = 700 kg, OAT = 20°C and Zp = 4000 ft.

Pressure altitude

-20°C

-10°C

0°C

10°C

20°C

30°C

40°C

Outside air temperature

- 20°C  OAT  ISA+30°C

5-6

EASA Approved

Issue 09.3

Hélicoptères Guimbal

SECTION 5

CABRI G2

PERFORMANCE

Take off distance

Take-off distance, following recommended take-off profile described page

5-3 with 50 feet obstacle, at corresponding HIGE maximum gross weight is

330 m (1080 feet).

Glide distance in autorotation

In stabilized autorotation with collective fully down, rotor speed stays within

power-off rotor speed range. The following performance is then :

Minimum rate of descent

1770 feet / min at IAS = 49 kt IAS

- 0.8 kt IAS per 1000 feet Zp

Best angle of glide

0,60 nm per 1000 feet at IAS = 78 kt IAS

- 1.3 kt IAS per 1000 feet Zp

Sound exposure level

Cabri G2 flyover sound exposure level is :

75.7 dB SEL

Confidence interval ± 0.3 dB. This measurement was established taking into

account Vh = 100 kt IAS.

The sound exposure level was determined under ICAO regulation,

Annex 16, volume 1, 2^nd part, chapter 11.

5-10

EASA Approved

Original issue

Hélicoptères Guimbal

SECTION 6

CABRI G2

WEIGHT AND BALANCE

General

The helicopter must only be flown within the weight and balance envelope

specified in Section 2. Operation outside these loading limits can result in

degraded safety.

Note : Due to fuel position, the CG location will vary during the flight,

especially laterally.

During flight preparation, the pilot should ensure that the helicopter

CG location stays within specified limits until consumption of all

fuel.

Issue 03

Approved under DOA EASA.21J.211

6-1

Hélicoptères Guimbal

SECTION 6

CABRI G2

WEIGHT AND BALANCE

Center of gravity, Standard definitions

The Cabri G2 frame axis are defined as follows :

• Z-axis is parallel to the main rotor shaft, positive upward,

• X-axis is normal to Z-axis in the plane defined by Z-axis and tail

rotor transmission axis, positive rearward,

• Y-axis is deduced from the two others, so that the XYZ frame is

direct. Positive Y are on the helicopter right side.

Datum is defined such that main gearbox center coordinates are :

+ 2000 mm

0 mm

+ 2000 mm

X = + 2000 mm

Y =

0 mm

Z = + 2000 mm

X = 0 mm

Y = 0 mm

Z = 0 mm

Notes : - The helicopter is not leveled when on a horizontal ground.

- The tail rotor transmission is angled

2° downward when the

helicopter is leveled.

Original issue

Approved under DOA EASA.21J.211

6-3

Hélicoptères Guimbal

SECTION 6

CABRI G2

WEIGHT AND BALANCE

Weight and CG position determination

Before each flight, the pilot should determine helicopter gross weight and

CG position in order to check that helicopter CG limits shown page 2-8 are

not exceeded, and to determine performance (Refer to Section 5).

This can be done with the following table :

1. Determine all the weights in the first column,

2. Compute longitudinal and lateral moments,

3. Sum each three columns,

4. Calculate total arms by dividing moments by total weight.

In metric units :

Weight

Arm X

Arm Y

Item

Mom X

Mom Y

(kg)

(mm)

Equipped aircraft

EW (¹)

AX (¹)

AY (¹)

MX (¹)

MY (¹)

Right

1300

320

occupant and seat

Left

(⁵)

1300

-280

occupant and seat

right

600

Doors

(⁴)

1250

left

-600

Main luggage

1854

323

compartment

Front luggage

325

compartment

Fuel (²)

(²)

(³)

Supplements (⁶)

(⁶)

Sum =

Total

MX / GW

MY / GW

(

¹)

Report aircraft equipped weight data

(

²)

Use 0.72 kg/L for AVGAS density,

and 0.75

kg/L for

automotive

gasoline density.

(

³)

For fuel position, use :

Fuel Quantity

0 to 50 L

1833 mm

-313 mm

50 to 150 L

1886 mm

-338 mm

150 to 170 L

1903 mm

-342 mm

(

⁴)

Use - 3.1 kg (negative weight) when a door is removed

(

⁵)

Use - 3.5 kg when left seat is removed

(

⁶)

Refer to Section 9 for removable supplements.

For bear paws, Use 1.5 kg and no impact on CG position.

6-4

Approved under DOA EASA.21J.211

Issue 10

Hélicoptères Guimbal

SECTION 6

CABRI G2

WEIGHT AND BALANCE

In Imperial units :

Weight

Arm X

Arm Y

Item

Mom X

Mom Y

(lb)

(in)

Equipped aircraft

EW (¹)

AX (¹)

AY (¹)

MX (¹)

MY (¹)

Right

51.2

12.6

occupant and seat

Left

(⁵)

51.2

-11

occupant and seat

right

23.6

Doors

(⁴)

49.2

left

-23.6

Main luggage

12.7

compartment

Front luggage

12.8

compartment

Fuel (²)

(²)

(³)

Supplements (⁶)

(⁶)

Sum =

Total

MX / GW

MY / GW

(¹)

Report aircraft equipped weight data

(²)

Use 6.0 lb/gal for AVGAS density, and

6.3 lb/gal for automotive

gasoline density.

(³)

For fuel position, use :

Fuel Quantity

0 to 13 U.S. gal

72.2 in

-12.3 in

13 to 40 U.S. gal

74.2 in

-13.3 in

40 to 45 U.S. gal

74.9 in

-13.5 in

(⁴)

Use - 6.8 lb (negative weight) when a door is removed

(⁵)

Use - 7.7 lb when left seat is removed

(⁶)

Refer to Section 9 for removable supplements

For bear paws, Use 1.5 kg and no impact on CG position.

Issue 10

Approved under DOA EASA.21J.211

6-5

Hélicoptères Guimbal

SECTION 7

CABRI G2

SYSTEMS DESCRIPTIONS

Section 7 Systems description

AIRFRAME

7-1

General

7-1

Landing gear

7-1

Seating

7-1

DYNAMIC SYSTEMS

7-2

Main rotor

7-2

Tail rotor

7-2

Transmission

7-3

Flight controls

7-4

Rotor brake

7-4

ENGINE INSTALLATION

7-5

Engine

7-5

Clutch

7-5

Air induction

7-5

Ignition system

7-5

Cooling system

7-6

Fuel system

7-6

ELECTRICAL CIRCUIT

7-7

Switches

7-7

Breaker panel

7-9

Battery breakers

7-10

Instrument panel and console

7-10

Emergency locating transmitter

7-10

ELECTRONIC PILOT MONITOR - EPM

7-11

Flight screen

7-11

Starting sequence

7-11

Flight log page

7-12

Configuration and settings page :

7-13

Sensors and alarms test page :

7-13

Start indicator

7-14

Clock - Stopwatch - Flight time counter

7-14

Fuel flow modes

7-15

Carburetor heat

7-16

BARC

7-17

OTHER EQUIPMENT

7-18

Pitot - Static system

7-18

Engine governor

7-18

Doors lock / Anti-theft

7-19

Lights

7-19

CABIN AND AMENITIES

7-20

Luggage compartments

7-20

Ventilation and heating

7-20

Issue 03

Approved under DOA EASA.21J.211

7-i

Hélicoptères Guimbal

SECTION 7

CABRI G2

SYSTEMS DESCRIPTIONS

Airframe

General

The Cabri G2 airframe is composed of three sections :

• The main fuselage, including cabin, central structure, luggage

and fuel compartments. It is all made of composite sandwich.

• The engine section, isolated between a front and an aft

firewalls. It is made of the steel truss engine mount, and

composite cowlings.

• The aft structure, a composite shell combining the tail boom,

the fins, and the tail rotor shroud, with the horizontal stabilizer.

Two composite cabin doors enable passenger / pilot access.

One composite door enables external access to the luggage

compartment.

Landing gear

The main landing gear is composed of two tubular bows, and two skids.

It is attached to the fuselage by soft elastomeric mounts, giving

adequate frequency tuning against ground resonance. There is no

damper.

The landing skids are protected against abrasion by a set of carbide

wear shoes.

Seating

The cabin features two high-energy absorbing, stroking-seats, improving

occupants protection in case of a crash.

Note : The left seat pan can be removed to carry large cabin luggage.

Specific optional brackets are available to secure them. A cap is

provided to cover cyclic root, as copilot controls are removed.

Issue 09

Approved under DOA EASA.21J.211

7-1

Hélicoptères Guimbal

SECTION 7

CABRI G2

SYSTEMS DESCRIPTIONS

Dynamic systems

Main rotor

The Cabri G2 main rotor is a three-bladed, fully articulated, soft-in plane

rotor.

The rotor hub is forged from aluminum alloy, and attached to the

stainless-steel mast, by a large splines and cones attachment, with a

thrust nut. The hub is belted with a tough fiberglass winding, which

increases its tolerance to damage.

The blades are made of carbon and fiberglass-reinforced composite,

with a large internal steel tip weight, and lead balance weight, to

increase rotor inertia.

Their fork attachment is directly connected to an elastomeric, spherical

thrust bearing which ensures pitch, flap, and lead-lag motions.

They have a two-section, thick stainless steel leading edge cap which

protects them against erosion due to sand, dust and precipitations.

Each blade is linked to the rotor hub via an elastomeric lead-lag damper,

made of a single cylindrical layer of special rubber.

The blades are restrained in flapping-down, by a reciprocal droop-stop

ring, guided in the rotor hub.

Tail rotor

The tail rotor is shrouded in the vertical fin.

It has seven reinforced-plastic-injected blades. Pitch change is permitted

by their stainless steel laminated tension-torsion pack.

The tail rotor hub is directly mounted on, and driven by the tail gearbox,

and its pitch control mechanism is part of the gearbox.

The tail gearbox is rigidly supported inside the shroud, by a three-tube

mount. The front tube houses the tail rotor driving shaft.

7-2

Approved under DOA EASA.21J.211

Issue 09.3

Hélicoptères Guimbal

SECTION 7

CABRI G2

SYSTEMS DESCRIPTIONS

Transmission

To the tail

gearbox

Freewheel

Primary

Thrust

transmission

bearing

Attachment

Engine

to central

structure

The primary transmission is composed of a pulley directly bolted to the

engine output flange, a poly-V belt transmitting the power, and an upper

pulley connected through a freewheeling unit to the gearbox input.

The power is transmitted :

• forward to main gearbox, and

• aft to the tail rotor transmission.

The main gearbox contains a splash-lubricated spiral bevel-gear set

which transmits power to the rotor mast. It is equipped with a filler plug /

breather, a sight gage and a self-closing magnetic chip detector.

The main gearbox upper and lower casings act as a tough central

structure, rigidly bolted in the middle of the fuselage structure.

Issue 03

Approved under DOA EASA.21J.211

7-3

Hélicoptères Guimbal

SECTION 7

CABRI G2

SYSTEMS DESCRIPTIONS

The steel tail rotor driveshaft runs inside the tail cone, on three ball

bearings.

A disc rotor brake is installed on the fore portion of tail driveshaft. The

brake jaws are actuated through a cable control, from an overhead

control quadrant.

The tail gearbox contains a splash-lubricated spiral bevel-gear set which

transmits power to the tail rotor.

It also incorporates the tail rotor pitch control mechanism.

It is equipped with a filler plug / breather, a sight gage and a self-closing

magnetic chip detector.

Flight controls

The Cabri G2 has dual flight controls which includes cyclic stick,

collective stick and pedals.

Left controls are totally removable, without tools, if needed. They can be

stowed in the cabin luggage compartment.

Cyclic and collective controls actuate main rotor blade pitch through

push-pull rods, bellcranks and the swashplate.

Yaw control is transmitted from the pedals to the tail rotor by a long

flexible push-pull control.

The collective stick grip is divided into one fixed part and one twist grip

to enable sensitive throttle control, and to allow governor motion.

The collective stick is equipped with a friction mechanism, which is

controlled by the pilot, without releasing his hands from the controls.

The cyclic sticks have no friction mechanism, but a dual-axis electric

trim, allowing to completely release the static forces in flight.

This trim system is controlled either by the pilot or the copilot, through a

circuit which gives priority to the one who activates it first.

Rotor brake

A rotor brake allows the pilot to stop quickly the rotor after flight. This

rotor brake is mounted on the tail rotor driveshaft. It is actuated by a

cable connected to a pull handle located above the pilot (yellow handle).

It is equipped with a switch used to trigger BRAKE light and prevent

clutching when the brake is applied or seized.

7-4

Approved under DOA EASA.21J.211

Issue 07

Hélicoptères Guimbal

SECTION 7

CABRI G2

SYSTEMS DESCRIPTIONS

Engine installation

Engine

The engine is a four-cylinder, direct-drive, carbureted gasoline engine.

It is installed in the central compartment, suspended through elastomeric

vibration mounts.

It moves slightly to control the main transmission belt tension for clutch

engagement / disengagement.

Clutch

The clutch tension actuator is fed by engine oil pressure through a four-

way distributor, controlled by the CLUTCH switch.

This system is frozen in case the electrical power is shutdown.

A non-return valve maintains the pressure in case of engine stoppage,

or oil pressure loss.

A gas spring maintains the engine disengaged during prolonged stop.

The CLUTCH light lights OFF when the pressure of the oil feeding the

distributor is above 3.6 bar. In the clutched position, it means that the

belt is tensioned. In the declutched position, it means that the clutch

cylinder is on its declutched stop.

Air induction

The engine air intake is located inside the main gearbox compartment,

on the right side. It is fed in fresh air, by the front inlet above the cabin.

A wire screen prevents foreign object ingestion.

The air is ducted down the firewall, to an air filter box, behind the

carburetor.

This air box includes an electrically-actuated butterfly valve, which

controls the carburetor heating, and the air filter.

Both cold and hot air are filtered.

An air intake temperature probe, located inside the air filter, sends the

carburetor inlet temperature to the EPM.

Ignition system

The engine has a dual-plug, mixed ignition system comprising :

• One magneto with constant timing,

• One solid-state electronic capacitor-discharge system, with

variable timing.

The electronic system is direct-fed by the battery through a dedicated

circuit breaker, located on the cabin breaker panel.

Issue 02

Approved under DOA EASA.21J.211

7-5

Hélicoptères Guimbal

SECTION 7

CABRI G2

SYSTEMS DESCRIPTIONS

Cooling system

The engine is air-cooled, with an additional oil cooler.

Cooling air enters the upper cowling plenum around the mast and

gearbox. It is forced by a squirrel-cage blower, directly driven by the

engine.

Warm air is exhausted below the engine.

Fuel system

The fuel system comprises :

• a single, crash-resistant fuel tank,

• an submersed electric booster pump,

• the engine-driven pump,

• a shut-down valve,

• a gascolator.

Filler cap

Vent

Engine

pump

FUEL TANK

Gascolator

Flow

sender

Cutoff

Pressure sender

valve

Electrical

pump

Drain

7-6

Approved under DOA EASA.21J.211

Issue 10

Hélicoptères Guimbal

SECTION 7

CABRI G2

SYSTEMS DESCRIPTIONS

Electrical circuit

The electrical systems are powered by a 12 V, 25 ampere-hour battery

located in the left engine compartment, and a 13.7 V, 60 A alternator

controlled by a voltage regulator.

A main breaker panel is provided in the cabin, and a secondary breaker

panel is located inside the battery shelter.

Various switches are located on the instrument panel. The MASTER

switch disconnects all the systems from the battery except :

• NR lights (BARC) backup,

• PLASMA ignition system,

• Doors remote control,

• the 13.7 V Auxiliary power socket,

• Some supplemental equipment (see Section 9).

Starting protections

On ground, the system prevents from cranking the engine if :

• It is already running and cranking switched has been released

for more than 80 seconds,

• The anti-theft system is activated and doors are locked through

remote control (whatever actual lock position since they can be

manually unlocked from inside).

During flight, the anti-theft system is disabled to permit engine restart in

any situation.

Clutching feature

Clutching is disabled when the rotor brake is applied or seized.

Switches

The instrument panel presents a row of 8 switches, identified by an icon

and their function :

Issue 09.3

Approved under DOA EASA.21J.211

7-7

Hélicoptères Guimbal

SECTION 7

CABRI G2

SYSTEMS DESCRIPTIONS

Voltage Regulator

ALT.

MASTER

Master

Regulator

relay

Ammeter

A+

Alternator

Master

relay

Starter

BATTERY

Direct

relay

Starter

ALT.

battery

Radios & starter

Starter

Plasma

Avionics

PLASMA

relay

Avionics

Ancillaries

Gov. Off

Gov.

Electronic

Starting

Brake

ignition

START

logic

Oil P.

Doors Lock

GOV.

Motor

Governor

Magneto

MGB T.

Auxiliar

inhibition

-ies BB

during starting

Hour

Counting

ALT.

13.7 V. Aux

socket

meter

logic

EPM

BARC

Warn light

backup BB

meter

Day VFR

Backup

EPM

map light

Normal

Alim 1

Mute

Nav lights

BARC

Nav. lights

Horn

Alim 2

BARC

Alim 1

Landing light

main

Landing

NR lights

light

Low Fuel

Pump

Clutch

Strobe, Trim

Strobe light

PUMP

Trim

CARB.

CLUTCH

HEAT

Clutching

4-way

logic

distributor

EPM

Fuel

Carb.

pump

BB Battery breaker

heat

Hot wire

Note

In case of additional

equipment,

refer to corresponding

supplement in Section 9 for wiring description.

7-8

Approved under DOA EASA.21J.211

Issue 07

Hélicoptères Guimbal

SECTION 7

CABRI G2

SYSTEMS DESCRIPTIONS

Breaker panel

The breaker panel is located on the cabin bulkhead between the two

seats. The breakers are marked to indicate their function. They are of

push-pull type.

Caution : Some systems are grouped on the same breaker.

If a circuit breaker pops-off, wait a few seconds before resetting it.

Do not try twice.

Radios/

Landing Nav lights Strobe

EPM

Alternator

Pump

Avionics

light

Trim

Hourmeter

Clutch

Starter

Landing light Nav. light

-Strobe light

-Voltage

-Electric trim

regulator

-Transponder

-Altitude encoder

-EPM

-Fuel pump

-COM Radio

-BARC #2 supply

-Clutch (release)

-Intercom

-Hourmeter

-Carburetor heating

-Starter relay

BARC

Ancillaries

Warning

(Spare)

Plasma

main

lights

Governor

BARC

-Intermediate starter

-MGB temp.

Plasma

#1 supply

relay

-ALT.

(direct battery)

from BUS

-Starter logic

-Clutch light

-Very low rotor speed

-Oil P.

relay

-Brake

-Governor

-Gov. Off

-Day VFR map light

The breakers value is given in amperes on the breakers.

Note 1 : The Plasma is the only direct battery breaker on the panel.

Other direct battery breakers are located in the battery shelter

(refer to next page).

Note 2 : Radio/Avionics breaker value and number vary depending on

radio/avionics configuration. In case of additional equipment,

refer to corresponding supplement in Section 9 for breaker

panel description.

Issue 09

Approved under DOA EASA.21J.211

7-9

Hélicoptères Guimbal

SECTION 7

CABRI G2

SYSTEMS DESCRIPTIONS

Battery breakers

Four breakers are located in the battery shelter, two of which are in

direct battery :

- Remote door locking,

- “Magneto disabling during

Auxiliaries

cranking” function

- 13.7 V Aux. socket

(direct battery)

Master relay

Voltage regulator

Voltage reference for alternator regulator

BARC backup

(direct battery)

power supply

Note : They are “push” breakers except for the Auxiliaries one (refer to

page 7-19).

Instrument panel and console

The standard flight instruments include airspeed indicator, altimeter,

vertical speed indicator, magnetic compass and the EPM.

Space is available for one additional conventional instrument.

Refer to Night VFR supplement (Section 9) for wide instrument panel.

The basic avionics stack includes a VHF transceiver, transponder and

an intercom.

Space is available for additional equipment.

Emergency locating transmitter

The ELT is located inside the luggage compartment. It is attached to the

main bulkhead by a strap in the lower corner.

The ELT switch should be in ARMED position. Then the 3-position

switch on the breaker panel can be used for remote control :

• ON (transmission) enables manual activation of the ELT,

• ARMED : stand by mode to enable automatic activation by the

shock sensor. Unless there is an emergency, the switch must

stay in that position.

For additional features, refer to ELT operation manual.

7-10

Approved under DOA EASA.21J.211

Issue 05

Hélicoptères Guimbal

SECTION 7

CABRI G2

SYSTEMS DESCRIPTIONS

Electronic Pilot Monitor - EPM

Flight screen

MLI

Engine and rotor

Fuel gage /

Multiple limit indicator

speed indicator

fuel flow

# 5

# 4

Fire alarm

# 3

location

# 2

# 1

Keys

Carburetor Cylinder head

Engine oil

Fuel

temperature temperature

temperature

pressure

Clock

Battery

Outside air

Exhaust gas

Flight time /

charging rate

temperature

Stopwatch (CHRONO)

CO alarm

Magnetic Chips

Carburetor

and

heat indicator

Numerical display :

Alarm example :

carburetor heating

message box

Green arc :

Yellow arc :

Red arc :

Failed parameter :

MLI degraded

modes :

Issue 10

Approved under DOA EASA.21J.211

7-11

Hélicoptères Guimbal

SECTION 7

CABRI G2

SYSTEMS DESCRIPTIONS

Starting sequence

The EPM is powered through the MASTER switch. The functioning

synoptic after switching on is as follows:

System startup - logo displayed

Welcome page - software releases

Flight log page

Hot start

Configuration

page

Sensors test and alarms page

Maintain key #3 for 1 sec

Flight screen

Note : Hot start is defined by “Rotor in flying mode” signal (refer to

page 7-17).

After an unexpected power cut in this condition, the EPM flight

screen recovers within seconds.

Restart in the Flight log page can be done by pressing key #3

for 1 sec. while on the ground with rotors and engine stopped.

Flight log page

This page presents, for each of the last 36 flights :

• The date and time of the engine start-up,

• The technical time (refer to page 7-14),

• The flight time (refer to page 7-14),

• The average fuel consumption (refer to page 7-15),

• The fuel quantity added since previous flight.

7-12

Approved under DOA EASA.21J.211

Issue 10

Hélicoptères Guimbal

SECTION 7

CABRI G2

SYSTEMS DESCRIPTIONS

Configuration and settings page :

Note : Brightness equalization with NAV. light ON adjusts relative instrument

panel lighting. With NAV. light OFF, it adjusts relative EAN brightness.

Sensors and alarms test page :

Line / sensor failure during last flight only, for

Line / sensor failure

frequency measurements (cannot be tested

engine OFF)

Alarm

occurrence

during last

flight

During

EPM

last

startup

flight

The amber caution icons indicate failures and alarms that were detected

during the last flight.

The amber “FAILED” indicates a line/sensor failure during the self-test.

Note : it is important to distinguish between MGB/TGB chips line failure

(left column) and MGB/TGB Alarm triggering (right column).

Issue 09

Approved under DOA EASA.21J.211

7-13

Hélicoptères Guimbal

SECTION 7

CABRI G2

SYSTEMS DESCRIPTIONS

Start indicator

In START mode, MLI indicates the throttle position

(blue arrow) to assist the pilot to start the engine.

Mode deactivation when NR ≥ 420 RPM

Mode reactivation when NR ≤ 300 RPM

Clock - Stopwatch - Flight time counter

The clock is a continuous display. 12 or 24 - hour format can be selected

through configuration page.

The technical flight time counter is counting the time spent from

NR ≥ 450 RPM, and until NR ≤ 400 RPM.

It discounts the warming, cooling and briefing times in a flight.

Its display is frozen when NR drops below 400 RPM, and is reset zero

only on the next flight, when NR increases above 100 RPM.

The flight time is counted when rotor is turning (from and until NR =

100 RPM). It is not displayed on main page.

At the end of a flight, technical and flight times are recorded in the flight

log pages (refer to page 7-12). Average fuel flow logged is counted with

respect to flight time.

The stopwatch can be activated and started instantly by pressing the #1

key once. It then replaces the flight time display.

The flight time display comes back after 20 s of stopwatch being inactive

at zero, or by pressing #2 key from stopped state.

7-14

Approved under DOA EASA.21J.211

Issue 09

Hélicoptères Guimbal

SECTION 7

CABRI G2

SYSTEMS DESCRIPTIONS

Fuel flow modes

Three different fuel flow display modes can be selected, by pressing the

#3 Key cyclically :

- Remaining flight time

- Instantaneous fuel flow

- Average fuel flow

Remaining flight time

• Standard mode at startup

• Compute approximate flight time to

starvation, based on instantaneous fuel

flow averaged about one minute

• Displays -:-- during 2 min after startup

Instantaneous fuel flow

• Automatically displayed when

approximate fuel quantity

is below 10 liters (2.6 U.S. gal)

Caution : Do not rely on fuel quantity

indication when caution light is ON or

EPM warning is active.

Average fuel flow

• Calculate average flow since flight start,

based on flight time counter

• Displays -.- during 2 min after startup

• Value at the end of flight is stored in log

page

Issue 09.3

Approved under DOA EASA.21J.211

7-15

Hélicoptères Guimbal

SECTION 7

CABRI G2

SYSTEMS DESCRIPTIONS

Carburetor heat

The Cabri is equipped with a two-mode carburetor heat :

•

Normal automatic mode (switch on AUTO) : the EPM monitors

carburetor temperature and controls the heating valve to keep it

outside the yellow zone,

•

Manual / test mode (switch on HOT or COLD) : The pilot

manually controls the valve, overriding the EPM.

Indicator

A four-brick indicator informs the pilot of the

amount of carburetor heating actually measured

at carburetor inlet.

Full carburetor heat is divided in four steps, each

represented by one brick.

Note 1 : During ground run or at low power setting, with a warm

engine, T. induction may be biased by carburetor body heat radiation.

For this reason, a brick can appear whereas the heating valve is closed.

Note 2 : - In automatic mode, the EPM gradually opens the valve as

needed to maintain Tcarb out of the yellow zone. The amount of heating

is given by the indicator.

- In manual mode, the pilot can either completely open (HOT) or

completely close (COLD) the valve. When on HOT, all four bricks might

not be lighted, depending on environmental conditions.

Note 3 : Conditions conducive to carburetor icing are :

High humidity, low temperature,

Operating near water,

Moderate to low power setting.

Note 4 : In manual operation, switching from one position to the other

should be done smoothly, with a small pause on Auto.

7-16

Approved under DOA EASA.21J.211

Issue 10

Hélicoptères Guimbal

SECTION 7

CABRI G2

SYSTEMS DESCRIPTIONS

BARC

BARC (Fuel and rotor alarm device). It is designed as an alternate mean in

case of EPM failure.

It should be preferred in case of doubt.

When the MASTER is switched ON, the BARC conducts a testing sequence

for caution / warning lights on the instrument panel, and the rotor speed

horn.

In order to reinitiate the testing sequence, the MASTER should be switched-

off during 45 seconds (make also sure that NR switch is on MAIN).

In case of an electrical bus failure, the BARC can be switched to a direct

battery backup supply.

Main and backup modes

Backup mode only

Continuous

Power-off maximum NR threshold

NR ≥ 594 RPM

Intermittent horn

Green NR arc

Flashing

515 RPM ≤ NR ≤ 540 RPM

Power-on maximum NR (red limit)

NR > 540 RPM

Also comes ON

at non-flying NR

to prevent from draining

Flashing

the battery low.

Power-on minimum NR (red limit)

NR < 515 RPM

Continuous

Power-off minimum NR threshold

NR ≤ 466 RPM

Continuous horn

“Rotor in flying mode” signal

Signal activation

when NR ≥ 450 RPM

Signal deactivation

when NR ≤ 400 RPM

Issue 03

Approved under DOA EASA.21J.211

7-17

Hélicoptères Guimbal

SECTION 7

CABRI G2

SYSTEMS DESCRIPTIONS

Switch functions :

Backup mode : BARC is powered directly by the battery.

Central green light is active.

Main mode : Normal operation. Green light is inactive.

Mute : Mutes the continuous NR horn (self-reactivation).

LOW FUEL functions :

LOW FUEL light lights on when independent sensor is set off (less than

12 L).

Lighting is signaled by a short tone.

Caution light should be preferred to EPM indication in case of doubt.

Other equipment

Pitot - Static system

The Pitot tube is non-heated. It is located under the helicopter belly.

The static port is located just aft of it.

Engine governor

An electric engine governor helps the pilot control the engine speed.

When engaged, it acts on the twist grip to control throttle.

Once switched-on, the governor engages above 2000 RPM (NR =

400 RPM), and self-disengages below.

The pilot can disengage it by two ways :

• Using the GOV switch located on the tip of the collective stick.

The GOV OFF light then comes on,

• Forcing the twist-grip to NM = 2000 RPM, for an engine failure

simulation.

At any time, a friction clutch in the governor motor enables the pilot to

overtake it by acting on the twist grip. The pilot can easily disengage the

governor while overtaking its action.

7-18

Approved under DOA EASA.21J.211

Issue 03

Hélicoptères Guimbal

SECTION 7

CABRI G2

SYSTEMS DESCRIPTIONS

Doors lock / Anti-theft

Remote doors lock is provided by a small radio transmitter. It uses a

radio security-code to control the cabin doors locks, and enable/disable

the engine starter.

Note : The starter is enabled when the “Rotor in flying mode” signal is

active (see page7-17), whatever the antitheft state.

The antitheft can be disabled (starter enabled) if not needed :

• Peel-off the CODE label on the left side of the central console,

below the instrument console. Locate the small 8-switch line,

• Key the 8-bit helicopter individual security code : 1 is up, 0 is

down

• To activate the antitheft back, just scramble the switches.

If the transmitter is not operative, following procedure permits to fly :

• Locate the backup key lock on the right firewall, above the

Gascolator,

• Open the luggage door, using the backup key,

• From the luggage door, reach the right cabin door lock,

• From the right seat, open the left door lock,

• Use above procedure to disable the anti-theft.

Note : The remote door locking circuit has a very small standby current

drain. However, when storing the helicopter for more than a month, pull

the AUXILIARIES battery breaker, inside the battery shelter.

Lights

The helicopter is equipped with :

• a strobe light atop vertical fin,

• navigation lights on fuselage sides,

• a landing light in the nose.

Refer to Section 9 Night VFR for optional cabin lights.

Issue 07

Approved under DOA EASA.21J.211

7-19

Hélicoptères Guimbal

SECTION 7

CABRI G2

SYSTEMS DESCRIPTIONS

Cabin and amenities

Luggage compartments

A 200 liter luggage compartment is provided in the right side of the

fuselage.

It can accept two standard trolley cabin suitcases.

It is accessible from the outside, through a hinged door, and from the

cabin through a small access hole, limited to soft objects.

Another luggage compartment is provided in the cabin, to stow the

removable passenger controls, and some small cabin luggage : camera,

drink, etc.

It is accessible from a small door in front of the passenger pedals. It

features a cigarette-lighter socket for auxiliary power output.

Soft luggage like clothes can be stowed under the stroking seats.

Ventilation and heating

Each door has an adjustable fresh air vent.

For a better ventilation at lower airspeeds, and particularly in a hover,

doors must be partially opened during flight using the cord strap.

A cabin heater / defogger is provided. It takes its air from the engine

cooling blower.

The control knob is located between the two seats, on the central

console.

In case of fire, shutting the heater off prevents fire from crossing the

firewall through heating system.

7-20

Approved under DOA EASA.21J.211

Issue 03

Hélicoptères Guimbal

SECTION 8

CABRI G2

HANDLING AND SERVICING

General

This section outlines procedures recommended for handling and

maintaining the Cabri G2. Every Cabri G2 owner should stay in contact with

Hélicoptères Guimbal or approved source to obtain the latest service and

maintenance information.

Fuel

Refer to page 2-6 for approved fuels.

Refueling while the engine or the rotor are turning is forbidden.

Fuel tank may be topped-off. A slight increase in maximum tank capacity is

possible by refueling with the left ground handling wheel installed alone.

Fuel gage will still function in this case, with the same accuracy.

Engine oil

Refer to page 2-7 for approved oil types and quantities.

Check oil level with the dipstick.

Gearboxes oil

Refer to page 2-7 for approved oil.

For both main and tail gearboxes:

Check oil level while helicopter is sitting on a horizontal surface, without

ground handling wheels.

Add oil when level is below half level.

Ground handling

Use only approved ground handling wheels on dedicated attachment points.

Use the vertical tail gearbox support tube as a handle to raise the helicopter

nose and maneuver.

Caution: Do not use the shroud structure as a handle. The tail rotor blades

may be damaged and could cause fingers injury.

Additional people can push the helicopter on the engine cowlings or main

gear bow.

Issue 09.3

Approved under DOA EASA.21J.211

8-1

Hélicoptères Guimbal

SECTION 8

CABRI G2

HANDLING AND SERVICING

Parking and tie-down

Parking the helicopter on a soft surface may cause it to tilt back due to aft

center of gravity when empty. In case of doubt, for long time parking, place

a hard piece of wood beneath the skid aft tips before removing the wheels.

Tie-down should only be done by straps attaching the landing gear. Starting

S/N 1045 (MOD 12-010), a specific tie down ring is located on the rear bow

fitting.

Avoid leaving the helicopter exposed to direct sunlight without shielding the

canopy with external cover or internal survival blanket.

Tie the blades with appropriate straps in case of strong wind or high gusts.

Keep the straps loose to avoid stressing the blades.

Dual controls removal and installation

Dual controls are designed for quick and easy plug-and-play:

Collective stick is secured by a locking sleeve and pedals by a self-

locking pin:

Removal: action the locks to remove the controls.

Installation: install the controls until they are secured. For the collective,

maintain the locking sleeve pushed while plugging the stick. Rotate the

stick until the sleeve locks.

Caution : make sure that the controls are locked after they are put in place.

Cyclic control removal:

1. remove the lock pin and push the backup lock to remove the pin,

2. unscrew the ring at the root of the cyclic base, unplug the electrical

connector and remove the cyclic stick,

3. unscrew the rod end and screw the protection cap to prevent

interference in case luggage are placed on the left cabin compartment

(left cabin luggage kit).

Cyclic control installation:

1. Remove the cyclic base root cap if installed and screw the rod end

to contact.

2. Put the cyclic stick in place, parallel to pilot stick, and screw the ring

at the root of the cyclic base to its stop,

Caution : ensure the ring is screwed to stop by ensuring the absence of

play at the root while actuating the control.

8-2

Approved under DOA EASA.21J.211

Issue 10

Hélicoptères Guimbal

SECTION 8

CABRI G2

HANDLING AND SERVICING

3. Align the rod end and install the pin, head pointing rearward. Ensure

the head is locked by its backup lock. Install the lock pin.

4. Plug the electrical connector.

Doors removal and installation

Starting S/N 1066 or retrofitted with SB14-005, doors have self-locking

hinges, requiring no pin:

Door removal:

1. Open the door,

2. Remove the small circular locking clip from gas spring attachment

on the fuselage side. Snap the rod end off,

3. Open the door passed the normal opening to free the locking

tongue. Slide off.

Caution: Always put your hand between the door and the frame next to the

lower hinge to prevent scratching the windshield post paint.

Door installation:

1. Position the door wide open,

2. Engage the lower pin which is longer, then engage the upper pin,

3. Snap the gas spring rod end on its sphere, and install the small

locking pin in the rod end.

For initial design, without self-locking hinges, the procedure is as follows:

Door removal:

1. Open the door,

2. Remove the small circular locking clip from gas spring attachment

on the fuselage side. Snap the rod end off,

3. Remove the two hinges lock pins, and save the washers,

4. Slide the door off.

Door installation:

1. Install the door, and check the plastic bushings are in place,

2. Install one washer and one lock pin on each hinge.

Note: The lower hinge has its plastic bushing inverted, to take the upward

thrust from the gas spring. The washer is then important.

3. Snap the gas spring rod end on its sphere, and install the small

locking pin in the rod end.

Caution: Never install the gas spring without the hinge pins: the gas spring

exerts an upward force that would eject the door.

The gas spring should be installed in the right direction: rod facing

inside/forward, body on the door side.

Issue 10

Approved under DOA EASA.21J.211

8-3

Hélicoptères Guimbal

SECTION 8

CABRI G2

HANDLING AND SERVICING

Jump-starting the engine

Jump-starting the engine is an acceptable practice in case of a low battery.

Only use 12V lead acid battery for jump starting. Proceed in following order:

1. Connect the red cable to helicopter battery plus,

2. Connect it to the external battery plus,

3. Connect the black cable to helicopter battery ground,

4. Connect it to the external battery ground,

5. Start the engine (with left cowling open),

6. Remove in opposite order.

Caution: a dead battery is not airworthy and should not be jump started.

8-4

Approved under DOA EASA.21J.211

Issue 10