#281 Guimbal Cabri G2 Intro Flight - The Student Has Become The Teacher

Want to go along for my intro flight to the Cadbury with Chris Hauser? Day 281. Let's go. Just a little bit of the backstory. Heading over to Fort Wayne to fly with Chris. Chris did his private commercial CFI with me years ago. Now he's teaching in the cabaret G2. And he's got a lot of experience and has some specialized training in him. I've never flown one. Heard good things about him. Fully articulated system, so I think that's probably good. And I've heard people complain about some squishy pedals, so that will be interesting to see. We did talk to a couple instructors from Precision Helicopters last year at Heli Expo. I'll put a link up here if you want to check that out. But we had an in depth interview with those guys and they talked highly of it and talked about the specifics of the G2. So just real quick, before I get there, Chris, been flying him a while. We're just going to go out and have some fun. And there we are. You know what's kind of fun? Just getting here. It does kind of remind you of the student days. And for all those of you that are, you know, chasing the dream to do it full time, it is cool when you get to do it full time, but, you know, you look back on your training days as being kind of fun too. Even though there's some struggles here and there. Right. It's still pretty darn fun to feel kind of like a student again, you know, it's kind of fun. I always try to stay a little ways away just because I look less old and stupid further away I am.

Well, you got to get it for the ladies.

There you go. We're rolling. So we are having fun. Most of you know Chris Hauser. Some of you don't. If you don't, this is Chris hauser. He's a CFI2. He is currently teaching at Sweet Aviation in the Cadbury. Along with everything else that he's doing, he's doing some other flying in some other aircraft. And I come up today just to do get my intro to the G2. And Chris already gave me the rundown, showed me all the things that are specific to it that I may not know anything about since I've never flown one. And it's actually kind of impressive. I get why. I get why people are liking them. So I'm gonna let Chris just kind of give you and give me again what I should expect as a guy coming from counterclockwise systems. I'VE never flown a clockwise system and I've never been in a G2. So what do I need to expect my first time going out?

And I won't hold it. I gotta hold the mic. Yeah. So I was kind of surprised that no clockwise rotation system for you, huh? So the biggest thing for this aircraft and I have found for most clockwise is the right pedal. A lot of right pedal. And it has to deal with that finish drawn tail system. You will see that when we pick it up to a hover that the offset is. It's crazy. I don't even know how to really explain it.

So I'm going up and I'm gonna be pushing opposite.

You know what, when we start off, and I don't know how I can demonstrate this, when we start off, before we even pick up, you're gonna have about 3 inches to 4 inches of right input before we even come off the ground. And that's just to get us to the two step process. We're going to get light on the skids. And when we get light on the skids, then you can adjust from there. But to even start off, your offset is going to be a pretty good amount. And they have found that the crashes that have occurred in this aircraft have primarily been pilot error and that and they have contributed to lack of right pedal input. So they say that this aircraft will come out of a left spin as long as you get the right full right pedal in there. The tail rotor authority is there to get you out of it, but you have to apply it. You've got to get it in. The designer of this is the same designer that designed the 120s, the 130s. So he has taken safety features and applied it to this aircraft. Many, many safety features to it. Fully articulated as opposed to two bladed. It's been crash test rated 2,000ft a minute. The seats sit on rails that will take an impact up to 2,000ft a minute. I mentioned earlier, which is an important one, which I kind of forget about actually when the rotors decay, they become more efficient as opposed to Robinson re 22. I'm not picking on the Robinsons. I like the Robinsons. You just got to respect the Robinsons. This one's got a little bit of fudge factor in there. If you do let your rotor decay for whatever reason, say the governor quit or something, you're manually running the throttle and you let it decay, it actually becomes more efficient. It decays to a point. Governor, as I mentioned, auto carb heat it is carbureted engine. But we have an auto carb heat. So no more of, hey, when we reduce power, we're adding, you know, adding carb heat. We don't have to worry about that. The system does it for us. Just a. It's a good aircraft. They've tried to take out ground residents, by the way they mounted the skids to it. You shouldn't really get into ground resins. I'm not going to say that you can't, but they've done what they can to completely or try to completely eliminate it. What else?

What about auto rotations coming from. I did all my ratings in R22, then taught for years in the instrument. So to me that's one extreme to the other on the way the R22 drops. The way the instrument drops. So you're going from semi rigid, small system to high inertia, fully articulated. How's that going to feel to me, coming from between the R22 and the instrument? How's this going to feel during the auto.

So if you remember back when the R22, because of those light blades and because they can speed up fast and slow down fast, remember there was only a small sliver there that you had to keep that rotor arm pre em in there. And it was kind of, you know, new guys trying to teach that, you remember, it was hard to, you know, check the collective down collective, check it again, you know, keeping it there. Then you go over to the instrument and you had a little bit more play in there. But because of the fully articulated system, you know, the blades didn't slow down or speed up as much. So there wasn't really. It was kind of a non event. Right? Well, this one's even less of a non event, if that's such a thing. You'll be surprised. So I have, when you look at our RPM gauge, our tack we have from the 12 o' clock position to the 6 o' clock position, we have that whole arc there that the blade that the rotors can be at. Now we try to, you know, when you enter it. So we have learned, or we're taught lately, that we're not going to roll off throttle when we enter the auto. We're just going to lower that collective, put it to the floor, the needles are going to split. The engine needle will stay where it needs to be, the RPM or the rotor needle will come up, but it stays well within limits. They have told us that you cannot overspeed this rotor system, cannot overspeed it. And if you do, it's. It's designed to take 10 times as what you could put it through. So I think that's gonna be one of the biggest things when you actually do the auto. It's, it's a complete non event. So there is no. Remember back in the day where oh, we gotta roll on throttle as we're pushing the nose forward, raising collective. And then you gotta stay on top of the pedals. Make sure there's not that, that wig wag going on at the bottom. You'll see today that very simple. Very simple.

Nice.

So you're gonna like it.

All right, let's go fly it.

Let's do it.

All right, you want the aircraft?

Sure.

Just talk me through. All right, talk me through it.

All right, so what you're gonna do is roll throttle on, roll it away from you. The governor is gonna kick in at.

400.

And remember, just like in the Robinson, you can feel that governor work it. You can over power it just by holding on to it like having a death grip or whatever. And it really goes to town. Yep.

Once it grabs, it goes.

So it should stabilize right around the 530 area somewhere.

Right there.

All right, so for pickup, to start the pickup, here's where your pedals gonna start coming on your right pedal. That is so awkward. All right, right there is where you want to start for right pedal.

Okay.

Little bit of right cyclic, little little ass cycling. Kind of like a four cylinder or a four banger coming back on that fourth gear. All right, now don't have a death grip on that throttle because that way you won't override the governor. So what I do is I usually take these two fingers or these three and put it kind of on that silver part behind it and just let that governor work in between. Alright, so your aircraft just, you know, do the two step process. Do your normal thing, pick it up, start getting light on the skids. Probably in today it's probably going to be right around 60 or so 65 and probably going to get light.

I can feel that governor working.

Yep, yep. So just don't override it by having a depth grip or anything. Nice and easy. Yep. Keep that pedal in there. All right, so just a little. There you go. Minor adjustments, a better right cycling. There you go.

Wow, that is weird.

Yep.

Nice.

Okay, so now look at that pedal placement. Look at your right foot. See how much right pedal you got in.

Wow, that is a bunch of pedal.

All right, so once you clear your tail, make a 180 Windsor 170. At 10 of that tail is turn on my side. Why don't you just pick up the yellow line there and we'll kind of hover and we'll go out.

How awkward did it feel you the first time?

Oh, it was weird. I have found my. When I first started flying this. This thing will get slow on you. That was my biggest thing, was the speed. Wow. Smithfield traffic copter 763s hotel taxi ramp. Going to jump over to 13 for hover maneuver. Second.

Yeah. Not quite ready to go fly a check ride in this yet.

You want to. You can jump over to the Runway and we'll just kind of practice picking it up, setting down for a second or two, put ourselves into the wind.

Holy shit.

Yep. So just lower that collective. Dust a hair. Tail's clear on my side. Want to bring it back to the right or right pedal. Bell?

Thanks for an interesting video. That's for damn sure. Talk about feeling like a student all over again.

So 170 is the wind. So go ahead, give us a little bit more right pedal. Won't put it right into the wind. You just kind of try to feel it out. There you go.

You definitely just can't jump in and go, oh, I can handle this. It's not a big deal.

Yep.

You definitely need some freaking dual instruction. Jesus Christ.

And wreck it.

Oh, my God.

Nice.

So see if you can set us down nice and easy. Nice and working. So same thing. Everything you teach about the last six, eight inches, all that, the skids can take a lot of forward. They just can't take side to side. There you go. Nice.

Wow. That is truly humbling. Holy shit.

Yeah. That's where the accidents happen. Because they just haven't. Now, can you imagine coming in from an auto, all that power that you got to pull in at the very end to come to a power recovery. All that right pedal coming in. Wow.

A person's definitely got to get some dual training before you go jumping in. If you haven't flown this aircraft and you haven't flown.

All right. So if you want to pick her up again, so remember. Wow. So right pedal, right pedal, Right pedal a little bit more. A little bit more. A little bit more right in there. So kind of get that sight picture of where it is there. So if you on mine, it's pretty easy because the back of the left pedal is lined up with the front of the right. That's where I always start.

Gotcha.

Alright. And just a little bit of right cyclic, a little bit of ass. So just kind of hold there. And as she gets the light, then you can adjust. So bring it on up when you're ready.

That collector is really heavy when you first start pulling it.

Yep. But what's nice about it, though, is once you're in cruise flight, it just stays. Yep, that'd be nice. All right, so I think you're overriding governor just a little bit. Okay, there you go.

Back a little.

Yep, there you go.

There you go.

Nice.

And I can tell you that definitely felt like freaking student all over again, man. Nothing against students. I'm saying I feel for you. When I get up for a while, you forget what it was like.

You know, the guys that just are just training in this don't know any better, but guys that I transition from the instrument to this or a guy like me who switches back and forth.

Forth.

Yeah, it's a.

It's a different feeling.

Wow.

So if you want. Let's see if we. Let's make some pedal turns. Why don't you give me a 360 right pedal turn? So in this aircraft, clockwise rotation, the right pedal is your power pedal.

Is your tail clear to left.

Tail is clear on my side. So your right pedal is your power pedal. So let that governor do its thing. It should be working it as you make that right pedaling foot. And remember, so winds from the left side, we're not worried about winds from the right. And your tailwind.

Definitely a lot of thought process there. Thought process. And for somebody especially like me, that's been thinking about it one way all day these years.

There you go. Nice. Oh, that's better. Okay, so now let's do the left pedal. Now, remember, the aircraft already wants to spin that way, so it's more of just releasing that right pedal pressure. Okay.

Tell clear right.

Now you're facing. And that tailwind, that right crosswind into tailwind.

When we first picked up, I almost said, take it back. I don't want to fly. And I'm kicking.

Just takes a little bit of getting used to. Nice. Okay.

Getting better.

All right, so give me a little bit of a right pedal. I'll tell you what. Well, let's make a 90 degree right pedal turn. Tails clear on my side. I want you to hover up to that taxi light, that taxiway light right up there.

Okay.

And we're going to hover around a point. I just want you to maintain the same distance from the taxiway light. Maintain the same altitude, and let's hover. Let's go around it to the right.

How close you want to get.

Whatever you feel comfortable with there shouldn't be anything over there. Okay, so this will work. Kind of. Yeah.

You know, And I found myself right off the bat, first thing, I was looking at the ground today. Then after about three or four minutes.

I'm like, oh, look outside. Look at the freaking ground. Yeah, people want to look between their toes.

Nope. Look outside.

Look at that tree line out there.

That could be worse.

Oh, you want to go around to the left or you want to go fly?

Yeah, now left. Yeah, I'll go around the left.

What the hell?

Might as well struggle. And you're right. I get it now. That is a ton of right pedal freaking ton.

And you'll see how. So what we'll do is after this one, we'll hover taxi up to the intersection. We'll take off on 13 here. And you'll see how that disappears as you start to get into etl, you.

Know, And I got a freaking death grip going on. And I keep telling myself, ride to go, loosen up.

Yep, just like that. Air Jack. Just approaching the three one approaching at one three. All right, got people on the Runway there. We're clear there.

I'm fighting myself on the pedals, too. I'm pushing really hard and right. It's like, well, let up on the freaking other one. You know, it's funny because, you know, jumping in like the BK or the EC135 or anything else, everything I transitioned to real easy. This is the first thing that I've flown that.

What was the last time you flew? Has it been a while since you actually flown, though, and where you weren't, like, riding long?

Yeah, when I would have taken the instrument.

It's not like a Robinson profile, but it's not exactly like the instrument profile. It's kind of in between. Okay, so we're just gonna kind of. So again, just like you taught me, man, how things have changed. Just like Tommy, you've got your hover power. Don't add any collectives. Just start bumping that cyclic forward. Maintain Runway heading with the pedals and looking for that etl. Once ETL start to climb, then the pedals start to come back neutral. There you go. And you're looking for 50 on the.

5 mile.

Smithfield traffic.

Copy, 3.

Show tail departing 1 3. We turn off to the north. Smith. Yep, just a little bit left. There you go.

Having the door open is cool, but the whole time that makes you feel uneasy. Like, yeah, oh, man, the door's open. Oh, yeah, I left it open.

Yeah. And it'll be fine. So Just like sometimes those strings do work themselves off so the door will pop open. But you just gotta remind yourself, fly the aircraft first. Don't panic. You know, when you can get stabilized and reach over there. Or if you're flying with somebody, I'll take the control so you can mess with the door, whatever.

So trim works the same way that. No, you go opposite.

So the trim string is just like the Robinson's.

It's opposite.

You gotta go. If the trim is off to the right for the string, you gotta push the left pedal.

Pedal.

And here you do have a ball right here. Gotcha. So you can use that. So, yeah, it's opposite. And what makes it nice, it's all digital. So we got 14 and a quarter gallons of fuel left. And right now, according to this, if we kept this power setting, we have an hour and 24 minutes of fuel on board.

Wow.

That difference sound that you're hearing is just because of the different. With the doors open.

I was wondering what that was.

It's just picking up part of that tail rotor sound. And because of the way the doors are adjusted, it's making a weird sound. If you want, let's head kind of. Let's head northwest and why don't you climb to about 1800 or so and we'll turn around and we'll do an out of ground effect cover over one of those open fields out there. And again, the hovering, whether we're five feet off the ground or a thousand feet off the ground. Go. Take a lot of that pedal. You're actually climbing a little bit. There you go.

Looking for that.

Looking for that string to go dead. Pretty darn close.

Still climbing.

Wow. They're only using third dead strength, 70.

Some percent of power.

Yep.

Nice.

Think you're actually going backwards just a hair? Yeah, I think so.

We're flying backwards.

Yeah. Cool.

Backwards on a hover at 2200ft.

So if we should happen to get with Settlements power. I'm just going to lower your collective a little bit. Just kind of get us in a descent here. Just maintain heading with those pedals. And then we're still training. Until they update the book. We're still training the add forward airspeed. So there's a thousand foot a minute. Now you're just getting that airspeed back. Once that airspeed's alive. Now you can start bringing the power back to rest. That descent rate. And just a little bit of left pedal back in the trim.

Okay.

Yeah.

So the string's opposite. If you go back to the good old step on the ball.

If you go back to step on the ball.

Yeah.

The string is opposite. If the string is off to the right, then you need left pedal. And you'll find there's actually another trim ball right there, that rectangle that's underneath the triangle. You'll find that all three are different. So really just pick one and stick with it. So just stick with the ball once, have your ball centered and that's good.

I can see why people like this helicopter, but I can also see why.

Some are turned off. Yeah.

Because right. Immediately they're like, I'm not learning this right. I mean, because I'm a person that's going to spend a couple hours, a few hours, you know, getting you out.

So swing comfortable. You know, we've got a policy where if a guy's transitioning, you got to have three hours. Sure. And then maybe up to five or maybe however long it takes.

Right.

You know, but I think three minimum.

Would be, should be a minimum.

Because.

Heck, we're just getting started. I definitely, I would want a couple more flights, minimum of going out and doing everything before I would say, yeah, let me go fly by myself. Heck yeah, I get it.

But this is awesome though, because now.

I can at least carry on a conversation when people ask me because I've been up in one and now I felt it firsthand instead of just wondering about it.

And they've really taken the whole traffic, tv, hotel, you know, they've also, you know, since the newer aircraft, they've tried to come up with like the new generation of pilots with everything being electronic and all that good stuff.

I mean, I can definitely see why people like it. No doubt about it.

I can.

But we'll do an auto here in a little bit. Then you'll have to tell me what you think about it. I mean, it's really a non event, really. So let's shoot for the numbers. I mean, we'll just do a normal approach to the numbers. So pre landing checklist, those are off, warning caution lights are off. Gauges are all in the green. We got plenty of fuel come down here, put a landing light on. One thing that does stink about it right now is that one of the limitations is because this does not have a heated pitot tube that you can't fly this in falling snow. That's one. However, gimbal just did come out. They just got their heated pitot tube certified. So we're looking into, you know, what it's going to cost and whatever to get us into get that upgrade that'd.

Be kind of a pain if we just couldn't.

Well, yeah, you're in northern Indiana. I mean, we're going to be. We're going to have to fly and fall into it and obviously all aircraft, you know, know nothing in the nose, icy conditions and all that.

So tell me, because this is a completely different sight picture for me. What is a. What do you think is a normal approach angle?

Yep. Kind of right here. Just kind of put that number kind of right.

Rest pretty still. I'm pretty low yet.

For a normal.

I'd rest it right on top of that compass.

All right.

Yep. And see how this aircraft will get slow. But it can't get slow. But without you even realizing you'll get slow.

Yeah.

Wow.

That's the most I've struggled on an approach in I don't know how many years. That's the ugliest approach I've flown.

Well, you got a pretty good right crosswind, so we got it. We're taking a right crosswind right now.

I'm not sure if this video is going to make it on YouTube or not.

Yeah. But no, you got to show the.

You know, I'll be honest. Show them how much I struggled.

So now get ready. When you start to raise that power to come to that stabilized hub, that's when that pedal's gonna come in.

Punch your right pedal. That's weird.

Yeah.

Quit bitching about it and just push it right.

There you go.

Yeah.

All right, so you want to set it down for a second? Do another pickup or you want to do.

Sure.

Hello. Just put it right into the wind.

I'm gonna set it down. How many helicopter instructors besides yourself work here?

Just one on this one.

Yeah.

We got a part time guy that helps out.

Every time you look at the ground.

You screw yourself nice. But you got a nice soft touch there. That's what you're just slowly looking. You know, I wish I could try to put that into words.

It's.

You know, I have tried. There's a couple guys, you know, that are still trying to figure out that cushion and trying to figure out the nice soft landing and all that.

What's funny, when we first started, when you go, well, it's just like you always say.

Yeah.

You know, you're telling me to listen to myself. And so I'm going through in my.

Mind, what do I do? What do I do?

Yeah.

So I'm telling myself the same.

Six, eight inches. You just gotta let the aircraft settle. Remember, let it settle. Because if you take your hand off reflective. Remember, the aircraft will come back up and come back down once it starts to settle. That's when I tell them is like, push it down, let it come down once it stops on its own. Now push a little bit more. Just kind of. You got to push through that last 6 to 8 inches of air cushion. All right, when you're ready, pick her up. All right, a little bit of right pedal. Get that right pedal in there. A little bit more right in there. A little bit of right cyclic. If you always start right there, then you can adjust. There you go. There we go.

Like that.

Better than the first one. Okay, good.

All right, so now we're going to do a quick stop.

Okay.

All right, so remember this one, when we enter it, it's down collective left pedal, half cyclic. And then when you go to recover, up collective right pedal. So just kind of do one there by the intersection or so. Or we can count it down. We'll count it down. So three, two, one. There you go.

Wow.

I get it. I get what you explained before we went out about. It just takes a lot of right pedal and you got to be willing to push it.

Yeah.

You just got to be against the grain of what we're used to. You got to really push that thing in there.

Do another one. So just kind of push it forward.

This wouldn't have been a big deal for him.

Nope. Jesus Christ. Right on top of the 3 1. There we go.

Yeah, I guess my brain's working against my. You know what I mean?

Yeah.

Muscle memory is one thing and then your brain's trying to overcome your muscle memory.

Yep. So let's do a max performance and then we'll go around the pattern. Okay, so what we can do. Yeah, just put us right in the wind so we can pull into this yellow for five minutes. And it does. After one minute, it starts counting down for us. Okay, so just lower the collector a little bit. Get us into that air cushion. We can be in this yellow for five minutes as long as we're under 30. Alright. Everything's looking good, right? Yep, yep, yep. Alright, so just slowly start to raise. Open the right pedal as you do it. There you go. Keep coming up with it. There you go. Traffic copters three show tow departing for one three right traffic. There you go. Once you clear your obstacle, now you just push it forward.

Wow.

Yeah, so that even does it for us too. So once we're in that yellow, we don't even have to keep track of the time because it'll do it for us.

Wow.

I'm not going to roll off throttle.

Yeah.

I'm just going to watch.

And you'll see that needle will raise. But I have that full arc there. Everything's looking good. Alright. This thing does not have the distance though. I can answer two, one. So down collective. Left pedal, half cyclic. And see, I didn't roll off throttle. Pushing those forward just a little bit. Keep that air speed. There we go. And we'll make a little bit of turn here. See that needle?

Haven't done.

I haven't done anything with that collective. Gotten a little slow.

Here we go.

Up collective.

Man, you can get that thing right down there, can't you? Wow, that's a little short.

Tail boot.

And there's the right pedal. Wow.

I'm used to the instrument. Tailboom.

Yeah.

I got a little low because I started looking at the needles and looking at my air speed and all that. Plus I made that turn. Yeah. I probably should have flared a little bit higher. But as you can see, I mean, as far as the whole needle thing, I didn't check it. I left the collective on the floor. Didn't roll off throttle. The main thing there is just as long as you can get that right pedal in there at the very end. That was kind of a. That was a sucky ending. I kind of didn't like that ending. And then do another one. And then for the hubberado. So here we are. Into the wind. Central traffic cop. The three church tows on the approach. End of three.

One.

Same thing as your tug. Reposition the hand so you can only roll one way. And I don't chop throttle. I've always been. Everybody's ever said don't ever chop throttle. So I don't teach chopping. I just slowly roll off. Maintain the heading with the pedals and then cushion the landing. So three, two, one. Rolling off.

Pretty smooth.

Yeah. A little rough.

It wasn't bad, but yeah. So really nothing good. Wanna try one? Sure.

All right.

So all we're gonna do is when I count it down, we're just gonna lower the collective to the floor. Keep the acyclav where it's at. Add left pedal in 3, 2, 1. Push forward a little bit. Left pedal. Get that left pedal in there. There you go. Now just hold this.

Looking good.

Needles are split. Hold. Okay, here comes street.

Top level.

So start to flare. A little bit of flare a little bit more aggressive. And up and right pedal. There you go.

Wow.

There.

You got to be ready for that.

There's the ride. There's where People have. Let's go ahead and taxi down so we can get past that airplane.

Okay.

That's where you would wreck it?

Yep. That's where you come in.

Wow.

That is such a huge change from left to right.

Yep.

Wow.

I was not even prepared. Even if you were trying to tell me to be prepared.

I was not prepared for three share trails on the go. Wow.

I can see somebody go out and wreck it one of these. Don't you that? Oh, I'm a helicopter pilot. I can fly it and then go out and wreck it.

All right. Go ahead and make your left turn. Yeah.

Oh yeah.

That's the thing is that's. I mean that's the biggest thing. I mean obviously the guys that don't know any better don't know any better. You know like people that are starting off brand new in this, but a guy like us, they've got a good experience in different ones and mainly trained in counterclockwise and come to this. It's crazy.

I could see him completely getting bitten in the ass. 564 Charlie Alpha because of overconference Runway one three.

Yeah.

Oh, I'm already. I'm a Smith, I'm a 20 year pilot. I know how to fly.

You know, I was very comfortable in getting in one. You know, very comfortable getting into the. Going from the instrument to the Switzer to the Brantley to whatever else I flew that was counterclockwise. You know, I was very comfortable no matter really what it was. But when I got into. I mean I had experience from the120 into this so I was kind of prepared for it. But yet you're just, you're not always prepared for that. You know that all, all that pedaling foot.

Yeah.

If you just want to continue out. Alright. So just remember when we lower collective, just lower collective left pedal. Just a hair of aft cycling. So in 3, 2, 1, down, left, aft. There you go. Get that scan going. Good. Little bit of left pedal. Keep getting trim. Needles are split. Looking good. Just hold it. There you go. Looking good. Just hold this. Here comes treetop level. Little bit of a flare as you continue to come down. A little bit more. A little bit more. Now start pushing up. Push forward. Bring it up. There you go. Right pedal. Let that gunner do its work.

It's not so bad when you're prepared like, you know, it's like, okay, I gotta push a bunch of friggin pedal.

And we are back. And I have got to say that was really cool. And Chris explained all those things beforehand. Let me mention to you guys in the video. But I'm going to be honest, I was humbled. I was humbled. I felt exactly like a student. Well, if you watched this part of the video, you've seen and heard part of it in the aircraft. If the audio came out good. But at least now I can carry on a conversation with people. When you're someone like me, who's only flown counterclockwise and you're getting into a clockwise, it definitely. There's some getting used to. And then this is the only model I've flown, so I can't speak on any other one. Which you can, because you transitioned to some other clockwise before getting into the gimbal. Give us a little on that. How the gimbal might be different than what they're used to as far as transitioning to other clockwise, if that makes sense.

Okay. I'm trying to think if I've got any other clockwise. Well, my first encounter of clockwise rotating was an EC120, which, ironically, we have sitting behind us here.

And you're checked out in one of those now.

Correct. I've got several hours in the 120. And for the charter business, for our sister company, Sweet Helicopters, I fly the 130, which is obviously the bigger version of that, which is also clockwise. But for anybody who wants to get into maybe flying tours that uses the 130 or the 120, you know, out in Vegas or Hawaii or something, the gimbal is the baby 120. I mean, it is exactly. The pedal inputs are exactly the same. It's a great transition. And having the 120 time and going into the gimbal, I was already prepared for the pedal inputs and all that, but now I think you probably can understand or appreciate talking about the right pedal and what it takes. And you even mentioned out there, he's like, I could totally see someone needing, you know, five, eight hours of transition time going from counterclockwise to clockwise, just especially with the finish drawn. Because I know there's other systems out there that are clockwise. I don't use the finishedron, but you can see. I mean, you. I'm sure you were sitting there thinking in your head, okay, left pedal, right pedal, left pedal, right. Okay. Adding, you know, because I still do it going back from different. Back and forth from different aircraft. But, you know, I think you can appreciate now what. What it takes and. And, you know, a person that's transitioning from the counterclockwise to clockwise, what it entails. But overall, let me ask You. What'd you think?

I liked it. It is a cool helicopter, and I get now why people like it. I really do. And I will definitely, probably in the future get some more time in one just. Just for fun, just to get more comfortable in it. I don't think I'm going to rush out and try to become an instructor in one, but I wouldn't mind flying a couple more hours just to see how much I could improve after having one hour today. And I did feel better by the end of the flight.

I was gonna ask you what. From your first pickup, like, what were you.

I was gonna give the. I was gonna give the controls back. And that first couple minutes, I was like, I keep. This is. This is. I haven't felt that close to being a student since I was a student. The other. We were talking while we were flying. I've transitioned to lots of other aircraft. This was the most humbling for me personally, to get in to that counterclockwise. And I don't know how much it's not as. Would you say it's as dramatic in, like, the 120 or the 130. That change when you. The amount of right pedal it takes, like in an auto versus between the gimbal and those.

Those are going to be pretty much similar. Very similar.

Okay.

Very similar. But, you know, you know, as you mentioned, and as everybody knows, I did all my private commercial CFI with you in the instrument, and then one of my very first hours of turbine time was in a 120. So going from all that knowledge of counterclockwise and pedal inputs and then jumping into a 120, it was quite the difference. That's why I'm saying, you know, this is. You know, it's the same designer, the same developer of the120 is the guy who developed the gimbal. Actually, his last name is Gimbal. So anybody that's looking to fly one of these, I mean, man, go out and get some time in these gimbals. I mean, they're starting to make their way over here to the US When I went through the school back in April, there was, you know, 30 to 35 of them in the U.S. and here we are three or four months later. I'm assuming that there's got to be at least 40 now around the U.S. you know, and if you're a guy that's just building time or wants to get experience, find one, go fly one, see what it's all about. But, yeah, what about the rotor RPM and the autos What'd you think about that?

The auto was.

You were right.

What you explained to me the way it was going to be non event. I mean, seemed very easy to control. It was weird just being a different aircraft, but pretty uneventful. Other than man, that change at the end, going from left pedal as you're in the glide and then recovering with that right pedal at the end. I can see why that's why they get wrecked. I could see that happening if you weren't prepared. I totally see that as the spot. And that's why we. I discussed about a person needs to get some time with instructor. Don't just be like, oh, I've been flying 20 years, I can jump in this and fly it. Anybody wants to transition to it. If you're used to counterclockwise, you need some dual before you take the thing out and fly it on your own. If I tried doing that, I'd erect it. I couldn't went out and done that without instruction. So whoever you are, whether you need and I can't say whether you need an hour or three hours or five hours, every person could be different. But any one person wanting to transition mandatory some training from an instructor. Absolutely. All right, well, I think I'm gonna head out here shortly. Thanks again, Chris. This was fun and it was fun flying together. It is reminiscent because it takes me back, back to being a student. And then I'm struggling to try to fly it. And he's telling me, well, just like you always say, so I'm flying, I'm struggling. And Hauser's telling me, well, remember how you always say it. And then I'm in my mind, I'm trying to not have the death grip. I'm trying to talk through the pickup a set down. And I was struggling just like anybody. Very, very interesting.

It was cool though. It was fun.

It was very fun. We'll do it again. All right. Subscribe. Click the bell comment below. Peace out.