Você está na página 1de 10

Flight Test: Robin DR400-180

42 | Pilot August 2018 | pilotweb.aero


Robin DR400-180
Multi-rôle
Robin
Tourer and tug − just
two of the many uses to
which the remarkable
and long-lived DR400
design has been put
Words: Dave Unwin
Photos: Keith Wilson

A
s Keith signals he
wants me to drop
lower and ease
slightly further
forward it occurs to
me that, as much as I rate the
four-seat Robin Regent tourer,
when flying formation I’d rather
be in the virtually identical
Remorqueur tug, with its better
field of view.
The DR400 is one of the most
successful designs to emerge from
the Robin factory at Darois in the
Burgundy region of France. Robin
Aviation began trading in 1956,
although the progenitor of the
company’s first design flew eight
years earlier. In 1948, Edouard
Joly and Jean Delemontez first
flew the diminutive single-seat
D.9 Bébé, which was so successful
(I have one!) that in 1950 the two
men−who were already related
by marriage−decided to form the
Société des Avions Jodel.
Jodel, which is a contraction
of the two men’s surnames, went
on to manufacture several very
successful designs which were

LEFT: although its registration might


suggest ‘Golf Yankee’ is a purpose-built
Robin Remorqueur glider tug, it’s
actually an adapted Regent tourer

pilotweb.aero | Pilot August 2018 | 43


produced under licence by other is evident in the very high build
manufacturers, such as Robin. quality of the finished product.
Pierre Robin’s first aircraft was Now, some readers, particularly
a two-seat Jodel D.11, and from those raised on a diet of Rotax-
this he progressed to producing powered composite aircraft,
several Jodel-designed low may be wondering why we’re
wing monoplanes, including extolling the virtues of a 46-year-
the subject of this month’s flight old wood and fabric aircraft. The
test, the DR400. This classic simple reason−apart from the
aircraft first flew in 1972 and is fact that the basic design is still
still in production today as the in production−is that the DR400
401. Indeed, in many respects continues to outperform many of
current examples are very similar its contemporaries.
to earlier models, for although As you approach a DR400
it can be powered by a variety the first thing you notice is
of different engines and fitted the ‘cranked wing’ (sometimes
with modern digital avionics, the referred to as the ‘Delemontez
methods and materials used in trapedzoidal platform’) which
its construction remain the same is also used on several other
(Sitka spruce and plywood made Jodel and Robin aircraft. This is
from Okoumé, a type of west constructed in three parts, and
African hardwood also known consists of a relatively wide, flat
as Gaboon). centre section, dihedral−fourteen
DR400s are practically bespoke degrees of it−and washout (five
machines and are lovingly degrees) being restricted to the
handcrafted by artisans. I was tapered outer wing panels. The
lucky enough to visit the factory net result is a wing that, while
in Darois-Dijon many years ago very efficient in the cruise, is also
and see the quality workmanship a solid performer at the slow end
TOP TO BOTTOM: distinctive DR400 and (mainly) wooden Robin first-hand. Robin employs of the speed envelope.
features include the forward-sliding canopy, simple but traditional craftsmen, some Some pilots claim that the
effective plain flaps with ‘domestic door hinge’ articulation; of whom have been with the wing generates less drag in the
and an all-flying tailplane with anti-servo/trim tab company for many years, and this cruise than many other designs,

44 | Pilot August 2018 | pilotweb.aero


Flight Test: Robin DR400-180

as the aeroplane is essentially


supported by lift generated by the
centre section (aerodynamicists
disagree). When flying at slower
speeds (and thus high angles of
attack) they claim the tapered
outer sections come into play,
conferring the Regent with a
remarkably wide speed range
for a fixed-undercarriage, fixed-
pitch tourer.
In truth, the really clever part is
that the wing is very easy to build
(as the centre-section is constant ANTI-CLOCKWISE FROM ABOVE: offset nose leg,
chord) while incorporating some sporting a wheel and tyre interchangeable with the
of the advantages of the ideal mainwheels, is another distinctive DR400 feature;
large baggage bay, readily accessible both from
elliptical wing, which is very
inside and outside the cabin; twin old-technology
efficient in flight but expensive to filament landing lights; glider tow hook; and ‘Golf
build. The cranked wing consists Yankee’s cabin vent and beacon, yellowed with age
of a single box spar, over which
the ribs are threaded, skinned
with ply forward of the spar and
covered in Diatex fabric. It has
a slight leading-edge droop and
uses a modified NACA 23013
aerofoil, with wooden ailerons
covered with Diatex and metal
flaps. The flaps and ailerons
are interchangeable, port and
starboard. Power is provided by
Lycoming’s ubiquitous O-360
air-cooled flat four, the most
produced piston aero-engine of
all time.
The two DR400s flown for
this test−a 1975 Remorqueur
G-TUGZ and G-TUGY, a 1991
Regent−are powered by the
same unit, a normally aspirated
O-360-A3A, producing 180hp
at 2,700rpm. Both feature
Chabord silencers. That’s where
the similarities end, for where
'GZ only has a single, 110 litre
fuselage tank and a wooden two
blade Hoffman prop, ’GY has two
additional wing tanks of forty
litres each and a metal two-blade
Sensenich prop. As I still fly
Golf Yankee regularly (Golf Zulu
The fuselage is a wooden
having been sold a few years
ago) this report is predominantly semi-monocoque box structure
about the Regent. For clarity, the
other differences between the
two are detailed in the box on
covered primarily in plywood
page 46.
Access to the engine isn’t
great. The oil can be checked covered primarily in plywood, tailplane (or stabilator, for our
via a small hatch, but to do although from any distance readers in America) features
anything else you must remove away you’d swear it was metal, metal-covered anti-balance tabs
the cowling. The air intake for the so good is the finish. The rear (which also provide pitch trim)
carburettor protrudes forwards fuselage features a gentle taper on its trailing edge. A wide track,
slightly, possibly to gain a slight before sweeping up into the short-wheelbase undercarriage
advantage from ram-air pressure. sweptback fin. The rudder is completes a very elegant-looking
The fuselage is a wooden generously proportioned and flying machine. All three wheels
semi-monococque box structure the Diatex-covered all-flying are the same size, feature snug-

pilotweb.aero | Pilot August 2018 | 45


Flight Test: Robin DR400-180

fitting spats, and even the nose


strut’s torque links are enclosed.
The nosewheel steers through the
rudder pedals while the mains
carry hydraulic disc brakes.
Access to the cabin is excellent.
Both wings offer a generous
walkway and, having turned the
roof-mounted handle clockwise
through about 110 degrees, the
big canopy can be slid forward
a fair way. The front seats tip
forward for easy access to the
rear, while access to the baggage
area is via a usefully-sized
door/window on the port side,
although it can also be accessed
from the cabin. The front seats
adjust over a reasonable range
and are quite comfortable.
Curiously, the seat belts are the
rather old-fashioned design
that requires the lap strap to be
secured and then the shoulder
strap attached separately. I don’t
like that, but I do like the fact
that the DR400 is fitted with
control sticks instead of yokes.
Indeed, the overall layout of
the instruments and controls is
excellent. As well as the sticks−
and in common with many French
aircraft−there are two throttle
plungers, making it possible
for the left-seat pilot to fly with
either hand. Not only are sticks
less complex than a yoke but−
certainly in small aircraft−they
simply feel better, at least to me.
Readers who fly their 172 like a
727 may well disagree! The flap
lever is between the seats and has
three settings, Up, 15º and 60º.
’GY was built in 1991 and
probably represents the zenith
of a well-designed analogue
instrument panel. There is a
comprehensive annunciator
panel built into the glareshield,
along with rheostats for the
cockpit lighting and chunky
rocker switches for the external
Full of features we like, not the least being proper sticks and manually operated flaps (lever between seats) lights and pitot heat. The primary

Golf Yankee or out in Golf Zulu. Although both


aircraft are DR400–180s there
fuel tank, although that isn’t so
significant as, when tugging, we
instrument panel is somewhat
more utilitarian and not as well
Golf Zulu? are several differences between rarely use the wing tanks on ’GY laid out. The oil pressure gauge in
them, some quite subtle, others anyway. Do remember though particular appears to have been
Imagine, if you will, that you’ve more significant. that ’GZ has 60kg less useful added as an afterthought, as it is
been flying Golf Yankee for The first thing you’ll notice is load to play with, and that you on the extreme right side of the
several years, and that today, in that ’GZ has a much better field could exceed the MAUW with panel. On the plus side the four-
my role as Tugmaster Emeritus of view as the canopy is entirely four big blokes and their baggage point harness is much better.
(or at least a CRI for sailplane made of Perspex. It also has a if you also fill the tank. In the Now, pay attention because
towing), I am going to check you wooden propeller and only one cockpit, you’ll notice that the this next bit is important: the

46 | Pilot August 2018 | pilotweb.aero


Flight Test: Robin DR400-180

flight instruments are arranged must go a long way to reducing


in the classic ‘six pack’ with the total drag.
main engine instruments directly A curious omission on all the
below in a sort of subpanel. These DR400s I’ve flown is that none
consist of a large tachometer, oil has been fitted with a primer.
temperature, pressure and fuel This means you must prime the
pressure gauges, and fuel contents engine by pumping the throttle,
for each tank. Also located in this which isn’t always the best idea
subpanel are the carburettor heat with updraught carburettors and
plunger and fuel pump switch, a wooden airframe. Anyway,
while contained in a small console a well-maintained O-360 is
extending down from the panel generally pretty reliable, and on
and then aft between the seats are the day of the air-to-air shoot
a plunger for the parking brake, ’GY’s fired second blade.
mixture control, elevator trim Taxying is easy; the nosewheel
indicator, fuel selector and trim steers through the rudder pedals
wheel. A nice touch is that when and differential braking can be
the fuel selector is turned to off it used to reduce the turning circle.
covers the start button. Also on The field of view is excellent.
the left of the panel are a basic The windscreen is big with only a
Century IIB autopilot, small centrepost and
suction gauge, the side windows
chunky split rockers The are huge.
for the battery and
alternator, and a
Regent Performance
figures on the day of
rotary switch for practically the test are essentially
the magnetos. irrelevant. With only
Most of the avionics leaps off me, half-fuel and no
(a Bendix/King GPS,
King radios and a
the baggage, ’GY is a long
way below MAUW
transponder) are on ground and consequently
the right of the panel, the acceleration
along with EGT, CHT is excellent. I’m
and OAT gauges and three black- airborne in a fraction of Saltby’s
topped plungers that operate the 1,200m Runway 25 as the Regent
cockpit heating and demist. A practically leaps off the ground
few of the vital electrical services and swiftly settles into a very
are protected by circuit breakers impressive climb with the VSI
by the pilot’s left elbow, and the indicating more than 1,100fpm
others are fitted with fuses on the at 80kt. However, even when
opposite side of the cockpit. flown at the 1,100kg MAUW the
If I could change any of it (and distance required to clear a fifty-
regular readers will know how foot obstacle is still only 610m.
I love to tinker) I would move Flaps up and electric fuel pump
the tachometer higher up so it off at 500ft, then trim for the 92kt
was just to the left of the ASI, Vy (best rate of climb) and head
and transfer the important CHT south to look for the cameraship.
gauge to where the tachometer I don’t really like airborne
was, so as to be more readily rendezvous as the sky can be much
incorporated in the scan. larger than you think. However, TOP TO BOTTOM: the annunciator panel is well positioned to
The big canopy slides closed I’ve agreed with Rutland Flying grab one’s attention as it should; ingenious selector won’t
smoothly and fairs into the rear School’s Steve Waddy that we’ll allow the engine to be started (red button) with the fuel off;
fuselage almost seamlessly, which meet directly over the centre of and the four seats that this great load-lifter allows you to fill

braking system is very different. the end of its travel. Pulling the people, parked gliders or indeed ’GZ has a slower, gentler stall,
Whereas Golf Yankee’s brakes T-handle right out and turning anything. If you have to brake allowing slightly lower approach
are operated by pressing the top it through 90° so that the white suddenly, I can guarantee that, speeds. And as it doesn’t have
part of the rudder pedals, Golf dot is in the twelve o’clock unless you are holding the brake any weight in the wings it has a
Zulu’s are actuated by pulling position sets the park brake. handle, your toes will press slightly brisker roll-rate. It also
the T-handle in the centre of If you’ve had a busy morning where the brakes should be, has a superior field of view −
the subpanel. This applies towing with ’GY and you change giving you (and possibly others) a even rearwards with a much
both brakes simultaneously; to ’GZ, it is imperative that your nasty scare! better mirror. As you’d expect,
differential braking occurs when right hand is on the brake handle In flight, they handle much Golf Zulu is the better tug, Golf
either rudder pedal approaches whenever you’re taxying near the same, although being lighter Yankee the superior cruiser.

pilotweb.aero | Pilot August 2018 | 47


Flight Test: Robin DR400-180

the former RAF Cottesmore at


exactly 1730. I won’t be above
2,500ft QNH, and he’s not to fly
lower than 3,000ft, until we’re
both happy that we’ve seen each
other. This works very well, and
Keith shoots some superb images
over Rutland Water, although at
times I find the field of view less
satisfactory than the Remorqueur’s
full bubble canopy. Steve’s 172 is
fitted with essentially the same
engine and propeller as ’GY, yet
the Regent is around ten knots
faster and also has a greater useful
load. Two more reasons for the
Robin’s continued popularity.
With all the pictures in the can
I break away and continue my While the DR400’s plain flaps are adequate, it pays to avoid a ‘fast as a fox’ approach and go floating on...
assessment. As I do so it occurs to
me that, despite flying DR400s so
regularly, I’ve never fully evaluated performs in roll, as the ailerons Overall the general handling
the control and stability either A couple of look quite unsophisticated. Another is fine, with good stability
qualitatively or quantitatively, pleasant surprise is how light the around all three axes (it is
although as the prototype DR400 360 degree rudder is in flight, bearing in mind strongly positive directionally,
first flew 46 years ago, you’d
imagine any bugs have would
turns that the rudder pedals also steer the
nosewheel. In fact after takeoff the
positive longitudinally, and just
barely positive laterally) and
long since been ironed out. A reveal very nosewheel steering automatically has reasonable control forces
couple of 360 degree turns reveal disconnects and the airflow then with acceptable ‘breakout’. The
very pleasant handling and nicely pleasant aligns the nose spat with the controls do firm up at higher
harmonised controls. It’s slightly
surprising how well the DR400
handling aircraft’s longitudinal centreline
for minimum drag.
speeds but this is no bad thing
as it makes the possibility of

The 401

PHOTOS: PHILIP WHITEMAN


Over the years the type has
been built in myriad variants,
and is now in production as
the 401. It can be bought with
either a 118, 160, 180 or 200hp
Lycoming engine, or a liquid-
cooled turbocharged Continental
diesel of either 135 or – the most
popular option today – 155hp.
The cowling has been redesigned The 401’s canopy is bulged to allow more cabin room and the baggage bay is now enclosed and has a solid door
to accommodate the various
engines and the canopy bulged lever and thus increasing space would gladden the heart of costs. With full tanks and in still
slightly to increase the size of at thigh level. A dedicated tug any tuggie, while the fuel costs air the 155CDi can fly 236nm
the cabin (at shoulder height version is available (powered (approximately half the fuel burn further (a creditable 894nm)
the width is 10cm greater than by either a 155 diesel or 180hp of a much cheaper fuel) would but here’s the most impressive
the DR400). Other noticeable avgas burner), and for serious fill any club treasurer with glee! argument for the diesel: at 75%
changes are that the baggage tourers the 401-180 LR (long For the private owner, power the 180 horse engine will
bay and its door have been range) can carry up to 250 the choice between 155hp guzzle about 38lit/hr, while the
redesigned. The ‘Swiftwing’ now litres of fuel, giving it a range Continental diesel or 180hp diesel will only sip 23.5. At today’s
has a 0.6mm plywood veneer, of almost 800nm! The 401 LR Lycoming is particularly intriguing. prices (July 2018) on an average
covered in Diatex, while the is essentially the same as the The maximum cruise speeds are UK airfield, to replenish that
ailerons, elevator and rudder are Regent, while a 200hp injected within a few knots of each other, hour’s fuel would cost you around
covered in Oratex. In the cockpit engine and/or a constant speed and while the diesel needs less £66 in avgas, but only about £17
the centre console has been prop are options. distance to clear a 50ft obstacle, of Jet-A1!
reduced in width (which makes For gliding clubs, the Jet- the sea-level climb rates are very However, at Pilot we’ve
the cockpit feel roomier) and the A1-fuelled 155hp diesel looks similar (although at altitude the always said that the proof of the
glareshield lowered to improve especially interesting. Its liquid- turbocharged diesel is clearly designing is in the testing, so
the view forward. The flaps are cooled turbocharged engine, superior). The biggest differences look out for a full flight test of
now electric, removing the flap turning a constant speed prop, are in endurance, range, and fuel the 155CDI sometime soon.

48 | Pilot August 2018 | pilotweb.aero


Flight Test: Robin DR400-180

inadvertently overstressing the


airframe with an imprudent or
abrupt control input less likely.
Vne is a respectable 166kt with Va
(design manoeuvring speed) an
equally good 140kt. Slow flight
is as predictable as the rest of the
flight envelope. With full flap and a
bit of power the stall warner starts
bleating about ten knots before the
wing finally and reluctantly quits
flying at about 48. At the stall it
halfheartedly drops a wing, but
simply relaxing the back pressure
on the stick returns it instantly to
controlled flight.
Turning our attention to the
other end of the speed spectrum,
at 75% power (2,550rpm) and
3,500ft QNH the TAS is a perfectly
respectable 130kt for a fuel burn
of around 38 lit/hr. With the
standard tank fit of 190 litres, the
Regent has a range in excess of
600 nautical miles−an endurance
greater than mine. Bearing in
mind that we are talking about a
four-seat aircraft with a fixed pitch
propeller and fixed undercarriage
these are very respectable
numbers. Ambient cockpit noise
levels and vibration, even at cruise
speeds, remain tolerably low. The
wooden airframe clearly absorbs
noise and vibration better than
either metal or composites.
Back in the circuit, the 400
continues to impress, primarily
because it is just so easy to fly.
The field of view is excellent, and
different flap settings produce only
minor trim changes. To be fair, if you
mostly fly a Cessna 172 the plain
flaps will certainly seem inferior,

and if you’re ‘as fast as a fox’ then


it will float, although the flaps are
certainly adequate if the speed is
right. Generally, seventy knots on
final feels good in ’GY, and even in
strong, gusty winds speed control is
easy and I’ve never experienced any
difficulty in maintaining the correct
approach speed.
Bearing in mind that most
of the ‘in production’ types I
test for Pilot are factory new
demonstrators, and that ’GY is 27
years old, you might be wondering
how well it stacked up. Actually,
extremely well. Indeed, some
older readers would probably
prefer the traditional analogue
instrument layout, and the cockpit

50 | Pilot August 2018 | pilotweb.aero


Flight Test: Robin DR400-180

ROBIN DR400-180 REGENT


(REMORQUEUR FIGURES
IN BRACKETS)

Dimensions
Length 6.96m
Height 2.23m
Wing span 8.72m
Wing area 13.6sq m

Weights and loadings


Empty weight 600kg (560kg)
Max AUW 1,100kg (1,000kg)
Useful load 500kg (440kg)
Wing loading 77.7kg/sq m
(73.5kg/sq m)
Power loading 8.21kg/kW
(7.5kg/kW)
Fuel capacity 190 lit (110 lit)
Baggage capacity 60kg

Performance
Vne 166kt
Cruise (TAS) 135kt (124kt)
Stall 52kt (47kt)
Climb rate 825fpm (1,000fpm)
Service ceiling 15,500ft (20,000ft)
Takeoff to 50ft 610m (400m)
Land over 50ft 530m (470m)

Engine
Textron-Lycoming O-360-A3A air-cooled
flat-four, producing 180hp (134kW) at
2,700rpm

Propeller
Sensenich metal two blade fixed pitch
(Hoffman wooden two blade fixed pitch)

Manufacturer
Robin Aircraft, Darois, France
UK Agent: Mistral Aviation
sales@mistralaviation.co.uk

ABOVE: is comfortable, well ventilated, are anti-wooden aircraft, but in my phenomenal number of hours
overshadowed by adequately heated and quite opinion this is prejudice, founded and tows.
newer designs? spacious. What don’t I like about on myths and half-truths. While I was impressed with the
Don’t you believe it it? Very little. The pilot’s harness wooden aircraft built sixty years capabilities of the DR400 the first
for a moment! is poor, I don’t like not having a ago using Casein glue should time I flew one and, having now
window that opens (or at least a certainly be viewed with suspicion, logged a reasonable amount of
LEFT: ‘it is slightly
surprising how
DV panel), and the stick is perhaps the introduction of synthetic time in them, nothing has made me
well the DR400 a bit tall (although that opinion glues and fabrics such as Diatex, revise my opinion. With a useful
performs in roll’ is entirely subjective). There isn’t Ceconite and Oratex have ensured load of 500kg and equally good
a separate friction device for that a modern wooden aircraft can numbers for range and endurance,
the pre-tensioned throttles, and be as tough and durable as either the Regent is a true four-seat tourer.
although this isn’t an issue when metal or GRP−and also lighter. Fast, comfortable and economical,
tugging it can be in the cruise. Another reason why ‘wood is good’ it is an unpretentious aircraft with
Apart from these rather minor nit- is that it doesn’t have a ‘memory’ fine handling and simple systems
picks, it really is difficult to find (and consequently DR400s are that can lift a good load from a
fault with the Regent. not blighted with a Fatigue Index short strip. It’s no surprise that
So what about the practicalities or ‘Service Life’). I have heard of more than 3,000 have been sold,
of owning a wood-and-fabric Remorqueurs owned by French and that the design remains in
aeroplane? Doubtless some pilots gliding clubs that have logged a production today.

pilotweb.aero | Pilot August 2018 | 51

Você também pode gostar