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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 Bebe, which was so successful (I have one!) that in 1950 the two men?who were already related by marriage?decided to form the Societe des Avions Jodel. Jodel, which is a contraction of the two men’s surnames, went on to manufacture several very successful designs which were produced under licence by other manufacturers, such as Robin. PIL Aug18 Robin DR400 Pierre Robin’s first aircraft was a two-seat Jodel D.11, and from this he progressed to producing several Jodel-designed low wing monoplanes, including the subject of this month’s flight test, the DR400. This classic aircraft first flew in 1972 and is still in production today as the 401. Indeed, in many respects current examples are very similar to earlier models, for although it can be powered by a variety of different engines and fitted with modern digital avionics, the methods and materials used in its construction remain the same (Sitka spruce and plywood made from Okoume, a type of west African hardwood also known as Gaboon). DR400s are practically bespoke machines and are lovingly handcrafted by artisans. I was lucky enough to visit the factory in Darois-Dijon many years ago and see the quality workmanship first-hand. Robin employs traditional craftsmen, some of whom have been with the company for many years, and this is evident in the very high build quality of the finished product. Now, some readers, particularly those raised on a diet of Rotax-powered composite aircraft, may be wondering why we’re extolling the virtues of a 46-year-old wood and fabric aircraft. The simple reason?apart from the fact that the basic design is still in production?
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is that the DR400 continues to outperform many of its contemporaries. This is constructed in three parts, and consists of a relatively wide, flat centre section, dihedral?fourteen degrees of it?and washout (five degrees) being restricted to the tapered outer wing panels. The net result is a wing that, while very efficient in the cruise, is also a solid performer at the slow end of the speed envelope. Some pilots claim that the wing generates less drag in the cruise than many other designs, 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 chord) while incorporating some of the advantages of the ideal elliptical wing, which is very efficient in flight but expensive to build. The cranked wing consists of a single box spar, over which the ribs are threaded, skinned with ply forward of the spar and covered in Diatex fabric. Robin DR400-180 flight test 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. As I still fly Golf Yankee regularly (Golf Zulu having been sold a few years ago) this report is predominantly about the Regent. For clarity, the other differences between the two are detailed in the box on page 46.
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Access to the engine isn’t great. The oil can be checked via a small hatch, but to do anything else you must remove the cowling. The air intake for the carburettor protrudes forwards slightly, possibly to gain a slight advantage from ram-air pressure. Robin DR400-180 flight test The fuselage is a wooden semi-monococque box structure covered primarily in plywood, although from any distance away you’d swear it was metal, so good is the finish. The rear fuselage features a gentle taper before sweeping up into the sweptback fin. The rudder is generously proportioned and the Diatex-covered all-flying tailplane (or stabilator, for our readers in America) features metal-covered anti-balance tabs (which also provide pitch trim) on its trailing edge. A wide track, short-wheelbase undercarriage completes a very elegant-looking flying machine. All three wheels are the same size, feature snug-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 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. Robin DR400-180 flight test 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.
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Readers who fly their 172 like a 727 may well disagree. The flap lever is between the seats and has three settings, Up, 15? and 60?. ’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 lights and pitot heat. These consist of a large tachometer, oil temperature, pressure and fuel pressure gauges, and fuel contents for each tank. Also located in this subpanel are the carburettor heat plunger and fuel pump switch, while contained in a small console extending down from the panel and then aft between the seats are a plunger for the parking brake, mixture control, elevator trim indicator, fuel selector and trim wheel. A nice touch is that when the fuel selector is turned to off it covers the start button. Also on the left of the panel are a basic Century IIB autopilot, suction gauge, chunky split rockers for the battery and alternator, and a rotary switch for the magnetos. A few of the vital electrical services are protected by circuit breakers by the pilot’s left elbow, and the others are fitted with fuses on the opposite side of the cockpit. If I could change any of it (and regular readers will know how I love to tinker) I would move the tachometer higher up so it was just to the left of the ASI, and transfer the important CHT gauge to where the tachometer was, so as to be more readily incorporated in the scan. The big canopy slides closed smoothly and fairs into the rear fuselage almost seamlessly, which must go a long way to reducing total drag. A curious omission on all the DR400s I’ve flown is that none has been fitted with a primer. This means you must prime the engine by pumping the throttle, which isn’t always the best idea with updraught carburettors and a wooden airframe.
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Anyway, a well-maintained O-360 is generally pretty reliable, and on the day of the air-to-air shoot ’GY’s fired second blade. Robin DR400-180 flight test Taxying is easy; the nosewheel steers through the rudder pedals and differential braking can be used to reduce the turning circle. The field of view is excellent. The windscreen is big with only a small centrepost and the side windows are huge. Performance figures on the day of the test are essentially irrelevant. With only me, half-fuel and no baggage, ’GY is a long way below MAUW and consequently the acceleration is excellent. I’m airborne in a fraction of Saltby’s 1,200m Runway 25 as the Regent practically leaps off the ground and swiftly settles into a very impressive climb with the VSI indicating more than 1,100fpm at 80kt. However, even when flown at the 1,100kg MAUW the distance required to clear a fifty-foot obstacle is still only 610m. Flaps up and electric fuel pump off at 500ft, then trim for the 92kt Vy (best rate of climb) and head south to look for the cameraship. I don’t really like airborne rendezvous as the sky can be much larger than you think. However, I’ve agreed with Rutland Flying School’s Steve Waddy that we’ll meet directly over the centre of the former RAF Cottesmore at exactly 1730. Robin DR400-180 flight test 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 assessment.
As I do so it occurs to me that, despite flying DR400s so regularly, I’ve never fully evaluated the control and stability either qualitatively or quantitatively, although as the prototype DR400 first flew 46 years ago, you’d imagine any bugs have would long since been ironed out. A couple of 360 degree turns reveal very pleasant handling and nicely harmonised controls. It’s slightly surprising how well the DR400 performs in roll, as the ailerons look quite unsophisticated. Robin DR400-180 flight test Another pleasant surprise is how light the rudder is in flight, bearing in mind that the rudder pedals also steer the nosewheel. In fact after takeoff the nosewheel steering automatically disconnects and the airflow then aligns the nose spat with the aircraft’s longitudinal centreline for minimum drag. The controls do firm up at higher speeds but this is no bad thing as it makes the possibility of 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. 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.
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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. 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. Actually, extremely well. Indeed, some older readers would probably prefer the traditional analogue instrument layout, and the cockpit is comfortable, well ventilated, adequately heated and quite spacious. What don’t I like about it. Very little. The pilot’s harness is poor, I don’t like not having a window that opens (or at least a DV panel), and the stick is perhaps a bit tall (although that opinion is entirely subjective). There isn’t a separate friction device for the pre-tensioned throttles, and although this isn’t an issue when tugging it can be in the cruise. Apart from these rather minor nit-picks, it really is difficult to find fault with the Regent. So what about the practicalities of owning a wood-and-fabric aeroplane. Doubtless some pilots are anti-wooden aircraft, but in my opinion this is prejudice, founded on myths and half-truths. I have heard of Remorqueurs owned by French gliding clubs that have logged a phenomenal number of hours and tows. Robin DR400-180 flight test I was impressed with the capabilities of the DR400 the first time I flew one and, having now logged a reasonable amount of time in them, nothing has made me revise my opinion. With a useful load of 500kg and equally good numbers for range and endurance, the Regent is a true four-seat tourer. Fast, comfortable and economical, it is an unpretentious aircraft with fine handling and simple systems that can lift a good load from a short strip. The DR400 Dauphin is not made for acrobatics. If you are flying upside down or even flying with negative G for too long, your engine will shutdown, just like in real life!
Each electric part (instruments, lights, pump.) consumes electrical power. The more electrical parts are ON, the more the electric system is sought.While this switch is OFF, nothing is working but the GPS and chronometer.A message with your callsign and your position is sent over the network.A message with your callsign and your position is sent over network in case of a crash.You can change the QNH by handling the knob on the bottom-right.Once the engine is running you can set it OFF.You can use mousewheel or left click to set the selector.The wheel is working like a knob depending on the mouse action.It can be helpful for taxiing in addition of the rudder action.Please view the media description page for details about the license of specific media files. See Terms of use for details. Every year the average has been seventeen The number of fuel starvation These variations are, however, With the exception of five ULM's and a helicopter, There is a great degree of The events that were notified to the BEA are accidents This study will thus concentrate These causal factors occur during flight preparation Pilots, not having consulted the aeronautical Delays due to a headwind, A pilot who had The quantity of useable fuel is always lower than Another pilot's engine cut out through lack of fuel; In fact, if the fuel nozzle is inserted A pilot had to The logbook is one of the main defenses against The notations must be compared with the indications on The quantity In cases where In three fuel starvation events, The pilots were conscious of the It is possible that other branches These elements Good fuel management during the The chronology After about 55 minutes flight the engine cut out. The aircraft He also explained that Once on the ground, he asked an aircraft on Each person on board was supposed to fly one On the return On the base leg, the engine cut out and the pilot landed The 110-liter tank was found to be empty.
The pilot stated that the flight time on the third stage Although 78 liters The engine was still running on landing. To obtain this consumption a weak The trip fuel calculated for a distance To this quantity he Taking into account an allowance of 5 liters Not having appropriate The pilot then made a visual check The two outer tanks were empty but the Nevertheless, the pilot decided to take off for Montpellier At the end of the base leg to Montpellier During the roll, the nose gear collapsed, These pilots were faced with several obstacles: Certain events classified. Please help to improve this article by introducing more precise citations. ( November 2010 ) ( Learn how and when to remove this template message ) The Robin DR400 first flew in 1972 and is still in production. The current model is designated 'DR401'. It has a tricycle undercarriage, and can carry four people. The DR400 has a 'cranked wing' configuration, with the dihedral angle of the outer wing much greater than the inboard, a configuration which they share with Jodel aircraft. This model is considered easy to fly by many and quiet during flight due to its wooden frame.The first variant was the DR340 Major, a tricycle landing gear version of the DR250 Capitaine which first flew on 27 February 1968, followed on 21 March 1968 by the DR315 Petit Prince, a tricycle landing gear version of the DR221 Dauphin. The DR315 was later replaced by the DR300. In 1972 an improved version, the DR400 was introduced with a forward-sliding canopy.It is a derivative of the earlier Jodel designs, is light, stiff and strong, with the dihedral of the outer panels imparting substantial lateral stability in flight. Being fabric covered, it presents a smooth surface to aid airflow, unhindered by the typical overlapping panels or rivets found on metal aircraft.Since they have a lower angle of attack to the airflow than the centre section, they create less drag in cruise flight.
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This characteristic also imbues rather benign stall behavior and the DR400 consequently does not suffer from the need to install retro-fixes like leading edge stall strips.London: Jane's Yearbooks.By using this site, you agree to the Terms of Use and Privacy Policy. We hope you’ll enjoy flying it! This four-seat, piston-engine aircraft is equipped with fixed tricycle landing gear, a 180 HP four-cylinder engine and a large forward-sliding canopy. It is fitted with an auxiliary fuel tank for a total capacity of 240 litres, providing great range. Circuit breaker logic is linked to X-Plane’s internal failure logic, so if the plane is set to fail a certain electrical component after a certain number of hours, the circuit breaker for that element will pop out Op verzoek van de EU willen we natuurlijk de GDPR naleven. Op verzoek van de EU willen we natuurlijk de GDPR naleven. Reigerlaan 251. Hoogkarspelstraat 83. Den Haag om 10:30 17 oktober 2020 Flightsim Eindhoven Flightsim Eindhoven Novotel Eindhoven. Anthony Fokkerweg 101Wipmolenweg 54. Kastelenplein 167. We hope you’ll enjoy flying it. The X-Plane 11 edition is available at the same low price! The DR400 is a wooden monoplane, first flown in 1972 and still in production in France as the latest DR401. This four-seat, piston-engine aircraft is equipped with fixed tricycle landing gear, a 180 HP four-cylinder engine and a large forward-sliding canopy. The aircraft features a distinctive cranked wing design and sliding canopy, giving it a unique appearance among GA aircraft and excellent cruise performance. It is fitted with an auxiliary fuel tank for a total capacity of 240 litres, providing great range. The DR400’s excellent visibility, payload capabilities and 130-knot cruise speed make it an ideal aircraft for touring and flight training.
Moving into the cockpit, the aircraft features a comprehensive suite of IFR-capable avionics including a GMA 340 audio selector, GNS 430 GPS unit, KY 97 COM 2 radio, KN 64 DME, GTX 330 transponder, KR 85 ADF and S-TEC 55 autopilot. The model takes advantage of the latest technologies such as PBR to produce stunning visual fidelity. The DR400 is flown all around the world and our add-on reflects that global popularity. The package features liveries from the UK, USA, Europe and Australia. A perfect replica that possesses all of the styling and sleek lines of the real aircraft. It also has some super detailing. Inside the cockpit, the gauges, switches, lights, and avionics are interactive and beautifully modeled, and the high resolution textures give the cockpit a photo-real feeling. Tweet Download PDF - See full screenReport a web site issue Report a copyright issueDownload PDF Tweet. This is F-GBAI from Aeroclub de Granville. Swiss texture files only for the dr400 140b flight manual Aerosoft This is HB-KFQ from the Aeroclub du Valais at Sion. He has made here a really nice job converting the data in the flight manual to a check list in the format. Download FSX Dr Sion. AC B (Cancelled) - dr400 140b flight manual Guidelines for Design Approval of Aircraft Data Link Communication Systems Supporting Air Traffic Services (ATS) (Cancelled) Document Information Share on Facebook. It is immediately identifiable thanks to the unique dihedral (upward curve) of its wings. Page Screenshot of Robin DRB in flight. Flightradar24 is a global flight tracking service that provides you with real-time information about thousands of aircraft around the world. The Robin Ecoflyer looks like an interesting aircraft but we know little about operating one and in particular what to look for, or be aware of, if considering buying one. A livery for dr400 140b flight manual the Aerosoft Robin DR X payware model, with fictitious British registration.
Accepts FSX flight plans when loaded from the FSX flight plan menu page. A while ago, I wrote an impression of the French “XP-France Simulation” Robin DR aircraft. Switzerland - June 15, Julian dr400 140b flight manual Ritz Harrisson. This topic is now archived and is closed to further replies. Tweet Download PDF - See full screenReport a web site issue Report a dr400 140b flight manual copyright issueDownload PDF Tweet. Cursor mode where you can select any position on the map as a Direct-To. Type Repaint for Payware Model Download hits Screenshot of Robin DRB in flight. 3D cockpit and plane are highly detailed, this can result in low fps and fog on some computers. This HP Robin DR for FSX and P3D is a classic European GA aircraft. Cursor mode where you can select any position on the map as a Direct-To. Note: By ticking this box you consent to placing a cookie on your computer. Robin DRB (v) Robin DRB (v) He has made here dr400 140b flight manual a really nice job converting the data in the flight manual to a check list in the format. This second manual is a copy of an actual real-life Robin DRB manual, and comes in at 51 pages. FLIGHT LOAD FACTOR LIMITS AT MAXIMUM WEIGHT FSX Robin DRB OE-DPH. PH-SVT DRB (NVFR equipped): empty weight,64, MTOW kg.By Dirk Hueschelrath. Swiss texture files only for the Aerosoft This is HB-KFQ from the Aeroclub du Valais at Sion. Low Price and Satisfaction Guarantee. Screenshot of Robin DRB in flight. Switzerland - June 15, Julian Ritz Harrisson. The current model is designated 'DR'. The second manual is in German, so you’ll need to be able to understand that language to use it, but if you can, it should be a very interesting read. A while ago, I wrote an impression of the French “XP-France Simulation” Robin DR aircraft. Tables are given in the Flight Manual for Takeoff, Climb, Cruise and Landing.
You may then go to the Robin publications page and choose the desired aircraft type then flight manual and follow the instructions including dr400 140b flight manual online payment. Code article Avion Item code Type Lang. This short review covers another Robin DR, but this time from XPFR, also known as the “Association of French-Speaking Creators”. I like to primarily fly smaller single engine general aviation flight simulator aircraft and because the Robin DRB was unfamiliar to me and I like the challenge of trying something new, I wanted this aircraft installed on my system. Texture files only for the Aerosoft DR X. By Bertrand Barbe. Texture files only for the Aerosoft DR X. To access to the AFM (Aircraft Flight Manual) pages, you first have to subscribe on line to the basic publication service (see page 1). The second manual is in German, so you’ll need to be able to understand that language to use it, but if you can, it should be a very interesting read. This photo is copyright protected and may not be used in any way without proper permission. The world’s most popular flight tracker. FSX General Aviation Aircraft. Our service is currently available online and for your iOS or Android device.For more information: READ THE MANUAL. This short review covers another Robin DR, but this time from XPFR, also known as the “Association of French-Speaking Creators”. This second manual is a copy of an actual real-life Robin dr400 140b flight manual DRB manual, and comes in at 51 pages. By dr400 140b flight manual Bertrand Barbe. AC B (Cancelled) - Guidelines for Design Approval of Aircraft Data Link Communication Systems Supporting Air Traffic Services (ATS) (Cancelled) Document Information Share on Facebook. This model from Lionheart Creations sports seven different paint schemes along with realistic instrumentation, GNS GPS, S-Tec 55 autopilot, reflective glass and pop-up gauges. Exterior. Texture files only for the Aerosoft DR X.
Browse AirHistory's historic aviation photography database. One Stop Shop For All Your Aviation Needs. Swiss texture files only for the Aerosoft This is HB-KFQ from the Aeroclub du Valais at Sion. HSI page showing ground track, flight plan leg bearing and cross track deviation.) of the genuine aircraft, and material publicly available on the Internet. The new Robin DR Dauphine for Prepar3D and Flight SImulator X, available now from Lionheart Creations (LHC) This is the classic, famed General Aviation plane of most of Europe, the Robin DR, This is the pilots flight manual for the LHC Robin DR It is in PDF format and is a free download and enables you dr400 140b flight manual a 'glimpse' into this unique. I like to primarily fly smaller single engine general aviation flight simulator aircraft and because the Robin DRB was unfamiliar to me and I like the challenge of trying something new, dr400 140b flight manual. Browse AirHistory's historic aviation photography database. Note: By ticking this box you consent to placing a cookie on your computer. For more information: READ THE MANUAL. FSX Robin DRB HB-EDP. This is F-GBAI from Aeroclub de Granville. XPFR’s Robin DR B Introduction. This photo is copyright protected and may not be used in any way without proper. This is F-GBAI from Aeroclub de Granville. ROBIN DR B (2D) (v) Robin DRB (v) Robin DRB (v) development of change for driving the propeller in flight. This is the pilots flight manual for the LHC Robin DR It is in PDF format and is a free download and enables you a 'glimpse' into this unique, fun to fly. AVSIM is staffed completely by volunteers and all funds donated to AVSIM go directly back to supporting the.
If your home speaks country, it might appear in a featured ideabook Full Story 110 FARM YOUR YARD Houzz Call: Show Us Your One-of-a-Kind Chicken Coops By Annie Thornton Do you have a fun or stylish backyard shelter for your feathered friends. Post your pictures and stories in the Comments.