Robin DR400's
"Trust Me"
Join Date: Sep 2000
Location: Egham, UK
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Got to input on this -look at my handle!! Share since '94 and about 500 Robin hours.
AF -Try a 180 -full fuel, four adults and 60kgs of luggage, 130kt cruise. But at MTOW, this puts you above MLW, so you must fly for about two hours -such hardship......
A&C -hiya! You know this plane....BTW, my uncle had the inspection done on his DR400 at Dijon for about £1500.
CSX001 -iffey on strips! Cobblers. This plane is SUCH fun. How about the 400m strip of Binstead, IOW -two adults, 2 children, half fuel, no probs.......the difficult bit is believing how SLOW it will go on the approach and u still have full control........great for crosswinds too with a 22kt demonstrated, that's why the wing tips are turned up ;-)
Until FM Immune came in, used it for loads of IMC -I don't fly it, just think it around the sky..In still air (it loves 5-8000') one can fly for miles by just nudging the rudder occassionally and a tweak on the trim.
The ONLY drawback -with all that perspex, it can get MIGHTY hot inside. Flew into Barcelona Sabadel when the OAT was +44C. Goodness knows what the inside temp was!!
DOC
PS One eighth share available, based EGLM, £8K, 1989.
AF -Try a 180 -full fuel, four adults and 60kgs of luggage, 130kt cruise. But at MTOW, this puts you above MLW, so you must fly for about two hours -such hardship......
A&C -hiya! You know this plane....BTW, my uncle had the inspection done on his DR400 at Dijon for about £1500.
CSX001 -iffey on strips! Cobblers. This plane is SUCH fun. How about the 400m strip of Binstead, IOW -two adults, 2 children, half fuel, no probs.......the difficult bit is believing how SLOW it will go on the approach and u still have full control........great for crosswinds too with a 22kt demonstrated, that's why the wing tips are turned up ;-)
Until FM Immune came in, used it for loads of IMC -I don't fly it, just think it around the sky..In still air (it loves 5-8000') one can fly for miles by just nudging the rudder occassionally and a tweak on the trim.
The ONLY drawback -with all that perspex, it can get MIGHTY hot inside. Flew into Barcelona Sabadel when the OAT was +44C. Goodness knows what the inside temp was!!
DOC
PS One eighth share available, based EGLM, £8K, 1989.
Join Date: Mar 2002
Location: Midlands
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DR400
Hi DOC400
You are a nutter like me.
After 275 hours from new my Regent still looks new - apart from a couple of gelcoat cracks in the top cowling - I'll get that all luvved up at the (first) CofA in December.
Do you enjoy looking at your passengers faces (after their wonderful experience!) when you tell them its made of wood?
Utter disbelief.
Run your hands along the leading edges and the rear decking - all ply and so beautifully done (phoooaaar!).
I agree with you about the ventilation. Whilst the later models have an improved system - when you get an OAT much above 25C I do find it a little uncomfortable - especially if you have a full crew. You can otherwise aim all 4 vents at your own bod.
I spoke to Guy Pellisier about aircon - it would add around 14kg and cost loads of dough to get certified. I don't think I'll be doing that...
I keep hearing rumours about French Robin drivers - particularly those involved in glider tugging - who fly with the canopy slightly open - prevented from closing by small wedges.
I can't find anybody who has actually seen it done and I must admit - I don't fancy doing it without assurances.
The high crosswind limit is very useful indeed.
A mate of mine flies a DR400/500 President. For an extra 4 inches in cockpit width you sure do pay the price on performance - even withthe 200 motor and twiddly prop.
I collected a 9 year old Regent for a friend recently.
Half fuel and just me, she immediately lifted her skirts up and scuttled along at 135kts at 2450rpm.
Whilst mine will do the 135 - it won't do it at that power setting.
It is all down to the exhaust I am told. The later ones like mine are strangled in order to comply with the later noise requirements.
Now the later machines are much more streamlined. None of the old wing-nut cowling fasteners and a much more aerodynamic cowling (probably why mine has some heat cracks..).
So - wouldn't it (in theory) go well with one of the older exhaust systems on it?
The other quirk of the design is the nosewheel steering. Land with an aft CofG - grease it on (as we of course always do in such an easy machine....!) and it may be necessary to dab the brakes just to lower the nose and engage the steering.
You can otherwise find that turning off the runway is very difficult
Wonderful aircraft. I flew all the way to Stauning Denmark in 01. We (of course!) went the Dover Calais route instead of the North Sea - chewed a headwind that was never less than 10kts and still had an hours fuel left when we got there.
Knocks a comparible spammer into a cocked hat.
HP
You are a nutter like me.
After 275 hours from new my Regent still looks new - apart from a couple of gelcoat cracks in the top cowling - I'll get that all luvved up at the (first) CofA in December.
Do you enjoy looking at your passengers faces (after their wonderful experience!) when you tell them its made of wood?
Utter disbelief.
Run your hands along the leading edges and the rear decking - all ply and so beautifully done (phoooaaar!).
I agree with you about the ventilation. Whilst the later models have an improved system - when you get an OAT much above 25C I do find it a little uncomfortable - especially if you have a full crew. You can otherwise aim all 4 vents at your own bod.
I spoke to Guy Pellisier about aircon - it would add around 14kg and cost loads of dough to get certified. I don't think I'll be doing that...
I keep hearing rumours about French Robin drivers - particularly those involved in glider tugging - who fly with the canopy slightly open - prevented from closing by small wedges.
I can't find anybody who has actually seen it done and I must admit - I don't fancy doing it without assurances.
The high crosswind limit is very useful indeed.
A mate of mine flies a DR400/500 President. For an extra 4 inches in cockpit width you sure do pay the price on performance - even withthe 200 motor and twiddly prop.
I collected a 9 year old Regent for a friend recently.
Half fuel and just me, she immediately lifted her skirts up and scuttled along at 135kts at 2450rpm.
Whilst mine will do the 135 - it won't do it at that power setting.
It is all down to the exhaust I am told. The later ones like mine are strangled in order to comply with the later noise requirements.
Now the later machines are much more streamlined. None of the old wing-nut cowling fasteners and a much more aerodynamic cowling (probably why mine has some heat cracks..).
So - wouldn't it (in theory) go well with one of the older exhaust systems on it?
The other quirk of the design is the nosewheel steering. Land with an aft CofG - grease it on (as we of course always do in such an easy machine....!) and it may be necessary to dab the brakes just to lower the nose and engage the steering.
You can otherwise find that turning off the runway is very difficult
Wonderful aircraft. I flew all the way to Stauning Denmark in 01. We (of course!) went the Dover Calais route instead of the North Sea - chewed a headwind that was never less than 10kts and still had an hours fuel left when we got there.
Knocks a comparible spammer into a cocked hat.
HP
"Trust Me"
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"Do you enjoy looking at your passengers faces (after their wonderful experience!) when you tell them its made of wood?"
And the 2CV door handles?
Cruise varies between 125-138kts at 2500rpm, depending on the weather!! At its best on cold high pressure days. A clean prop makes a good 5kt difference, especially if it's caked with grass and bugs.......
DOC
And the 2CV door handles?
Cruise varies between 125-138kts at 2500rpm, depending on the weather!! At its best on cold high pressure days. A clean prop makes a good 5kt difference, especially if it's caked with grass and bugs.......
DOC
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HP and Doc.400
Have you ever had nosewheel shimmy problems? I haven't in a DR400, but I used to rent a Robin 3000 which alway shimmied - and nobody seemed able to fix it. I think the nosewheel is similar on the two models, but I could be wrong.
Have you ever had nosewheel shimmy problems? I haven't in a DR400, but I used to rent a Robin 3000 which alway shimmied - and nobody seemed able to fix it. I think the nosewheel is similar on the two models, but I could be wrong.
"Trust Me"
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Shimmy? And how!! Bent the stops to the point where a new nose leg was required. And did Robin have them in stock? Like hell!! Had to be manufactured for us.
The only 'anti-shimmy' adjustment is a castellated nut at the top of the nose leg.......
DOC
The only 'anti-shimmy' adjustment is a castellated nut at the top of the nose leg.......
DOC
