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Robin / Jodel DR100 Ambassadeur / DR.105 / DR.1050 Ambassadeur / DR.1051

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DR.1050


With the DR.10 finished and flown by Robin, Robin and Delemontez decided to join forces to see if they could create a marketable version of the Jodel-Robin. For several reasons, the Jodel-Robin could not be certified, so Delemontez ended up designing a completely new aircraft. This aircraft was to be produced by Robin, who had decided to found a company for this purpose, called Centre Est Aeronautique (CEA).

In 1958/59 the prototype of the new aircraft was finished and called the DR100 Ambassadeur. DR for Delemontez-Robin and 100 from the original D10 numbering. Immediately after the first flights of the prototype, Robin started producing the DR100's.

Earlier examples had a 90 hp Continental C90 engine, later ones were fitted with 100 hp O-200's and 105 hp Potez 4E20 engines. The DR100 series features the typical cranked wing, a spatted (taildragger) undercarriage, four seats and is of wood and fabric construction.

The DR series progressed through a number of changes, giving it the following names:
DR100 - First produced with 90 hp Continental C90
DR105 - As for the DR 100, but with hydraulic brakes
DR1050 - As for the DR 105, but with 100 hp Rolls Royce or Continental O-200 engine.
DR1051 - As for the DR 1050, but with 105 hp Potez 4E20 engine.

After many refinements, the final production version of the DR 10, powered by a Continental C-90 and able to carry three people rolled out as the DR100, as a high-performance three-seater with the 71-kW (95-hp) Continental C90 engine. The aeroplane entered production in 1958, and after 10 had been built the type was altered and redesignated D.1050 Ambassadeur during 1961. Production of the DR.1050 and its improved DR.1051 variant totalled 148.

Subsequent versions were the DR.1050/M Sicile and DR.1050 Sicile Record each with the 70-kW (100-hp) Rolls-Royce Continental 0-200-A, of which 114 and 58 were built respectively.

Pierre Robin and his wife took their factory tuned and streamlined DR1051 to a number of air races, winning every race they entered. The race around Sicile being the most notable race of them all. The streamlining went as far as removing the air brakes, removing the door handles and taping up the doors after the Robin's had entered the plane. The tailwheel received its own wheel pant as well. Furthermore the Robin engineers managed to squeeze every last horsepower from the Potez engine. The result of these efforts were an average speed of 270 kph during the race, which is the Vne of the stock model.

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DR.1051 Sicile


The races did very well for Jodel sales, and large numbers of orders were placed.

After the results of the races, Robin decided to incorporate a number of the things that they had learnt from the races in the design of the DR1050 "Ambassadeur". This lead to the "Sicile" model. The most notable changes were:
More streamlined wheel pants
A streamlined air intake for the carburator, situated underneath the propellor.

It was in 1963 that Robin and Delemontez started thinking of changing the tail section of their plane, to give it more directional stability and a more powerful elevator. Robin took to work to design the DR1050 MM1 model. It was at this time where SAN, a company that was building DR1050's under a license agreement, introduced the DR1050 M model. This plane was a DR1050 with the tail section of the recently introduced D150 Mascaret. Thus far, SAN had given their DR1050's the name "Excellence", and the new model was called "Excellence Record".

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DR.1050M


Soon after SAN introduced the Excellence Record, CEA entered their DR1050 MM1 Sicile Record. The difference between the two is very notable. The SAN model has a more angular transition between the turtledeck and the vertical tail, just like the D150, whereas the CEA version has a fluent rounded profile.

The Dr1051 3 seat development is powered by a 105hp Potez 4E-20 flat-four engine, built in the early 1960s by Societe Aeronautique Normande (S.A.N.)

The final type was the DR.1052 Excellence, a 1963 development of the DR.1050 with either the 0-200-A or the 78-kW (105-hp) Potez 4 E-20 engine. These types were produced in similar forms by Avions Pierre Robin and also by the Société Aéronautique Normande.

Mainly due to hp restrictions, the loading capacity is not quite up to having all four seats occupied. The back seats are not all that roomy either. Finally, loading up the back seats quickly pushes the Center of Gravity too far aft (partially solved in the later M models with revised tailplanes). The DR 100 series should be looked at as a large two seater, or a 2+2 at best.

Another problem for taller people is that depending on the factory and the model year, sometimes the panel extends rather far downward. When you are over 1.85 meters (6'), then your shins will probably hit the panel when you try to work the pedals. Numerous people have solved this problem by simply removing some panel. The seats are adjustable, but not over a wide range and the seatbacks are rather low. Jodels are built for shorties.

Many homebuilders have fitted or retrofitted flaps to their DR1050's. These are copies of the flaps that can be found on the DR200 and onward models. The air brakes are omitted and a rod running aft from the original airbrake torque tube mechanically operates the flaps, just like it is done on later factory models. No flaps were ever fitted to the DR100 by the factory.

Due to an automotive background of Joly (he had a Citroën garage), automotive details can be found on their aircraft. Most notable are the door handles, which are 1950's Citroën 2CV items. And since the 2CV featured "suicide" type doors (hinged at the back), the door locks in the car are facing forward. In the Jodel they face backward, so the left and right handle needed to be switched in the transition. This explains why the DR 100 (and other Jodel/Robin models as well) have the door lock on the righthand side of the plane!

Parts of the DR100 series were still produced and plans were still being sold by SAB.

 

Gallery

 

DR100
Engine: Continental C90, 95 hp
Fuel: 80/87 octane, Mogas

DR105
Engine: Continental C90, 95 hp
Fuel: 80/87 octane, Mogas

DR1050
Engine: Continental/Rolls Royce O-200, 100 hp
Fuel: 80/87 octane, Mogas
Length: 21.4 ft / 6.5 m
Height: 5.8 ft / 1.8 m
Wing span: 28.8 ft / 8.72 m
Empty weight: 913 lbs / 415 kg
Max Take off weight: 1650 lbs / 750 kg
Max Landing weight: 1630 lbs / 740 kg
Usefull load: 737 lbs / 335 kg
Power loading: 16.5 lbs/hp / 7.5 kg/hp
Fuel capacity (front): 12 gal / 55 l
Fuel capacity (rear): 12 gal / 55 l
Unusable fuel in aft tank: 1.5 gal / 6 l
Max load factors: +3.8 G, -1.5 G
Undercarriage: Tailwheel
Seats: 2+2
Controls: Stick and rudder
Material: Wood and fabric
Fuel burn 75% pwr: 5.5 gph / 21 liter/hour
Fuel burn 55% pwr: 4 gph / 15 liter/hour
Max speed, sea level: 130 mph / 210 km/h
Cruise speed: 115 mph / 185 km/h
Vne: 169 mph / 270 km/h
Stall speed (indicated): 55 mph / 88 km/h
Climb rate: 600 fpm / 3 m/s
Take-off roll: 980 ft / 300 m
Landing roll: 800 ft / 250 m
Range 75% power, no reserves: 575 nm / 1035 km (5.2 hours)
Range 55% power, no reserves: 650 nm / 1170 km (6.9 hours)

DR1050M
Engine: Continental/Rolls Royce O-200, 100 hp
Fuel: 80/87 octane, Mogas
Length: 21.4 ft / 6.5 m
Height: 5.8 ft / 1.8 m
Wing span: 28.8 ft / 8.72 m
Empty weight: 913 lbs / 415 kg
Max Take off weight: 780 kg
Max Landing weight: 780 kg
Usefull load: 737 lbs / 335 kg
Power loading: 16.5 lbs/hp / 7.5 kg/hp
Fuel capacity (front): 12 gal / 55 l
Fuel capacity (rear): 12 gal / 55 l
Unusable fuel in aft tank: 1.5 gal / 6 l
Max load factors: +3.8 G, -1.5 G
Undercarriage: Tailwheel
Seats: 2+2
Controls: Stick and rudder
Material: Wood and fabric
Fuel burn 75% pwr: 5.5 gph / 21 liter/hour
Fuel burn 55% pwr: 4 gph / 15 liter/hour
Max speed, sea level: 130 mph / 210 km/h
Cruise speed: 115 mph / 185 km/h
Vne: 169 mph / 270 km/h
Stall speed (indicated): 55 mph / 88 km/h
Climb rate: 600 fpm / 3 m/s
Take-off roll: 980 ft / 300 m
Landing roll: 800 ft / 250 m
Range 75% power, no reserves: 575 nm / 1035 km (5.2 hours)
Range 55% power, no reserves: 650 nm / 1170 km (6.9 hours)

DR.1050 Sicile Record
two/three-seat sport and touring lightplane
Span: 8.71 m (28ft 7.25 in)
Length: 6.35m (20 ft l0in)
Powerplant: l x Rolls-Royce Continental 0-200-A, 75kW (100 hp)
Max T/O weight: 780kg (1,720lb)
Max speed: 133 mph at sea level
Operational range: 775 miles

 

DR.1050
Engine: Continental O-200, 100 hp
Wing span: 8.72 m
Wing area: 13.6 sq.m
MAUW: 780 kg
Empty weight: 400 kg
Fuel capacity: 110 lt
Max speed: 270 kph
Cruise speed: 220 kph
Climb rate: 2.8 m/s
Seats: 3
Fuel consumption: 20 lt/hr
Plan price (1998): 1200 Fttc
Kit price (1998): 151 000 Fttc

 

DR1051
Engine: Potez 4E20, 105 hp
Fuel: 100/130 octane, no Mogas

 

 


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