By 1965, it was time to replace the DR 1050 and the DR 100 series was succeeded by the Robin DR 200 range of aircraft, being very similar to the DR 100’s. The DR 200 series started with the DR 220 2+2 (first flying in 1966), of which 83 were built in 1967.
The DR.220A was an improved DR.220m strengthened airframe, and DR.250 type landing gear.
The 220 was eventually given a 108 hp Continental O-235 engine as the DR.220/108, instead of the original O-200A, and was then called the DR 221 Dauphine (first flying in 1967).
DR.221 Dauphin
The Dauphine was later given a 160 hp Lycoming O-320-D2A engine, making it the DR 250 Capitaine.
After winning the Sicile races with the DR1051, Robin wanted something even faster. In an era where improvements in General Aviation were following up very quickly, the 6 year old design of the DR1050M was becoming obsolete. Robin fitted a larger engine to the DR1050, made it more roomy, streamlined it even more and thus created the DR250 Capitaine.
As a modified and improved DR 1050, the major changes were: Larger engine Wider track for main landing gear Flaps Floating tailplanes (again like 1050 M) More streamlines around the nose Slightly more tilted, larger windscreen More shoulder room due to more arched side screens Bigger, more comfortable seats More comfortable as a whole More sophisticated instrument panel that was taller and farther away from the pilot No front/rear tank configuration, just a single, large tank under the rear seat, containing 70 liters and two 40 liter tanks in the wing roots Smaller, wheels (5 inch rather than 6 inch items) and wheel pants, which are unfortunately a bit less well suited for grass runways.
The 250 proved very competative in the Sicile racings, securing the first seven positions in the rankings, Robin as always firmly on the number one spot. Robin experimented with a 180 hp engine in his personal DR250, with which he obtained an avarage speed of 317 kph during one of the Sicile air races. Such was his lead, that the race organizers asked Robin not to enter the next race, since this would render the rest of the field without chances of winning. After some 100 DR 250 were produced, the DR 250 was later given a larger fuselage, trigear undercarriage and a 180 hp Lycoming O-360-D2A, making it the four/five seat DR 253 Regent, appearing in 1967. The first Robin with a nose wheel.
DR220 Number produced: 84 Production years: 1966-1970 Engine: Continental O-200, 100 hp Fuel: 80/87 Length: 6.90 m Wing span: 8.72 m Wing area: 13.6 sq.m Empty weight: 440 kg Max Take off weight: 780 kg Useful load: 340 kg Fuel capacity (wings): none Fuel capacity (rear): 110 l Gear: Tailwheel Seats: 2+2 Controls: Stick and rudder Material: Wood and fabric Fuel burn: 20 l/hr Max speed, sea level: 230 km/h Cruise speed, 75% SL: 205 km/h Cruise speed, 75% 3000 m: 215 km/h Service ceiling: 4600 m Range, no reserves: 1050 km
DR221 DAUPHIN Number produced: 62 Production years: 1967-1970 Engine: Lycoming O-235-C2A, 108/115 hp Fuel: 80/87 or 100/130 Wing span: 8.72 m / 28 FT 7.25 IN Wing area: 14.15 sq.m Length: 6.90 m / 22 FT 11.5 IN Empty weight: 475 kg / 1047 lb Max Take off weight normal: 840 kg / 1852 lb Max Take off weight utility: 780 kg / 1720 lb Useful load: 350 kg Fuel capacity (wings): 2 x 40 l Fuel capacity (rear): 110 l Gear: Tailwheel Seats: 4 Controls: Stick and rudder Material: Wood and fabric Fuel burn: 22 l/hr Max speed, sea level: 245 km/h Cruise speed, 75% SL: 205 km/h / 110 kt / 127 mph Cruise speed, 75% 3000 m: 230 km/h Range, no reserves: 910 km / 490 nm / 565 mi ROC: 650 fpm / 198 m/min Service ceiling: 12800 ft / 3900 m
DR250 Number produced: 101 Production years: 1965-1969 Length: 6.90 m Wing span: 8.72 m Wing area: 14.15 sq.m Empty weight: 500 kg Max Take off weight: 960 kg Useful load: 460 kg Fuel capacity (wings): 2 x 40 l Fuel capacity (rear): 110 l Gear: Tailwheel Seats: 4 Controls: Stick and rudder Material: Wood and fabric Engine: Lycoming O-320, 150/160 hp Fuel: 100/130 Fuel burn: 32 l/hr Max speed, sea level: 282 km/h Cruise speed, 75% sea: 250 km/h Cruise speed, 75% 3000 m: 265 km/h Service ceiling: 5200 m Range, no reserves: 1150 km
DR253 Regent Engine: Lycoming, 180 hp Seats: 4/5 Prop: fixed pitch Undercarriage: fixed-nose Max TO wt: 2425 lb (1100 kg) Max level speed: 171 mph (275 kph) Useful load: 1130 lbs ROC: 1,300fpm Cruise 75%: 144 kts Max range: 900 miles TO dist 50ft: 2,000 ft Wing span: 28 ft 7.5 in (8.72 m) Length: 23 ft 6.75 in (7.18 m) Height: 7 ft 9.5 in (2.38 m)
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:
DR100A First produced version with 90 hp Continental C90 3 seats No built: 10 – CEA, 59 – SAN
DR105A Ambassadeur As for the DR 100, but with hydraulic brakes Continental O-200A, 100 hp No built: 21 – SAN
DR1050 Ambassadeur As for the DR 105, but with 100 hp Rolls Royce or Continental O-200 engine.
DR1051 Ambassadeur As for the DR 1050, but with 105 hp Potez 4E20 engine.
DR1050 Sicile Continental O-200 engine
DR1051 Sicile 105 hp Potez 4E20 engine
DR1050M Excellence Sweptback fin and rudder, one piece elevator 38 built (by SAN)
After many refine¬ments, 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 DR.1050 Ambassadeur during 1961. Production of the DR.1050 Ambassadeur and its improved DR.1051 Ambassadeur variant totalled 252 by SAN and 148 by CEA. Production of the DR1050 and DR1051 Sicile totalled 114 (by CEA).
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.
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”.
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.
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)
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
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
CEA DR.1050MM1 Sicile Record Engine: Continental O-200-A, 100 hp Wingspan: 28 ft 7.5 in / 8.72 m Length: 20 ft 10 in / 6.35 m Empty weight: 883-970 lb / 400-440 kg MTOW: 1720 lb / 780 kg Max cruise 75%, 6560ft / 2000m: 118 kt / 133 mph / 215 km ROC SL: 590 fpm /180 m/min Seats: 3 (max 308 lb / 140 kg)
DR1051 Engine: Potez 4E20, 105 hp Fuel: 100/130 octane, no Mogas
Pierre Robin, then a young flying instructor, wanted to build a 3 seater version of the D11 capable of carrying his wife and son. He found an unused Jodel D.10 glider wing lying in a hangar at a nearby airfield, bought the D10 wing from Delemontez for the price of the wood alone, and started building what became known as the Jodel-Robin. He built a fuselage, based on a scale-up version of the Jodel D.11, around this wing, resulting in the DR 10. After many refinements, the final production version an aircraft powered by a Continental C-90 and able to carry three people rolled out as the DR100.
The Sceptre was an original design of Larry Roberts and his Roberts Sport Aircraft Co. The original plans called for production as a factory-built aircraft, but this was later changed to kit form.
The company initially built a first single-seat prototype with a 48 hp Rotax 503 two-stroke engine, designated Sceptre 1. Possibly up to three prototypes were completed and reportedly also the 52 hp Rotax 532 engine was tested, and the first was flown in November 1983, registered as N254LR, followed by the second in 1984.
Two years later the Sceptre 1 was followed by a side-by-side two-seat prototype named the Sceptre 2 and although dimensionally very similar, it had a wide cockpit and an 85 hp Limbach L2400 engine. Further development of the Sceptre was halted.
After WWII, George Robertson, worked for aircraft designer/builder John Thorp. Thorp had designed the Lockheed Model 33 Little Dipper also known as the Air Trooper in 1944. Only one example was built and flown before the program was cancelled.
After WWII, Thorp designed the Thorp T-211 Sky Skooter and allowed his employee George Robertson to manufacture extra parts and convert a T-211 back into a single seat aircraft to replicate the original Lockheed Air Trooper. This aircraft is actually a Robertson Sky Skeeter.
Original powered by a Lycoming 0-145 engine, the aircraft was restoration by Sorrell Brothers in 2005 and the engine replaced with a TMX-O-200 Continental. A sliding canopy was installed at restoration.
The airframe had reached 129.5 hrs TTSN, 45 hrs since restoration.
The B2 RD is the same as the B1-RD except: Side by-side two seater. Wing has swept back leading edge, swept forward trailing edge and tapering chord. Shown for the first time at Sun ‘n’ Fun in Lakeland, Florida in March 1983, the B2 RD is basically an extrapolation of the Bl RD concept, the principal differences between the two aircraft being the wing design and the power unit. The B2 RD wing uses a swept back leading edge and has a larger area and span than its single seat stablemate, while the Cuyuna engine is replaced by a Rotax 503. Being a two seater, the B2 RD is not classified as an ultralight in the US, and the company announced in April 1983 that the aircraft will only be sold to dealers.
Engine: Rotax 503, 42hp at 6200rpm Propeller diameter and pitch 72 x 36 inch, 1.83 x 0.91 m V belt reduction, ratio 2.7/1 Max static thrust 320 lb, 145 kg Power per unit area 4.8 hp/sq.ft, 2.4 hp/sq.m Fuel capacity 7.0 US gal, 5.8 Imp gal, 26.5 litre Length overall 18.4 ft, 5.61 m Height overall 8.0ft, 2.44m Wing span 32.6ft, 9.93m Chord at root 7.3 ft, 2.21 m Chord at tip 5.0ft, 1.52m Dihedral 3 deg Sweepback 0 deg Tailplane span 10.0ft, 3.05m Fin height 3.0 ft, 0.91 m Total wing area 190 sq.ft, 17.7 sq.m Total aileron area 18.0 sq.ft, 1.67 sq.m Fin area 3.0 sq.ft, 0.28 sq.m Rudder area 13.0 sq.ft, 1.21 sq.m Tailplane area 30.0 sq.ft, 2.79 sq.m Total elevator area 15.0 sq.ft, 1.39 sq.m Wing aspect ratio 5.6/1 Wheel track 5.0 ft, 1.52 m Wheelbase 16.0 ft, 4.87 m Tailwheel diameter overall 5 inch, 13 cm Main wheels diameter overall 16 inch, 41 cm Empty weight 325 lb, 147kg Max take off weight 725 lb, 328 kg Payload 400 lb, 181 kg Max wing loading 3.81 lb/sq.ft, 18.6 kg/sq.m Max power loading 17.3 lb/hp, 7.8 kg/hp Load factors +3.0, 2.0 design Max level speed 55 mph, 88 kph Never exceed speed 75 mph, 121 kph Max cruising speed 48 mph, 77 kph Economic cruising speed 35 mph, 56 kph Stalling speed 24 mph, 38 kph Max climb rate at sea level 450 ft/min, 2.3 m/s Min sink rate 300 ft/min at 30 mph, 1.5 m/s at 48 kph Best glide ratio with power off 5.5/1 at 30mph, 48 kph Take off distance 140 ft, 43 m Land¬ing distance 100ft, 30m Service ceiling 12,000 ft, 3660 m Range at average cruising speed 110 mile, 177 km
Single seat single engined high wing monoplane with conventional three axis control. Wing has unswept leading edge, swept forward trailing edge, and tapering chord; cruciform tail. Pitch control by elevator on tail; yaw control by fin mounted rudder; roll control by half span ailerons; control inputs through stick for pitch/roll and pedals for yaw. Wing braced from above by kingpost and cables, from below by cables; wing profile; single surface (double surface optional). Undercarriage has three wheels in tail dragger formation; nylon rope suspension on all wheels. Push right go right tailwheel steering connected to yaw control. No brakes. Aluminium tube/steel tube framework, with optional pod. Engine mounted at wing height driving tractor propeller.
The B1 RD was designed by Glenn and Bruce Bashforth and the first production models were delivered in June 1982, production having begun at one per day but scheduled to increase up to two aircraft per day. The single seater has a remarkably low stalling speed for a semi rigid winged microlight, and is sold ready to fly for $6595 or as a kit for $5995 in 1983. The B1 RD in standard form originally had the Cuyuna 215R 20 hp engine and was only fitted with the 430R as an option, but this was later standard and could be replaced by the new ULII 02 Cuyuna.
A number of options are offered including custom sails, remote starter and choke kit for $50, 20 inch (51 cm) wheels $35, windscreen $50, chrome fenders and hardware $40, chromed axle $40, tow hook with quick release $50, strobe light $200, double surface wing $500, electric start $350, instruments, floats, parachute and storage bags.
Engine: Cuyuna 430R, 30 hp at 5500 rpm Propeller diameter and pitch 72 x 36 inch, 1.83 x 0.91 m V belt reduction, ratio 3.1/1 Power per unit area 0.19 hp/sq.ft, 2.0 hp/sq.m Fuel capacity 4.0 US gal, 3.3 Imp gal, 15.1 litre Length overall 21.0 ft, 6.40 m Height overall 7.2ft, 2.18m Wing span 32.0ft, 9.75m Mean chord 5.1ft, 1.54m Dihedral 3 deg Sweepback 0 deg Tailplane span 10.0 ft, 3.05 m Total wing area 162 sq.ft, 15.1 sq.m Total aileron area 18.0sq.ft, 1.67 sq.m Fin area 3.0 sq.ft, 0.28 sq.m Rudder area 13.0 sq.ft, 1.21 sq.m Tailplane area 30.0 sq.ft, 2.79 sq.m Total elevator area 15.0 sq.ft, 1.39 sq.m Wing aspect ratio 6.3/1 Wheel track 5.0 ft, 1.52 m Wheelbase 16.0 ft, 4.87 m Tailwheel diameter overall 5 inch, 13 cm Main wheels diameter overall 16 inch, 40cm Empty weight 220 lb, 100kg Max take off weight 500 lb, 227kg Payload 280 lb, 127 kg Max wing loading 3.09 lb/sq.ft, 15.1kg/sq.m Max power loading 16.7 lb/hp, 7.6kg/hp Load factors +3.0, 2.0 design Max level speed 50 mph, 80 kph Never exceed speed 75 mph, 121 kph Max cruising speed 38 mph, 61 kph Stalling speed 15 mph, 24 kph Max climb rate at sea level 850 ft/min, 4.3 m/s Min sink rate 300 ft/min at 30 mph, 1.5 m/s at 48 kph Best glide ratio with power off 8.54 at 30 mph, 48 kph Take off distance 75 ft, 23 m Landing distance 50 ft, 15 m Service ceiling 14,000 ft, 4270 m Range at average cruising speed 125 mile, 201 km
Michele Davies lvpetech@gmail.com How do I get a hold of a Vintage B1RD two seater Trainer – manual so I can have all spec and how to build one. we have one that we need to check all specs on. 13 May 18
Designed by Donald Roberts, the Cygnet, which first flew in 1992, was the only U.S. entrant in the IGC/ OSTIC World Class sailplane design contest (won by the Polish designed PW-5). It has balanced DFS type airbrakes for approach control, and is fitted with a ballistic parachute emergency recovery system. The structure is steel tube and aluminum with GFRP fairings.
Wing span: 13 m / 42.65 ft Wing area: 9.57 sq.m / 103 sq.ft Aspect ratio: 18 Empty Weight: 165 kg / 364 lb Payload: 110 kg / 242 lb Gross Weight: 275 kg / 606 lb Wing Load: 28.7 kg/sq.m / 5.88 lb/sq.ft Water Ballast: 0 kg Seats: 1 No. Built: 1
A May 1987 article “Tora, Tora, Tora over Indiana” describes another one of Mr. Don Roberts’ class projects, a 5/8 scale Zero. It was mostly of wood construction, using the wing from the Cavalier and a fuselage made from a wood box covered with foam and fiberglass, similar to the WAR replicas. It was powered by an O-290-D2 from a Tri-Pacer. (Overhauled to “zero time,” it says.)
A 2/3 scale Douglas Dauntless dive bomber was built by a group of high school students in Project Schoolflight.
The project was lead by a Mr. Don Roberts of Noblesville High School, Noblesville, Indiana. Construction began in the fall of 1972 and was completed in May of 1977 at a cost of $15,000.
They supposedly used the plans from a Guillow’s Balsa Wood kit and scaled. The aircraft was powered by a Lycoming O-435. The wing was aluminum; the fuselage was steel tube with aluminum formers and skins.
It first flew on 25 May 1977.
The aircraft was supposedly sold after it was completed.
The Dauntless went to the San Diego Air Museum.
Jan 19, 2021 I was a student of Don Roberts 76-79 and remember this aircraft well! I remember the smell of the polyester resin through half of the school building from the cowl construction. Mains were from a Ryan Navion if I remember correctly. The “bomb” was donated by the Navy recruiter and we all got copies of Naval Aviation News which had an article of the plane.
All Aero 