Aircraft

Robin 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.

Jodel DR.1050 Ambassadeur Air Test 1961

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.

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)

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

Sicile

Jodel-Robin / DR10

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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.

Robin Aviation / Centre Est Aeronautique / CEA / Avions Pierre Robin

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The history of the Robin aircraft can be traced to the 1950s when Pierre Robin, then a young flying instructor, wanted to build an aircraft capable of carrying his wife and son. He found an unused Jodel D.10 glider wing lying in a hangar at a nearby airfield and built a fuselage, based on a scale-up version of the Jodel D.11, around this wing; resulting in the DR 10. After many refine¬ments, the final production version an aircraft powered by a Continental C-90 and able to carry three people rolled out as the DR100. This was the beginning of a successful aircraft business.
Centre Est Aeronautique formed at Dijon October 1957 by Pierre Robin and Jean Delemontez (ex-Jodel) , at Darois Vil¬lage, near Dijon, Burgundy, as a privately owned company, and began production with the DR 100 Ambassadeur, a three-seat version of the Jodel D.11, designed by Robin and first flown July 1958; built also by Societe Aeronautique Normande. The basic design was constantly refined through a number of variants.
Delivered 500th aircraft in June 1967.

Subsequent products also mainly two- to four-seat private-owner models. Name of company subsequently altered to Avions Pierre Robin (Centre Est Aeronautique); the latter part later dropped from marketing name.

Aircraft from Avions Robin include the Robin 200 two-seat lightplane and trainer (first flown 1971); DR 400 (first flown May 1972) that was offered in two-seat and 112 hp DR 400/100 Cadet form during 1980s later in 118 hp DR 400/120 Dauphin 2+2 two-plus-two seating form, 160 hp DR 400/140 B Dauphin 4 four-seat form, 160 hp DR 400/160 Major four-seat form with extra fuel capacity and increased wing area, 180 hp DR 400/180 Regent four-seat form, 180 hp 400/180 R Remo 180 four-seat form for glider towing and with reduced fuel, 200 hp DR 400/200 R Remo 200 four seat form for glider towing, and latest 200 hp DR 400/200i President four/five-seat form with larger fuselage to offer increased cabin space; Robin 2160 two-seat aerobatic lightplane (certificated 1978).

1983: Avions Pierre Robin SA, aerodrome de Dijon¬Val Suzon, 21121 Fontaine les Dijon, France.

Robin 3000 four-seat lightplane with T-tail (first flown 1988 in 3000/160 form). Robin 1180 Aiglon had first flown in 1976 as metal four-seater.

By 1998, Mudry had been bought out by the group which owns Robin Aircraft and as a result the Barouder became available through Bul Aéro.

Since its foundation it has continuously created light aircraft, producing over 3,500 in ten different aircraft ranges, and in 2001 the company was building about 60 aircraft a year, a third of which are for export.

Robey & Co. Ltd

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UK
Engineering company in Lincoln, Lincolnshire, which built Sopwith Gunbus and Farman Longhorn biplanes and Short 184 seaplanes to Admiralty orders in First World War, and also designed and built its own single-seat scout and two prototypes of a “Fighting Machine” with two manned gun positions in upper wing.

Roberts Sport Aircraft Sceptre

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Roberts Sceptre 1

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.

Robertson Sky Skeeter

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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.

Engine: Continental O-200
Propeller: Semsinich Wood Prop Model# W72 GK449

Robertson B2-RD Instructor

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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

Robertson B1-RD

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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.

Robertson B1-RD Article

Courtesy Greg Zupan

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

Robertson

TerryLeave a comment

Created in 1921 by the late James L Robertson, who was one of the pioneers of the development of STOL Aircraft (short take off and landing), Robertson Aircraft specialises in flap and slat systems adaptable to numerous aircraft, both single and multi engine (Cessna, Piper Beechcraft and Learjet mainly). Robertson also earned a place in the history books by being the principal sponsor of Charles Lindberg’s transatlantic flight of the 20 May 1927, Lindberg himself later being the chief pilot for this company.
1983: Robertson Aircraft Corp, Snohomish County Airport C 72, Everett, Washington 98204, USA.