1980->

Rochelt Flair

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Flair

The Flair was a design developed by Günter Rochelt in 1987. Featured on the cover of ‘Drachenflieger’ magazine in November 1987. It was first conceived in 1984, but took some time to develop, with work on the fiberglass – Carbon – Kevlar airframe begun in Spring 1987. After a few test flights, in which the performance was confirmed but the rudders were found to be somewhat ineffectual, Günter decided not to put the Flair into production, concluding that he could improve performance further with some changes to the design (which led to the Flair 30, whose design goal was to reach a 30:1 glide ratio in a foot-launched aircraft.)

The Flair 30 was a follow-up to the Flair design and first flew in 1990. The pilot could launch by foot, then lay prone in a special harness, and finally land on a skid. After extensive test flights, including more than 50 hours logged by test pilot Knut Von Hentig, the prototype was destroyed in a crash at a sailplane club, when the sailplane pilot flying it dove into the ground at high speed from less than 100 m. Control reversal was suspected but unproved.

Flair 30

The test pilot felt the glide ratio and sink rate was quite poor, worse actually than modern flex wings

Flair
Wing area: 14.5 m²
Wing span: 11.47 m
Aspect ratio: 9
Maximum pilot weight: 165 kg
Max glide ratio (L/H): 17
Max glide ratio speed: 45 km/h
Minimum sink rate: 0.65 m/s
Nose angle: 147°

Flair 30
Wing area: 11 m²
Wing span: 12 m
Aspect ratio: 14
Profile: CM-140-K47
Hang glider weight: 33 kg
Maximum pilot weight: 90 kg
Minimum speed: 30 km/h
Maximum speed: 150 km/h
Max glide ratio (L/H): 30
Max glide ratio speed: 65 km/h
Minimum sink rate: 0.72 m/s
Packed length: 6.6 m
Nose angle: 160°

Robinson Trike / Pteranadon

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The Robinson Pteranadon was a weight shift microlight trike powered by a Rotax 227. The wing is an Airborne Fun tandem hang-glider wing, and the trike features a steerable nosewheel with disc brake, hand and foot throttle, electric fuel priming pump, and halogen headlight.

Initial registration as Robinson Trike/Pteranodon ZK-ODO (sn PJR001/MAANZ/498) was on 29 October 1993.

Registration ZK-ODO to PJ Robinson, Rangiora, New Zealand, was cancelled on 11 April 1997 as destroyed.

The craft was reregistered ZK-ODO on 10 Sepetember 1998.

A change of ownership was recorded on 6 December 2007.

Robinson Helicopters R44

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Although one of the most successful civilian helicopters since the Bell JetRanger, the R.22B was limited to only two people and in the summer of 1986 Frank Robinson began designing a larger four-seater version as the R44.

Designated R44, this new aircraft closely resembled its smaller sibling and retained the two-blade main rotor layout. Designed to the requirements of FAR Pt 27, features include electronic throttle governor to reduce pilot workload by controlling rotor and engine rpm during normal operations, rotor brake, automatic clutch engagement to simplify and reduce start-up procedure and reduce chance of overspeed, and T-bar pistol grip cyclic control.

The R44 is powered by the Lycoming 0-540-F1B5 engine, which normally produces 260 hp at 2,800 rpm. In the R44, the rpm is reduced to 2,692, and the pilot is limited to using 225 hp for five minutes and 205 hp for maximum continuous power. The five-minute power setting (225 hp) is only 86.5% power, while 205 hp is just 78.8%. Over the years, Lycoming has been so impressed with the reliability and condition of both the R22 and R44 engines that they actually increased the TB0s to 2,200 hours. This is the first time a helicopter powered by a reciprocating engine has been given a longer TBO than fixed-wing aircraft powered by the same engine.

The R44 Astro Lycoming O-540 FIB5 gives a cruise speed of 210km and a range of 640km plus.

Flying controls are conventional, with Robinson central cyclic stick; rpm governor; rotor brake standard. The left-hand collective control lever and pedals can be removed if required. Four persons are seated 2 + 2. Baggage stowage beneath each seat. Dual controls. Cabin heated and ventilated. Tinted windscreen and door windows.

The prototype (N44RH) first flew on 31 March 1990 and two aircraft were engaged on the flight test programme. The first two R44s built accumulated more than 200 flying hours between 1990 and 1992. A third aircraft flew in March 1992, and the type was certificated on 10 December 1992.

A new production site at Santa Maria, California, has been prepared for the R44, though the first 25 aircraft were built at Torrance alongside the R22. This first batch of helicopters was only being released to customers in the south-western USA, in case they need to be recalled for modifications.

Introduced onto the market in 1993, the R-44 Astro was as successful as the smaller R-22 Beta with both operators and private owners who are moving into more cost effective machinery which combines turbine performance with piston engine economy. On 22 March 1992 36 deposits of $15,000 was taken on the first day of R44 sales. During 1994 Robinson sold over 195 helicopters — 89 R-22s and 106 R-44s.

Export deliveries commenced in 1993. By mid-1993 orders were approaching 150. Fuel consumption is less than 68 litres per hour, and the patented Robinson tri-hinge rotor is fitted with a rotor brake. Flyaway cost of a fully equipped R44 was listed at $235,000. Standard equipment includes rotor brake; tinted windscreen and windows; belly hardpoint; dual landing lights; navigation, panel and map lights; anti-collision light; ground handling wheels; tow cart adapter, rotor blade tie-downs; and windscreen cover. Optional equipment includes three-cylinder engine priming system; RHC oil filter; observation bubble windows; cabin heater/ defogger; metallic base or trim exterior colours; and leather seats.

The first R44 to reach 2,000 hours was the seventh production machine, which was returned for overhaul in mid-1996. By January 1997, 308 R44s were operating in 38 different countries.

In August 1997 an R44 became first piston helicopter flown around the world.

A total of 1,125 were delivered by 1 Septemeber 2001. Deliveries had totalled 150 in 1999, 264 in 2000, and 194 in 2001. Total of 57 delivered in first three months of 2003. 1,000th delivery took place in February 2001.

In June 2002 an R44 Raven (G-NUDE) became the first piston-engined helicopter to land at the North Pole.

Japanese certification was achieved on 18 November 2002.

COSTS: Raven I US$307,000, Raven II US$343,280; Clipper I with utility floats US$323,000, Clipper II with utility floats US$356,000. Clipper II with pop-out floats US$363,000, R44 Police Helicopter US$509,000, R44 Newscopter US$549,000 (all 2003). Direct operating cost US$43.30 per hour; total (500 hours annually) US$131.87 per hour (both 2003).

Landing gear varys with fixed skids; or, on R44 Clipper I, twin utility floats; or, on R44 Clipper II, twin utility floats, or pop-out helium floats, which inflate in 2 seconds.

The Raven features as standard a hydraulic flight control system, maintenance free ‘elastomeric’ tail rotor hinge bearings, RPM governor, rotor brake and auxiliary fuel. The 260hp O-540 is derated to 205hp (maximum continuous) and 225 hp (5 minute take-off rating). The Raven II has a fuel injected IO-540 de-rated to 245 hp for five minutes and 205 hp maximum continuous. This gives better altitude performance and a 100 lb increase in payload.

Versions:

R44 Astro
Initial version; no longer produced.

R44 Raven I: Basic version, introduced in April 2000 to replace Astro; features 194kW Textron Lycoming O-540 engine derated to 168kW at T-O, 153kW continuous; hydraulic control system standard; plus elastomeric tail rotor bearings and adjustable pedals for pilot.

R44 Raven II: Upgraded version introduced in June 2002. FAA certification 10 October 2002; first deliveries November 2002. Features a Textron Lycoming IO-540 engine, 28V 70A electrical system, increased lifting area on main rotor blades, and aerodynamic tip caps on main and tail rotor blades. Total of 124 ordered and 40 delivered by February 2003, including two ENG variants. As described.

R44 Clipper I and Clipper II: Float-equipped versions, initially certified (as R44 Clipper) 17 July 1996. Both versions available with twin utility floats; pop-out floats available only on R44 Clipper II. Total of 141 Clippers sold by 1 June 2001. The Clipper was available 2003 for $281,000.

R44 Police Helicopter: Specially modified Raven II for law enforcement, with Inframetrics 445G Mk II IR sensor, TV camera and x7 zoom lens mounted in gyrostabilised nose turret; LCD video monitor; Spectrolab SX-5E 15 to 20 million candlepower searchlight; FM radio package; bubble door windows; Bendix/King KFM 985 dual-band transceiver, KY 196A VHF, II Morrow Apollo SL-60 standby comms, KT 76C transponder, 28V electrical system and extended landing gear struts. Empty weight, equipped, approx 715kg. Certified July 1997; first customer El Monte Police Agency of Los Angeles. Recent customers include the Estonian Air Force, which ordered two in February 2002 for delivery commencing May 2002, and China’s Zheng Zhou Public Security Bureau, which took delivery of one in June 2002 following its appearance at the China Expo 2002 exhibition.

R44 Newscopter: Digital electronic news gathering (ENG) version of Raven II intended for media companies and fitted with Ikegami HL-59WNA digital camera with x21 lens and 360° continuous rotation with five-axis gyro stabilisation; and microwave transmitter; four video monitors, two micro cameras, KY 196A VHF, KT 76C transponder (Mode C), GPS, two FM radios and bubble window in port door. Deliveries began January 1998; 29 sold by 1 June 2002. First digital ENG Raven II delivered on 9 February 2003 to Sky Helicopters of Garland, Texas, and was the 30th ENG Newscopter delivered.

R44 IFR: Equipped for IFR helicopter training IFR package adds US$27,200 to standard cost. 18 Sold by 1 June 2001.

Gallery

R44
Engine: 1 x Textron Lycoming O-540-F1B, 205 hp
Instant pwr: 170 kW
Rotor dia: 10 m
Empty equip wt: 1400 lb
MTOW: 1090 kg (2400 lb)
Useful load: 455 kg
Cruise @ 75%: 113 kts
Max range: 640 km
Seats: 4
Std Fuel cap: 190 lb
Aux fuel cap: 110 lb
Unusable fuel: 5 Gal
HIGE: 7000 ft
HOGE: 4500 ft
ROC: 1000 fpm
Max op alt: 14,000 ft
Vne: <2200 lb-130 kt, >2200 lb-120 kt, Doors off-100kt
Glide: @ 90 kt, 4.7-1, 1500 fpm

Robinson R 44 Astro
Engine : Lycoming O 540, 222 hp
Length: 29.757 ft / 9.07 m
Height: 10.761 ft / 3.28 m
Rotor diameter : 33.005 ft / 10.06 m
Max take off weight : 2399.0 lb / 1088.0 kg
Weight empty : 1400.2 lb / 635.0 kg
Cruising speed : 113 kts / 209 km/h
Initial climb rate : 984.25 ft/min / 5.00 m/s
Service ceiling : 13993 ft / 4265 m
Range : 348 nm / 644 km
Crew : 1+3

2008 Robinson R44 Raven II
New price: US$387,000
Engine: Lycoming IO-540, 245 hp@SL
TBO: 2200 hr
Fuel type: 100/100LL
Rotor size: 33 ft
Landing gear: Skids/Floats
Max ramp weight: 2500 lb
Gross weight: 2500 lb
Landing weight: 2500 lb
Empty weight, std: 1506 lb
Useful load, std: 994 lb
Payload, full std. fuel: 700 lb
Usable fuel, std: 49 USG
Overall length: 38 ft. 2 in
Height: 10 ft. 11 in
Power loading: 10.2 lbs./hp
Seating capacity: 4
Cabin doors: 2
Cabin width: 49 in
Cruise speed 75% power: 113 kt
Best rate of climb (SL): 1000 fpm
Service ceiling: 14,000 ft
Hover in ground effect: 8950 ft
Hover out of ground effect: 4500 ft

Robinson Helicopters R22

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From the time that helicopters became practical aircraft their unit costs have always been high in comparison with those of fixed-wing aircraft of similar capacity. In the United States Franklin D. Robinson formed the Robinson Helicopter Company, based at Torrance in California, to design and market a lightweight civil helicopter which would be competitive in price with two-seat fixed-wing aircraft then on the market.

Robinson produced the small two-seat R-22, powered by a Lycoming piston engine and the two-blade rotor system was designed around a patented three-hinge coupling that does away with lag hinges, dampers and hydraulics. The O-320 normally runs at 2,700 rpm to produce 160 hp. Robinson reduced the rpm to 2,652 and limited the pilot to only 131 hp for five minutes and 124 hp for maximum continuous power. An elastic teeter hinge stop was later included to prevent the rotors from striking the tail boom while winding up or running down in gusting winds (Beta model). To reduce operating costs the R-22 is built from non-exotic materials, relying on standard aerospace metals with an emphasis on durability and maintainability. Other than routine maintenance every 100 hours, the helicopter only requires a factory overhaul every 2000hrs of flight.

Design began in 1973 and the first R-22 flew on 28 August 1975, followed by a second in early 1977, and these two aircraft were used to gain FAA and CAA certification on 16 March 1979 and June 1981 respectively. The R22 was the first helicop¬ter to be certificated under the new and more stringent FAR Part 27. Deliveries began in October 1979. The R-22 sold quickly and in 1983 a modified R-22A was certified to allow the helicopter to undertake IFR training and operate with US Police Forces who had shown an interest. Over 500 of these models sold world-wide and in August 1985 the R-22 Beta model was announced.

A simple, pod-and-boom light helicopter; horizontal stabiliser, starboard side only; vertical stabiliser above and below boom; offset to starboard; tall rotor mast. Horizontally mounted piston engine drives transmission through multiple V belts and sprag-type overrunning clutch; main and tail gearboxes use spiral bevel gears; maintenance-free flexible couplings of proprietary manufacture used in both main and tail rotor drives. Two-blade semi-articulated main rotor, with tri-hinged underslung rotor head to reduce blade flexing, rotor vibration and control force feedback, and an elastic teeter hinge stop to prevent blade-boom contact when starting or stopping rotor in high winds; blade section NACA 63-015 (modified); two-blade tail rotor on port side; rotor brake standard.

Flying controls are manual. Removable dual controls standard. All-metal bonded blades with stainless steel spar and leading-edge, light alloy skin and light alloy honeycomb filling; frame section of steel tube with light alloy skinning; full monocoque light alloy tailboom. Welded steel tube and light alloy skid landing gear, with energy-absorbing crosstubes.

The basic model, which became known as the R22 Alpha, was replaced from the 501st aircraft onwards, in 1985, by the upengined R22 Beta. Improvements to the R-22 Beta model include uprated 160hp Lycoming O-320-B2C engine, high-capacity oil cooler, improved heater, demister, silencer and rotor brake. This two-seater can cruise at 178km/h and with a twenty US gallon tank of fuel travel for 385km. The Beta was certified on 5 August 1985. The more powerful Textron Lycoming O-360 engine provides better high-level hover performance and allows take-off power to be sustained up to 2,285m. Previously optional, tinted windscreen and door windows were fitted as standard. Production began at c/n 2571.

Despite the company’s small size, Robinson achieved a production rate of about 30 R22s per month, with 402 produced in 1991 alone. There have also been military customers, such as Turkey, who ordered 10 for basic pilot training. Over 2300 R22s of all versions had been delivered by early 1993. Total production of the R22 had exceeded 2,500 aircraft by 1995.

Japanese certification was achieved on 18 November 2002. By September 2003, Robinson had produced 5,000 helicopters, including 390 in 2000, 328 in 2001 and 255 in 2002. Production rate 11 helicopters per week in 2003. Factory floor area 24,150 sq.m. Workforce totals 820. Company is ISO 9001 certified.

The R22 Beta II cost US$170,000 for the basic version in 2003. The engine is mounted in the lower rear section of the main fuselage, with cooling fan. Over the years, Lycoming has been so impressed with the reliability and condition of both the R22 and R44 engines that they actually increased the TBOs to 2,200 hours. Light alloy main fuel tank in upper rear section of the fuselage on port side. Transmission overhaul interval 2,200 hours or 12 years.

Two seats side by side in enclosed cabin, with inertia reel shoulder harness. Curved two-panel, tinted windscreen. Removable door, with tinted window, on each side. Baggage space beneath each seat. Cabin heated and ventilated. Electrical system, powered by 12V DC alternator, includes navigation, panel and map lights, dual landing lights, anti-collision light and battery.

Standard equipment includes rotor brake; tinted windscreen and windows; belly hardpoint; dual landing lights; navigation, panel and map lights; anti-collision light; ground handling wheels; rotor blade tiedowns; and windscreen cover.

Optional equipment includes three-cylinder engine priming system; RHC oil filter; cabin heater/defogger; metallic base or trim exterior colours; and leather seats.

The R22 was purchased by only a couple of military customers, the Turkish Army, in 1992 and Argentina, mainly for use by the Buenos Aires Police.

Variants:

R22 Mariner: fitted with floats and wheels, first delivered for offshore work in Mexico and Venezuela

R22 Police: version with special communications fit and optional port-side controls. Uprated electrical generator for searchlight, loudspeaker, siren and ATC transponder

R22 IFR: training version with improved flight instruments and radio for Instrument Flying Rules operations

External load R22: additional cargo hook certified to carry 181kg underslung load. When fitted aircraft has a VNE (never exceed speed) limit of 139km/h. Conversions undertaken by Classic Helicopter Corp. of Boeing Field, Seattle, Wa.

R22 Agricultural: equipped with low-profile belly hopper and spray-bar system

Robinson R22 Beta 2

Gallery

Specifications:

R-22
Engine: Lycoming O 320-A2B, derated to 124 hp
TBO: 2,000 hrs
Rotor: Two blade, teetering, 25 ft. dia
Length: 21 ft. 10 in
Height: 8 ft. 9 in
Max ramp weight: 1,300 lbs
Max takeoff weight: 1,300 lbs / 621kg
Standard empty weight: 790 lbs
Max useful load: 510 lbs
Payload max fuel: 389 lb
Disc loading: 2.6 lb/sq.ft
Power loading: 10.5 lb/hp
Max usable fuel: 20 USG/120 lbs
Max rate of climb, sea level: 1200 fpm
Max rate of climb, 5,000 feet: 1060 fpm
Max operating altitude: 14,000 ft
Max speed: 101 kts
Cruise, 65 % power at 8,000 ft: 94 kts
Fuel flow at 65 % power: 8 USG/hr
Endurance at 65% power, no res: 2.5 hrs
Max cruise: 96 kt
Max range cruise: 87 kt
Range max fuel/ cruise: 108 nm/1.1 hr
Range max fuel / range: 118 nm/ 1.4 hr
Service ceiling: 14,000 ft
Hover in ground effect: 6500 ft
Hover out of ground effect: 4500 ft
Seats: 2
199 built

R22HP
Engine: Lycoming O-320-B2C, 160 hp de-rated to 124 hp
TBO: 2000 hrs
Main rotor: 25.2 ft
Seats: 2
Length: 28.7 ft
Height: 8.8 ft
Max ramp weight: 1300 lbs
Max takeoff weight: 1300 lbs / 621kg
Standard empty weight: 800 lbs
Max useful load: 500 lbs
Zero fuel weight: 1184 lbs
Max landing weight: 1300 lbs
Disc loading: 2.6 lbs/sq.ft
Power loading: 10.5 lbs/hp
Max usable fuel: 120 lbs
Max rate of climb: 1200 fpm
Service ceiling: 14,000 ft
Hover in ground effect: 8,300 ft
Hover out of ground effect: 6,400 ft
Max speed: 102 kts
Normal cruise 75% @ 3000 ft: 94 kts
Fuel flow @ normal cruise: 48 pph
Endurance @ normal cruise: 2.3 hr
151 built

R-22 Alpha
Engine: 1 x Textron Lycoming O-320-B2C, 160hp derated to 124 hp
Instant pwr: 95 kW
Rotor dia: 7.7 m
MTOW: 1370 lb, 621 kg
Empty wt: 824 lb, 380 kg
Useful load: 240 kg
Fuel cap: (19.2 gallons) 115 lb, 75 lt
Pilot, passenger and Baggage 431 lb
Vne: 102 kts
Cruise Airspeed 75%: 96 kt
Maximum Range (No Reserve) 208 nautical miles
ROC @ 53 kt: 1000 fpm
HIGE: 6970 ft
HOGE: 5200 ft
Service ceiling: 14,000 ft
Crew: 1
Seats: 2
151 built

R22 Beta
Engine: 1 x Textron Lycoming O-320-B2C, 119kW, 131 hp for five minutes and 124 hp continuous
Main rotor diameter: 7.67m
Length: 6.3m
Height: 2.67m
Max take-off weight: 621kg
Empty weight: 379kg
Max speed: 180km/h
Ceiling: 4265m
Range with max payload: 592km
Crew: 1
Passengers: 1

R22 Beta II
Engine: Lycoming O-360, 131 hp
MTOW: 1370 lb
Empty wt: 855 lb
Usable fuel capacity: 72.5 lt
Optional auxiliary fuel capacity: 39.75 lt
HIGE: 9400 ft
Max op alt: 14,000 ft

Robinson Helicopters

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After working for Bell, Kaman, Cessna and then Hughes, Frank Robinson formed Robinson Helicopters in 1971 to design and build a low-cost, piston engined, two-seat lightweight helicopter as the R22, which first flew in August 1975. Deliveries started 1979 and over 2,700 since sold in several versions, including improved R22 Alpha and Beta, Mariner with floats, IFR Trainer for instrument training, Law Enforcement and Agricultural versions. A four-seat development first flown March 1990 as the R44 Astro, with deliveries from 1993. Variants include IFR Trainer, Newscopter for media operations, and Police Helicopter.

1995: 24747 Crenshaw Blvd, Torrance, CA 90505, USA.

Robin ATL

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Robin began work on its Avion Tres Leger (very light aeroplane) in 1981 with the intention of producing a lightplane that would be cheap both to buy and to operate. The concept matured with a pod-and-boom fuselage whose wide side-by-side cockpit section tapers to a slim rear section terminating in a V-tail, fixed tricycle landing gear and a specially developed 35-kW (47-hp) Ateliers JPX air-cooled engine. Construction is mixed, the wings being of wood with fabric covering, the fuselage being a glassfibre/honeycomb/epoxy unit and the control surfaces are of Duralu¬min AU4G. The integral polycarbonate canopy opens by tilting forward over the front section of the fuselage and is counterba-lanced. The wing uses a modified NACA 43015 profile set at 3o incidence with a washout of 4 o; it has a coefficient of 0.5. Although with 0 o sweep back at the leading¬edge, the wing has an inverse sweep of 3o at the spar. Flaps totalling 10.4 ft 2 (0.97 sq.m) run the majority of the span and are independent of the ailerons. Operated by an electric motor, these flaps are controllable from the instrument panel and various angles can be selected between 0 and 60 o. The first example flew in June 1983, and testing led to certification to FAR Pt 22 standards. The French government ordered the type for government ¬sponsored training schools, and production is also being undertaken for private operators. The definitive version is the ATL Club with a more powerful engine and a number operationally desirable refinements.

A side by side two seat single engined low wing monoplane with conventional three axis con¬trol. Wing has unswept leading edge, swept forward trailing edge and tapering chord; V tail. Pitch/yaw control by elevons; roll control by half span ailerons; control inputs through stick for pitch/roll and pedals for yaw. Cantilever wing; wing profile NACA 43015; double surface. Undercarriage has three wheels in tricycle formation; bungee suspen¬sion on nosewheel and glass fibre suspension on main wheels. Push right go right nose¬wheel steering connected to yaw control. Brakes on main wheels. Glass fibre fuselage, totally enclosed. Engine mounted at wing height driving tractor propeller.

ATL
Length overall 22.1 ft, 6.75 m
Height overall 6.4ft, 1.95m
Wing span 32.8ft, 10.00m
Chord at root 4.9ft, 1.50m
Chord at tip 2.8ft, 0.80m
Dihedral: 6o
Sweepback: 0o
Tailplane span 9.5 ft, 2.87 m
Fin height 3.3 ft, 1.00 m
Total wing area 129 sq.ft, 12.0 sq.m
Total aileron area 10.4 sq.ft, 0.97 sq.m
Fin area 20.9 sq.ft, 1.94 sq.m
Total elevon area 5.2 sq.ft, 0.48 sq.m
Wing aspect ratio 8.3/1
Wheel track 9.7 ft, 2.92 m
Wheelbase 5.3 ft, 1.60 m
Nose¬wheel diameter overall 11 inch, 27 cm
Main wheels diameter overall 13 inch, 33 cm

ATL Club 47
Engine: PAL 1300, 47 hp
Seats: 2
Empty wt: 200 kg
MAUW: 420 kg
Cruise: 100 kt
Ceiling: 13,000 ft
Endurance: 5 hr
Range: 500 mile

ATL Club
two-seat sport lightplane
Span: 10.25m (33ft 7.5 in)
Length: 6.70m (2lft 11.8in)
Powerplant: l x Ateliers JPX 4T-60A, 44.7kW (60 hp)
Max T/O weight: 580 kg (1,279 lb)
Max speed: 112 mph at sea level
Operational range: 714 miles

Robin R3000 / R3140 / R3150

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First flown in 1988 in 3000/160 form, the four seat, T tailed Robin 3000 series should appeal to both the trainer and four seat cross country light single markets. A totally new airframe, but with the original Jodel wing planform, the aircraft was available as either a 120 hp or 140 hp version. The R3140 is powered by a derated 160 hp Lycoming and cruises at 119 knots (65 per cent power) over a 640 nm range (optional tanks for extended range available) with four seats.

In 1983 Avion Robin tested a 160 hp PRV V-6 car engine (Peugot, Renault & Volvo) in their new R.3150 prototype.

Certification of the R3000/160 is under Direction Generale L’Aviation Civile France DGAC 172.

1993 R3000
Engine: Lycoming 0-360-A3A
Seats: 4 seat

R3000/120

R3140
Lycoming O-320
Cruise (65%): 119 kt
Range @ 65%: 640 nm
Seats: 4

Robin 2000 / 2120 / 2160 / Alpha 120 / Alpha 160

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R2160

Production of the first R2160 aircraft began in Canada in 1981, but Canadian production ceased in 1984 when the line was re¬turned to France. It was not until the early 1990s that the R2160 got a facelift for the growth of the trainer market foreseen at that time. With dual control joysticks and produced at the Dijon works of Avions Pierre Robin, the R 2000 series of all-metal lightplanes was introduced by the company in 1977 to replace the HR 200.

In general appearance, the R 2000 and HR 200 are similar, the most obvious external difference being the former’s enlarged tail unit, with a long ventral fin, designed to improve the lateral control and handling. The wing has been extensively modified, with an NACA 23015 profile instead of the earlier NACA 64A5 15, and a small increase in chord and area. Many changes have been made in the construction methods, with new tooling throughout for the metal aircraft in the Robin line, which included the R 1000 (formerly HR 100) as well as the R 2000.

The prototype of the R 2000 series flew on 15 January 1976 and a pre-production example followed on 15 July 1976, the latter having a 160 hp engine and therefore being, in effect, a prototype of the variant now in production as the R 2160. An aerobatic version of the latter is also available (certificated 1978), in which the AEIO-320 engine is used, with an inverted flight fuel system, and the same basic aircraft is offered with a 108 hp engine, in which guise it is marketed as the R 2100.

R2160 VH-DXY

The Alpha 160 is renamed 2160. For unusual-attitude flight, the R2160’s all-aluminium alloy, semi-monocoque structure is built to the strength of FAR 23 and is certified to +6/-3g. The flap system is electric and gives up to 35 degrees.


The R2120 U (the certified model name) are referred to as the Alpha 120T (Trainer). The Alpha 120T is a non-aerobatic derivative of the Alpha 160A. Powered by a Lycoming O-235, and fitted with dual control sticks, throttles and differential brakes.

Alpha, in New Zealand, purchased the production rights in 2004.

12 April 2006 saw the first flight of a New Zealand-built Alpha 160A (formerly Robin R2160) at Hamilton Airport, New Zealand.

Certification of the R2120U, R2160 (265 and up), and R2160I is under NZ TC A-15.

Gallery

2100
Engine: One 108 hp Lycoming O-235H
Fuel capacity 264 Imp gal (120 1)
Max speed at sea level, 138 mph (222 km/h)
Cruising speed at 75% power, optimum altitude, 124 mph (200 km/h)
Service ceiling, 12,500 ft (3 810 m)
Initial rate of climb, 710 ft/min (3,60 m/sec)
Range, 520 mls (838 km)
Empty weight: 1,167 lb (530 kg)
Max take-off weight: 1,718 lb (780 kg)
Wing Span, 27 ft 4 in (8,33 m)
Length, 23 ft 3½ in (7,10 m)
Height, 6 ft 1l½ in (2,13 m)
Wing area, 140 sq ft (13,00 sq.m)
Accommodation: 2

2112 Alpha
Engine: Lycoming O-235, 112 hp

2120U (Alpha 120T)
Engine: One 108 hp Lycoming O-235
Prop: 2 blade Sensenich fixed
Cruise: 105 kt
Fuel cap: 31.7 USG
Range: 550 nm
Loading: +6 / -3G

2160 (Alpha 160A)
Engine: One 160 hp Lycoming O-320-D2A or one 160 hp Lycoming AEIO-320
Prop: Sensenich 74-DM-685-2-64
Fuel capacity 264 Imp gal (120 1)
Vne: 178 kts
Vno: 127 kts
Max X-wind: 18 kts
Max speed at sea level, 160 mph (257 km/h)
Cruising speed at 75% power, 7500 ft, 130 kts (242 km/h)
Service ceiling, 15,000 ft (4572 m)
Initial rate of climb, 1,020 ft/min (5,20 m/sec)@ 78 kts
Best angle of climb: 70 kts
Range, 418 mls (673 km)
Stall: 51-63 kts
Empty weight: 1,211 lb (550 kg)
Max take-off weight: Utility 1984 lbs, aerobatic 1,764 lb (800 kg)
Max baggage: 77 lbs
Span, 27 ft 4 in (8,33 m)
Length, 23 ft 3½ in (7,10 m)
Height, 6 ft 1l½ in (2,13 m)
Wheel track: 9 ft 6in
Wing area, 140 sq ft (13,00 sq.m)
Accommodation: 2
Aerobatic
Load factor: +6/-3

2160 Sport
Engines: 1 x 160 hp Lycoming O-320-D2A
Prop: two-blade Sensenich fixed-pitch
Seats: 2
Useful load: 550 lb
Max range: 410 sm
Wingspan: 8.33 m
Length: 7.10 m
Height: 2.13 m
Under-carriage: Fixed oleo-pneumatic, steerable nose wheel
Stall: clean: 63 kts, with flap: 51 kts
Max Cruise: 150 mph
Cruise: 2,450 rpm @ 8,000 ft: 130 kts
Range: 363 nm with reserves
Fuel cap: standard tanks: 120 lt, optional160 lts
Maximum wt: 900 kg
Empty Wt: 580 kg

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.

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.