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The Robin DR400 is a single-engine wooden monoplane produced by Robin Aircraft (formerly "Avions Pierre Robin"). The Robin DR400 is widely used in flight schools and for private use in France.[2]
The Robin DR400 was released in 1972, as a development of the DR300 series. Compared to the latter, the two major differences of the DR400 are a wider cabin at shoulder level and a forward-sliding canopy, a new concept introduced with the Robin HR-1 in 1969[3][page needed], made to replace the doors present on earlier series. The wings have a 'cranked-wing' configuration, allowing for stable cruising and safer stalls. The dashboard is also clearer and more elevated than on previous models, allowing easier instrument readings.[citation needed]
The main difference between DR400 models is the engine, as the cabin remains identical between versions. The low-powered models, which go up to 120hp, are called "2+2" to indicate they can carry 2 adults and 2 children (or three adults). The other models are all four-seaters, as the 180hp engine can carry 4 passengers, a full fuel tank, and luggage.[citation needed]
The DR400 is very present in France, operating as a training aircraft in flight schools and a rental aircraft for flight clubs. In 2019, French air clubs operated 864 DR300 and DR400 models out of the 2394 training and rental aircraft available nationwide.[2][4]
Production of the DR400 ceased in 2014, as it was replaced with the Robin DR401.[5]
The first prototype of the DR400, a 180hp "Régent", flew for the first time in Darois in early 1972. The production of the DR400 began on 10 May of the same year.[3][page needed]
The 6 initial versions were:
The DR400-180 "Régent", which first flew on 27 March 1972 with the registration F-WSQO[citation needed]
The DR400-125 "Petit Prince", which first flew on 15 May 1972 with the registration F-WSQT[citation needed]
The DR400-160 "Chevalier", which first flew on 29 June 1972 [citation needed]
The DR400-180R "Remorqueur", which first flew on 6 November 1972[citation needed]
The DR400-140 "Major", which first flew on 16 November 1972[citation needed]
The DR400-108 "Dauphin 2+2", which first flew on 24 November 1972[citation needed]
The naming system of the DR400 models is similar to that of the DR300 series, with the engine's horsepower indicated in the version names.[3]
The top of the canopy is usually painted on these aircraft except for the 180R (which is clear to improve visibility when towing) and the Petit Prince, whose plexiglass canopy is tinted on the top.[citation needed]
In 1974, the 180R is equipped with an additional rear window, and in 1987, all DR400 versions are equipped with this feature. Although this may improve the aircraft's appearance, the additional mass greatly hinders the aircraft's flight capabilities. The addition of reinforcements and a firewall add 25kg to the aircraft's mass. Due to this addition, these modifications are later removed from the less powerful versions, in 1993.[citation needed]
In 1975, the DR400-108 is renamed DR400-100 and the "Petit Prince" is renamed DR400-120. Later on, it is equipped with a new propeller and renamed "Dauphin" while the production of the DR400-100 is ceased in 1979.[citation needed]
In 1980, the DR400 B Major is retired and replaced with the DR400 Major 80 (Still with 160hp). The new Major 80 has an extended range of 1375 km, making it a very attractive aircraft for travel.[citation needed]
Due to its attractive price and good performance characteristics, the "Dauphin 2+2" is the most sold version of the DR400 family and remains so in the 21st century.[3]
The successor of the DR400 is the DR401, with more modern technology and increased comfort.[citation needed]
A development of the earlier DR221 with a tricycle landing gear and powered by a 115hp Lycoming O-235-C2A engine.
DR330
An experimental DR.315 fitted with a 130hp Continental O-240-A engine in 1970.
DR340 Major
A development of the earlier DR250 with a tricycle landing gear and powered by a 140hp Lycoming O-320-E2A engine.
DR360 Chevalier
DR340 with a solid cabin roof and a 160hp Lycoming O-320-D2A engine.
DR300/108 2+2
Replacement for the DR.315 with improved landing gear and either two or four seats.
DR300/120
Four-seat DR.300 with a 120hp Lycoming O-235-L2A engine.
DR300/140
DR300 with a 140hp Lycoming O-320-E2A engine.
DR300/180
DR300-180RDR300 with a 180hp Lycoming O-360-A3A engine.
DR300/180R
Glider tug version of the DR.300-180.
DR400/100 Cadet
Two-seat version of the DR.400-108
DR400/108 Dauphin 80 2+2
DR300/108 with forward-sliding canopy
DR400/120 Petit Prince
DR300/120 with forward-sliding canopy
DR400/120 Dauphin 2+2
Petit Prince with extra cabin windows.
DR400/125
DR400/120 with a 125hp Lycoming O-235-F engine
DR400/140 Earl
DR300/140 with forward-sliding canopy
DR400/140B Major 80
DR400/140 with a 160hp Lycoming O-320-D2A
DR400/160 Chevalier
Original designation for the DR400-140B
DR400/180 Regent
DR300/180 with forward-sliding canopy, later models have extra cabin windows.
DR.400/180 Regent III
A Nouvelle Generation DR400
DR400/180R Remorqueur
DR400/180 glider tug with clear canopy
DR400/180RP Remo 212
DR400/180R fitted with a 212hp Porsche PFM 3200 engine and 3-bladed propeller
DR401
A DR401-155CDI in flightSupplied by the resurrected Robin Aircraft. Glass cockpit, larger cockpit, electric trim and flaps, range of engine options, variants for "long range" and "aerotow".[6]
Cockpit of a DR-401-155CDI equipped with full glass cockpit and IFR certified.
3-view line drawing of the Robin DR 400Cockpit of a DR400-120
Over the years, the dashboards of the DR400 have evolved. A noticeable difference is that some aircraft are not equipped with pedal-brakes but rather with a brake handle located between the two front seats. Some other differences can be noticed such as the presence (or lack of) warning panels.[citation needed]
The Robin DR400 is a single-engine, four-seat light aircraft with wooden construction, manufactured by the French company Avions Pierre Robin (now Robin Aircraft), and introduced in 1972 as an evolution of earlier designs from the Jodel series.[1][2]The DR400 series, developed in 1972 by designers Pierre Robin and Jean Delemontez at Centre-Est Aéronautique in Dijon-Darois, Burgundy, built upon the wooden airframe traditions of prior models like the DR100 and DR300, incorporating a cranked dihedral wing, fabric covering, and a distinctive forward-sliding glass canopy for superior visibility.[1][3]Key features include fixed tricycle landing gear, strong lateral stability due to its wing design, and compatibility with Lycoming O-series piston engines ranging from 118 to 180 horsepower across variants, enabling cruise speeds of up to 134 knots and climb rates around 800 feet per minute.[2][1]Notable variants encompass the DR400/125 Petit Prince for basic training, the DR400/140 Dauphin with enhanced power, the four-seat DR400/180 Regent, and specialized models like the DR400/200 for glider towing, with a maximum takeoff weight typically around 2,425 pounds (1,100 kg) and a range of approximately 490 nautical miles.[2][1]The aircraft's handcrafted build, requiring about 2,000 hours of labor including 170 kg of wood and 38 meters of canvas, emphasizes durability without fatigue limits when properly maintained, contributing to its enduring popularity in European flight training and aero clubs, where over 3,000 units were produced before the series evolved into the updated DR401 in 2014.[3][1]
Design and Features
Airframe and Construction
The Robin DR400 features a predominantly wooden airframe constructed using traditional techniques, emphasizing lightweight strength and aerodynamic efficiency. The fuselage is built as a semi-monocoque box structure with spruce longerons—typically Sitka spruce, Douglas fir, or Oregon pine—braced by plywood bulkheads and covered primarily in plywood sheets made from Okoumé hardwood for durability in high-stress areas. Wings and control surfaces are framed with spruce spars and ribs, reinforced with plywood in critical zones, and covered in Dacron fabric to maintain a smooth, low-drag surface while allowing for easy maintenance and repairs. This wooden construction, treated for rot and fungal resistance, contributes to the aircraft's forgiving handling and longevity.[4][5][6]The wing design adopts a cranked configuration, with a flat center section transitioning to upward-angled outer panels that provide a 14-degree dihedral for enhanced lateral stability without compromising roll response. This low-wing setup spans approximately 28 feet 7 inches, utilizing a modified NACA 23013 airfoil with a single box spar, plywood skin forward of the spar, and fabric aft, along with wooden ailerons and metal flaps for precise control. The overall airframe measures about 23 feet 4 inches in length and 7 feet 4 inches in height, optimizing the aircraft for short-field operations and cross-country touring. Fixed tricycle landing gear, with a steerable nosewheel, supports this structure, offering optional fairings to reduce drag while ensuring ground handling simplicity.[4][5][2]A distinctive feature is the large, forward-sliding canopy that covers the two front seats, providing exceptional all-around visibility for pilot and passengers through its transparent acrylic panels that fit flush to the fuselage. This design facilitates easy entry and egress while minimizing turbulence over the cockpit in flight. The DR400's airframe evolved from earlier Jodel-inspired Robin designs, such as the three-seat DR100, by incorporating a wider fuselage to accommodate four seats comfortably without altering the core wooden monoplane philosophy.[4][5]
Cockpit and Handling Characteristics
The Robin DR400 features a spacious four-seat cabin arranged in a side-by-side front seating configuration with a rear bench, supporting a 2+2 passenger layout that provides comfortable accommodations for cross-country flights. The interior offers excellent all-around visibility, enhanced by large wraparound windows and a forward-sliding transparent canopy that extends access and panoramic views, often described as helicopter-like due to the low windowsills and extensive glass area. This design prioritizes pilot situational awareness during takeoff, landing, and maneuvering, with cabin dimensions measuring approximately 5 feet 3.8 inches in length, 3 feet 7.3 inches in width, and 4 feet 4 inches in height.[4][1]The control setup includes a central control stick and rudder pedals for both pilot and copilot, complemented by optional electric trim and electrically actuated flaps for precise adjustments, while earlier models use manual flap handles with detents at 10 degrees for takeoff. Instrumentation typically consists of standard analog panels with essential gauges for engine monitoring and navigation, though later variants support upgrades to modern glass cockpits with integrated EFIS systems for improved readability and IFR capabilities. Baggage capacity is provided in a rear compartment rated for up to 132 pounds, allowing practical utility without compromising weight and balance. The cockpit ergonomics emphasize ease of entry via the sliding canopy and adjustable seats, fostering a forgiving environment for pilots of varying experience levels.[4][1][7]In flight, the DR400 exhibits responsive handling characterized by light and precise controls, with well-balanced ailerons and elevators that deliver docile responses suitable for training and touring. Its short takeoff and landing capabilities, with ground rolls around 1,000 feet and obstacle clearance distances under 2,000 feet, stem from efficient aerodynamics and a low stall speed of approximately 45 knots in clean configuration, dropping to 42 knots with full flaps, resulting in benign stall behavior where the nose bobs gently without abrupt pitchover. The cranked dihedral wing design contributes to this low-speed performance by reducing drag and providing inherent lateral stability, while enabling good crosswind handling up to 22 knots with minimal rudder input. Overall, these traits make the DR400 particularly forgiving in stall regimes and crosswind conditions, enhancing safety and ease of operation.[4][8][1]
History and Development
Origins and Prototype
The Robin DR400 was designed in the late 1960s by aeronautical engineer Jean Délémontez and aviation entrepreneur Pierre Robin at Avions Pierre Robin, building on the company's experience with wooden light aircraft to create a four-seat model that addressed the increasing need for versatile trainers in European flight schools.[1][9] This design evolved directly from the two-seat Robin DR.200, incorporating aerodynamic refinements and expanded cabin space inspired by the earlier Jodel series, while retaining a focus on simplicity and low operating costs to appeal to aero clubs.[10][11]The prototype, designated as the DR400/180 Regent, achieved its first flight in early 1972 at the company's Darois airfield near Dijon, France, powered by a 180 hp Lycoming O-360 carbureted engine that provided reliable performance for the all-wooden airframe.[8][1] This initial test model featured a tricycle landing gear configuration and a forward-sliding canopy, emphasizing the aircraft's role as an accessible training platform with straightforward handling qualities.[12]Following successful flight testing, the DR400 received its initial type certification from the French Direction Générale de l'Aviation Civile (DGAC) in 1973, validating its wooden construction for ease of maintenance and repair in operational environments like flight training centers.[13] Marketed as an economical alternative to metal competitors, the aircraft highlighted its versatility for both instruction and general aviation, with production beginning in 1973 and initial deliveries to early adopters in France and neighboring countries shortly thereafter.[10][14]
Design Evolution and Upgrades
Following its initial certification in 1973, the Robin DR400 underwent several iterative modifications to enhance visibility, performance, and manufacturing efficiency. In 1974, the design incorporated rear triangular windows to improve rearward visibility for pilots, a feature that became standard across the lineup.[15] Following certification, Avions Pierre Robin introduced the DR400/120 variant, equipped with a 120 hp Lycoming O-235 engine, which provided lighter handling and performance characteristics suitable for training while maintaining the aircraft's overall agility.[15][10]During the 1980s, further refinements focused on aerodynamic and material improvements, including the addition of fiberglass components for cowlings and wingtips to reduce drag and simplify maintenance without altering the core wooden airframe.[15] In the 1990s, optional constant-speed propellers were made available on select models, such as the DR400/500 introduced in 1998, allowing for better climb rates and efficiency at varying altitudes.[10]Avionics upgrades during this period included integrated navigation systems, enhancing situational awareness while the structure began incorporating limited composite elements for select fairings, preserving the traditional wooden spars and plywood skin for structural integrity.[15]The evolution culminated in 2014 with the development of the DR401 as a direct successor to the DR400, introducing significant modernization while retaining the fundamental low-wing, four-seat configuration. Key upgrades included the Garmin G1000 glass cockpit for advanced flight instrumentation, electric flaps replacing the manual system to streamline operations, and reduced empty weight through the use of Oratex fabric covering, which shaved approximately 15 kg compared to prior materials.[16] These changes improved overall performance, including shorter takeoff distances and better fuel efficiency, positioning the DR401 as a contemporary evolution certified for continued production.[3]
Production and Legacy
Manufacturing Timeline
Production of the Robin DR400 commenced in 1972 at the Avions Pierre Robin facility in Darois, near Dijon, France, where the aircraft was constructed primarily from wood and fabric.[17] By the early 2000s, over 1,850 units of the DR400 series had been built, with annual output peaking at around 100 aircraft during the 1980s as demand grew for training and touring models in Europe.[18] The total production exceeded 3,000 units by 2014, reflecting the model's enduring popularity in civilian aviation.[1]In 1988, Avions Pierre Robin was acquired by Apex Aircraft, leading to a rebranding as Avions Robin around 1990 while production continued at the Darois site.[11] Following Apex's liquidation in 2008 due to financial difficulties, including issues with diesel engine suppliers, the company's assets were acquired, resulting in the formation of Robin Aircraft in 2011 to resume manufacturing.[19] Under this new entity, the DR400 was exported to more than 30 countries, with strong markets in France, Germany, and other European nations.[18]The DR400/120 Dauphin 2+2 emerged as one of the most produced variants for its balance of performance and affordability in flight training roles.[1] In 2019, French air clubs operated 864 DR300 and DR400 aircraft out of 2,394 total training and rental aircraft nationwide, underscoring its reliability and low operating costs.[1]Manufacturing of the DR400 line ended in 2014, with production shifting to the updated DR401 variant featuring modern avionics and diesel options; however, fewer than 20 DR401 units were completed before broader company challenges halted output.[20]
Company History and Cessation
The company behind the Robin DR400 originated in 1957 when Centre-Est Aéronautique was established in Dijon, France, by aviation enthusiast Pierre Robin and designer Jean Délémontez, initially focusing on the production and distribution of light aircraft kits and completed aircraft with wooden construction techniques.[21][22] In 1969, the firm rebranded as Avions Pierre Robin, concentrating on developing and manufacturing its own designs, including the DR series of wooden touring aircraft that emphasized simplicity, low operating costs, and ease of maintenance for recreational and training use.[22] This period marked the company's specialization in wood-and-fabric airframes, a traditional method that allowed for lightweight, forgiving handling characteristics in general aviation.[23]By the late 1980s, Avions Pierre Robin faced financial pressures amid a shifting market for light aircraft, leading to its acquisition in 1988 by Apex Aircraft, a French conglomerate that integrated Robin's operations with other producers like Cap Aviation.[11] Apex expanded the lineup but encountered difficulties, entering receivership in 2002 due to declining orders and economic challenges in the sector.[24] The situation worsened, culminating in Apex's full liquidation in September 2008, which halted production and threatened the continuity of Robin's type certificates and support infrastructure.[25] Following the liquidation, the assets, including design rights and manufacturing tools for the DR400, were acquired by the cooperative Centre-Est Aéronautique Pierre Robin (CEAPR), a worker-led entity formed to preserve the legacy of Pierre Robin's designs. Under CEAPR's ownership, operations stabilized with an initial emphasis on spare parts production, and full aircraft manufacturing resumed in 2012 under the relaunched Robin Aircraft banner, prioritizing the DR400 and DR500 series for certified European markets.[19]Robin Aircraft's final chapter began in early 2023 amid an airworthiness crisis involving defective wing spars on certain DR400 models, which grounded portions of the fleet and severely impacted sales.[26] The company entered judicial safeguard proceedings on February 22, 2023, to restructure debts, but escalating financial insolvency led to receivership on September 12, 2023.[27] On November 20, 2023, the Commercial Court of Dijon ordered the compulsory liquidation of Robin Aircraft, rejecting three proposed takeover bids as inadequate to ensure viability, effectively ceasing the entity's operations and ending its role as an independent manufacturer.[28][29] Following the liquidation, CEAPR announced the resumption of production for new and remanufactured Robin and CAP aircraft, rehiring former staff in December 2023 to support manufacturing, maintenance, and parts supply. As of 2025, CEAPR continues operations, producing aircraft and providing support, sustaining the legacy of wood-and-fabric designs in European general aviation.[25][30]Despite the liquidation, the DR400's legacy endures with thousands of units remaining active worldwide for flight training and private use, sustained by dedicated owner associations that coordinate inspections and modifications.[26] CEAPR has continued to provide essential parts and maintenance guidance, with availability for older components supported by aftermarket solutions and international suppliers where needed.[25][30] This ongoing support underscores the aircraft's robust design heritage, even as past company challenges highlight vulnerabilities in niche general aviation manufacturing.
Variants
Core DR400 Models
The core DR400 models represent the primary production lineup of the Robin DR400 series, developed primarily in the 1970s and 1980s by Avions Pierre Robin, sharing a common wooden airframe with cranked-wing design, fixed tricycle landing gear, and forward-sliding canopy for four-place accommodation in most variants. These models differ mainly in engine power, seating configuration, and minor structural adaptations, catering to training, touring, and utility roles while maintaining certification under CS-23 utility category standards. Production of the core series exceeded 1,850 units by the early 2000s, with ongoing manufacturing until the mid-2010s before evolution into the DR401 line.[10][18]The DR400/108 Dauphin 2+2, introduced as an early entry-level variant, features a 118 hp Lycoming O-235 four-cylinder engine driving a fixed-pitch propeller, configured for 2+2 seating to accommodate two adults and two children. It achieves a maximum speed of 120 knots and a range of 610 nautical miles with standard fuel tanks, making it suitable for basic flight training and short recreational flights. This model became popular in the series due to its affordability and simplicity.[4]The DR400/120 Dauphin, launched in 1975 as a refined four-seat trainer, is powered by a 118 hp Lycoming O-235-L2A engine with a fixed-pitch propeller, offering performance for instructional use. It provides a cruising speed of 116 knots and full four-place seating, emphasizing ease of handling and low operating costs in European flying clubs. At least eight examples were built as late as 2002, contributing to the model's enduring popularity in training fleets.[18]The DR400/140B Major, a popular European touring variant succeeding the earlier /140 Earl in the late 1970s, employs a 160 hp Lycoming O-320-D2A engine paired with a fixed- or optional constant-speed propeller, seating four adults comfortably. It delivers a cruising speed of 124 knots and an extended range of 720 nautical miles, balancing efficiency and payload for cross-country flights. This model saw widespread adoption in civilian operations, with production continuing into the 1980s.[18][31]The DR400/180 Régent, introduced for higher-performance applications, utilizes a 180 hp Lycoming O-360 engine with a constant-speed propeller, providing a cruising speed of 134 knots and a range of 702 nautical miles in its standard configuration. A specialized glider-towing version, the DR400/180R, incorporates a reinforced fuselage and tailcone for aerodynamic towing duties, with only a few units produced. This variant highlights the series' versatility while retaining the base airframe's lightweight construction.[4][18]Additional core models include the DR400/155 Maître with a 155 hp Lycoming O-320 engine for intermediate training, and the DR400/160 Major equipped with a 160 hp Lycoming O-320 and optional variable-pitch propeller, both maintaining the shared airframe but optimized for varying power needs in club and private use. These variants underscore the DR400's modular design philosophy, allowing engine and propeller upgrades without major structural changes.[4][18]
Successor and Special Variants
The Robin DR401, introduced in 2014 as the successor to the DR400 series, features a widened cockpit by 10 cm via an extended canopy for improved comfort and visibility, along with modern Garmin G1000 glass avionics, electric trim, and electric flaps.[32][33] Powered by a 180 hp Lycoming O-360 engine, it achieves a cruise speed of 135 knots, with a reduced empty weight of approximately 1,411 lb (640 kg), enabling better performance in training and touring roles.[1] Production of the DR401 was ongoing from 2014, with dozens produced before halting in 2023 due to the manufacturer's financial challenges; operations resumed later that year under new ownership, with deliveries continuing as of 2023 and production active into 2025.[20][34][35]Special variants of the DR400 include the DR400/180R Remorqueur, a glider-towing adaptation with a reinforced tail structure and 180 hp Lycoming O-360 engine for enhanced climb performance during towing operations.[36] The DR400/125 Petit Prince, a lightened version with a 125 hp Lycoming O-235 engine, was designed for flight clubs, offering reduced weight and costs for training while maintaining the core airframe's efficiency.[37] An earlier precursor, the DR315, featured a tricycle landing gear and 115 hp Lycoming O-235-C2A engine, serving as a bridge between prior models like the DR221 and the full DR400 lineup.[38]The DR400 saw broader civilian use in clubs affiliated with military aviation programs.[4] Export versions, such as the DR400/180R, were customized for glider towing in Switzerland, incorporating noise-reduced exhaust systems to meet local regulations while supporting operations at alpine gliding sites.[39]Custom modifications to the DR400 have been rare but include experimental retrofits with diesel engines, such as the RED A03 V8 in post-2010 projects under the experimental category, aimed at improving fuel efficiency for extended-range applications. Amphibious float conversions remain uncommon, with only isolated instances documented for specialized recreational use.[40] Following resumption in December 2023, production of DR401 variants continued under new ownership (CEAPR), including diesel-powered models like the DR401 155CDI, with deliveries into 2023 and ongoing as of November 2025.[35]
Operational Use
Flight Training and Civilian Roles
The Robin DR400 series has become a staple in European flight training, particularly in France, where it serves as the most commonly used aircraft for ab initio and advanced pilot instruction due to its forgiving flight characteristics and ease of handling.[1][41] Aero clubs across France and neighboring countries favor the type for its stable lateral stability and benign stall behavior, which facilitate safe recovery during training maneuvers and build confidence in student pilots.[1][42]In civilian applications, the DR400 excels as a private touring aircraft, accommodating up to four passengers for cross-country flights while offering excellent visibility that enhances pilot situational awareness during instrument training and general operations.[1][4] Its lightweight wooden construction contributes to straightforward annual inspections and enables effective short-field performance on grass strips, making it suitable for operations at smaller, unpaved airfields popular among private owners.[1][15]Economically, the DR400 benefits from low fuel consumption, typically around 10 gallons per hour at cruise for higher-powered variants, which supports affordable operations in flying clubs estimated at under $150 per hour when shared among members.[43][44]Insurance costs remain competitive for pilots type-rated on the aircraft, further encouraging its prevalence in European clubs where cost-sharing models distribute maintenance expenses for the wood-and-fabric airframe.[1] Lighter variants, such as the DR400/120, are often employed for basic training and limited aerobatics, providing an economical entry point for clubs focused on introductory flight programs.[8]
Global Distribution and Notable Operators
The Robin DR400 maintains a predominantly European footprint, with the vast majority of its approximately 3,000 produced units based in France, where it remains a staple at numerous flying clubs and airfields.[1] Significant populations also exist in the United Kingdom and Germany, exceeding 300 aircraft combined, alongside smaller numbers in Switzerland for specialized roles. Limited exports occurred to Australia and South Africa, though these represent a minor fraction of the global total.[45][4][46]Prominent operators include French aero clubs such as Aéroclub de Vichy and Aéroclub de Dinan, which rely on the DR400 for training and touring. In the United Kingdom, the Light Aircraft Association features the type at events and rallies, while schools like Prestwick Flying Club maintain it as a primary trainer. Swiss gliding clubs, notably Segelfluggruppe Knonaueramt at Hausen am Albis airfield, utilize towing variants like the DR400/180R for glider launches.[47][48][49][50][51]By 2025, roughly 1,500 DR400s are estimated to remain active worldwide, reflecting ongoing attrition due to the fleet's average age exceeding 30 years and incidents such as the July 9, 2025, crash of F-GTPL near Chambéry Airport in France, which claimed three lives during an approach to runway 36.[52] Following the November 2023 liquidation of Robin Aircraft, production of new and remanufactured DR400 aircraft resumed under CEAPR in December 2023, while owner support has been bolstered by the entity, which sustains parts availability and repair services to keep legacy aircraft airworthy.[30][26][25]
Technical Data
General Specifications
The Robin DR400/180 accommodates a crew of one pilot and up to three passengers in its four-seat configuration.[53] Its overall dimensions comprise a length of 23 ft 4 in (7.11 m), wingspan of 28 ft 7 in (8.72 m), height of 7 ft 4 in (2.23 m), and wing area of 146 sq ft (13.6 m²).[4]The aircraft's empty weight stands at 1,323 lb (600 kg), while the maximum takeoff weight is 2,425 lb (1,100 kg).[4] Standard fuel capacity is 50 US gal (189 L), with provisions for a baggage compartment rated at 132 lb (60 kg).[4]Power is provided by a single Lycoming O-360-A3A four-cylinder air-cooled horizontally opposed engine rated at 180 hp (134 kW), paired with a two-blade fixed-pitch or optional three-blade constant-speed propeller.[4]Avionics include standard visual flight rules (VFR) instrumentation, with optional instrument flight rules (IFR) upgrades available.[54] The DR400/180 holds certification in the normal category under FAR Part 23.[54]Empty and maximum weights vary slightly among DR400 variants depending on equipment and engine options.[53]
Performance Metrics
The Robin DR400/180 achieves a maximum speed of 150 knots at sea level.[4][10] Its cruising speed at 75% power is 137 knots, providing efficient performance for training and touring missions.[4] The stall speed with flaps down is 45 knots, allowing for safe low-speed handling during approach and landing.[36]In climb performance, the aircraft demonstrates an initial rate of climb of 826 feet per minute at sea level, powered by its Lycoming O-360 engine.[4] The service ceiling reaches 15,500 feet, suitable for most VFR operations in varied terrains. Takeoff distance over a 50-foot obstacle is 2,000 feet under standard conditions (ground roll 1,034 feet), emphasizing the aircraft's responsive handling from short runways.[4]Range capabilities extend to approximately 720 nautical miles with standard fuel at economy cruise and no reserves, supported by an endurance of about 5 hours at cruise settings.[4]Fuel consumption averages 10.2 gallons per hour during cruise at 75% power, balancing efficiency with the 180-horsepower output.[4]The powered-off glide ratio is 10:1, offering reasonable emergency descent characteristics. Landing distance over a 50-foot obstacle measures 1,200 feet, aided by the low stall speed and flap deployment.[55] In the normal category, the aircraft is certified for g-limits of +3.8/-1.9, ensuring structural integrity during typical maneuvers.[56]
