The Robin DR200 Series

G-AYDZ Jodel DR 200 at the LAA Rally, Sywell in 09/17

By 1965, it was time to replace the DR 1050. The DR 250 was introduced. The 250 was no longer called a Jodel, but received the name Robin. It was merely a modified and improved DR 1050. The major changes being:

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, containg 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.

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.

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.

TF-ROB, a DR221 in flight

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!

TF-ROB, a DR221 in flight

The succes of the races had its impact on sales, which boomed. There was however an increasing demand for a more affordable aircraft that was suited for training purposes. Recognising the potential of the DR250, Robin created a spin off, the DR220. The 220 received a slightly enlarged vertical tailplane, to make it more stable, lacked the wing tanks, was given dual throttle controls for flying school duties, and was fitted with a 100 hp Continental or Rolls Royce O-200 engine, the same that had been used on the DR1050. The 125 hp fuel injected engine that Potez had promised never made it into production, and was therefore never fitted.

Like the DR250, the DR220 proved successful, and a total of 83 were built. In 1967, the DR221 was introduced. The DR221 Dauphin was a more luxurious version of the 220, fitted with a 115 hp Lycoming O-235 L2C engine and extensive sound proofing. Of the Dauphin, 62 were built.

Exploded view of the DR250.
Click on the picture to get a large version (400 kB).

Specifications

Icelandic DR221 TF-ROB being refitted with overhauled engine.
Note the curious detail: A DR221 without wing tanks.

Pictures of F-BOKF, a DR 220 owned by M. Jaques le Coguiec.
Click on any one of them for a larger size

The end of the sixties was an era where every self respecting aircraft manufacturer switched from taildragger to trigear configuration. In this light, the DR 250 was given a nosewheel undercarriage. Along with it, the engineers at Robin decided to enlarge the fuselage, in order to seat the back seat passengers more comfortably. To propell these passengers at an ever greater pace, an even larger 180 hp Lycoming O-360-D2A engine was fitted. The resulting aircraft was given the name DR 253 Regent.

 

The regent was farther developed into the DR 300 series.