These notes are for the information of Lasham Tug Pilots and give Lasham operating procedures with the aircraft type. They do not supersede the information in the Aircrew Manual for the type, a copy of which is held in the office and should be consulted from time to time as appropriate.
4.12 ROBIN REGENTs DR400 180R G-BJUD and G-BSFF. These aircraft were built by
Avions Pierre Robin in France who make a number of types of light aircraft,
principally those descended from the earlier Jodel series. The flying controls
of the Regent are more responsive than those of the Rallye or Super Cub, and the
view from the cockpit is superb. Since the airframe is lighter than the Rallye,
the Regent has a higher rate of climb with the same powered engine, but due to
its higher stalling speed the minimum towing speed is 60 knots. The Regent is
therefore not suitable for towing the slower gliders, particularly since the
climb is steeper than our other tugs, and after takeoff the transition into the
steeper climb could easily be more than an inexperienced glider pilot in a slow
glider could handle.
Stalling. Our two Regents drop the port wing at the stall, and if you let it go
further they would undoubtedly spin. They are therefore more critical than our
other tugs during the approach and require more precise handling. Too slow is
obviously dangerous (if you are in trouble you need lots of power quickly), too
fast and it floats a long way as it is a clean aircraft with only a small flap
area (compare the Rallye with its big flaps). Don't approach too slowly;
Regents have dropped a wing on many experienced pilots and they do not try it
any more. This is not a Rallye, do not fly it like one. If in doubt about
stalling characteristics when you are flying a tug, stall it gently at a safe
height, such as during a return from a tow. But bear in mind that later near
the ground you have wind gradient, turbulence, and other control movements to
contend with, all of which need a good increment over the stall to ensure
safety. And if you fly it on another day, the stalling speeds may not be the
same because ASIs are sometimes changed, ASI tubing can develop kinks, bugs or
grit, and both speeds and characteristics will be different if the wing surface
has mud on it, is wet, or a repair on the leading edge has been made.
Wheel Brakes & Nosewheel Steering. The wheel brakes are operated differentially
by rudder travel combined with partial brake selected on the ratchet mechanism
on the brake handle, or together by centring the rudder and operating the brake
handle. Directional control on the ground is also through a steerable nosewheel
connected via the rudder circuit when weight is on the nosewheel. As the Regent
lands faster than the Rallye or Cub, it is important not to expect too much
deceleration from the brakes especially on wet grass or in no headwind
conditions. Some Regents have occasionally failed to automatically reconnect
the nose wheel steering on landing if the nose wheel is lowered very gently onto
the ground, but a more positive nosewheel contact overcomes this problem.
Fuel System. The aircraft has one fuselage tank holding 24 gallons of which 2.2
gallons may be unusable. This is less fuel than a full Cub or Rallye, so
monitor it carefully; there is also a `low fuel' light, but like all single
wired systems in aircraft, do not depend on it.
Weights. The Max AUW is 2205 lbs and dry weight is about 1340 lbs, giving a
total disposable load of 865 lbs. Full fuel (24 gal) weighs 173 lbs (total 1513
lbs) giving you a possible cockpit load of 692 lbs. The rear parcel shelf is
limited to 60 lb of baggage. Typical towing weight is 1600-1700 lb (eg with a
187 lb pilot, 40% and full fuel respectively).
Engines - Red Arc Restrictions. On JUD the engine is an A2A with the hollow
crank, but because we normally have a Hoffman 4 blade prop on this aircraft, the
red rpm band restriction does not apply. However, if we ever re-fit the metal
prop, then the red band becomes applicable. The engine on FF has a solid
crank.
Noise. Both aircraft are fitted with special silencers, and with the 4 bladed
prop this makes them our quietest tugs; the high rate of climb also minimises
the noise `footprint' on the ground.
Spinning & Aerobatics. The aircraft is not cleared for spinning or aerobatics.
Retrieves. It should not be used for field retrieves due to its high landing
speed and lack of drag flap. The Super Cub is always the preferred aircraft for
field retrieves.
THE DI, COVERING ONLY POINTS PARTICULAR TO THE REGENT
Include the other normal DI checks as you go around the aircraft.
TRIM for movement, look back at both sides, check the indicator follows.
FLAPS: Check they latch into the 15° and 60° positions, then leave them down
to lessen the chance of treading on them as you get on and off the wing.
CIRCUIT BREAKERS: Check that all CBs that have red trip buttons are tripped
out.
MASTER SWITCH ON: Check fuel contents, on a cold day run the electric pump
and prime the engine with the throttle, leave the Master on, pump off. Key out,
mixture lean, throttle back, brakes on, ready to check the engine compressions.
LEAVE THE COCKPIT, again taking care not to strain the seat back, walk
round and check the audible stall warning by operating the switch on the
right wing. Reach back into the cockpit and turn the Master off to avoid
draining the battery.
TAXYING. Do not try to turn in too tight a circle, the nosewheel steering allows very
tight turns and you can twist a tyre or lock a wheel. This can damage an undercarriage
leg and could get you grounded in more ways than one!
MAX MANOEUVRING SPEED (Vm) 116 Kts. Above Vm the aircraft is only cleared
for use of one third of the available control surface deflection. This may not be enough
for emergency collision avoidance action.
ENGINE FAILURE `Fly the aircraft' as a first priority so that you do not, for instance,
stall, or lose reference on a landing field. Only then, diagnose the fault and attempt
remedial action.
LOWER THE NOSE
When committed to engine-off landing;
PERFORMANCE DATA - ROBIN REGENT
Tables are given in the Flight Manual for Takeoff, Climb, Cruise and Landing.
Because of the different prop on Lasham aircraft, our performance will be
somewhat different, as well as the longer takeoff and slower climb due to towing
gliders of differing weights and drag. It is intended to take measurements at
Lasham with a video camera of takeoffs (with and without gliders) and landings,
and produce some revised figures specifically for our aircraft later. Meanwhile
some figures derived from the Flight Manual are:
TAKEOFF: Conditions, smooth hard surface, 2200 lb AUW, 20°C,
no wind, no slope, pressure height 600 ft. Since a normal towing AUW
will be about 1650 lbs, the figures for a weight of 2200 lb roughly equate to
those towing a 550 lb glider
CRUISE: Depending on conditions, fuel consumption is between 6 and 8 imp gal
per hour, endurance on full fuel between 3-4 hours and range 370 - 430 NMl. For
more exact figures, consult the flight manual. Towing a draggy glider will
degrade these figures considerably although modern glass gliders have very
little drag, but towing a heavy glider will cause substantially more fuel to be
used in any climb.
LANDING Conditions: 1650 lb AUW, 20°C, no wind, no slope, pressure
height 600 ft, moderate braking, runway or short grass
Last updated by John Leibacher on Friday, September 8, 1995 at 21:21
CONTROLS for full and free movement.
RUN UP 1800 RPM - MAX MAG DROP 125 RPM - Typical drop with CARB HEAT
is 100 rpm - Avoid prolonged ground running to prevent hot spots damaging cylinders.
PRE TAKE OFF CHECKS - REGENT
Mnemonic: T MM FF I HH C
START UP CHECKS
NOSEWHEEL TOW BAR REMOVED
RADIO OFF
PARKING BRAKE.............. ON
FUEL....................... ON
CIRCUIT BREAKERS........ TRIPPED
MIXTURE.................... RICH (in)
CARB HEAT.................. COLD (in)
MASTER SWITCH ......... ON (in)
WARNING LIGHTS
LOW OIL PRESS - ON
LOW FUEL PRESS- ON
LOW FUEL CONT OUT
FLAP LIGHT OUT
ALTERNATOR ON
FUEL PUMP ON
PRIME WITH THROTTLE
MAGS...................... LEFT MAG ON
*START*
OIL PRESSURE Rising
MAGS ..................... BOTH ON
ALTERNATOR................ ON and CHARGING
RADIO ON
TRIM....................... SET TO 5 FOR TOWING
MIXTURE.................... RICH
CARB HEAT COLD
MAGS BOTH ON
FUEL....................... ON, CONTENTS
FUEL PUMP ON, PRESSURE LIGHT OUT
FLAPS...................... FIRST STAGE
INSTRUMENTS................ NORMAL
HATCHES...... LOCKED
HARNESS TIGHT & LOCKED
SEATS LOCKED, push adjuster fully forward.
CONTROLS................... FULL & FREE
WARNING LIGHTS: For Takeoff, all off except flap light
LOW OIL LOW FUEL LOW FUEL FLAPS SET ALTERNATOR
PRESSURE PRESSURE CONTENTS 15 ° CHARGING
OUT OUT OUT ON OUT
CLIMB SPEEDS, REGENT, NO FLAP
MINIMUM TOWING SPEED 60 KNOTS
K13's 60 KNOTS
ASTIRS and similar 65 KNOTS
Most Glass 70 KNOTS
With water ballast add 5 KNOTS
DESCENT - REGENT
ROUGH AIR SPEED (Vra) 140 Kts
GET RID OF GLIDER
BEST GLIDE SPEED
FOR RANGE IN NIL WIND: 78 Kts (about 1:10 prop stopped, 1:9 prop rotating)
SELECT FIELD, TURN IF NECESSARY
R/T - MAYDAY TO LASHAM WITH POSITION & LIKELY LANDING AREA
Check:
FUEL CONTENTS & TANK SWITCH
FUEL BOOSTER PUMP - ON if not already on
MIXTURE - CHECK FULLY RICH
MAGS - TRY SWITCHING TO A SINGLE MAG
THROTTLE - EXERCISE TO TRY AND GET A RESPONSE
MAGS - OFF
FUEL - OFF
STRAPS - TIGHT
APPROACH - REGENT
FLAP LIMITING SPEED ..... 90 Kts
INITIAL APPROACH;
No Wind 60 Kts
Normal Winds 65 Kts
Strong Winds 70 Kts
MINIMUM THRESHOLD - FULL FLAP
Vref, speed for round-out 55 Kts
SHUT DOWN
RADIO OFF
LIGHTS OFF (if in use)
Mags Dead Cut check at Idle
FUEL PUMP OFF (if in use).
MIXTURE FULLY LEAN.
Engine Stopped
MAGS OFF, Remove Key
ALTERNATOR OFF
CIRCUIT BREAKERS ALL TRIPPED
MASTER SWITCH OFF
FLAPS DOWN
BRAKES A/R
Unstick dist @ 1.1Vs = 731 ft
Dist Unstick to 15m/ 50ft @ 1.3Vs = 692 ft
Dist to 15 m / 50 ft @ 1.3Vs = 1423 ft
GRASS TAKEOFF
Short grass, add 10% to unstick, ie: Unstick = 804 ft
Dist Unstick to 15m/ 50ft = 692 ft
Dist to 15 m / 50 ft @ 1.3Vs = 1496 ft
Medium high grass, add 25 % to unstick, ie: Unstick = 914 ft
Dist Unstick to 15m/ 50ft = 692 ft
Dist to 15 m / 50 ft @ 1.3Vs = 1606 ft
Distance from 15m / 50 ft = 1271 ft
50 ft to touchdown = 705 ft Landing Roll = 567 ft
HEADWIND: Multiply Takeoff and Landing distances by:
10 kt headwind 0.79
15 " 0.72
20 " 0.64
Return to the table of contents?
| Dr. Günther Eichhorn | Springer 233 Spring Street New York, NY 10013 USA, email me |