Jodel From The Cockpit

Jodel developed the two seat model into a range of variants, including the D112 (65hp Continental), D117 (90hp Continental) and D119 (also with a 90hp Continental). Of distinctive appearance, these aeroplanes sported in particular a cranked tapered wing, the outboard panels having marked dihedral. This characteristic wing configuration remained with Robin designs up to the R1180 Aiglon (M Robin’s answer to the Comanche, the all metal HR100 series being the exception). All the Jodels were of wooden construction, fabric covered throughout except for metal cowlings. Compared to the Bebe, the D112 has increased overall dimensions, a wider fuselage and enclosed cockpit and dual controls. With an 85 knot cruise speed, the 60 litre fuel capacity gave the D112 a range of 600km.

Wassmer built more than 300 D112s and D120 Paris-Nices.

The upgraded D1190S Compatela powered by a Rolls-Royce/ Continental C90-14F engine was built by Aero-Diffusion. When CEA became involved in licence production, its principal, Pierre Robin, teamed with Jean Delemontez to advance the series further. The more popular Jodels were yet to come. Firstly they evolved the three seat DR100 Amabassadeur, a rare bird with only ten built before improved models emerged as the DR1050 and 1051 (with 148 built), and DR1050/M Sicile and Sicile Record (172 built). Robin chose the _Circuit of Sicily Air Race as the publicity forum for their series developments; in 1964 M Robin won the event at an average speed of 169mph in a Sicile Record, after taking second place in 1961/62in a D1051. The D1050 was certificated to the American CAR 3 in July 1960. This certification provided a boost to sales; by spring 1968 Robin had produced more than 600 aircraft.

The Sicile was powered by the Rolls-Royce/Continental O-200-A engine of 100hp. As with all Jodels before and after, these models relied upon classical wood and fabric construction, fixed gear with tailwheel and high visibility canopy. The fins were all seemingly undersized. Another company, Societe Aeronautique Normandie (SAN) developed the D140E Mousquetaire, the first Jodel four seater. When SAN suspended production, the Mousquetaire IV manufacture, together with that of the D140R Abeille were taken over by Robin. Both models are powered by Lycoming O-360-A engines, the Abeille is equipped for glider towing, with a larger glazed area to improve canopy view rearwards. SAN also developed the D150 Mascaret, a two seater powered by the RR/ Continental O-200-A, under the guidance of M Delemontez. Aimed at the replacement of the Jodel D112, the Mascaret took the Ambassadeur wing, shortened the inboard panel span, extended forward the leading edges inboard and fitted 40 litre fuel tanks in each of these leading edge sections. (Total fuel capacity 187 litres. )

The cockpit width of the Mascaret was widened 7cm over that of the D117; in addition fuselage depth was increased by 12cm at the firewall. Fin and rudder shape were also changed. Pitch control was via the same all moving tailplane, with fullspan anti-balance tab. The Mascaret prototype first flew in early June 1962 and entered production at SAN in 1963, ceasing when the company went into liquidation in 1969.

In type the D140s were equivalent to Cessna’s 182, MTOW being 1,200kg, cruise speed 120 knots and range 1,400km. Robin refined the Jodel DR1050 family to produce the DR220 ‘2+2’, DR221 Dauphin (3/4 seat) and DR253 Regent, first flown on the 30th of March 1967. The DR220 grossed at 780kg to cruise at 110 knots over 950km. Unlike the other models, the Regent sported a tricycle undercarriage and with a slightly enlarged fuselage it could accommodate four people easily, five at a pinch. Powered by the Lye O-360-A2A the clean configuration of the Regent enabled a cruise speed of 145 knots to be attained.

Next at Avions Robin came the DR300 series in 1970, all with fixed tricycle landing gear and including wing sections with modified camber. Models ranged from the DR300-108 (Lye 0-235) to the DR380 Prince (Lye O-360-D). In spite of the landing gear and wing changes the aircraft were basically similar to the earliest Jodels. In respect of the continuing contribution of Jodel’s designer Delemontez to the Robin aircraft series, the ‘DR’ designation was maintained (whereas Wassmer, SAN and Aero-Diffusion used solely a’D’ letter followed by a numerical designation).

The 300s gave way to the DR400 series in 1972/73. The DR400s differed in cabin details – forward sliding canopy and lowered cabin sidewalls. The DR400/180 Regent for example had a MTOW of 1,100kg and range of 1,470km at 140 knots (Lye O-360-A powered). At about the same time the same configuration was done out in all metal, the HR200/100 first flying on the 29th July 1971 and entering production in 1973, 53 being delivered by February 1975. The departure from the original Jodel concept and style was complete when in 1976 the R1180 Aiglon first flew. Gone was the cranked dihedral wing, replaced by a straight dihedral wing of constant chord.

In the Air

In the same category as the Victa, the Mascaret two seat Jodel is a sports aircraft that can also be used for efficient personal transportation. Up on the wing then step straight in, thanks to the double clamshell doors that form part of the canopy overhead. A four point harness is typical for pilot and passenger. The dual controls are stick and rudder. The control stick on the right hand side can be removed, being held in place by a springlocked pip-pin. Jodel instrument panels inevitably bear witness to the aircraft owner’s penchant for customisation and individuality; one in particular I know has a VOR/DME Area Nav kit and more engine instrumentation than on many high performance singles, including a unique item, a true carburettor ice indicator, activated by a simple detector in the carburettor throat, consisting of a pair of electrodes across which any ice formation closes the electrical circuit. How many accidents would have been avoidedif this simple device was a standard fit on all light aircraft.

Engine controls are located centrally; pitch trimming is effected by movement of the trimmer lever located on the far left side of the cockpit and which adjusts the bias setting of a spring in the elevator control circuit. Ground steering is obtained by use of the rudder pedals and power with the tailwheel locked, or for tighter manoeuvring, rudder pedals and power with the tailwheel unlocked and fully casting. The cowling line proceeds straight out from the coaming, not sloping down, but the cowling is short and its width is not obtrusive, so that visibility on the ground when taxying remains good. On takeoff the elevator comes alive almost immediately upon opening the throttle fully. After raising the tail, the aircraft can be happily lifted off at about 55 knots. In a 70 knot climb the nose attitude is quite high, obstructing the view ahead, whereas slightly faster at 80, the flight path ahead can be cleared without weaving.

The Jodel Mascaret is accurately flown with a feather touch on the controls. In straight flight, elevator and aileron forces are light; the rudder must be used for coordination when applying aileron and changing power or airspeed; directional stability is somewhat thin.

The Jodel is excitable and manoeuvrable, although the tailplane anti-balance tab which serves to enhance stick free longitudinal stability also causes pitch control stick force with ‘g’ to be quite high. In climbing, straight and level or tight turning flight, the Jodel’s discrete cowling provides an excellent attitude reference. Rolling on 45 to 60 degrees of bank you can pin the attitude by setting cowling to the horizon and maintaining. A good attitude reference is the key to accurate flying, making the job of learning to fly or instructing in flight easier. How many of us during our instructor rating courses, have noted the flight attitude pictures in Phillips and Cole’s Patter Manual, or Campbell or Thom for that matter, only to get the ticket and go off instructing in Cheetahs or Tobagos, types whereon the visibility is so good that the cowling is not visible and on straight and level flight the top of the coaming is so far below the horizon that it appears to be down amongst the mulgas.

What I am saying is that in aircraft types where good attitude reference cues are provided, the flight sequence learning rate is likely to be greater. In fact the Jodel has all the qualities of a good trainer – attitude reference, a necessity for lightness on controls, a need to use rudder and, of course, a tailwheel. If you learnt to fly long ago the Jodel is still a worthy mount because these qualities also serve to keep your basic flying skills recurrently sharp. On approach, the Jodel’s plain flaps which are operated mechanically, provide for good over-the-nose visibility of the field. With full flap lowered, the aircraft’s lateral stability remains strongly positive, thanks to the healthy dihedral effect from the cranked outer segments of the wings. In the flare still only a light pitch is required in order to prevent over rotating the aircraft. Upon touchdown the aircraft tends to be skittish because of its narrow main gear track; the tailwheel must be locked for landing or the risk of ground looping is high.

In Australia

There are only a few Jodels on the Australian register: a couple of dozen D9s and D11s and a smattering of DR1050s. They are however a common lightie in Europe and Britain where prices reflect their commonality. Buying and bringing in a Jodel will, because of its local rarity, enhance its value and therefore make reasonable sense. In assessing a Jodel’s quality, take care to check the condition of the wing’s trailing edge ribs and rear spars, where moisture accumulated because of the aircraft’s tail down attitude on the ground may have rotted the wood (there have been the odd case of wing partial failure·as a result – on aircraft operated in the wet European environment); adequate drain holes and regular refabricating to maintain water resistance are the answers.