---
title: Robin DR400 and DR401: Every Version Compared, from the 2+2 Trainer to the 200-hp Tug
url: https://zulucheck.com/blog/robin-dr400-dr401-versions-compared/
published: 2026-10-26
updated: 2026-10-26
publisher: ZuluCheck (https://zulucheck.com/)
---
# Robin DR400 and DR401: Every Version Compared, from the 2+2 Trainer to the 200-hp Tug

Walk onto almost any French airfield on a Sunday morning and you'll hear one before you see it: a Lycoming at idle, a canopy rumbling forward on its rails, someone shouting "Dégagez l'hélice!" It's a Robin DR400. More than a third of the airplanes French flying clubs train and rent in are DR300s and DR400s.

It's a strange machine by American standards. It's made of **wood and fabric**. You climb in over the wing and slide a **fighter-style bubble canopy** shut over your head. The wing bends sharply upward two-thirds of the way out. The airspeed indicator reads **kilometres per hour**. And it has stayed in production, on and off, for more than fifty years.

It's also the airplane I learned to fly in, over the lake at Annecy, when a two-seat Tecnam would have cost me a lot less. Later in this article I'll explain why I paid more, with the real numbers.

The name "DR400" also hides **about twenty versions**: 2+2 trainers, 180-hp tourers, glider tugs, a Porsche-engined tug, a 200-hp constant-speed "Président", Jet-A1 diesels and the redesigned DR401. They look almost identical on the grass and fly by different numbers. We went to the EASA type certificate, Robin's own spec sheets and published flight manuals to sort them out.

> **A note on sources.** Version data comes from EASA Type-Certificate Data Sheet EASA.A.367 (Issue 05, 2023). Performance comes from published flight manuals (DR400/2+2 1972, DR400/120 2018, DR400/180 1972 to 1980, DR400/135CDI 2014 and DR400/155CDI) and Robin Aircraft's DR401 spec sheets. Training prices are as published by Avialpes, Annecy, in June 2026. Individual airplanes differ by serial number, options and modifications. **Your airplane's own flight manual and weight-and-balance always win.**

---

## Key takeaways

- **The Robin DR400** is a French four-seat (or 2+2) low-wing light airplane built mostly of wood and fabric, with a forward-sliding bubble canopy and the cranked "Jodel" wing. It was first certified on 10 May 1972, and Robin says more than 3,000 have been built.
- **"DR" stands for Délémontez-Robin:** Jean Délémontez, co-designer of the Jodel, and Pierre Robin, who founded the company at Darois near Dijon in 1957.
- **The model number is roughly the horsepower**, but not always. The 2+2 and /120 use 108 to 118 hp, the /140B and /160 a 160-hp Lycoming O-320-D2A, the /180 a 180-hp O-360, and the /200R, /500 and /200i a 200-hp fuel-injected IO-360 with a constant-speed propeller.
- **Tugs:** the /180R, the Porsche-engined RP and the /200R are the glider-towing versions, popular with gliding clubs across Europe.
- **Diesels:** the 135CDI and 155CDI run on Jet A-1 with a single power lever and FADEC. Their never-exceed speed is 270 km/h instead of 308.
- **The DR401** (2014) is a marketing name for the redesigned DR400, with a wider canopy, new panel and electric flaps and trim. The type certificate still calls every version "DR400".
- **Where it flies:** about 36% of French flying-club training and rental aircraft in 2019. It's common in Germany, Switzerland and UK gliding clubs, has been accepted in New Zealand since 2000, and is essentially absent from the USA. We found no FAA type certificate.
- **DR400/180 vs Tecnam P2008 JC for training:** at Annecy the DR400 rents for 287 €/h against 185 €/h. In exchange you get four seats, 190 litres of fuel, a canopy with no wing above your head, and a much better climb at training weights in the mountains.

---

## The short version: the DR400 family at a glance

| Version | Name | First certified | Engine (rated power) | Propeller | Seats | MTOW | Fuel (L) |
|---|---|---|---|---|---|---|---|
| **DR400/2+2** | Dauphin 2+2 | 19 Dec 1972 | Lycoming O-235-H2C (108 hp), 2,600 rpm | Fixed | 2+2 | 865 kg | 110 + 50 optional |
| **DR400/100** | Cadet | 6 Nov 1987 | O-235-L2A, 2,600 rpm | Fixed | 2 | 800 kg | 110 + 50 |
| **DR400/120, /120A, /120D** | Dauphin, Petit Prince | 1975, 1976, 1981 | O-235-L2A (118 hp) | Fixed | 2+2 | 880–900 kg | 110 + 50 |
| **DR400/125** | Petit Prince | 10 May 1972 | O-235-F2B | Fixed | 2+2 | 900 kg | 110 + 50 |
| **DR400/125i** | – | 25 Sep 1975 | Continental IO-240 (injected) | 3-blade constant-speed | 2+2 | 900 kg | 110 + 50 |
| **DR400/140** | Major | 1 Dec 1972 | O-320-E2A (150 hp) | Fixed | 4 | 1,000 kg | 110 + 50 |
| **DR400/140B** | Dauphin 4 | 9 Nov 1975 | O-320-D2A (160 hp) | Fixed | 4 | 1,000 kg | 110 + 50 |
| **DR400/160, /160D** | Chevalier, Major | 1972, 1981 | O-320-D2A (160 hp) | Fixed | 4 | 1,050 kg | 110 + 2 × 40 + 50 |
| **DR400/180, /180S** | Régent | 10 May 1972 | O-360-A3A (180 hp) | Fixed (constant-speed option) | 4 | 1,100 kg | 110 + 2 × 40 + 50 |
| **DR400 NGL** | Nouvelle Génération Large | 19 Feb 1991 | O-360-A3A | Fixed | 4 | 1,150 kg | 110 + 2 × 40 + 50 |
| **DR400/180R** | Remorqueur (tug) | 28 Nov 1972 | O-360-A3A or A1P | Fixed | 4 | 1,000 kg | 110 + 50 |
| **DR400 RP** | Remo 212 (tug) | 11 Aug 1988 | Porsche PFM 3200 | Constant-speed | 4 | 1,100 kg | 115 + 50 |
| **DR400/200R** | Remo 200 (tug) | 11 Dec 1992 | IO-360-A1B6 (200 hp) | Constant-speed | 4 | 1,100 kg | 110 + 50 |
| **DR400/500** | Président (DR500) | 10 Mar 1998 | IO-360-A1B6 (200 hp) | Constant-speed | 4 | 1,150 kg | 105 + 2 × 40 + 50 |
| **DR400/200i** | – | 25 Sep 2017 | IO-360-A1B6 (200 hp) | 3-blade constant-speed | 4 | 1,100 kg | 110 + 2 × 40 + 50 |
| **DR400/135CDI** | EcoFlyer (diesel, STC) | mid-2000s | Thielert/Continental TAE 125 (135 hp), Jet A-1 | Constant-speed | 4 | 980 kg | 110 + 50 |
| **DR400/155CDI** | DR401 155CDI (diesel) | mid-2000s | TAE 125-02-114 (155 hp), Jet A-1 | 3-blade constant-speed | 4 | 1,100 kg | 110 + 50 |

*Certification dates and data from EASA TCDS A.367; engine power ratings are the Lycoming, Continental or Thielert ratings for each engine. "Noise" versions (/2+2, /100, /120D, /160D, /180S, /180R, NGL) are limited to a lower rpm, so they don't make full rated power. Diesels are approved by STC on existing models. Capacities: 110 L main tank behind the seats (100 or 109 L usable), two 40 L wing tanks where fitted, and an optional 50 L auxiliary tank.*

What every DR400 shares, per the type certificate: **Vne 308 km/h, Vno 260, Va 215 and Vfe 170 km/h IAS** (166, 140, 116 and 92 kt), except the diesels at 270 km/h Vne. All have two flap notches, **15° for takeoff and 60° for landing**, and the same 8.72 m Jodel wing planform.

---

## From Jodel to Robin: a 75-year family tree

The DR400's most recognizable feature is older than the company that builds it.

In 1946 Édouard Joly and his son-in-law **Jean Délémontez** founded Avions Jodel in Beaune, the name being a blend of the two surnames. Their tiny D9 "Bébé Jodel" flew in January 1948. Délémontez put the wing's dihedral **only in the outer panels, "where bending moments are lowest"**. That gave a flat, simple centre section and a sharply upturned tip, with washout that keeps the ailerons working near the stall. That cranked "Jodel wing" is the one you see on every DR400 today.

In 1956–57 **Pierre Robin** built a three-seat "Jodel-Robin" around an unfinished Jodel wing. In October 1957 he and Délémontez founded **Centre-Est Aéronautique** at Darois, outside Dijon. The airplanes were named **DR, for Délémontez-Robin**.

| Year | What happened |
|---|---|
| **1946** | Édouard Joly and Jean Délémontez found Avions Jodel in Beaune |
| **1948** | D9 Bébé Jodel first flight; the cranked "Jodel wing" is born |
| **1957** | Pierre Robin and Jean Délémontez found Centre-Est Aéronautique at Darois, near Dijon |
| **1958** | DR100 first flight (90 hp), followed by the DR1050 Ambassadeur and DR1051 Sicile |
| **1965–67** | DR200, DR250 Capitaine and DR253 Régent (tricycle gear, 180 hp) certified |
| **1968–71** | DR300 family on one common airframe (DR315, DR340, DR360, DR380, DR300/180R) |
| **1969–71** | Chris Heintz's all-metal HR100 and HR200 introduce the forward-sliding canopy |
| **1969–70** | The company becomes **Avions Pierre Robin** |
| **27 Mar 1972** | DR400/180 Régent prototype first flight |
| **18 Apr 1972** | Factory fire destroys 17 DR300s and 13 HR100/200s |
| **10 May 1972** | DR400/125 and /180 certified; 42 DR400s still delivered that year |
| **1972–81** | /160, /180R tug, /140 Major, /2+2, /120, /140B, /120A, /160D and /120D follow |
| **1987** | All versions get the extra rear window; new /100 |
| **1988** | Pierre Robin sells the company; Porsche-engined DR400 RP tug certified |
| **1991–92** | DR400 NGL (wider cabin) and DR400/200R Remo 200 |
| **1998** | DR400/500 Président (DR500), 200 hp with a constant-speed propeller |
| **1996–2008** | Built by C.A.B. and then **Apex Industries** under the "Avions Robin" and "Robin Aviation" names |
| **mid-2000s** | Diesel DR400s with Thielert TAE 125 engines (135CDI, later 155CDI) |
| **Sep 2008** | Apex placed in liquidation after Thielert's insolvency cut off diesel engines |
| **2009** | CEAPR (Centre-Est Aéronautique Pierre Robin) restores parts supply |
| **2011–12** | **Robin Aircraft** restarts production; first new delivery (a DR400/120) in March 2012 |
| **Apr 2014** | **DR401** launched at AERO Friedrichshafen |
| **2017** | DR400/200i certified, the first new DR400 model since 1998 |
| **Dec 2022–Jun 2024** | EASA emergency ADs on wing-spar bonding ground some aircraft, then are cancelled |
| **Nov 2023** | Robin Aircraft liquidated; **CEAPR restarts Robin and CAP 10 production in December 2023** |
| **Sep 2024** | DGAC production approval for CEAPR |
| **Apr 2026** | A Rotax 916 iSc DR401 is shown at AERO; certification expected later in 2026 (dealer report) |

*Sources: EASA TCDS A.367, Robin Aircraft, Aéroclub du Var's DR400 history, Wikipedia (fr/en), Flyer, AVweb and EASA AD records; dates that sources disagree on are given as ranges.*

### How many were built?

There's no single authoritative number. Robin says **more than 3,000 DR400s** since 1972, out of at least 4,500 Robin airplanes of all types. Wikipedia gives 2,700 by mid-2017, and serial numbers had reached about 2,700 by then. AOPA counted more than 1,500 sold by 1994. Each airframe takes about **2,000 hours of hand work, 170 kg of wood and 38 m of fabric**, according to Robin.

### A company that keeps coming back

The airplane outlived its makers several times. Pierre Robin sold the company in 1988. It passed through C.A.B. and Apex Industries, and went into liquidation in 2008 when its diesel engine supplier, Thielert, collapsed. A new Robin Aircraft restarted production in 2011, launched the DR401 in 2014, and was itself liquidated in November 2023 after a wing-spar airworthiness directive hurt sales. Each time the type certificate, the tooling and the parts survived. Today **CEAPR** owns the land, the buildings, the type certificates and the Robin Aircraft name, and has been building DR401s and CAP 10s again since December 2023.

---

## The versions explained

### The 2+2 trainers: /2+2, /100, /120, /125

These are the economical club trainers, with a 108–118 hp Lycoming O-235 and a fixed propeller. "2+2" means two real seats in front and a bench in the back for two light passengers or bags. The /100 (1987) is a true two-seater at 800 kg. The /120 (and its /120A and quieter /120D) became the classic French training DR400, with Robin's DR401 120Lite and 120A as today's versions.

**Numbers that matter (DR400/120 manual, 900 kg):** stall 94 km/h clean, 83 km/h with full flap. Cruise at 75% is about 216 km/h for **25 L/h**. Takeoff over 15 m is 535 m and landing over 15 m 460 m.

### The four-seat tourers: /140, /140B, /160, /180

This is where the DR400 earns its reputation as a family touring airplane. **The /180 Régent** is the classic, with a 180-hp O-360, 1,100 kg maximum takeoff weight, 190 litres of fuel with the wing tanks and 60 kg of baggage. It cruises at **248 km/h at sea level and 267 km/h (144 kt) at 8,000 ft at 75% power, for 39 L/h**, and climbs 4.2 m/s (about 830 ft/min) at maximum weight.

The model names aren't strictly the horsepower. The type certificate fits the **/140B** with the same 160-hp O-320-D2A as the /160, with its rpm limited by propeller choice. The original /140 used the 150-hp O-320-E2A.

### The tugs: /180R, RP, /200R

Gliding clubs love DR400 tugs: four seats for the club's other uses, short-field ability and a strong airframe. The **/180R Remorqueur** adds a tow hook, a rear-view mirror and panoramic rear windows. The Porsche-engined **RP "Remo 212"** (1988) was built as a quiet tug for noise-sensitive airfields. The **/200R Remo 200** has a 200-hp injected Lycoming and a constant-speed propeller. The standard /180 can also tow with a supplement: its manual allows gliders up to 915 kg, and gives a 410 m takeoff on grass towing a 300 kg glider.

### The 200-hp DR400s: /500 Président and /200i

The **DR400/500**, sold as the DR500, has a 200-hp IO-360 and a constant-speed propeller at 1,150 kg. The **/200i** (2017) is today's 200-hp DR401, with a three-blade MT constant-speed propeller. Robin quotes **140 kt cruise, 1,090 ft/min and a 420 m takeoff**.

### The diesels: 135CDI and 155CDI

In the mid-2000s Apex fitted Thielert's TAE 125, a turbocharged car-derived diesel with FADEC and a single power lever, running on **Jet A-1** (or EN 590 road diesel as a substitute in the 155CDI). The diesels are frugal, at **21–24 L/h in cruise**, but never-exceed speed drops to **270 km/h**. Their checklists have no mixture and no carburetor heat; a glow-plug light and an automatic FADEC test take their place. When Thielert went bankrupt in 2008, diesels were about half of Robin's production.

### The DR401

Launched in April 2014, the DR401 is Robin's name for the redesigned airplane. It has a **wider canopy giving about 10 cm more cabin width**, a centre console between new seats, a new panel and coaming, and **electric flaps and electric pitch trim**. Robin said 95% of the parts were changed. The current line runs from the **120Lite** two-seater to the **180LR** long-range tourer (190 L, 1,600 km range) and the **200i**.

---

## Performance compared

| Version (source) | Cruise | Fuel burn | Climb (sea level) | Takeoff over 15 m | Range |
|---|---|---|---|---|---|
| **DR400/2+2** (1972 manual, 865 kg) | 216 km/h TAS at 2,600 rpm | 28.2 L/h | 3.3 m/s (~650 ft/min) | 510 m | – |
| **DR400/120** (2018 manual, 900 kg) | 216 km/h at 75%, 7,500 ft | 25 L/h | – | 535 m | – |
| **DR401 120Lite** (Robin sheet) | 112 kt | 25 L/h | 787 ft/min | 500 m | 910 km |
| **DR401 160LR** (Robin sheet) | 132 kt | 33 L/h | – | 590 m | 1,410 km |
| **DR400/180** (1972–80 manual, 1,100 kg) | 267 km/h (144 kt) at 75%, 8,000 ft | 39 L/h | 4.2 m/s (~830 ft/min) | 610 m | – |
| **DR401 180LR** (Robin sheet) | 138 kt | 38 L/h | – | 515 m | 1,600 km |
| **DR401 200i** (Robin brochure) | 140 kt | 42.5 L/h | 1,090 ft/min | 420 m | 1,160 km |
| **DR400/135CDI** (2014 supplement, 980 kg) | 120 kt at 75%, 8,000 ft | 21.2 L/h | 680 ft/min | 440 m | – |
| **DR400/155CDI** (manual, 1,100 kg) | 115 kt at 70%, 8,000 ft | 22.1 L/h | 740 ft/min | 400 m | – |
| **DR401 180R tug** (Robin sheet) | 137 kt | 38 L/h | 500 ft/min with a glider | 860 m with a glider | – |

*Robin's sheets give cruise at 75% power and 8,000 ft, and takeoff to 15 m at maximum weight. Manual editions differ in conditions; compare like with like and plan from your own airplane's manual.*

---

## Living with a wooden airplane

The DR400's wood-and-fabric structure is light, strong and easy for a skilled workshop to repair, and Robin says a properly maintained wooden wing has no fatigue life. It also brings its own airworthiness history:

- **Spar reinforcement:** after an in-flight wing failure in 1997, French AD 2003-348 and later **EASA AD 2007-0071R2** required a main-spar reinforcement on serial numbers 924 to 2443.
- **Fabric repairs:** a 2006 emergency AD followed fabric tearing at patch repairs.
- **Spar bonding (2022–2024):** EASA emergency AD **2022-0267-E**, then **2023-0048-E**, grounded some aircraft over spar-bonding defects and placarded a reduced **Vno of 230 km/h**. EASA cancelled it on 12 June 2024, after finding the bonding acceptable. The crisis contributed to Robin Aircraft's liquidation in 2023.
- **Parts and engines:** the 2008 Apex liquidation briefly interrupted parts supply, and the Thielert bankruptcy left diesel owners waiting for engines.

None of this has stopped French clubs flying them in large numbers. It does mean a pre-buy inspection by a shop that knows Robin wood is not optional.

---

## Where the DR400 is popular, and where it isn't

| Region | The DR400's place |
|---|---|
| **France** | The club workhorse: **864 DR300s and DR400s out of 2,394 training and rental aircraft** in French aéroclubs in 2019, about 36% (Info-Pilote, May 2019) |
| **Germany and Switzerland** | Most early export sales went here (AOPA, 1994). Popular as a glider tug, often with special exhausts for noise limits |
| **United Kingdom** | A common gliding-club tug (London, Kent, Cambridge and Cairngorm gliding clubs fly them) |
| **New Zealand** | Type-accepted in October 2000 at an importer's request; the first was a DR400/500 |
| **United States** | Essentially absent. AOPA wrote in 1994 that there were "no plans to bring the DR 400 to the U.S. market", and Plane & Pilot (2022) calls it unavailable in North America. We found no FAA type certificate for the DR400 |

Why do clubs choose it? Low purchase and running costs for a four-seater, a big useful load and range, short-field ability on grass, gentle stall behaviour, tug versions, and the view from that canopy, which Plane & Pilot likened to a helicopter's.

---

## Why I learned to fly in a Robin, not a Tecnam

*A personal note from [Allon Mason](https://zulucheck.com/about/), ZuluCheck's founder.*

When I started my PPL at Annecy, I had a choice that many European students face: a modern two-seat **Tecnam P2008 JC**, or a forty-year-old wooden **Robin DR400/180**. The Tecnam was cheaper per hour by a wide margin. I chose the Robin anyway, for three reasons, and I'd do it again.

### 1. Visibility

The DR400 is a **low wing with a forward-sliding bubble canopy**. In a turn, nothing is above you: you look into the turn and see the traffic, the runway or the ridgeline. According to the aerovfr pilot's guide to the DR400, fitting that panoramic canopy meant lowering the fuselage's upper longerons by about ten centimetres.

The P2008 is a high-wing airplane. Its windows are large, and Plane & Pilot praised its "great views out, down and sideways", which is fair. But in a turn the raised wing covers exactly the piece of sky you're turning into. The Tecnam's own flight manual warns, in its engine-start checklist, that "**forward lower sector visibility is not possible from inside the cockpit**."

### 2. Power, where it counts

| | **Robin DR400/180** | **Tecnam P2008 JC** |
|---|---|---|
| Engine | Lycoming O-360-A3A, 180 hp | Rotax 912 S2, 98.6 hp (5 min), 92.5 hp continuous |
| Fuel | AVGAS 100LL | MOGAS (EN 228) or AVGAS 100LL |
| Maximum takeoff weight | 1,100 kg | 630 kg (650 kg with a supplement) |
| Seats / baggage | 4 / 60 kg | 2 / 20 kg |
| Usable fuel | 180 L (190 total) | 120 L |
| Wing / access | Low wing, sliding canopy | High wing, two doors |
| Vne / Vno / Vfe | 308 / 260 / 170 km/h (166 / 140 / 92 kt) | 145 / 113 / 71 KIAS |
| Stall, full flap | 95 km/h (51 kt) | 40 KIAS |
| Best glide | 1:9.5 at 150 km/h (81 kt) | 1:12.8 at 71 KIAS |
| Climb at MTOW, sea level | ~830 ft/min | 811 ft/min |
| Cruise | 134 kt at 75%, sea level; 144 kt at 8,000 ft | 110 kt at 2,250 rpm |
| Fuel burn | 39 L/h at 75% | 21.3 L/h at 2,250 rpm |
| Takeoff over 15 m | 610 m paved, 725 m grass | 375 m grass |
| Demonstrated crosswind | 22 kt | 15 kt |
| Glider towing | Approved (supplement) | No towing supplement |

*DR400/180 flight manual (1972–80 edition) and EASA TCDS A.367; Tecnam P2008 JC AFM Ed. 2 Rev. 0 (2018).*

At maximum weight the two airplanes have almost the same power-to-weight ratio (about 6.1 kg/hp for the Robin and 6.3 for the Tecnam), and they climb about the same. The difference shows **at training weight, in the mountains**. On a 25 °C summer day at 6,000 ft, the P2008 at maximum weight climbs about **430 ft/min** by its manual. A DR400/180 at 900 kg, two people and part fuel, which is how you actually fly lessons, climbs about **730 ft/min**. At Annecy, with the Alps on three sides and the Aravis to cross, that margin was worth paying for.

To be fair to the Tecnam: it needs much less runway, burns half the fuel, has a modern Garmin G3X, and is a perfectly good trainer.

### 3. Four seats

The point of a licence, for me, was to take people flying. A DR400/180 carries **four people, 190 litres of fuel and 60 kg of bags**. A P2008 carries two and 20 kg. The DR400 is also the airplane I'd rent after the licence, since it's more than a third of the French club fleet. Training in it meant no checkout into a bigger airplane later.

### What it cost

Avialpes, the flight school at Annecy Mont-Blanc airport, flies both types from the same field and publishes its prices (June 2026, including tax, billed block to block):

| | **Tecnam P2008 JC** | **Robin DR400/180 Régent** | **Difference** |
|---|---|---|---|
| Aircraft, member rate | 185 €/h | 287 €/h | +102 €/h |
| With instructor (+73 €/h) | 258 €/h | 360 €/h | +102 €/h (+40%) |
| 45 h, the PPL minimum | 11,610 € | 16,200 € | **+4,590 €** |
| 55 h, Avialpes' typical PPL | 14,190 € | 19,800 € | **+5,610 €** |
| Fuel burn in cruise | ~21 L/h | ~39 L/h | about 2× |

*Avialpes "Tarification des prestations au 1er juin 2026" and its flight school page; flight time only, excluding membership, ground school, landing fees and exams. Our arithmetic.*

Roughly **5,000 € more** for the whole licence. Most of the gap is fuel: at around 3 € per litre of 100LL, the Robin burns about 55 € an hour more. For me, four seats, the canopy and the climb margin in the Alps were worth it. If your budget is tight and you fly from a long runway at sea level, the Tecnam is the rational choice.

---

## Robin vs Tecnam: how the checklists differ

Switching between these two airplanes, or between DR400 versions, changes far more than the speed units. Here are the starts side by side, the way ZuluCheck shows them. Highlighted rows are the ones that differ.

**DR400/180 · KM/H checklist: Engine start**

| # | Item | Action |
|---|---|---|
| 1 | Canopy | CLOSED |
| 2 | Parking Brake | SET |
| 3 | MASTER (BAT) | ON |
| 4 | Fuel Selector | EMPTIEST TANK |
| 5 | MAGNETOS | BOTH |
| 6 | Carburetor Heat | COLD (pushed in) |
| 7 | Fuel Pump | ON |
| 8 | Mixture | FULL RICH |
| 9 | Throttle | OPEN 1 CM |
| 10 | Propeller Area | "CLEAR PROP!" |
| 11 | Starter | PUSH (hand on the throttle) |
| 12 | Oil Pressure | INCREASING |
| 13 | ALTERNATOR | ON |
| 14 | Fuel Pump | OFF |


**P2008 JC checklist: Engine starting**

| # | Item | Action |
|---|---|---|
| 1 | Throttle | IDLE |
| 2 | Choke | AS NEEDED |
| 3 | Fuel Selector Valve | SELECT (the tank with less fuel) |
| 4 | Electric Fuel Pump | ON |
| 5 | Propeller Area | CALL CLEAR (forward lower sector is not visible from the cockpit) |
| 6 | Ignition Key | BOTH |
| 7 | Ignition Key | START |
| 8 | Oil Pressure | CHECK (rises within 10 seconds) |
| 9 | Generator Switch | ON |
| 10 | Voltmeter | CHECK (14 V or more) |
| 11 | Choke | OFF |
| 12 | Propeller | 1000-1200 RPM |
| 13 | Electric Fuel Pump | OFF |


The DR400/180 list is ZuluCheck's, built from a club's checklist cards at Annecy. The P2008 JC list follows the Tecnam AFM.

What jumps out:

- **Canopy, not doors.** The DR400 starts with the canopy closed and ends its landing preparations with it unlocked for an emergency. The Tecnam has two doors and a step.
- **Mixture vs choke.** The Lycoming has a mixture lever: full rich for start, leaned in the run-up ("lean, drop, rich") and pulled to cut-off to stop. The Rotax has no mixture lever at all, but a **choke** for cold starts.
- **Fuel management.** Both start on the emptier tank and take off on the fuller one, with the electric pump on. The DR400's tanks (main plus wing tanks) have no "BOTH" position, so tank switching is a real cockpit task.
- **Two electrical switches.** The DR400 has a separate battery master and alternator switch. The Tecnam has a master and a generator switch.
- **Kilometres per hour vs knots.** The DR400's speeds are in km/h IAS: rotate at 100, climb at 170 clean, best glide 150, final 125 with full flap. The P2008's are in knots: rotate at 48, climb at 71, final 54.

### Run-up

**DR400/180 · KM/H checklist: Engine run-up**

| # | Item | Action |
|---|---|---|
| 1 | Parking Brake | LOCKED |
| 2 | Throttle | 1700 RPM |
| 3 | Magnetos | L / R |
| 4 | Carburetor Heat | HOT |
| 5 | Mixture | LEAN, DROP, RICH |
| 6 | Oil Press., Temp, Fuel Press. | GREEN |
| 7 | Suction | GREEN |
| 8 | Throttle | IDLE |


**P2008 JC checklist: Run-up**

| # | Item | Action |
|---|---|---|
| 1 | Throttle | 1640 RPM (propeller rpm (geared engine)) |
| 2 | Ignition | LEFT (drop within 130 rpm) |
| 3 | Ignition | BOTH (check 1640 rpm) |
| 4 | Ignition | RIGHT (drop within 130 rpm) |
| | *Maximum difference between LEFT and RIGHT: 50 rpm.* | |
| 5 | Carburettor Heat | TEST (about 100 rpm drop) |
| 6 | Flaps | T/O (15°) |
| 7 | Doors | CLOSED and LOCKED |


The Rotax drives its propeller through a gearbox, so the Tecnam's rpm numbers are **propeller rpm**. Full throttle on the takeoff roll shows about 2,100 rpm, and maximum continuous is 2,250. The Tecnam's shutdown also asks for **one minute at 1,200 rpm** to let the engine cool.

### The diesel DR400 is a different airplane in the cockpit

The 155CDI's flight manual replaces most of the Lycoming items. Here is its start, translated from the French manual:

**DR400/155CDI · DIESEL checklist: Engine start**

| # | Item | Action |
|---|---|---|
| 1 | Canopy | CLOSED |
| 2 | Anti-collision Light | ON |
| 3 | Fuel Level and Temperature | CHECKED |
| 4 | Fuel Valve | OPEN (operation checked) |
| 5 | Alternate Air | CLOSED |
| 6 | Electric Fuel Pump | ON |
| 7 | Power Lever | IDLE |
| 8 | Propeller Area | CLEAR |
| 9 | Engine Master | ON |
| 10 | FADEC Lights | CHECK OFF |
| 11 | Glow Plug Light | WAIT FOR IT TO GO OUT |
| 12 | Starter | ENGAGE (release as soon as the engine starts; 10 s maximum, 20 s cooling) |
| 13 | Oil Pressure | CHECK (idle 890 rpm; shut down if 1 bar is not reached within 3 seconds) |


There's **no mixture, no carburetor heat and no magneto check**. Before takeoff, an **automatic FADEC test** (power lever at idle, hold the test button, both FADEC lights on, propeller rpm rises) takes the place of the mag check, and the manual is blunt: if the lights don't come on, don't take off. And remember the lower never-exceed speed, **270 km/h**.

### Engine fire in flight

Here the two manuals agree on something that surprises many students: **open the throttle fully** to burn the fuel left in the engine.

**DR400/180 · KM/H checklist: Engine fire in flight**

| # | Item | Action |
|---|---|---|
| 1 | Fuel Valve | OFF |
| 2 | Fuel Pump | OFF |
| 3 | Throttle | FULL POWER |
| 4 | Mixture | CUT-OFF |
| 5 | Alternator | OFF |
| 6 | Cabin Heat and Vent | OFF |
| 7 | Best Glide | 150 KM/H |
| | *Prepare a power-off forced landing off the airfield. Do not restart the engine.* | |


**P2008 JC checklist: Engine fire in-flight**

| # | Item | Action |
|---|---|---|
| 1 | Cabin Heat | OFF |
| 2 | Fuel Selector Valve | OFF |
| 3 | Electric Fuel Pump | OFF |
| 4 | Throttle | FULL FORWARD (until the engine stops) |
| 5 | Ignition Key | OFF |
| 6 | Cabin Vents | OPEN |
| | *Do not attempt an engine restart. Land as soon as possible with the forced landing procedure.* | |


---

## So which DR400 is right for you?

- **DR400/120 or DR401 120A:** the economical club trainer at about 25 L/h. Great for the licence, tight with four adults.
- **DR400/140B or /160:** the sweet spot for many clubs, with four seats and a 160-hp O-320. The /160 adds wing tanks.
- **DR400/180 Régent:** the classic tourer and mountain airplane, at 1,100 kg, 190 L and 39 L/h. It can tow with the supplement.
- **DR400/180R, RP or /200R:** if your club tows gliders.
- **DR400/500 or /200i:** 200 hp and a constant-speed propeller for the fastest, longest-legged DR400s.
- **135CDI or 155CDI:** the cheapest to run per hour, on Jet A-1, but check the engine's replacement-time status and support.
- **Any of them:** have a shop that knows Robin wood look at the spar, the bonding and the fabric before you buy.

Prices and availability change constantly, and this is general information, not purchasing advice.

---

## The right checklist for your Robin: ZuluCheck

A DR400/120, a /180 and a 155CDI share a canopy and a wing and almost nothing in the checklist. **ZuluCheck** keeps them apart.

- **A DR400/180 list in kilometres per hour**, with the V-speeds bar showing rotate 100, best glide 150 and Vne 308 km/h, built from the [DR400/180 checklist cards](https://zulucheck.com/poh/robin-dr400-180.pdf) a club flies at Annecy.
- **Tecnam lists from the flight manuals,** including the [P2008 JC](https://zulucheck.com/poh/tecnam-p2008jc.pdf), P2008 LSA, P92 Echo, P92 JS and P2002 JF.
- **Your Robin, your numbers.** Is your club's DR400 a 140B, a 155CDI or a tug? Customize the list per tail number with its own speeds, items and frequencies.
- **One item at a time,** with a big DONE button, emergencies one tap away (free for everyone), and more than 100 aircraft types, fully offline.

**ZuluCheck is free forever for two aircraft, with every feature included.** ZuluCheck Pro adds unlimited aircraft for clubs, rentals and that third airplane.

Load the checklist for the airplane you're actually flying next:

Get ZuluCheck on [the App Store](https://apps.apple.com/app/id6822330794) and [Google Play](https://play.google.com/store/apps/details?id=com.snacksafe.zulucheck).

*ZuluCheck is for reference only and is not a substitute for the aircraft's approved flight manual. Always verify every checklist against the manual for your specific aircraft.*

---

## Frequently asked questions

**What is the difference between the Robin DR400 and the DR401?**
The DR401, launched in April 2014, is Robin's name for the redesigned DR400. It has a wider canopy giving about 10 cm more cabin width, a centre console, a new panel and electric flaps and pitch trim. EASA's type certificate still lists every version as a DR400 model.

**What does "DR" stand for?**
Délémontez-Robin: Jean Délémontez, co-designer of the Jodel airplanes, and Pierre Robin, who founded Centre-Est Aéronautique with him in 1957.

**Is the Robin DR400 made of wood?**
Yes. The structure is wood with fabric covering. Robin says each airplane uses about 170 kg of wood and 38 m of fabric and takes about 2,000 hours of hand work.

**How fast is a Robin DR400/180?**
Its flight manual gives 248 km/h true airspeed at sea level and 267 km/h (about 144 kt) at 8,000 ft at 75% power, burning about 39 litres per hour. Its never-exceed speed is 308 km/h.

**How many seats does a DR400 have?**
The DR400/100 is a two-seater. The 2+2, /120 and /125 have two seats in front and a rear bench for two light passengers. The /140, /140B, /160, /180 and later versions are full four-seaters.

**Which DR400 versions can tow gliders?**
The /180R Remorqueur, the Porsche-engined RP and the /200R Remo 200 are the dedicated tugs. The standard DR400/180 can also tow with its supplement, for gliders up to 915 kg.

**Is the Robin DR400 still in production?**
Yes. After Robin Aircraft's liquidation in November 2023, CEAPR restarted Robin and CAP 10 production in December 2023 and received a DGAC production approval in September 2024. The current DR401 range runs from the 120Lite to the 200i.

**Is the DR400 better than a Tecnam P2008 for learning to fly?**
It depends on what you value. At Annecy the DR400/180 rents for 287 €/h against 185 €/h for the P2008 JC, about 5,000 € more over a licence. The DR400 gives four seats, a low wing with a sliding canopy, 190 litres of fuel and a much better climb at training weights. The P2008 is cheaper, needs less runway and burns about half the fuel.

**Can you fly a Robin DR400 in the United States?**
It's very rare. We found no FAA type certificate for the DR400, and Robin never marketed it in North America.

### Sources

- [EASA Type-Certificate Data Sheet EASA.A.367, Robin DR300/DR400 series, Issue 05 (2023)](https://www.easa.europa.eu/en/downloads/7170/en)
- [DR400/180 flight manual, 1972–1980 editions (hosted by Cockpitseeker)](https://cockpitseeker.com/wp-content/uploads/goodies/ac/DR400/POH_DR400-180.pdf)
- [DR400/120 flight manual 1002853, 2018 (hosted by Aéroclub de Graulhet)](https://www.aeroclub-graulhet.com/wp-content/uploads/1002853-Rev-1_Manuel-de-vol-DR400_120-_-12-Oct-2018.pdf)
- [DR400/2+2 flight manual, 1972 (hosted by Aéroclub de Dieppe)](http://www.aeroclubdieppe.fr/medias/files/manuel.de.vol.dr400.pdf)
- [DR400 155CDI flight manual 1002719 (hosted by Aéroclub du Dauphiné)](https://www.aeroclubdudauphine.fr/images/documents/avions/DR401_155_DR455_Manuel_de_vol_edition_20181.pdf)
- [DR400/135CDI POH supplement, Issue 3 (2014)](https://vliegseppe-site.e-captain.nl/bestanden/poh-dr400-135cdi-issue-3.pdf)
- [Robin Aircraft: DR401 performance grid](https://www.robin-aircraft.com/wp-content/uploads/2020/11/Performances-1.pdf) and [company history](https://robin-aircraft.com/en/story)
- [Tecnam P2008 JC Aircraft Flight Manual, Ed. 2 Rev. 0 (2018)](https://zulucheck.com/poh/tecnam-p2008jc.pdf)
- [Avialpes, Annecy: prices from 1 June 2026](https://www.avialpes.com/media/2026/06/1164-tarification-des-prestations-avialpes-juin-2026.pdf) and [flight school page](https://www.avialpes.com/ecole-pilotage)
- [Aéroclub du Var: history of the DR400 (PDF)](https://www.aeroclubduvar.com/documents/aeroclub/Historique_DR400.pdf)
- [Wikipedia: Robin DR400](https://en.wikipedia.org/wiki/Robin_DR400), [Robin Aircraft](https://en.wikipedia.org/wiki/Robin_Aircraft), [Jodel](https://en.wikipedia.org/wiki/Jodel) and [Robin Aircraft (French)](https://fr.wikipedia.org/wiki/Robin_Aircraft)
- [Plane & Pilot: Robin DR400/401, France's longtime favorite (2022)](https://planeandpilotmag.com/robin-dr-400-401-frances-longtime-favorite-wood-and-fabric-four-seat-plane/)
- [Plane & Pilot: Tecnam P2008 review (2010)](https://planeandpilotmag.com/high-class-cruiser/)
- [AOPA Pilot: Robin DR 400 (1994)](https://www.aopa.org/news-and-media/all-news/1994/february/pilot/robin-dr-400)
- [AVweb: France's Robin Aircraft liquidated (2023)](https://www.avweb.com/aviation-news/frances-robin-aircraft-liquidated/)
- [EASA AD 2023-0048-E](https://ad.easa.europa.eu/blob/EASA_AD_2023_0048_E.pdf/EAD_2023-0048-E_1) and [its cancellation (June 2024)](https://ad.easa.europa.eu/blob/EASA_AD_2023_0048_CN.pdf/AD_2023-0048-CN_1)
- [EASA AD 2007-0071R2, main spar reinforcement](https://ad.easa.europa.eu/blob/easa_ad_2007_0071R2.pdf/AD_2007-0071R2_1)
- [CAA New Zealand: Robin DR400 series type acceptance report](https://www.aviation.govt.nz/assets/aircraft/type-acceptance-reports/robin-dr400-series-revision-2.pdf)
- [Aerovfr: the Robin DR400 pilot's guide (2025)](https://aerovfr.com/2025/04/le-guide-du-pilote-de-robin-dr-400)