Aircraft > Twin-R
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Twin-R
The Twin-R has a power-to-weight ratio unmatched in the existing light twins market. This Twin has the operating costs of an aeroclub’s 4 seater single engine aircraft, with the performances of a new generation single engine aircraft: 175 Kts@75% FL080 and a range of 2000 Km (1080 Nm, 1240 Statute miles). Its 450 Kg (990 Lbs) empty weigh is below that of some single engine 2 seater and its sturdy fix landing gear allows for short grass runways operations.
The propellers will be with electrical CSU, two bladed. As for the landing gear, like for all of the new aircraft of the past few years (DA40 & 50, Cirrus SR20 a 22) it will remain fixed because that gives the best compromise of Weight-Cost-Maintenance. The cockpit is completely new, set up by a specialised designer, and is now common with the future MCR-4S FAR 23 type certificated.
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Initially conceived to offer a plans only aircraft by Pierre Robin, the Twin-R project has now been developed for kit production thanks to the new French regulation allowing for multi-engine kit aircraft since January 2010. This development has been carried out by DynAero, a company founded by Christophe Robin. The Twin-R is initially offered as a kit aircraft, and following on a FAR 23 type certificate is envisioned by DynAero to bring on the market a light twin engine aircraft with operating costs close to cross country single engine aircraft, able to use short grass runways. With a consumption of a 160 hp single engine aircraft (32 L/hour), the Twin-R cruises at 175 Kts at 75% power & FL080.
The instrument panel of the Twin-R is based on the dashboard of the MCR-4S.Go to photographs and pricing  Crew seated at the front each have an EFIS panel with a Dynon Skyview. At the centre, a screen made by iAero displays engine parameters with 2 arc circle for rpm and manifold pressure. At its base, two quadrants for the pitch control of the 2 blade propeller. Below the instruments, a centre console houses the fuel management area with fuel pump switches and cross-feed selector. All the controls for electrical equipments have been grouped together on the left hand side panel, while VHF and transponder are fitted below the left hand side screen. To their right, the backup instruments (ASI, Altimeter, and Rate of climb) are all above the flap control. Above the screen of the pilot in command, the annunciator lights (including low fuel level), are easily visible while the pilots attention is focused outside the Twin-R. On the picture below showing the cockpit, one can note the 2 power levers in the centre, the 2 differential hand brakes levers (like on the MCR-4S even if foot brakes are available in option). The flight controls are activated by stick (or control columns), the seats are made of confor foam. The Twin-R will shares the cabin of the FAR 23 type certificated MCR-4S. Go to photographs and pricing  The Twin-R has a wingspan of 9.24m (30ft-364 inches), a length of 7.10m (23.3ft-279.5 inches) and a height of 1.90m (6.2ft-74.8 inches).
The low empty weight of the Twin-R (305 Kg-672 Lbs) is the trade-mark of DynAero. The twin engine benefits from a central instrument panel and independent adjustable seats. The flight controls are activated by a stick. The back seats are separately fully folding to allow for more baggage space if necessary while a second baggage bay is planned for the aircraft nose. To reduce handling difficulties in single engine flight, the design team of DynAero has retained several solutions including of course bringing closer the two engines to reduce the lever arm in relation to the center of gravity and thus the asymmetry. Go to photographs and pricing  In order to obtain a good asymmetric handling, the rudder is hinged in two parts like a double flap to improve its efficiency and thus its capacity to counter asymmetry in case of engine failure (real or during training). To increase the effectiveness of the ailerons, these ones have been have been increased by 20% in width thanks to the increase of wingspan. Additionally, the engine cowlings have been designed to reduce drag, with air intakes and radiator moved to the back and exhaust pipes probably on the upper wing in the depression area.  Pierre Robin was involved in the design of this aircraft. Multiple drawings were done in order to visualize the engine cowlings and study the ergonomics of the cabin.  As for the MCR4S, the canopy opens toward the front, so as to leave a large space for entering the cockpit   The back seats are separately adjustable both in high and length. They can completely fold to increase baggage space Comparison Chart
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