Local copies of above.
Robin_Aircraft_in_liquidation_E2_80_93_aeroVFR_pdf
RobinNov2023_pdf
They’re trying to keep the building competences alive via the spare parts operation.
Not surprising – the Socata TB (not TBM) spare parts operation reportedly sells a few € million a year. The various attempts to restart the manufacture all reportedly failed because Socata wanted to keep the parts operation, which rendered the airframe manufacturing business worthless for a number of reasons.
Robin, with a similar fleet size, will be similarly valuable.
It’s a little strange that having owned two DR400’s and maintaining three or four more I don’t recognise most of the problems outlined above.
Parts supply is usually quite quick, when it is out of stock ( usually because you are asking for a part for a 1972 aircraft ) then they will get it made. Manufacturing takes time but it’s better than other companies that just say it’s obsolete and you end up with a major upgrade.
Because the type is not well understood maintenance can be a problem because of lack of expertise on type except amongst the two or three U.K. companies who understand the type ( landing gear maintenance being particularly mis-understood ).
Avionics is becoming a bit of an issue , Garmin equipment is only STC’d for types with an American type certificate so to fit it to a Robin is a problem but this issue is being worked on at least for U.K. registered aircraft.
I expect the parts business to continue until they have the interest in a few aircraft and then another aircraft sales company will be formed and as if by magic enough spare parts will come together and turn into aircraft.
Good news, thanks Peter for sharing!
I hope Robin under CEAPR leadership will now focus on things bearing market value, for instance a Rotax-powered line of DR401. That money-gulping turbine endeavour sure looked sexy (on paper), but let’s face it: apart from bragging rights, which return on investment did they expect from the project?
There are already Rotax powered DR400.
The STC IIRC is owned by Nogaro aviation. They are now in several clubs for training.
gallois wrote:
There are already Rotax powered DR400.
The STC IIRC is owned by Nogaro aviation. They are now in several clubs for training.
Yes, I am aware of those. Still, there is no possibility to order a “new” aircraft with Rotax engine. A retrofit is very much limited to older aircraft, as retrofitting a brand new Robin does not make any sense. I think there is a market for Rotax-equipped new Robins – particularly now that Rotax announced 160hp models, which is a sweet spot on that airframe in my opinion.
I stand corrected: it seems that a 912is – equipped DR401 is on Robin’s product catalogue.
https://www.robin-aircraft.com/en/our-planes/dr401-rotax-912is-ecole/
The STC IIRC is owned by Nogaro aviation.
I have quite a bit of time in the first one they ever did – now owned by the Aéroclub de Dax. As a primary trainer – banging round the pattern or for strictly pencil-and-paper “cross country” flights to an airfield 50km away – it’s fine. For anything else, it is hopelessly under-powered. And the engine needs serious nurse-maiding during the warm months.
A comparison test by one of the aviation magazines between the Rotax 912iS powered Robin 400 and the Lycoming powered Robin 400 -120 Dauphin showed it is lighter, shorter take off and landing, better climb rate, 10knt faster cruise and in circuit bashing it uses 12 litres per hour of mogas as opposed to 20 litres per hour of Avgas. On top of this maintenance is a lot lower. So what’s not to like for aeroclub presidents, especially if you can have your old Robin renovated at the same time.
On the 03 December I predicted that Robin would ( for the third or fourth time ) would rise from the ashes of bankruptcy, I never expected this to happen so quickly.
