Robin aircraft in receivership

Summary of an article in the January Info-Pilote. Probably written in early December so not up to date, but it does have some interesting background:

After a presidential visit and €1.7 modernisation subsidy, Robin was hit by Covid twice, slow orders, another spar fiasco, and artisanal production techniques.

They were unable to pay their salaries so were put under the protection of a commercial tribunal in February 2023, with a 10-month deadline. In October they had received 36 offers, of which 3 were serious, but none of these were acceptable so the company was put into liquidation. Interestingly, the offers were conditional upon a separation of Robin Aircraft and CEAPR, which was vetoed by CEAPR.

Robin Aircraft manufactured new DR400s and CAP10s, as well as refurbishing old airframes. This was under contract from CEAPR, a different company who own the intellectual property, and who manufacture and market spare parts. Both companies have the same shareholder and manager (father and son).
No aeroclubs have been let down, although the status of some Marine (navy) CAP10s in refitting is unclear.

The commercial tribunal rejected a takeover proposition by Guy Pellissier (father), probably as it was the same person and same court as Apex Aircraft in 2008.

There’s also an interview of Casimir Pellissier (son):

• Parts are unaffected: these are fulfilled by CEAPR, a different company. They are transferring 14 of the 28 employees, all specialists. The aircraft will not be orphaned.
• Clubs will be unaffected. They completed all open orders, but 2 unreserved aircraft are in the hands of the liquidators.
• There is no change to the spar situation, but they are ‘looking into it’.
• Restarting production is ‘on standby’. They are restoring old airframes, buying 15-20,000 hour 1970s models to return to new. They intend to produce a kit to bring older versions up to the 1992 model spec.
• On development, the Rotax version is ‘very close’ and they are investigating a Continental diesel. Other product improvements are work on the nosewheel and canopy, and to reconfigure the aft of the cabin for more space.

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.

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.

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.

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/

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.

There are already Rotax powered DR400.
The STC IIRC is owned by Nogaro aviation. They are now in several clubs for training.

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?

Robin and CAP production restarting

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.