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<\/p>\nSir Ralph Robins, who has died aged 93, was one of the most admired British industrialists of his era as the architect of a dramatic resurgence in Rolls-Royce aero-engine sales.<\/p>\n
Robins was already a 35-year Rolls-Royce veteran when he became chief executive in 1990, rising to chairman in 1992. Having joined as an apprentice and climbed the management ladder, he had lived through bankruptcy and nationalisation in 1971 provoked by the soaring costs of the technically advanced RB211 engine \u2013 followed by the splitting-off of the luxury car marque as a separate company and re-privatisation of the aerospace and engineering business in 1987.<\/p>\n
The RB211 had eventually become a best-seller. But the near-fatal 1971 episode provoked a quest for risk-reduction that drew Rolls-Royce into collaboration with General Electric of the US, each taking a 15 per cent interest in the other\u2019s major engine projects but potentially reducing Rolls-Royce to the status of underdog supplier to a stronger American partner.<\/p>\n
Very much his own man, famously described by his colleague Sir John Rose as having \u201cballs of steel\u201d, Robins took the bold step of cutting the tie to GE. Development of the next-generation Trent range of engines was a high-risk standalone venture: the Trent 800 entered service in Boeing 777 aircraft in 1996, followed by the Trent 900 for the Airbus A380 in the early 2000s and the Trent 1000 for the Boeing 787 Dreamliner \u2013 all competing against rival products from GE, by which (according to one insider) Rolls-Royce was \u201cnever forgiven\u201d.<\/p>\n
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A Trent 800 development engine being mounted to a Boeing 777 strut – Universal History Archive<\/p>\n
Orders from Cathay Pacific, British Airways and American Airlines had already begun a recovery in Rolls-Royce\u2019s share of the global civil aviation market, from a low of seven per cent to more than 30 per cent in the Robins era. Meanwhile its defence, marine and power-station engineering businesses also advanced.<\/p>\n
A sharp drop in engine orders after the terrorist attacks of September 11 2001 provoked a lay-off of 6,000 workers and a plunge in the share price, marring the last phase of Robins\u2019s tenure before he stepped down in 2003. He was nevertheless saluted for his record of stubborn focus in fiercely competitive markets and described as \u201cthe great unsung hero of British industry\u201d in a BBC radio series, The New Elizabethans.<\/p>\n
But it was an irritation to him that stock market investors had, in his view, failed to understand the nature and prospects of the Rolls-Royce business model. \u201cI would much prefer to have seen a higher share price,\u201d he said as he announced his retirement. \u201cThe disappointing thing is that people today want very quick returns, but this is a long-term business. We are the last engineering company in this country that is global and can take on the world.\u201d<\/p>\n
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One of the most admired British industrialists of his era<\/p>\n
Ralph Harry Robins was born in Derbyshire on June 16 1932 to Leonard Robins, an engineer, and his wife Maud, n\u00e9e Foulkes. Brought up in Belper, where he attended Herbert Strutt School, Ralph went on to study engineering at Imperial College London before joining Rolls-Royce in Derby in 1955 as a graduate apprentice.<\/p>\n
His early work was on the development of civil engines, notably the Conway turbofan which powered the Vickers VC10 and Handley-Page Victor, before becoming assistant to the head of the aero-engine division in 1967 and being posted to America for a year in 1972. Returning to lead the industrial and marine division, he was promoted to commercial director in 1978, managing director in 1984 and deputy chairman in 1989.<\/p>\n
By the time he left the board, Robins was the company\u2019s longest-serving employee. Long into retirement, he was reported in 2017 to have engaged a legal defence team in response to a Serious Fraud Office and US Department of Justice investigation into allegations of bribery in pursuit of aero-engine orders between 1989 and 2013. Rolls-Royce agreed a \u00a3671 million settlement of the case, but no charges were brought against Robins.<\/p>\n
Beyond Rolls-Royce, Robins also chaired Cable & Wireless from 1998 to 2003 and the advisory board of the corporate consultancy Hakluyt from 2005 to 2013. He was a non-executive director of Standard Chartered, Schroders, Marks & Spencer and the aerospace engineering firm Marshall of Cambridge, and a long-serving chairman of the Defence Industries Council.<\/p>\n
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Ralph Robins with Prince Charles at Rolls-Royce\u2019s Derby factory, 1993 – Rolls-Royce Archive<\/p>\n
A man of huge energy and zest for life, Robins took a sick day from work only when he cut off a finger in his lawnmower. He found time to be a season-ticket holder at Derby County, to crew in sailing races at St Mawes in Cornwall where he kept a holiday cottage, and for his passion for classic sports cars.<\/p>\n
In younger days he had taken part (with the Grand Prix driver Tim Parnell) in the Mille Miglia road race in Italy. Into his early eighties he competed in races and hillclimbs as a member of the Vintage Sports-Car Club, in a 1937 Derby Bentley and a rare 3.6 litre 1938 Delahaye 135CS, registration EXF42, splendidly restored to its original specification in French racing blue livery.<\/p>\n
Ralph Robins was knighted in 1998. He was a deputy lieutenant of Derbyshire where he kept a house in the Amber Valley, though his main home in later years was in Chelsea. There in old age he could be found lunching daily, upright, immaculate and with bonhomie, at Ziani in Radnor Walk.<\/p>\n
He married, in 1962, Tricia Grimes, who survives him with their two daughters.<\/p>\n
Sir Ralph Robins, born June 16 1932, died May 27 2026<\/p>\n