Why bailouts make sense under these circumstances

By Scott Hamilton

Commentary

By Scott Hamilton

March 18, 2020, © Leeham News: The Federal government is preparing a bailout, said to be more than $1 trillion, to pump into the US economy.

Airlines want $50bn. Boeing wants $60bn for the aerospace industry. It’s unclear how much is for Boeing and how much is for industry.

Opposition for the airlines and Boeing was quick to emerge. The objection: how much each spent in recent years on shareholder buybacks.

The bailout package goes across the US economy and includes direct cash grants to individuals. In keeping with LNA’s business, I focus in the column only on aviation.

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US carriers not at imminent risk of bankruptcy despite potential shutdown

By Judson Rollins

March 16, 2020, © Leeham News: Throughout Sunday afternoon and evening, reports – all unconfirmed – began to emerge in the US that as early as today, the Trump administration may announce a suspension of US passenger flights domestically for 2-4 weeks. The suspension, if confirmed, could begin this week. Investors are scrambling to understand how long US airlines can survive on their current cash balances.

LNA reviewed the balance sheets of carriers worldwide in anticipation of such dramatic events. In this article, we will show that US airlines have plenty of time for demand to recover – or the US government to step in with emergency loans or grants similar to those doled out by the Air Transportation Stabilization Board from 2001 to 2003.

This airplane line-up at Chicago O’Hare Airport could be a thing of the past very soon. Source: Pinterest.

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Air Canada inaugurates A220-300 service today

Jan. 16, 2020, © Leeham News: Air Canada inaugurates Airbus A220-300 service today, becoming the second North American carrier to operate the A220. Delta Air Lines was the first, with the A220-100 last year.

Air Canada A220-300. Photo by Scott Hamilton.

It is the first North American airline to operate the -300 model. The new service begins on the Montreal-Calgary route.

Airline and Airbus officials paid homage to Bombardier at a celebration yesterday in an Air Canada hanger down the block from Bombardier’s world headquarters on the edges of Montreal Dorval Airport.

Bombardier designed the aircraft, originally called C Series, in a bet-the-company challenge to Airbus and Boeing.

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Can the DHC 8-400 compete with the CRJ550 for the 50 seat Scope Clause market? Part 2.

By Bjorn Fehrm

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Introduction

November 21, 2019, © Leeham News: Last week we started our analysis of the De Havilland Canada’s DHC 8-400 as a replacement for US Scope Clause 50 seat jets like the Bombardier CRJ200 or the Embraer ERJ-145.

We compared a newly produced and adapted DHC 8-400 with United’s CRJ-700 conversion to CRJ550, a 50-seater version of the larger jet. After looking at the airplane dimensions and cabin spaces last week we now go deeper into the configuration of the aircraft and their economics.

Summary:

    • The DHC 8-400 is offered as a 50 seater and 65 seater variant to fit the US Scope Clause market.
    • The Turboprop has a cost advantage over the jet at the cost of a 20% longer trip time.

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Can the DHC 8-400 compete with a CRJ550 for the 50 seat Scope Clause market?

By Bjorn Fehrm

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Introduction

November 14, 2019, © Leeham News: The US mainline airlines have large fleets of 50-seater regional jets that are getting old. The present Scope Clause limits on the number of aircraft with seating over 50 seats stop the mainlines from replacing these aircraft with larger aircraft. So there is a real need for an efficient 50 seater regional aircraft for the US market.

As there are no 50 seater jets in production, United is converting its 70 seater CRJ700s to 50 seaters to fill the gap and calls them the CRJ550. This is where de Havilland Canada sees a change for an adapted DHC 8-400 turboprop. It’s more efficient than a CRJ550 while offering the same comfort, says de Havilland. We check if this is correct and what chances a DHC 8-“550” have in this market.

Summary:

  • The US Scope Clauses allow the three mainlines to have more 1,000 50 seater jets, yet no new ones are available to replace the more than 600 in the market.
  • The in-production DHC 8-400 would be an alternative when looking at cabin size and dimensions.

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IAG’s super MAX deal likely means super discounts, services

June 20, 2019, © Leeham News: Boeing gets a Letter of Intent for 200 737 MAXes from International Airlines Group (British Airways, et al), announced Tuesday at the Paris Air Show.

Today, Airbus complained the deal came as a surprise—there hadn’t been a tender, Airbus had no chance to bid.

Christian Scherer, meet John Leahy.

Scherer is Leahy’s successor, and like Scherer, Leahy was blindsided in 1996 when American Airlines signed a 20-year exclusive procurement deal with Boeing.

Then, Delta and Continental airlines did the same.

Leahy complained bitterly that he didn’t know of American’s deal and had had no chance to bid.

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Paris Air Show, Day 2: Orders and commitments

June 18, 2019, © Airfinance Journal: Boeing received a much-needed vote of confidence in its grounded 737 Max aircraft with a commitment for 200 of the type from IAG.

Nonetheless, the US manufacturer failed to register a firm order from the second day in a row.

Airbus, in contrast, continued to build momentum for its new A321XLR with orders and commitments from IAG and Cebu Pacific.

CFM also had a good day, registering big orders from lessors and AirAsia for its LEAP engine.

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Embraer sees need for 10,550 airplanes in 50-150 sectors

May 29, 2019, © Leeham News: Embraer, in what will be its last 20-year market forecast as an independent company, sees a demand for 10,550 jet and turboprop aircraft from 50 to 150 seats through 2038.

The company, founded 50 years ago, growing to become the world’s third largest supplier of airliners, sees its Commercial Aviation unit disappear by the end of this year, barring a hiccup of some kind.

That’s when The Boeing Co. and Embraer expect approval of a joint venture that will be called Boeing Brasil-Commercial (BB-C). Boeing will own 80% of the JV and control governance. Embraer will own 20%. The CEO of the Commercial Aviation unit, John Slattery, will be president of the joint venture, but Boeing will be in charge.

Until then, Embraer is trying to carry on business as usual. And this means it issued its 20-year forecast Monday during its pre-Paris Air Show international media briefing at its headquarters in Sao Jose dos Campos, Brazil.

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E175-E2 prototype in production, first flight by year end

May 28, 2019, © Leeham News: The first E175-E2 prototype is now in production at the Embraer plant here at Sao Jose dos Campos, Brazil, despite having no firm orders and only a single conditional order for 100 aircraft from a US airline that so far can’t use the airplane.

The pilot union contracts contain a clause that prevent the only customer for the aircraft in the world from using it because the take-off weight exceeds the 86,000 lbs specified in the contract.

Embraer designed the airplane with the hope the so-called Scope Clause would be relaxed in contract negotiations this year and next by pilots for American, Delta, United and Alaska airlines. It’s become clear that relief is unlikely.

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Airlines must change tactics to attract maintenance workers

#MROAM

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Introduction

April 18, 2019, © Leeham News: Airlines need to create a pleasing work environment even in the industrial atmosphere of “wrench turners” if they are going to attract millennials to become maintenance workers.

Boeing forecasts a need of more than 600,000 mechanics over the next 20 years.

Some airlines, like Delta, faces an aging workforce, which will produce a surge of retirements.

JetBlue, with a young workforce, faces the challenge of attracting young workers who find better paying jobs in other industries.

Even KLM found it has to change the work environment to attract young employees.

Here’s how their stepping up to these challenges.

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