Leeham News and Analysis
There's more to real news than a news release.
Leeham News and Analysis
- Does an A220-500 need a new wing and engines? Part 4. July 3, 2025
- GE testing of giant GE9X engine aims for maturity at entry into service June 30, 2025
- Bjorn’s Corner: Air Transport’s route to 2050. Part 28. June 27, 2025
- Parent agency, FAA often at odds as politics outweighs safety June 26, 2025
- Electric Flight and the Ugly Duckling June 25, 2025
The all-important Unit Cost
- Part II of the Boeing Liabilities Problem
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By the Leeham News Team
Aug. 15, 2024, © Leeham News: Chief Financial Officer Brian West recently cautioned Boeing (BA) analysts and investors about the cash burn on the Q2/2024 earnings call;
“I’m just not smart enough right at this moment to say whether it’s $5bn or $10bn,”
BA used $4.3bn in the second quarter, which followed a burn-off of $3.9bn in the first quarter. The company shored up its cash position by borrowing $10bn during Q2/2024, injecting much-needed funds to cover losses. Eventually, all that money must be repaid.
LNA continues to analyze just how short Boeing is from that point and where it needs to be to make that happen.
Supply chain may be stabilising — but risks remain, says Accenture’s aerospace lead
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By the Leeham News Team
August 12, 2024, © Leeham News at Farnborough: After a period of intense disruption, the aerospace supply chain is showing signs of stabilisation, partly due to Boeing’s recent production slowdown, according to Accenture’s global aerospace and defense lead, John Schmidt.
Titanium is now a scarce material given the sanctions against Russia. All Airbus and Boeing airplanes use the material. Photo Credit: Leeham News.
The reduction in output has eased some pressure on suppliers, allowing them to catch up on backlogs and recalibrate operations. However, Schmidt warned this respite may be short-lived as new challenges loom on the horizon.
Geopolitical tension involving Western nations and Russia, and the Asia-Pacific region, risks raw material shortages that may disrupt the delicate balance once more.
“The supply chain has evolved and changed in terms of where the focus is since COVID,” noted Schmidt in a sit-down interview with LNA at the Farnborough Airshow in July. “It wasn’t too long ago that we couldn’t get chips – chips were holding things back. It seems like we’ve gotten ahead of that, and now we’re dealing with trying to find other sources of supply, and sometimes it’s an issue with quality coming in.”
“What’s next is going to be sources of supply for things like titanium? There is enough in the supply chain already that has insulated the impact, but we’re starting to see early indications that [titanium] might be the next thing that comes up.” Read more
Airbus a sideshow in Boeing-Spirit deal, but intertwined
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By the Leeham News Team
Aug. 9, 2024, © Leeham News: The financial results for the first half of 2024 are in for the corporations of the aviation industry and it has been a mixed bag for many. Notably, Tier 1 supplier Spirit Aerosystems (SA) faces increasing cash flow pressure, despite reporting a 9% increase in revenues.
President and Chief Executive Officer Pat Shanahan was supportive of employees. “This has been a dynamic and eventful period for the company, and I want to extend my gratitude to each employee for their dedication and hard work.”
Profitability, Free Cash Flow (FCF) and Cash on hand were driven down by a joint product verification process on the 737 MAX shipsets, to ensure conformity of fuselages prior to transportation to Boeing’s (BA) final assembly site in Renton (WA). During the second quarter, a paltry 27 units were shipped to BA, averaging nine a month. Quarterly and half year deliveries were either relatively flat or down, over 2023.
Source: Spirit Aerosystems 1H2024 Results
Meanwhile, deliveries to Airbus (AB) were up across the board, with the exception of the A330 program, which dipped slightly for the first half. Year-over-year, SA shipped 37 more shipsets during the second quarter and 52 more over the half-year to Airbus.
While Boeing has faced increased scrutiny from regulators, which has trickled down to SA, why does Spirit seem able to produce components for Airbus that pass inspection and enter into the AB supply chain, in increasing numbers?
Bjorn’s Corner: New engine development. Part 19. Turbines.
By Bjorn Fehrm
August 9, 2024, ©. Leeham News: We do an article series about engine development. The aim is to understand why engine development now has longer timelines than airframe development and carries larger risks of product maturity problems.
To understand why engine development has become a challenging task, we need to understand engine fundamentals and the technologies used for these fundamentals.
We have covered the problem areas of (Figure 1) compression in the compressor and combustion. Now, we look at the power-generating section, the turbines.
Figure 1. The gas turbine cycle and its parts. Source: Rolls-Royce: The Jet Engine.
Bullish Embraer sees backlog reach 7-year high in 2Q24 results
By Leeham News Team
Aug 8, 2024, © Leeham News: Embraer presented a strong set of results for 2Q2024 on Thursday, with a jump in aircraft deliveries pushing the Brazilian planemaker’s order backlog to a seven-year high.
Revenues totaled $1.494 billion in the period — an increase of 67% compared to the previous quarter, with the commercial aviation division achieving revenue growth of 176% over the prior three months.
Embraer delivered 47 jets in 2Q24, including 27 executive jets (20 light and seven medium), 19 commercial jets and one of its multi-mission C-390 Millennium transport aircraft. Collectively, that amounted to an increase of 88% versus the 25 aircraft delivered in the first quarter.
For the commercial division, aircraft deliveries were up 12% year-on-year, although defence deliveries were flat and business jets were down 10%. Read more
Calhoun’s biggest failure at Boeing: fixing safety
By Scott Hamilton
Commentary
David Calhoun
Aug. 8, 2024, © Leeham News: Kelly Ortberg becomes president and chief executive officer of The Boeing Co. today. He replaces David 
Calhoun, who was named to the position in January 2020. Calhoun replaced Dennis Muilenburg, with a charge to save Boeing from the first 737 MAX crisis and extended grounding; and fix, among other things, the safety culture failures that led to the 21-month grounding of Boeing’s cash cow.
Ortberg has a long list of things to fix, including but not limited to:
- The union contract with the IAM 751, in negotiations now; the contract expires in September
- Fixing Boeing’s safety culture
- Quality control at all the BCA and BDS factories
- Stemming losses at BDS
- Getting BCA production back up to normal rates (50+ for the 737, 10-12 for the 787)
- Getting the MAX 7, MAX 10, and 777X certified
- Regaining the confidence of the FAA, EASA, and other regulators; getting authority to oversee its operations and ticket airplanes back from the FAA
- Repairing the balance sheet
- Integrating Spirit AeroSystems into Boeing
- Returning BCA to profitability
- Launching a new airplane to replace the 737
- Regaining global market share closer to parity with Airbus
- Repair relations with the supply chain
- Negotiate a new contract with the engineers union, SPEEA, in 2026
- Repair relations with the airlines and lessors
- Repair relations with the IAM 751 and SPEEA unions
Ortberg’s long list of things to do reflects a failure of leadership by Calhoun.
Trouble with the Boeing backlog?
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By the Leeham News Team
Aug. 8, 2024, © Leeham News: On July 31, 2024, Boeing (BA) released the financial results of the second quarter, in what was widely expected to be a dismal reporting period. The company had been facing pressures from all sides of the spectrum, including certification, production, supply chain and financial, to mention a few.
The third quarter now brings fresh challenges as BA will have to deal with an increasingly militant union membership (and contract negotiations), who want to claw back concessions previously granted to the company.
Indeed, the 2Q2024 results were less than stellar, with an ever-increasing cash burn and a decreasing amount of commercial aircraft delivered. The silver lining to the very dark cloud which hung over the release, was news that the embattled reign of CEO Dave Calhoun was coming to an end, and newly minted Kelly Ortberg of Rockwell Collins fame, would replace him on August 8.
Lost in the eruption of euphoria which saw Boeing shares rise 2% on the day, despite losses that surpassed the previous quarters figures, was news that all was not well with the Boeing Commercial Aircraft (BCA) backlog.
Typically, when previous results were poor, optimists pointed to the duopoly Boeing shares with Airbus and the multi-billion-dollar backlog of orders it holds. “Airbus production is maxed out, so what are airlines going to do for new aircraft?”, was the common refrain.
Spirit Q2 / 2024 results are awful
By the Leeham News Team
Aug. 5, 2024, © Leeham News: Spirit AeroSystems released its second quarter financial results today and it wasn’t pretty.
Revenues were $1.492bn, up from $1.365bn last year – a 9% increase, year over year. However, the net loss was ($415m), vs ($206m) in 2023.
This brought earnings for the first six months of 2024 to a loss of ($1.032bn), compared with ($488m) for the same period last year.
Cash used in Operations burned through $566m vs ($183m) last year, while Free Cash Flow (FCF) was ($597m) against ($211m) in 2023.
Airbus: Focus on the Core
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By the Leeham News Team
Aug. 5, 2024, © Leeham News: “…We are evaluating all strategic options given the nature of the situation, such as restructuring, …portfolio review, cooperation and potential M&A, and that might be a combination of some of that.”
This was an excerpt of the opening statement of Airbus (AB) CEO Guillaume Faury on the July 30, 2024, earnings call, discussing the situation at Airbus Defense and Space.
For the second quarter, Airbus booked a €989mn charge at the division and blamed it on changing market conditions, disruptive new players and improperly balancing risks and rewards. Faury also mentioned ‘proper contractual conditions’, which more than likely is coding for contracts that were underbid. He continues:
“We’ve also implemented a highly selective bid-no-bid strategy, including the need for an increased technological maturity threshold and assessment before any firm proceedings.”
Left specifically unsaid, but implied, is the possibility of spinning off the Defense and Space unit, with a focus shift to its core business: commercial aircraft.
While other defense contractors seem to be able to negotiate contracts that earn a tidy profit, the two largest airframe manufacturers, Airbus and Boeing, struggle to do the same.
Bjorn’s Corner: New engine development. Part 18. Combustors.
By Bjorn Fehrm
August 2, 2024, ©. Leeham News: We do an article series about engine development. The aim is to understand why engine development now has longer timelines than airframe development and carries larger risks of product maturity problems.
To understand why engine development has become a challenging task, we need to understand engine fundamentals and the technologies used for these fundamentals.
We have covered the problem areas of (Figure 1) compression in the compressor and combustion, with its requirements on low Soot and NOx emissions. Now we look at how combustors are designed to achieve such low emissions.
Figure 1. The gas turbine cycle and its parts. Source: Rolls-Royce: The Jet Engine.