For the leasing and air finance industry, the Boeing crisis seems to have sunk in to a degree as part of normal life in aerospace and for its customers.
The first years of operations of hydrogen-powered commercial aircraft may take place in specific limited areas as opposed to the global nature of aviation.
The target of generating $10 billion in free cashflow per year by 2026 may slip as the company pays to fix its production processes and stabilize manufacturing.
The new inlets are needed to address a hazard that could see the composite parts overheat and fail if engine anti-ice is used in certain circumstances.
The FAA’s decision to freeze 737 MAX production levels likely does not have a significant effect on top suppliers, according to executives and analysts.
Plans include $2.5 billion in aircraft deferments, new revenue initiatives, network refinements, and cuts across its cost base including real estate and staff.
While aerospace investment is traditionally a long game, many companies continue to see their performance and outlook judged largely in the short term.
Boeing is withdrawing its request for a time-limited exemption covering a de-icing system that would have allowed the 737-7 to be certified with a known noncompliance.
Holding 70% of the company’s outstanding shares, they could declare a crisis of confidence, challenge the status quo and demand a change in top management.
The TP-R90, a recuperative turboprop designed for light aircraft, ran on gaseous hydrogen; Turbotech and Safran will switch to liquid hydrogen later this year.
South Africa's government gave up a stake in the flag carrier in 2021 after it added debt and went into bankruptcy, but the airline has been in rebuild mode.
The architecture may help keep the engine’s power to the minimum specification, as opposed to oversizing the engine to cope with marginal phases of working.
