Se va avanti così, tra i costi per coprire i noleggi a sostituzione degli aerei a terra e quelli non consegnati, eventuali penali e gli ordini cancellati, le perdite avranno ben più di 9 zeri!
737 MAX 8 Ethiopian si schianta subito dopo il decollo da Addis Abeba
- Autore Discussione carter72
- Data d'inizio
Se va avanti così, tra i costi per coprire i noleggi a sostituzione degli aerei a terra e quelli non consegnati, eventuali penali e gli ordini cancellati, le perdite avranno ben più di 9 zeri!
Ma qualcuno mi può brevemente spiegare perché le aziende negli ultimi anni hanno ricomprato le proprie azioni, invece che investire? Quali sono i vantaggi?
In questo modo fai salire il valore di ogni singola azione posseduta dagli investitori. Il valore sale perché a parità di valore della società, ci sono meno azioni in circolazione. E' un alternativa al dividendo per distribuire valore agli azionisti, il perché venga scelta questa strada rispetto ad un altra, non lo so con certezza, almeno con la legislazione italiana subentra anche un fattore fiscale, se ho una minusvalenza non la posso compensare con il guadagno dovuto ai dividendi, mentre la posso compensare con un aumento del valore delle azioni (quando le vendo). Non so se questa modalità di tassare l'utile sia diffusa anche in altri paesi.
Scusatemi se intervengo.
Qualche giorno fa in Belgio, ho visto degli A320 della Tui Airlines Belgio, notoriamente la Tui A. Belgio ha una flotta di B737-800, da planespotters ho visto che sono fermi al prato 4 B737 Max, sostituiti con noleggio di 4 A320 della SmartLynx Estonia.
Ora la domanda, , ma questi noleggi di aerei e piloti la Tui manda il conto a Boeing??
Anche le altre compagnie, costrette a noleggiare aerei non propri causa blocco dei MAX.
Grazie
How Spirit Is Dealing with Max Grounding
The top executive of Boeing’s largest 737 Max supplier, Spirit AeroSystems, provided more detail about how it’s responding to the airplane’s grounding during the company's second-quarter 2019 earnings call this week. Spirit CEO Tom Gentile explained that the supplier, which manufactures the Max’s fuselage and other structures, continues to build the fuselages at a rate of 52 a month and expects that to remain unchanged through 2020.
Completed fuselages are stored for between 10 and 20 days before Spirit ships them by rail from Wichita to Boeing’s 737 factory in Renton, Washington. So far, Spirit has stored and shipped 130 of them, and currently has 35 stored outside at nearby Air Capital Flight Line. Fuselages are wrapped in a three-layer process to protect them from the weather, a procedure that takes four hours.
To keep costs in check, Spirit has undertaken a number of measures, including four-day workweeks for about 6,000 workers; 10-day furloughs for other workers as well as senior leaders; and a voluntary retirement program in which nearly 200 participated. It also reduced contract workers and cut overtime by half.
Should a Max return-to-service be delayed beyond 2019, “we have been doing that scenario planning and we are going to be prepared to respond to whatever [Boeing does],” Gentile added. “We have looked at slowing down production. We have looked at doing some temporary pauses in production.”
AIN
The top executive of Boeing’s largest 737 Max supplier, Spirit AeroSystems, provided more detail about how it’s responding to the airplane’s grounding during the company's second-quarter 2019 earnings call this week. Spirit CEO Tom Gentile explained that the supplier, which manufactures the Max’s fuselage and other structures, continues to build the fuselages at a rate of 52 a month and expects that to remain unchanged through 2020.
Completed fuselages are stored for between 10 and 20 days before Spirit ships them by rail from Wichita to Boeing’s 737 factory in Renton, Washington. So far, Spirit has stored and shipped 130 of them, and currently has 35 stored outside at nearby Air Capital Flight Line. Fuselages are wrapped in a three-layer process to protect them from the weather, a procedure that takes four hours.
To keep costs in check, Spirit has undertaken a number of measures, including four-day workweeks for about 6,000 workers; 10-day furloughs for other workers as well as senior leaders; and a voluntary retirement program in which nearly 200 participated. It also reduced contract workers and cut overtime by half.
Should a Max return-to-service be delayed beyond 2019, “we have been doing that scenario planning and we are going to be prepared to respond to whatever [Boeing does],” Gentile added. “We have looked at slowing down production. We have looked at doing some temporary pauses in production.”
AIN
Piu' lo stop ai MAX si prolunga piu' i problemi a cascata si ripercuotono anche sui fornitori di Boieng e sull' indotto oltre che sui clienti.
https://www.aviationtoday.com/2019/...fute-criticism-certification-process-737-max/
FAA Officials Refute Criticism of Certification Process for 737 MAX
Top FAA officials told U.S. senators during a hearing Wednesday that their oversight of the process for certifying the Boeing 737 MAX was as stringent as it is for every other new airplane design the agency has presided over.
During a Senate Appropriations subcommittee hearing, lawmakers accused FAA officials of being too lenient on the certification process involved with the aircraft that killed 346 people in separate crashes operated by Lion Air in October and Ethiopian Airlines in March. Senators repeatedly referenced a recent investigative report published by The New York Times accusing the FAA of being more in favor of helping Boeing meet its production timeline rather than requiring certain design improvements.
“We do not and never have allowed self certification, whether its Boeing or anyone else,” Carl Burleson, the FAA’s deputy acting administrator, told senators during the hearing. “While the process of delegation is long standing, and has been a critical part to producing the safety record we have in the United States—it is not perfect.”
Certification of the MAX was a five-year process requiring more than 110,000 hours of engineering and test pilot work, including 297 test flights, according to Burleson’s testimony.
But senators still had questions, including why the agency decided against requiring Boeing to feature a detailed description of how MCAS works in the computer-based, non-flight simulator training that was required to prepare pilots for transitioning from the previous generation 737 to the MAX.
Ali Bahrami, the FAA’s head of safety, said that determination was made by a group that includes FAA and commercial airline pilots. Bahrami said the group determined that computer-based training was sufficient for pilots to transition from the NG to the MAX, but now admits they should have provided a deeper understanding of how MCAS works to new MAX pilots.
“We should have included more description in the computer-based training in order to explain what MCAS is,” Bahrami said.
Bahrami also discussed some of the information about the Ethiopian and Lion Air pilot actions during the two separate accidents. In the ET302 preliminary report, the Ethiopian Civil Aviation Authority’s investigators found that erroneous angle-of-attack (AOA) information from a faulty sensor on the MAX made the MCAS system override pilot attempts to right the jet’s trajectory, pitching it toward the ground in similar fashion to the Lion Air crash.
While the captain of that flight, Yared Getachew, had more than 8,000 hours of flight experience, the first officer Ahmed Nur Mohammod had 200 hours.
“I do not want to pass judgement on the qualification of the pilots that were on those flights, but I will say the review of the [flight data recorder] FDR and parameter information and what we know, the actions they took was inconsistent with what you would think would happen,” Bahrami said.
Boeing is undergoing an extensive process to lift the grounding of the MAX, which has now spanned more than five months. Among those reviewing the software fix for MCAS are a collection of independent review groups, including civil aviation regulators from other countries.
The Joint Authorities Technical Review (JATR) group, lead by former National Transportation Safety Board (NTSB) Chairman Christopher Hart, was also established by the FAA specifically to conduct a review of the certification of the 737 MAX’s automated flight control system. JATR includes experts from NASA and the civil aviation regulatory agencies of Australia, Brazil, Canada, China, the European Union, Indonesia, Japan, Singapore, and the United Arab Emirates.
Although Burleson remains confident that the certification process the agency used to certify the MAX was sound, he is open to improvements in the future.
“If there are improvements we need to make, changes we need to make, if there needs to be a different balance in delegation, we are certainly willing and ready to take those recommendations,” Burleson said.
FAA Officials Refute Criticism of Certification Process for 737 MAX
Top FAA officials told U.S. senators during a hearing Wednesday that their oversight of the process for certifying the Boeing 737 MAX was as stringent as it is for every other new airplane design the agency has presided over.
During a Senate Appropriations subcommittee hearing, lawmakers accused FAA officials of being too lenient on the certification process involved with the aircraft that killed 346 people in separate crashes operated by Lion Air in October and Ethiopian Airlines in March. Senators repeatedly referenced a recent investigative report published by The New York Times accusing the FAA of being more in favor of helping Boeing meet its production timeline rather than requiring certain design improvements.
“We do not and never have allowed self certification, whether its Boeing or anyone else,” Carl Burleson, the FAA’s deputy acting administrator, told senators during the hearing. “While the process of delegation is long standing, and has been a critical part to producing the safety record we have in the United States—it is not perfect.”
Certification of the MAX was a five-year process requiring more than 110,000 hours of engineering and test pilot work, including 297 test flights, according to Burleson’s testimony.
But senators still had questions, including why the agency decided against requiring Boeing to feature a detailed description of how MCAS works in the computer-based, non-flight simulator training that was required to prepare pilots for transitioning from the previous generation 737 to the MAX.
Ali Bahrami, the FAA’s head of safety, said that determination was made by a group that includes FAA and commercial airline pilots. Bahrami said the group determined that computer-based training was sufficient for pilots to transition from the NG to the MAX, but now admits they should have provided a deeper understanding of how MCAS works to new MAX pilots.
“We should have included more description in the computer-based training in order to explain what MCAS is,” Bahrami said.
Bahrami also discussed some of the information about the Ethiopian and Lion Air pilot actions during the two separate accidents. In the ET302 preliminary report, the Ethiopian Civil Aviation Authority’s investigators found that erroneous angle-of-attack (AOA) information from a faulty sensor on the MAX made the MCAS system override pilot attempts to right the jet’s trajectory, pitching it toward the ground in similar fashion to the Lion Air crash.
While the captain of that flight, Yared Getachew, had more than 8,000 hours of flight experience, the first officer Ahmed Nur Mohammod had 200 hours.
“I do not want to pass judgement on the qualification of the pilots that were on those flights, but I will say the review of the [flight data recorder] FDR and parameter information and what we know, the actions they took was inconsistent with what you would think would happen,” Bahrami said.
Boeing is undergoing an extensive process to lift the grounding of the MAX, which has now spanned more than five months. Among those reviewing the software fix for MCAS are a collection of independent review groups, including civil aviation regulators from other countries.
The Joint Authorities Technical Review (JATR) group, lead by former National Transportation Safety Board (NTSB) Chairman Christopher Hart, was also established by the FAA specifically to conduct a review of the certification of the 737 MAX’s automated flight control system. JATR includes experts from NASA and the civil aviation regulatory agencies of Australia, Brazil, Canada, China, the European Union, Indonesia, Japan, Singapore, and the United Arab Emirates.
Although Burleson remains confident that the certification process the agency used to certify the MAX was sound, he is open to improvements in the future.
“If there are improvements we need to make, changes we need to make, if there needs to be a different balance in delegation, we are certainly willing and ready to take those recommendations,” Burleson said.
https://airlinerwatch.com/american-airlines-delays-phase-out-plans-for-some-of-its-planes/
American delays phase-out plans for some of its previous generation planes
Jul 31, 2019
Dallas, Fort Worth - American Airlines has announced that it would make some changes in its phase-out plans for some of the Airbus A320s, Boeing 737-800s, and Boeing 757-200s.
The announcement came during the presentation of the carrier's quarterly results. American had to take this decision due to the ongoing grounding of the Boeing 737 MAX jets and delayed deliveries of its Airbus A321neos.
We have extended the operating life of some of our A320, 737, and 757 aircraft on a short-term basis. These extensions will allow us more flexibility as we deal with the grounding of the MAX and the late delivery of the A321neo and provide modest and efficient growth to our fleet,
the Chief Financial Officer Derek Kerr said during the quarterly meeting.
Airbus has so far delivered only five A321neo to American Airlines. The company has a further 115 copies on order, including 50 A321XLR, the newly launched extra-long-range single-aisle jet of the European aircraft manufacturer.
The airline also has 76 737 MAX 8 in its order book with Boeing, American's 24 737 MAX 8, which were already received, are currently grounded because of the worldwide flight ban for the 737 MAXs.
American's previous generation single-aisle fleet comprises 132 A319-100, 48 A320-200, 219 A321-200, 304 Boeing 737-800, and 34 Boeing 757-200.
The current one McDonnell Douglas MD-82 and 27 MD-83 will permanently leave the airline's fleet in early September this year.
American delays phase-out plans for some of its previous generation planes
Jul 31, 2019
Dallas, Fort Worth - American Airlines has announced that it would make some changes in its phase-out plans for some of the Airbus A320s, Boeing 737-800s, and Boeing 757-200s.
The announcement came during the presentation of the carrier's quarterly results. American had to take this decision due to the ongoing grounding of the Boeing 737 MAX jets and delayed deliveries of its Airbus A321neos.
We have extended the operating life of some of our A320, 737, and 757 aircraft on a short-term basis. These extensions will allow us more flexibility as we deal with the grounding of the MAX and the late delivery of the A321neo and provide modest and efficient growth to our fleet,
the Chief Financial Officer Derek Kerr said during the quarterly meeting.
Airbus has so far delivered only five A321neo to American Airlines. The company has a further 115 copies on order, including 50 A321XLR, the newly launched extra-long-range single-aisle jet of the European aircraft manufacturer.
The airline also has 76 737 MAX 8 in its order book with Boeing, American's 24 737 MAX 8, which were already received, are currently grounded because of the worldwide flight ban for the 737 MAXs.
American's previous generation single-aisle fleet comprises 132 A319-100, 48 A320-200, 219 A321-200, 304 Boeing 737-800, and 34 Boeing 757-200.
The current one McDonnell Douglas MD-82 and 27 MD-83 will permanently leave the airline's fleet in early September this year.
Talvolta i bonus di obiettivo ai "piani alti" sono legati al valore dell'azione. Inoltre per l'esercizio delle stock option (sempre comuni ai piani alti) il valore dell'azione è fondamentale.
Certo che se usano ancora gli staordinari e temporanei (ridotti è ben diverso da azzerati) mi aspetto che abbiano ancora dei margini su cui intervenire.
CINIC MODE ON Magari potrebbero offrirsi come fornitori del MC21, magari si portano avanti. CINIC MODE OFF
Grazie, era come sospettavo.
Mi dà l'idea di essere un modo di fare impresa votato solo al breve termine.
Certo. Questa era la scuola di management di McDonnell Douglas che, purtroppo, s'è estesa a Boeing dopo la fusione.
Segnalo BOE001 in volo adesso.
Molto interessante vedere le variazioni di velocità e altitudine su FR24.
L’ho visto salire a 3000 fpm con velocità scendere fino a 116 KIAS....
Un volo test di quelli da cinture ben allacciate.
Molto interessante vedere le variazioni di velocità e altitudine su FR24.
L’ho visto salire a 3000 fpm con velocità scendere fino a 116 KIAS....
Un volo test di quelli da cinture ben allacciate.
Ultima modifica:
Ci stiamo per arrivare , anche grazie a Trump. Questa volta sono riuscito ad azzeccarla. Un ultimo sforzo.
Non mi seguite. Io rimango alla finestra. Ora a 325,xx
https://www.teleborsa.it/azioni-estero/boeing-ba-us0970231058-MDkuQkE/contratti
FAA Poised to Say Pilots Don’t Need Fresh 737 Max Simulator Training
By Alan Levin and Mary Schlangenstein
15 agosto 2019, 06:01 CEST
Pilots could instead train on computers before flights resume
Critics had demanded simulator training for grounded Max jet
U.S. aviation regulators are increasingly convinced they don’t need to mandate new simulator training for pilots of Boeing Co.’s 737 Max before returning the grounded jet to service, according to people familiar with the discussions.
Pilots would be required instead to take a computer-based training course they could perform at home or in a classroom, according to the people, who weren’t authorized to speak about the matter and asked not to be identified. More extensive simulator-based training for all 737 Max pilots may be required in the months after flights resume, the people said.
Such a decision would help streamline the return of the plane linked to two fatal crashes and mired in multiple investigations and spare airlines millions of dollars in costs. But it would run contrary to demands by relatives of the victims and some pilots such as Chesley “Sully” Sullenberger, who crash-landed an airliner in New York’s Hudson River in 2009, and may make it harder to reassure a skeptical public of the plane’s safety.
The Federal Aviation Administration hasn’t concluded its reviews of Boeing’s proposed software changes to the plane and current thinking could change, according to the people familiar with the discussions. An FAA advisory panel, which issued a preliminary finding in April that simulator training wasn’t necessary to return the plane to service, is reviewing public comments and also hasn’t reached a final opinion.
“The FAA still hasn’t made a final decision,” said agency spokesman Lynn Lunsford. “It’s one of the many things we’re still evaluating.”
https://www.bloomberg.com/news/articles/2019-08-15/faa-poised-to-reject-new-simulator-training-before-737-max-flies
By Alan Levin and Mary Schlangenstein
15 agosto 2019, 06:01 CEST
Pilots could instead train on computers before flights resume
Critics had demanded simulator training for grounded Max jet
U.S. aviation regulators are increasingly convinced they don’t need to mandate new simulator training for pilots of Boeing Co.’s 737 Max before returning the grounded jet to service, according to people familiar with the discussions.
Pilots would be required instead to take a computer-based training course they could perform at home or in a classroom, according to the people, who weren’t authorized to speak about the matter and asked not to be identified. More extensive simulator-based training for all 737 Max pilots may be required in the months after flights resume, the people said.
Such a decision would help streamline the return of the plane linked to two fatal crashes and mired in multiple investigations and spare airlines millions of dollars in costs. But it would run contrary to demands by relatives of the victims and some pilots such as Chesley “Sully” Sullenberger, who crash-landed an airliner in New York’s Hudson River in 2009, and may make it harder to reassure a skeptical public of the plane’s safety.
The Federal Aviation Administration hasn’t concluded its reviews of Boeing’s proposed software changes to the plane and current thinking could change, according to the people familiar with the discussions. An FAA advisory panel, which issued a preliminary finding in April that simulator training wasn’t necessary to return the plane to service, is reviewing public comments and also hasn’t reached a final opinion.
“The FAA still hasn’t made a final decision,” said agency spokesman Lynn Lunsford. “It’s one of the many things we’re still evaluating.”
https://www.bloomberg.com/news/articles/2019-08-15/faa-poised-to-reject-new-simulator-training-before-737-max-flies
Lo avrete gia' visto, ma sul Sole 24 Ore e' apparso un altro articolo che parla degli effetti economici della vicenda non solo per Boeing ma anche per la stessa economia USA:
https://www.ilsole24ore.com/art/boeing-e-panne-caso-737-max-pesa-sull-economia-usa-ACYpiYe
https://www.ilsole24ore.com/art/boeing-e-panne-caso-737-max-pesa-sull-economia-usa-ACYpiYe
È un modo per dire che in usa finisce tutto a tarallucci e vino per salvare il didietro a Boeing? Forse ho inteso male, ma se fosse così le autorità europee e asiatiche hanno voce in capitolo o stanno mute?
