Futer Air Tech
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Futer Air Tech
The futer of our airplanes and defence
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Free Technology for Teachers: How to Create YouTube Photo Slideshows - A Good Alternative to Animoto

Free Technology for Teachers: How to Create YouTube Photo Slideshows - A Good Alternative to Animoto | Futer Air Tech | Scoop.it

Via Mariette McDermid
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Courtney Rasberry's curator insight, September 10, 2013 11:52 PM

This could be a very helpful sight for creating future lessons.

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Boeing Forecasts $4.5 Trillion Market for 34,000 New Airplanes

Boeing Forecasts $4.5 Trillion Market for 34,000 New Airplanes | Futer Air Tech | Scoop.it

July 3, 2012

Boeing (NYSE: BA) projects a $4.5 trillion market for 34,000 new airplanes over the next 20 years as the current world fleet doubles in size, according to the Boeing 2012 Current Market Outlook (CMO) released today. The company's annual forecast reflects the strength of the commercial aviation market.

"The world's aviation market is broader, deeper and more diverse than we've ever seen it," said Randy Tinseth, vice president of Marketing, Boeing Commercial Airplanes. "It has proven to be resilient even during some very challenging years and is driving production rate increases across the board."

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Boeing: Mobility

Boeing: Mobility | Futer Air Tech | Scoop.it

From the C-17 Globemaster III and the stalwart KC-767 tanker to the combat-proven CH-47F Chinook and the remarkable V-22 Osprey, our Mobility solutions offer unparalleled capabilities for supporting our warfighters -- taking them into harm's way, keeping them supplied, refueled and rearmed, and bringing them home safely again.

Mobility is headquartered in Ridley Park, Penn., and operates several key sites across the United States including: Everett, Wash., Long Beach, Ca., Macon, Ga., St. Louis, Mo., and Wichita, Ks. This remarkable organization continues to set the standard for excellence in mobility solutions and remains focused on exceeding the warfighter's expectations with the foremost combination of capability, quality and cost.

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AccuVal | Insights | Industry Insights | Where is the Final Destination?

AccuVal | Insights | Industry Insights | Where is the Final Destination? | Futer Air Tech | Scoop.it

As the airline industry faces prolonged instability, airlines are seeking ways to cut costs and increase revenue. While consumers have felt these changes in the form of prices, reduced services, and crowded planes, the passenger aircraft manufacturing industry has also experienced a shift. Airlines are being forced to scrutinize and reevaluate all their purchasing decisions, especially for new aircraft. As a result, airlines have altered their commitments to purchase new aircraft; simultaneously, the airline industry is facing changes to global environmental regulations and new expectations from consumers. Passenger aircraft manufacturers are working diligently to increase efficiency and to meet deadlines, as well as to alter their production to meet the needs of the airline industry.

SUPPLY The new models

The passenger aircraft industry operates in a duopoly between Airbus and Boeing. In 2011, Airbus generated a greater market share by booking 64 percent of new passenger airplane orders, compared to 36 percent for Boeing. The lack of suppliers for new passenger aircraft has forced airlines to place orders with either of these companies approximately five to seven years in advance of anticipated delivery. Airbus and Boeing have attempted to expedite the manufacturing process by introducing new, more efficient production methods, but the new models, both larger than planes produced before and relying on new composite materials, have vexed each company in their ability to produce planes on schedule. Along with the new designs and materials have come new production techniques and bottlenecks, especially among their suppliers. In 2011, orders from both were delayed. Airbus barely met its 2011 forecast in December amid better than expected demand, and Boeing was unable to fulfill its forecast.

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Airbus, Boeing: The Fight Isn't Over

Airbus, Boeing: The Fight Isn't Over | Futer Air Tech | Scoop.it

When the World Trade Organization issued its long-awaited ruling Sept. 4 supporting U.S. claims that the European consortium that makes Airbus planes received improper government subsidies, many media pundits viewed the ruling as both a setback for Airbus as well as the tinder for a potential trade war between the U.S. and the European Union. But inside the aerospace industry, the smart money is betting that the effects of the WTO decision will be much more modest.

Indeed, aerospace experts say the WTO ruling will have three practical effects:

• Most directly, it will have little impact on the tightly contested battle between Airbus and Boeing (BA) in the passenger-jet business, which was at the heart of the legal dispute. Both companies are working to bring out next-generation aircraft, the 787 Dreamliner for Boeing and the A350 for Airbus.

• The ruling could help archrival Boeing, which pushed the U.S. to file the WTO complaint, on a separate, smaller battle: its campaign to wrest away a plum $35 billion U.S. contract for a military refueling tanker plane from Airbus and partner Northrop Grumman (NOC), the Air Force's initial choice.

• The lawyers will get rich. The ruling "will provide a source of satisfaction for lawyers and frustration for everyone else," muses Richard Aboulafia, a vice-president of analysis for Teal Group, a Fairfax (Va.) aerospace consulting firm.

Legal Games Aren't Over In the interim ruling—which was presented only to U.S. and EU officials, but which was confirmed by BusinessWeek—the WTO concluded that the $4 billion in aid Airbus received from European governments for development of the A380 super-jumbo passenger jet constituted illegal subsidies. While the WTO is not authorized to impose sanctions against any government that it finds has violated international trade laws, the WTO ruling could empower the U.S. to levy tariffs either against Airbus—or any other European imports—equal to the amount of the improper subsidies.

But experts who have followed the dispute closely view the WTO ruling as only the first act in a legal drama that could last for years. Already, European officials are taking issue with reports that the ruling was a setback for Airbus, a unit of European Aeronautic Defence & Space (EAD.PA). The decision was "not a clear-cut ruling," says a source close to the European Union. "The findings are much more nuanced." (For its part, officials at the Office of the U.S. Trade Representative (USTR) declined comment, except to reaffirm its view that European governments "have provided unfair subsidies to Airbus that harm U.S. interests.")

Most observers expect the EU to appeal the ruling, a process that could take years to play out. "You are a couple of years away until the U.S. can think about retaliating," says John Veroneau, a partner with Covington & Burling who served as general counsel for the USTR when the case was filed in 2003.

Doing Nothing Is an Option Even then, experts note that there's another shoe to drop first: The WTO is expected to rule sometime in early 2010 on the EU's counter-complaint that Boeing's contracts with the Pentagon are tantamount to R&D subsidies—and could well rule against the U.S. in that dispute. And while the WTO rulings could empower the U.S. and EU to impose tariffs against each other—slapping penalties on jets, or even French wine and Washington State apples—trade negotiators could conclude such moves would be counterproductive.

"By the time this is all said and done, the governments may decide to do nothing," says Scott Hamilton, an aerospace industry consultant based in Issaquah, Wash. "That's what Canada and Brazil did" in a mutual dispute over subsidies to both Montreal-based Bombardier (BBDb.TO) and Embraer (ERJ), which is based in São José dos Campos, Brazil.

Indeed, industry veterans say Boeing's intentions in pushing the U.S. to file its case in 2004 were never done with the belief that it could cut off government subsidies to EADS. Rather, Boeing's real intent may simply have been to try to scare private lenders off of providing the financing it needed to finish development of the A380 jet—or even as a smokescreen to deflect attention from its own culpability in a bribery scandal that involved a top executive and an Air Force weapons buyer. "There's been a theory shared by many in the industry that [the WTO case] was filed to divert attention from [Boeing's] own scandal," says Hamilton.

Governments Recognize the Industry's Impact Now, some analysts expect Boeing to use the WTO ruling as a lever to convince Pentagon officials to award it the lucrative tanker contract, which was initially given to a team consisting of EADS and Northrop Grumman but later reopened after the Government Accountability Office found problems with the bidding process.

And while some media reports quoted trade experts predicting that the U.S. and EU will attempt to resolve the dispute through bilateral negotiations, Aboulafia says such talks "will be about as useful as the German-Russian nonaggression treaty," a 1939 pact in which those nations secretly agreed to carve up Northern and Eastern Europe. That's because many countries—be it the U.S., France, or even others like Russia and China that are trying to nurture their own aerospace industries—realize the economic impact of supporting aircraft manufacturers.

Thus, even if the U.S. prevails in its WTO claim, "governments will just find a different way to provide financial support" to their aerospace industry, says Aboulafia. Until then, the legal games will continue. .

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