Chapter 2113 The Gap with the Old Opponent

Boeing is now attacking from all sides, showing an offensive trend. Some "tricks" are even contrary to the generally accepted concepts and practices, but they don't care, buy it first and then talk about the concept.

All this is done to deal with the old rival Airbus. After the Bombardier C series entered the Airbus product pedigree, changes have been made immediately. From the completion of the merger to the present, the A220 has won more than 50 orders before the aircraft is manufactured. Catch up with the three-year order totals of the Bombardier C-Series era.

With the intervention of Delta, a major customer, it may not be long before the total number of orders exceeds 100.

While accepting the order, Airbus said that it will use the existing structural redundancy, system redundancy and fuel capacity of the aircraft to make major improvements to the A220, which is planned to be completed in the second half of 2020. The maximum take-off weight (MTOW) will increase by 2268kg, and the range will increase by 830km. The maximum range of the two models will rise to 6300km and 6200km respectively.

As a result, in the field of regional aircraft ranging from 100 to 160 seats, the A220 has formed a comprehensive advantage, which is bound to make the already excellent C-series aircraft favored by more customers and win a larger market share.

At present, Airbus seems to be going smoothly, but there is a problem that no one can ignore, that is, the rival that is about to rise on the far side - ARJ21.

Today, the world's civil aircraft development and production pattern is undergoing huge and profound changes. Look at Boeing's moves, Airbus' style, and think about the actions of Mitsubishi Heavy Industries. The first two have each expanded their own passenger aircraft product series. Formed a full coverage from the branch line to the main line;

The latter means that Japan's MHI, a significantly enhanced regional aircraft provider, is also a strong competitor for the ARJ21 project; of course, there is also Polar Bear's ambition and practical operation to revitalize the civil aviation industry.

As a result, a new pattern of world branch lines is ready to emerge. This new pattern is "two strong + three new", the two strong are the United States (Boeing) and Europe (Airbus); the three new are Russia, China, and Japan.

After market competition in the 1990s, Fokker, Dornier, etc. gradually withdrew from the regional aircraft market. Embraer and Bombardier emerged with jet regional aircraft, and grew into the two overlords of regional aircraft in more than 20 years.

But now, time has passed, and the regional business of Embraer and Bombardier has been eaten up by the bigger overlords-Boeing and Airbus respectively, while Country Z, Polar Bear and RB entered the regional aircraft market at the beginning of the 21st century. The east of the world is growing a branch "new pole".

This is also related to the rise of regional aircraft market players in the East. In the next 20 years, airlines in the Asia-Pacific region will have a demand for more than 3,000 regional aircraft with less than 150 seats.

It accounts for one-third of the total global demand of 10,500.

Driven by the demand, the ARJ of country Z is trying to enter the market, the polar bear SSJ (Sukhoi super jet) has even delivered hundreds of them, and RB is vigorously developing its own SpaceJet series.

In fact, not only in the field of regional aircraft, but also in the entire civil aircraft manufacturing industry including trunk aircraft, it seems that it is also moving in this direction.

Boeing/Airbus—the "two strong" are stronger, basically realizing the full spectrum, with no obvious shortcomings.

In the "new cutting-edge", except for relatively single-business forces such as Mitsubishi and Viking, the goals of China and Russia are by no means limited to branch lines, but to seek greater and more comprehensive actions.

When it comes to the development of polar bear civil aircraft, the Il-62, Tu-154, Tu-204, Il-86/96 and other types of civil aviation models that were put into operation during the Soviet period, as well as relatively good aero-engine foundation , creating certain conditions for it.

The current SSJ and MC21 models, as well as the cooperation with country Z to develop the CR929 wide-body airliner, are playing a new chapter in Polar Bear's revitalization of the civil aircraft manufacturing industry.

SSJ100 is developed and produced by Sukhoi Civil Aircraft Company through international cooperation and in accordance with western airworthiness standards. Sukhoi Civil Aircraft Company is an independent project company established under Sukhoi Design Bureau Co., Ltd.

The SSJ project started earlier, starting in 2000, and made its first flight in May 2008; the first aircraft was delivered to domestic users in 2011; and obtained the European EASA airworthiness certification in 2012. There are two models of 75 seats and 95 seats.

The engine equipped with it is SaM146, which was developed by PowerJet, a joint venture company established by Safran Group of France and Polar Bear Saturn Aero Engine Manufacturing Company with a 50:50 share ratio.

Although SSJ aircraft had two air crashes in the past two years, the overall progress and performance are still good, and it has a good market prospect. The aircraft accounting for 20% of the total deliveries have been sold abroad.

Launched in 2007, the MC-21 (150-211 seats), a new type of short-to-medium-range mainline airliner, is about to achieve its maiden flight, and all procedures have been obtained for delivery.

The aircraft is manufactured by Irkut Company, a subsidiary of Polar Bear United Aviation Manufacturing Group (UAC). It will replace the domestic "Tu", "Jacques" and "An" series aircraft in the future, and strive to push more than half of the products to the international market.

Coupled with the ARJ21, which is performing well at present, the regional aviation field in the future will definitely be a big melee. For the arrival of this big melee, Delta Airlines must prepare in advance. This is Yang Cheng's challenge to Bastian Require.

During Bastian’s first term, if the struggle of regional airlines can be resolved smoothly, it will be very beneficial to his re-election. In Yang Cheng’s plan, Bastian is the key link for him to control Delta Air Lines .

After talking about the business, Yang Cheng smiled to ease the atmosphere, and asked, "Recently, I heard that some financial media praised you wildly?"

Bastian said helplessly, "This is definitely not an article I paid someone to write."

Yang Cheng laughed, "Ha~ I know, I think the writing is very good. The development of Delta Airlines in the past two years has indeed exceeded expectations. Both major shareholders and shareholders are very satisfied. This is the credit of you, the CEO. It's nothing. Embarrassed to admit it.”

Before he could answer, Yang Cheng said again, "However, the profits in the next two years will definitely decline, so you have to be mentally prepared."

Bastian said solemnly, "I know boss, the current recovery in oil prices will definitely impact our financial report, but I am confident that I will beat American Airlines."

Yang Cheng said unexpectedly, "How to say?"

"At an industry gathering some time ago, American Airlines CEO Parker said something. He believed that the last round of mergers and reorganizations in the American aviation industry has completely changed the industry's competitive environment, and American Airlines will no longer fall into a situation of operating losses.

Moreover, he optimistically stated that the sharp year-on-year decline in American Airlines' profits was entirely due to the rapid rise in fuel prices and rising labor costs.

This is certainly true, but I don't think it's appropriate to attribute it entirely to oil prices, and it's more of a problem with their management.

After carefully studying their financial reports, it is not difficult to find that the sharp drop in American Airlines' profits is mainly due to the fact that the growth rate of revenue lags behind that of competitors, while the growth of the three major airlines in terms of costs is basically the same.

The revenue growth of Delta Air Lines and United Airlines mainly comes from high-end products, corporate customers and the increase of fare levels, which can cover the rise of fuel costs to a greater extent. In contrast, American Airlines lacks the ability in this aspect .

According to Parker, American's lag in this area is mainly due to technical limitations.

However, the formal merger of American Airlines and US Airways began in 2013, later than the merger of Delta Air Lines and United Airlines. Input is limited.

Therefore, American Airlines lacks efficient channels like Delta and United Airlines, and cannot effectively recommend high-end products to passengers.

At present, the integration of American Airlines and American Airlines has entered the final stage. The merger of its IT systems has been completed. All aircraft, pilots and flight attendants have been integrated into a unified dispatching platform. The three bases in Miami, Dallas and Chicago have been completed. financing work.

With the completion of the integration work, American Airlines will increase its investment in digital transformation, which will greatly improve the sales of high-end products, thereby increasing the level of ancillary revenue.

In the context of rising oil prices, it is almost the consensus of our three major airlines to ensure profits through product segmentation, increasing emphasis on corporate customers, and raising ticket prices. All three companies believe that high-end product revenue and corporate customer demand will continue to rise.

Although American Airlines' current ancillary revenue has not achieved significant growth, judging from its partial product distribution, there is also a huge demand for its high-end products, which is also one of the main strategies for American Airlines to increase profits in the future. "

Yang Cheng nodded after listening, "That's right, American Airlines' resource integration efficiency is too low, which has delayed its development. At this step, it is already slower than us and United Airlines. It will be difficult to catch up in the future."

Bastian also said, "That's right, the difference in overall revenue corresponds to the fact that American, Delta, and United perform differently in the same markets.

In terms of revenue structure, our three major airlines are mainly based on passenger revenue. The domestic market accounts for the vast majority of overall revenue. The second largest market is the Atlantic region. Among the three major airlines, American Airlines’ Latin American revenue accounts for the proportion of overall revenue. Highest.

But now, Argentina’s severe economic situation, risks in Brazil’s ZZ, and Mexico’s poor income environment have led to varying degrees of decline in the unit revenue of the three major airlines in the Latin American market. Among the four major markets, American Airlines’ revenue in this market The seat capacity growth rate in China is the highest, which means that American Airlines is the most affected, which further affects their overall revenue. "

txt download address:

phone-reading: