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par Beochien Ven 8 Juin 2012 - 20:53Bonjour !
Un excellent article de Jon Ostrower, comme d'hab ...
Vu chez Scott Hamilton, Leeham (Et tronqué côté lien ...)
Les coûts du B787, vs l'épisode de Air India ... Holé !
Les surcoûts ... hum, on a vu pour le A380, le 787, c'est peut être une autre échelle !
Bon c'est free chez Google maintenant , pourvu que ça dure ....
---------- Un large extrait du WSJ, , merci Jon, et Scott ! -----------
http://online.wsj.com/article/SB10001424052702303296604577452812969126758.html
----------
This week's achievement comes as the aerospace giant races to both increase output and cut costs on the Dreamliner program, which Boeing hopes will sustain the company in future decades. Analysts, however, estimate Boeing is now effectively losing more than $100 million for each plane sold. The Dreamliner's accumulated production losses—which analysts say are far larger than any previous Boeing plane—put increasing pressure on Boeing's other commercial jetliners to churn out hefty profits.
Boeing is racing to boost output and cut costs for its 787 Dreamliner program. Pictured, a 787 in production at the Everett facility in February.
Assembling the 787—the first jetliner made from mostly carbon-fiber composites—involves tens of thousands of steps, from installing galleys and complex electrical systems to fusing the wings to the body. Boeing, which started making 787s in 2007, had been sending them out of its main factory in Everett, Wash., with many of those steps—sometimes thousands—unfinished, due to parts shortages and design changes on the advanced new jet. Those planes went to a separate facility in Boeing's giant campus to be completed.
The plane that rolled out this week—Boeing's 66th Dreamliner—skipped that costly step. Workers had only around 300 mostly small assembly tasks left to complete, about 100 more than the company's goal, but far fewer than the roughly 6,000 on the earliest Dreamliners, said a person familiar with the plane.
Boeing, in a statement, confirmed the plane "will be the first airplane to go straight into preflight operations" from the Everett plant. The minor tasks left for plane No. 66 can be handled outside of the factory before being prepared for delivery.
Boeing also makes Dreamliners in North Charleston, S.C., where the first 787 recently rolled out with just under 100 tasks remaining. But that aircraft spent nearly eight months in production, compared to the average of five weeks at the main plant in Everett, which pushes a 787 out of its football-field sized doors every six-to-eight days.
Analysts aren't sure exactly how much Boeing will save by producing finished planes, but they agree it is an important step to reduce costs.
Quickly cutting production costs is essential for Boeing, which spent an estimated $14 billion developing the Dreamliner, according to Barclays Capital, and has already suffered costly delays. UBS analysts estimated last month that Boeing spends about $242 million to build each plane, and sells them for an average of $113 million. They and other analysts estimate that Boeing's losses will sink to at least $20 billion by the time costs fall enough that each Dreamliner sells for a profit, likely in 2014 or later. Boeing doesn't say exactly what year it expects to hit that milestone.
The aggregate losses are "larger than anything in the company's history," said Carter Copeland, an aerospace analyst for Barclays Capital, who believes demand for the jet will eventually make up for the losses. The comparable hole for Boeing's last new twin-aisle jet, the 777, first delivered in 1995, was about $3.7 billion, adjusted for inflation, according to data provided by Boeing.
The losses don't show up on Boeing's bottom line, because accounting rules let the company spread the Dreamliner's costs over years—effectively booking earnings now from future Dreamliners that it expects to produce more profitably. With previous models, Boeing initially spread its costs over 400 planes, but with the Dreamliner it is distributing the costs over 1,100 planes—a number it says reflects unprecedented demand. Boeing already has 854 Dreamliner orders from 57 customers.
Boeing reported that first-quarter profit at its Commercial Airplanes division more than doubled to $1.08 billion from a year earlier. But the company acknowledges that accounting for the costs of each individual plane would have resulted in a first-quarter loss of $138 million—a drop UBS analyst David Strauss says is almost entirely attributable to the Dreamliner.
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JPRS
Un excellent article de Jon Ostrower, comme d'hab ...
Vu chez Scott Hamilton, Leeham (Et tronqué côté lien ...)
Les coûts du B787, vs l'épisode de Air India ... Holé !
Les surcoûts ... hum, on a vu pour le A380, le 787, c'est peut être une autre échelle !
Bon c'est free chez Google maintenant , pourvu que ça dure ....
---------- Un large extrait du WSJ, , merci Jon, et Scott ! -----------
http://online.wsj.com/article/SB10001424052702303296604577452812969126758.html
----------
This week's achievement comes as the aerospace giant races to both increase output and cut costs on the Dreamliner program, which Boeing hopes will sustain the company in future decades. Analysts, however, estimate Boeing is now effectively losing more than $100 million for each plane sold. The Dreamliner's accumulated production losses—which analysts say are far larger than any previous Boeing plane—put increasing pressure on Boeing's other commercial jetliners to churn out hefty profits.
Boeing is racing to boost output and cut costs for its 787 Dreamliner program. Pictured, a 787 in production at the Everett facility in February.
Assembling the 787—the first jetliner made from mostly carbon-fiber composites—involves tens of thousands of steps, from installing galleys and complex electrical systems to fusing the wings to the body. Boeing, which started making 787s in 2007, had been sending them out of its main factory in Everett, Wash., with many of those steps—sometimes thousands—unfinished, due to parts shortages and design changes on the advanced new jet. Those planes went to a separate facility in Boeing's giant campus to be completed.
The plane that rolled out this week—Boeing's 66th Dreamliner—skipped that costly step. Workers had only around 300 mostly small assembly tasks left to complete, about 100 more than the company's goal, but far fewer than the roughly 6,000 on the earliest Dreamliners, said a person familiar with the plane.
Boeing, in a statement, confirmed the plane "will be the first airplane to go straight into preflight operations" from the Everett plant. The minor tasks left for plane No. 66 can be handled outside of the factory before being prepared for delivery.
Boeing also makes Dreamliners in North Charleston, S.C., where the first 787 recently rolled out with just under 100 tasks remaining. But that aircraft spent nearly eight months in production, compared to the average of five weeks at the main plant in Everett, which pushes a 787 out of its football-field sized doors every six-to-eight days.
Analysts aren't sure exactly how much Boeing will save by producing finished planes, but they agree it is an important step to reduce costs.
Quickly cutting production costs is essential for Boeing, which spent an estimated $14 billion developing the Dreamliner, according to Barclays Capital, and has already suffered costly delays. UBS analysts estimated last month that Boeing spends about $242 million to build each plane, and sells them for an average of $113 million. They and other analysts estimate that Boeing's losses will sink to at least $20 billion by the time costs fall enough that each Dreamliner sells for a profit, likely in 2014 or later. Boeing doesn't say exactly what year it expects to hit that milestone.
The aggregate losses are "larger than anything in the company's history," said Carter Copeland, an aerospace analyst for Barclays Capital, who believes demand for the jet will eventually make up for the losses. The comparable hole for Boeing's last new twin-aisle jet, the 777, first delivered in 1995, was about $3.7 billion, adjusted for inflation, according to data provided by Boeing.
The losses don't show up on Boeing's bottom line, because accounting rules let the company spread the Dreamliner's costs over years—effectively booking earnings now from future Dreamliners that it expects to produce more profitably. With previous models, Boeing initially spread its costs over 400 planes, but with the Dreamliner it is distributing the costs over 1,100 planes—a number it says reflects unprecedented demand. Boeing already has 854 Dreamliner orders from 57 customers.
Boeing reported that first-quarter profit at its Commercial Airplanes division more than doubled to $1.08 billion from a year earlier. But the company acknowledges that accounting for the costs of each individual plane would have resulted in a first-quarter loss of $138 million—a drop UBS analyst David Strauss says is almost entirely attributable to the Dreamliner.
------
JPRS
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