AIR.PA - Airbus SE

Paris - Paris Delayed Price. Currency in EUR
135.50
+0.82 (+0.61%)
At close: 5:38PM CET
Stock chart is not supported by your current browser
Previous Close134.68
Open134.80
Bid0.00 x 0
Ask0.00 x 0
Day's Range134.16 - 135.56
52 Week Range77.50 - 135.56
Volume1,005,889
Avg. Volume1,130,177
Market Cap105.351B
Beta (3Y Monthly)1.33
PE Ratio (TTM)27.95
EPS (TTM)N/A
Earnings DateN/A
Forward Dividend & Yield1.65 (1.23%)
Ex-Dividend Date2019-04-15
1y Target EstN/A
  • Airbus A320 Nears Big Order Amid Boeing 737 Max Woes But Its Military Jet Sputters
    Investor's Business Daily

    Airbus A320 Nears Big Order Amid Boeing 737 Max Woes But Its Military Jet Sputters

    Airbus seems poised to win an order for 100 jets from Air Arabia, as Boeing 737 Max groundings persist.

  • Reuters

    UPDATE 1-Airbus frontrunner to win big Air Arabia order - sources

    DUBAI/PARIS, Nov 13 (Reuters) - Airbus is likely to win an order for at least 100 jets from Air Arabia with an announcement possibly coming as soon as the Dubai Airshow next week, two sources told Reuters. Air Arabia, which has held talks with both Airbus and Boeing and said it would make a decision by January, was expected to select the European planemaker, the two sources said. Airbus declined comment.

  • Airbus frontrunner to win big Air Arabia order: sources
    Reuters

    Airbus frontrunner to win big Air Arabia order: sources

    DUBAI/PARIS (Reuters) - Airbus is likely to win an order for at least 100 jets from Air Arabia with an announcement possibly coming as soon as the Dubai Airshow next week, two sources told Reuters. Air Arabia, which has held talks with both Airbus and Boeing and said it would make a decision by January, was expected to select the European planemaker, the two sources said. Airbus declined comment.

  • German military refuses to take delivery of two Airbus A400M planes
    Reuters

    German military refuses to take delivery of two Airbus A400M planes

    Germany's air force said on Wednesday it had decided not to accept delivery of two Airbus A400M planes, citing recurring technical problems with the military transporters. The air force said the A400M had taken part in nearly 1,700 missions and formed the backbone of its air transport for carrying personnel and material, air-to-air refueling and humanitarian aid missions.

  • Airbus says could stretch A220 airliner, but has no current plan to do so
    Reuters

    Airbus says could stretch A220 airliner, but has no current plan to do so

    Airbus SE's Canadian-designed A220 narrowbody jet has the potential to be stretched to carry more passengers but the company has no current plans to do so, a top executive said on Tuesday. Air France KLM SA , which has a firm order for 60 A220 jets, has expressed interest in a larger variant of the plane. In a presentation to investors, Air France KLM last week posted a slide referring to a larger A220-500 plane.

  • Flying 14 hours or more? Boeing sees longer routes as 'key' for growth
    Reuters

    Flying 14 hours or more? Boeing sees longer routes as 'key' for growth

    Serving airlines that will operate flights lasting 14 hours or longer is a "key consideration" for Boeing Co's global growth strategy over the next 20 years, an executive said on Tuesday. "Globally, if long haul is growing 5% per year, ultra long haul is growing twice that per year," Darren Hulst, a managing director at Boeing, told Reuters in Sao Paulo while discussing market forecasts for the next 20 years. Commercial aviation overall is expected to grow 4.6% per year on average between 2019 and 2038, according to a Boeing market study released in September, representing a slight slowing from the previous pace of about 5%, according to figures compiled by the World Bank.

  • Boeing 737 Max Gets Another Mysterious Order Despite Grounding
    Investor's Business Daily

    Boeing 737 Max Gets Another Mysterious Order Despite Grounding

    Boeing received an order for its troubled 737 Max for the second straight month as the worldwide grounding could be nearing the end. Boeing stock fell.

  • Are Passenger Jet Engines Hitting Their Technical Limits?
    Bloomberg

    Are Passenger Jet Engines Hitting Their Technical Limits?

    (Bloomberg Opinion) -- The high-pressure turbine blades in a Trent 1000 passenger jet engine have to withstand temperatures far above the melting point of the nickel alloy from which they’re made. It’s a fiendish technical challenge for the engine’s British manufacturer, Rolls-Royce Holdings Plc — comparable to trying to stop an ice cube melting inside a kitchen oven on full blast. The solution found by the company’s engineers was to blow cool air through tiny holes in the blades. Unfortunately this clever approach has encountered some unexpected problems.Boeing 787 aircraft operated by British Airways, Norwegian Air Shuttle, Virgin Atlantic and others have been grounded in recent months for inspections and repairs because the Trent 1000 engine blades have been degrading faster than anticipated. It’s the type of problem that’s becoming common in the industry as the demands placed on engines become ever greater.The expense of dealing with these things is rising too. Last week, Rolls-Royce quantified the cost of fixing various Trent 1000 issues at 2.4 billion pounds ($3.1 billion), a cash outflow the debt-laden manufacturer can ill afford.Few inventions have done more to transform our life over the past century than jet engines. They’ve let people travel faster and further, and they’re remarkably safe. Passenger fatalities like the one caused by a turbine failure on a Southwest Airlines flight last year are rare. Developed at enormous expense and using innovative new materials, the most recent “powerplants” (to use engines’ industry name) are comparatively quiet and fuel efficient.Yet these innovations have taken the technology closer to its technical limits and reliability issues have crept in. “By pushing the envelope on thrust and efficiency, things have started to go wrong elsewhere in the system,” says Nick Cunningham at Agency Partners. This is worrying because companies are under pressure to build even more efficient propulsion systems to curb carbon emissions. Rolls-Royce’s problems appear the most serious — some 40 787s powered by its engines are parked — but this is an industry-wide issue. Forced to ground planes and adjust flight schedules, airlines have resorted to leasing replacement aircraft and have told engine manufacturers to pay compensation.In September Tim Clark, the boss of Emirates, said manufacturers are delivering aircraft that don’t do what was promised. “Give us airframes and engines that work from day one. If you can’t do it, don’t produce them,” he said.The laws of science aren’t the only thing testing the engine makers. Airbus SE and Boeing Co. have brought several new passenger jets to market in quick succession and their powerplant suppliers have had to ramp up production rapidly. A lot of new demand is from emerging markets where dusty or polluted air can put additional strain on engines.Airbus production was thrown into chaos last year by engine glitches involving Pratt & Whitney’s geared turbofan (GTF) for the A320neo, Airbus’s top-selling jet. More recently the launch of Boeing’s 777x wide-body aircraft was pushed to next year after the premature wearing out of a General Electric engine component.It’s one thing for an engine to miss tough production targets, but quite another for engines to fail once they’re in service. “Engine manufacturers have always had teething problems but in four decades I’ve never seen anything like the list of technical issues they’re been having lately,” says John Strickland, director of JLS Consulting. This month India threatened to ground scores of Airbus A230neo jets operated by domestic carrier Indigo unless the Pratt engines were replaced by the end of January. The warning followed several incidents of engines shutting down in-flight.In October Lufthansa AG subsidiary Swiss temporarily grounded its Airbus A220(1) fleet so the Pratt engines could be inspected after a spate of powerplant failures (the debris from one such incident was recovered from a French forest last week). Since then Canadian regulators ordered the same aircraft not to operate at full power above a specified altitude.About 70% of airlines and lessors surveyed by Citi Research said groundings caused by engine issues were a key concern. Some are looking to operate mixed fleets to lessen the risk of one engine type being grounded. While that’s prudent, it’s more expensive than using a single type of equipment.The risk for engine manufacturers is that reliability issues cost them market share. Earlier this year Air New Zealand switched an order for 787 jet engines to GE after problems with its Rolls-Royce kit. Indigo placed a $20 billion order with the GE/Safran engine joint venture rather buy from Pratt (Pratt claimed the decision was price-related).The problems haven’t affected all new technologies. Rolls-Royce’s XWB powerplant for the Airbus A350 has proven reliable so far. The core gearing innovation underpinning Pratt’s GTF also appears to work as planned; a relief because it cost about $10 billion to develop.  There’s more at stake, though, than airline flight schedules and manufacturers’ pride and profitability. As with the car industry, the aerospace sector is gearing up for an epochal effort to curb carbon emissions. Aviation accounts for 2%-3% of greenhouse gas emissions but the sheer volume of plane deliveries in coming years will counteract engine efficiency gains. Aviation’s share could rise to between 10% and 25% by 2050, a Roland Berger study found. Unlike carmakers, the airlines lack viable technological alternatives. Biofuels have potential but fully electric large commercial aircraft are probably decades awayEngine manufacturers are working on still more efficient jet engine designs. Rolls-Royce claims its Ultrafan technology will deliver a 25% improvement in fuel burn compared to the first generation of Trents. Bringing these innovations to market quickly is essential from a planetary perspective but rushing development could prove counterproductive. “My sense is that public opinion in Europe at least is moving quicker than the technology,” says Rob Stallard at Vertical Research Partners.Cunningham is even less optimistic. “Gas turbines are running out of road at just the point where the political impetus is toward greater decarbonization,” he says. “Jet engines are unlikely to get a lot better from here.”(1) The plane was developed by Bombardier Inc and was known as the C-Series before Airbus acquired a majority stake.To contact the author of this story: Chris Bryant at cbryant32@bloomberg.netTo contact the editor responsible for this story: James Boxell at jboxell@bloomberg.netThis column does not necessarily reflect the opinion of the editorial board or Bloomberg LP and its owners.Chris Bryant is a Bloomberg Opinion columnist covering industrial companies. He previously worked for the Financial Times.For more articles like this, please visit us at bloomberg.com/opinion©2019 Bloomberg L.P.

  • Boeing Max Return Has More Layers Than an Onion
    Bloomberg

    Boeing Max Return Has More Layers Than an Onion

    (Bloomberg Opinion) -- Boeing Co.’s 737 Max may be inching toward a return, but the crisis is far from over.The airplane maker said Monday that it continues to aim for Federal Aviation Administration certification of updates to the troubled Max in the current quarter, which could allow it to start delivering the jets  in December. It could take several more weeks to finalize pilot-training requirements, which would mean airlines wouldn’t technically be allowed to fly the planes until January at the earliest. And then airlines would need more time on top of that to bring planes out of storage and implement said training. Southwest Airlines Co. and American Airlines Group Inc. said last week that they weren’t planning to fly the Max as part of their fleets until early March, nearly a full year after the second of two fatal crashes prompted a worldwide grounding of the plane.This is a shift from Boeing’s forecast of a fourth-quarter return for the Max. While Boeing CEO Dennis Muilenburg had warned the Max’s return may be “phased” in across geographical jurisdictions amid greater scrutiny from the European Union, it now appears that the FAA’s approval process will have multiple steps as well. In hindsight, there was a subtle wording shift in Boeing's third-quarter earnings materials to "regulatory approval for the Max return to service" in the fourth quarter, versus its language in July, which mentioned an unqualified "return to service."Still, investors viewed the news of December deliveries as a positive, and it has a clear appeal for Boeing. The debate over pilot-training requirements has the potential to get contentious with families of the victims of the two Max crashes and Canada Transport Minister Marc Garneau among those who have advocated for much more rigorous (and expensive) simulator training. And Boeing doesn’t have a lot of time to wait. The Wall Street Journal reported over the weekend that it has two months’ worth of parking space left before it will have to explore other storage options for a glut of undeliverable Max jets. In the worst-case scenario, continuing delays to the Max’s return could force it to reduce or halt production.Why the FAA would be willing to throw Boeing a bone like this is less clear. I will note that in the company’s news release updating investors on the timeline for the Max, Boeing says it’s “possible” the FAA will allow it to start delivering jets in December. Still, this is the most detailed plan yet for the Max’s return to commercial flight and can be taken as a sign that Boeing feels confident there won’t be further snags as it enters the final stages of winning the FAA’s approval for its fixes. That will be a relief after reports last week that regulators found Boeing’s documentation for a proposed software fix lacking and requested that the paperwork be resubmitted.Getting the plane back in the sky may be Boeing’s most pressing task, but it certainly isn’t the end of this story. Even with the potential to deliver Max jets before pilot training is finalized, attempting to deliver 30 to 40 planes per month while holding on to the current 42-a-month production rate could be a “logistical nightmare” in terms of costs and human capital, SunTrust analyst Michael Ciarmoli wrote in a report this week before Boeing’s timeline update. Then there’s the matter of compensation for the airlines. With major executives signaling they aren’t happy with what Boeing has offered so far, the company’s estimate for $5.6 billion in customer concessions, net of insurance, is likely to rise. Airlines may also want to be compensated for the public-relations pushes they are planning to help convince the flying public that the Max is safe to fly. American CEO Doug Parker said last week that the cost of the damage to his airline from the Max grounding “should be borne by the Boeing shareholders because this was their failure, not ours.”All of this is before you get to the lasting consequences of the Max crisis, which could range from tougher regulatory reviews to a reconsideration of the rampant consolidation governments have allowed in the aerospace industry. Also on Monday, the EU stopped the clock on its review of Boeing’s purchase of a majority stake in Embraer SA’s commercial-jet program amid concerns that it will wipe out the only remaining viable competition to Boeing and Airbus SE’s duopoly. It’s hard to fathom similar concern in the U.S., where Boeing is regarded as a national champion and lawmakers are concerned about the risks posed by Commercial Aircraft Corp. of China Ltd., or Comac. Indeed, no lawmaker pressed CEO Muilenburg on antitrust during his two days of testimony before Congress last month. But there is room to push back on Boeing’s consolidation of its supply chain. It’s not healthy for one company to have so much power and the Max crisis should force the U.S. to reckon with that.  To contact the author of this story: Brooke Sutherland at bsutherland7@bloomberg.netTo contact the editor responsible for this story: Beth Williams at bewilliams@bloomberg.netThis column does not necessarily reflect the opinion of the editorial board or Bloomberg LP and its owners.Brooke Sutherland is a Bloomberg Opinion columnist covering deals and industrial companies. She previously wrote an M&A column for Bloomberg News.For more articles like this, please visit us at bloomberg.com/opinion©2019 Bloomberg L.P.

  • Bloomberg

    EU Stops the Clock on Review of Boeing Deal With Embraer

    (Bloomberg) -- European regulators halted their in-depth antitrust probe into Boeing Co.’s plan to invest in Embraer SA, saying they hadn’t received sufficient information from the planemakers.The European Commission has been investigating the venture, warning that the deal could remove Embraer as the third-largest global competitor to both Boeing and Airbus SE, which “may therefore result in higher prices and less choice.” The commission, one of the world’s toughest merger regulators, said Monday that it “stopped the clock” and a review can only be restarted once it gets the answers it needs.The heightened scrutiny puts new pressure on Boeing’s plan to take an 80% stake in a venture controlling Embraer’s commercial airplane and services businesses. The move, which would broaden Boeing’s reach into the regional-jet market by giving it access to Embraer’s E-Jet family, is intended to position the two companies to better compete with Airbus, which last year took control of Bombardier Inc.’s C Series aircraft -- now known as the A220.“Parties must supply the necessary information for the investigation in a timely fashion,” a spokeswoman for the regulator said Monday in a statement. “Failure to do so will lead the commission to stop the clock.”Regulators said last month that they didn’t see any potential rivals from China, Japan or Russia that would be able to replicate Embraer’s competition with Airbus and Boeing within the next five or 10 years. They also flagged concerns that the American aircraft maker and Embraer compete head-to-head for 100-150 seat aircraft, with the Brazilian company a “small but important competitive force” for bigger 100-225 seat aircraft.A Boeing representative said the two firms “continue to co-operate with the European Commission as they assess our transaction and look forward to a positive resolution.”The commission had initially set a Feb. 20 deadline for a ruling on the deal and then extended its timing by a further 10 days until March 5, before the review was suspended. Boeing and Embraer, which had already shifted their target for completing the transaction to early 2020 from this year, have said they expected additional scrutiny once the EU’s initial inquiry ended Oct. 4.(Updates with Boeing comment in sixth paragraph.)To contact the reporter on this story: Jonathan Browning in London at jbrowning9@bloomberg.netTo contact the editor responsible for this story: Anthony Aarons at aaarons@bloomberg.netFor more articles like this, please visit us at bloomberg.com©2019 Bloomberg L.P.

  • Delays in Boeing Max Return Began With Near-Crash in Simulator
    Bloomberg

    Delays in Boeing Max Return Began With Near-Crash in Simulator

    (Bloomberg) -- Boeing Co. engineers were nearly done redesigning software on the grounded 737 Max in June when some pilots hopped into a simulator to test a few things.It didn’t go well.A simulated computer glitch caused it to to dive aggressively in a way that resembled the problem that had caused deadly crashes off Indonesia and in Ethiopia months earlier.That led to an extensive redesign of the plane’s flight computers that has dragged on for months and repeatedly pushed back the date of its return to service, according to people briefed on the work. The company -- which initially expressed confidence it could complete its application to recertify the plane with the Federal Aviation Administration within months -- now says it hopes to do that before the end of the year.Changing the architecture of the jet’s twin flight computers, which drive autopilots and critical instruments, has proven far more laborious than patching the system directly involved in 737 Max crashes, said these people, who asked not to be named speaking about the issue.The redesign has also sparked tensions between aviation regulators and the company. As recently as this week, the FAA and European Aviation Safety Agency asked for more documentation of the changes to the computers, said one of the people, potentially delaying the certification further.Developing and testing software on airliners is an exacting process. Manufacturers may have to demonstrate with extensive testing that a software failure leading to a crash would be as rare as one in a billion.“It’s really complicated,” John Hansman, an aeronautics and astronautics professor at the Massachusetts Institute of Technology who is not involved in the repair, said of revising aircraft software. “It totally makes sense why it’s taking longer.”Compared with the initial redesign of the software system involved in the crashes -- a feature known as Maneuvering Characteristics Augmentation System or MCAS -- the work on the flight computers will likely create an exponential increase in the safety tests required before it’s approved, said Peter Lemme, a former Boeing engineer who worked on flight-control systems before leaving the company to become a consultant.“Where before you may have had 10 scenarios to test, I could see that being 100,” Lemme said.And that doesn’t account for the added time to design the software changes needed for the two computers, he said.The work on the plane originally focused on MCAS, which repeatedly pushed down the nose in both accidents as a result of a malfunctioning sensor. Pilots eventually lost control and the crashes killed 346 people, prompting a worldwide grounding of the jet on March 13.Within weeks of the first crash -- a Lion Air flight off the coast of Indonesia on Oct. 29, 2018 -- Boeing announced that it was redesigning MCAS to make it less aggressive and to prevent it from activating more than once. It was projected to be completed within months.While the fix became more complex and politically charged after the second accident -- the crash of an Ethiopian Airlines jet on March 10 -- the changes to MCAS remained self-contained and relatively simple.“I could have a bunch of graduate students and rewrite MCAS in a couple of days and be done,” Hansman said.That, of course, wouldn’t pass muster with FAA, he said. And it was far simpler than the extensive computer redesign that they undertook.Flight-Control FailureIn the original 737 Max design review, Boeing and its overseers at FAA concluded pilots would react swiftly to flight-control failures, but that assumption has been called into question by Indonesia’s final report into the crash and recommendations issued by the U.S. National Transportation Safety Board.FAA officials, stung by post-crash charges of laxity, had already begun a more rigorous review of systems on the plane.Part of assessing an aircraft’s safety involves anticipating even the most remote potential failure. As a result, Boeing in June simulated what would happen if gamma rays from space scrambled data in the plane’s flight-control computers.In one scenario, the plane aggressively dove in a way that mimicked what happened in the crashes on the grounded jetliner, the people said. While such a failure had never occurred in the 737’s history, it was at least theoretically possible.Response TimeBecause at least one of the pilots who flew the scenario in a simulator found it difficult to respond in time to maintain control of the plane, it needed to be fixed, according to two people familiar with the results.The answer was to modernize what was a relatively antiquated design on the 737.Most modern, computerized aircraft -- such as more recent Boeing models and Airbus SE’s jets -- use three computer systems to monitor each other, Hansman and Lemme said.By contrast, the 737 Max had two separate computers. One operated the flight systems and another was available if the first one failed, with the roles switching on each flight. But they interacted only minimally.Boeing decided to make the two systems monitor each other so that each computer can halt an erroneous action by the other. This change is an important modernization that brings the plane more in line with the latest safety technology but raised highly complex software and hardware issues.Short CircuitSimply introducing a new wire that connects the two computers, for example, raises potential safety issues, Hansman said. If a short circuit in one computer occurs, could the wire cause it to disable the second computer?And if flight data arrives in one computer a fraction of a second before or after it reaches the second one, that could create confusion for each system, according to Lemme.As Boeing and the subcontractor that supplied the flight-control computer, the United Technologies Corp. division Collins Aerospace Systems, worked through these changes, it has at times created tension.Officials from the FAA and the European safety agency expressed frustration with Boeing at a meeting last summer when company representatives didn’t supply a detailed enough explanation of the changes.Work AuditA similar issue arose in early November when an audit describing work on the changes wasn’t complete and the agencies ordered Boeing and Collins to revise it, according to a person familiar with the matter.Boeing, in a statement, said it provided technical documents to regulators “in a format consistent with past submissions.”“Regulators have requested that the information be conveyed in a different form, and the documentation is being revised accordingly,” according to the statement. “While this happens we continue to work with the FAA and global regulators on certification of the software for safe return of the MAX to service.”The result has been to extend the jet’s grounding.“It’s absolutely the right thing to do,” said Jeffrey Guzzetti, the former chief of accident investigations at the FAA. “But that is a big change to make.”\--With assistance from Julie Johnsson.To contact the reporter on this story: Alan Levin in Washington at alevin24@bloomberg.netTo contact the editors responsible for this story: Jon Morgan at jmorgan97@bloomberg.net, Steve GeimannFor more articles like this, please visit us at bloomberg.com©2019 Bloomberg L.P.

  • Reuters

    UPDATE 1-GE unit orders 25 Airbus jets including 12 Rolls-powered A330neo - sources

    Leasing giant GECAS, the aircraft leasing subsidiary of General Electric, has ordered 25 Airbus aircraft including a rare purchase of jets powered by GE's rival engine maker Rolls-Royce, two people familiar with the matter said. The order includes 12 Airbus A330neo jets, for which Rolls-Royce is the sole engine supplier, and 13 A321XLR long-distance narrow-body jets.

  • GE unit orders 25 Airbus jets including 12 Rolls-powered A330neo - sources
    Reuters

    GE unit orders 25 Airbus jets including 12 Rolls-powered A330neo - sources

    Leasing giant GECAS, the aircraft leasing subsidiary of General Electric , has ordered 25 Airbus aircraft including a rare purchase of jets powered by GE's rival engine maker Rolls-Royce, two people familiar with the matter said. The order includes 12 Airbus A330neo jets, for which Rolls-Royce is the sole engine supplier, and 13 A321XLR long-distance narrow-body jets. It was included in a new Airbus order tally but the name of the buyer was not immediately disclosed.

  • Airbus extends lead over Boeing with 415 jet sales in October
    Reuters

    Airbus extends lead over Boeing with 415 jet sales in October

    Airbus had 415 airplane orders in October, including its largest ever from a single airline, extending a wide lead over Boeing, which has been hit by the grounding of its 737 MAX. The Airbus deals, including a record order for 300 aircraft from India's IndiGo announced last week, brought the January-October total to 718 aircraft or a net 542 after cancellations. Boeing has reported 170 orders through end-September, the latest period for which data is available, or a net total of 54 after cancellations.

  • Airbus reshuffles supply chain as former autos exec leaves group
    Reuters

    Airbus reshuffles supply chain as former autos exec leaves group

    Airbus is seeking a new permanent leader of a $50 billion supply chain as Klaus Richter, chief procurement officer, steps down from his post at the Franco-German-led company to "pursue other professional challenges," industry sources said. The former BMW supply chain leader, who was credited with introducing carmaking strategies at Europe's largest aerospace group, will be replaced on an interim basis by the company's operational head in China, Francois Mery, staff have been told. Airbus declined to comment.

  • Airbus reshuffles supply chain as former autos executive leaves group
    Reuters

    Airbus reshuffles supply chain as former autos executive leaves group

    Airbus is seeking a new permanent leader of a $50 billion supply chain as Klaus Richter, chief procurement officer, steps down from his post at the Franco-German-led company to "pursue other professional challenges," industry sources said. The former BMW supply chain leader, who was credited with introducing carmaking strategies at Europe's largest aerospace group, will be replaced on an interim basis by the company's operational head in China, Francois Mery, staff have been told. Airbus declined to comment.

  • Here's Why Airbus (EPA:AIR) Can Manage Its Debt Responsibly
    Simply Wall St.

    Here's Why Airbus (EPA:AIR) Can Manage Its Debt Responsibly

    The external fund manager backed by Berkshire Hathaway's Charlie Munger, Li Lu, makes no bones about it when he says...

  • Airbus Expands In What Will Be The World's Biggest Aviation Market
    Investor's Business Daily

    Airbus Expands In What Will Be The World's Biggest Aviation Market

    Airbus will build more single-aisle and widebody aircraft in China, including the rival to Boeing's 737 Max — the Airbus A320.

  • Air Lease Corp CEO addresses Boeing challenges
    Yahoo Finance Video

    Air Lease Corp CEO addresses Boeing challenges

    Air Lease Corporation Founder and CEO John Plueger joins Akiko Fujita to discuss how Boeing's 737 max groundings are impacting outlook and the industry on The Ticker.