Boeing used Aircraft Sales

Every year, the order war between the world's largest jets manufacturer Boeing (BA) and Airbus (OTCPK:EADSF) (OTCPK:EADSY) draws a great deal of interest. I would like to take a look at the Boeing sales in 2017 in this paper. I' m not going to compare it to Airbus sales, because I think the sales numbers themselves are interesting enough to take a close look at.

If I also interfered with the Airbus figures, it would become an item that focuses too much on the turnover of one business compared to the other. I' ll also look at the dollars value (list value and reduced prices), because - as one of the readers already said - units talers make no distinction between wholesale and retail sales.

The order in which you summarize the numbers and ignore that a wide-body aircraft has a cost that is 2-3x higher than a singlesaver. Boeing has delivered 700 of its Boeing 737 MAX aircraft with net turboprop fans and a new Advanced Watt, as well as 45 orders for the Boeing 737NG series.

Boeing benefited from the fact that it sold some Boeing 737NG derivates and added the Boeing 737 MAX 10 to its aircraft in 2017. Boeing's 737 MAX 10 is Boeing's best effort to provide carriers with an airline replacement for the Airbus A320neo. So far Boeing has been outsourced on the top side of the singles-aisle market.

Well, I don't anticipate that carriers will begin to choose the 737 MAX 10 in favour of the Airbus A330neo, but I anticipate that this 737 MAX 10 will increase the attractiveness of the entire series. What the Boeing 737 MAX 10 can do against the A321' s powerful stance still has to be seen, but it is good to see that Boeing has something of value to have.

The Boeing datas are relatively difficult to break down by types, but I assume that the manufacturer - without conversions - was able to market at least 150 Boeing 737 MAX 10 aircraft. Without the introduction of the Boeing 737 MAX 10, I think we would have achieved sales of 500-600 Boeing 737 MAXs.

6% of all Boeing narrower gauge sales were options sales of Boeing 737NG, while the other 94% were for the Boeing 737 MAX. The sale of large bodies in the course of the year was very interesting. Cargo ships are of paramount importance for the Boeing 747 programme, but after cancellation the cargo ship version won only one net order.

There were eight orders for the Boeing 777 cargo ship version, a programme that was also able to use part of the order intake to fill the supply positions. As part of the Boeing 767 programme, USAF ordered 15 Boeing 767-2C aircraft. The KC-46A is a Boeing 767-200 cargo aircraft version that can be used to manufacture the KC-46A.

In the 200-300 seater sector, Boeing supplies the Boeing 787-8 and Boeing 787-9, and the Boeing 767-300ER also comes in the same seating support. There were 75 net sales for Boeing in this area. Reversals primarily affected the smallest members of the Boeing 787 series. Boeing 787-9 won more than 70 orders.

A Boeing 787-9 order came from AerCap (AER), the world's largest leasing company. We are now one stage closer to the 301-400 seating console, where Boeing generated 51 net sales. Boeing 777-300ER won 32 orders, while Boeing 787-10 won 19.

The Boeing has reduced the Boeing 777 programme step by step, so I don't expect any great price pressures on Triple Seven there. Boeing 787-10 is not a quick sell, but it has recently got an important promise from Emirates, and I think that after the introduction of the largest version we may see more carriers ordering the aircraft.

Sales in the over 400 seats segment were significantly lower. The Boeing 747-8 won 20 orders from Singapore Airlines (OTCPK:SINGY) for the Boeing 777-9, while the Boeing 747-8 won 3 orders in the books and 6 from the books were scrap. The three Boeing 747-8s ordered, as well as those to be converted into Air Force One aircraft, have already been made.

Exploring the aviation and space industries and their applications is quite challenging, but you really don't have to be a missile science expert to know that a favorite wide-body aircraft earns more cash on shipment than a favorite SLA. Boeing 4 in 2017. Five singles aisles for every individual wide-body aircraft they could possibly resell.

The net US value of orders at listed price is $136.5 billion for 912 aircraft. Estimates the value per aircraft on the schedule at $149.7 million. Rebates are very widespread in the sector, but Boeing, Airbus or their clients are very excited about rebates. The value of orders (including fully-fledged derivative contracts ) after rebates is nearer to $67.5 billion or $74 million per aircraft.

Aligning our naval supplies only to the value of their merchant counterparts gives us a reduced value of $63.3 billion and $69.4 million per aircraft, which is approximately the price of a Boeing 767-300F. Boeing book 60 bucks last year. sales of around EUR 2.5 billion, so that Boeing was able to significantly increase the value of its orders this year even after adjustment for the effects of price increases.

Prices for the'average' aircraft in the order book rose slightly to USD 74 million as a result of Boeing having sold its more costly aircraft and prices rising slightly. Dollars may differ from other financial statements as different companies have often used different fair value and valuation models.

To the extent that you can conclude from this paper, it is important to bear in mind that Boeing has succeeded in selling more widebody aircraft to consumers than in 2016. Boeing in 2017 book 4.5 aircraft for each widebody aircraft purchased, up from 4.8 in 2016.

The proportion of large jet aircraft in the total revenue generated by the year rose slightly. Every year the selling prices per aircraft have risen slightly, but this is not a figure that I value very much, except that it says something about the mixture of orders, but then in the form of dollar.

Overall net order value in the form of listed pricing and estimates of fair value increased year on year, so Boeing can be very satisfied with it. In 2018, the Boeing 787-9 should still be selling well in the 200-300 seats range, and I would like Boeing to record more sales in the 301-400 seats range.

I' d expect Emirates to complete an order for the Boeing 787-10. Perhaps we will see more orders for the 330-seats 787-10 as soon as operational details become available. In the 400+ seats sector, where the Boeing 777X operates together with the Boeing 747-8I, the overall production rate is still low. This is a mixture of aircraft with more than 400 seats, which are quite large, but it also has to do with the fact that the Boeing 777X will have to wait a few more years for it to go into operation commercially.

Currently, the aircraft markets seem to prefer aircraft with 240 to about 300 seat capacity, and Boeing also has a powerful presence there. The year 2017 was a good year and as Boeing took us by surprise with bookings during the year, I expect a great deal from 2018.