
Dollar mired in US economic weakness and trade limbo
SINGAPORE, June 6 (Reuters) - The dollar was headed for a weekly loss on Friday, undermined by signs of fragility in the U.S. economy and as trade negotiations between Washington and its trading partners made little progress despite a looming deadline.
Key for markets will be the U.S. nonfarm payrolls report later on Friday, which will draw greater scrutiny after a slew of weaker-than-expected economic data this week underscored the headwinds from President Donald Trump's tariffs.
Currencies were taken on a round trip overnight, with most surging against the dollar initially on optimism that Trump and Chinese leader Xi Jinping spoke in a more than one-hour-long call, before paring some of their gains.
The euro also got a further lift from the European Central Bank's (ECB) hawkish rhetoric following a widely expected rate cut, which sent the common currency to a 1-1/2-month high of $1.1495 on Thursday.
It last traded 0.05% higher at $1.1449.
"We are inclined to treat Lagarde's hawkishness...with a degree of caution, albeit given this shift in tone, we no longer see our previous forecast for a 1.50% terminal rate as the most likely outcome," said Nick Rees, head of macro research at Monex Europe.
He now expects just one more rate cut in September which will take the deposit rate to 1.75%.
Most currency pairs were also little changed in the early Asian session on Friday, with sterling up just 0.1% to $1.3583 having scaled a more than three-year top in the previous session. It was set to rise 0.9% for the week.
The yen fell 0.1% to 143.74 per dollar.
Against a basket of currencies, the dollar was little changed at 98.72 after having hit a six-week low on Thursday, and was headed for a weekly loss of 0.7%.
All eyes are now on Friday's jobs data to determine the next move in currencies.
Expectations are for nonfarm payrolls to have increased by 130,000 jobs last month, while the unemployment rate is forecast to hold steady at 4.2%, with greater risks of a rise to 4.3%.
"Within all the noise...the softness that we've seen in the data this week has probably been more responsible for rejuvenating the bearish U.S. dollar narrative than anything else that's gone on," said Ray Attrill, head of FX research at National Australia Bank.
"We've always taken the view that once it becomes clear that the U.S. economy is no longer exceptional, and that the policy actions that we've seen to date, together with the relative tightness of Fed policy, will start to show through particularly in a weakening labour market. Hence the importance of tonight's numbers."
Adding to headwinds for the dollar, investors remain worried about U.S. trade negotiations and the lack of progress in hashing out deals ahead of an early July deadline.
The highly anticipated call between Trump and Xi also provided little clarity and the spotlight on it was quickly stolen by a public fallout between Trump and Elon Musk.
Elsewhere, the Australian dollar ticked up 0.06% to $0.6512, and was set for a 1.1% weekly rise.
The New Zealand dollar rose 0.17% to $0.6048 and was also headed for a 1.1% weekly gain.

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With the temperature gauge nearing 40C, it was a typically stifling June day in downtown Delhi last Sunday. The temperature inside the air-conditioned Taj Mahal hotel was more amenable, but Sir Tim Clark was still getting hot under the collar. The British executive, who co-founded Emirates in 1985 and has led the airline since 2003, is known for lambasting aircraft engine manufacturers — and especially Rolls-Royce. Clark has refused to take delivery of multibillion-dollar order of Airbus aircraft until a fix can be found for what he has described as the 'defective' Rolls-Royce engines that power the specific type of planes. Is it frustrating, then, that Rolls's share price is at record highs? 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Bosses at the London-listed budget carrier were forced to issue a profit warning and remove forecasts amid concerns about contaminants in the powdered metal used to make its turbofan engines. Sentiment in the Square Mile towards Rolls-Royce, meanwhile, could hardly be more different. The company's shares have risen more than 800 per cent since Erginbilgic, a former BP executive, took office in January 2023. Five-year profit targets have been hit early, and investors have been showered with dividends and share buybacks. Rolls now boasts a stock market value of almost £75 billion, putting it among the five biggest companies in the FTSE 100 last week. The company's success has been built on the back of building and maintaining aircraft engines. Civil aerospace generates 51 per cent of Rolls's revenue and nearly two-thirds of its profits. So having won back the City, can it do the same with the airlines that ultimately keep it aloft? Rolls produces four main engine types: the clunkily named Trent XWB-84 and XWB-97, as well as the Trent 1000 and 7000. 'Yes, everybody who has Trent 1000s has the right to be very cross,' said Nick Cunningham, an analyst at the equity research firm Agency Partners. 'But the whole aero-engine industry is struggling with the latest generation of engines because they collectively ran up against the laws of physics — where the attempt to optimise fuel consumption, emissions and reliability ended up with them pushing the envelope too far.' The Trent 1000 is facing durability issues. 'The blades end up looking like someone with very bad teeth,' said Cunningham. 'We have been taking decisive action and moving quickly to prioritise the resources needed to reduce the impact created by the current industry wide supply chain constraints, it's the highest priority for our civil aerospace division,' Rolls said. 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The roots of this can be traced back to the pandemic, which has led to planes being stuck in maintenance shops for longer. As a result, 15 per cent of the global fleet of aircraft is grounded, compared with the long-term average of 12 per cent, according to IATA. 'The single biggest challenge remains supply chain performance,' said Rob Watson, president of civil aerospace at Rolls. 'Things have improved, but there are still challenges. So that Covid impact is still washing through.' During the pandemic, engine manufacturers' complex network of suppliers had to stop production and furlough staff. Some of the suppliers failed. More recently, geopolitical events have affected access to raw materials. For example, titanium, a crucial metal in the production of engines, was almost exclusively sourced from Russia. 'We still see some fragility in our supply chain,' said Watson. 'So we've invested a lot in our forecasting capability, and we've now got an even better view of our supply chain's ability to order and deliver parts. 'We're doing a lot of work with our quality teams, making sure we've got the right quality in the supply chain and, in some cases, placing employees in supply chain organisations.' Cunningham at Agency Partners pointed out that labour shortages in maintenance workshops have put further strain on the ecosystem. 'All those old guys in the workshop that you used to see — the ones who, in the case of the American workshops, look like members of ZZ Top, and their equivalents in Europe — either got fired during Covid, or decided that it wasn't worth working the last few years of their career after being furloughed,' he said. This has left large parts of the sector with less experienced staff who are not as productive as their older predecessors. For BA, maintenance work on the Trent 1000 engines for its Boeing 787 Dreamliners means that the UK flag carrier has three to four planes grounded at any one time. Sources familiar with the situation said this will continue for the rest of 2025 at least. Such groundings put further pressure on other aircraft in BA's fleet — principally its older-generation Boeing 777 aircraft, which in turn require additional maintenance to compensate for extra flying hours. Sean Doyle, chief executive of British Airways, is thought to be waiting on Rolls to come up with a plan for 2026. BA this weekend declined to comment. • Everyone bashes it but BA is surging ahead … what's its secret? Virgin Atlantic said that aircraft availability continues to be 'slightly impacted' by the continued supply chain shortages related to Trent 1000 engines. 'We work very closely with Rolls-Royce to mitigate impact, and the reliability of our schedule is delivering strong results for our customers,' a spokeswoman said. British Airways recently gave the strongest sign yet that its patience with Rolls has run out in relation to the Trent 1000, however. BA's parent company, IAG, announced in May that an order of 32 Dreamliners would be powered by engines made by GE, Rolls's rival. Watson, Rolls-Royce's civil aerospace chief, said: 'Of course we were disappointed that IAG opted for GE on the recent Dreamliner order. But it's always our customers' choice. 'Let's not forget that at the same time the Dreamliner order didn't go our way, IAG placed a significant order of Rolls-Royce-powered Airbus aircraft [for BA's sister airlines Aer Lingus, Iberia and Level], which I think demonstrates the strong relationship we've built with IAG.' As for the Trent XWB-97 on which Clark at Emirates claims he is waiting, Erginbilgic has set aside £1 billion to find a long-term fix to legacy issues with it and other engines. 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