Latest news with #737
Yahoo
2 hours ago
- Business
- Yahoo
Is Boeing's Growth Still Shackled by Continued Problems in Its 737 Program?
The Boeing Company BA has successfully weathered much of the turbulence in its commercial aerospace segment since the pandemic, steadily charting a path toward recovery in recent quarters. However, its 737 MAX program remains under intense scrutiny as we progress in 2025, with the aerospace giant still grappling with lingering challenges that have constrained its growth trajectory. Following the January 2024 door-plug detachment incident involving Alaska Airlines Flight 1282, the Federal Aviation Administration ('FAA') imposed a cap of 38 737 jets per month. Boeing only reached this rate for the first time in May 2025. While CEO Kelly Ortberg has expressed confidence (as per major media reports) in raising production to 42 jets per month and eventually 47 by year-end, these targets appear too optimistic amid ongoing industry headwinds like labor shortages and parts supply constraints. Notably, Spirit AeroSystems SPR, Boeing's primary supplier of 737 fuselages, continues to face financial strain, operational inefficiencies and quality control issues, all of which had previously affected Boeing's output and could once again delay production. And even if we assume that these industry challenges do not worsen any further, the FAA's increased oversight and stringent inspection regime add another layer of complexity. Whether Boeing will secure regulatory clearance in time to ramp up production thus remains uncertain. While it is encouraging that Boeing delivered more 737s in first-quarter 2025 — boosting its commercial unit's revenue by 56.7% — questions remain about the sustainability of this growth under the shadow of regulatory, labor and supplier-related risks. The supply-chain constraints hampering the aerospace industry have affected almost all the industry players, with Boeing's arch-rival, Airbus Group EADSY, being no exception. This European plane maker had to slash its production target for 2024, citing supply-chain issues as the prime reason behind it. However, recently Airbus appears to be managing supply-chain disruptions more effectively than Boeing, as reflected in its higher aircraft deliveries in first-quarter 2025. Notably, Airbus delivered 136 commercial aircraft in the first quarter compared with Boeing's 130. Shares of Boeing have risen 20.6% year to date compared with the Zacks aerospace-defense industry's growth of 25.5%. Image Source: Zacks Investment Research From a valuation standpoint, BA is currently trading at a forward 12-month sales multiple of 1.80X, a roughly 17.4% discount when stacked up with the industry average of 2.18X. Image Source: Zacks Investment Research The Zacks Consensus Estimate for BA's 2025 and 2026 sales implies a year-over-year uptick of 25.6% and 16.2%, respectively. The EPS estimates for 2025 and 2026 have been trending higher over the past 60 days. Image Source: Zacks Investment Research BA stock currently carries a Zacks Rank #3 (Hold). You can see the complete list of today's Zacks #1 Rank (Strong Buy) stocks here. Want the latest recommendations from Zacks Investment Research? Today, you can download 7 Best Stocks for the Next 30 Days. Click to get this free report The Boeing Company (BA) : Free Stock Analysis Report Spirit Aerosystems Holdings, Inc. (SPR) : Free Stock Analysis Report Airbus Group (EADSY) : Free Stock Analysis Report This article originally published on Zacks Investment Research ( Zacks Investment Research Sign in to access your portfolio
Time of India
a day ago
- Business
- Time of India
Akasa Air expands fleet with 29th aircraft
Akasa Air on Monday announced the addition of 29th aircraft to its fleet with the Boeing 737 MAX 8-200 aircraft, with registration Bearing registration number VT-YBG, arriving at the Kempegowda International Airport in Bengaluru. The induction of this aircraft comes within 33 months of Akasa Air's operations. The first leg of the delivery flight commenced from Seattle, USA, to Keflavik, Iceland, and concluded with the final leg from Kuwait to Bengaluru, India. "The latest addition to the fleet aligns with the airline's growth strategy and long-term commitment to serve the Indian skies," the low-cost airline said in a statement. Sponsored Links Sponsored Links Promoted Links Promoted Links You May Like Join new Free to Play WWII MMO War Thunder War Thunder Play Now Undo Akasa Air has 197 more aircraft scheduled for delivery over the next eight years. In April, ET reported that the airline is aiming to grow its fleet to 30 aircraft by July, underlining the budget carrier's expansion plans after facing a setback due to a protracted delay in delivery of these planes. Live Events Akasa's aircraft deliveries have been delayed due to increased regulatory scrutiny of Boeing's 737 programme after a mid-air cabin panel blowout on an Alaska Airlines Boeing 737 MAX aircraft in the US early last year. Of the 446 jets MAX ordered by Indian carriers, only about 65 have been delivered so far. Boeing now plans to supply two aircraft per month. The delays have led to grounding of some Akasa pilots.
Time of India
5 days ago
- Business
- Time of India
Dassault ties up with Tata grp to make Rafale fighter jet fuselage in Hyd
1 2 Hyderabad: In a significant boost for ' Make in India ' and 'Atmanirbharta' in the aerospace and defence sector, and Hyderabad's growing stature as a global aerospace hub, the complete fuselage of the Rafale fighter jet will now be made in India at Hyderabad. This move marks the first time that these Rafale components will be manufactured outside France for the Indian as well as global markets. French aerospace major Dassault Aviation has signed four production transfer agreements with Tata Advanced Systems Ltd (TASL) for manufacturing key sections of the Rafale fighter jet, including the lateral shells of the rear fuselage, the complete rear section, the central fuselage, and the front section. TASL will set up a dedicated production facility to manufacture the complete fuselage of the Rafale fighter jet, with a capacity to deliver up to two complete fuselages every month. The first of these fuselage sections is slated to begin rolling off the assembly from 2027-28. TASL and Dassault said in a joint statement on Thursday that the move marks a significant step in strengthening India's aerospace manufacturing capabilities and supporting global supply chains. by Taboola by Taboola Sponsored Links Sponsored Links Promoted Links Promoted Links You May Like Perdagangkan CFD Emas dengan Broker Tepercaya IC Markets Mendaftar Undo The proposed facility will serve as a critical hub for high-precision manufacturing, they added. "This is a decisive step in strengthening our supply chain in India," said Dassault Aviation chairman & CEO Eric Trappier. "...this supply chain will contribute to the successful ramp-up of the Rafale and, with our support, will meet our quality and competitiveness requirements." TASL CEO and managing director Sukaran Singh said the collaboration also reflects the remarkable progress made by India in establishing a modern, robust aerospace manufacturing ecosystem that can support global platforms. The Rafale fighter jet fuselage is the latest in a string of key civil and military aircraft components being made in Hyderabad, where TASL houses three joint ventures – Tata Boeing Aerospace Ltd (TBAL), Tata Lockheed Martin Aerostructures Ltd (TLMAL), and Tata Sikorsky Aerospace Ltd (TSAL). Located in Adibatla near the international airport at Shamshabad, TBAL's facility manufactures vertical fin structures for Boeing's 737 family of airplanes and aero-structures for Boeing's AH-64 Apache attack helicopter. In Feb, TBAL Hyderabad marked an important milestone with the delivery of the 300th fuselage for the Apache. These fuselages are manufactured for customers around the world, including the US Army and the Indian Army. On the other hand, TLMAL manufactures empennage assemblies or tail structures for Lockheed Martin's C-130J Super Hercules military transport aircraft. The TSAL makes a significant chunk of the components for Sikorsky's S-92 presidential chopper, including cabins and over 5,000 precision components. Hyderabad also houses manufacturing facilities for French aviation giant Safran. While Safran Aircraft Engines makes rotating turbine seals for the LEAP engine, Safran Electrical & Power makes electrical harnesses for the LEAP engine, Rafale as well as Falcon 10X and Fadec.
Yahoo
5 days ago
- Automotive
- Yahoo
Why Boeing Still Uses Yokes Instead Of Side Sticks
Yokes, at least for aircraft controls and not electric cars like Teslas, go all the way back to the early 1900s, before hydraulics were on planes. Since the pilot's input physically moved the necessary cables attached to the plane's moving parts, they'd really need to put their muscle into it. That meant having a big, sturdy thing they could grab with both hands and wrestle with. The yoke, also called a control column, was form meeting function. That function has changed a lot in the modern era, however. In a time when most planes are fly-by-wire (meaning the pilot's input goes to a computer, which then figures out which parts of the plane to move), the yoke may seem like a bit of a relic. Indeed, European aviation juggernaut Airbus ditched the control column in 1985 with the introduction of its A320. Opting instead for a side stick -- a much fancier version of a joystick control -- Airbus let its pilots make small, simple hand movements that the computer would translate to the rest of the aircraft. And yet, to this day, America's airliner powerhouse Boeing continues to put a yoke on every single one of its commercial planes. It's not that it missed the memo of what Airbus was up to, though. Boeing continues to believe that a yoke confirms the importance of the pilot over the computer, and it believes that very prominence distinguishes its planes from the competition. Read more: How Much Do Car Salespeople Make? The Pay Structure Explained Boeing has at least thought about switching to side sticks as far back as the development of the venerable 737 in the 1960s. Over the decades, however, it has stuck with the yoke. For one thing, that makes it easier for pilots of one Boeing plane to jump into the cockpit of another, since this pivotal system is essentially the same in all of them. That reduces retraining costs and preserves a pilot's comfort and familiarity. Using a yoke is also a much more actively involved experience than using a side stick. Even though most modern Boeings are fly-by-wire (though, notably, not the troubled 737 MAX), the company still requires the pilot to make a number of decisions about the flight that might otherwise be automated. The idea is to put the pilot in the center of the experience, rather than hope the computer is working correctly. In addition, the yokes of the pilot and co-pilot are designed to give direct tactile feedback to each other. This way, when one of them makes a move, the other can both see it (since the yokes are in front of them) and feel it. This keeps the pilot and co-pilot in better coordination and helps prevent them from accidentally fighting each other's controls -- coordination that could be vital in emergency situations. Yokes are, by their nature, big and bulky things right in front of the pilot. That also takes up a lot of visual space, making the cockpit cluttered. One of the reasons Airbus switched to sticks, which are small and to the pilot's side, was to free up room for more, and bigger, displays. The emphasis of the Airbus experience, therefore, is not so much on the flying as on the monitoring of critical data and information. The fly-by-wire computer can handle all the little details. Depending on the pilot, that might be viewed as a major convenience or a major loss of human value. But the Airbus design doesn't allow for direct feedback between the pilot's and co-pilot's sticks (even though this technology does exist). Since they can't even see each other's sticks (because they're off to the side), there's no real way for the pilot and co-pilot to know exactly what the other is doing at any given moment. This can be dangerous in an emergency. Indeed, the tragic crash of Air France flight 447 was attributed to this exact issue. Of course, one way Airbus might get around this is by ditching the co-pilot altogether. Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox... Read the original article on Jalopnik.
New York Post
30-05-2025
- General
- New York Post
Cause of failed Alaska Airlines landing gear that sent passengers screaming revealed
Nearly two years after passengers screamed while sparks flew down a runway during the landing of an Alaska Airlines flight, the cause has been revealed. A final report by the National Transportation Safety Board (NTSB) released on Tuesday points to 'incorrect' maintenance work. Advertisement The flight, which departed from Seattle, Washington, made a hard touchdown in Santa Ana, Calif., during Tropical Storm Hilary after the left main landing gear collapsed on touchdown. Video recorded by a passenger captured the plane slamming into the ground at high speed. Sparks were seen flying as the plane appeared to drag its left wing along the tarmac. Investigators revealed that the incident was caused by a 'fatigue crack' of a metal trunnion pin, which is part of the left landing gear. The fracture formed from excessive grinding during a 2018 maintenance overhaul, which introduced heat damage to the metal. While the crack was initially not visible, it grew over time and ultimately 'caused the pin to fracture during landing,' the NTSB report said. Advertisement 5 First responders help passengers disembark the Alaska Airlines 737 after the rough landing at John Wayne Airport on Aug. 20, 2023. Orange County Fire Authority 5 Alaska Airlines flight 1288 sits on the tarmac after Orange County Fire Authority 'Results of this examination and previous NTSB investigations demonstrate that even relatively mild heat exposure from grinding and/or machining during overhaul can lead to cracking, which can lead to fatigue crack growth and failed landing gear components, as occurred in this accident,' the report stated. The report added that the pin had endured more than 4,000 landing cycles since undergoing the 2018 maintenance work. Advertisement The crack itself had likely been present for approximately 800 landing cycles, the NTSB found. 5 A passenger aboard the flight captured the moment the plane sparked during the landing. bhi Amineni/Youtube 5 Sparks and smoke shoot off the plane after the landing in Orange County, California. bhi Amineni/Youtube Although the aircraft sustained substantial damage from the hard landing, all 112 passengers and crew members were able to deplane safely and without injury. Advertisement Alaska Airlines previously said, 'our focus is taking care of our guests who were on board, including retrieving their checked bags.' 'We apologize for the inconvenience and appreciate their patience during this situation.' 5 Although the aircraft sustained substantial damage from the hard landing, all 112 passengers and crew members were able to deplane safely and without injury. Orange County Fire Authority Alaska Airlines did not immediately respond to a request for comment from Fox News Digital. Fox News' Chris Pandolfo contributed to this report.
