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United Airlines has asked Airbus and Boeing to come up with competing bids for 150 new jetliners, an order worth an estimated $10 billion. After the 9/11 bombings, with the slowdown in air travel and the steep losses airlines suffered from high oil prices, its the overseas airlines that made the big orders. The domestic airlines were content to work with an aging fleet. United's move at this time may be calculated to take advantage of the improving credit situation, and the lower prices of steel and other commodities to get better pricing from manufacturers. The thrust of the order is to replace 11 of United's wide body fleet, the Boeing 747,757,767,and 777 model fleet. The average of these planes is 747-13 years, 777- 10 years, 767- 14 years, 757-17 years. See graph. The most crucual conditions United is looking for are financing arranged by the manufacturer that does not use United's cash, and the flexibility to change the order later if market conditions change. United sees this as amove to get good pricing and financing terms now so that when the planes are delvered over time, spread out over several years, the planes would come in just when air travel is picking up with an economic recovery. If it does not get the terms it wants, United may wait. It has already retired half of its oldest planes, the Boeing 737's, with the remaining half due to be replaced by end of 2009. United's competitor American Airlines, announced in fall 2008, that it wants to order upto 100 Boeing jetliners if it can get new agreements with its pilots union. In spring 2009 American speeded up deliveries of 737-800's to replace some of its old MD-80's. Newer aircraft mean better fuel efficiency, and ways to cover routes that are not possible with older aircraft....

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Aircraft engine manufacturer Rolls Royce says two thirds of its engines remain idle. Its cash burn for 2020 is 4.2 billion pounds. Rolls Royce supplies engines for the 787 Boeing Dreamliner and Airbus 350 aircraft. Its sales are normally 15 billion pounds. CEO Warren East says the company is going through its "darkest hour" and will not be seeing the beginning of the end till the middle of 2021.

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AMR announces it will purchase 260 A320 planes from Airbus and 200 additional 737's from Boeing. This is the first order from Airbus since the 1980's. Airbus and Boeing have agreed to $13 billion in lease financing to fully cover 230 deliveries . AMR president Horton says financing has been arranged for all othe orders from 2013 to 2016 and for 80% of 2017. This is critical because AMR is still losing money. Its second quarter loss increased to $286 millon from $11 million the prior year. Total debt is at $17.1 billion on June 30, 2011 compared to $16.1 billon the prior year, and cash balance at $5.1 billion the same as prior year. The new order will help reduce fuel costs. They will use 35% less fuel per seat than the old MD-80 planes according to AMR CEO Arpey. The new engines on the aircraft deliveries of A320s and 737s in 2017 and 2018 will provide even more fuel efficiencies compared to the 737s and A320s for this model year. For this reason Standard &Poors says the large order and financial commitment by AMR does not affect its ratings. It said the order will result in an airline that is over time more profitable because of the fuel effiencies gained but also more heavily indebted. S&P estimates of fully adjusted debt are at $24 billon. For Boeing the order means a decision to go with a new engine 737 and not an all new model that would succeed the 737. The technology was there says Jim Albaugh, CEO of the Boeing commercial plane unit, but the production system was not clearly understood to get production to 60 planes a month and avoid delays. For Airbus the AMR order is a significant advance. Except for Southwest which has an all 737 fleet, AMR was the last holdout without any Airbus planes. And the decision by Boeing to stay with a new engine 737 means Airbus wil not have to worry about Boeing leapfrogging the A320neo, which is anew engine A320. ...

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Conversation with Richard Branson of the airlines Virgin Atlantic, Virgin America. He talks about how he founded Virgin and how he sold Virgin Records to focus on the airline business. Virgin is British Airways biggest competitor. He started the airline by calling the head of Boeing to get a secondhand 747 which he could return in one year to cap the downside risk, showing he's both brash and has an eye for the numbers and for the customers.

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GM and Ford are burning cash at a rapid rate. And the Energy Department says it is unlikely that any of the $25 billion in loans already approved for fuel eficiency retooling of plants will be disbursed by the end of 2008. GM used up $6.9 billion in cash in the third quarter of 2008 leaving cash reserves at $16.2 billion. It needs $11-$14 billion to fund ongoing operations. Ford burned through $7.7 billion in cash in the third quarter of 2008, leaving it with $18.9 billion. Both companies cannot fund salaries and ongoing operations if the market continues to collapse the way it did in the third quarter 2008 with losses of 30-45% in sales. Government support is the only way to fund operations but instead of the $50 billion initially talked about for lifesupport by the government the numbers will run into much more and even then there is no limit to what may be needed. Chrysler is in much worse shape, because it depends on the US market entirely for sales, and is the weakest of the three Detroit carmakers. It is privately owned so figures are hidden, one can guess that big numbers are involved for Chrysler being rescued or merged or taken over by the government....

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Because not much money is being spent the velocity of money as measured by the ratio of GDP to M2 money supply is at a low not seen since 1991, in the 4th quarter 2008. If GDP shrinks in the 1st quarter 2009 at 6% annualized rate as expected, then M2 velocity will be the lowest since 1987, even with the accelerating growth of money supply growth. The M2 money supply, a measure of money in the system including time deposits has grown by $767 billion or 10% in the past year accoding to the Fed. Money that is not being spent is building up in amountain of cash reserves. Banks have about $679 billion in reserves of cash, and this matches the $653 billion by which money supply has increased during that time as aresult of the Fed's repeated infusions. This suggests that inflation is not the risk that it would appear to be, even with the governments huge spending plans and the Fed's efforts to add so much liquidity. Says one economist, the money multiplier is just not working and is broken. Will consumers start borrowing and spending again. Not as long as they are so overstretched and with job losses mounting. And will banks continue to cautious and slow to led? Most likely as long as the bank's balnce sheets are broken, and the bad assets remain on them. This may explain last weeks efforts by the Fed to buy Treasury bonds upto $300 billion and more efforts to get credit flowing again by buying up mortgage securities and raising the ceiling to $1.25 trillion for purchases. cash...

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GE's share price falls below $10. It has dropped 77% in 1 year from the 52 week high of $38.52 a share. Last time it hit this level was April 17, 1995. And its GE Capital unit faces problems. For years it generated half of GE's profits, now it had to sell its commercial paper to the government when markets dried up last fall. It has had to use a government bond guarantee program for bond issuance in recent months, even though it was at one time one of the largest corporate bond issuers. It has been unable to sell its $30 billion private label credit card operations and it appliances and light bulb units, as there are no buyers. As the stock drops GE has to consider cutting the dividend of $1.24 per share, to keep more cash to navigate this crisis. GE's Immelt continues to have his managers focus on the operations, and its business reviews that were conducted weekly are now conducted daily, and the monthly reviews are conducted weekly. But being proactive hasn't helped in this environment. ....

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Its generally known that US airlines except for Southwest fly older planes but the extent to which this has been going on may not be gauged especially when compared to the foreign airlines. Because of bankruptcies and reducing the number of seats available by shrinking their fleets to keep prices at levels that sustain their margins, airlines are not ordering new planes and using the existing planes. The average age of the big jets in US airlines is now 12.2 years according to Airline Monitor. Boeing has a huge backlog of orders for its new planes but its mostly from foreign airlines. Only 43 of 710 Boeing 787 Dreamliners are going to domestic airlines, 25 to Continental and 18 to Northwest. And none of the 165 giant Airbus A380's are going to US carriers. These numbers are amazing because they suggest the new airplanes more comfortable more fuel efficient with more space and better air quality are just bypassing the US domestic routes. Quite amazing. Of the airlines Northwest has 109 of the oldest jetliners in the industry with an average age of 35 years. And worse still they could remain in service for another 5 years as there are no plans to replace them. Airline cleaning is not as frequent as before because of cost cutting and the dirt and grime, the conditions of the lavatory, all show their age and passengers can tell the difference. The seating is cramped and one passenger described a Northwest plane seating as feeling like being in a tuna can. And the airlines in the US are using these planes for longer routes with more chance of mechanical bfailures leading to more flight delays which are a huge problem this year especially into and out of the New York area. American flies a fleet of 300 older MD-80's which actually cost more to operate because they are gas guzzlers compared to the newer planes. Credit Sights estimates that this will continue for another 5 years because airlines are trying to save a cash cushion for leaner times, payoff debt and strengthen their balance sheets, and shareholders want some of the money returned to them. US Airlines had cash of about $28 billion as of June 30, 2007 but this is not enough. J.D. Poer and Associates estimates that US airlines need to spend $280 billion over the next 20 years to replace the aging planes. Meantime discount airlines in Europe are ordering new planes and Asian airlines have big orders. Air Berlin has about 85 737's on order and Wizz Air of Hugary ordered 50 Airbus A320's. ...

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There is a mixed picture behind the drop in investment in new oil exploration. The IEA estimates that overall investment will be down 15-20% in 2009. The number of drilling rigs in use globally fell 32% in the year to April 2009, to 2055, according to Baker-Hughes, an oilfield services firm. In America the number of rigs in use is down by 50%, and OPEC countries are cancelling 35 big projects, according to the OPEC secretary general, Salem Al-Badri. Cambridge Energy Associates estimates that 5.5 million barrels a day of capacity additions may not take place in the next couple of years, which is a third of expected net increase by 2014. Examine this a bit more closely and you find that the oil majors despite lack of access to oil in inhospitable terrain or foreign countries, are still holding up well in investment. Exxon increased capital spending by 5% in the 1st quarter 2009, and Shell and Chevron plan to invest the same in 2009 as in 2008, $31 billion and $23 billion. BP plans to go from $21 billion to $20 billion. Canadian Tar Sands investments are being reevaluated in the light of prices, and smaller companies like Devon Energy are cutting back, for Devon from $9 billion in 2008 to $4 billion in 2009. From the national oil companies the investments are holding up in Saudi Arabia, whereas they are faltering in Russia and cash strapped Venezuela. Saudi Aramco recently completed a 5 year project increasing capacity from 10m b/d to 12.5 b/d at cost of $70 billion. And another $60 billion is set aside for more investments which will be less vigorously pursued as Saudis have 4.5m b/d of idle capacity after production cutbacks by OPEC. Petrobras plans to increase its investment by 55% to $174 billion in the next 5 years in offshore discoveries challenged by deep waters and thick layers of salt. The oilfield services companies like Schlumberger are cutting back, with Schlumberger cutting investment in 2009 by 13% to $2.6 billion and shedding 5000 jobs. Baker Hughes shed 3000 jobs. Mature fields are also receiving less investment, so that the drop from mature fields will be 9.4% according to IEA instead of 7.7% projected earlier with larger investments. The picture described above shows investments by the Saudis, the majors, oil field services firms, investments in recovery improvements in mature fields, not in a precipitious decline. The picture is of cautious and careful investment and some pullbacks as the economies of the US suffered decline in GDP of 6% in the 1st quarter 2009 over prior year and the German and Japanese economies suffered decline of 15-16%. Even the most optimistic forecasts for China do not go above 8% for 2009. In the light of these growth estimates the moderate drop in investments in new oil exploration may match the moderation in growth in Asia and the drop in growth in the USA and Europe and Japan. The forecasts of steeply higher oil prices or spikes like those in 2007-2008 are based on the notion of a quick economic recovery. See the links to economic recovery on this. These links suggest that the current surge may not last as the basics for a recovery are weak. In the US foreclosures, toxic assets, housing, consumption and savings, and unemployment all indicate a weak economy for several years down the road. And it is this weakness that the oil investment exploration budgets may be responding to in amoderated manner. The latest sign of this weakness is the spread of foreclosures to prime borrowers with job losses, link NYT May 24, 2009. The Saudi king thinks that $75 is a fair price for oil. Current prices have taken oil to $60 a barrel, even as inventories remain strong with over 60 days of supply. No spikes like those in the past are realistic in this economic environment....