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BusinessWeek Original article ›
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Development of the C919 aircraft by the Commercial Aircraft Corporation of China (Comac). The C919 would compete with the Boeing 737 and the Airbus 320. China accounts for 22% of Airbus's orders and 15% of Boeing's orders. Comac has orders for 90 C919's from state owned airlines and two leasing companies. It also has help from suppliers GE and Honeywell. Says Bob Smith, chief technology officer of Honeywell, which has 4 joint ventures with Chinese companies to supply parts for aircraft projects from flight controls to wheels and brakes: "we are not just here to build an aircraft, we are here to build an industry." Zhang Xinguo, vice president of AVIC, a state owned company helping build the plane, says the government wants to see jumbo jets, regional planes, business jets, helicopters, all made in China by Chinese companies.
NYTimes.com Original article ›
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China is offering Germany narrow wins such as buying more Airbus planes while continuing to focus on another export expansion drive in European Union countries. As it pulls back from the American market  in the face of tariffs by DJT it is selling more automobiles and other products in Germany. China continues to focus on its core potential in electric cars, machine tools, robotics and other products where it competes with German products. German jobs are at stake as China continues its expansion into the European market. This is a big concern for Merz of the CDU as he visits China in Feb 2026.

Wall Street Journal Original article ›
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China's government is putting 10 Airbus orders for A380 superjumbo jets by Hong Kong Airlines, and an additional 35 Airbus A330 widebody planes on hold, in response to eforts by the European Union to enforce carbon dioxide emission fees under its ETS system.
BBC News Original article ›
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An agreement for a aircraft purchase order of 300 jets is signed during Chinese president Xi Jinping's visit to Paris. China Aviation Supplies Holding Company and Airbus sign an agreement for purchase of 290 A320 planes and 10 A350 XWB jets. The deal is worth $30 billion. President Jinping also visited Italy where Italy signed on to the Chinese Belt and Road Initiative.

WSJ Original article ›
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Forget Macron who is simply following French policy in the manner of De Gaulle, says Greg Ip in WSJ. The European Union has already set its policy to decouple its relationships in the supply chain from China, it just calls it something else -"de-risking." The EU he says is even tougher about this than the US. The EU's Leyen has stated: "The Chinese Communist Party's clear goal is a systemic change of the international order with China at its center... We need to ensure that our companies capital, expertise and knowledge are not used to enhance the military and intelligence capabilities of those who are also systemic rivals."  Mikko Huotari, the head of the Berlin based think tank Mercator Institute for Chinese Studies says that the US and the EU arrived at this through a process that went on in parallel. In fact the Scandinavian countries such as Sweden and Denmark, and the Baltic countries came across this much earlier before Biden became president because of acrimonious relations with China. This is also true of countries in Eastern Europe such as Czech Republic.  Germany's position is based on finding a transitional period for decoupling to reduce the impact on its economy. And even China is aware of this situation and looking for a transitional period for decoupling. More significant is the attitude of companies says Greg Ip- companies such as Tesla, Apple and even Airbus that have continued investments in China with little change. And it is this that president Biden is seeking to change with US policy positions. Another less observed aspect of this is the realization of both the US and EU, that the clear and obvious mistake of overconcentration of the supply chain in China was made under Merkel and the Bush-Obama adminstrations. China too realizes that it would have been better off - less recrimination from workers in the US,  and less costly damaging growth that led to climate change- if there was not this much overconcentration of the supply chain in China. In short it benefitted no one, and happened simply because companies sought to take advantage of attractive offers of building in China offered by local governments in China with subsidies from the Chinese government, and the manufacturing capabilities that kept expanding in a virtuous circle as better infrastructure and logistics were built over time. It goes to show that unless governments are vigilant and aware of these risks the unintended can happen with different consequences including destabilizing the social fabric and the political structure of western democracies.  ...
NYTimes.com Original article ›
LyrArc Article Gist
The US needs good manufacturing jobs for the jobs and income that it brings into communities, and also because of the tax revenues from the companies making products in America that provide the basis for local governments to provide good public services in healthcare, education, and transportation. To say comparitive advantage that helped first Japanese and now Chinese manufacturers is real and how society gains is to deny some basic facts that are self evident from observation that contradict textbook ideas in economics. Comparitive Advantage is a textbook economics concept that says countries are proficient in what they make best and should specialize in that product. But it is a static concept that exists only in textbooks. If Japan in 1960, China in 1980 and India in 2000 were each presented with this idea they would have turned down the idea of making steel and remained makers of lower end products such as footwear and textiles. If Japan in 1980, China in 2000, and India in 2020 were each presented with this idea they would have turned down the idea of making semiconductors and remained makers of lower end products such as steel. A senior vice president of US Steel in the late 1960's even told this writer a graduate student at Northwestern in Chicago- as the US can make steel better than India or China let us keep making it for you. He and much of the business faculty at Northwestern also could not understand in 1970 why Airbus was being setup to compete with Boeing who by the concept of comparitive advantage should have had the whole market to itself for commercial aircraft . By this kind of thinking Airbus would not exist today because it did not have the lowest cost or the manufacturing technologies Boeing had through its vast manufacturing operation. America would be still the only one making aircraft in 2023 if textbook concepts ruled the day. By indirect methods such as hidden preferential arrangements, provision of inputs such as land, capital and labor, tax relief, the costs can be represented in a way that shows it is cheaper to manufacture overseas. The lack of a level playing field is what president Biden is correcting by doing what first Japan, then South Korea, then China and now India are doing since the 1960's. By 1974 in four years after its founding in 1970 Airbus came up with its first model the A-300 using advanced technologies. America will regain its leadership in the cost and manufacturing of many products through Biden policy and the efforts of American companies by 2030, and do this in a transformative way that will benefit the world as a whole.  It is an enormous error to say the US does not need good manufacturing jobs, that local governments do not need the tax revenues from manufacturing plants to build services for communities where manufacturing workers live, and the US does not need the manufacturing experience curve that leads to reduced costs. It is this loss of the manufacturing experience curve that is the most vital aspect for understanding the need for the US government to compete effectively with the governments of Asian countries to keep manufacturing healthy and strong at home. Economics experts ignorant of how important this science and engineering principle is fail to grasp this. Related to this is the idea of a virtuous cycle in manufacturing- whoever braves the hard years of moving up the learning and experience curve gets rewarded because once that country has mastered that skill it gets better an better as the technology advances- making it harder and harder to prevent a new monopoly in manufacturing by the country (Japan, China or Taiwan) that had the highest costs and the least advantage ten or 20 years earlier but just persevered through it all with the government's help to gain cost competitiveness. This part does not make it into the economics textbooks which are mostly theory and much of it outdated by the time they are written. Observation is the best teacher and guide as it is in science, to guide policy and action. Obsessive attachment to theory that ignores observation becomes the enemy of progress. Comparitive advantage is one concept that needs to be retired even from the textbooks. Overseas manufacturing then is a piece of the overall picture that fits into what is good for the US. Macroeconomic principles determine microeconomic outcomes as opposed to microeconomic principles with companies out on their own being forced to compete without a level playing field, or handing out technology for special status in a recipient country as some do putting the US at a macroeconomic disadvantage. This is also healthy for the recipient country overseas, as recrimination with loss of manufacturing jobs in the US inevitably leads to the kind of recrimination that does not serve either country well as in the case of China today, and worse still can lead to conflict, even war. After the egregious situation of loss of manufacturing communities across the US leading to destabilizing the social fabric, it is hard to see such thinking prevail about the US not needing manufacturing as a vital part of its social fabric and industrial strength. China, it can be said, would have developed, and developed well over the past two decades without overconcentration of US and EU manufacturing in China. Without aggravating the problems of climate change and contamination of air, land and water, and destabilizing the social fabric in the US hurting workers and communities across the US, if macroeconomic policy was made to manage this process in the US government without it being left entirely to individual companies to decide. Instead China faces today a difficult situation through events such as destabilizing the social fabric in the US (the Trump tariffs), advanced economies in G-7 resistance to sharing of technologies, the damage to its environment from microeconomic locally determined policy at individual companies, and the global effects of climate change from climate unsustainable levels of growth since 2000.  ...
Wall Street Journal Original article ›
WSJ Original article ›
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Meg Gentle, who helped build the first LNG terminal for Cherniere Inc. in the Gulf Coast of the US for export of natural gas extracted in the US, is now switching to work in green hydrogen production. The first facility goes up in Texas by 202 7after an experimental project in Chile. WSJ shows many former fossil fuel executives are taking this route to green hydrogen. Gentle says the nascent green hydrogen industry is similar to the beginnings of natural gas. She says there are all the same elements in both. And that the new companies can go from one plant to create a new transformation just like that done for LNG. A chief technology officer of Airbus, a head of GE Europe and China, and an Italian from Eni Enel are also working at green hydrogen companies. What has turned an historically uneconomic business into a possibly profitable business are subsidies from president Biden put in place for clean energy. These subsidies now cover 60% of the cost of green hydrogen, says the WSJ. Green hydrogen requires permiting, infrastructure, financing, customer agreements, similar to the fossil fuel industry. Many are joining for the challenge as green hydrogen when converted into a liquid for transport can't carry as much energy as fossil fuels. About 120 startups raised $2.6 billion in 2022, a 50% jump from 2021. The GE executive says no one has done this on scale making the opportunity enormous. ...
WSJ Original article ›
LyrArc Article Gist
After renegotiating the trade deal with Mexico and Canada, and the Phase 1 trade deal with China, the U.S. is now setting its sights on a trade agreement with the European Union. To do this the U.S. is looking at the use of economic pressure including tariffs on the European automobile industry. One goal is to get the EU to do more to end state subsidies to aircraft maker Airbus SE.  The U.S. is also working with Europe and Japan to ban 4 types of subsidies under World Trade Organization rules under a new proposal. Mr. Phil Hogan is the new EU trade commissioner who backs this proposal that is aimed at restricting Chinese subsidies to state enterprises. The U.S. also wants to see agricultural issues, including tariffs discussed in future negotiations with Europe. As part of efforts to change the way World Trade Organization rules are set the U.S. has blocked the appointment of judges at the top court of the WTO so that it lacks the quorum to operate. Mr. Vaughan who works under Mr. Lighthizer in the trade negotiations with Europe, says the Europeans should take U.S. concerns seriously, and accept the possibility that Mr. Trump could take aggressive action if the facts show he is justified in acting in that manner.  ...
Wall Street Journal Original article ›
LyrArc Article Gist
The transfer of high speed rail technology by Kawasaki to China, starting with deals made in 2004. Kawasaki did this fearing that other competitors would win the business. It transferred the technology believing that it would be years or decades before China would develop its own capabilities and compete with high speed rail manufacturers in Japan and Europe. Kawasaki says the understanding was that the transferred technology would be used inside China, and not for export. China insists it has improved on the technology that was transferred with its own innovations, and it has the right to compete in the world high speed rail market. A high speed rail line between Shanghai and Beijing is being built using Chinese technology by China South Locomotive and Rolling Stock Industry Corporation (CSR), to cut the time from 10 hours to 4 hours. This is part of a network that will be extended to 9700 miles by 2020 according to the government's plan. As part of its export of high speed rail China Railway Construction Corporation is developing a high speed rail line connecting Istanbul and Ankara. China is bidding for contracts in Brazil and in the USA. The issue of transferring technology is becoming a sensitive one for Germany, Japan and the USA. It means transferring the technology as the price of getting a share of the Chinese market, but paying the price later on with competition from Chinese competitors in the same industry. China is developing its own civilian aircraft that would compete with the Boeing 737 and the Airbus 320. Min Zhu, special advisor for the IMF and former deputy governor of the People's Bank of China, told the Wall Street Journal CEO Council, that China's share of advanced machinery manufacturing could reach 30% of global exports by 2020, from 8% today. ...
WSJ Original article ›
LyrArc Article Gist
Boeing plans to have a new facility in China complete assembly of its 737 jets by the end of 2018. The finishing center is being built near Shanghai. Boeing's order book is up to 5800 jets at a value of $518 billion. About one fifth are in deliveries planned for China. Inflight entertainment systems, seat systems and other finishing for aircraft will be done at the new facility. Boeing continues to see this a a part of doing business in China even as tensions have increased with China over tariff issues and market access. Boeing says it will continue to assemble 737s at its plant near Seattle, and send some planes for completion to China. Sales to Iran will require following Trump administration guidelines.

Wall Street Journal Original article ›
WSJ Original article ›
LyrArc Article Gist
China's C919 built by Comac is China's versionof the Boeing 737 and Airbus A320 planes. China will need 6000 such jets by 2041 as passenger air travel doubles from today's levels. Air travel has recovered in China to prepandemic levels.Comac was formed out of the military as a company to make civilian aircraft with subsidies larger than estimated $70 billion. The first flight of the C919 took place from Beijing to Shanghai this week. It has a range of 3500 miles and seats 192 passengers. 

Wall Street Journal Original article ›
LyrArc Article Gist
India's airlines together will lose $1 billion to $2 billion in 2008, twice what they lost in 2007, according to aviation analysts. The airlines face a glut of domestic overcapacity. Until recently therre were 50 flights between Bombay and Delhi with 4 seats chasing each passenger according to Keskar, Boeing vice president in charge of sales in India. Boeing and Airbus are advising airlines in India to delay deliveries of planes so that the overcapacity does no lasting damage and the industry can recover from this as they see India as a boom market in the future. Boeing expects India will need 1001 aircraft till 2027. Reasons for the airline losses are that in the 12 months ending April 2008 passenger traffic increased by only 7%, and in the 12 months before that by 31%, and in the 12 months prior by 59%. Air India is cutting its domestic flights by 15% returning 14 leased jets to their owners as the leases expire and freezing the size of its fleet. Worldwide the airline industry could lose $6.1 billion in 2008 with a third of the losses in the USA. Passenger volumes fell in China for the second straight month in June but China's airlines appear stable because of milder competition and government support....
Wall Street Journal Original article ›
BusinessWeek Original article ›
LyrArc Article Gist
How Airbus is learning from the mistakes made in Boeing's Dreamliner, which will be out in late 2009. Airbus's competing plane the A350 will come out in 2013. Use of outside contractors and puttting all that work together is a critical issue once again, especially with production spread out around the world, including Russia and China.
Wall Street Journal Original article ›
Wall Street Journal Original article ›
LyrArc Article Gist
Production delays, outsourcing issues and other problems are now hurting Boeing with cancellation of orders as airlines with lower profits in today's economic uncertainty are unable to take advantage of the new fuel efficient 787's in timely manner. Quantas first placed its order for upto 115 Dreamliners in 2005, and it hoped to reduce fuel costs with the 20% more fuel efficient Dreamliners than its 767 planes, which it hoped to retire. 28 Dreamliners were to be delivered by the end of 2011. This never happened as Boeing ran into production problems and only 17 were delivered to all airlines by September 2011. With the global economic uncertainty and slowdown Quantas is predicting a 90% drop in pretax profits for the fiscal year ending in June 2012 to A$50 million. With the situation changed Quantas decided to change the order by cancelling the orders for the larger 787-9 Dreamliner and keep the order for the 15 smaller 787-8 jets to save $8.5 billion. This follows a change made by China Eastern Airlines to cancel orders for 24 787s and buy smaller single aisle 737s for domestic flights. As a result Boeing's total orders stand at 824 in mid 2012, with only 7 new orders since 2007. Boeing says it needs to sell at least 1100 Dreamliners for the 787 program to be profitable. Its own forecast is for sales of an additional 2700 small twin aisle jets like the 787 between 2012 and 2031, with Boeing getting half of the market. The larger longer range 787-9 model will start delivery in 2014 and another version for more capacity on shorter routes the 787-10 is being discussed. Both programs Boeing's 787 Dreamliner and the competing Airbus A-350 program have suffered a series of production problems, outsourcing issues and delays in recent years. ...
Wall Street Journal Original article ›
LyrArc Article Gist
Boeing's alliance with Commercial Aircraft Corp. of China (Comac).
Wall Street Journal Original article ›
LyrArc Article Gist
Changing perceptions of European companies about the viability of U.S. manufacturing in 2012-2014. The views of Atlas Copco AB, and Skanska, two Swedish companies, on why it makes sense to make products in the U.S.
Wall Street Journal Original article ›
New York Times Original article ›
Wall Street Journal Original article ›
Economist Original article ›
Washington Post Original article ›
LyrArc Article Gist
The Boeing Dreamliner is a big advance from all other airplanes both in terms of fuel efficiency and technology. The Dreamliner is expected to be 20% cheaper to operate than other jets currently in operation. It seats 210 to 290 people and can handle the longer routes such as New York to Tokyo better than existing aircraft.

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