Then there is Boeing itself. The 737, the first of which took to the air half a century ago, has been a huge seller for the company— the 10,000th rolled off the production line in 2018. In March Goldman Sachs, a bank, estimated that the max may account for a third of Boeing’s overall revenues (including its defence business) in the next five years. Although no max orders have been cancelled so far, Boeing has not booked any new ones either. Further delays, Boeing has admitted, may force it to cut production further—or even shut it down altogether.
還有波音公司本身。波音737于半個(gè)世紀(jì)前首飛，一直是該公司的暢銷機(jī)型。2018年，該公司第10000架737飛機(jī)下線。今年3月，高盛銀行估計(jì)，在未來五年內(nèi)，最高限額可能占到波音總收入的三分之一(包括國防業(yè)務(wù))。盡管到目前為止還沒有取消任何最大訂單，波音也沒有預(yù)訂任何新訂單。波音承認(rèn)，進(jìn)一步的延誤可能會(huì)迫使其進(jìn)一步減產(chǎn)，甚至完全停產(chǎn)。
The fiasco has already led the planemaker to postpone plans to develop a new twin-aisle plane to replace the ageing 757. Its share price has dropped by 25% in the past five months, wiping $62bn from its stockmarket value. It reported a record quarterly loss of $2.9bn in the three months to June, after it set aside $4.9bn for compensation for angry airlines. It may need to allocate more towards other contingencies. Southwest’s pilots have already sued Boeing for lost wages resulting from cancelled flights. Crash victims’ families are also preparing lawsuits.
這一慘敗已經(jīng)導(dǎo)致飛機(jī)制造商推遲了開發(fā)新的雙通道飛機(jī)以取代老化的757的計(jì)劃。在過去的五個(gè)月中，它的股價(jià)下跌了25%，市值縮水620億美元。在撥出49億美元用于補(bǔ)償憤怒的航空公司之后，該公司報(bào)告稱，在截至6月份的3個(gè)月里，其季度虧損達(dá)到創(chuàng)紀(jì)錄的29億美元。它可能需要撥出更多資金用于其他緊急情況。西南航空的飛行員已經(jīng)起訴波音公司，要求其賠償因航班取消而造成的工資損失。遇難者家屬也在準(zhǔn)備訴訟。
Boeing can endure the financial pain for a while longer. Its duopoly with Airbus means that, in the short run, airlines and suppliers have little choice but to bear the costs stoically. Boeing’s chief executive, Dennis Muilenburg, appears confident that the max will be flying again before its commercial partners and investors run out of patience.
波音公司可以忍受一段時(shí)間的財(cái)政痛苦。播音與空客的雙頭壟斷意味著，在短期內(nèi)，航空公司和供應(yīng)商別無選擇，只能堅(jiān)忍地承擔(dān)成本。波音首席執(zhí)行官丹尼斯•穆倫伯格似乎有信心，在其商業(yè)合作伙伴和投資者失去耐心之前，max將再次起飛。
Many in the industry seem to share this conviction—regulators will not, the thinking goes, jeopardise Boeing’s future because the company is too big to fail. Perhaps. But the FAA, roundly criticised for being slower than other regulators to ground the plane, and earlier granting Boeing wide-ranging powers of self-certification, is in no mood to prove them right.
業(yè)內(nèi)許多人似乎也有同樣的認(rèn)識(shí)——他們認(rèn)為，監(jiān)管機(jī)構(gòu)不會(huì)因?yàn)椴ㄒ籼蠖荒艿归]而危及其未來。也許。但美國聯(lián)邦航空局卻沒有心情證明自己是正確的。該機(jī)構(gòu)曾因比其他監(jiān)管機(jī)構(gòu)更慢地對(duì)這架飛機(jī)進(jìn)行停飛，并在早些時(shí)候授予波音廣泛的自我認(rèn)證權(quán)力，而受到嚴(yán)厲批評(píng)。
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