Maverick

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Everything posted by Maverick

  1. Q400 line sold too?

    Bombardier SOLD The Q400 Division - Fliegerfaust Exclusive Q400 is No More a Bombardier Product 15:45 - October 20, 2017 - Quebec, Montreal by Sylvain Faust According to sources very close the Q400 division, Bombardier Inc. should be announcing very soon the sale of its Q400 business. After the major transaction involving its 50% ownership in the CSeries Holding, Bombardier was left with only the CRJ and Q400 part of its Commercial Aircraft business. Could ATR which is owned 50% by AIRBUS be the buyer? Remember, the Learjet, Challenger and Global aircraft are part of the Bombardier Business Aircraft division, not Bombardier Commercial Aircraft. To help you understand, the commercial aircraft business is selling "buses" to airlines so they can carry large amount of paying passengers, i.e you! Business aircraft are sport cars sold mainly to individuals or corporations for VIP and VVIP. Not the same business, not the same clientele at all. Bombardier Commercial Aircraft covers the CSeries (via ownership in its holding), the CRJ and Q400 aircraft. The CRJ would be the only aircraft left in Bombardier Commercial Aircraft division 100% own by Bombardier. Could it be next in line to be liquidated? Bombardier CEO Bellemare told the CSeries employees during a presentation Tuesday at the Mirabel factory that the company was losing money with each Q400 delivery. Stay tuned to Fliegerfaust for more... Stay in the know and Subscribe to the FREE Fliegerfaust Free Newsletter. Sylvain Faust http://www.fliegerfaust.com http://www.fliegerfaust.com/bombardier-sold-the-q400-division-2499101163.html
  2. Over 129,000 hours....

    Getting a 767 from Air Canada would be like getting a gun from Charlton Heston. WJ would have to pry it out of their cold dead hands!
  3. Over 129,000 hours....

    Worked on that girl a lot! What are the cycles?
  4. Airbus buys into CSeries

    I can see a scenario that they do launch the CS500. They know that on a straight up basis the CS300 utterly dominates both the 737-7 and the A319 NEO. The numbers are out there. If they launch the CS500 up to a 190-200 seat size they kill the A320 NEO but more importantly they kill the whole Boeing narrow-body line because the only real seller is the 737-8 which (I think?) is outselling A320 NEO. The A321 NEO is outselling the 737-9 and 737-10 at about a 3-1 ratio or something like that. Game, set, match Airbus. Edit: Did a bit more research. The 737-8 has 2258 orders. The 737-9 and -10 have a backlog of 388 total. (121 of the -9's and 267 of the -10's) The A320 NEO has a backlog of 3529. The A321 NEO has a backlog of 1453. They probably won't kill the A320 NEO then...
  5. https://en.m.wikipedia.org/wiki/Transatlantic_flight_of_Alcock_and_Brown
  6. Airbus buys into CSeries

    There was a reasonably good chance there would have been no jobs in a year if Airbus hadn't stepped in. I think it's a brilliant move that will force out the Beaudoin family once and for all. It will also be political suicide to put anymore taxpayer money into Bombardier as well. A good day for this nation.
  7. Will Boeing Give a Damn?

    Opinion: Could U.S. Trade Rulings Put Chill On Aircraft Financing? Will U.S. rulings unravel years of trade advances in commercial aviation? Oct 12, 2017Richard Aboulafia | Aviation Week & Space Technology Bombardier’s C Series has had a rough few weeks. The U.S. Commerce Department in September ruled that the 75-aircraft CS100 sale to Delta Air Lines was subsidized enough to warrant a 220% countervailing duty on all C Series jets imported into the U.S. Then, in early October, Commerce also ruled that an additional 80% anti-dumping duty was warranted. Boeing, which initiated this trade complaint earlier this year, now faces negative consequences in the Canadian and UK defense markets. It also faces negative consequences from U.S. airlines, not only Delta, but also Spirit Airlines, JetBlue Airways and others. But the greatest potential self-inflicted damage to Boeing might result from changes in global jetliner trade rules. First, the jetliner market’s strong growth in recent decades has been aided by a remarkable multilateral treaty created in 1980, the Agreement on Trade in Civil Aircraft (ATCA). Originally a component of the General Agreement On Tariffs And Trade (GATT) and now part of the World Trade Organization (WTO), ATCA aimed to eliminate “all customs duties and other charges of any kind” on commercial jetliners. This 10-page document has greatly reduced trade barriers between signatories, giving airlines freedom to select their jets. ATCA is why Air France has scores of Boeing 777s and why Airbus has a strong U.S. customer base. The accord has encouraged innovation and technology development, since airframers need to compete globally rather than rely on protected home markets. Credit: Larry W. Smith/Getty Images ATCA does allow for trade complaints, but in a multilateral context. Boeing’s Commerce Department complaint is a unilateral one and is part of a broader political trend. The Commerce ruling represents an extension of an “America First” trade agenda. The Trump administration is increasingly relying on unilateral trade actions instead of multilateral negotiations. According to Chad Bown of the Peterson Institute for International Economics, if the administration follows through on all of its proposed trade actions, the share of U.S. imports subject to unilateral restrictions would rise to 7.4% of the total from 3.8% in 2016. Commerce’s C Series ruling might be rendered moot by February, when the U.S. International Trade Commission (ITC) is set to rule on whether Boeing was actually damaged by Bombardier’s actions. But many believe the level of Commerce’s duties is as politicized as the trade complaint itself. The combined duties are nearly twice Boeing’s request of combined 160% countervailing/anti-dumping duties. Assuming Boeing is correct and Delta paid $20 million per jet, there is now a $60 million duty on each aircraft. That comes to $4.5 billion in duties for this deal, a seemingly arbitrary number. For jetliner markets, there are two likely consequences of the C Series case. First, since other countries will see it as a political outcome, they will retaliate, either through multilateral institutions such as the WTO or through their own national barriers. Since it is relatively easy to “prove” that a jet was subsidized (by one country’s criteria, without any multilateral adjudication) pretty much anyone would be able to keep competing jets out of their home markets. In this way, decades of progress toward free trade in jetliners could be undone in a few years. The U.S., and in particular Boeing, enjoy an enormous surplus in commercial aerospace trade. Over 80% of Boeing jetliners go to export end users. The 737-7, the only Boeing jet that competes in any way with the C Series, has been ordered by three customers. Ironically, two are Canadian. Canada will be able to use its own unilateral trade actions to kill a competing plane. Alternatively, Canada could take the high road and go through the WTO, which may then find that the Commerce duties violated ATCA, thereby authorizing Canada to retaliate. Second, ATCA and other multilateral trade agreements, such as the Capetown Convention, have played a strong role in promoting the rise of third-party financing, which in turn plays a role in the majority of jetliner purchases. The Commerce ruling means that for the first time, a jetliner owned by a lessor or other financier could not be sold or leased into a key market without onerous duties. Since this unilateral trade action could be followed by similar actions with other jets and in other countries, there is likely to be a chill in jetliner finance markets, with additional risk premiums attached to finance deals. It is hard to see how this possible change in jetliner finance terms would be to Boeing’s advantage. Then again, it is hard to see how any of the negative second-order effects from Boeing’s complaint would not greatly outweigh any protection it would get from a small perceived competitor. http://aviationweek.com/commercial-aviation/opinion-could-us-trade-rulings-put-chill-aircraft-financing?NL=AW-05&Issue=AW-05_20171013_AW-05_548&sfvc4enews=42&cl=article_3&utm_rid=CPEN1000002756667&utm_campaign=12053&utm_medium=email&elq2=8dcb9792ad044aa5bd5bb28640b7e4a2
  8. Will Boeing Give a Damn?

    I have no idea how valid these numbers are but I can't see them being too far out of line. Still more on this I wrote earlier today... Boeing Wrongly Tries to Make a Point or is Trying to... Just how much business does Boeing get from Canadians (who pay taxes and airline fares)? How many new engineering jobs has Boeing created in the past 10 years in Canada? How many cooperative program does Boeing have with Canadian universities and colleges? How much business Boeing receives from Canada? Westjet 787 x 20 = $5.4 billion Air Canada 737 Max x 61 = $6.5 billion Westjet 737 Max x 63 = $6.3 billion WestJet 737 NG x 120 = $10+ billion? AC 777 x 32 = $6+ billion? AC 787 x 37 = $6+ billion? RCAF CC-177 x 4+1 = $2 billion? RCAF CH-147 x 15 = $2.2 billion including support ... Total $44.2 billion ?? plus parts? WestJet Airlines Ltd. plans to order as many as 20 Boeing Co. 787-9 Dreamliners valued at $5.4 billion https://www.thestar.com/business/2017/05/02/westjet-orders-up-to-20-boeing-dreamliners-for-long-distance-routes.html Air Canada orders 61 Boeing 737 MAX jets for up to $6.5 billion http://www.cbc.ca/news/business/air-canada-orders-61-boeing-737-max-jets-1.2460560 WestJet may consider wide-body fleet expansion after deal to buy Boeing 737 MAX planes http://business.financialpost.com/transportation/westjet-airlines-ltd-pens-deal-to-buy-65-of-boeings-new-737-max-planes Air Canada 787 and 777 orders (18 & 14) https://web.archive.org/web/20091007204352/http://www.boeing.com/news/releases/2005/q4/nr_051109g.html Don't let yourself being fooled by what Boeing says... They have just "No Reason" to complaint about the Bombardier CSeries sold to Delta Airlines... Sylvain Faust http://www.fliegerfaust.com/how-much-business-boeing-gets-from-canada-ah-2495623156.html
  9. Will Boeing Give a Damn?

    Bombardier needs another blue-chip customer right now but that is unlikely with the US dept. of Commerce duty hanging over their head. I'm beginning to think that this could ultimately kill Bombardier...
  10. Air France A380 engine failure

    With the size of that fan separating like it did they're very lucky it didn't take out #3 as well!
  11. Will Boeing Give a Damn?

    Why the Delta CSeries order is worth all the trouble for Bombardier Delta Air Lines’ order for 75 firm CSeries aircraft placed in April 2016 was probably the most significant commercial aircraft order ever won by Montreal-based Bombardier. Both Boeing and Embraer took notice; the US and Brazilian aircraft manufacturers have made the Delta order the cause celebre in two brewing international trade disputes over alleged CSeries subsidies—one between the US and Canada and another between Brazil and Canada. The US Commerce Department’s preliminary ruling announced Sept. 26, which sets the stage for a staggering 219.3% duty to be placed on each CSeries delivery to the US, certainly jeopardizes Bombardier’s ability to sell the CSeries to US carriers. The US market is viewed by Bombardier as ripe for the CSeries. The Canadian manufacturer, for example, has been eyeing American Airlines’ fleet of more than 120 Airbus A319s, for which it believes the CSeries would be an ideal replacement. But a nearly 220% duty would probably make future sales in the US market unviable. And what about the Delta order? Technically, the US government would collect the stiff duty from Delta, but there is no doubt Bombardier would pick up the tab. So is it worth it? In a word, yes. Bombardier believes Delta operating the CSeries will be the tipping point that puts the aircraft in high demand all over the world. Bombardier won breakthrough orders for the CSeries from Delta and Air Canada (45 firm CS300s) last year, but has not announced any new orders since—despite CS100s and CS300s in service with Swiss International Air Lines (SWISS) and Latvia’s airBaltic performing quite well. Delta’s first CSeries delivery is scheduled for the spring of 2018. “Once Delta and Air Canada start flying those birds in the US and Canada, [airlines will see] the CASM is phenomenal,” Bombardier VP-regional aircraft Kevin Smith told reporters this week at the Regional Airline Association convention in West Palm Beach, Florida. “When Delta starts operating the aircraft out of New York and Los Angeles and then Seattle, and Air Canada takes delivery in the spring of 2019, the aircraft will be ubiquitous. It will be everywhere.” At that point, US passengers (and in turn the US consumer media) are sure to take notice of the aircraft’s comfort, Bombardier believes. The growing buzz about the aircraft’s comfort combined with its cost performance in service in both North America and Europe will convince airlines in the US and globally that it is a must-have. At least, that is the theory, which largely hinges on Delta operating the CS100 out of major US markets (with an assist from Air Canada, which is expected to operate CS300s from US cities to Canadian hubs to connect passengers to the airline’s Boeing 787 network). Given this, Bombardier is sure to plow forward undaunted with CSeries deliveries to Delta. As for the duty actually going into place? It remains to be seen how this will play out now that the Commerce Department has raised the specter of a 219.3% duty. The CSeries is a globally manufactured aircraft. Its geared turbofan (GTF) engine, one of the aircraft’s big calling cards in terms of fuel efficiency and low noise levels, is made in the US by Pratt & Whitney. Its wings are produced in Northern Ireland. So the duty won’t just be a penalty on Bombardier and Canada. Pratt parent United Technologies Corp. (UTC), based in Connecticut, employs more than 200,000 people and generates more than $57 billion in annual revenue. A duty on the CSeries, particularly one that makes sales to US airlines less likely, inevitably will hurt UTC. Is the Trump administration prepared for collateral damage to US companies and workers? And UK Prime Minister Theresa May has already expressed her disappointment with the potential CSeries duty given its implications on wing production in Northern Ireland. Does the Trump administration want a trade tiff with the UK as it tries to negotiate a post-Brexit trade deal with the UK? [NOTE (9/28): A reader correctly points out that Pratt's final assembly line for the PW1500G, the variant of the GTF powering the CSeries, is located in Mirabel, Quebec. But the GTF is undeniably a US product, as are about half of the components on the CSeries. And many of the PW1500G's parts are manufactured in the US before being shipped to Mirabel for final assembly. The larger point is that any measure that diminishes CSeries sales prospects will inevitably hurt Pratt and its parent UTC, a major US corporation, as well.] http://atwonline.com/blog/why-delta-cseries-order-worth-all-trouble-bombardier?NL=AW-05&Issue=AW-05_20170928_AW-05_558&sfvc4enews=42&cl=article_4&utm_rid=CPEN1000000441429&utm_campaign=11913&utm_medium=email&elq2=e0101820595344ad9d4b87a7e8e7695d
  12. Cut and paste is your friend, FA@AC New destinations include Bucharest, Zagreb and Porto Non-stop Air Canada Rouge seasonal services start in June to Bucharest from Toronto and Montreal; to Zagreb and Porto from Toronto; and to Lisbon from Montreal Non-stop service between Casablanca and Montreal transfers to Air Canada mainline, beginning June 1, 2018 Non-stop, Air Canada year-round Toronto-Buenos Aires service begins May 2, 2018, and a Montreal-Lima seasonal service starting in December has been upgraded to year-round MONTREAL, Sept. 28, 2017 /CNW Telbec/ - Air Canada today announced new non-stop services to begin next summer from Toronto and Montreal, including three new destinations in its global network – Bucharest, Zagreb and Porto – and a new route between Montreal and Lisbon. Air Canada Expands its Global Network with New and Enhanced Services to Europe, South America and Africa for Summer 2018 (CNW Group/Air Canada) In addition, the airline will enhance existing year-round service between Montreal and Casablanca by transferring the route to Air Canada mainline from Air Canada Rouge. Air Canada will also be starting non-stop service to Buenos Aires from Toronto, which today is served through a one-stop service via Santiago. Air Canada will continue to service Santiago with its non-stop service from Toronto. Its Montreal-Lima service will be extended to year-round. "Today's announcement further solidifies Air Canada's position as a leading global carrier. With these new services, Air Canada becomes the only North American airline flying to Romania and we are now offering the most weekly seats and frequencies from Canada to Portugal and Croatia," said Benjamin Smith, President, Passenger Airlines at Air Canada. "Moreover, with our modernized fleet we are able to enhance our existing services, by deploying our Boeing 787 Dreamliner on a new non-stop route to Buenos Aires. Together, these new and enhanced services will provide customers greater comfort and choice, as well as the ability to conveniently connect onward through our extensive North American and International network, on North America's Best Airline as rated by Skytrax." Air Canada has already announced several new non-stop international services beginning in June for Summer 2018. These include Vancouver-Paris, Vancouver-Zurich, Toronto-Shannon, Montreal-Tokyo-Narita and Montreal-Dublin. As well, a new Vancouver-Melbourne service beginning in December, 2017, originally planned as seasonal, will operate year-round effective June, 2018. The new services announced today are now on sale*. This includes special introductory, all-inclusive round-trip fares such as: $899 for Bucharest-Toronto/Montreal and Zagreb-Toronto; $799 for Toronto-Porto and Montreal-Lisbon; $622for Montreal-Lima; and $1,228 for Toronto-Buenos Aires. Flight Departs Arrives Start/End 2018 Days of Week AC1968 Toronto 16:55 Zagreb 7:30 +1day June 2/Oct. 6 Tues., Wed., Thurs., Sat. AC1969 Zagreb 9:15 Toronto 12:40 June 3/Oct. 7 Wed., Thurs, Fri., Sun. AC1964 Toronto 16:50 Bucharest 9:15 +1day June 9/Oct. 6 Tue., Sat. AC1965 Bucharest 11:30 Toronto 14:45 June 10/Oct. 7 Wed., Sun. AC1928 Montreal 17:20 Bucharest 9:15 +1day June 7/Oct. 4 Mon., Thurs. AC1929 Bucharest 11:30 Montreal 14:05 June 8/Oct. 5 Tues., Fri. AC1958 Toronto 22:50 Porto 10:50 +1 day June 8/Oct. 26 Mon., Wed., Fri., Sun. AC1959 Porto 12:20 Toronto 15:20 June 9/Oct. 27 Mon., Tues., Thurs., Sat. AC1960 Montreal 20:45 Lisbon 8:10 +1 day June 15/Oct. 26 Wed., Fri., Sun. AC1961 Lisbon 9:45 Montreal 12:10 June 16/Oct. 27 Mon., Thurs., Sat. *Bucharest and Zagreb flights sold subject to government approval. About Air Canada Air Canada is Canada's largest domestic and international airline serving more than 200 airports on six continents. Canada's flag carrier is among the 20 largest airlines in the world and in 2016 served close to 45 million customers. Air Canada provides scheduled passenger service directly to 64 airports in Canada, 57 in the United States and 98 in Europe, the Middle East, Africa, Asia, Australia, the Caribbean, Mexico, Central America and South America. Air Canada is a founding member of Star Alliance, the world's most comprehensive air transportation network serving 1,300 airports in 191 countries. Air Canada is the only international network carrier in North America to receive a Four-Star ranking according to independent U.K. research firm Skytrax, which also named Air Canada the 2017 Best Airline in North America. For more information, please visit: www.aircanada.com, follow @AirCanada on Twitter and join Air Canada on Facebook.
  13. Will Boeing Give a Damn?

    Aerospace Needs Accord On Government Support Standards Boeing-Bombardier case shows the aerospace industry needs common standards on government support Sep 29, 2017 Jens Flottau | Aviation Week & Space Technology The next chapter in the bitter disputes over subsidies in the aerospace sector has officially opened: Boeing won support from the U.S. Commerce Department for its argument that Bombardier sold its C Series to Delta Air Lines well below the cost of production and should therefore be subject to a 220% import tariff once—and now if—deliveries start in April. For the tariff to be imposed, the Commerce proposal has to be supported by the U.S. International Trade Commission (USITC), which must show that Boeing has actually suffered damage in the campaign to sell aircraft to Delta. But unilateral action by one country such as the U.S. solves nothing. What if China decides it does not like Boeing tax breaks or Airbus launch aid and imposes high import duties on 737s and A320s? What if Brazil goes one step further in its fight against what it believes are illegal subsidies for Bombardier and introduces similar measures? Or Japan argues that the Superjet 100 is a government-financed aircraft and should not be allowed to compete with the Mitsubishi Regional Jet? Credit: Delta Air Lines What if a Dublin-based lessor takes over the Delta C Series order and then leases the aircraft to the airline? And what about all the suppliers that benefit from local support schemes? The aerospace supply chain is so internationally intertwined that it is hard to tell who benefits and who suffers from what. The Boeing-Bombardier dispute makes clear that an industry-wide solution is badly needed. Together, the major players and various countries involved should define acceptable levels and forms of government support. Given the experience of the seemingly never-ending Boeing vs. Airbus case, it is doubtful if even the World Trade Organization is the right forum. But for its own sake, the industry must find a commonly agreed way forward. If the USITC supports the Commerce Department tariff proposal, the consequences could be fatal for Bombardier. It is hard to see how Delta would still take the aircraft, and there would certainly be no new C Series orders from other U.S. airlines—which Bombardier has considered a large part of the promising market for its aircraft. Other carriers and especially lessors also would be more hesitant to order an asset with such a limited operator base. The crucial USITC decision, expected early next year, will have to prove that Boeing’s commercial interests were damaged, even though the manufacturer did not offer Delta its 737-7 but, ironically, put forth Embraer 190s. Given this, where is the damage? There is another small irony in the Commerce Department proposal. Delta, leading the charge against state support for Gulf carriers, for the past three years has urged the U.S. government to intervene. The Trump administration is now suggesting action on government support—but not in the way Delta had hoped. It is the same story on both the airline and aerospace sides: Players complain tactically when they feel they are disadvantaged, but there is no true multilateral industry discourse on the matter. Boeing is happy to accept tax breaks while asserting that a Canadian province cannot invest in a particular company. Delta takes issue with subsidies for Etihad Airways but readily buys a stake in majority-government-owned China Eastern Airlines. The only difference between the two is that one is a competitor and the other is a strategic partner. Both are, by Delta’s own definition, highly subsidized. With or without Canadian state support, the C Series will be a marginal threat to Boeing, at best. The real challenge is a longer-term one from the other side of the world: China is learning about building commercial airliners with the Comac C919. Defining common rules now while avoiding trade disputes would be good policy for the U.S.—and for the aerospace industry. Government intervention regarding the Delta order will not be a solution; it is only indicative of the problem.
  14. Will Boeing Give a Damn?

    Taking this one step further would be to go with one of the Eurocanards for the CF-18 replacement. Either the Eurofighter or Rafale. Dassault has offered 100% technology transfer and they would be built in Canada. The problem with that is it would have to be Bombardier building them and while I support Canadian industry I'm really reluctant to reward that company again. The Beaudoin family has to go. Boeing Super Hornet jet purchase likely to become 1st casualty in possible trade war Critics question Trudeau's tactic of linking Super Hornet purchase with Bombardier trade dispute By Murray Brewster, CBC News Posted: Sep 27, 2017 5:00 AM ET Last Updated: Sep 27, 2017 10:29 AM ET Bombardier's CSeries commercial jet takes off on its first flight in Montreal on Sept. 16, 2013. The U.S. Commerce Department has imposed a near 220 per cent tariff on the import of the CSeries jet, citing Canadian government subsidies. (Ryan Remiorz/Canadian Press) As expected, trade investigators in Washington sided with Boeing, the Chicago-based commercial and defence giant in its fight against Bombardier of Montreal, which has been accused of selling its CSeries passenger jets at below-market cost. What wasn't expected was the size of the countervailing duty, said David Baskin, president at Baskin Wealth Management, a Bay Street investment management firm. The U.S. plans to impose an import tariff of 219.6 per cent, which would effectively triple the cost of Bombardier jets. "I think there's going to be a lot of angry people in a lot of countries," said Baskin. Bombardier's discount deal with Delta Airlines was expected, considering it was introducing a new jet, Baskin said. "I don't think anybody suggested the plane was sold at two-thirds off list [price]," he said. Bombardier calls 220% U.S. duty on CSeries 'absurd,' says real fight now begins U.S. imposing 220% duty on Bombardier CSeries planes Trudeau blasts 'billions' in U.S. aid to Boeing as trade dispute simmers Since the spring, Boeing has argued that Bombardier was heavily subsidized by the federal and Quebec governments in a manner that allowed it to sell unfairly at below-market prices. There are still more regulatory hurdles before the decision is finalized. The Trudeau government chose to accentuate that point late Tuesday, saying the U.S. Commerce Department's investigation is still at the preliminary stage. Foreign Affairs Minister Chrystia Freeland said the duties are clearly aimed at blocking Bombardier's CSeries aircraft from the U.S. market. "This is an unjust, punitive ruling," she said before a working dinner with her U.S. and Mexican trade negotiating partners, who are in Ottawa for the latest round of the North America Free Trade Agreement renegotiation talks. A U.S. naval air crew walks the flight line in front of a squadron of Super Hornet fighters at Naval Air Station Oceana , Virginia on Jan. 26, 2017. (Murray Brewster/CBC) Freeland also repeated the threat to cancel the Liberal government's planned sole-source purchase of Boeing Super Hornet jet fighters. The Liberal government has been clear that this case "very much has a bearing" on the decision to buy the warplanes, said Freeland. "The government of Canada cannot treat, as a trusted partner, a company which is attacking our aerospace sector." Prime Minister Justin Trudeau was even more blunt. Speaking two weeks ago beside British Prime Minister Theresa May, Trudeau said the fighter deal is all but dead. "We won't do business with a company that's busy trying to sue us and trying to put our aerospace workers out of business,'' he said. The first casualty may be the fighter purchase, but Baskin said he believes that Bombardier's contract with Delta will have to be cancelled, because neither the airline nor the manufacturer will pay that enormous duty. Even if the ruling is overturned on appeal before international trade watchdogs, he said, the timing of the ruling is horrible for Bombardier because of "its terrible balance sheet." Interim fighter jet problem But the military could also be left in a long-term lurch. The Liberals insisted they needed to buy 18 Super Hornets on an urgent basis to cover a gap in the country's ability to field fighters for Norad and NATO at the same time. The next best option would be to buy used FA-18s from another country until a competition to replace the entire fleet of Canadian CF-18s is launched. Canada's Minister of Foreign Affairs Chrystia Freeland arrives for a dinner at the National Arts Centre, during the third round of NAFTA negotiations in Ottawa on Tuesday evening. (Justin Tang/Canadian Press) During the election campaign, however, Trudeau ruled out buying the Lockheed F-35 stealth fighter, and the bruising political rhetoric surrounding Boeing suggests that company has also been ruled out. Defence experts say that leaves only European fighter jets to consider. "I can't see us going ahead with a competition that doesn't include the North American entrants," said Dave Perry, of the Canadian Global Affairs Institute. "They've painted themselves into a corner, and they're going to have to make a choice about which one of these positions they back away from." Questioning Trudeau's tactics Beyond the stopgap purchase and full fleet competition, Perry said, there are other projects, such as plans to replace the air force's aerial refuelling jets and multi-mission aircraft, which could be affected by a trade war. "I think the government needs to get past the way it's framing Boeing as not being a trusted partner," said Perry. "There's also a number of other procurements that, if Boeing is not a competitor, the Canadian Armed Forces will suffer because of a lack of choice." On Tuesday, the Conservatives criticized the Liberals for dragging the fighter jet purchase into the dispute. "We think this was a poor decision from the get-go," said Opposition leader Andrew Scheer. "It's up to the Liberal government to explain how — in any way — this helps create jobs in Canada, get the much-needed replacements for our men and women in the Armed Forces and protect our interests at NAFTA." Baskin said the government's linkage of the fighter jet deal and the trade complaint has raised a number of important questions about defence procurement. "I understand why the prime minister did what he did," he said. "I don't think it's helpful to the Canadian Forces, and it doesn't appear to have made any difference in the decision by the Commerce Department." http://www.cbc.ca/news/politics/boeing-bombardier-trade-war-brewster-1.4308734
  15. Will Boeing Give a Damn?

    U.S. imposing 220% duty on Bombardier CSeries planes Rival Boeing was seeking an 80% duty on the CSeries The Canadian Press Posted: Sep 26, 2017 6:56 PM ET Last Updated: Sep 26, 2017 7:16 PM ET The Bombardier CS 300 performs its demonstration flight during the Paris Air Show, at Le Bourget airport, north of Paris on June 15, 2015. The U.S. Department of Commerce has clobbered aerospace giant Bombardier with a hefty 220 per cent duty on the sale of its C Series jets to Delta Air Lines. (Francois Mori/Canadian Press) The U.S. Department of Commerce has clobbered aerospace giant Bombardier with a hefty 220 per cent countervailing duty on the sale of its CS100 commercial jets to a U.S. airline following a trade complaint from an American rival. The department ruled that Bombardier benefited from improper government subsidies, a finding that deals a blow to the Montreal-based company's chances in its ongoing dispute with U.S. rival Boeing. Boeing, which had complained that Bombardier inked a deal with Delta Air Lines for up to 125 of the jets by offering the planes at below-market price, wasted no time Tuesday in declaring victory. "Subsidies enabled Bombardier to dump its product into the U.S. market, harming aerospace workers in the United States and throughout Boeing's global supply chain," the company said in a statement. The dispute is not about limiting innovation or competition, it continued, but rather "has everything to do with maintaining a level playing field and ensuring that aerospace companies abide by trade agreements." The financial penalties aren't officially due until Bombardier delivers the first CS100 to Delta some time in the spring. Final ruling expected in March The key will be whether U.S. officials find that the deal between Bombardier and Delta actually hurt Boeing's business, an issue that's not expected to yield a finding for at least six months. But today's ruling does give Boeing momentum as the dispute drags on, and more leverage in any future talks between the Trudeau government and Boeing to reach a negotiated settlement. Tuesday's ruling was a stunning turn in the dispute, as Boeing had been asking for an 80 per cent duty. The list price for the planes is around $6 billion. But the actual amount of money involved in the deal has not been made public, and Boeing has alleged that it is much less. The case has major implications for Bombardier as it could not only endanger its deal with Delta but also hinder future sales in the U.S. and hurt Canadian aerospace companies that work with Bombardier. Speaking before the ruling, Prime Minister Justin Trudeau promised to continue to stand with Bombardier and Canada's aerospace industry. He also once again threatened to cut government ties with Boeing. "Certainly we won't deal with a company that's attacking us and attacking thousands of Canadian jobs," Trudeau said outside the House of Commons. With one preliminary ruling out of the way, the Commerce Department will now turn its attention to whether Bombardier "dumped" its CS100s into the U.S. market by selling them below cost. That finding is scheduled for Oct. 4, but could be delayed. Did Bombardier-Delta deal hurt Boeing? The question of whether the Bombardier-Delta deal hurt Boeing is being tackled by the U.S. International Trade Commission, whose ruling likely won't come out until spring. The commission's ruling will be the key to whether any duties slapped on the CS100s become permanent, or whether the case is dismissed, all duties paid are refunded and the Bombardier-Delta deal can go ahead as planned. Even then, however, either side can appeal the entire case to the U.S. Court of International Trade, bring it before NAFTA dispute bodies or even take the matter to the World Trade Organization. That could not only drag the case out but also leave a cloud of uncertainty hovering over Bombardier, and affect its ability to sell more planes into the U.S. market or overseas. Quebec Finance Minister Carlos Leitao, whose government invested $1 billion US for a 49.5 per cent stake in the CSeries commercial jet program last year, said he was confident Bombardier would beat Boeing. But he tempered his optimism by noting that it could take a long time to resolve the case, which Leitao said could hurt Bombardier — and which is why Quebec will continue to support the company. "At the end of the day, as often happens in this type of dispute, the Canadian side will win," he told The Canadian Press in New York. "Now, that day could be a very long day, so that's where the risks come from." It was the second bit of bad news for Bombardier on Tuesday, after two European railway manufacturers announced they were merging and would present a united front against the Montreal-based company. But there was also a glimmer of good news, after a senior Bombardier official said the firm was hoping to close several deals with Chinese airlines. http://www.cbc.ca/news/business/bombardier-cseries-duty-1.4308590
  16. You need to eat a snickers!
  17. Will Boeing Give a Damn?

    Boeing will not "Give a Damn". Eighteen F-18E/F's sold to Canada means nothing. A true leap of technology, which the "C" series is, will obsolete the 737. This is a serious, possibly lethal threat to their narrowbody market, especially if the CS500 gets launched. I expect this to get much nastier.
  18. I believe that Boeing and Airbus now both realize that they made the same mistake that Boeing made at the time of Airbus' infancy in leaving a gaping hole in the market. Much as I hate the management at Bombardier they've created a great aircraft t that could lay the boots to both the B-737 and A-320 product lines and they know it. Whether Trudeau has the people in place to protect this remains to be seen. I also believe that an order for a fighter built in Europe would be another shot across the bow to the US.
  19. I've been following this fairly closely being a bit of a WW2 nerd. I like that it's a P-51 that still looks like a P-51. Congrats to Steve Hinton Jr. Takes cajones to push a 70 year old airplane like that.
  20. BA to launch LGW-YYZ

    Actually it wasTAP. A319. Seat pitch was worse than anything I've seen in Canada but the inflight service was excellent!
  21. BA to launch LGW-YYZ

    Well, after pushing 2 minutes early and arriving almost 40 minutes early. I gotta say I was pleasantly surprised! Seats were much more comfortable than the 737, wifi strength was good and the F/A's were a good group.
  22. BA to launch LGW-YYZ

    Thanks Jeff!
  23. BA to launch LGW-YYZ

    Nope. Bike trip! (Pedal bike) https://www.google.ca/maps/dir/Evora,+Portugal/Monsaraz,+Portugal/Encinasola,+Spain/El+Castillo+de+las+Guardas,+Spain/Seville,+Spain/Puerto+Serrano,+Spain/Ronda,+Spain/La+Línea+de+la+Concepción,+Spain/Jerez/Huelva/@37.4097513,-7.0203102,7.87z/data=!4m62!4m61!1m5!1m1!1s0xd19e4df3883139d:0xa6ad8a31c3bdef6c!2m2!1d-7.913502!2d38.571431!1m5!1m1!1s0xd1734918f613005:0x57bc50156257a0b7!2m2!1d-7.3840729!2d38.4518533!1m5!1m1!1s0xd113d98aa227435:0xdbcc5fcbc41151f3!2m2!1d-6.8712888!2d38.1381825!1m5!1m1!1s0xd122ece26119d97:0x5369ead9e71a96f7!2m2!1d-6.3152969!2d37.6923171!1m5!1m1!1s0xd126c1114be6291:0x34f018621cfe5648!2m2!1d-5.9844589!2d37.3890924!1m5!1m1!1s0xd0d6e12f3c0a11b:0xde62a86256306be1!2m2!1d-5.5420421!2d36.9230994!1m5!1m1!1s0xd0d3143e258a279:0x94358021349a5ba2!2m2!1d-5.1612251!2d36.746209!1m5!1m1!1s0xd0cc0f52a2e26f3:0x50a332203e0d0690!2m2!1d-5.3494719!2d36.1682563!1m5!1m1!1s0xd0dc6e84844a39f:0x6dac3ef5f3d0ffea!2m2!1d-6.1260744!2d36.6850064!1m5!1m1!1s0xd11cfe6d744284b:0xd82baac110b40f83!2m2!1d-6.9447224!2d37.261421!3e0
  24. BA to launch LGW-YYZ

    Thanks Malcolm, I'm in 10K