January 31, 2011
COATESVILLE, Connecticut - Sikorsky Aircraft Corp., a subsidiary of United Technologies Corp. (NYSE: UTX), has delivered two S-92® helicopters to airlift services provider AAR CORP., for operations in Afghanistan. AAR will perform passenger and cargo lift missions on behalf of the United States Transportation Command (USTRANSCOM), a government agency that provides transportation for the Department of Defense.
Both aircraft are certified by the Federal Aviation Administration (FAA) to simultaneously carry both passengers and cargo in the same cabin space.
“Deployment to Afghanistan is a tremendous opportunity for AAR and the U.S. Government to see what the multi-mission S-92 aircraft is capable of in some very challenging flight conditions at high altitude,” said Ed Beyer, vice president for Sikorsky Global Helicopters. “The unique interior configuration of these two aircraft also will give AAR greater mission flexibility to perform its utility and transport missions.”
The FAA certified an easily configurable interior with variable seating while carrying up to three 4 ft. sq.-sized cargo pallets secured to rings in the seat tracks and cabin walls to assure crashworthiness. For each pallet, Sikorsky developed a special fire containment cover to contain and suffocate flames, and added smoke detectors. To separate the passengers from cargo, Sikorsky designed a fabric partition, and added a fire extinguisher and Protective Breathing Equipment for passengers and crew.
AAR purchased the two S-92 aircraft following an October 2010 USTRANSCOM contract award valued at $450 million to provide up to five years of airlift service in Afghanistan. Both aircraft are expected to begin operations in Afghanistan during February 2011. AAR already operates 15 Sikorsky S-61N aircraft in various mission roles, including Afghanistan.
“We evaluated a number of alternatives before concluding that the Sikorsky S-92 helicopter was the best choice to meet the arduous demands of supporting tactical lift missions in remote and extremely harsh environments,” said Jeff Schloesser, president of AAR’s Airlift Group during an acceptance ceremony at Sikorsky Global Helicopter’s facility in Coatesville, Pa., where the aircraft are manufactured. “The selection came down to choosing the aircraft that best fulfills the requirements and enables us to offer reliability, responsiveness and the best long-term business case for the military.”
Sikorsky has delivered 129 S-92 helicopters since September 2004 to commercial customers in the oil and gas industry, search and rescue, VIP transport and utility sectors. During those six years, the worldwide S-92 aircraft fleet has accumulated 285,000 flight hours, a record for a commercial fleet of Sikorsky helicopters in a similar timeframe.
A military version of the S-92 airframe ─ the CH148 helicopter equipped for naval operations ─ is being designed and produced for the Canadian Government. Additionally, Sikorsky and Lockheed Martin have proposed a variant to the U.S. Navy for the next ‘Marine One’ helicopter fleet to transport the president of the United States. The standard S-92 aircraft includes a spacious cockpit with excellent exterior visibility, a stand-up cabin for up to 19 passengers, modern avionics with large NVG-compatible displays, a crashworthy fuel system separated from the passenger compartment, and a rear ramp for loading passengers or cargo.
The S-92 was certified to FAA/EASA harmonized Part 29 requirements, as amended through Amendment 47. The S-92 remains the only aircraft to have been certified to this rigorous airworthiness standard without exception or waiver.
Sikorsky Aircraft Corp., based in Stratford, Conn., is a world leader in helicopter design, manufacture, and service. United Technologies Corp., based in Hartford, Conn., provides a broad range of high technology products and support services to the aerospace and building systems industries.
PR
lunes, 31 de enero de 2011
Press releases of Airbus and Boeing about subsidies received by Boeing
Airbus: WTO RULING: BILLIONS IN BOEING SUBSIDIES DISTORT COMPETITION
Today’s World Trade Oganisation (WTO) decision confirms that Boeing has received massive and illegal government subsidies for many decades, and that they have had a significant and ongoing negative effect on European industry.
The final WTO-report to be publicly released in a few weeks can be expected to say:
1. Boeing would not have been able to launch the 787 without illegal subsidies.
2. Boeing has received at least $5 billion of US taxpayer dollars which has been determined illegal. Quantification of the additional subsides beyond this figure will take place in later stages of this dispute if Boeing chooses to pursue it.
3. An additional more than $2 billion in state and local subsidies that Boeing will receive in the future are illegal.
4. The effect of the subsidies is significantly larger than the face value of the subsidies in light of their particularly pervasive nature.
5. The pervasive subsidies have thoroughly distorted competition within the aviation industry, directly resulting in significant harm to the European aerospace industry.
6. The effect of these subsidies will continue in the future, putting Airbus at a significant disadvantage.
In concluding that Department of Defense (DoD) and NASA funding are illegal subsidies, the WTO decision will require fundamental changes to the US funding mechanisms.
The WTO decision will also confirm that Washington State and the City of Everett must stop subsidising Boeing. Unless stopped, these subsidies will increase annually through 2024.
The WTO can be expected to say that the billions in subsidies benefiting Boeing have a significantly greater distortive effect than the Reimbursable Loans to Airbus. Airbus estimates at least $45 billion as a realistic figure based on identified lost sales to Airbus as a result from the subsidies. Taking the cases together, the WTO will be seen to now have specifically green-lighted the continued use of loans in Europe and commanded Boeing to end its illegal R&D cash support from NASA, DoD and the US taxpayers.
“Airbus applauds the excellent result achieved by the European Commission and the Member States. From today, Boeing can no longer pretend that it doesn’t benefit from generous and illegal state subsidies. It has been doing so from the start and it’s time to stop the denial,” said Rainer Ohler, Airbus’ Head of Public Affairs and Communications. “We expect the WTO dispute to carry on for several more years and as in all trade conflicts, a resolution will only be reached through negotiations. The myth that Boeing doesn’t receive government aid is over and we hope this sets the tone for balanced and productive negotiations going forward.”
PR
Boeing Response to Public Reports Regarding the WTO's Final Ruling in DS 353
CHICAGO, Jan. 31, 2011 /PRNewswire/ -- Boeing (NYSE: BA) today released the following statement, responding to public reports that the WTO panel deciding European Union claims of U.S. government assistance to Boeing has issued a confidential final ruling rejecting the vast majority of Europe's claims:
"Today's reports confirm the interim news from last September that the WTO rejected almost all of Europe's claims against the United States, including the vast majority of its R&D claims – except for some $2.6 billion. This represents a sweeping rejection of the EU's claims.
"Nothing in today's reports even begins to compare to the $20 billion in illegal subsidies that the WTO found last June that Airbus/EADS has received (comprised of $15 billion in launch aid, $2.2 billion in equity infusions, $1.7 billion in infrastructure, and roughly $1.5 billion in R&D support).
"The WTO's decisions confirm that European launch aid stands alone as a massive illegal subsidy only available to Airbus, which has seriously harmed Boeing, distorted competition in the aerospace industry for decades, and resulted in the loss of tens of thousands of good-paying U.S. jobs.
"Today's decision will not require any change in policy or practice, or other remedy that comes close to approaching the billions of dollars of launch aid that must be repaid by Airbus or restructured on proven commercial terms. As a result of the June WTO ruling, EU governments and Airbus/EADS must repay or restructure $4 billion in still outstanding illegal launch aid subsidies Airbus received to develop the A380. They must also remedy the adverse effects of the additional $16 billion in other illegal subsidies Airbus received.
"Under the WTO's decisions, Airbus must now compete in the global marketplace without the massive illegal subsidies it has received since its inception and without which, the WTO held, Airbus would be 'a much different, and we believe a much weaker' company than it is today. It will be required to finance airplanes the same way Boeing does – with its own money. Having recently announced it has more than $13 billion dollars of cash on hand, Airbus should have no problem with this new requirement.
"Today's ruling underscores our confidence in the WTO processes and dispute-resolution procedures. We applaud the body for its work and continue to look to Airbus/EADS and the EU to recognize that in today's global market, everyone must play by the rules and abide by WTO requirements. Playing by the rules, for Airbus/EADS, means withdrawing the still-outstanding A380 prohibited launch aid subsidy and financing the A350 on commercial terms. Airbus should confirm its intention to comply with the WTO's decisions."
PR
Today’s World Trade Oganisation (WTO) decision confirms that Boeing has received massive and illegal government subsidies for many decades, and that they have had a significant and ongoing negative effect on European industry.
The final WTO-report to be publicly released in a few weeks can be expected to say:
1. Boeing would not have been able to launch the 787 without illegal subsidies.
2. Boeing has received at least $5 billion of US taxpayer dollars which has been determined illegal. Quantification of the additional subsides beyond this figure will take place in later stages of this dispute if Boeing chooses to pursue it.
3. An additional more than $2 billion in state and local subsidies that Boeing will receive in the future are illegal.
4. The effect of the subsidies is significantly larger than the face value of the subsidies in light of their particularly pervasive nature.
5. The pervasive subsidies have thoroughly distorted competition within the aviation industry, directly resulting in significant harm to the European aerospace industry.
6. The effect of these subsidies will continue in the future, putting Airbus at a significant disadvantage.
In concluding that Department of Defense (DoD) and NASA funding are illegal subsidies, the WTO decision will require fundamental changes to the US funding mechanisms.
The WTO decision will also confirm that Washington State and the City of Everett must stop subsidising Boeing. Unless stopped, these subsidies will increase annually through 2024.
The WTO can be expected to say that the billions in subsidies benefiting Boeing have a significantly greater distortive effect than the Reimbursable Loans to Airbus. Airbus estimates at least $45 billion as a realistic figure based on identified lost sales to Airbus as a result from the subsidies. Taking the cases together, the WTO will be seen to now have specifically green-lighted the continued use of loans in Europe and commanded Boeing to end its illegal R&D cash support from NASA, DoD and the US taxpayers.
“Airbus applauds the excellent result achieved by the European Commission and the Member States. From today, Boeing can no longer pretend that it doesn’t benefit from generous and illegal state subsidies. It has been doing so from the start and it’s time to stop the denial,” said Rainer Ohler, Airbus’ Head of Public Affairs and Communications. “We expect the WTO dispute to carry on for several more years and as in all trade conflicts, a resolution will only be reached through negotiations. The myth that Boeing doesn’t receive government aid is over and we hope this sets the tone for balanced and productive negotiations going forward.”
PR
Boeing Response to Public Reports Regarding the WTO's Final Ruling in DS 353
CHICAGO, Jan. 31, 2011 /PRNewswire/ -- Boeing (NYSE: BA) today released the following statement, responding to public reports that the WTO panel deciding European Union claims of U.S. government assistance to Boeing has issued a confidential final ruling rejecting the vast majority of Europe's claims:
"Today's reports confirm the interim news from last September that the WTO rejected almost all of Europe's claims against the United States, including the vast majority of its R&D claims – except for some $2.6 billion. This represents a sweeping rejection of the EU's claims.
"Nothing in today's reports even begins to compare to the $20 billion in illegal subsidies that the WTO found last June that Airbus/EADS has received (comprised of $15 billion in launch aid, $2.2 billion in equity infusions, $1.7 billion in infrastructure, and roughly $1.5 billion in R&D support).
"The WTO's decisions confirm that European launch aid stands alone as a massive illegal subsidy only available to Airbus, which has seriously harmed Boeing, distorted competition in the aerospace industry for decades, and resulted in the loss of tens of thousands of good-paying U.S. jobs.
"Today's decision will not require any change in policy or practice, or other remedy that comes close to approaching the billions of dollars of launch aid that must be repaid by Airbus or restructured on proven commercial terms. As a result of the June WTO ruling, EU governments and Airbus/EADS must repay or restructure $4 billion in still outstanding illegal launch aid subsidies Airbus received to develop the A380. They must also remedy the adverse effects of the additional $16 billion in other illegal subsidies Airbus received.
"Under the WTO's decisions, Airbus must now compete in the global marketplace without the massive illegal subsidies it has received since its inception and without which, the WTO held, Airbus would be 'a much different, and we believe a much weaker' company than it is today. It will be required to finance airplanes the same way Boeing does – with its own money. Having recently announced it has more than $13 billion dollars of cash on hand, Airbus should have no problem with this new requirement.
"Today's ruling underscores our confidence in the WTO processes and dispute-resolution procedures. We applaud the body for its work and continue to look to Airbus/EADS and the EU to recognize that in today's global market, everyone must play by the rules and abide by WTO requirements. Playing by the rules, for Airbus/EADS, means withdrawing the still-outstanding A380 prohibited launch aid subsidy and financing the A350 on commercial terms. Airbus should confirm its intention to comply with the WTO's decisions."
PR
domingo, 30 de enero de 2011
#Empleo: Ingeniero de Calculo (stress engineer) sector Aeronáutico (Airbus) para Madrid
Empresa IDAERO (www.idaero.es)
Ingeniero de Calculo
Experiencia:
2-3 años en calculo estático y analítico de estructuras aeronáuticas. En programas de Airbus.
Conocimientos:
Procedimeintos de Airbus, programas de elementos finitos, tipo Nastras, Patran, Abaqus. Bibliografia de referencia del sector
Lugar de trabajo:
Madrid
Tipo de contrato:
Por proyecto o indefinido, segun valía del candidato
Salario:
Experiencia:
2-3 años en calculo estático y analítico de estructuras aeronáuticas. En programas de Airbus.
Conocimientos:
Procedimeintos de Airbus, programas de elementos finitos, tipo Nastras, Patran, Abaqus. Bibliografia de referencia del sector
Lugar de trabajo:
Madrid
Tipo de contrato:
Por proyecto o indefinido, segun valía del candidato
Salario:
26000-32000 Segun valía del candidato
Contacto:
Telf: 91-1107399
Móvil: 627839660
viernes, 28 de enero de 2011
jueves, 27 de enero de 2011
Boeing Expands Training Capability in Europe
SEATTLE, Jan. 27, 2011 /PRNewswire/ -- Boeing (NYSE: BA) Training & Flight Services has signed a long-term agreement with Blue1 to provide 717 training capabilities in Stockholm, Sweden, beginning the first quarter of 2011. Blue1 is a Scandinavian Airlines' subsidiary based in Helsinki, Finland.
"Enhancing safe and efficient flight operations, with cost-effective solutions implemented closer to our customer's home bases is our main priority," said Roei Ganzarski, chief customer officer, Boeing Training & Flight Services. "Through this partnership with Blue1, we are bringing our 717 training programs closer to our customers."
Blue1 operates five Boeing 717s with an additional four scheduled to enter its fleet by the end of March 2011. "As we transitioned to the 717, it became increasingly clear that we would benefit from a regional 717 training solution," said Mr. Heikki Setala, head of Flight Operations, Blue1. "Boeing, as the original manufacturer of our airplanes, was wholly supportive of our needs and provided an overall cost-reducing solution."
The European Aviation Safety Agency-certified 717 full-flight simulator will be relocated from Boeing's Atlanta campus to a training center in Stockholm. Boeing will continue to support its customers with 717 solutions in North America and Asia Pacific.
Under the terms of the agreement, Boeing continues to hold the exclusive license to market the Stockholm-based 717 training capacity to third parties.
Boeing Training & Flight Services offers comprehensive training solutions worldwide through its global network of campuses and other locations that best serve its customers' needs.
The Boeing 717 is a proven and reliable 100-seat jetliner, with more than 125 in active service with airlines today.
Récord de entregas de aviones corporativos de Airbus
La suma total de pedidos eleva el número de aviones a 170 unidades
Blagnac, 27 enero 2011
Airbus entregó 15 aviones corporativos en 2010 valorados en más de 1.500 millones de dólares, estableciendo un nuevo récord en el sector. Los aviones entregados incluyen 13 A318 Elite, Airbus Corporate Jetliners (ACJ) y A320 Prestige, además de dos aviones de fuselaje ancho A330/340 VIP.
Airbus consiguió también ocho nuevos pedidos en 2010, siete A318 Elite/ Airbus ACJ/ Familia A320 Prestige, más un A330/A340, de fuselaje ancho, situando la cifra total de aviones corporativos encargados en 170.
Tanto los aviones entregados como los encargados corresponden a clientes y operadores de la región de Asia, Europa y Oriente Medio, para dar servicio a clientes privados y gobiernos.
“Los aviones corporativos son un indicador desapercibido del éxito y crecimiento de las empresas, y contribuyen a la gestión de los asuntos de gobierno. La moderna flota de Airbus es un factor clave en ambos sectores”, señaló John Leahy, director del Área de Clientes de Airbus.
“El mercado de nuestros aviones corporativos crece cada vez más en todo el mundo a medida que más y más clientes reconocen la mayor capacidad y ventajas que ofrecen en comparación con los aviones de negocios tradicionales”, añadió.
Durante el año pasado, Airbus ha visto crecer la demanda de sus aviones VIP llegando a entregar más de 15 A318 Elite, Airbus ACJ y A320 Prestige, disponibles con más de diez operadores en América, Asia-Pacífico, Europa y Oriente Medio.
Los aviones de negocios de Airbus pueden transportar más pasajeros que los aviones de negocios tradicionales, además disponen de cabinas aproximadamente dos veces más anchas y ofrecen un inigualable confort, espacio y libertad de movimiento. Todas estas características convierten a los aviones corporativos de Airbus en la mejor elección para transportar equipos de negocios, familias numerosas y delegaciones de gobierno.
El continuo crecimiento de los aviones corporativos de Airbus para vuelos VIP es una muestra de los beneficios que ofrecen, y subraya su atractivo como una alternativa para viajar y para un uso ocasional.
Aunque sus cabinas son mucho más anchas, los aviones de negocios de Airbus tienen una longitud y envergadura similares a las de los aviones corporativos tradicionales, pudiendo despegar y aterrizar en las mismas pistas, y ofreciendo un mayor valor para una inversión similar.
Airbus dispone de la más moderna y completa familia de aviones corporativos que operan en todos los continentes, incluida la Antártida.
eads
Blagnac, 27 enero 2011
Airbus entregó 15 aviones corporativos en 2010 valorados en más de 1.500 millones de dólares, estableciendo un nuevo récord en el sector. Los aviones entregados incluyen 13 A318 Elite, Airbus Corporate Jetliners (ACJ) y A320 Prestige, además de dos aviones de fuselaje ancho A330/340 VIP.
Airbus consiguió también ocho nuevos pedidos en 2010, siete A318 Elite/ Airbus ACJ/ Familia A320 Prestige, más un A330/A340, de fuselaje ancho, situando la cifra total de aviones corporativos encargados en 170.
Tanto los aviones entregados como los encargados corresponden a clientes y operadores de la región de Asia, Europa y Oriente Medio, para dar servicio a clientes privados y gobiernos.
“Los aviones corporativos son un indicador desapercibido del éxito y crecimiento de las empresas, y contribuyen a la gestión de los asuntos de gobierno. La moderna flota de Airbus es un factor clave en ambos sectores”, señaló John Leahy, director del Área de Clientes de Airbus.
“El mercado de nuestros aviones corporativos crece cada vez más en todo el mundo a medida que más y más clientes reconocen la mayor capacidad y ventajas que ofrecen en comparación con los aviones de negocios tradicionales”, añadió.
Durante el año pasado, Airbus ha visto crecer la demanda de sus aviones VIP llegando a entregar más de 15 A318 Elite, Airbus ACJ y A320 Prestige, disponibles con más de diez operadores en América, Asia-Pacífico, Europa y Oriente Medio.
Los aviones de negocios de Airbus pueden transportar más pasajeros que los aviones de negocios tradicionales, además disponen de cabinas aproximadamente dos veces más anchas y ofrecen un inigualable confort, espacio y libertad de movimiento. Todas estas características convierten a los aviones corporativos de Airbus en la mejor elección para transportar equipos de negocios, familias numerosas y delegaciones de gobierno.
El continuo crecimiento de los aviones corporativos de Airbus para vuelos VIP es una muestra de los beneficios que ofrecen, y subraya su atractivo como una alternativa para viajar y para un uso ocasional.
Aunque sus cabinas son mucho más anchas, los aviones de negocios de Airbus tienen una longitud y envergadura similares a las de los aviones corporativos tradicionales, pudiendo despegar y aterrizar en las mismas pistas, y ofreciendo un mayor valor para una inversión similar.
Airbus dispone de la más moderna y completa familia de aviones corporativos que operan en todos los continentes, incluida la Antártida.
eads
Lockheed Martin Announces Fourth Quarter 2010 Results
BETHESDA, Md. , January 27th, 2011 --
Lockheed Martin Corporation (NYSE: LMT) today reported fourth quarter 2010 net sales of $12.8 billion, compared to $12.2 billion in 2009. Earnings from continuing operations for the fourth quarter of 2010 were $829 million, or $2.30 per diluted share, compared to $836 million, or $2.19 per diluted share, in 2009. During the fourth quarter of 2010, the Corporation incurred an unusual charge of $42 million ($27 million after-tax, or $0.08 per share) related to a previously announced facilities consolidation within Mission Systems & Sensors (MS2), a line of business in Electronic Systems. The fourth quarter of 2010 also included a reduction of income tax expense related to the extension of the Research and Development (R&D) tax credit and additional benefits from U.S. manufacturing deductions. The fourth quarter of 2009 included an unusual tax benefit from the resolution of an IRS examination, which increased earnings from continuing operations by $11 million, or $0.03 per share. Cash from operations in the fourth quarter of 2010 was $160 million, after making $840 million in discretionary contributions to the Corporation’s pension trust. Cash from operations in the fourth quarter of 2009 was ($605) million, after making $1.5 billion in discretionary contributions to the Corporation’s pension trust. “We had a solid fourth quarter, marked by robust bookings and excellent cash generation,” said Bob Stevens, Chairman and CEO. “For the year, sales and backlog grew. Combined with strong cash flow, I believe it was very solid performance in a very demanding year. Looking ahead, our employees are focused on providing increasingly affordable solutions to our customers and continuing strong financial results for our shareholders.” Divestitures Update On Nov. 23, 2010, the Corporation announced that it had completed the divestiture of its Enterprise Integration Group (EIG) business. Earnings from discontinued operations for the fourth quarter of 2010 include a $184 million ($0.51 per share) gain from the sale of EIG. Operating results for EIG are included in discontinued operations for all periods presented. The Corporation received $815 million in gross proceeds and paid $260 million in tax payments related to the transaction in the quarter. As previously announced on June 2, 2010, the Corporation plans to divest most of Pacific Architects and Engineers, Inc. (PAE), a business within Information Systems & Global Solutions (IS&GS). As a result, operating results for PAE are included in discontinued operations for all periods presented and its assets and liabilities are classified as held for sale on the balance sheet as of Dec. 31, 2010. The plan to divest PAE is a result of customers seeking a different mix of services that do not fit with the Corporation’s long-term strategy. The Corporation expects to announce a transaction to sell PAE in the first quarter of 2011. Summary Reported Results The following table presents the Corporation’s results for the periods referenced in accordance with generally accepted accounting principles (GAAP):
2011 Financial Outlook The following table and other sections of this press release contain forward-looking statements, which are based on the Corporation’s current expectations. Actual results may differ materially from those projected. It is the Corporation's practice not to incorporate adjustments to its outlook for proposed acquisitions, divestitures, joint ventures, or unusual items until such transactions have been consummated. See the “Forward-Looking Statements” discussion contained in this press release.
Cash Deployment Strategy The Corporation continued to execute its cash deployment strategy in 2010 by:
The Corporation operates in four principal business segments: Aeronautics; Electronic Systems; IS&GS; and Space Systems. The segment results and discussions that follow reflect the previously discussed exclusion of PAE and EIG from IS&GS’ results as they are both reported as discontinued operations. Operating profit for the business segments includes equity earnings (losses) from their investments, because the operating activities of the investees are closely aligned with the operations of those segments. The Corporation’s largest equity investments are United Launch Alliance (ULA) and United Space Alliance (USA), both of which are part of Space Systems. The following table presents the operating results of the four business segments and reconciles these amounts to the Corporation’s consolidated financial results.
Volume refers to increases or decreases in sales resulting from varying production activity levels, deliveries, or service levels on individual contracts. Volume changes typically include a corresponding change in operating profit based on the estimated profit rate at completion of a particular contract for design, development and production activities. Performance generally refers to changes in contract profit booking rates. These changes to contracts for products usually relate to profit recognition associated with revisions to total estimated costs at completion of the contracts that reflect improved (or deteriorated) operating or award fee performance on a particular contract. Changes in contract profit booking rates on contracts for products are recognized by recording adjustments in the current period for the inception-to-date effect of the changes on current and prior periods. Recognition of the inception-to-date adjustment in the current or prior periods may affect the comparison of segment operating results. Aeronautics
Operating profit for Aeronautics decreased by 4 percent for the fourth quarter of 2010 from the comparable 2009 period. A decline in operating profit in Combat Aircraft partially was offset by an increase in Air Mobility while operating profit in Other Aeronautics Programs essentially was unchanged. The $50 million decrease in Combat Aircraft’s operating profit primarily was due to lower volume and a decrease in the level of favorable performance adjustments on F-22, F-16 and other combat aircraft programs in 2010. These declines partially were offset by higher volume on F-35 production contracts. The $10 million increase in Air Mobility operating profit primarily was due to higher volume on C-130J support activities, which partially was offset by a lower level of favorable performance adjustments on C-130J deliveries in 2010. The remaining change in operating profit is attributable to an increase in other income, net between the comparable periods. Net sales for Aeronautics increased by 8 percent for the year ended Dec. 31, 2010 from the comparable 2009 period. Sales increased in all three lines of business during the year. The $800 million increase in Air Mobility primarily was attributable to higher volume on C-130J programs, including deliveries and support activities, as well as higher volume on the C-5 RERP. There were 25 C-130J deliveries in 2010 compared to 16 in 2009. The $179 million increase in Combat Aircraft principally was due to higher volume on F-35 production contracts, which partially was offset by lower volume on the F-35 SDD contract and a decline in volume on F-16, F-22 and other combat aircraft programs. There were 20 F-16 deliveries in 2010 compared to 31 in 2009. The $55 million increase in Other Aeronautics Programs mainly was due to higher volume on P-3 and advanced development programs, which partially were offset by a decline in volume on sustainment activities. Operating profit for Aeronautics decreased by 5 percent for the year ended Dec. 31, 2010 from the comparable 2009 period. A decline in operating profit in Combat Aircraft partially was offset by increases in Other Aeronautics Programs and Air Mobility. The $149 million decrease in Combat Aircraft’s operating profit primarily was due to lower volume and a decrease in the level of favorable performance adjustments on the F-22 program, the F-35 SDD contract and F-16 and other combat aircraft programs in 2010. These decreases more than offset increased operating profit resulting from higher volume and improved performance on F-35 production contracts in 2010. The $35 million increase in Other Aeronautics Programs mainly was attributable to higher volume and improved performance on P-3 and advanced development programs as well as an increase in the level of favorable performance adjustments on sustainment activities in 2010. The $19 million increase in Air Mobility operating profit primarily was due to higher volume and improved performance in 2010 on C-130J support activities, which more than offset a decrease in operating profit due to a lower level of favorable performance adjustments on C-130J deliveries in 2010. The remaining change in operating profit is attributable to an increase in other income, net between the comparable periods. The Aeronautics 2010 operating margins have decreased when compared to 2009. The operating margin decrease reflects the life cycles of our significant programs. Specifically, Aeronautics is performing more development and initial production work on the F-35 program and is performing less work on more mature programs such as the F-22 and F-16. Development and initial production contracts yield lower profits than mature full rate programs. Accordingly, while net sales increased in 2010 relative to 2009, operating profit decreased and consequently operating margins have declined. Electronic Systems
Operating profit for Electronic Systems increased by 5 percent for the quarter ended Dec. 31, 2010 from the comparable 2009 period. During the quarter, operating profit increases at M&FC and GT&L more than offset a decline at MS2. The $50 million increase at M&FC primarily was due to higher volume and improved performance in 2010 on certain tactical missile programs. The $10 million increase at GT&L primarily was attributable to higher volume on readiness and stability operations and improved performance on simulation & training programs, which partially were offset by lower volume and performance on other logistics programs. The $42 million decrease at MS2 primarily was attributable to lower volume and performance on undersea warfare and performance on surface naval warfare programs in 2010. These decreases partially were offset by improved performance in 2010 on ship & aviation system programs. Net sales for Electronic Systems increased by 6 percent for the year ended Dec. 31, 2010 from the comparable 2009 period. Sales increased in all three lines of business during the year. The $421 million increase at GT&L primarily was due to growth on readiness and stability operations, which partially was offset by lower volume on simulation & training programs. The $316 million increase at M&FC primarily was due to higher volume on tactical missile and air defense programs, which partially was offset by a decline in volume on fire control systems. The $94 million increase at MS2 mainly was due to higher volume on surface naval warfare, ship & aviation systems, and radar systems programs, which partially was offset by lower volume on undersea warfare programs. Operating profit for Electronic Systems increased by 3 percent for the year ended Dec. 31, 2010 from the comparable 2009 period. Operating profit increases at M&FC and GT&L more than offset a decline at MS2. The $73 million increase at M&FC mainly was due to higher volume and improved performance on certain tactical missile programs and higher volume on air defense programs. The $23 million increase at GT&L primarily was attributable to higher volume on readiness and stability operations and improved performance on simulation and training programs. These increases more than offset declines due to lower volume and performance on other logistics programs and the absence in 2010 of a benefit recognized in the first quarter of 2009 from favorably resolving a contract matter at simulation & training programs. The $44 million decrease in operating profit at MS2 mainly was due to lower volume and performance on undersea warfare programs and a decrease in the level of favorable performance adjustments on surface naval warfare programs in 2010. These declines partially were offset by higher volume and improved performance on ship & aviation systems and radar systems programs in 2010. Information Systems & Global Solutions
Operating profit for IS&GS decreased by 2 percent for the quarter ended Dec. 31, 2010 from the comparable 2009 period. During the quarter, operating profit declined in Defense and essentially was unchanged in Intelligence and Civil. The $9 million decrease in operating profit at Defense primarily was attributable to a decrease in the level of favorable performance adjustments in 2010 on mission and combat systems activities. Net sales for IS&GS increased by 4 percent for the year ended Dec. 31, 2010 from the comparable 2009 period. Sales increased in Civil and Defense but declined in Intelligence during the year. Civil increased $437 million principally due to higher volume on enterprise civilian services. Defense sales increased $20 million primarily due to higher volume on mission and combat systems activities. The $106 million decline in Intelligence programs mainly was due to lower volume on security solutions. Operating profit for IS&GS decreased by 1 percent for the year ended Dec. 31, 2010 from the comparable 2009 period. For the year, operating profit declines in Defense more than offset an increase in Civil, while operating profit at Intelligence essentially was unchanged. The $27 million decrease in operating profit at Defense primarily was attributable to a decrease in the level of favorable performance adjustments on mission and combat systems activities in 2010. The $19 million increase in Civil principally was due to higher volume on enterprise civilian services. Space Systems
Operating profit for Space Systems decreased by 7 percent for the quarter ended Dec. 31, 2010 from the comparable 2009 period. During the quarter, operating profit declined in Satellites and essentially was unchanged in Space Transportation and S&DMS. Satellites’ operating profit decreased $17 million primarily due to lower volume and a decline in the level of favorable performance adjustments on government satellite programs in 2010, which partially was offset by higher volume on commercial satellite programs. Equity earnings represented 23 percent of operating profit at Space Systems in the fourth quarter of 2010 compared to 15 percent in the fourth quarter of 2009. Net sales for Space Systems decreased by 5 percent for the year ended Dec. 31, 2010 from the comparable 2009 period. Sales declined in all three lines of business during the year. The $253 million decrease in Space Transportation principally was due to lower volume on the space shuttle external tank, commercial launch vehicle activity and other human space flight programs, which partially were offset by higher volume on the Orion program. There were no commercial launches in 2010 compared to one commercial launch in 2009. S&DMS sales declined $147 million principally due to lower volume on defensive missile programs. The $8 million sales decline in Satellites primarily was attributable to lower volume on commercial satellites, which partially were offset by higher volume on government satellite activities. There was one commercial satellite delivery in 2010 and one commercial satellite delivery in 2009. Operating profit for Space Systems was unchanged for the year ended Dec. 31, 2010 from the comparable 2009 period. Growth in Space Transportation’s operating profit was more than offset by a decline in Satellites’ operating profit. S&DMS operating profit was relatively unchanged between periods. The $21 million increase in Space Transportation mainly was attributable to higher equity earnings on the ULA and USA joint ventures and higher volume on the Orion program, which partially were offset by lower volume on the space shuttle’s external tank program. Satellites’ operating profit decreased $23 million primarily due to lower volume and performance on commercial satellite programs, which partially was offset by higher volume and improved performance on government satellite programs in 2010. Equity earnings represented 27 percent of operating profit at Space Systems in 2010, compared to 22 percent in 2009. Unallocated Corporate Expense, Net
For purposes of segment reporting, unusual items are included in “Unallocated corporate expense, net”: 2010 –
The Corporation’s effective income tax rates from continuing operations were 22.5 percent and 30.9 percent for the quarter and year ended Dec. 31, 2010, and 29.4 percent and 29.1 percent for the quarter and year ended Dec. 31, 2009. These rates were lower than the statutory rate of 35 percent for all periods due to tax deductions for U.S. manufacturing activities and dividends related to our employee stock ownership plan. The effective rates for the comparable periods were also impacted by the following items: 2010 –
Discontinued operations includes the operating results for PAE and EIG for all periods presented. The fourth quarter and year-to-date 2010 amounts also include a $184 million after-tax gain on the sale of EIG. Headquartered in Bethesda, Md., Lockheed Martin is a global security company that employs about 132,000 people worldwide and is principally engaged in the research, design, development, manufacture, integration and sustainment of advanced technology systems, products and services. The Corporation’s 2010 sales from continuing operations were $45.8 billion.  NEWS MEDIA CONTACT: Jeff Adams, 301/897-6308 INVESTOR RELATIONS CONTACT: Jerry Kircher, 301/897-6584 Web site: www.lockheedmartin.com Conference call: Lockheed Martin will webcast the earnings conference call (listen-only mode) at 3:00 p.m. E.T. on Jan. 27, 2011. A live audio broadcast, including relevant charts, will be available on the Investor Relations page of the company’s web site at: http://www.lockheedmartin.com/investor. FORWARD-LOOKING STATEMENTS Statements in this release that are "forward-looking statements" are based on Lockheed Martin’s current expectations and assumptions. Forward-looking statements in this release include estimates of future sales, earnings and cash flow. These statements are not guarantees of future performance and are subject to risks and uncertainties. Actual results could differ materially due to factors such as:
It is the Corporation’s policy to only update or reconfirm its financial projections by issuing a press release. The Corporation generally plans to provide a forward-looking outlook as part of its quarterly earnings release but reserves the right to provide an outlook at different intervals or to revise its practice in future periods. All information in this release is as of Jan. 26, 2011. Lockheed Martin undertakes no duty to update any forward-looking statement to reflect subsequent events, actual results or changes in the Corporation’s expectations. The Corporation also disclaims any duty to comment upon or correct information that may be contained in reports published by investment analysts or others. RETURN ON INVESTED CAPITAL (ROIC) The Corporation believes that reporting ROIC provides investors with greater visibility into how effectively Lockheed Martin uses the capital invested in its operations. The Corporation uses ROIC to evaluate multi-year investment decisions and as a long-term performance measure, and also uses ROIC as a factor in evaluating management performance for incentive compensation purposes. The Corporation calculates ROIC as follows: Net earnings plus after-tax interest expense divided by average invested capital (stockholders’ equity plus debt), after adjusting stockholders’ equity by adding back adjustments related to postretirement benefit plans.
1 Represents after-tax interest expense utilizing the federal statutory rate of 35 percent. Interest expense is added back to net earnings as it represents the return to debt holders. Debt is included as a component of average invested capital. 2 Debt consists of long-term debt, including current maturities, and short-term borrowings (if any). 3 Equity includes non-cash adjustments, primarily to recognize the funded / unfunded status of the Corporation’s benefit plans. 4 Average Benefit Plan Adjustments reflect the cumulative value of entries identified in the Corporation’s Statements of Stockholders’ Equity discussed in Note 3 above. 5 Yearly averages are calculated using balances at the start of the year and at the end of each quarter. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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