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Both models were actually in immediate
success with 1,226 firm orders for the A320
NEO
in
2011 (against 150 orders in 2010) and more than
1,000 commitments for Boeing’s B737
Max
. As far
as Bombardier is concerned, it is continuing the
development of the CSeries, whose commissioning is
scheduled for 2014.
Airbus has accelerated deliveries by pushing its monthly
rate from 36 to 38 aircraft last August, which allowed it
to improve the level of deliveries of its single-aisle range
with 421 aircraft against 401 in 2010. The European
manufacturer plans to rise to a pace of 40 aircraft
starting February 2012, and 42 in October. Boeing,
which delivered 372 aircraft in 2011 against 376 in
2010, announced that it would switch from a monthly
pace of 31.5 today to 35 early 2012.
Long-hauls and jumbos gaining
momentum
In the long-haul market, Boeing has reached a record
level of 200 net orders recorded this year for the B777.
As for the Airbus A330, it displays 83 net orders and is
announcing the delivery of 87 planes against 73 for the
B777 and 20 for the B767. Finally, in the large aircraft
market, the engine incident that took place on a Qantas
A380 at the end of 2010 has not disrupted deliveries
of the aircraft in 2011. The European manufacturer
even exceeded its target, delivering 26 aircraft (against
24 planned) against 18 in 2010. The B747-8, the new
version of Boeing’s “best seller”, experienced more
difficulties during its commissioning. However, the U.S.
manufacturer successfully delivered the first copy of
the freighter version in October. Boeing thus delivered
nine large aircraft in three months, which is an
I
nitiated in March 2011, the acquisition by LISI of
100% of the share capital of Creuzet Aéronautique
and Indraero-Siren and of their respective
subsidiaries Creuzet Polska, Creuset Morocco and
Indraero Morocco, was finalized in the middle
of the summer. The transaction, the largest ever
conducted by the Group, allows LISI to gain a critical
mass and increased visibility at most of its major
aircraft manufacturer customers.
Very high-tech parts
It also allows the LISI AEROSPACE division to
consolidate its expertise with the input of Creuzet’s
lines of business in the design and manufacture of
complex structural components, such as fuselage
parts, and in very high-tech mechanical components
such as leading edges for engine blades. The core
business of Creuzet and Indraero is based on
forming metals such as titanium, steel, stainless
steel or aluminum to obtain complex shapes,
whose elaboration and production require great
technological mastery.
Developing technological and commercial
synergies
The two companies partly share the same know-
how as the one implemented by LISI, such as
metallurgy in the broad sense, surface treatment
or the heat treatment of metals. Finally, they share
the same customers, which is a determining factor
of business synergies. Based in Marmande, Lot-et-
Garonne (France), Creuzet Aéronautique employs
a workforce of 700 and generates annual sales of
€60 million. Based in Argenton-sur-Creuse, Indre
(France), Indraero-Siren employs a workforce of
700 and generates annual sales of €50 million. The
sites of these companies were grouped into LISI
AEROSPACE’s Structural components arm. Since
July 2011, this double acquisition has generated
additional sales of €58.9 million for the Group,
representing six months of business activity.
The new
generations
of aircraft and
engines
, lighter
and more fuel-
efficient, accelerate
the pace of the
programs at aircraft
manufacturers
© Boeing