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Kevin Michaels

condition zero crack file download Contributing columnist Kevin Michaels is managing director of AeroDynamic Advisory in Ann Arbor, Michigan.

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Aerospace OEMs need to look beyond shareholders.
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The top 10 countries account for 87% of world aerospace output, but will face a challenge by China as it tries to assert aerospace dominance.
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The world aerospace industry produced direct revenues of US$838 billion in 2017. This is the top line number from Aerodynamic Advisory and Teal Group’s joint research project.
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The OEM's latest vertical integration move is a bit of a head-scratcher.
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Booming demand, tariffs and geopolitics jeopardize aluminum and titanium supply for aerospace manufacturing.
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AHM once again is being touted as the next major MRO business, but it will not be a game-changing revenue opportunity in aviation.
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The potential rewards of vertically integrating must be balanced against notable risk.
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Airbus, Boeing and their peers are trying to avoid the aerospace equivalent of a “midlife crisis.”
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Conglomerates are prime targets because they have disparate business units—some with unrealized value—as well as redundant cost structures and excess fat.
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Boeing’s “MAX sandwich,” Comac’s lost opportunity, a boost for bizav and Airbus’s big market gain.
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There is virtually no overlap between the two companies, and OEMs may seek commercial concessions but are unlikely to block the transaction.
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Analysts say that aerospace manufacturing investments in low-cost countries peaked in the 2008-13 and declined significantly in the past three years.
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The additive manufacturing-bionic design combination is analogous to the introduction of composites four decades ago.
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More OEM vertical integration is coming, but so are new opportunities for suppliers, including non-traditional ones.
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Saudi efforts to drive out shale producers by boosting production lead to new techniques that keep prices down. But cheap fuel may hurt fleet renewals.
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