179.30 +0.38 (0.21%)
After hours: 7:59PM EDT
|Bid||179.33 x 900|
|Ask||179.35 x 1000|
|Day's range||178.65 - 185.07|
|52-week range||89.00 - 391.00|
|Beta (5Y monthly)||1.47|
|PE ratio (TTM)||N/A|
|Forward dividend & yield||N/A (N/A)|
|Ex-dividend date||13 Feb 2020|
|1y target est||N/A|
(Bloomberg Opinion) -- In the mid-1960s, Singapore was a poor island that had to go it alone, without natural resources in a region buffeted by the Vietnam War and political tumult in Indonesia. When Lee Kuan Yew established the city-state in 1965, he used a take-no-prisoners approach to carve Southeast Asia’s most successful container port and a regional business center from inauspicious beginnings. His son, who became the country’s third leader, was barely a teenager at the time.Now Prime Minister Lee Hsien Loong runs a very different Singapore, one with secure borders and multinational companies in a region buoyed by decades of robust growth. The republic guards its prosperity with utmost caution. Yet the People’s Action Party, founded by Lee’s father, goes into an election Friday with a slate of challenges that require outside-the-box solutions: containing the coronavirus while restoring the economy, maintaining growth amid low birth rates and an aging society, and navigating the fraying relationship between major economic partners, China and the U.S.Lee, 68, has signaled he will step down in a few years to make way for a fourth generation of PAP officials, known across the city as “4-G.” This rising cohort is mostly composed of ministers who were either small children or unborn when Singapore divorced acrimoniously from Malaysia, and share little or no memory of its founding as a sovereign nation. They also know no administration other than their own party, which was formed in the mid 1950s and has governed since independence. The perils and potential promise of the pandemic era mean another wrenching reinvention. Future leaders may need the pluck, ruthlessness and readiness to break old models in order to create opportunities and head off catastrophes that lie ahead. Managing success is necessary; it may not be sufficient.The coronavirus has brought the worst recession since the heady and desperate days of independence. Lee said Monday he wants to see a path to revival before passing the baton: “I am determined to hand over Singapore, intact and in good working order, to the next team.” Heng Swee Keat, 59, his deputy and finance minister, is widely seen as Lee’s successor. Band members include Chan Chun Sing, 50, minister for trade and industry, and 47-year-old Lawrence Wong, minister for national development and one of the main faces of the struggle against the disease. The most pressing item on the 4-G agenda will be containing the pandemic. The economy is gradually reopening after two months of lockdown, which curtailed the spread of the disease and limited deaths, but took a heavy toll. Gross domestic product will shrink as much as 7% this year, according to the government.Initial plaudits for Singapore's handling of the virus gave way to concerns about outbreaks in dormitories housing migrant workers, which account for the vast majority of the country’s 44,983 cases as of Monday. The surge in this community has resurfaced the longstanding debate about immigration and the role of foreigners in the economy.Headlines at the end of last week were dominated by claims and strenuous rebuttals that Heng, the deputy prime minister, had toyed with the idea of boosting Singapore's population to 10 million. The country has grown about 40% since 2000 to 5.7 million, and residents already complain about crowded public transport, foreigners taking jobs they say ought to go to locals, and housing costs. Heng denied that the government targeted this figure, and said the population is likely to be below 6.9 million by 2030.The Singapore Democratic Party, which linked Heng to the 10 million headcount, defended the raising the issue and said figures like that had been “floating around,” the Straits Times reported. Last week, another opposition group, the Progress Party Singapore, pressed the government on how many white-collar employees and technicians had jobs displaced by foreigners.Singapore doesn’t allow opinion polls. Most analysts anticipate the PAP will again win; the focus of attention is on the size of the margin. In the 2015 election, the PAP garnered about 70% of the vote. For only the second time, all 93 parliamentary seats will be contested by at least two parties.Squabbles about population are, to a degree, debates about how to manage a win. Like most countries with a first-world standard of living, Singapore's fertility rate is at a record low. Citizens have the longest life expectancy in the world at nearly 85 years. Demographic pressures like these help explain why the country relies on hundreds of thousands of migrants to keep the place running, as I’ve written.Assuaging voters while maintaining the openness that has served Singapore so well is a tricky balance. After the PAP’s showing in the 2011 election dipped, the government took steps to pare back foreign workers. During this year’s campaign, ministers have emphasized their attention to the domestic labor market, but appear loath to pull up the drawbridge. More tinkering, rather than a broad brush solution, seems likely. The 4-G leadership will also have to reconsider whether geography, once a trump card, can still be leveraged with globalization at a standstill. Two icons established by Lee Kuan Yew, Changi Airport and Singapore Airlines Ltd., face threats exacerbated by Covid-19’s restrictions. Both rose to prominence in the era of the Boeing 747 that democratized air travel. Singapore was well situated as a stop on the “kangaroo route” between the U.K. and the antipodes. Now, that supremacy is challenged by Middle Eastern carriers and revved up hubs in places like Dubai and Qatar.Meanwhile, Singapore’s advantages as a port and trading center in the Straits of Malacca might diminish because of melting polar ice and commercial conflict between Beijing and Washington. Throw in curbs on travel and border restrictions owing to the pandemic and it’s a very tough brew — all of which raise the question of what comes next. In recent years, the government has tried to position the city-state as a hub for advanced technology, investing in robotics, artificial intelligence and biotech.In a 2018 book, “Singapore, Singapura: From Miracle to Complacency,” Nicholas Walton, a former journalist, recognizes the country's achievements but questions whether the incentives are big enough for a thorough reinvention: “Like a dinghy facing a storm on the high seas, this small country had to feed off a sense of vulnerability to survive,” he wrote. “That was easy enough when the roof was made of attap palms and you had every reason to mistrust the neighbors. But now, cossetted by air conditioning and rain-proof walkways… it is harder to retain that hunger and vulnerability.”The coming era presents challenges of a different kind and magnitude than 4-G officials faced when they were youngsters. History suggests they will try to find a technocratic and pragmatic way to finesse or defuse them. Lee Kuan Yew moved fast and broke things; he was unafraid to challenge the status quo. The heirs to the Singapore he created may need more of his moxie to navigate the world the coronavirus. This column does not necessarily reflect the opinion of the editorial board or Bloomberg LP and its owners.Daniel Moss is a Bloomberg Opinion columnist covering Asian economies. Previously he was executive editor of Bloomberg News for global economics, and has led teams in Asia, Europe and North America.For more articles like this, please visit us at bloomberg.com/opinionSubscribe now to stay ahead with the most trusted business news source.©2020 Bloomberg L.P.
Boeing Co <BA.N> has reached settlement agreements in more than 90% of the wrongful death claims filed in federal court after the 2018 crash of a Lion Air 737 MAX in Indonesia that killed all 189 people on board, a court filing on Tuesday said. The fatal crash, followed within five months by another 737 MAX jetliner in Ethiopia, led to the worldwide grounding of the best-selling model and a corporate crisis that has included hundreds of lawsuits alleging the jet was unsafe and separate probes by the Justice Department and U.S. lawmakers.
(Bloomberg Opinion) -- Robin King, this week's guest on Masters in Business, didn't expect to be involved with the Naval Special Warfare program. When her photographer husband followed his older brother into the Navy Seals program, King, decided to put her business degree to good use. (Her past employers were Walt Disney and McDonnell Douglas, later bought by Boeing).She began working in the finance department of a nonprofit serving the special warfare community. Then a $100,000 donation came in with a small catch: It had to go to an IRS- recognized, tax-deductible organization. Thus, the Navy SEAL Foundation was born.King began in the finance department, eventually becoming chief financial officer and then chief executive officer. The organization provides critical support and assistance to the Naval Special Warfare community and its families.King discusses the balance that all special forces spouses seem to adapt to: being both independent when your spouse goes off to battle, yet part of a larger community supporting families through trauma and tragedy. She discusses why she (and other special forces wives and husbands) don’t stress out while their spouses are in harm’s ways: Their equipment, training, planning and leadership are so good it imbues them all with a reassuring sense of confidence in their team and their own abilities. It is not just that they like their chances, it is that they have done everything possible to tilt the odds in their own favor.Her favorite books are here; a transcript of our conversation is here.You can stream and download our full conversation, including the podcast extras on iTunes, Spotify, Overcast, Google, Bloomberg and Stitcher. All of our earlier podcasts on your favorite pod hosts can be found here.Next week, we speak with Martin Franklin of Mariposa Capital. Franklin has founded and run numerous companies, including Element Solutions Inc. and Jarden Corp., since acquired by Newell Brands. He has also created more than a dozen special purpose acquisition companies, co-investing with money managers such as Bill Ackman of Pershing Square Capital.This column does not necessarily reflect the opinion of the editorial board or Bloomberg LP and its owners.Barry Ritholtz is a Bloomberg Opinion columnist. He is chairman and chief investment officer of Ritholtz Wealth Management, and was previously chief market strategist at Maxim Group. He is the author of “Bailout Nation.”For more articles like this, please visit us at bloomberg.com/opinionSubscribe now to stay ahead with the most trusted business news source.©2020 Bloomberg L.P.
The 737 Max could be carrying passengers again this year, and Intel faces competition in the PC and server chip markets.
Investors need to pay close attention to Boeing (BA) stock based on the movements in the options market lately.
The stock market has seen extreme volatility so far in 2020, and even after a strong second-quarter performance, the Dow Jones Industrials (DJINDICES: ^DJI) are still down almost 10% for the year. Although there've been a few stocks that have managed to buck the trend and gained ground, the vast majority of Dow stocks have given up ground. As with all falling stocks, the big question investors have is whether these three giants of their respective industries can bounce back and recover some of their lost ground.
The 737 MAX is finally close to being cleared for a return to commercial service. It's too bad demand has evaporated.
Boeing Co <BA.N> and suppliers set the final number of parts it would need for the 747 jumbo jet program at least a year ago, signaling the end for a plane that democratized global air travel in the 1970s but fell behind modern twin-engine aircraft, industry sources said on Friday. Boeing's "Queen of the Skies", the world's most easily recognized jetliner with its humped fuselage and four engines, marked its 50-year flying anniversary in February 2019, clinging to life thanks to a cargo market boom fueled by online shopping. The last order for a passenger version came in 2017, when the U.S. government asked Boeing to repurpose two 747-8 jetliners for use as Air Force One by the U.S. president.
A union representing workers at Embraer filed a lawsuit on Friday seeking to dismiss the company's board, after a $4.2 billion (3.3 billion pounds) deal with Boeing Co <BA.N> collapsed amid the pandemic, claims the Brazilian planemaker said were an act of "bad faith." Embraer said the union was "using unfounded allegations and distorting information in order to confuse public opinion and the company's workers." The lawsuit is the latest headache for Embraer in the aftermath of its breakup with Boeing.
Boeing's (BA) 747 jets have been replaced by other narrow-body and cost-effective jets, such as the 777 and 787, and Airbus' A330 and A350 jets, over the years.
Raytheon Technologies (RTX) is set to offer non-warranty repairs, program support, contractor logistics support and service life prediction program analysis, supporting the AMRAAM weapon system
Boeing Co's communications chief Niel Golightly abruptly resigned on Thursday, following an employee's complaint over an article the former U.S. military pilot wrote 33 years ago arguing women should not serve in combat. The job has become the industry's biggest hot seat as Boeing fends off criticism for its handling of the 737 MAX crisis. "My article was a 29-year-old Cold War navy pilot's misguided contribution to a debate that was live at the time," Golightly said in a statement included in Boeing's announcement.
Boeing (NYSE: BA) reportedly plans to wind down production of its massive 747 jumbo jet, the end of an era for double-decker jets as airlines focus on smaller, more fuel-efficient aircraft. The company has not yet made the decision official, but Bloomberg reported the last 747-8 will roll off Boeing's assembly line in about two years. While the timing of Boeing's decision is new, the fate of the 747 has been obvious for a while.
The 747 democratized global air travel in the 1970s but fell behind modern twin-engine passenger jets. The last 747-8 will roll out of a Seattle area factory in about two years, according to the Bloomberg report. When contacted by Reuters, Boeing did not confirm the Bloomberg report.
The Dow's rally drove shares of Apple (NASDAQ: AAPL), McDonald's (NYSE: MCD), ExxonMobil (NYSE: XOM), and Boeing (NYSE: BA) higher despite mixed news. Apple and McDonald's pulled back on store reopening plans due to a surge in COVID-19 cases, Exxon disclosed that it would take a large earnings hit in the second quarter, and the FAA completed certification test flights for Boeing's 737 Max.
The world's No. 3 planemaker Embraer SA said on Thursday it was negotiating buyouts, signaling likely cuts in its workforce due to the coronavirus pandemic that has hammered the travel industry. Larger rivals Boeing Co and Airbus have each announced plans to cut over 10,000 jobs, although the French planemaker is still negotiating due to government pressure. Embraer said it is discussing with some of its unions the possibility of offering buyouts for workers who are currently furloughed.
(Bloomberg) -- Boeing Co. hasn’t told employees, but the company is pulling the plug on its hulking 747 jumbo jet, ending a half-century run for the twin-aisle pioneer.The last 747-8 will roll out of a Seattle-area factory in about two years, a decision that hasn’t been reported but can be teased out from subtle wording changes in financial statements, people familiar with the matter said.It’s a moment that aviation enthusiasts long have dreaded, signaling the end of the double-decker, four-engine leviathans that shrank the world. Airbus SE is already preparing to build the last A380 jumbo, after the final convoy of fuselage segments rumbled to its Toulouse, France, plant last month.Yet for all their popularity with travelers, the final version of the 747 and Europe’s superjumbo never caught on commercially as airlines turned to twin-engine aircraft for long-range flights. While Boeing’s hump-nosed freighters will live on, the fast-disappearing A380 risks going down as an epic dud.The grand jetliners also face another indignity: The Covid-19 pandemic threatens to leave their manufacturers scrounging to find buyers for the last jumbos built.“As it turned out, the number of routes for which you need an ultralarge aircraft are incredibly few,” said Sash Tusa, an analyst with Agency Partners.Boeing’s “Queen of the Skies” debuted in 1970, an audacious bet that transformed travel but almost bankrupted the company. Passenger versions boasted a spiral staircase to a luxurious upstairs lounge. Freighter models featured a hinged nose that flipped open to load everything from cars to oil-drilling gear. The 747 went on to rack up 1,571 orders over the decades -- second among wide-body jets only to Boeing’s 777.The millennial-era A380 could haul as many as 853 travelers and reflected Europe’s lofty aerospace ambition. But by the time it arrived in 2007, airlines were already tilting to smaller planes that burned less fuel.Boeing correctly anticipated the trend with the twin-engine 777 and the 787 Dreamliner. With prodding from Joe Sutter, a famed engineer who’d led the original 747 program, the planemaker decided to develop a relatively inexpensive upgrade of the four-engine plane to steal sales from the A380.The strategy would have been successful, had the 747-8 not been bedeviled by early mismanagement, blowing its budget and deadlines, said Richard Aboulafia, an analyst with Teal Group.The Chicago-based company has lost about $40 million for each 747 since 2016, when it slowed production to a trickle, making just six jets a year, Jefferies analyst Sheila Kahyaoglu estimated. All told, Boeing has recorded $4.2 billion in accounting charges for the 747-8, which has been kept alive as a freighter. The 747 notched its last order as a passenger jet in 2017 -- for Air Force One.Boeing’s jumbo freighters will continue to ply the skies for decades after production stops, said Aboulafia. But he’s dropped the passenger-only A380 from his forecasts.“It’s going to have the shortest lifespan of any type in history,” Aboulafia predicted. “I’d be shocked if there’s still an A380 in service in 2030.”Airbus disagreed. “We will see the A380 continue flying for many years,” the planemaker said by email.But the coronavirus pandemic is hastening the end of the behemoths as people movers. With travel not expected to fully recover until mid-decade, airlines are culling aging jetliners and four-engine jumbos from fleets to limit spending. About 91% of 747s and 97% of A380s are parked, Credit Suisse estimated last month.Air France, Lufthansa, and Qatar Airways are among carriers weighing whether to ground their A380s permanently or are preparing to do so. Airbus has just nine of the planes still be delivered. All but one of them are tagged for Emirates Airline, the largest A380 operator, which is considering whether to scrap its final five on order.The A380 has cost Airbus about 20 billion euros ($23 billion), breaking even or generating profits for only a three-year stretch starting in 2015, Agency Partners estimated. With just 251 aircraft sold over the program’s life, the planemaker never achieved the efficiency that comes with manufacturing at large scale, Tusa said.Boeing, meanwhile, had been preparing for years to wind down the 747 program, and its sales team has been sounding out customer interest in a potential freighter version of the 777X. If such a model goes forward, it would bolster flagging sales of the largest twin-engine aircraft in the company’s lineup.The telling omen that Boeing had written the iconic 747’s final chapter came in financial filings earlier this year. Gone was any indication that the company would continue to “evaluate the viability” of the program, standard phrasing it had previously used.“At a build rate of half an airplane per month, the 747-8 program has more than two years of production ahead of it in order to fulfill our current customer commitments. We will continue to make the right decisions to keep the production line healthy and meet customer needs,” Boeing said for this story.The planemaker has just 15 unfilled orders for the 747 -- all freighters. A dozen of them are headed to United Parcel Service Inc., and the fate of the rest is unclear, part of a dispute with Russia’s Volga-Dnepr Group.Boeing has approached the U.S. courier and other potential customers about taking the three planes, people familiar with the matter said. The planemaker and UPS declined to comment. Volga-Dnepr didn’t respond to requests for comment.UPS in May agreed to take a 747 that Volga had ordered. “Working with Boeing, we saw an opportunity to bring another 747-8 online this year in time for our peak shipping season,” the courier said.Ultimately, Boeing’s decision on the 747 boiled down to resource allocation, said George Dimitroff, who leads valuations at aviation consultant Cirium. Could the assembly line floor space be better used on another airplane, such as the 767, which shares a bay in Boeing’s Everett, Washington, factory?“If you’re building half an airplane a month, it’s probably not your most profitable program,” Dimitroff said.For more articles like this, please visit us at bloomberg.comSubscribe now to stay ahead with the most trusted business news source.©2020 Bloomberg L.P.
The Federal Aviation Administration and Boeing Co have completed certification test flights on the 737 MAX, a key milestone toward the plane's return to service, the U.S. regulator said on Wednesday. The MAX has been grounded since March 2019 after two fatal crashes in five months killed 346 people. "The agency is following a deliberate process and will take the time it needs to thoroughly review Boeing's work," the FAA said.
Boeing (BA) closed the most recent trading day at $180.32, moving -1.63% from the previous trading session.
Boeing (NYSE: BA) has had a miserable 2020, but the aerospace giant is steadily making progress resolving some of its biggest issues. The stock is still down big for the year, but shares climbed 25.7% in June, according to data provided by S&P Global Market Intelligence, as investors gained confidence the worst is over for Boeing. Boeing had hit turbulence well before the COVID-19 pandemic, weighed down by the March 2019 grounding of its 737 Max jet.
Apple is facing mass production delays for its 5G iPhones, and Boeing's mistakes were laid out in a government report.
(Bloomberg) -- Anduril Industries Inc., a Southern California startup that builds technology for military agencies and border surveillance, said it raised a new funding round nearly doubling the company’s valuation to $1.9 billion.Silicon Valley money has rapidly propelled the three-year-old company. Venture capital firm Andreessen Horowitz led the latest financing, which totaled $200 million. The investment firm also participated in a deal about a year ago, along with Peter Thiel’s Founders Fund and other VCs, that valued Anduril at about $1 billion. That was four times the valuation from a year earlier.The business is controversial. Anduril builds surveillance towers and drones, along with software to automatically monitor areas like international borders and the perimeter of military bases. “We founded Anduril because we believe there is value in Silicon Valley technology companies partnering with the Department of Defense,” Brian Schimpf, the chief executive officer of Anduril, said in a statement Wednesday.But it’s Anduril’s work with other agencies that draws the greatest criticism. The company’s first government contracts were with U.S. Customs and Border Protection, where it put up towers along the U.S.-Mexican border. Mark Morgan, the acting commissioner of the agency, told Congress in February that immigration authorities planned to have 200 autonomous surveillance towers in place this year. On Thursday, Customs and Border Protection said in a statement that the tower system was a “program of record,” meaning it’s essential enough to have a dedicated line of funding from Congress, and that the towers would operate 24 hours a day, independent of the electrical grid. Few VC-backed startups have seriously pursued military contracts, mostly ceding the field to huge, politically connected defense contractors like Lockheed Martin Corp., Raytheon Technologies Corp., and Boeing Co. This is partially due to the impression that small companies will get too bogged down in government work to become profitable and partially because of political controversies surrounding high-tech surveillance and autonomous weapons.Anduril was founded in 2017 on the idea that such hesitation is an opportunity. Founders of the Irvine, California-based company include veterans of Thiel’s Palantir Technologies Inc.—a major contractor to government agencies including immigration officials—as well as Palmer Luckey, a vocal supporter of Donald Trump whose 2017 departure from Facebook Inc. became a flashpoint in an intramural political debate in Silicon Valley.Last year, Anduril expanded beyond surveillance, building a system of small drones that will automatically ram targets that enter contested airspace. Its initial pitch is to defend against small drones used to surveil or attack military bases, though Anduril has said the product could be expanded to combat larger targets in the future. Marc Andreessen described Anduril in a blog post last fall as part of a “new generation of Silicon Valley-style defense vendors.”Anduril now has more than 30 federal contracts which could be worth over $200 million, according to an analysis by Tech Inquiry, a research group. Anduril has said it works with U.S. allies, too, including the U.K. Ministry of Defense.(Updates with Customs and Border Protection statement in the fourth paragraph. )For more articles like this, please visit us at bloomberg.comSubscribe now to stay ahead with the most trusted business news source.©2020 Bloomberg L.P.