Continuously evolving security threats and growth
in the air travel demand has been an area of concern for passengers that demand a hassle free experience such as long queues or intrusive security check measures.
Not exact matches
The steadily increasing
demand for
air travel means Boeing is creating
demand in the services market with the hundreds of new airplanes it is producing each year.
Important factors that could cause actual results to differ materially from those reflected
in such forward - looking statements and that should be considered
in evaluating our outlook include, but are not limited to, the following: 1) our ability to continue to grow our business and execute our growth strategy, including the timing, execution, and profitability of new and maturing programs; 2) our ability to perform our obligations under our new and maturing commercial, business aircraft, and military development programs, and the related recurring production; 3) our ability to accurately estimate and manage performance, cost, and revenue under our contracts, including our ability to achieve certain cost reductions with respect to the B787 program; 4) margin pressures and the potential for additional forward losses on new and maturing programs; 5) our ability to accommodate, and the cost of accommodating, announced increases
in the build rates of certain aircraft; 6) the effect on aircraft
demand and build rates of changing customer preferences for business aircraft, including the effect of global economic conditions on the business aircraft market and expanding conflicts or political unrest
in the Middle East or Asia; 7) customer cancellations or deferrals as a result of global economic uncertainty or otherwise; 8) the effect of economic conditions
in the industries and markets
in which we operate
in the U.S. and globally and any changes therein, including fluctuations
in foreign currency exchange rates; 9) the success and timely execution of key milestones such as the receipt of necessary regulatory approvals, including our ability to obtain
in a timely fashion any required regulatory or other third party approvals for the consummation of our announced acquisition of Asco, and customer adherence to their announced schedules; 10) our ability to successfully negotiate, or re-negotiate, future pricing under our supply agreements with Boeing and our other customers; 11) our ability to enter into profitable supply arrangements with additional customers; 12) the ability of all parties to satisfy their performance requirements under existing supply contracts with our two major customers, Boeing and Airbus, and other customers, and the risk of nonpayment by such customers; 13) any adverse impact on Boeing's and Airbus» production of aircraft resulting from cancellations, deferrals, or reduced orders by their customers or from labor disputes, domestic or international hostilities, or acts of terrorism; 14) any adverse impact on the
demand for
air travel or our operations from the outbreak of diseases or epidemic or pandemic outbreaks; 15) our ability to avoid or recover from cyber-based or other security attacks, information technology failures, or other disruptions; 16) returns on pension plan assets and the impact of future discount rate changes on pension obligations; 17) our ability to borrow additional funds or refinance debt, including our ability to obtain the debt to finance the purchase price for our announced acquisition of Asco on favorable terms or at all; 18) competition from commercial aerospace original equipment manufacturers and other aerostructures suppliers; 19) the effect of governmental laws, such as U.S. export control laws and U.S. and foreign anti-bribery laws such as the Foreign Corrupt Practices Act and the United Kingdom Bribery Act, and environmental laws and agency regulations, both
in the U.S. and abroad; 20) the effect of changes
in tax law, such as the effect of The Tax Cuts and Jobs Act (the «TCJA») that was enacted on December 22, 2017, and changes to the interpretations of or guidance related thereto, and the Company's ability to accurately calculate and estimate the effect of such changes; 21) any reduction
in our credit ratings; 22) our dependence on our suppliers, as well as the cost and availability of raw materials and purchased components; 23) our ability to recruit and retain a critical mass of highly - skilled employees and our relationships with the unions representing many of our employees; 24) spending by the U.S. and other governments on defense; 25) the possibility that our cash flows and our credit facility may not be adequate for our additional capital needs or for payment of interest on, and principal of, our indebtedness; 26) our exposure under our revolving credit facility to higher interest payments should interest rates increase substantially; 27) the effectiveness of any interest rate hedging programs; 28) the effectiveness of our internal control over financial reporting; 29) the outcome or impact of ongoing or future litigation, claims, and regulatory actions; 30) exposure to potential product liability and warranty claims; 31) our ability to effectively assess, manage and integrate acquisitions that we pursue, including our ability to successfully integrate the Asco business and generate synergies and other cost savings; 32) our ability to consummate our announced acquisition of Asco
in a timely matter while avoiding any unexpected costs, charges, expenses, adverse changes to business relationships and other business disruptions for ourselves and Asco as a result of the acquisition; 33) our ability to continue selling certain receivables through our supplier financing program; 34) the risks of doing business internationally, including fluctuations
in foreign current exchange rates, impositions of tariffs or embargoes, compliance with foreign laws, and domestic and foreign government policies; and 35) our ability to complete the proposed accelerated stock repurchase plan, among other things.
Actual operational and financial results of SkyWest, SkyWest Airlines and ExpressJet will likely also vary, and may vary materially, from those anticipated, estimated, projected or expected for a number of other reasons, including,
in addition to those identified above: the challenges and costs of integrating operations and realizing anticipated synergies and other benefits from the acquisition of ExpressJet; the challenges of competing successfully
in a highly competitive and rapidly changing industry; developments associated with fluctuations
in the economy and the
demand for
air travel; the financial stability of SkyWest's major partners and any potential impact of their financial condition on the operations of SkyWest, SkyWest Airlines, or ExpressJet; fluctuations
in flight schedules, which are determined by the major partners for whom SkyWest's operating airlines conduct flight operations; variations
in market and economic conditions; significant aircraft lease and debt commitments; residual aircraft values and related impairment charges; labor relations and costs; the impact of global instability; rapidly fluctuating fuel costs, and potential fuel shortages; the impact of weather - related or other natural disasters on
air travel and airline costs; aircraft deliveries; the ability to attract and retain qualified pilots and other unanticipated factors.
Dennis Muilenburg, Boeing CEO, discusses the
demand for more airplanes with the growth of passenger
air travel, the increased defense budget
in the U.S. and its progress on a deal with Embraer.
Airlines» customer service practices have come under fire
in recent months, and just last year, U.S. carriers were cleared
in a federal investigation regarding exorbitant fare mark - ups
in the wake of a deadly Amtrak derailment that drove up
demand for
air travel on some routes.
Such risks, uncertainties and other factors include, without limitation: (1) the effect of economic conditions
in the industries and markets
in which United Technologies and Rockwell Collins operate
in the U.S. and globally and any changes therein, including financial market conditions, fluctuations
in commodity prices, interest rates and foreign currency exchange rates, levels of end market
demand in construction and
in both the commercial and defense segments of the aerospace industry, levels of
air travel, financial condition of commercial airlines, the impact of weather conditions and natural disasters and the financial condition of our customers and suppliers; (2) challenges
in the development, production, delivery, support, performance and realization of the anticipated benefits of advanced technologies and new products and services; (3) the scope, nature, impact or timing of acquisition and divestiture or restructuring activity, including the pending acquisition of Rockwell Collins, including among other things integration of acquired businesses into United Technologies» existing businesses and realization of synergies and opportunities for growth and innovation; (4) future timing and levels of indebtedness, including indebtedness expected to be incurred by United Technologies
in connection with the pending Rockwell Collins acquisition, and capital spending and research and development spending, including
in connection with the pending Rockwell Collins acquisition; (5) future availability of credit and factors that may affect such availability, including credit market conditions and our capital structure; (6) the timing and scope of future repurchases of United Technologies» common stock, which may be suspended at any time due to various factors, including market conditions and the level of other investing activities and uses of cash, including
in connection with the proposed acquisition of Rockwell; (7) delays and disruption
in delivery of materials and services from suppliers; (8) company and customer - directed cost reduction efforts and restructuring costs and savings and other consequences thereof; (9) new business and investment opportunities; (10) our ability to realize the intended benefits of organizational changes; (11) the anticipated benefits of diversification and balance of operations across product lines, regions and industries; (12) the outcome of legal proceedings, investigations and other contingencies; (13) pension plan assumptions and future contributions; (14) the impact of the negotiation of collective bargaining agreements and labor disputes; (15) the effect of changes
in political conditions
in the U.S. and other countries
in which United Technologies and Rockwell Collins operate, including the effect of changes
in U.S. trade policies or the U.K.'s pending withdrawal from the EU, on general market conditions, global trade policies and currency exchange rates
in the near term and beyond; (16) the effect of changes
in tax (including U.S. tax reform enacted on December 22, 2017, which is commonly referred to as the Tax Cuts and Jobs Act of 2017), environmental, regulatory (including among other things import / export) and other laws and regulations
in the U.S. and other countries
in which United Technologies and Rockwell Collins operate; (17) the ability of United Technologies and Rockwell Collins to receive the required regulatory approvals (and the risk that such approvals may result
in the imposition of conditions that could adversely affect the combined company or the expected benefits of the merger) and to satisfy the other conditions to the closing of the pending acquisition on a timely basis or at all; (18) the occurrence of events that may give rise to a right of one or both of United Technologies or Rockwell Collins to terminate the merger agreement, including
in circumstances that might require Rockwell Collins to pay a termination fee of $ 695 million to United Technologies or $ 50 million of expense reimbursement; (19) negative effects of the announcement or the completion of the merger on the market price of United Technologies» and / or Rockwell Collins» common stock and / or on their respective financial performance; (20) risks related to Rockwell Collins and United Technologies being restricted
in their operation of their businesses while the merger agreement is
in effect; (21) risks relating to the value of the United Technologies» shares to be issued
in connection with the pending Rockwell acquisition, significant merger costs and / or unknown liabilities; (22) risks associated with third party contracts containing consent and / or other provisions that may be triggered by the Rockwell merger agreement; (23) risks associated with merger - related litigation or appraisal proceedings; and (24) the ability of United Technologies and Rockwell Collins, or the combined company, to retain and hire key personnel.
Airlines are among those backing the idea,
in part to deal with a projected need for 1.5 million pilots over the next 20 years as global
demand for
air travel continues to grow.
Airline companies may be adversely affected by a downturn
in economic conditions that can result
in decreased
demand for
air travel and may also be significantly affected by changes
in fuel prices, labor relations and insurance costs.
Airline Companies may be adversely affected by a downturn
in economic conditions that can result
in decreased
demand for
air travel and may also be significantly affected by changes
in fuel prices, labor relations and insurance costs.
«Lion
Air Group is continually exploring innovative solutions to improve our aircraft efficiency and fleet availability as demand for air travel in the Asia Pacific region increas
Air Group is continually exploring innovative solutions to improve our aircraft efficiency and fleet availability as
demand for
air travel in the Asia Pacific region increas
air travel in the Asia Pacific region increases.
First, it's great for investors to have an idea of what «multiple range» a company has traded at
in the past — there's a lot of value to this, and most relevant for cyclical firms (mainly industrials) that may, from a fundamental standpoint, exhibit similar (but not identical) patterns with respect to both earnings and their PE through the course of each economy cycle: think Boeing (BA) and the commercial aerospace cycle; Ford (F) and consumer
demand for auto sales; or United Continental (UAL) with respect to premium
air travel demand.
Nor will its use
demand payment of fare, and no longer will His children need
travel across land or sea, no, but upon the winds of the
air as like He does, and shall dwell upon the clouds
in great floating cities away from the foulness of the earth's sand upon which will crawl the wicked children, and the wicked hostesses except those which He sees fit to allow to visit the cloudy cities for reasons of firm discipline... (10:45) Round shapely... (10:63) And as it is written so shall it come to pass while I do live.
Economic growth and globalisation have seen
demand for
air travel grow rapidly
in the last 20 years, and all the economic and demographic evidence points to this trend accelerating.
The recent actions taken by the U.S. government relating to the issuance of entry visas, heightened security vetting, and restrictions on electronic devices
in aircraft cabins, have had a direct impact on consumer interest and
demand for
air travel into the U.S.
Responding to the increase
in demand for
air travel between the UK and India, Jet Airways commenced its new third daily service from London Heathrow to Mumbai.
Travel Incorporated has offered group
air services for over a decade under the TI Groups umbrella, servicing corporate clients and incentive houses nationwide; however the recent surge
in industry
demand for high - touch services, together with corporate trending towards Strategic Meetings Management initiatives has created a void
in both the services and expertise now available industry - wide, which is the underlying principle behind launching GTP as a separate entity.
It said that
air travel costs will remain mostly flat next year — increases of one percent or less — except
in six nations where it sees «increased business
travel demand... driving significant
air price increases.»
Not
in a period of strong
demand for
air travel.
The International
Air Transport Association — a trade group for the world's airlines — said that global demand for air travel in 2015 jumped 6.5 percent over the previous year, a result that it said was the strongest since the world started pulling out of the Global Financial Crisis in 2010; that number was also well above the industry's 10 - year average growth rate of 5.5 perce
Air Transport Association — a trade group for the world's airlines — said that global
demand for
air travel in 2015 jumped 6.5 percent over the previous year, a result that it said was the strongest since the world started pulling out of the Global Financial Crisis in 2010; that number was also well above the industry's 10 - year average growth rate of 5.5 perce
air travel in 2015 jumped 6.5 percent over the previous year, a result that it said was the strongest since the world started pulling out of the Global Financial Crisis
in 2010; that number was also well above the industry's 10 - year average growth rate of 5.5 percent.
For example, there is no evidence
in historical data for saturation of
demand for
air travel.
A reduction
in LDV
travel and ownership has been observed
in several cities
in OECD countries, but
demand for motorized road transport, including 2 and 3 ‐ wheelers, continues to grow
in non ‐ OECD nations where increasing local
air pollution often results.
This will be exacerbated by strong growth of passenger
air travel worldwide due to improved affordability; by the projected
demand for mobility access
in non ‐ OECD countries that are starting from a very low base; and by projected increases
in freight movements.
In order to achieve an overall reduction in CO2 from the industry, «behaviour change will be necessary to reduce demand for air - travel», it say
In order to achieve an overall reduction
in CO2 from the industry, «behaviour change will be necessary to reduce demand for air - travel», it say
in CO2 from the industry, «behaviour change will be necessary to reduce
demand for
air -
travel», it says.
Yet it remains to be seen how
air travel can be off - set, reduced, optimized, or scaled
in order to meet the
demands of industry and the environment.
The carriers also argued that undue hardship would be caused by losses
in competitive advantage caused by a 1P1F policy,
in that carriers required to adopt a 1P1F policy would receive most of the
demand by persons with severe disabilities for additional seating to
travel by
air.
In terms of economics and demand for travel, whereas the Cloud resulted in temporary closure of airports, it has not resulted in decreased demand for air trave
In terms of economics and
demand for
travel, whereas the Cloud resulted
in temporary closure of airports, it has not resulted in decreased demand for air trave
in temporary closure of airports, it has not resulted
in decreased demand for air trave
in decreased
demand for
air travel.
I suffered a head injury
in Mexico, I was
traveling by myself, i was semi conscious
in hospital for three days, my family found out about it, they tried to get treatment but the hospital
demanded a line of credit of $ 100,000, plus the place was chaos, my family arranged for
air ambulance to Houston, two days after arrival there I had seven hour cranial / facial surgery.