Haftungsausschluss: Der Text wurde mit Hilfe einer KI zusammengefasst und übersetzt. Für Aussagen aus dem Originaltext wird keine Haftung übernommen!

Hexcel Corporation HXL is scheduled to release second-quarter 2026 results on July 29, after market close. The company delivered an earnings surprise of 40.48% in the last reported quarter.

Let's discuss the factors that are likely to be reflected in the upcoming quarterly results.

Factors That Might Have Impacted HXL's Q2 Earnings

Hexcel's second-quarter 2026 earnings are likely to have benefited from improving commercial aerospace demand, driven by higher production rates across major Airbus and Boeing programs. Higher demand from business and regional jets, along with steady demand across defense programs, is also expected to have contributed to the company's quarterly performance.

HXL's earnings are anticipated to have gained from improving operating leverage, aided by higher production volumes and better capacity utilization. A robust commercial aircraft backlog, coupled with growing adoption of lightweight composite materials, is likely to have further supported quarterly performance.

However, higher operating expenses, primarily due to increased research and development spending and restructuring-related costs, are likely to have weighed on the company's bottom-line performance.

Q2 Expectations for HXL

The Zacks Consensus Estimate for earnings is pegged at 56 cents per share, which indicates year-over-year growth of 12%.

The Zacks Consensus Estimate for revenues is pinned at $521.7 million, which suggests a year-over-year rise of 6.5%.

What Our Quantitative Model Predicts for HXL

Our proven model predicts an earnings beat for Hexcel this time. The combination of a positive Earnings ESP and a Zacks Rank #1 (Strong Buy), 2 (Buy) or 3 (Hold) increases the odds of an earnings beat, which is the case here, as you will see below.

Hexcel Corporation Price and EPS SurpriseHexcel Corporation Price and EPS Surprise

Hexcel Corporation price-eps-surprise | Hexcel Corporation Quote

Earnings ESP: The company's Earnings ESP is +6.13%. You can uncover the best stocks to buy or sell before they're reported with our Earnings ESP Filter.

Zacks Rank: Currently, Hexcel carries a Zacks Rank #3. You can see the complete list of today's Zacks #1 Rank stocks here.

Other Stocks to Consider

Investors may consider the following players from the same industry, as these also have the right combination of elements to post an earnings beat this reporting cycle.

Woodward, Inc. WWD is expected to report its fiscal third-quarter 2026 earnings on July 29, after market close. It has an Earnings ESP of +5.10% and a Zacks Rank of 2 at present.

The Zacks Consensus Estimate for WWD's earnings is pegged at $2.39 per share, indicating year-over-year growth of 35.8%. The consensus estimate for its sales stands at $1.11 billion, calling for a year-over-year increase of 21.7%.

Curtiss-Wright Corporation CW is set to report second-quarter 2026 earnings on Aug. 5, after market close. It has an Earnings ESP of +0.36% and a Zacks Rank of 3 at present.

The Zacks Consensus Estimate for CW's earnings is pegged at $3.62 per share, suggesting a year-over-year rise of 12.1%. The consensus estimate for its sales stands at $930.6 million, implying a year-over-year increase of 6.2%.

ATI Inc. ATI is expected to report its second-quarter 2026 earnings on Aug. 6, before market open. It has an Earnings ESP of +1.32% and a Zacks Rank of 2 at present.

The Zacks Consensus Estimate for ATI's earnings is pegged at $1.03 per share, suggesting year-over-year growth of 39.2%. The consensus estimate for its sales stands at $1.22 billion, calling for a year-over-year jump of 7%.

Story Continues

Want the latest recommendations from Zacks Investment Research? Today, you can download 7 Best Stocks for the Next 30 Days. Click to get this free report

Hexcel Corporation (HXL) : Free Stock Analysis Report

ATI Inc. (ATI) : Free Stock Analysis Report

Curtiss-Wright Corporation (CW) : Free Stock Analysis Report

Woodward, Inc. (WWD) : Free Stock Analysis Report

This article originally published on Zacks Investment Research (zacks.com).

Zacks Investment Research

View Comments

Haftungsausschluss: Der Text wurde mit Hilfe einer KI zusammengefasst und übersetzt. Für Aussagen aus dem Originaltext wird keine Haftung übernommen!

Boeing 737s have been in service since the late 1960s - CHRISTOPHE ARCHAMBAULT/AFP via Getty Images

Remember the 1980s? Concorde ruled the skies, British Airways still flew Lockheed TriStars and Ryanair and Virgin Atlantic were in their infancy.

For plane-makers, the world's best-selling jet, the Airbus A320, also entered service. In 2028, the so-called "workhorse of the skies" will have been flying for four decades. A rival plane from Boeing, the 737, is even more venerable.

If you're taking a short trip for your summer holidays soon, chances are you will be flying on one of them.

But by any measure, the pair are nearing the end of the line, no longer capable of delivering the advances needed in the 21st century.

What comes next is less certain.

Plans to replace them with newly designed planes incorporating the latest breakthroughs in aerodynamics, propulsion, composite materials and AI modelling are increasingly in doubt.

Slated to enter service by 2035 only a few years ago, Airbus and Boeing now say the jets – known in the industry as narrowbodies – will not be available until later in the decade.

One of the companies that make engines for these planes, Pratt & Whitney (P&W), said last week that planes will not be ready until 2040 at the earliest.

The warning provoked dismay at last week's Farnborough Air Show, the world's biggest aviation industry gathering.

Sir Tim Clark, the head of Emirates, said plans for the new aircraft had seen "a lot of talk" but that "not much has been done".

He claimed that Boeing and Airbus were being too "risk-averse" when facing the $20bn (£15bn) to $30bn development bill for the new planes, in contrast to the "great fertility of mind" that they had shown when developing groundbreaking aircraft such as the A380 super jumbo.

He said: "It's like pushing a boulder up a hill at the moment because they are very relaxed about the orders that they have and they are concerned about the cost of introducing an airframe and propulsion.

"Unless we push them, nothing will get done. If the impetus doesn't come from us, it's not going to come from them."Sir Tim Clark says he has seen a lot of talk, but very little action on new plane models - Jaimi Joy/Reuters

Underpinning the delays is a supply-chain crisis that has been gripping the aerospace industry since Covid.

The situation has been most acute at P&W, where manufacturing defects have led to the temporary grounding of hundreds of aircraft, the bulk of them Airbus A320s.

Rick Deurloo, the firm's president, said it intended to take the time to be sure that its next engine would be free of the same durability issues.

Rival manufacturer CFM International, though more bullish on the timescale, is developing a radical "open rotor" design that dispenses with a traditional engine casing and appears to the eye like a throwback to propeller planes.

Story Continues

Nicknamed "the angry egg-whisk", airlines remain cautious amid concerns about noise levels, trickier repairs and the reaction of passengers to the appearance of the engine.

That could force CFM to return to a more traditional engine architecture, adding potential delays to its development schedule.

Confusing matters, Rolls-Royce is eager to re-enter a narrowbody market that it quit more than a decade ago using the next-generation plane as a springboard.

However, it is unwilling to do so without a partner – most likely P&W – further complicating the industrial landscape.

Tufan Erginbilgiç, Rolls-Royce's chief executive, said at the air show that he expected Airbus and Boeing to formally launch their planes by 2030.

Mr Erginbilgiç, who is seeking government funding for the new engines, said Rolls's involvement would provide the single biggest boost for British industry in 50 years but warned that he would only pursue the plan "if it creates value for the company."

For Boeing, any launch will come with added peril.

The US industrial behemoth is only just recovering from years of trauma triggered by two fatal crashes involving the 737 Max.Plans to replace planes such as the Boeing 737 come with a level of uncertainty - Stuart Isett/Bloomberg

With Boeing carrying $26bn in net debt, Stephanie Pope, its head of commercial aircraft, said the firm must restore its finances before committing to build a new plane.

Ms Pope said that after the saga of engine issues and delays to planes, airlines are taking a cautious view.

"They are less worried about technology improvement and more worried about durability. They want to see time on wing longer; they want to see lower maintenance costs," she said.

"You have the efficiency that the aeroplane can deliver and you have the durability. All of those, coupled with what technology exists and doesn't exist, is going to drive the timing."

Airbus has been less reticent.

Guillaume Faury, its chief executive, said at the air show: "We are not yet there. But we have a road map that leads to being fully prepared for the launch in 2030 and entry into service in the back end of next decade."

Lars Wagner, Airbus's head of commercial aircraft, said it would be impossible to foresee how technology might evolve but that the company's forecasts indicated a requirement for 42,000 airliners over the next 20 years.

He said: "There is a clear demand. Many people on earth have never sat in an aircraft. I don't see it as a challenge; I see this as a positive environment for our industry to grow."

However, with almost 10,000 planes in its order backlog and the largest member of the A320 family now the bestseller in the sector, Airbus could be forgiven for dragging its feet.Airbus's A320 remains a popular commercial plane model despite its age - Boarding1Now/iStock Editorial

Some in the industry argue that would be no bad thing.

Paul Kent, from jet-leasing giant BOC, said: "Am I keen to see a replacement narrowbody in a 2030 timeframe? Really, no. Launch in 2030 and then generally speaking we're seven years to entry into service.

"That puts us mid to end of the next decade. That is really the earliest path we would like to see because the existing generation would not have developed maturity in that timeframe."

Sean Doyle, chief executive of British Airways, said major airlines might not sign up until they were sure of the capabilities of Boeing and Airbus's new fleet.

He said: "The key is when you want to make that transition that you are very confident that the technology is resilient.

"If you're saying 2030 launch, you're another five or six years before that begins to mature into something that airlines will order en masse."

Sir Tim said the plane makers could help by spending the money required to regain control of their supply chains, describing moves such as Boeing's decision to spin off operations such as Spirit Aerosystems – maker of the failed 737 door plug – as "catastrophic".

"You've got to look after the ones that are giving you [problems]. You have to structure as vertically as you can," he said.

He said that while innovation was happening on the fringes of the industry, Boeing and Airbus had "almost a moral responsibility" to lead the way "because they've got the dosh".

For airlines pinning their hopes on a new plane design, a return to the big spending of the 1980s would be no bad thing.

View Comments

Haftungsausschluss: Der Text wurde mit Hilfe einer KI zusammengefasst und übersetzt. Für Aussagen aus dem Originaltext wird keine Haftung übernommen!

(Bloomberg) -- The latest transatlantic technology brouhaha unfolded on Instagram.

Most Read from Bloomberg

DeepSeek Suspends Fundraising After Viral US-China Posts SpaceX at $100 Would Imply Zero AI Value, Morgan Stanley Says US, Iran Extend Pause in Strikes as Oman Holds Hormuz Talks Trump Seethes as Iran War Spirals Anew With No End in Sight Awakened Indian Students Hand Modi One of His Biggest Setbacks

During a week in June when the leaders of the Group of Seven descended on France and Paris held its flagship technology conference, French Prime Minister Sébastien Lecornu took to the platform better known for aspirational travel content to announce his government was seeking a divorce with Palantir Technologies Inc.

The move followed US President Donald Trump's decision, four days earlier, to restrict foreign access to leading artificial intelligence models from Anthropic PBC. "France must have its own tools," Lecornu said. After years of Europe advocating for more digital sovereignty, there's a newfound sense of urgency to repatriate key services long outsourced to US companies.

Palantir, the controversial American data mining firm co-founded by billionaire Peter Thiel in 2003, is used to being a political punching bag. Still, it's become a part of the West's security apparatus, signing deals and memorandums with French spies, London police and the Polish armed forces. And the company was shocked by how the breakup unfolded, with one Palantir executive accusing Lecornu of treating important security decisions like a "Hollywood spat."

Lecornu named an obscure local challenger called ChapsVision as Palantir's replacement for its domestic intelligence agency. But the change won't happen overnight; Palantir signed a three-year extension in December.

Even so, the message was clear: Europe will back up its digital sovereignty concerns with actions. And, in a world increasingly skeptical of relying on American tech, Palantir is perhaps the most unabashedly Trump-aligned tech business. "They have a political agenda," said Chi Onwurah, a British parliamentarian who recently proposed ending the company's £330 million ($440 million) National Health Service contract. "Palantir represents an unacceptable point of weakness in our digital infrastructure."

Europe's needs are immense. The continent will have to spend about $3 trillion over the next decade on cloud infrastructure, AI data centers, large-language model training and other technologies if it wants to wean itself off US and Asian suppliers, according to Bloomberg Intelligence senior analyst Mandeep Singh. Guaranteed demand via a "Buy European" framework might be the EU's most powerful lever to promote software independence, he said in a July 7 report.

Story Continues

A cadre of local companies are ready to take a swing at Palantir. Lecornu also announced the French state was working more with Parisian darling Mistral AI, which is increasingly competing with the data analytics company. Two British startups co-founded by Palantir alums, called Valarian and Arrakis, raised money in July to challenge their former employer.

European officials are encouraging the newcomers. Security services in Germany and Poland are looking to homegrown alternatives. The Dutch defense minister has pledged to swap Palantir for European providers when possible. On top of its work with France's domestic spy agency, the DGSI, ChapsVision has won contracts across French national ministries and departments. Those deals will accelerate conversations the company is having with governments across Europe, according to Chief Executive Officer Silvano Sansoni.

"Our ambition is to be a European champion," he said in an interview.

It's an unusual candidate. Based in the western Paris suburbs, the seven-year old company hasn't attracted blue-chip venture capital investors or star engineers that have flocked to buzzy startups like Mistral AI. Instead, ChapsVision looks more like a private equity roll-up operator that buys up small companies and combines them for a bigger footprint. It has purchased 29 firms to date, cobbling together a core software service called Argonos that's designed to analyze disparate datasets.

Sansoni expects the bulk of the company's growth in the next few years will come via acquisitions, which he sees as a way to enter national markets. "Just to make sure we're German in Germany, Italian in Italy," he said.

For now, though, being French in Europe is enough to open doors. The French DGSI contract alone would be at least $100 million, Bloomberg analyst Singh estimated. Politico reported in May that Germany's domestic intelligence agency, BfV, picked ChapsVision to replace its Palantir contract. Poland's defense ministry, which signed a letter of intent to work with Palantir in October, is evaluating rival European providers, a person familiar with the process said in June asking not to be identified discussing government deliberations.

ChapsVision is in talks with "all the sensitive clients" in Poland, while Germany is the company's "main focus" in the immediate future, Sansoni said, without elaborating on any government deals outside of France. Poland's defense ministry did not respond to a request for comment. Germany's BfV declined to comment.

European executives like Sansoni argue that they can match Palantir's capabilities while letting national clients keep sovereign control over tech, a key selling point in today's political climate. Yet analysts and national security veterans worry about what the continent might lose by shifting off an established supplier. "It would be crazy to exclude it," said Richard Barrons, a retired general who led the UK's strategic command center. "You're going to deny yourself world-leading capabilities."

Still, Trump's recent moves on AI, like the Anthropic restriction and reports the US government might take a stake in OpenAI, have accelerated panic about relying on Silicon Valley, particularly for anything that touches mission-critical work. "That's the temptation to isolationism," warned Barrons, now a senior fellow at the International Security Programme at Chatham House. Some officials in the UK, Palantir's second-largest market, have called for a re-evaluation of its £240 million deal with the nation's defense department.

The digital sovereignty movement has evolved from concerns about where and how data is stored to anxiety that critical systems could be cut off "if there were geopolitical turmoil with the US," said Noah Sylvia, a research fellow for the defense think tank RUSI. It remains an "open question" how good the products from Palantir's European rivals are, he added.

Stanislaw Kastory, a Warsaw-based partner at the venture firm Expeditions, which has backed companies in the sector, said European alternatives need time to develop.

Many executives admit as much. French startup Comand AI, which sells battlefield management software that competes with Palantir, recently inked a deal with Sweden's Saab AB and plans to open offices in Germany and Poland. However, CEO Loïc Mougeolle acknowledges European military software is not yet world-class.

"Every time you use a non-European solution you miss, as a country, an opportunity," Mougeolle said. "This is a strategic urgency."

One reason is that Palantir does many things. Its Foundry software specializes in patching together data from various files and silos, and is marketed to spies, police, healthcare agencies and large enterprises. The $296 billion company also makes algorithms for the battlefield. It has deployed command-and-control software in Ukraine following Russia's full-scale invasion, creating a system that works jointly with a local solution to boost its capabilities, according to Michał Matlak, director of the Institute of Innovation and Technology, a Polish think tank.

While European countries should develop their own combat management systems, Palantir's services are still needed, Matlak said. "Poland cannot afford to give up tools proven in war conditions," he said. "And Palantir's solutions are."

Palantir says insisting on using local suppliers can come at the expense of public services and safety. Pierre Lucotte, deputy CEO for Palantir France, said some federal agencies would rather forego necessary software than pay the company. "It's a lose-lose situation," he said.

Palantir began working in France after the 2015 Bataclan terror attack. The company, which was born in the aftermath of the Sept. 11 attacks, markets its software as an effective counter-terrorism tool, capable of scouring everything from drone footage to classified records. It also expanded into the corporate market in France, signing deals with Airbus SE and Peugeot's parent Stellantis NV. Lucotte said France is the company's third-largest market by sales, following the US and UK. (The company doesn't break out French sales; in the most recent quarter, 79% of revenue came from the US.) An Airbus representative said the manufacturing firm continues to work with Palantir on aviation software.

Given that the DGSI recently signed an extension, Lucotte didn't expect Lecornu's political theater with the ChapsVision announcement. He said the company had been told the next DGSI renewal would go to a French provider, but Palantir still believed the agency was pleased with its work. "They let everyone believe that the contract was ended on the spot," Lucotte said. Josh Harris, another Palantir executive, blasted Lecornu in French newspaper Le Monde.

Lucotte pushed back on the notion that Palantir couldn't provide the types of data security guarantees European officials desire. "I don't think Palantir and sovereignty are incompatible," he said.

While some have questioned if Palantir can keep its technical promises, a more fundamental concern is whether such digital scaffolding should come from overseas at all.

French entrepreneur Olivier Dellenbach formed ChapsVision in 2019, describing it as a necessary domestic alternative to American security software. Dellenbach isn't Thiel rich, but he's wealthy; he sold his prior company, an investment software firm called eFront, to Blackrock Inc. for $1.3 billion. He named ChapsVision after the initials of his children, and vowed in a 2021 interview to build a "sovereign platform" he wouldn't sell to a US firm.

Last November, Dellenbach transitioned to chair and picked Sansoni, an Italian-born former sales executive at International Business Machines Corp., as CEO. The company declined to make Dellenbach available for an interview. But Sansoni said his boss still controls the company and has pledged to maintain European ownership through its eventual public listing.

According to Sansoni, ChapsVision began talking to the DGSI in 2021, and spent the last five years proving its bona fides to win the contract. He declined to say when it would be capable of matching Palantir's full scope of work for the spy agency. "Technology is complex," Sansoni said. "So we will not replace Palantir tomorrow."

Still, he says his firm is different because of its "very open" software architecture and the fact it isn't dependent on non-European tech. At the VivaTech conference in Paris in June, ChapsVision announced its Argonos software would run on Scaleway, a French cloud computing provider.

While ChapsVision is benefiting from Europe's sovereign push, Sansoni stressed that it has marquee customers in the US, including Boeing Co. and ExxonMobil Holdings Corp., which use the enterprise search service Sinequa that ChapsVision bought in 2024. "They don't just give you the keys," he said.

The main challenge for ChapsVision will be integrating its own thicket of subsidiaries and products, according to Nick Patience, an analyst with The Futurum Group. Buying so many companies so quickly can lead to "feature overlap and a fragmented user experience," he wrote in a note before the French government announcement.

Patience also questioned how European any company is in an interconnected world. ChapsVision, for example, has touted a partnership with French software firm Alcatel Lucent Enterprise, whose majority owner is China Huaxin, a state-run IT operator. "One-hundred percent sovereignty is not achievable," Patience said in an interview. (A ChapsVision representative didn't comment on the partnership.)

After booking about €200 million ($228 million) in sales last year, Sansoni said ChapsVision expects a 50% jump in sales this year and aims to top €1 billion by 2030. Yet it remains a fraction of the size of its prominent competitor. Palantir finished 2025 with $4.5 billion in sales and $1.6 billion in net income. Analysts expect Palantir revenue to grow 73% this year.

Sansoni insisted that he doesn't spend much time thinking about the larger American rival. "They're more focused on us at this moment," he said.

--With assistance from Konrad Krasuski, Kevin Crowley and Siddharth Philip.

Most Read from Bloomberg Businessweek

The Menopause Gold Rush Is Failing Women The Bitcoin Slump Is Crushing Companies That Stockpiled Tokens Brewers Are Betting on Vietnam to Drive Much-Needed Growth The AI Industry Is Trying to Fix Its Image Problem A Very Modern Guide to Avoiding AI-Supercharged Scams

©2026 Bloomberg L.P.

View Comments

Haftungsausschluss: Der Text wurde mit Hilfe einer KI zusammengefasst und übersetzt. Für Aussagen aus dem Originaltext wird keine Haftung übernommen!

AerSale Inc. (MIAMI, 24. Juli 2026) - AerSale Corporation (NASDAQ: ASLE), gab heute bekannt, dass es seine Einnahmen für das zweite Quartal bis zum 30. Juni 2026 am Donnerstag, den 6. August 2026, nach dem Marktkurs freigeben wird. Die Gesellschaft wird eine Konferenzschaltung am selben Tag um 16:30 Uhr Eastern Time abhalten, um die Ergebnisse zu diskutieren.

Haftungsausschluss: Der Text wurde mit Hilfe einer KI zusammengefasst und übersetzt. Für Aussagen aus dem Originaltext wird keine Haftung übernommen!

Deutsche Telekom (XTRA:DTE) ist wieder im Fokus, nachdem sie sich mit AIT Austrian Institute of Technology, THALES, Airbus und SES auf zwei neue europäische Kommission geförderte Quantenkommunikationsprojekte, PETRUS2 und HarmoniQCI, eingelassen hat. Trotz der Quanten-Kommunikations-Projekte bringt Deutsche Telekom wieder in den Fokus, ist der Aktienpreis im Kurzfristigen gesunken, mit dem 1-Tages- und 90-Tage-Aktienpreisrückgang. Im Gegensatz dazu bleiben die 3-Jahres- und 5-Jahres-Gesamtaktienrenditen stark positiv, was bedeutet, dass langfristige Inhaber besser abgeschnitten haben als kürzlich gekaufte Investoren.

Haftungsausschluss: Der Text wurde mit Hilfe einer KI zusammengefasst und übersetzt. Für Aussagen aus dem Originaltext wird keine Haftung übernommen!

GE Aerospace hat den Farnborough International Airshow mit Rekordanforderungen an Motoren abgeschlossen, setzt sich weiterhin für Dauerhaftigkeit und Dienstleistungen ein und macht Fortschritte bei der Hybrid-Elektrifizierung. GE Aerospace und CFM haben Verpflichtungen für etwa 1.800 Motoren eingegangen, darunter den größten LEAP-Vertrag aller Zeiten mit IndiGo.

Haftungsausschluss: Der Text wurde mit Hilfe einer KI zusammengefasst und übersetzt. Für Aussagen aus dem Originaltext wird keine Haftung übernommen!

Airbus (ENXTPA:AIR) und Air Canada haben eine C$13,7 Millionen-Sustainability-Co-Investitionsplattform für die Produktion von nachhaltigen Flugtreibstoffen in Kanada eingerichtet. Die Partner haben auch ein mehrjähriges SAF-Kaufabkommen abgeschlossen und planen, sich intensiver mit kanadischen Politikern über die Dekarbonisierung der Luftfahrt zu engagieren.

Haftungsausschluss: Der Text wurde mit Hilfe einer KI zusammengefasst und übersetzt. Für Aussagen aus dem Originaltext wird keine Haftung übernommen!

Airbus setzt auf längere Flügel, die bis zu 30 Prozent an Treibstoffverbrauch reduzieren können. Boeing hingegen glaubt, dass Airlines ein verbessertes 737 MAX bevorzugten als einen neuen Flugzeugtyp. Airbus präsentiert sein Nachfolgemodell für den A320, während Boeing auf eine bessere Leistung der bestehenden Flotten setzt.

Haftungsausschluss: Der Text wurde mit Hilfe einer KI zusammengefasst und übersetzt. Für Aussagen aus dem Originaltext wird keine Haftung übernommen!

Investing.com -- Boeing sicherte sich bei der Farnborough Airshow 173 Bestellungen, um so vor Airbus zu liegen, das 154 Jets gebucht hatte. Die Kombination aus 327 bestellten Flugzeugen von beiden Herstellern fiel unter externen Vorhersagen, die bis zu 800 Maschinen verkaufen wollten. SMBC Aviation Capital, der zweitgrößte Leasinggeber weltweit, platzierte den größten kommerziellen Auftrag des Wochenendes und teilte sich 200 Einrumpfjets gleichmäßig zwischen den beiden Herstellern auf. Der Betreiber bestellte 100 Boeing 737 MAX und 100 Airbus A320neo-Familienflugzeuge.

Haftungsausschluss: Der Text wurde mit Hilfe einer KI zusammengefasst und übersetzt. Für Aussagen aus dem Originaltext wird keine Haftung übernommen!

FDH Aero, ein globaler Anbieter von Supply-Chain-Lösungen für die Luftfahrt- und Verteidigungsindustrie, und Gardner Aerospace, ein britischer globaler Führer in der Luftfahrtmanufaktur, kündigen eine neue globale Lieferantenpartnerschaft an. Die fünfjährige Langfristvereinbarung (LTA) erweitert die bestehende Beziehung der Unternehmen auf alle Airbus-Kommerzflugzeuge mit Ein- und Zweimotoren. Unter den Bedingungen des mehrstelligigen Vertrags wird FDH Aero die Gardner Aerospace-Fabriken in Großbritannien, Frankreich, Polen, Indien und China unterstützen.