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Aerospace-Facts-And-Figures-1997 Compiled by: Economic Data Service Aerospace Research Center Aerospace Industri es Association of America, Inc. Director, Research Center Dav id H . Vadas Manager, Economic Data Service David H. Napier Editorial Consultant )ames ). H aggerty Design MV D esign Published by: Aerospace Industries Association of Ameri ca, Inc. 1250 Eye Street, N .W ., #1200 Washington, D .C. 20005-3924 FAX (2 02) 371-8470 . 371-8407 For mformation about orders, ca ll (202) _8563 371 For mformation about content, call (20Z) Copyri ght © 1997 . f Ameri ca, Inc. · ton o b y Aerospace Industries Assocla ' _ oo·· 46 25 L1brary of Congress Catalog No. g8-44L5 08 Intern ational Sta ndard Sen al No. Air Transport Association of America Council of Economic Advisers Export-Import Bank of th e United States Exxon Intern ational Company General Aviation Manufacturers Association He I icopter Asso ciation International Intern ational Civil Aviation Organization National Aeronautics and Space Administration National Science Foundation Office of M anagement and Budget U.S. Department of Commerce (B urea u of Economic Analysis; Bureau of th e Census; In ternational Trade Admin istrati on) U .S. Department of Defense (A ir Force; Army; Ballistic Missile Defense Organization; Comptroll er; Directorate for Informa­ tion, Operations, and Reports; Navy) U.S. Department of Labor (Bureau of. Labor Statistics) U.S. Depa rtment of Transportati on (Federa l Aviation Administra­ tion, Offi ce of Airline Sta tisti cs) Foreword ...... .... ... ... .......... .. ........ 6 Aerospace Summary ...... ............ .. ........8 Aircraft Production ... .... .... .... ........ ... 26 Missil e Programs . ... .. ........ ... .... .48 Space Programs ....... ... ... ... .... ... .. ....58 Air Transportation .... ... ... .. ... .. .. .. ..... 74 Resea rch and Development . ... ............ .... 100 Foreign Trade ........................... .... 116 Employment .. ... ..... .............. .. ..... 138 Finance ..... .. .. ........ ... .. ... ... 154 G lossary ...... .... .... ...... .. .... .... .. ... 1 64 Index .. .. .... .... .... .. .. .... ... .. .... 171 AlA Members ..... .... .. .. ........... .. .... 1 76 or th e U .S. ae rospace industry, 1 996 was th e " Yea r of the fUpturn" as industry sa les rose following four years of decline. It was a welcome milestone. Unfortunately, it was on ly a partial victory because the busi ness res urgence appl ied only to contract work from non-U .S. government sources. Sa les to th e Department of Defense (DoD) declined for the ninth consec utive year. This, however, was more th an off­ set by an impressive 18% gain in sales to non-U.S. government customers (principally airlines, other aircraft operators, com­ mercial operators of space systems, and foreign governments). Overall industry sa les increased by 5.7% to $11 3 bil­ lion. Th e industry also recorded increa ses in profits, exports and trade balance, new orders and bac klog, and for the first time since 1989, employment. f spec ial note was the odra­ matlc surge--almost 16 Yo-' nin new orders for aerospace systems. Th ose orders boosted th e industry's yea r-end backlog to $220 bil lion, an encourag­ ing signa l of increasing activ­ ity in nea r-future yea rs . More than 60% of the backlog was non-military in nature. Th e industry's performance in intern atio nal trade also merits spec ial note. After three years of decl ine due to a gen­ erally depressed global market, ae rospace exports rebounded to more th an $40 billion, up 22% over the previous year's level. Th e ae rospace trade balance grew by 23% to $26.6 bi llion. Forecasting future prospects requ ires separating government business from non-govPrnment activity curves because th e two are hea ded in tol" " Y divergent directions. efe n se workload dominates government bus iness, mak­ ing th e outlook dim. In constan t dollar terms, the indus­ ~ try's 1996 sa les to th e DoD were less than half t e vol­ ume of th e peak yea r 1987 and th ey w ill continue to decline for th e rest of th is century. Similarl y, outlays for government­ sponsored civil space activiti es are expected to remain flat, which means reduced sales when inflation is factored into the equation. It is impossible to predict the eventual level of defense/space government business beyond th e turn of the century when the tas k of maintaining a balanced budget could prove as difficult as achieving it. If th e nation con­ tinues to support a potent, modernized defense force and a progressive program of civil space resea rch, as AlA believes it wi II , production stabi I ity at moderate levels of activity ca n be achieved in government workloads in the first decade of the new century. he outlook is brighter with regard to non-government busi­ ness where the principal component is civil transport air­ l craft. The consensus $1 trillion market for jetliners over the next 20 yea rs appears to be a valid projection with U.S. man­ ufacturers maintaining their two-thirds share of the market. AlA projects a sharply ascending jetliner sa les curve that will reach all-time record levels before the century is out and could eventuall y reach annual leve ls as high as dou­ ble the dollar-volume average for th e past 20 years. In summary, the aerospace industry is just beyond the halfway point in what will probably be a 20-year transi­ ti on period from a manufacturing activity dominated by U.S. government business to one driven primarily by commer­ cial business. he transition has already caused great changes in the indus­ try across a wide spectrum of operations. Many of the changes l have benefitted tlte industry's technologica l capability, the quality of its products, and its overall competitiveness. We have every reason to believe that our compani es will con­ t~nu e to manage the remaining years of the transition effec­ tively and that th e U.S. aerospace industry will retain its sta­ tus as the leader of the aerospace manufacturing world. Don Fuqu a President Aerospace Industries Association ong awaited, U.S . aerospace industry sa les turned upward in 1996. After five straight yea rs of declining sales (in infla­ ~ tion-adjusted constant dollars) , the industry record ed a modest but welcome 4.6% gai n. This was accomplished despite continued declining sales to U.S. government agencies, the industry's main source of business for many yea rs. A decl ine of three percent in government sa les was more than offset by an 18% in crea se in sales to "oth er customers," a cate­ gory that includes ai rlines, private and corporate aircraft oper­ ators, commerc ial operators of space systems, and foreign governments. Here are the highlights of the industry's 1996 performance: Sales. Overall industry sales amounted to $113 billion compared with $107 billion in 1995. Virtually all of the gai n was in the "other customers" category where sa les totaled $43 billion, up $6.6 billion. Sal es to DoD fell for the ninth consecutive year, down to $39 billion from $41 billion in 1995 . NASA and other U.S. government agencies had total sales of $12 .4 billion, up $1 billion. However, total U.S. go:­ ernment sales dropped from $53 billion in 1995 to $51 bil­ lion in 1996. Industry's largest product group is the aircraft sector. Sales of aircraft, engines, and parts (c ivil and military combined) totaled $60 billion compared w ith $55 billion in 1995. T~ e 1996 figure was compounded of $33 billion for military air­ craft and $27 billion for civil aircraft. Sales of space systems (civil and military) record - d a second straight :1n crea se , to $29 billion. from $27.4 billion Jn 1995. Sales of " relate~ d serv1ces pro d ucts a n . n non-aerospace (m cludJ g · reased · · ) also 1n c ' activ JtJ eS b' llion in $17.8 I from 8 billion in 1995 to $ 1 8 . Missile system sales 1996· nly product was the o ry to show a c atego . $ decline, dipping to 4.9 billion. For 1996 aerospace 1n. d ustry sa 1e s a mounted to 1.5 % of th e Gross Domest ic Product and 3.0% of total sa les by all U.S. manufacturing industries, same percentages as in 1995. Earnings. Net income after taxes was $7.2 billion, a sub­ stantial gain over .the previous year's $4.6 billion. As a per­ centage of sales, the industry's profit amounted to 5.6%, com­ pared with 3.8% in 1995 and with the 1996 avera ~e for all U .S. manufacturing industries of 6.0%. As a percentage of assets, aerospace earnings amounted to 5.1 %; as a percentage of equity, 1 7.1 % . The aerospace balance sheet showed net working cap­ ital of $16 billion, down from $18.8 billion in 1995. Stock­ holders equity dipped from $42 billion in 1995 to $40 bil­ lion in 1996; total assets increased from $1-32 billion to $136 billion. Orders and Backlog. Net new orders for aerospace sys­ tems totaled $126 billion, up from $109 billion in 1995, an increase of almost 16°/o; it was the third straight year of increases in orders. The-gains were nearly across the board · for aerospace products; only "other military aerospace" and non-aerospace products showed declines. - The industry ' ~ backjog at year-end 1996 was $220 bil­ lion, up from $203 billion in the previous year. More than 60% of the backlog ($134 billion) was in orders for non­ military products. The backlog for military systems was $86 billion, up from $82 billion; the increase was the first after four years of decline. Civil Aircraft Production. Data compiled by the Aero­ space Industries Association (AlA) shows that U .S.
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