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(Registrant’s
telephone number, including area code)
Indicate by check mark whether the registrant (1) has filed all reports required to be filed by Section 13 or 15(d) of the Securities Exchange Act of 1934 during the preceding 12 months (or for such shorter period that the registrant was required to file such reports), and (2) has been subject to such filing requirements for the past 90 days. iYes☒ No ☐
Indicate
by check mark whether the registrant has submitted electronically every Interactive Data File required to be submitted pursuant to Rule 405 of Regulation S-T (§232.405/ of this chapter) during the preceding 12 months (or for such shorter period that the registrant was required to submit such files). iYes☒ No ☐
Indicate by check mark whether the
registrant is a large accelerated filer, an accelerated filer, a non-accelerated filer, a smaller reporting company, or an emerging growth company. See the definitions of “large accelerated filer,”“accelerated filer,”“smaller reporting company,” and "emerging growth company" in Rule 12b-2 of the Exchange Act. (Check one):
iLarge
Accelerated Filer
☒
Accelerated filer
☐
Non-accelerated filer
☐
Smaller reporting company
i☐
Emerging growth company
i☐
If
an emerging growth company, indicate by check mark if the registrant has elected not to use the extended transition period for complying with any new or revised financial accounting standards provided pursuant to Section 13(a) of the Exchange Act. ☐
Indicate by check mark whether the registrant is a shell company (as defined in Rule 12b-2 of the Exchange Act).
Yes i☐
No ☒
Securities registered pursuant to Section 12(b) of the Act:
Title of each class
Trading Symbol(s)
Name of each exchange on which registered
iCommon
Stock, $5.00 Par Value
iBA
iNew York Stock Exchange
As of April 21, 2021, there were i584,810,068
shares of common stock, $5.00 par value, issued and outstanding.
Notes to the Condensed Consolidated Financial Statements
(Dollars
in millions, except otherwise stated)
(Unaudited)
Note 1 – iBasis of Presentation
The condensed consolidated interim financial statements included in this report have been prepared by management of The Boeing Company (herein referred to as “Boeing”, the “Company”, “we”, “us”, or “our”). In the opinion of
management, all adjustments (consisting of normal recurring accruals) necessary for a fair presentation are reflected in the interim financial statements. The results of operations for the period ended March 31, 2021 are not necessarily indicative of the operating results for the full year. The interim financial statements should be read in conjunction with the audited Consolidated Financial Statements, including the notes thereto, included in our 2020 Annual Report on Form 10-K.
Liquidity Matters
The global outbreak of COVID-19 and residual impacts from the grounding of the 737 MAX airplane in 2019 are having a significant adverse impact on our business and are expected to continue to negatively impact revenue, earnings and operating cash flow in future quarters. The COVID-19 pandemic has caused an unprecedented shock to demand
for air travel, creating a tremendous challenge for our customers, our business and the entire aerospace manufacturing and services sector. We continue to expect commercial air travel to return to 2019 levels in 2023 to 2024. We expect it will take a few years beyond that for the industry to return to long-term trend growth. There is significant uncertainty with respect to when commercial air traffic levels will recover, and whether and at what point capacity will return to and/or exceed pre-COVID-19 levels.
During the first three months of 2021, net cash used by operating activities was $i3.4
billion. Our operating cash flows continue to be impacted by lower commercial airplane deliveries and increases in commercial airplane inventory. We expect negative operating cash flows until commercial deliveries ramp up. In the first quarter of 2021, we issued $i9.8 billion of fixed rate senior notes that mature between 2023 and 2026. We used the net proceeds of these note issuances to repay $i9.8 billion
outstanding under our two-year delayed draw term loan credit agreement. The remaining $i4.0 billion of our two-year delayed draw term loan matures in February 2022. As a result, our cash and short-term investment balance was $i21.9
billion at March 31, 2021, down from $i25.6 billion at December 31, 2020, while our debt balance was $i63.6
billion at March 31, 2021, unchanged from December 31, 2020. Short-term debt and the current portion of long-term debt increased to $i6.0 billion at March 31, 2021, up from $i1.7
billion at December 31, 2020. The current portion of long term debt includes term notes of $i1.5 billion maturing in 2021. Our short-term and long-term credit ratings remained unchanged during the first quarter of 2021.
In the first quarter of 2021, we entered into a $i5.3 billion
two-year revolving credit agreement, which we have not drawn upon. As a result, our unused borrowing capacity on revolving credit agreements increased to $i14.8 billion at March 31, 2021 from $i9.5
billion at December 31, 2020. We anticipate that these credit lines will remain undrawn and primarily serve as back-up liquidity to support our general corporate borrowing needs. See Note 11.
At March 31, 2021, trade payables included $i3.8 billion payable to suppliers who have elected to participate in supply chain financing programs. While access to supply chain financing has been reduced due to our
credit ratings and debt levels, we do not believe that these or future changes in the availability of supply chain financing will have a significant impact on our liquidity.
In addition to our debt issuances, we have taken a number of actions to improve liquidity. During 2020, our Board of Directors terminated its prior authorization to repurchase shares of the Company’s outstanding common stock and suspended the declaration and/or payment of dividends until further notice. We have also reduced production rates in our commercial business to reflect the impact of COVID-19 on the industry. We are executing on our plans to reduce our workforce through a combination of voluntary and involuntary layoffs and natural turnover. We have recorded severance costs for approximately 23,000 employees, of which approximately 5,000 are expected to leave in
the remainder of
2021. In the fourth quarter of 2020, we began using our common stock in lieu of cash to fund Company contributions to our 401(k) plans. In December 2020, in lieu of merit pay increases, we awarded most of our employees a one-time stock grant that will vest in three years. We have reduced discretionary spending, including reducing or deferring research and development and capital expenditures. We expect these actions will further enable the Company to conserve cash.
We are also working with our customers
and supply chain to accelerate receipts and conserve cash. For example, the United States Department of Defense (U.S. DoD) has taken steps to work with its industry partners to increase liquidity in the form of increased progress payment rates and reductions in withholds among other initiatives. We also deferred certain tax payments pursuant to the Coronavirus Aid, Relief, and Economic Security (CARES) Act.
In July 2020, we announced our business transformation efforts to assess our business across five key pillars: infrastructure, overhead and organization, portfolio and investments, supply chain health and operational excellence. Within the infrastructure pillar we are assessing our overall facility requirements in light of reduced demand in our commercial businesses and remote and virtual work opportunities for large numbers of our workforce. We also anticipate a reduction in office space needs compared to our pre-COVID
capacity. However, as we consolidate our footprint, terminate leases and dispose of properties, we may incur near term adverse impacts to earnings. The overhead and organization pillar is focused on our cost structure and how we are organized so we can right size our workforce and simplify and reduce management layers and bureaucracy. The portfolio and investments pillar includes aligning our portfolio and investments to focus on our core business and the changes in market conditions. The supply chain pillar is focused on supply chain health and stability, reducing indirect procurement spend and streamlining our transportation, logistics and warehousing approach. The operational excellence pillar is focused on improving performance, enhancing quality and reducing rework. These activities are not intended to constrain our capacity, but rather to enable the Company to emerge stronger and
be more resilient when the market recovers.
Based on our current best estimates of market demand, planned production rates, timing of cash receipts and expenditures, our ability to successfully implement further actions to improve liquidity, as well as our ability to access additional liquidity, if needed, we believe it is probable that we will be able to fund our operations for the foreseeable future.
i
Use of Estimates
The preparation of financial statements in conformity with U.S. generally
accepted accounting principles (GAAP) requires management to make estimates and assumptions that affect the reported amounts of assets and liabilities and disclosure of contingent assets and liabilities at the date of the financial statements and the reported amounts of revenues and expenses during the reporting period. We believe that the accounting estimates and assumptions are appropriate given the increased uncertainties surrounding the severity and duration of the impacts of the COVID-19 pandemic, however actual results could differ from those estimates.
Changes in estimated revenues, cost of sales and the related effect on operating income are recognized using a cumulative catch-up adjustment which recognizes in the current period the cumulative effect of the changes on current and prior periods based on a long-term contract’s percentage-of-completion.
When the current estimates of total sales and costs for a long-term contract indicate a loss, a provision for the entire reach-forward loss on the long-term contract is recognized.
Net cumulative catch-up adjustments to prior periods' revenue and earnings, including certain reach-forward losses, across all long-term contracts were as follows:
(In
millions - except per share amounts)
Three months ended March 31
2021
2020
Increase/(decrease) to Revenue
$i7
($i434)
Increase
to Loss from operations
($i176)
($i839)
Decrease
to Diluted EPS
($i0.29)
($i0.63)
Note
2 – iEarnings Per Share
i
Basic and diluted earnings per share are computed using the two-class method, which is an earnings allocation method that determines earnings per share for common shares and participating
securities. The undistributed earnings are allocated between common shares and participating securities as if all earnings had been distributed during the period. Participating securities and common shares have equal rights to undistributed earnings.
Basic earnings per share is calculated by taking net earnings, less earnings available to participating securities, divided by the basic weighted average common shares outstanding.
Diluted earnings per share is calculated by taking net earnings, less earnings available to participating securities, divided by the diluted weighted average common shares outstanding.
i
The
elements used in the computation of basic and diluted earnings per share were as follows:
(In millions - except per share amounts)
Three months ended March 31
2021
2020
Net
loss attributable to Boeing Shareholders
($i537)
($i628)
Less:
earnings available to participating securities
i
i
Net
loss available to common shareholders
($i537)
($i628)
Basic
Basic
weighted average shares outstanding
i585.4
i565.9
Less:
participating securities
i0.4
i0.5
Basic
weighted average common shares outstanding
i585.0
i565.4
Diluted
Basic
weighted average shares outstanding
i585.4
i565.9
Dilutive
potential common shares(1)
i
i
Diluted
weighted average shares outstanding
i585.4
i565.9
Less:
participating securities
i0.4
i0.5
Diluted
weighted average common shares outstanding
i585.0
i565.4
Net
loss per share:
Basic
($i0.92)
($i1.11)
Diluted
(i0.92)
(i1.11)
(1)Diluted
earnings per share includes any dilutive impact of stock options, restricted stock units, performance-based restricted stock units and performance awards.
/
As a result of incurring a net loss for the three months ended March 31, 2021 and 2020, potential common shares of i1.7
million and i2.3 million were excluded from diluted loss per share because the effect would have been antidilutive. In addition, the following table includes the number of shares that may
be
dilutive potential common shares in the future. These shares were not included in the computation of diluted loss per share because the effect was either antidilutive or the performance condition was not met.
i
(Shares
in millions)
Three months ended March 31
2021
2020
Performance awards
i2.6
i6.7
Performance-based
restricted stock units
i0.7
i1.4
Restricted
stock units
i1.4
Stock options
i0.2
/
Note
3 – iIncome Taxes
The first quarter of 2021 tax rate of i1.9% reflects a projected tax benefit from current operations substantially
offset with discrete tax expenses impacting the quarter. The 2021 tax benefit reflects pre-tax losses that are generating a tax benefit at the i21% federal tax rate plus research and development tax credits. These tax benefits were offset by discrete tax expenses recorded in the first quarter of 2021 related to adjustments to the valuation allowance and CARES Act tax carryback benefits recorded in 2020. The 2020 tax rate includes tax benefits from the CARES Act enacted on March
27, 2020 that included a five-year net operating loss carryback provision which enabled us to benefit certain 2020 losses and re-measure certain deferred tax assets and liabilities at the former federal tax rate of i35%. The 2020 tax rate also includes research and development tax credits and excess tax benefits related to share-based payments.
As of March 31, 2021 and December 31,
2020, the Company had recorded valuation allowances of $i3,192 and $i3,094
primarily for certain federal deferred tax assets, state net operating loss carryforwards, and state tax credits. To measure the valuation allowance, the Company estimated in what year each of its deferred tax assets and liabilities would reverse using systematic and logical methods to estimate the reversal patterns. Based on these methods, deferred tax liabilities were assumed to reverse and generate taxable income over the next 5 to 10 years while deferred tax assets related to pension and other postretirement benefit obligations were assumed to reverse and generate tax deductions over the next 15 to 20 years. The valuation allowance primarily resulted from not having sufficient income from deferred tax liability reversals in the appropriate future periods to support the realization of certain deferred tax assets.
As of March 31,
2021, based on the estimated reversal patterns of the Company’s deferred tax assets and liabilities, it is more likely than not that the Company will realize the federal deferred tax assets generated in 2021 as there is sufficient projected income from reversals of deferred tax liabilities in the next five years.
Federal income tax audits have been settled for all years prior to 2018. The Internal Revenue Service (IRS) began the 2018-2019 federal tax audit in the first quarter of 2021. We are also subject to examination in major state and international jurisdictions for the 2007-2019 tax years. We believe appropriate provisions for all outstanding tax issues have been made for all jurisdictions and all open years.
Commercial
spare parts, used aircraft, general stock materials and other
i10,747
i10,739
Total
$i82,668
$i81,715
/
Commercial
spare parts, used aircraft, general stock materials and other includes capitalized precontract costs of $i571 at March 31, 2021 and $i733
at December 31, 2020 primarily related to KC-46A Tanker and Commercial Crew. See Note 9.
Commercial Aircraft Programs
The increase in commercial aircraft programs inventory during 2021 reflects a continued buildup of 787 aircraft caused by 787 production issues and associated rework, which resulted in a significant reduction in 787 deliveries. This was partially offset by a decrease in 737 inventory reflecting the resumption of deliveries. Commercial aircraft programs inventory includes approximately 400 737 MAX aircraft and 100 787 aircraft at March 31, 2021 as compared with 425 737 MAX aircraft and 80 787 aircraft at December 31, 2020.
We are currently remarketing certain aircraft and
may have to remarket additional aircraft in future periods. If we are unable to successfully remarket the aircraft, determine further production rate reductions are necessary, and/or contract the program accounting quantities, future earnings may be reduced and/or additional reach-forward losses may have to be recorded.
At March 31, 2021 and December 31, 2020, commercial aircraft programs inventory included the following amounts related to the 737 program: deferred production costs of $i1,861
and $i2,159 and unamortized tooling and other non-recurring costs of $i632 and $i480.
At March 31, 2021, $i2,391 of 737 deferred production costs, unamortized tooling and other non-recurring costs are expected to be recovered from units included in the program accounting quantity that have firm orders and $i102
is expected to be recovered from units included in the program accounting quantity that represent expected future orders.
At March 31, 2021 and December 31, 2020, commercial aircraft programs inventory included the following amounts related to the 777X program:unamortized tooling and other non-recurring costs of $i3,351
and $i3,295. During the fourth quarter of 2020, we determined that estimated costs to complete the 777X program plus costs already included in 777X inventory exceed estimated revenues from the program. The resulting reach-forward loss of $i6,493
was recorded as a reduction to deferred production costs. As a result, 777X deferred production costs were immaterial at March 31, 2021 and December 31, 2020. The level of profitability on the 777X program will be subject to a number of factors. These factors include continued market uncertainty, the impacts of COVID-19 on our production system as well as impacts on our supply chain and customers, further production rate adjustments for the 777X or other commercial aircraft programs, contraction of the accounting quantity and potential risks associated with the testing program and the timing of aircraft certification. One or more of these factors could result in additional reach-forward losses on the 777X program in future periods.
At March 31, 2021 and December 31,
2020, commercial aircraft programs inventory included the following amounts related to the 787 program: deferred production costs of $i14,803 and $i14,976,
$i1,795 and $i1,865 of supplier advances, and $i1,857
and $i1,863 of unamortized tooling and other non-recurring costs. At March 31, 2021, $i11,557
of 787 deferred production costs, unamortized tooling and other non-recurring costs are expected to be recovered from units included in the program accounting quantity that have firm orders and $i5,103 is expected to be recovered from units included in the program accounting quantity that represent expected future orders.
Commercial aircraft programs inventory included amounts credited in cash or other consideration (early issue sales
consideration) to airline customers totaling $i3,114 and $i2,992
at March 31, 2021 and December 31, 2020.
Unbilled receivables increased from $i7,995
at December 31, 2020 to $i8,785 at March 31, 2021, iprimarily driven by revenue recognized at Defense, Space & Security (BDS) and Global
Services (BGS) in excess of billings.
Advances and progress billings increased from $i50,488 at December 31, 2020 to $i50,908
at March 31, 2021, iprimarily driven by advances on orders received at Commercial Airplanes (BCA), BDS, and BGS, partially offset by revenue recognized and the return of customer advances at BCA.
Revenues recognized during the three months ended March 31, 2021 and 2020 from amounts recorded as Advances and progress billings at the beginning of each year were $i4,718
and $i3,790.
Note 7 – iCustomer
Financing
i
Customer financing primarily relates to the Boeing Capital (BCC) segment and consisted of the following:
March 31 2021
December
31 2020
Financing receivables:
Investment in sales-type/finance leases
$i911
$i919
Notes
i417
i420
Total
financing receivables
i1,328
i1,339
Operating
lease equipment, at cost, less accumulated depreciation of $i162 and $i209
We acquire aircraft to be leased to customers through trades, lease returns, purchases in the secondary market, and new aircraft transferred from our BCA segment. Leasing arrangements typically range in terms from 1 to 12 years and may include options to extend or terminate the lease. Certain leases include provisions to allow the lessee to purchase the underlying aircraft at a specified price. A minority of leases contain variable lease payments based on actual aircraft usage and are paid in arrears.
iWe
determine a receivable is impaired when, based on current information and events, it is probable that we will be unable to collect amounts due according to the original contractual terms. At March 31, 2021 and December 31, 2020, we individually evaluated for impairment customer financing receivables of $i380 and $i391,
of which $i380 and $i380 were determined to be impaired. We recorded no allowance for losses on these impaired receivables as the collateral values exceeded the carrying
values of the receivables./
i
We determine a receivable is past due when cash has not been received upon the due date specified in the contract.There were no past due customer financing receivables as of March 31,
2021. Customer financing receivables past due as of March 31, 2020 was $i18.
We evaluate the collectability of customer financing receivables at commencement and on a recurring basis. If a customer financing receivable is deemed uncollectible, the customer is categorized as non-accrual status. When a customer is in non-accrual status at commencement, revenue is deferred until substantially all cash has been received or the customer is removed from non-accrual status. If
a customer status changes to non-accrual after commencement and sufficient collateral is available, we recognize contractual interest income as payments are received to the extent payments exceed past due principal payments. If there is not sufficient collateral, then revenue is not recognized until payments exceed the principal balance. Receivables in non-accrual status as of March 31, 2021 and December 31, 2020 were $ii380/.
Interest income received for the three months ended March 31, 2021 and 2020 was $i6 and $i8.
The
adequacy of the allowance for losses is assessed quarterly. The four primary factors influencing the level of our allowance for losses on customer financing receivables are customer credit ratings, default rates, expected loss rate and collateral values, each of which may be adversely affected by impacts that COVID-19 has on our customers. We assign internal credit ratings for all customers and determine the creditworthiness of each customer based upon publicly available information and information obtained directly from our customers. Our rating categories are comparable to those used by the major credit rating agencies.
/i
Our
financing receivable balances at March 31, 2021 by internal credit rating category and year of origination consisted of the following:
Rating categories
Current
2020
2019
2018
2017
Prior
Total
BBB
$i254
$i254
BB
$i67
$i131
$i47
$i15
i139
i399
B
$i51
i170
i221
CCC
i7
i31
$i240
i176
i454
Total
carrying value of financing receivables
$i67
$i138
$i78
$i15
$i291
$i739
$i1,328
/
At
March 31, 2021, our allowance related to receivables with ratings of CCC, B, BB, and BBB. We applied default rates that averaged i25.4%, i6.8%,
i2.9%, and i0.2%, respectively, to the exposure associated with those receivables.
Customer financing is collateralized by security in the related asset. The value of the collateral is closely tied to commercial airline performance and overall market conditions and may be subject to reduced valuation with market decline. Certain collateral values are being adversely impacted by the changes in market conditions driven by the COVID-19 pandemic. Declines in collateral values could result in asset impairments, reduced finance lease income, and an increase in the allowance for losses. Our customer financing collateral is concentrated in out-of-production aircraft and 747-8 aircraft. Generally, out-of-production aircraft have experienced greater collateral value declines than in-production aircraft.
i
The
majority of customer financing carrying values are concentrated in the following aircraft models:
March 31 2021
December 31 2020
717 Aircraft ($i73
and $i98 accounted for as operating leases)
$i617
$i637
747-8
Aircraft ($i120 and $i121 accounted for as operating leases)
i479
i480
737
Aircraft ($i209 and $i214 accounted for as operating leases)
i229
i235
777
Aircraft ($i216 and $i216 accounted for as operating leases)
i223
i225
MD-80
Aircraft (accounted for as sales-type finance leases)
i170
i167
757
Aircraft ($i0 and $i4 accounted for as operating leases)
i139
i147
747-400
Aircraft ($i19 and $i19 accounted for as operating leases)
i70
i71
/
Lease
income recorded in Revenue on the Condensed Consolidated Statements of Operations for the three months ended March 31, 2021 and 2020 included $i13 and $i15
from sales-type/finance leases, and $i18 and $i31 from operating leases, of which $i2
and $i1 related to variable operating lease payments. Profit at the commencement of sales-type leases was recorded in revenue for the three months ended March 31, 2021 and 2020 in the amount of $i16
and $i4.
Note 8 – iiInvestments
/
Our investments, which are recorded in Short-term and other investments or Investments, consisted of the following:
March 31 2021
December 31 2020
Equity method investments (1)
$i925
$i936
Time
deposits
i14,187
i17,154
Available
for sale debt instruments
i582
i596
Equity
and other investments
i60
i85
Restricted
cash & cash equivalents(2)
i87
i83
Total
$i15,841
$i18,854
(1)Dividends
received were $i5 and $i33 during the three months ended March 31, 2021 and 2020.
(2)Reflects
amounts restricted in support of our workers’ compensation programs, employee benefit programs, and insurance premiums.
Allowance for losses on available for sale debt instruments are assessed quarterly. All instruments are considered investment grade and, as such, we have not recognized an allowance for credit losses as of March 31, 2021.
In 2019, following two fatal 737 MAX accidents, the Federal Aviation Administration (FAA) and non-U.S. civil aviation authorities issued orders suspending commercial operations of 737 MAX aircraft. Deliveries of the 737 MAX were suspended following these orders. Deliveries in the U.S. resumed in late 2020 following rescission by the FAA of its grounding order. In addition, several other non-U.S. civil aviation authorities, including the Brazilian National Civil Aviation Agency, Transport Canada, and the European Union Aviation Safety Agency (EASA) have subsequently approved return of operations, allowing us to resume deliveries in those jurisdictions. More than 165 countries have approved the resumption of 737 MAX operations. The 737 MAX remains grounded in certain non-U.S. jurisdictions, including China.
Multiple
legal actions have been filed against us as a result of the accidents. In addition, we are fully cooperating with U.S. government investigations related to the accidents and the 737 MAX program, including an investigation by the Securities and Exchange Commission, the outcome of which may be material. Other than as described in Note 17 with respect to our entry during the first quarter into a Deferred Prosecution Agreement with the U.S. Department of Justice, we cannot reasonably estimate a range of loss, if any, not covered by available insurance that may result given the current status of the lawsuits, investigations and inquiries related to the 737 MAX.
In early April 2021, we notified the FAA that we recommended to operators that certain 737 MAX airplanes be temporarily removed from service to address issues that could affect the operation of the electrical power system. We are working with the FAA to finalize the required
actions to address the issues and do not expect it to have a material financial impact on the 737 program.
In the first quarter of 2021, we delivered 58 aircraft, and we have assumed that the remaining non-U.S. regulatory approvals will occur and enable deliveries in all jurisdictions during 2021. We have approximately 400 airplanes in inventory as of March 31, 2021. A number of customers have requested to defer deliveries or to cancel orders for 737 MAX aircraft, and we are remarketing and/or delaying deliveries of certain aircraft included within inventory. We continue to expect to deliver about half of the 737 MAX aircraft in inventory as of December 31, 2020 by the end of 2021. In the event that we are unable to resume aircraft deliveries in certain non-U.S. jurisdictions consistent with our assumptions of regulatory approval
timing, our expectation of delivery timing could be impacted.
We produced at abnormally low production rates in 2020 and expect to continue to do so through 2021. As a result, we expect to incur approximately $i5 billion of abnormal production costs on a cumulative basis, which are being expensed as incurred. We expensed abnormal production costs of $i2,567
during 2020 and $i568 during the three months ended March 31, 2021.
In addition to impacts related to the 737 MAX accidents and subsequent grounding, the 737 program continues to be significantly impacted by the COVID-19 pandemic and its effect on aircraft demand. These impacts have contributed to the lower production and delivery rate assumptions described above. We continue to expect to gradually increase the production rate to 31 per month by early 2022, as well as implement further gradual production rate increases in subsequent
periods based on market demand. The ongoing impacts of COVID-19 on market demand have also created significant uncertainty around the timing of deliveries of 737 MAX aircraft in inventory. We may need to recognize additional costs associated with remarketing and/or reconfiguring aircraft in inventory, which may reduce revenue and/or earnings in future periods.
We have also recorded additional expenses of $i53 and $i61
due to the 737 MAX grounding during the three months ended March 31, 2021 and 2020, including costs related to storage, inventory impairment, pilot training, and software updates.
The
following table summarizes changes in the 737 MAX customer concessions and other considerations liability during the three months ended March 31, 2021 and 2020.
2021
2020
Beginning balance – January 1
$i5,537
$i7,389
Reductions
for payments made
(i1,172)
(i671)
Reductions
for concessions and other in-kind considerations
(i25)
(i2)
Changes
in estimates
i30
(i30)
Ending
balance – March 31
$i4,370
$i6,686
/
We
are working with our customers to minimize the impact to their operations from grounded and undelivered aircraft. We continue to reassess the liability for estimated potential concessions and other considerations to customers on a quarterly basis. This reassessment includes updating estimates to reflect revisions to return to service, delivery and production rate assumptions driven by timing of regulatory approvals, as well as latest information based on engagements with 737 MAX customers. The liability represents our current best estimate of future concessions and other considerations to customers, and is necessarily based on a series of assumptions. It is subject to change in future quarters as negotiations with customers mature and timing and conditions of return to service are better understood. The liability balance of $i4.4
billion at March 31, 2021 includes $i1.7 billion expected to be liquidated by lower customer delivery payments, $i0.6
billion expected to be paid in cash and $i0.2 billion in other concessions. Of the cash payments to customers, we expect to pay $i0.3
billion in 2021 and $i0.3 billion in 2022. The type of consideration to be provided for the remaining $i1.9
billion will depend on the outcomes of negotiations with customers.
The 737 MAX remains grounded in certain non-U.S. jurisdictions. The civil aviation authorities in those jurisdictions will determine the timing and conditions of return to service. Our assumptions reflect our current best estimate, but actual timing and conditions of return to service and resumption of deliveries could differ from this estimate, the effect of which could be material. We are unable at this time to reasonably estimate potential future additional financial impacts or a range of loss, if any, due to continued uncertainties related to the timing and conditions of return to service in certain jurisdictions. For example, a significant portion of our 737 MAX inventory consists of aircraft scheduled to be delivered to customers based in China. If we are unable to resume deliveries to China consistent with our assumptions, or if further deterioration
in trade relations between the U.S. and China results in unanticipated delivery delays, the continued absence in revenue, earnings, and cash flows associated with 737 MAX deliveries would materially and adversely impact our operating results. In addition, uncertainties related to the impacts of COVID-19 on our operations, supply chain and customers, future changes to the production rate, supply chain impacts, and/or the results of negotiations with particular customers, as well as any changes in our program estimates, could have a material adverse effect on our financial position, results of operations, and/or cash flows. In the event that future production rate increases occur at a slower rate or take longer than we are currently assuming, we expect that the growth in inventory and other cash flow impacts associated with production would decrease. However, while any prolonged production suspension or delays in planned production rate increases could mitigate the impact
on our liquidity, it could significantly increase the overall expected costs to produce aircraft included in the accounting quantity, which would reduce 737 program margins and/or increase abnormal production costs in the future.
Commercial air traffic has fallen dramatically due to the COVID-19 pandemic. This trend has impacted passenger traffic most severely. While the pandemic caused a temporary shift in air cargo dynamics, we have seen air cargo traffic to return to positive growth in 2021 on economic recovery and strengthening trade. Airlines have significantly reduced their capacity, and many could implement further reductions in the near future. These capacity changes are causing, and are expected to continue to cause, negative impacts to our customers’ revenue, earnings, and cash flow, and in some cases may threaten the future viability of some of our customers, potentially causing defaults within our customer financing
portfolio and/or requiring us to remarket aircraft that have already been produced and/or are currently in backlog. If 737 MAX aircraft remain grounded for an extended period of time in certain non-U.S. jurisdictions, we may
experience additional reductions to backlog and/or significant order cancellations. Additionally, we may experience fewer new orders and increased cancellations across all of our commercial airplane programs as a result of the COVID-19 pandemic and associated impacts on demand. Our customers may also lack sufficient liquidity to purchase new aircraft due to impacts from the pandemic. We are also observing a significant
increase in the number of requests for payment deferrals, contract modifications, lease restructurings and similar actions, and these trends may lead to additional earnings charges, impairments and other adverse financial impacts in our business over time. In addition, to the extent that customers have valid rights to cancel undelivered aircraft, we may be required to refund pre-delivery payments, putting additional constraints on our liquidity. There is risk that the industry implements longer-term strategies involving reduced capacity, shifting route patterns, and mitigation strategies related to impacts from COVID-19 and the risk of future public health crises. In addition, airlines may experience reduced demand due to reluctance by the flying public to travel.
We continue to expect commercial air travel to return to 2019 levels in
2023 to 2024. We expect it will take a few years beyond that for the industry to return to long-term trend growth. There is significant uncertainty with respect to when commercial air traffic levels will begin to recover, and whether and at what point capacity will return to and/or exceed pre-COVID-19 levels. The COVID-19 pandemic also has increased, and its aftermath is also expected to continue to increase, uncertainty with respect to global trade volumes, putting significant negative pressure on cargo traffic. Any of these factors would have a significant impact on the demand for both single-aisle and wide-body commercial aircraft, as well as for the services we provide to commercial airlines. In addition, a lengthy period of reduced industry-wide demand for commercial aircraft would put additional pressure on our suppliers, resulting in increased procurement costs and/or additional supply chain disruption. To the extent that the COVID-19 pandemic or its aftermath
further impacts demand for our products and services or impairs the viability of some of our customers and/or suppliers, our financial condition, results of operations, and cash flows could be adversely affected, and those impacts could be material.
Environmental
i
The following table summarizes environmental remediation activity during the three months ended March 31, 2021 and 2020.
2021
2020
Beginning
balance – January 1
$i565
$i570
Reductions
for payments made
(i13)
(i9)
Changes
in estimates
i15
i7
Ending
balance – March 31
$i567
$i568
/
iThe
liabilities recorded represent our best estimate or the low end of a range of reasonably possible costs expected to be incurred to remediate sites, including operation and maintenance over periods of up to 30 years. It is reasonably possible that we may incur charges that exceed these recorded amounts because of regulatory agency orders and directives, changes in laws and/or regulations, higher than expected costs and/or the discovery of new or additional contamination. As part of our estimating process, we develop a range of reasonably possible alternate scenarios that includes the high end of a range of reasonably possible cost estimates for all remediation sites for which we have sufficient information based on our experience and existing laws and regulations. There are some potential remediation obligations where the costs of remediation cannot be reasonably estimated. At March 31, 2021 and December 31,
2020, the high end of the estimated range of reasonably possible remediation costs exceeded our recorded liabilities by $i1,059 and $i1,095.
The following table summarizes product warranty activity recorded during the three months ended March 31, 2021 and 2020.
2021
2020
Beginning
balance – January 1
$i1,527
$i1,267
Additions
for current year deliveries
i17
i23
Reductions
for payments made
(i44)
(i82)
Changes
in estimates
i234
i341
Ending
balance – March 31
$i1,734
$i1,549
/
Commercial
Aircraft Commitments
iIn conjunction with signing definitive agreements for the sale of new aircraft (Sale Aircraft), we have entered into trade-in commitments with certain customers that give them the right to trade in used aircraft at a specified price upon the purchase of Sale Aircraft. The probability that trade-in commitments will be exercised is determined by using both quantitative information from valuation sources and qualitative information from other sources. The probability of exercise is assessed quarterly, or as events trigger a change, and takes into consideration
the current economic and airline industry environments. Trade-in commitments, which can be terminated by mutual consent with the customer, may be exercised only during the period specified in the agreement, and require advance notice by the customer.
Trade-in commitment agreements at March 31, 2021 have expiration dates from 2021 through 2028. At March 31, 2021 and December 31, 2020 total contractual trade-in commitments were $i623 and
$i950. As of March 31, 2021 and December 31, 2020, we estimated that it was probable we would be obligated to perform on certain of these commitments with net amounts payable to customers totaling $i400
and $i599 and the fair value of the related trade-in aircraft was $i400 and $i580.
Financing
Commitments
Financing commitments related to aircraft on order, including options and those proposed in sales campaigns, and refinancing of delivered aircraft, totaled $i13,383 and $i11,512
as of March 31, 2021 and December 31, 2020. iThe estimated earliest potential funding dates for these commitments as of March 31, 2021 are as follows:
Total
April
through December 2021
$i2,166
2022
i1,667
2023
i3,839
2024
i2,328
2025
i1,934
Thereafter
i1,449
$i13,383
As
of March 31, 2021, all of these financing commitments relate to customers we believe have less than investment-grade credit. We have concluded that no reserve for future potential losses is required for these financing commitments based upon the terms, such as collateralization and interest rates, under which funding would be provided.
Funding Commitments
We have commitments to make additional capital contributions of $i243 to joint ventures over the next six years.
We have entered into standby letters of credit and surety bonds with financial institutions primarily relating to the guarantee of our future performance on certain contracts. Contingent liabilities on outstanding letters of credit agreements and surety bonds aggregated approximately $i4,037 and $i4,238
as of March 31, 2021 and December 31, 2020.
United States Government Defense Environment Overview
The Omnibus appropriations acts for FY21, enacted in December 2020, provided FY21 appropriations for government departments and agencies, including the U.S. DoD, the National Aeronautics and Space Administration (NASA) and the Federal Aviation Administration.
The enacted FY21 appropriations included funding for Boeing’s major programs, such as the F/A-18 Super Hornet, F-15EX, CH-47 Chinook, AH-64 Apache, V-22 Osprey, KC-46A Tanker, P-8 Poseidon and Space Launch System.
On April 9, 2021, the Office of Management and Budget released the President’s
budget request for fiscal year 2022, which included $715 billion in funding for the Department of Defense and $24.7 billion in funding for NASA. Detailed budget documentation has not yet been released, so there continues to be uncertainty with respect to requested funding levels for individual programs. Future budget cuts or investment priority changes, including changes associated with the authorizations and appropriations process, could result in reductions, cancellations and/or delays of existing contracts or programs. Any of these impacts could have a material effect on our results of operations, financial position and/or cash flows.
Fixed-price development work
is inherently uncertain and subject to significant variability in estimates of the cost and time required to complete the work. BDS fixed-price contracts with significant development work include Commercial Crew, KC-46A Tanker, MQ-25, T-7A Red Hawk, VC-25B, and commercial and military satellites. The operational and technical complexities of these contracts create financial risk, which could trigger termination provisions, order cancellations or other financially significant exposure. Changes to cost and revenue estimates could result in lower margins or material charges for reach-forward losses. Moreover, our fixed-price development programs remain subject to additional reach-forward losses if we experience further production, technical or quality issues, schedule delays, or increased costs.
KC-46A
Tanker
In 2011, we were awarded a contract from the U.S. Air Force (USAF) to design, develop, manufacture and deliver four next generation aerial refueling tankers. This Engineering, Manufacturing and Development (EMD) contract is a fixed-price incentive fee contract and involves highly complex designs and systems integration. Since 2016, the USAF has authorized seven low rate initial production (LRIP) lots for a total of 94 aircraft. The EMD contract and authorized LRIP lots are valued at approximately $i19
billion as of March 31, 2021.
At March 31, 2021, we had approximately $i268 of capitalized precontract costs and $i180
of potential termination liabilities to suppliers.
Our final incurred costs for each year are subject to audit and review for allowability by the U.S. government, which can result in payment demands related to costs they believe should be disallowed. We work with the U.S. government to assess the merits of claims and where appropriate reserve for amounts disputed. If we are unable to satisfactorily resolve disputed costs, we could be required to record an earnings charge and/or provide refunds to the U.S. government.
The following table summarizes changes in the severance liability during 2021:
2021
Beginning balance – January 1
$i283
Reductions
for payments made
(i48)
Changes in estimates
(i75)
Ending
balance – March 31
$i160
/
During 2020, the Company recorded severance costs for approximately 26,000 employees expected to leave the
Company through a combination of voluntary and involuntary terminations. The severance packages are consistent with the Company’s ongoing compensation and benefits plans. During the first quarter of 2021, we reduced the estimated number of employees expected to leave the Company through voluntary and involuntary terminations to approximately 23,000. As of March 31, 2021, our severance liability relates to approximately 5,000 employees expected to leave the Company in the remainder of 2021.
Note 10 – iArrangements
with Off-Balance Sheet Risk
We enter into arrangements with off-balance sheet risk in the normal course of business, primarily in the form of guarantees.
i
The following table provides quantitative data regarding our third party guarantees. The maximum potential payments represent a “worst-case scenario,” and do not necessarily reflect amounts that we expect to pay. Estimated proceeds from collateral and recourse represent the anticipated values of assets we could liquidate or receive from other parties to offset our payments
under guarantees. The carrying amount of liabilities represents the amount included in Accrued liabilities.
Maximum Potential Payments
Estimated Proceeds from Collateral/Recourse
Carrying Amount of Liabilities
March
31 2021
December 31 2020
March 31 2021
December 31 2020
March 31 2021
December 31 2020
Contingent repurchase commitments
$i1,452
$i1,452
$i1,452
$i1,452
i
i
Credit
guarantees
i90
i90
i32
i28
$i24
$i24
/
Contingent
Repurchase Commitments The repurchase price specified in contingent repurchase commitments is generally lower than the expected fair value at the specified repurchase date. Estimated proceeds from collateral/recourse in the table above represent the lower of the contracted repurchase price or the expected fair value of each aircraft at the specified repurchase date.
Other Indemnifications In conjunction with our sales of Electron Dynamic Devices, Inc. and Rocketdyne Propulsion and Power businesses and our BCA facilities in Wichita, Kansas and Tulsa and McAlester, Oklahoma, we agreed to indemnify, for an indefinite period, the buyers for costs relating to pre-closing environmental conditions and certain other items. We are unable to assess the potential number of future claims that may be asserted under these indemnifications, nor the amounts thereof (if any). As a result, we
cannot estimate the maximum potential amount of future payments under these indemnities and therefore, no liability has been recorded. To the extent that claims have been made under these indemnities and/or are probable and reasonably estimable, liabilities associated with these indemnities are included in the environmental liability disclosure in Note 9.
Credit Guarantees We have issued credit guarantees where we are obligated to make payments to a guaranteed party in the event that the original lessee or debtor does not make payments or perform certain specified services. Generally, these guarantees have been extended on behalf of guaranteed parties with less than investment-grade credit and are collateralized by certain assets. We record a liability for the fair value of guarantees and the expected contingent loss amount, which is reviewed quarterly. Current outstanding credit guarantees expire through
2036.
In the first quarter of 2021, we issued $i9,825 of fixed rate senior notes consisting of $i1,325 due iFebruary 4,
2023 that bear an annual interest rate of i1.167%, $i3,000 due iFebruary 4,
2024 that bear an annual interest rate of i1.433%, and $i5,500 due iFebruary 4,
2026 that bear an annual interest rate of i2.196%. The notes are unsecured senior obligations and rank equally in right of payment with our existing and future unsecured and unsubordinated indebtedness. The net proceeds of the issuance totaled $i9,780,
after deducting underwriting discounts, commissions, and offering expenses. We used the net proceeds of these note issuances to repay $i9,825 outstanding under our two-year delayed draw term loan credit agreement. The remaining $i4,000
of our two-year delayed draw term loan matures in February 2022.
In the first quarter of 2021, we entered into a $i5,280 two-year revolving credit agreement. As of March 31, 2021, we have $i14,753
currently available under credit line agreements, of which $i3,073 expires in October 2021, $i3,200
expires in October 2022, $i5,280 expires in March 2023, and $i3,200 expires in October
2024. The facility scheduled to expire in October 2021 has a one-year term out option that allows us to extend the maturity of any borrowings one additional year. We continue to be in full compliance with all covenants contained in our debt or credit facility agreements.
//
Note 12 – iPostretirement
Plans
i
The components of net periodic benefit (income)/cost for the three months ended March 31 were as follows:
Pension
Postretirement
2021
2020
2021
2020
Service
cost
$i1
$i22
$i21
Interest
cost
i498
$i614
i23
i36
Expected
return on plan assets
(i966)
(i939)
(i2)
(i2)
Amortization
of prior service credits
(i20)
(i20)
(i9)
(i9)
Recognized
net actuarial loss/(gain)
i310
i258
(i17)
(i12)
Settlement
loss
i1
Net periodic benefit (income)/cost
($i176)
($i87)
$i17
$i34
Net
periodic benefit cost included in Loss from operations
$i1
$i22
$i21
Net
periodic benefit (income)/cost included in Other income, net
(i177)
($i87)
(i5)
i13
Net
periodic benefit (income)/cost included in Loss before income taxes
Note 13 – iShare-Based Compensation and Other Compensation Arrangements
Stock Options
On February 17, 2021, we granted i342,986
premium-priced stock options to our executive officers as part of our long-term incentive program. These stock options have an exercise price equal to 120% of the fair market value of our stock on the date of grant. The stock options are scheduled to vest and become exercisable ithree years after the grant date and expire iten
years after the grant date. If an executive terminates employment because of retirement, layoff, disability, or death, the executive (or beneficiary) may receive some or all of their stock options depending on certain age and service conditions. The fair value of the stock options granted was $i74.63 and was estimated using a Monte-Carlo simulation model using the following assumptions: expected
life i6.6 years, expected volatility i37.8%,
risk free interest rate i1.3% and no expected dividend yield.
Restricted Stock Units
On February 17, 2021, we granted i980,077
restricted stock units (RSU) to our executives as part of our long-term incentive program. The RSUs granted under this program have a grant date fair value of $i215.70 per unit and are generally scheduled to vest and settle in common stock (on a one-for-one basis) ithree
years after the grant date. If an executive terminates employment because of retirement, layoff, disability, or death, the executive (or beneficiary) may receive some or all of their stock units depending on certain age and service conditions.
Note 14 – iShareholders' Equity
Accumulated Other Comprehensive Loss
i
Changes
in Accumulated other comprehensive income/(loss) (AOCI) by component for the three months ended March 31, 2021 and 2020 were as follows:
Currency Translation Adjustments
Unrealized
Gains and Losses on Certain Investments
Unrealized Gains and Losses on Derivative Instruments
Defined Benefit Pension Plans & Other Postretirement Benefits
(2) Primarily relates to amortization of actuarial losses for the three months ended March 31, 2021 and 2020 totaling $i228 and $i193
(net of tax of ($i65) and ($i53)).
These are included in the net periodic pension cost.
Our cash flow hedges include foreign currency forward contracts, commodity swaps and commodity purchase contracts. We use foreign currency forward contracts to manage currency risk associated with certain transactions, specifically forecasted sales and purchases made in foreign currencies. Our foreign currency contracts hedge forecasted transactions through 2025. We use commodity derivatives, such as fixed-price purchase commitments and swaps to hedge against potentially unfavorable
price changes for items used in production. Our commodity contracts hedge forecasted transactions through 2029.
We continue to monitor the effects of the COVID-19 pandemic on our cash flow hedges, including reductions in our forecasted purchases of certain commodities. As of March 31, 2021, the impact of the COVID-19 pandemic on our cash flow hedges was not significant.
Derivative Instruments Not Receiving Hedge Accounting Treatment
We have entered into agreements to purchase and sell aluminum to address long-term strategic sourcing objectives and non-U.S. business requirements. These agreements are derivative instruments for accounting purposes. The quantities of aluminum in these agreements offset
and are priced at prevailing market prices. We also hold certain foreign currency forward contracts and commodity swaps which do not qualify for hedge accounting treatment.
Notional Amounts and Fair Values
i
The notional amounts and fair values of derivative instruments in the Condensed Consolidated Statements of Financial Position were as follows:
(1)Notional
amounts represent the gross contract/notional amount of the derivatives outstanding.
/i
Gains/(losses) associated with our hedging transactions and forward points recognized in Other comprehensive income
are presented in the following table:
Three months ended March 31
2021
2020
Recognized
in Other comprehensive income, net of taxes:
Gains
related to undesignated derivatives on foreign exchange and commodity cash flow hedging transactions recognized in Other income, net were insignificant for the three months ended March 31, 2021 and 2020.
Based on our portfolio of cash flow hedges, we expect to reclassify gains of $i12 (pre-tax) out of Accumulated other comprehensive loss into earnings during the next
12 months.
We have derivative instruments with credit-risk-related contingent features. For foreign exchange and commodity contracts with original maturities of at least five years, our derivative counterparties could require settlement if we default on our five-year credit facility. For certain commodity contracts, our counterparties could require collateral posted in an amount determined by our credit ratings. The fair value of foreign exchange and commodity contracts that have credit-risk-related contingent features that are in a net liability position at March 31, 2021 was $i2.
At March 31, 2021, there was no collateral posted related to our derivatives.
The fair value hierarchy has three levels based on the reliability of the inputs used to determine fair value. Level 1 refers to fair values determined based on quoted prices in active markets for identical assets. Level 2 refers to fair values estimated using significant other observable inputs and Level 3 includes fair values estimated using significant unobservable inputs. The following table presents our assets and liabilities that are measured at fair value
on a recurring basis and are categorized using the fair value hierarchy.
Money
market funds, available-for-sale debt investments and equity securities are valued using a market approach based on the quoted market prices or broker/dealer quotes of identical or comparable instruments.
Derivatives include foreign currency and commodity contracts. Our foreign currency forward contracts are valued using an income approach based on the present value of the forward rate less the contract rate multiplied by the notional amount. Commodity derivatives are valued using an income approach based on the present value of the commodity index prices less the contract
rate multiplied by the notional amount.
i
Certain assets have been measured at fair value on a nonrecurring basis using significant unobservable inputs (Level 3). The following table presents the nonrecurring losses recognized for the three months ended March 31 due to long-lived asset impairment and the fair value and asset classification of the related assets as of the impairment date:
2021
2020
Fair Value
Total Losses
Fair Value
Total Losses
Customer
financing assets
$i18
($i9)
Investments
i
(i7)
$i52
($i21)
Property,
plant and equipment
i36
(i5)
Total
$i18
($i16)
$i88
($i26)
/
Investments
and Property, plant and equipment were primarily valued using an income approach based on the discounted cash flows associated with the underlying assets. The fair value of the impaired customer financing assets is derived by calculating a median collateral value from a consistent group of third party aircraft value publications. The values provided by the third party aircraft publications are derived from their knowledge of market trades and other market factors. Management reviews the publications quarterly to assess the continued appropriateness and consistency with market trends.
Under certain circumstances, we adjust values based on the
attributes and condition of the specific aircraft or equipment, usually when the features or use of the aircraft vary significantly from the more generic aircraft attributes covered by third party publications, or on the expected net sales price for the aircraft.
i
For Level 3 assets that were measured at fair value on a nonrecurring basis during the year ended March 31, 2021, the following table presents the fair value of those assets as of the measurement
date, valuation techniques and related unobservable inputs of those assets.
Fair Value
Valuation Technique(s)
Unobservable Input
Range Median or Average
Customer
financing assets
$i18
Market approach
Aircraft value publications
$i15
- $i24(1)
Median $i18
Aircraft
condition adjustments
($i1) - $i1(2)
Net
$i0
(1)The range represents the sum of the highest and lowest values for all aircraft subject to fair value measurement, according to the third party aircraft valuation publications that we use in our valuation process.
(2)The negative amount represents the sum, for all aircraft subject to fair value measurement, of all downward adjustments based on consideration
of individual aircraft attributes and condition. The positive amount represents the sum of all such upward adjustments.
/
Fair Value Disclosures
i
The fair values and related carrying values of financial instruments that are not required to be remeasured at fair value on the Condensed Consolidated Statements of Financial Position were as follows:
The
fair values of notes receivable are estimated with discounted cash flow analysis using interest rates currently offered on loans with similar terms to borrowers of similar credit quality. The fair value of our debt that is traded in the secondary market is classified as Level 2 and is based on current market yields. For our debt that is not traded in the secondary market, the fair value is classified as Level 2 and is based on our indicative borrowing cost derived from dealer quotes or discounted cash flows. The fair values of our debt classified as Level 3 are based on discounted cash flow models using the implied yield from similar securities. With regard to other financial instruments with off-balance sheet risk, it is not practicable to estimate the fair value of our indemnifications and financing commitments because the amount and timing of those arrangements are uncertain. Items not included in the above disclosures include cash, restricted cash, time deposits
and other deposits, commercial paper, money market funds, Accounts
receivable, Unbilled receivables, Other current assets, Accounts payable and long-term payables. The carrying values of those items, as reflected in the Condensed Consolidated Statements of Financial Position, approximate their fair value at March 31, 2021 and December 31, 2020. The fair value of assets and liabilities whose carrying value approximates fair value is determined using Level 2 inputs, with the exception of cash (Level 1).
Note
17 – iLegal Proceedings
Various legal proceedings, claims and investigations related to products, contracts, employment and other matters are pending against us.
In addition, we are subject to various U.S. government inquiries and investigations from which civil, criminal or administrative proceedings could result or have resulted in the past. Such proceedings involve or could involve claims
by the government for fines, penalties, compensatory and treble damages, restitution and/or forfeitures. Under government regulations, a company, or one or more of its operating divisions or subdivisions, can also be suspended or debarred from government contracts, or lose its export privileges, based on the results of investigations. Except as described below, we believe, based upon current information, that the outcome of any such legal proceeding, claim, or government dispute and investigation will not have a material effect on our financial position, results of operations, or cash flows. Where it is reasonably possible that we will incur losses in excess of recorded amounts in connection with any of the matters set forth below, we will disclose either the amount or range of reasonably possible losses in excess of such amounts or, where no such amount or range can be reasonably
estimated, the reasons why no such estimate can be made.
Multiple legal actions have been filed against us as a result of the October 29, 2018 accident of Lion Air Flight 610 and the March 10, 2019 accident of Ethiopian Airlines Flight 302. Further, we are subject to, and cooperating with ongoing governmental and regulatory investigations and inquiries relating to the accidents and the 737 MAX, including an investigation by the Securities and Exchange Commission, the outcome of which may be material. Other than with respect to the agreement described below with the U.S. Department of Justice, we cannot reasonably estimate a range of loss, if any, not covered by available insurance that may result given the current status of the pending lawsuits, investigations, and inquiries related to the 737 MAX.
On
January 6, 2021, we entered into a Deferred Prosecution Agreement with the U.S. Department of Justice that resolves the Department of Justice’s previously disclosed investigation into us regarding the evaluation of the 737 MAX airplane by the Federal Aviation Administration. Under the terms of the Deferred Prosecution Agreement, we agreed to the filing of a criminal information charging the Company with one count of conspiracy to defraud the United States, based on the conduct of two former 737 MAX program technical pilots; the criminal information will be dismissed after three years, provided that we comply with our obligations under the agreement. The Deferred Prosecution Agreement requires that we make payments totaling $i2.51 billion,
which consist of (a) a $i243.6 million criminal monetary penalty; (b) $i500 million in additional compensation to the heirs and/or beneficiaries of those
who died in the Lion Air Flight 610 and Ethiopian Airlines Flight 302 accidents; and (c) $i1.77 billion to the Company’s airline customers for harm incurred as a result of the grounding of the 737 MAX, offset in part by payments already made and the remainder satisfied through payments to be made prior to the termination of the Deferred Prosecution Agreement. The agreement also requires that we review our compliance program and undertake continuous improvement efforts with respect
to it, and implement enhanced compliance reporting and internal controls mechanisms. We expensed $i743.6 million in the fourth quarter of 2020 related to this agreement. During the first quarter, consistent with the terms of the Deferred Prosecution Agreement, the monetary penalty was paid, and the $i500 million
compensation amount was transferred to a fund established to benefit the heirs and/or beneficiaries of the victims of the 737 MAX accidents. In addition, the $i1.77 billion amount related to the Company’s airline customers was included in amounts reserved in prior quarters for 737 MAX customer considerations.
During 2019, we entered into agreements with Embraer S.A. (Embraer) to establish joint ventures that included the commercial aircraft
and services operations of Embraer, of which we were expected to
acquire an i80 percent ownership stake for $i4,200,
as well as a joint venture to promote and develop new markets for the C-390 Millennium. In 2020, we exercised our contractual right to terminate these agreements based on Embraer’s failure to meet certain required closing conditions. Embraer has disputed our right to terminate the agreements, and the dispute is currently in arbitration. We cannot reasonably estimate a range of loss, if any, that may result from the arbitration.
Note 18 – iSegment
and Revenue Information
Our primary profitability measurements to review a segment’s operating results are Earnings/(loss) from operations and operating margins. We operate in ifour reportable segments: BCA, BDS, BGS, and BCC. All other activities fall within Unallocated items, eliminations and other. See page 6 for the Summary of Business Segment Data, which is an integral part of this note.
BCA develops, produces and markets commercial jet aircraft principally
to the commercial airline industry worldwide. Revenue on commercial aircraft contracts is recognized at the point in time when an aircraft is completed and accepted by the customer.
BDS engages in the research, development, production and modification of the following products and related services: manned and unmanned military aircraft and weapons systems, surveillance and engagement, strategic defense and intelligence systems, satellite systems and space exploration. BDS revenue is generally recognized over the contract term (over time) as costs are incurred.
BGS provides parts, maintenance, modifications, logistics support, training, data analytics and information-based services to commercial and government
customers worldwide. BGS segment revenue and costs include certain services provided to other segments. Revenue on commercial spare parts contracts is recognized at the point in time when a spare part is delivered to the customer. Revenue on other contracts is generally recognized over the contract term (over time) as costs are incurred.
BCC facilitates, arranges, structures and provides selective financing solutions for our customers.
The following tables present BCA, BDS and BGS revenues from contracts with customers disaggregated in a number of ways, such as geographic location, contract type and the method of revenue recognition. We believe these best depict how the nature, amount, timing and uncertainty of our revenues and cash flows are affected by economic factors.
i
BCA
revenues by customer location consist of the following:
(1)Includes
revenues earned from foreign military sales through the U.S. government.
/
Backlog
iOur total backlog represents the estimated transaction prices on performance obligations to our customers for which work remains to be performed. Backlog is converted into revenue in future periods as work is performed, primarily based on the cost incurred or at delivery and acceptance of products, depending on the applicable accounting method.
Our
backlog at March 31, 2021 was $i363,853. We expect approximately i34% to be converted
to revenue through 2022 and approximately i81% through 2025, with the remainder thereafter. There is significant uncertainty regarding the timing of when backlog will convert into revenue due to the 737 MAX grounding in non-U.S. jurisdictions, entry into service of the 777X, 737 MAX 7 and/or 737 MAX 10, and COVID-19 impacts.
Unallocated items, eliminations and other include common internal services that support Boeing’s global business operations, intercompany guarantees provided to BCC and eliminations of certain sales between segments. Such sales include airplanes accounted for as operating leases and considered transferred to the BCC segment. We generally allocate costs to business segments based on the U.S. federal cost accounting standards. iComponents
of Unallocated items, eliminations and other are shown in the following table.
Three months ended March 31
2021
2020
Share-based
plans
($i128)
($i18)
Deferred
compensation
(i52)
i193
Amortization
of previously capitalized interest
(i22)
(i23)
Research
and development expense, net
(i42)
(i54)
Eliminations
and other unallocated items
(i120)
(i271)
Unallocated
items, eliminations and other
($i364)
($i173)
Pension
FAS/CAS service cost adjustment
$i193
$i255
Postretirement
FAS/CAS service cost adjustment
i77
i92
FAS/CAS
service cost adjustment
$i270
$i347
Pension
and Other Postretirement Benefit Expense
Pension costs, comprising GAAP service and prior service costs, are allocated to BCA and the commercial operations at BGS. Pension costs are allocated to BDS and BGS businesses supporting government customers using U.S. Government Cost Accounting Standards (CAS), which employ different actuarial assumptions and accounting conventions than GAAP. These costs are allocable to government contracts. Other postretirement benefit costs are allocated to business segments based on CAS, which is generally based on benefits paid. FAS/CAS service cost adjustment represents the difference between the FAS pension and postretirement service costs calculated under GAAP and costs allocated to the business segments. Non-operating pension and postretirement expenses represent the components of net periodic benefit
costs other than service cost. These expenses are included in Other income, net.
Assets
i
Segment assets are summarized in the table below:
March
31 2021
December 31 2020
Commercial Airplanes
$i78,960
$i77,973
Defense,
Space & Security
i15,315
i14,256
Global
Services
i17,239
i17,399
Boeing
Capital
i1,939
i1,978
Unallocated
items, eliminations and other
i36,582
i40,530
Total
$i150,035
$i152,136
/
Assets
included in Unallocated items, eliminations and other primarily consist of Cash and cash equivalents, Short-term and other investments, tax assets, capitalized interest and assets managed centrally on behalf of the ifour principal business segments and intercompany eliminations.
REPORT OF INDEPENDENT REGISTERED PUBLIC ACCOUNTING FIRM
To the Board of Directors and Shareholders of
The Boeing Company
Chicago, Illinois
Results of Review of Interim Financial Information
We have reviewed the accompanying condensed consolidated statement of financial position of The Boeing Company and subsidiaries (the “Company”) as of March 31, 2021, the related condensed consolidated statements of operations, comprehensive income, equity, and cash flows for the three-month periods ended March 31,
2021 and 2020, and the related notes (collectively referred to as the "condensed consolidated interim financial information"). Based on our reviews, we are not aware of any material modifications that should be made to the accompanying condensed consolidated interim financial information for it to be in conformity with accounting principles generally accepted in the United States of America.
We have previously audited, in accordance with the standards of the Public Company Accounting Oversight Board (United States) (the "PCAOB"), the consolidated statement of financial position of the Company as of December 31, 2020, and the related consolidated statements of operations, comprehensive income, equity, and cash flows for the year
then ended (not presented herein); and in our report dated February 1, 2021, we expressed an unqualified opinion on those consolidated financial statements. In our opinion, the information set forth in the accompanying condensed consolidated statement of financial position as of December 31, 2020, is fairly stated, in all material respects, in relation to the consolidated statement of financial position from which it has been derived.
Basis for Review Results
This condensed consolidated interim financial information is the responsibility of the Company's management. We are a public accounting firm registered with the PCAOB and are required to be independent with respect to the
Company in accordance with the U.S. federal securities laws and the applicable rules and regulations of the Securities and Exchange Commission and the PCAOB.
We conducted our reviews in accordance with standards of the PCAOB. A review of interim financial information consists principally of applying analytical procedures and making inquiries of persons responsible for financial and accounting matters. It is substantially less in scope than an audit conducted in accordance with the standards of the PCAOB, the objective of which is the expression of an opinion regarding the financial statements taken as a whole. Accordingly, we do not express such an opinion.
This report contains “forward-looking statements” within the meaning of the Private Securities Litigation Reform Act of 1995. Words such as “may,”“should,”“expects,”“intends,”“projects,”“plans,”“believes,”“estimates,”“targets,”“anticipates” and similar expressions generally identify these forward-looking statements. Examples of forward-looking statements include statements relating to our future financial condition and operating results, as well as any other statement that does not directly relate to any historical or current fact.
Forward-looking statements are based on expectations and assumptions that we believe to be reasonable when made, but that may not prove to be accurate. These statements are not guarantees and are subject to risks, uncertainties and changes in circumstances that are difficult to predict. Many factors could cause actual results to differ materially and adversely
from these forward-looking statements. Among these factors are risks related to:
(1)
the COVID-19 pandemic and related industry impacts, including with respect to our operations and access to suppliers, our liquidity, the health of our customers and suppliers, and future demand for our products and services;
(2)
the 737 MAX, including the timing and conditions of remaining 737 MAX regulatory approvals, lower than planned production rates and/or delivery rates, and increased considerations to customers and suppliers;
(3)
general
conditions in the economy and our industry, including those due to regulatory changes;
(4)
our reliance on our commercial airline customers;
(5)
the overall health of our aircraft production system, planned commercial aircraft production rate changes, our commercial development and derivative aircraft programs, and our aircraft being subject to stringent performance and reliability standards;
(6)
changing
budget and appropriation levels and acquisition priorities of the U.S. government;
changes in our ability to obtain debt financing on commercially reasonable terms and at competitive rates;
(19)
realizing the anticipated benefits of mergers, acquisitions, joint ventures, strategic alliances or divestitures;
(20)
the adequacy of our insurance coverage to cover significant risk exposures;
(21)
potential
business disruptions, including those related to physical security threats, information technology or cyber attacks, epidemics, sanctions or natural disasters;
(22)
work stoppages or other labor disruptions;
(23)
substantial pension and other postretirement benefit obligations; and
(24)
potential environmental liabilities.
Additional
information concerning these and other factors can be found in our filings with the Securities and Exchange Commission, including our most recent Annual Report on Form 10-K, Quarterly Reports on Form 10-Q and Current Reports on Form 8-K. Any forward-looking information speaks only as of the date on which it is made, and we assume no obligation to update or revise any forward-looking statement, whether as a result of new information, future events, or otherwise, except as required by law.
Item 2. Management’s Discussion and Analysis of Financial Condition and Results of Operations
Consolidated Results of Operations and Financial Condition
Overview
The global outbreak of COVID-19 and the residual impacts of the 737 MAX grounding in 2019 continue to have significant adverse impacts on our business and are expected to continue to negatively impact revenue, earnings and operating cash flow in future quarters. They are also having a significant impact on our liquidity - see Liquidity Matters in Note 1 to our Condensed Consolidated Financial Statements for a further discussion of liquidity and additional actions we are taking in response to
these challenges.
The COVID-19 pandemic has caused an unprecedented shock to demand for commercial air travel, creating a tremendous challenge for our customers, our business and the entire commercial aerospace manufacturing and services sectors. The latest International Air Transport Association (IATA) forecast projects recovery of passenger traffic in 2021 to approximately 43% of 2019 levels, as international markets see continued reopening challenges. However, global economic activity remains slow due to COVID-19, and governments continue to severely restrict travel to contain the spread of the virus. While recovery is gaining traction, we continue to expect that that it will remain slow and uneven as travel restrictions and varying regional travel protocols continue to impact air travel.
Generally, we expect domestic travel to recover faster than international travel. As a
result, we expect the narrow-body market to recover faster than the wide-body market. Also, the pace of the commercial market recovery will be heavily dependent on COVID-19 infection rates, progress on vaccine distribution, and government travel and other restrictions on trade and commercial activity. Demand for dedicated freighters continues to be strong, underpinned by a strong recovery in global trade and overall air cargo growth. Overall cargo capacity remains challenged given the large impact that COVID-19 has had on international passenger operations, which also carry cargo.
Airline financial performance, which also plays a role in the demand for new capacity, has been adversely impacted by the COVID-19 pandemic. According to IATA, net losses for the airline industry are expected to be approximately $126 billion in 2020 and approximately $48 billion in 2021. Our customers are taking actions to combat the effects of the
COVID-19 pandemic on the market by preserving liquidity. This comes in many forms such as deferrals of advances and other payments to suppliers, deferrals of deliveries, reduced spending on services, and, in some cases, cancellation of orders. We face a challenging environment in the near to medium term as airlines adjust to reduced traffic which in turn will lower demand for commercial aerospace products and services. The current environment is also affecting the financial viability of some airlines.
We continue to expect commercial air travel to return to 2019 levels in 2023 to 2024. We expect it will take a few years beyond that for the industry to return to long-term trend growth. To balance the supply and demand given the COVID-19 shock and to preserve our long-term potential and competitiveness, we have reduced the production rates of several of our Commercial Airplanes (BCA) programs. These rate decisions are based
on our ongoing assessments of the demand environment and availability of aircraft financing. There is significant uncertainty with respect to when commercial air traffic levels will recover, and whether, and at what point, capacity will return to and/or exceed pre-COVID-19 levels. During the fourth quarter of 2020, we made adjustments to our estimates regarding timing of 777X entry into service. We now anticipate that the first 777X delivery will occur in late 2023. We will closely monitor the key factors that affect backlog and future demand for each of our commercial aircraft programs, including customers’ evolving fleet plans, the wide-body replacement cycle and the cargo market. We will maintain a disciplined rate management process, and make adjustments as appropriate in the future. Notwithstanding the changes we have made to production rates, risk remains that further reductions will be required. Additionally, if we are unable to make timely deliveries of the large
number of aircraft in inventory as of March 31, 2021, future revenues, earnings and cash flows will be adversely impacted.
The long-term outlook for the industry remains positive due to the fundamental drivers of air travel demand: economic growth, increasing propensity to travel due to increased trade, globalization, and improved airline services driven by liberalization of air traffic rights between countries. The shock from COVID-19 has reduced the near to medium term demand, but our Commercial Market Outlook forecast projects a 4% growth rate for passenger and cargo traffic over a 20 year
period. Based on long-term global economic growth projections of 2.5% average annual GDP growth, we project demand for approximately 43,000 new airplanes over the next 20 years. The industry remains vulnerable to exogenous developments including fuel price spikes, credit market shocks, acts of terrorism, natural disasters, conflicts, epidemics, pandemics and increased global environmental regulations.
Deliveries of the 737 MAX resumed in the fourth quarter of 2020, when the Federal Aviation Administration (FAA) rescinded the order that grounded 737 MAX aircraft in the U.S. In addition, several other non-U.S. civil aviation authorities, including the Brazilian National Civil Aviation Agency, Transport Canada, and the European Union Aviation Safety Agency (EASA) have subsequently approved return of operations, allowing us to resume deliveries in those jurisdictions. More than 165 countries have approved the resumption of 737
MAX operations. Orders to suspend operations of 737 MAX aircraft from certain non-U.S. civil aviation authorities, including the Civil Aviation Administration of China, are still in effect. The grounding has had a significant adverse impact on our operations and creates significant uncertainty. We are focused on safely returning the 737 MAX to service for all of our customers.
At Global Services (BGS), we are seeing a direct impact on our commercial supply chain business as fewer flights and more aircraft retirements result in a decreased demand for our parts and logistics offerings. Additionally, our commercial customers are curtailing discretionary spending, such as modifications and upgrades and focusing on required maintenance. Similar to BCA, we expect a multi-year recovery period for the commercial services business. The demand outlook for our government services business, which in 2019 accounted for just under half
of BGS revenue, remains stable.
At Defense, Space & Security (BDS), we continue to see a healthy market with solid demand for our major platforms and programs both domestically and internationally. However, we continue to experience near-term production disruptions and inefficiencies due to COVID-19 impacts.
We have implemented procedures to promote employee safety in our facilities, including more frequent and enhanced cleaning and adjusted schedules and work flows to support physical distancing. These actions have resulted, and will continue to result, in increased operating costs. In addition, a number of our suppliers have suspended or otherwise reduced their operations, and we are experiencing some supply chain shortages. Our suppliers are also experiencing liquidity pressures and disruptions to their operations as a result of COVID-19. We also continue to have large numbers
of employees working from home. These measures and disruptions have reduced overall productivity and adversely impacted our financial position, results of operations, and cash flows. We expect further adverse impacts in future quarters.
In July 2020, we announced business transformation efforts to assess our business across five key pillars: infrastructure, overhead and organization, portfolio and investments, supply chain health and operational excellence. We continue to make progress across all five key pillars as we utilize a lower production rate environment to transform and improve our business processes. Within the infrastructure pillar we are assessing our overall facility requirements in light of reduced demand in our commercial businesses and remote and virtual work opportunities for large numbers of our workforce. The consolidation of the 787 production in South Carolina during the first quarter of 2021 is an example
of this. We also anticipate a reduction of approximately 30% in office space needs compared to our pre-COVID capacity. During 2020 and 2021, we have made certain reductions to our footprint and are planning to implement further reductions in 2021 and over the next few years. However, as we consolidate our footprint, terminate leases and dispose of properties, we may incur near term adverse impacts to earnings. The overhead and organization pillar is focused on our cost structure and how we are organized so we can right size our workforce and simplify and reduce management layers and bureaucracy. We have recorded severance costs for approximately 23,000 employees, of which approximately 5,000 are expected to leave the Company in the remainder of 2021. The portfolio and investments pillar includes
aligning our portfolio and investments to focus on our core business and the changes in market conditions. Through our portfolio and investment prioritization, we are reducing research and development and capital expenditures. The supply chain pillar is focused on supply chain health and stability, reducing indirect procurement spend and streamlining our transportation, logistics and warehousing approach. We are reducing indirect spend, by reducing expenditures in areas such as freight and logistics, purchased services and others. The operational excellence pillar is focused on improving performance, enhancing quality and reducing rework. For example, our information technology teams are evaluating opportunities to form or expand strategic partnerships with vendors that allow us to simplify and optimize our operations, and reduce overall costs. These activities are not intended to constrain our capacity,
but rather to enable the Company to emerge stronger and be more resilient when the market recovers. We expect that successful execution of these measures will improve near term liquidity and long term cost competitiveness.
Consolidated Results of Operations
The following table summarizes key indicators of consolidated results of operations:
(Dollars in millions,
except per share data)
Three months ended March 31
2021
2020
Revenues
$15,217
$16,908
GAAP
Loss
from operations
($83)
($1,353)
Operating margins
(0.5)
%
(8.0)
%
Effective income tax rate
1.9
%
57.4
%
Net
loss attributable to Boeing Shareholders
($537)
($628)
Diluted loss per share
($0.92)
($1.11)
Non-GAAP
(1)
Core operating loss
($353)
($1,700)
Core operating margins
(2.3)
%
(10.1)
%
Core
loss per share
($1.53)
($1.70)
(1)These measures exclude certain components of pension and other postretirement benefit expense. See pages 52-53 for important information about these non-GAAP measures and reconciliations to the most comparable GAAP measures.
Revenues
The following table summarizes Revenues:
(Dollars
in millions)
Three months ended March 31
2021
2020
Commercial Airplanes
$4,269
$6,205
Defense, Space & Security
7,185
6,042
Global
Services
3,749
4,628
Boeing Capital
60
65
Unallocated items, eliminations and other
(46)
(32)
Total
$15,217
$16,908
Revenues
for the three months ended March 31, 2021 decreased by $1,691 million compared with the same period in 2020 driven by lower revenues at BCA and BGS, partially offset by higher revenues at
BDS. BCA revenues decreased by $1,936 million due to lower 787 deliveries, partially offset by higher 737 MAX deliveries due to recertification and return to service in most jurisdictions. BDS revenues increased by $1,143 million primarily from higher revenue on the KC-46A Tanker program. BGS revenues decreased by $879 million primarily due to lower commercial services revenue driven by impacts of the COVID-19
pandemic. Revenues will continue to be significantly impacted until deliveries ramp up and the commercial airline industry recovers from the impacts of COVID-19.
Loss From Operations
The following table summarizes Loss from operations:
(Dollars in millions)
Three months ended March 31
2021
2020
Commercial
Airplanes
($856)
($2,068)
Defense, Space & Security
405
(191)
Global Services
441
708
Boeing
Capital
21
24
Segment operating earnings/(loss)
11
(1,527)
Pension FAS/CAS service cost adjustment
193
255
Postretirement
FAS/CAS service cost adjustment
77
92
Unallocated items, eliminations and other
(364)
(173)
Loss from operations (GAAP)
($83)
($1,353)
FAS/CAS
service cost adjustment *
(270)
(347)
Core operating loss (Non-GAAP) **
($353)
($1,700)
* The FAS/CAS service cost adjustment represents the difference between the FAS pension and postretirement service costs calculated under GAAP and costs allocated to the business segments.
** Core
operating loss is a Non-GAAP measure that excludes the FAS/CAS service cost adjustment. See pages 52-53.
Loss from operations for the three months ended March 31, 2021 decreased by $1,270 million compared with the same period in 2020. BCA loss from operations decreased by $1,212 million due to higher 737 deliveries resulting from the 737 MAX recertification and lower period expenses. BDS earnings from operations were $405 million compared with a loss from operations of $191 million during the same period in 2020, primarily due to a $318 million charge on the VC-25B program in 2021 as compared with charges in 2020 of $827 million on the KC-46A Tanker program and $168 million on the VC-25B program. BGS earnings from operations decreased by $267 million primarily due to lower commercial services revenue. Lower commercial airplane deliveries and the COVID-19 pandemic will continue
to have a significant adverse impact on future earnings and margins until deliveries ramp up and return to historical levels.
Core operating loss for the three months ended March 31, 2021 decreased by $1,347 million compared with the same period in 2020 primarily due to the changes described above.
The most significant items included in Unallocated items, eliminations and other are shown in the following table:
(Dollars
in millions)
Three months ended March 31
2021
2020
Share-based plans
($128)
($18)
Deferred compensation
(52)
193
Amortization
of previously capitalized interest
(22)
(23)
Research and development expense, net
(42)
(54)
Eliminations
and other unallocated items
(120)
(271)
Unallocated items, eliminations and other
($364)
($173)
Share-based plans expense for the three months ended March 31, 2021 increased by $110 million compared with the same period in 2020
primarily due to a one-time stock grant of Restricted Stock Units to most employees in December 2020 that will vest in three years. This grant was in lieu of a 2021 salary merit increase.
Deferred compensation expense for the three months ended March 31, 2021 increased by $245 million compared with income in the same period in 2020 primarily driven by broad market conditions and changes in our stock price.
Unallocated research and development expense for the three months ended March 31, 2021 decreased by $12 million compared with the same period in 2020 primarily due to decreased spending by Boeing NeXt on product development.
Net periodic pension benefit costs included in Loss from operations were as follows:
(Dollars
in millions)
Three months ended March 31
Pension Plans
2021
2020
Allocated to business segments
($194)
($255)
Pension FAS/CAS service cost adjustment
193
255
Net
periodic benefit cost included in Loss from operations
($1)
$0
The pension FAS/CAS service cost adjustment recognized in Loss from operations during the three months ended March 31, 2021 decreased by $62 million compared with the same period in the prior year, primarily due to reductions in allocated pension cost year over year. The net periodic benefit cost included in Loss from operations during the three months ended March 31, 2021 and 2020 reflects the fact that nonunion
and the majority of union employees have transitioned to company funded defined contribution retirement savings plans and do not generate ongoing Financial Accounting Standards (FAS) service costs.
For discussion related to Postretirement Plans, see Note 12 to our Condensed Consolidated Financial Statements.
Less: Net loss attributable to noncontrolling interest
(24)
(13)
Net loss attributable to Boeing Shareholders
($537)
($628)
Other
income, net increased by $78 million during the three months ended March 31, 2021, primarily due to higher non-operating pension income. Non-operating pension income was $177 million during the three months ended March 31, 2021 compared with $87 million during the same period in 2020, primarily due to higher expected return on plan assets and lower interest cost, partially offset by higher amortization of actuarial losses. Non-operating postretirement income was $5 million during the three months ended March 31, 2021 compared with $13 million of expense during the same period in 2020.
Higher Interest and debt expense for the three months ended March 31, 2021 is primarily a result of higher debt balances.
For
discussion related to Income Taxes, see Note 3 to our Condensed Consolidated Financial Statements.
Total Costs and Expenses (“Cost of Sales”)
Cost of sales, for both products and services, consists primarily of raw materials, parts, sub-assemblies, labor, overhead and subcontracting costs. Our BCA segment predominantly uses program accounting to account for cost of sales. Under program accounting, cost of sales for each commercial airplane program equals the product of (i) revenue recognized in connection with customer deliveries and (ii) the estimated cost of sales percentage applicable to the total remaining program. For long-term contracts, the amount reported as cost of sales is recognized as incurred. Substantially all contracts
at our BDS segment and certain contracts at our BGS segment are long-term contracts with the U.S. government and other customers that generally extend over several years. Costs on these contracts are recorded as incurred. Cost of sales for commercial spare parts is recorded at average cost.
The following table summarizes cost of sales:
(Dollars
in millions)
Three months ended March 31
2021
2020
Change
Cost of sales
$13,808
$16,768
($2,960)
Cost
of sales as a % of Revenues
90.7
%
99.2
%
(8.5
%)
Cost of sales for the three months ended March 31, 2021 decreased by $2,960 million, or 18% compared with the same period in 2020, primarily due to lower revenue at BCA and BGS, lower period expense at BCA and KC-46A Tanker charges recorded at BDS in 2020. Cost of sales as a percentage of Revenues decreased during the three months ended March
31, 2021 compared with the same period in 2020 primarily due to lower period expense at BCA and KC-46A Tanker charges recorded at BDS in 2020.
The following table summarizes our Research and development expense:
(Dollars
in millions)
Three months ended March 31
2021
2020
Commercial Airplanes
$269
$425
Defense, Space & Security
163
163
Global
Services
25
30
Other
42
54
Total
$499
$672
Research
and development expense decreased by $173 million during the three months ended March 31, 2021 compared to the same period in 2020, primarily due to lower spending at BCA on 777X and product development.
Backlog
(Dollars in millions)
March 31 2021
December 31 2020
Commercial Airplanes
$282,621
$281,588
Defense,
Space & Security
61,269
60,847
Global Services
19,614
20,632
Unallocated items, eliminations and other
349
337
Total Backlog
$363,853
$363,404
Contractual
backlog
$341,692
$339,309
Unobligated backlog
22,161
24,095
Total Backlog
$363,853
$363,404
Contractual backlog of unfilled orders excludes purchase options, announced orders for which definitive
contracts have not been executed, and unobligated U.S. and non-U.S. government contract funding. The increase during the three months ended March 31, 2021 was primarily due to orders in excess of deliveries, changes in price escalation, and changes in orders that in our assessment do not meet the accounting requirements of Accounting Standards Codification (ASC) 606 for inclusion in backlog, partially offset by cancellations. During 2019 and 2020, we received fewer new 737 MAX orders than we were receiving prior to the grounding. If 737 MAX aircraft remain grounded in certain jurisdictions for an extended period of time and/or if entry into service of the 777X, 737 MAX 7 and/or 737 MAX 10 is further delayed, we may experience additional reductions
to backlog and/or significant order cancellations. Additionally, we may continue to experience fewer new orders and increased cancellations across all of our commercial airplane programs as a result of the COVID-19 pandemic and associated impacts on demand.
Unobligated backlog includes U.S. and non-U.S. government definitive contracts for which funding has not been authorized. The decrease during the three months ended March 31, 2021 was primarily due to reclassifications to contractual backlog related to BGS and BDS contracts, partially offset by contract awards.
Global Trade We continually monitor the global trade environment in response to geopolitical economic developments, as well as changes in tariffs, trade agreements, or sanctions that may impact the Company.
The global economy continues to experience significant adverse impacts due to the COVID-19 pandemic, including a decline in overall trade in general and in aerospace in particular. There is a great deal of uncertainty regarding the duration, scale, and localization of these impacts to the global economy and governments are enacting a wide range of responses to mitigate the unfolding economic impacts. We are closely monitoring the current impact and potential future economic consequences
of COVID-19 to the global economy, the aerospace sector, and our Company. These adverse economic impacts have resulted in fewer orders than previously anticipated for our commercial aircraft.
China is a significant market for commercial airplanes and represents a significant component of our commercial airplanes backlog. Since 2018, the U.S. and China imposed an escalating series of tariffs on each other’s imports. Certain aircraft parts and components that Boeing procures are subject to these tariffs. The U.S. and China entered into a Phase I agreement in January 2020. However, implementation of this agreement is incomplete and overall diplomatic relations between the U.S. and China have deteriorated. We continue monitoring developments for potential adverse impacts to the
Company.
Beginning in June 2018, the U.S. Government has imposed tariffs on steel and aluminum imports. In response to these tariffs, several major U.S. trading partners have imposed, or announced their intention to impose, tariffs on U.S. goods. In May 2019, the U.S. Government, Mexico and Canada reached an agreement to end the steel and aluminum tariffs between these countries. Implementation of the U.S./Mexico/Canada Free Trade Agreement (USMCA) will also result in lower tariffs. We continue to monitor the potential for any extra costs that may result from the remaining global tariffs.
The U.S. Government continues to impose and/or consider imposing sanctions on certain businesses and individuals in Russia. Although our operations or sales in Russia have not been impacted to date, we continue to monitor additional sanctions that may be imposed by the U.S. Government and
any responses from Russia that could affect our supply chain, business partners or customers.
The U.S. and European Union (EU) have been engaged in two long-running disputes at the World Trade Organization (WTO) relating to large civil aircraft. As part of those disputes, in October 2019, the WTO authorized the U.S. to impose approximately $7.50 billion in annual tariffs on EU products in connection with the EU’s provision of eight instances of launch aid subsidies to Airbus. Following this authorization, the U.S. began to impose 15% tariffs on new Airbus airplanes imported into the U.S. as well as fuselages that Airbus manufactures in Europe and imports into the U.S. In October 2020, the WTO authorized the EU to impose approximately $3.99 billion in annual tariffs on U.S. products in connection with a tax incentive used by Boeing in Washington state that has since been repealed. Shortly thereafter, the EU began to impose
15% tariffs on Boeing airplanes imported into the EU. In March 2021, the U.S. and EU agreed to suspend both sets of tariffs until July 11, 2021, at which point the tariffs are set to automatically return if the parties have not reached a resolution or otherwise extend the suspension.
We will continue to evaluate the status of ongoing negotiations among the parties, as well as work with our customers on the possible impact of these tariffs should they be reinstated, as we continue to expect deliveries to European customers to increase in 2021 as compared to 2020.
Segment Results of Operations and Financial Condition
Commercial Airplanes
Business Environment and Trends
See Overview to Management’s Discussion and Analysis of Financial Condition and Results of Operations for a discussion of the impacts of COVID-19 on the airline industry environment.
Results of Operations
(Dollars
in millions)
Three months ended March 31
2021
2020
Revenues
$4,269
$6,205
Loss from operations
($856)
($2,068)
Operating
margins
(20.1)
%
(33.3)
%
Revenues
BCA revenues decreased by $1,936 million for the three months ended March 31, 2021 compared with the same period in 2020 primarily due to lower 787 deliveries, partially offset by higher 737 MAX deliveries due to recertification and return to service in most jurisdictions.
While we resumed deliveries of 737 MAX aircraft in December 2020, the 737 MAX grounding is still in effect in certain non-U.S. jurisdictions.
Revenues will continue to be significantly impacted until deliveries ramp up and the commercial airline industry recovers from the impacts of COVID-19.
Commercial airplane deliveries, including intercompany deliveries, were as follows:
737
*
747
767
*
777
787
Total
Deliveries
during the first three months of 2021
63
(5)
1
5
(1)
6
2
77
Deliveries during the first three months of 2020
5
(3)
10
(5)
6
29
50
Cumulative
deliveries as of 3/31/2021
7,545
1,561
1,211
1,659
994
Cumulative deliveries as of 12/31/2020
7,482
1,560
1,206
1,653
992
*
Intercompany deliveries identified by parentheses.
Loss From Operations
BCA loss from operations was $856 million for three months ended March 31, 2021 compared with $2,068 million in the same period in 2020. The variance of $1,212 million reflects higher 737 deliveries resulting from the 737 MAX recertification and lower period expense. Period expense for the three months ended March 31, 2021 included $568 million of abnormal production costs related to 737 MAX. Period expense for the for the three months ended March 31, 2020, included $797 million of abnormal production costs related to 737 MAX, $137 million of abnormal production costs from the temporary suspension of Puget Sound operations in response to COVID-19, and a $336 million
charge related to 737NG frame fitting component repair costs. Lower research and development spending also contributed to the favorable year over year variance.
Lower commercial airplane deliveries and the COVID-19 pandemic will continue to have a significant adverse impact on future earnings and margins until deliveries ramp up and return to historical levels.
Our total backlog represents the estimated transaction prices on unsatisfied and partially satisfied performance obligations to our customers where we believe it is probable that we will
collect the consideration due and where no contingencies remain before we and the customer are required to perform. Backlog does not include prospective orders where customer controlled contingencies remain, such as the customer receiving approval from its board of directors, shareholders or government or completing financing arrangements. All such contingencies must be satisfied or have expired prior to recording a new firm order even if satisfying such conditions is highly certain. Backlog excludes options and Boeing Capital (BCC) orders. A number of our customers may have contractual remedies, including rights to reject individual airplane deliveries if the actual delivery date is significantly later than the contractual delivery date. We address customer claims and requests for other contractual relief as they arise. The value of orders in backlog is adjusted as changes to price and schedule are agreed to with customers and is reported in accordance with the requirements
of Topic 606.
BCA total backlog increased from $281,588 million as of December 31, 2020 to $282,621 million at March 31, 2021 reflecting new orders in excess of deliveries, changes in projected price escalation and changes in orders that in our assessment do not meet the accounting requirements of ASC 606 for inclusion in backlog, partially offset by aircraft order cancellations. Aircraft order cancellations during the three months ended March 31, 2021 totaled $13,540 million and primarily relate to 737 MAX and 787 aircraft. ASC 606 adjustments for the three months ended March 31, 2021 resulted in an increase to backlog of $1,932 million primarily due to 777X aircraft, partially offset by 737 MAX aircraft. The ASC 606 adjustments
include aircraft orders where a customer controlled contingency now exists, as well as orders where we can no longer assert that the customer is committed to perform or that it is probable that the customer will pay the full amount of consideration when it is due. If 737 MAX aircraft remain grounded in certain jurisdictions for an extended period of time and/or if entry into service of the 777X, 737 MAX 7 and/or 737 MAX 10 is further delayed, we may experience additional reductions to backlog and/or significant order cancellations. Additionally, we may continue to experience fewer new orders and increased cancellations across all of our commercial airplane programs as a result the COVID-19 pandemic and associated impacts on demand.
Accounting Quantity
The following table provides details of the accounting quantities and firm orders by program. Cumulative firm orders represent the
cumulative number of commercial jet aircraft deliveries plus undelivered firm orders. Firm orders include military derivative aircraft that are not included in program accounting quantities. All revenues and costs associated with military derivative aircraft production are reported in the BDS segment.
Program
As
of 3/31/2021
737
747
767
777
777X
787
†
Program accounting quantities
10,200
1,574
1,207
1,700
350
1,500
Undelivered
units under firm orders
3,240
12
97
35
228
442
(22)
Cumulative firm orders
10,785
1,573
1,308
1,694
228
1,436
As
of 12/31/2020
737
747
767
777
777X
787
†
Program accounting quantities
10,000
1,574
1,207
1,700
350
1,500
Undelivered
units under firm orders
3,282
8
75
41
191
458
(22)
Cumulative firm orders
10,764
1,568
1,281
1,694
191
1,450
† Aircraft
ordered by BCC are identified in parentheses.
737 Program The accounting quantity for the 737 program increased by 200 units during the first quarter of 2021 due to the program's progress of obtaining additional orders and delivering airplanes. See further discussion of the 737 MAX Grounding and COVID-19 Impacts in Note 9 to our Condensed Consolidated Financial Statements.
747
Program We are currently producing at a rate of 0.5 aircraft per month. We will complete production of the 747 in 2022. We believe that ending production of the 747 will not have a material impact on our financial position, results of operations or cash flows.
767 Program The 767 assembly line includes the commercial program and a derivative to support the tanker program. The commercial program has near breakeven gross margins. We are currently producing at a rate of 3 aircraft per month.
777 and 777X Programs There were no changes to the accounting quantities for the 777
and 777X programs during the first quarter of 2021. The production rate expectation for the combined 777/777X program remains at 2 per month in 2021.
In 2013, we launched the 777X-8 and 777X-9, which feature new composite wings, new engines and folding wing-tips. The first flight of the 777X was completed during the first quarter of 2020. We continue to anticipate that the first 777X delivery will occur in late 2023. We recorded a $6.5 billion reach-forward loss on the 777X program in the fourth quarter of 2020. We did not record an increase to the reach-forward loss in the first quarter of 2021.
The 777X fourth quarter revised schedule and reach-forward loss reflected a number of factors, including an updated assessment of global certification requirements informed by continued discussions with regulators and a management decision in the fourth quarter of 2020 to make modifications
to the aircraft’s design, an updated assessment of COVID-19 impacts on market demand, and discussions with our customers with respect to aircraft delivery timing. These factors resulted in adjustments to production rates and the program accounting quantity, increased change incorporation costs, and associated customer and supply chain impacts.
The timing of the certification will ultimately be determined by the regulators, and further determinations with respect to anticipated certification requirements could result in additional delays in entry into service and/or additional cost increases.
The level of profitability on the 777X program will be subject to a number of factors. These factors include continued market uncertainty, the impacts of COVID-19 on our production system as well as impacts on our supply chain and customers, customer negotiations, further production rate adjustments
for the 777X or other commercial aircraft programs, contraction of the accounting quantity and potential risks associated with the testing program and the timing of aircraft certification. One or more of these factors could result in additional reach-forward losses on the 777X program in future periods.
787 Program During 2020, we experienced significant reductions in deliveries due to the impacts of COVID-19 on our customers as well as production issues and associated rework. We have expanded the scope of production inspections, and those inspections and associated rework have and continue to delay scheduled deliveries and are resulting in additional 787 aircraft in inventory. At December 31, 2020, we had approximately 80 787 aircraft
in inventory. Deliveries resumed in March 2021 and two aircraft were delivered in the first quarter of 2021, resulting in approximately 100 aircraft in inventory at March 31, 2021. The majority of the aircraft remaining in inventory are expected to be delivered by the end of 2021. We continue to work with customers to facilitate deliveries. We are implementing changes in the production process designed to ensure that newly-built airplanes meet our specifications and do not require further inspections. Due to the impacts of COVID-19 on customer demand, we are now producing at a rate of 5 per month. During the first quarter of 2021, we consolidated 787 production in South Carolina, in line with our previous assumptions, which did not have a significant financial impact on the program. The 787 program has near breakeven gross margins due to the reductions in the production
rates and the reduction in the program accounting quantity driven by the impacts of COVID-19 on customer demand. China is a significant market for the 787 program, and if the program is unable to obtain orders from China in future quarters, we may be required to adjust production rate assumptions. If we are required to further reduce the accounting quantity and/or production rates, experience further delivery delays, or experience other factors that could result in lower margins, the program could record a reach-forward loss in future periods.
Additional Considerations
The development and ongoing production of commercial aircraft is extremely complex, involving extensive coordination and integration
with suppliers and highly-skilled labor from employees and other partners. Meeting or exceeding our performance and reliability standards, as well as those of customers and regulators, can be costly and technologically challenging. In addition, the introduction of new aircraft and derivatives, such as the 777X and 737 MAX derivatives, involves increased risks associated with meeting development, production and certification schedules. These challenges include increased global regulatory scrutiny of all development aircraft in the wake of the 737 MAX accidents. As a result, our ability to deliver aircraft on time, satisfy performance and reliability standards and achieve or maintain, as applicable, program profitability is subject to significant risks. Factors that could result in lower margins (or a material charge if an airplane program has or is determined to have reach-forward losses) include the following: changes to the program accounting quantity, customer and
model mix, production costs and rates, changes to price escalation factors due to changes in the inflation rate or other economic indicators, performance or reliability issues involving completed aircraft, capital expenditures and other costs associated with increasing or adding new production capacity, learning curve, additional change incorporation, achieving anticipated cost reductions, the addition of regulatory requirements in connection with certification in one or more jurisdictions, flight test and certification schedules, costs, schedule and demand for new airplanes and derivatives and status of customer claims, supplier claims or assertions and other contractual negotiations. While we believe the cost and revenue estimates incorporated in the consolidated financial statements are appropriate, the technical complexity of our airplane programs creates financial risk as additional completion costs may become necessary or scheduled delivery dates could be extended,
which could trigger termination provisions, order cancellations or other financially significant exposure.
Defense, Space & Security
Business Environment and Trends
United States Government Defense Environment Overview
The Omnibus appropriations acts for fiscal year 2021 (FY21), enacted in December 2020, provided FY21 appropriations for government departments and agencies, including the United States Department of Defense (U.S. DoD), the National Aeronautics and Space Administration (NASA) and the Federal Aviation Administration.
The enacted FY21 appropriations included funding for Boeing’s major programs, such as the F/A-18
Super Hornet, F-15EX, CH-47 Chinook, AH-64 Apache, V-22 Osprey, KC-46A Tanker, P-8 Poseidon and Space Launch System.
On April 9, 2021, the Office of Management and Budget released the President’s budget request for fiscal year 2022, which included $715 billion in funding for the Department of Defense and $24.7 billion in funding for NASA. Detailed budget documentation has not yet been released, so there continues to be uncertainty with respect to requested funding levels for individual programs. Future budget cuts or investment priority changes, including changes associated with the authorizations and appropriations process, could result in reductions, cancellations and/or delays of existing contracts or programs. Any of these impacts could have a material effect on our results of operations,
financial position and/or cash flows.
Since our operating cycle is long-term and involves many different types of development and production contracts with varying delivery and milestone schedules, the operating results of a particular period may not be indicative of future operating results. In addition, depending on the customer and their funding sources, our orders might be structured as annual follow on contracts,
or as one large multi-year order or long-term award. As a result, period-to-period comparisons of backlog are not necessarily indicative of future workloads. The following discussions of comparative results among periods should be viewed in this context.
Deliveries of units for new-build production aircraft, including remanufactures and modifications, were as follows:
Three months ended March 31
2021
2020
F/A-18
Models
4
5
F-15 Models
3
CH-47 Chinook (New)
3
9
CH-47
Chinook (Renewed)
3
1
AH-64 Apache (New)
9
2
AH-64 Apache (Remanufactured)
15
14
P-8
Models
3
3
KC-46A Tanker
2
5
Total
42
39
Revenues
BDS
revenues for the three months ended March 31, 2021 increased by $1,143 million compared with the same period in 2020, primarily from higher revenue on the KC-46A Tanker program due to new orders for 27 aircraft received during the quarter and the absence of charges related to the tanker program in 2021, which reduced revenue in 2020. Lower net unfavorable cumulative contract catch-up adjustments increased revenue for the three months ended March 31, 2021 by $386 million compared with the same period in 2020.
Earnings/(loss) From Operations
BDS earnings from operations for the three months ended March 31, 2021 of $405
million compared with a loss of $191 million the same period in 2020 largely due to the absence of charges related to the tanker program. The loss in the first quarter of 2020 was primarily due to KC-46A Tanker charges of $827 million and charges of $168 million related to VC-25B. Earnings for the three months ended March 31, 2021 included an increase to the reach-forward loss on VC-25B of $318 million which is largely due to COVID-19 impacts and performance issues at a key supplier.
The net unfavorable cumulative contract
catch-up adjustments for the three months ended March 31, 2021, were $614 million lower than the comparable period in the prior year largely due to earnings charges in the first quarter of 2020.
BDS earnings from operations includes equity earnings of $7 million for the three months ended March 31, 2021 compared with $37 million for the same period in 2020, reflecting lower earnings from our United Launch Alliance joint venture.
Our
BDS business includes a variety of development programs which have complex design and technical challenges. Many of these programs have cost-type contracting arrangements. In these cases, the associated financial risks are primarily in reduced fees, lower profit rates or program cancellation if cost, schedule or technical performance issues arise. Examples of these programs include Ground-based Midcourse Defense, Proprietary and Space Launch System programs.
Some of our development programs are contracted on a fixed-price basis and BDS customers are increasingly seeking fixed-price proposals for new programs. Examples of significant fixed-price development programs include Commercial Crew, KC-46A Tanker, MQ-25, T-7A Red Hawk, VC-25B, and commercial and military satellites. New programs could also have risk for reach-forward loss upon contract
award and during the period of contract performance. Many development programs have highly complex designs. As technical or quality issues arise during development, we may experience schedule delays and cost impacts, which could increase our estimated cost to perform the work or reduce our estimated price, either of which could result in a material charge or otherwise adversely affect our financial condition. These programs are ongoing, and while we believe the cost and fee estimates incorporated in the financial statements are appropriate, the technical complexity of these programs creates financial risk as additional completion costs may become necessary or scheduled delivery dates could be extended, which could trigger termination provisions, the loss of satellite in-orbit incentive payments, or other financially significant exposure. These programs have risk for reach-forward
losses if our estimated costs exceed our estimated contract revenues.
Global Services
Results of Operations
(Dollars in millions)
Three months ended March 31
2021
2020
Revenues
$3,749
$4,628
Earnings
from operations
$441
$708
Operating margins
11.8
%
15.3
%
Revenues
BGS revenues for the three months ended March
31, 2021 decreased by $879 million compared with the same period in 2020 primarily due to lower commercial services revenue driven by impacts of the COVID-19 pandemic. The net favorable impact of cumulative contract catch-up adjustments for the three months ended March 31, 2021 were $55 million higher than the comparable period in the prior year. We expect the impacts of the COVID-19 pandemic to continue to have an adverse impact on BGS commercial revenues in future quarters until the commercial airline industry environment recovers.
BGS earnings from operations for the three months ended March 31, 2021 decreased by $267 million compared with the same period in 2020, primarily due to lower commercial services revenue. The net favorable impact of cumulative contract catch-up adjustments for the three months ended March 31, 2021 were $49 million higher than the comparable period in the prior year.
Backlog
BGS backlog decreased from $20,632 million as of December 31, 2020 to $19,614 million at March 31, 2021, primarily due to revenue recognized on contracts
awarded in prior years.
Boeing Capital
Results of Operations
(Dollars in millions)
Three months ended March 31
2021
2020
Revenues
$60
$65
Earnings
from operations
$21
$24
Operating margins
35
%
37
%
Revenues
BCC segment revenues consist principally of lease income from equipment under
operating lease, interest income from financing receivables and notes, and other income. BCC’s revenues for the three months ended March 31, 2021 were consistent with the same period in 2020.
Earnings From Operations
BCC’s earnings from operations are presented net of interest expense, provision for (recovery of) losses, asset impairment expense, depreciation on leased equipment and other operating expenses. Earnings from operations for the three months ended March 31, 2021 were consistent with same period in 2020.
Financial Position
The following table presents selected financial data for BCC:
(Dollars
in millions)
March 31 2021
December 31 2020
Customer financing and investment portfolio, net
$1,924
$1,961
Other assets, primarily cash and short-term investments
415
402
Total assets
$2,339
$2,363
Other
liabilities, primarily deferred income taxes
$351
$392
Debt, including intercompany loans
1,640
1,640
Equity
348
331
Total liabilities and equity
$2,339
$2,363
Debt-to-equity
ratio
4.7-to-1
5-to-1
BCC’s customer financing and investment portfolio at March 31, 2021 decreased $37 million from December 31, 2020 primarily due to note payoffs and portfolio run-off.
BCC enters into certain intercompany transactions with Boeing, reflected in Unallocated items, eliminations and other, in the form of intercompany guarantees and
other subsidies that mitigate the effects of certain credit quality or asset impairment issues on the BCC segment.
Aircraft subject to leases with a carrying value of approximately $28 million are scheduled to be returned off lease in the next 12 months. We are seeking to remarket these aircraft or have the leases extended.
Liquidity and Capital Resources
Cash Flow Summary
(Dollars in millions)
Three
months ended March 31
2021
2020
Net loss
($561)
($641)
Non-cash items
1,212
680
Changes in working capital
(4,038)
(4,341)
Net
cash used by operating activities
(3,387)
(4,302)
Net cash provided/(used) by investing activities
2,764
(379)
Net cash (used)/provided by financing activities
(48)
10,280
Effect of exchange rate changes on cash and cash equivalents
(18)
(47)
Net
(decrease)/increase in cash & cash equivalents, including restricted
(689)
5,552
Cash & cash equivalents, including restricted, at beginning of year
7,835
9,571
Cash & cash equivalents, including restricted, at end of period
$7,146
$15,123
Operating
Activities Net cash used by operating activities was $3.4 billion during the three months ended March 31, 2021, compared with $4.3 billion during the same period in 2020 driven by a lower net loss in 2021, changes in working capital, and an increase in non-cash items in 2021. The year-over-year increase in non-cash items reflects higher share-based plans expense and treasury shares issued for 401(k) contributions. The changes in working capital reflect an increase in commercial airplane inventory in 2021 due to a continued buildup of more 787 aircraft caused by production issues, which resulted in a significant reduction in 787 deliveries. This was partially offset by a decrease in 737 MAX inventory reflecting the resumption of deliveries. The increase in commercial airplane inventory in 2020 was due to lower deliveries and suspension of certain production operations due to the 737 MAX grounding
and the beginning of the COVID-19 pandemic. Cash provided by Advances and progress billings was $0.4 billion in 2021, as compared with $1.3 billion in 2020. Compensation payments to 737 MAX customers totaled $1.2 billion and $0.7 billion during the three months ended March 31, 2021 and 2020. Additionally, in the first quarter of 2021, we paid $0.7 billion consistent with the terms of the Deferred Prosecution Agreement between Boeing and the U.S. Department of Justice. The impacts of lower commercial airline deliveries and the residual impacts of the 737 MAX grounding in 2019 are expected to continue to have a significant negative impact on our operating cash flows during 2021.
Payables to suppliers who elected to participate in supply chain financing programs remained consistent for the
three months ended March 31, 2021 and decreased by $0.5 billion for the same period in the prior year primarily due to reductions in commercial purchases from suppliers in 2020. Supply chain financing is not material to our overall liquidity.
Investing Activities Cash provided by investing activities was $2.8 billion during the three months ended March 31, 2021, compared with cash used of $0.4 billion during the same period in 2020, primarily due to $3.1 billion of higher net proceeds from investments. In the three months ended March 31, 2021 and 2020, capital expenditures totaled $0.3 billion and $0.4 billion. We expect capital expenditures in 2021 to be relatively consistent with 2020.
Financing Activities Cash used by financing activities was $48 million during the three months ended March 31, 2021 compared with cash provided of $10.3 billion during the same period in 2020. During the three months ended March 31, 2021, net repayments were $33 million compared with net borrowings of $11.6 billion in the same period in 2020. The absence of dividends in 2021 reflects the Company’s decision to suspend the declaration or payment of dividends until further notice. For further discussion see Liquidity Matters in Note 1 to our Condensed Consolidated Financial Statements.
As of March 31, 2021 and
December 31, 2020, the total debt balance was $63.6 billion. At March 31, 2021, $6.0 billion of debt was classified as short-term. Debt, including intercompany loans, attributable to BCC totaled $1.6 billion, $0.9 billion of which was classified as short-term.
Capital Resources The impacts of the COVID-19 pandemic, 737 MAX grounding and reduction in 787 deliveries are having a significant negative impact on our liquidity and ongoing operations and creating significant uncertainty. We have and are continuing to take significant actions to manage and preserve our liquidity. For further discussion see Liquidity Matters in Note 1 to our Condensed Consolidated Financial Statements.
At March 31, 2021, we had $7.1
billion of cash and $14.9 billion of short term investments. At March 31, 2021, we had $14.8 billion of unused borrowing capacity on revolving credit line agreements, of which $3.1 billion expires in October 2021, $3.2 billion expires in October 2022, $5.3 billion expires in March 2023, and $3.2 billion expires in October 2024. The facility scheduled to expire in October 2021 has a one-year term out option that allows us to extend the maturity of any borrowings one additional year. We anticipate that these credit lines will primarily serve as backup liquidity to support our general corporate borrowing needs.
Any future borrowings may affect our credit ratings and are subject to various debt covenants. At March 31, 2021, we were in compliance with the covenants for our debt and credit facilities. The most restrictive covenants
include a limitation on mortgage debt and sale and leaseback transactions as a percentage of consolidated net tangible assets (as defined in the credit agreements), and a limitation on consolidated debt as a percentage of total capital (as defined). When considering debt covenants, we continue to have substantial borrowing capacity.
Customer Financing commitments totaled $13.4 billion and $11.5 billion at March 31, 2021 and December 31, 2020. We anticipate that we will not be required to fund a significant portion of our financing commitments as we continue to work with third party financiers to provide alternative financing to customers. Historically, we have not been required to fund significant amounts of outstanding commitments. However, there can be no assurances that we will not be required to fund greater amounts than
historically required.
Off-Balance Sheet Arrangements
We are a party to certain off-balance sheet arrangements including certain guarantees. For discussion of these arrangements, see Note 10 to our Condensed Consolidated Financial Statements.
Contingent Obligations
We have significant contingent obligations that arise in the ordinary course of business, which include the following:
Legal Various legal proceedings, claims and investigations are pending against us. Legal contingencies are
discussed in Note 17 to our Condensed Consolidated Financial Statements.
Environmental Remediation We are involved with various environmental remediation activities and have recorded a liability of $567 million at March 31, 2021. For additional information, see Note 9 to our Condensed Consolidated Financial Statements.
Core Operating Earnings,
Core Operating Margin and Core Earnings Per Share
Our unaudited condensed consolidated interim financial statements are prepared in accordance with Generally Accepted Accounting Principles in the United States of America (GAAP) which we supplement with certain non-GAAP financial information. These non-GAAP measures should not be considered in isolation or as a substitute for the related GAAP measures, and other companies may define such measures differently. We encourage investors to review our financial statements and publicly-filed reports in their entirety and not to rely on any single financial measure. Core operating earnings, core operating margin and core earnings per share exclude the FAS/CAS service cost adjustment. The FAS/CAS service cost adjustment represents the difference between the Financial Accounting Standards (FAS) pension and postretirement service costs calculated under GAAP and costs allocated to the
business segments. Core earnings per share excludes both the FAS/CAS service cost adjustment and non-operating pension and postretirement expenses. Non-operating pension and postretirement expenses represent the components of net periodic benefit costs other than service cost. Pension costs, comprising service and prior service costs computed in accordance with GAAP are allocated to BCA and certain BGS businesses supporting commercial customers. Pension costs allocated to BDS and BGS businesses supporting government customers are computed in accordance with U.S. Government Cost Accounting Standards (CAS), which employ different actuarial assumptions and accounting conventions than GAAP. CAS costs are allocable to government contracts. Other postretirement benefit costs are allocated to all business segments based on CAS, which is generally based on benefits paid.
The
Pension FAS/CAS service cost adjustments recognized in Loss from operations were benefits of $193 million and $255 million for the three months ended March 31, 2021 and 2020. The non-operating pension expenses included in Other income, net were benefits of $177 million and $87 million for the three months ended March 31, 2021 and 2020. The benefits in 2021 reflect expected returns in excess of interest cost and amortization of actuarial losses.
For further discussion of pension and other postretirement costs see the Management’s Discussion and Analysis on page 39 of this Form 10-Q and on page 57 of our 2020 Annual Report on Form 10-K. Management uses core operating earnings, core operating margin and core earnings per share for
purposes of evaluating and forecasting underlying business performance. Management believes these core earnings measures provide investors additional insights into operational performance as unallocated pension and other postretirement benefit costs primarily represent costs driven by market factors and costs not allocable to U.S. government contracts.
Reconciliation of GAAP Measures to Non-GAAP Measures
The table below reconciles the non-GAAP financial measures of core operating loss, core operating margin
and core loss per share with the most directly comparable GAAP financial measures of loss from operations, operating margins and diluted loss per share.
(Dollars in millions, except per share data)
Three months ended March 31
2021
2020
Revenues
$15,217
$16,908
Loss
from operations, as reported
($83)
($1,353)
Operating margins
(0.5)
%
(8.0)
%
Pension
FAS/CAS service cost adjustment (1)
($193)
($255)
Postretirement FAS/CAS service cost adjustment (1)
(77)
(92)
FAS/CAS service cost adjustment (1)
($270)
($347)
Core
operating loss (non-GAAP)
($353)
($1,700)
Core operating margins (non-GAAP)
(2.3)
%
(10.1)
%
Diluted
loss per share, as reported
($0.92)
($1.11)
Pension FAS/CAS service cost adjustment (1)
(0.33)
(0.45)
Postretirement FAS/CAS service cost adjustment (1)
(0.13)
(0.16)
Non-operating
pension expense (2)
(0.30)
(0.16)
Non-operating postretirement expense (2)
(0.01)
0.02
Provision for deferred income taxes on adjustments (3)
0.16
0.16
Core
loss per share (non-GAAP)
($1.53)
($1.70)
Weighted average diluted shares (in millions)
585.4
565.9
(1)
FAS/CAS service cost adjustment represents the difference between the FAS pension and postretirement service costs calculated under GAAP and costs allocated to the business segments. This adjustment is excluded from Core operating loss (non-GAAP).
(2) Non-operating pension and postretirement expenses represent the components of net periodic benefit costs other than service cost. These expenses are included in Other income, net and are excluded from Core loss per share (non-GAAP).
(3) The income tax impact is calculated using the U.S. corporate statutory tax rate.
Item 3. Quantitative and Qualitative Disclosures About Market Risk
We
have financial instruments that are subject to interest rate risk, principally fixed- and floating-rate debt obligations, and customer financing assets and liabilities. The investors in our fixed-rate debt obligations do not generally have the right to demand we pay off these obligations prior to maturity. Therefore, exposure to interest rate risk is not believed to be material for our fixed-rate debt. As of March 31, 2021, we have $4 billion remaining on our two-year delayed draw floating-rate term loan credit agreement. An increase or decrease of 100 basis points in interest rates on this floating-rate debt would increase or decrease our pre-tax loss by $36 million over the next 12 months. Historically, we have not experienced material gains or losses on our customer financing assets and liabilities due to interest rate changes.
There have been no significant changes to our
foreign currency exchange rate or commodity price risk since December 31, 2020.
(a)Evaluation of Disclosure Controls and Procedures.
Our Chief Executive Officer and Chief Financial Officer have evaluated our disclosure controls and procedures as of March 31, 2021 and have concluded
that these disclosure controls and procedures are effective to ensure that information required to be disclosed by us in the reports that we file or submit under the Securities Exchange Act of 1934 is recorded, processed, summarized and reported within the time periods specified in the Securities and Exchange Commission’s rules and forms and is accumulated and communicated to our management, including the Chief Executive Officer and Chief Financial Officer, as appropriate to allow timely decisions regarding required disclosure.
(b)Changes in Internal Control Over Financial Reporting.
There were no changes that occurred during the first quarter of 2021 that have materially affected or are reasonably likely to materially affect our internal control over financial reporting.
Currently, we are involved in a number of legal proceedings. For a discussion of contingencies related to legal proceedings, see Note 17 to our Condensed Consolidated Financial Statements, which is hereby incorporated by reference.
Item 1A. Risk Factors
There have been no material changes in our risk factors from those disclosed in Part I, Item 1A. Risk Factors in our Annual Report on Form
10-K for the year ended December 31, 2020.
Item 2. Unregistered Sales of Equity Securities and Use of Proceeds
Issuer Purchases of Equity Securities
The following table provides information about purchases we made during the quarter ended March 31, 2021 of equity securities that are registered by us pursuant to Section 12 of the Exchange Act:
(a)
(b)
(c)
(d)
Total Number
of
Shares
Purchased (1)
Average Price Paid per Share
Total Number of Shares Purchased as Part of Publicly Announced Plans or Programs
Approximate Dollar
Value of Shares That
May Yet be Purchased
Under the Plans or
Programs (2)
1/1/2021 thru 1/31/2021
83,222
$205.60
2/1/2021
thru 2/28/2021
73,567
213.57
3/1/2021 thru 3/31/2021
24,129
223.57
Total
180,918
$211.24
(1)A
total of 180,918 shares were transferred to us from employees in satisfaction of minimum tax withholding obligations associated with the vesting of restricted stock units during the period. We did not purchase any shares of our common stock in the open market pursuant to a repurchase program or in swap transactions.
(2)On March 21, 2020, the Board of Directors terminated its prior authorization to repurchase shares of the Company's outstanding common stock.
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Pursuant to the requirements of the Securities Exchange Act of 1934, the registrant has duly caused this report to be signed on its behalf by the undersigned thereunto duly authorized.
