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Boeing has been a pioneer in the utilization of strategic alliances with the Japanese in the design and production of aircraft. This strategy has been driven by the escalating costs of airframe and engine design and manufacture, and the significant competition of Airbus as well as domestic competitors in the global aircraft market. Boeing's alliances with Japan have worked well with several families of aircraft and appear to have produced a loyal customer; however, there have been sharp criticisms of Boeing for the closeness of its association with Japan. These criticisms have largely been aimed at the danger posed by unintentional and unavoidable transfer of aerospace technology. This paper examines the history of Boeing's Japanese coalitions, the benefits, and the dangers posed by Boeing's continued aerospace partnership with one of America's largest economic foes.

The purpose of this article is to examine changing employer strategies in dealing with organized labor through Boeing’s negotiations with its local Puget Sound, Washington-based District 751 of the International Association of Machinists and the district’s international parent.

Considers factors including leveraging the slow growth of the US economy and the resulting job-security issues among US workers generally and Boeing workers in particular, along with the divided age composition of Boeing’s workforce to achieve market-share competitiveness with Boeing’s chief global rival, Europe-based Airbus Industries.

Advises that there is no substitute for early strategic analysis of bargaining goals and strategies, particularly with respect to economic bargaining.

Advances the view that a well-defined bargaining plan is the most likely key to success in any set of union collective bargaining agreement negotiations.

Considers the tensions that may exist between younger members of the workforce, whose priority is likely to be job security, and older members, who may be more concerned about their pensions.

Presents the ongoing story of collective bargaining agreement negotiations at Boeing.

This paper aims to examine the prospects of a Boeing recovery following disasters in 2019 and 2020. While some companies have navigated successful journeys through the process of reputational recovery following self-inflicted pain, Boeing faces significant reputational and global complications which have greatly prolonged the recovery process.

This paper is based on a case study approach examining the recovery process for Boeing, considering the safety issues of 2019 and the pandemic crisis during 2020. Although the Covid-19 spread was certainly a black swan event, Boeing had already inflicted a great deal of damage upon its business and reputation because of the 737 Max. This paper examines their recovery process thus far by using a four-step recovery model of replace, restructure, redevelop and re-brand that has been implemented in previous corporate recoveries.

When examining the corporate recovery process, though the four-step approach is a model that can work across industries, there are some challenges depending on corporate specifics. The major challenge with Boeing is the ongoing reputational concerns regarding safety combined with the new global reality because of the Covid-19 pandemic. A full corporate recovery will require attention to each of these four prongs of the process, stretched out over several years. Any missteps along the way will only prolong the pain for one of history’s most historic and influential manufacturers.

While several publicly traded companies have overcome significant obstacles over the past five years in the quest to regain trust within the marketplace, Boeing continues to face strong headwinds. Using previous examples of corporate recovery provides an interesting case analysis of what to do and what not to do during the corporate recovery process and provides a unique blueprint to what might bring Boeing back from the brink.

The purpose of this paper is to analyse how London Interbank Offered Rate Index (LIBOR) and the spread between LIBOR and the base rate of interest as set by the Bank of England (BoE) influences the variation in house prices in the UK.

This paper uses monthly data over a long time series, since 1986, to investigate the relationships between house price and LIBOR. Data are drawn from several different sources to include housing, financial and macro-economic variables. The time series is sub-divided into a series of splines based on stages in the economic and property market cycle. Both value-based and percentage change models are developed.

The results show that BoE base/LIBOR margin variable has a strong positive and significant effect on house price; however, the percentage change model infers a weaker and inverse relationship. The spline analysis re-emphasised the significance of the BoE base/LIBOR margin variable. Where variation between base rates and LIBOR is reduced, a significant positive effect can be observed in the average house price; however, where significant variation exists, the BoE base/LIBOR margin has little effect and LIBOR itself becomes a significant driver.

The results highlight that the predictive qualities of the BoE base/LIBOR margin, as the contribution of this margin to the explanation of house price, exceeds both the base rate and LIBOR variables individually. Also highlighted is the contribution of unemployment to the explanation of house price. In both the value and percentage change models, unemployment is shown as a negative and highly significant contributor.

Previous papers have demonstrated the important linkage between house price and interest rates, the originality in this paper lies in examining the impact of LIBOR and the spreads between LIBOR and base rate as key variables influencing variation in UK house prices.

The purpose of this paper is to examine the effects of international acquisition activities on performance and its role in innovation build‐up in developing countries.

A case study was used to understand the deep integration process of acquisition process. The theory behind the study is the relationship of innovation management and merger and acquisition activities.

Acquiring a company with higher technologies has more risks and it requires the acquiring company to master a fast learning capability. The key to a successful international technology acquisition for a developing country is to leverage technology dynamics and build up a high‐level learning capability to absorb tacit knowledge.

An in‐depth case study was adopted. Further quantitative research may be needed to test our research outcome here.

The case study may provide valuable reference for the companies aiming to catch up via international acquisition in the developing countries.

First, this paper is to enrich literature on acquisition research from a technological perspective. Second, fast learning capability, especially the capability to absorb tacit knowledge, is the key to a successful acquisition when a lagging‐behind company in the developing country wants to catch up a leading one.

The ratio of the energy liberated during a flight to the revenue work done (ETRW) of an airplane can be employed as a key indicator to assess its environmental impact. It remains constant during the life cycle of the aircraft and is fixed by its designers. The goal of an environmentally optimum airplane is to minimize the ETRW. This paper seeks to address these issues.

For an existing airplane, there are two major parameters that can greatly affect the ETRW, which are the ratio of actual payload to maximum possible payload “c” and the flight range R. The goal of this paper is to study the effect of c and R on ETRW and minimize it by using a genetic algorithm (GA). The study is performed on a Boeing 737‐800 and a Boeing 747‐400 aircraft as well as recently proposed aircraft designs, namely the Boeing second generation Blended‐Wing‐Body (BWB) and MIT Double‐Bubble D8.2.

It turns out that the maximum possible values of payload and range do not necessarily lead to a flight with minimal environmental impact. For new aircraft designs, the minimization of ETRW should account for advances in materials, alternative fuels, structures, aerodynamics and propulsion technologies which can be taken into consideration at the design stage.

It should be noted that other factors which also affect the emissions, namely the aircraft operations and air traffic management, are not included in the ETRW.

The optimization study is valuable in determining the payload and range of an existing aircraft or a new aircraft configuration for minimal environmental impact.

The ratio of the energy transformed to the revenue work done (ETRW) during a flight of an airplane can be employed as a key indicator to assess its environmental impact. It remains constant during the life cycle of the aircraft and is fixed by its designers. The goal of an environmentally optimum airplane is to minimize the ETRW.

For an existing airplane, there are two major parameters that can greatly affect the ETRW, which are the ratio of actual payload to maximum possible payload “c” and the flight range R. The goal of this paper is to study the effect of c and R on ETRW and minimize it by using a genetic algorithm (GA). The study is performed on a Boeing 737-800 and a Boeing 747-400 aircraft as well as recently proposed aircraft designs namely the Boeing second-generation Blended-Wing-Body (BWB) and MIT Double-Bubble D8.2.

It turns out that the maximum possible values of payload and range do not necessarily lead to a flight with minimal environmental impact. For new aircraft designs, the minimization of ETRW should account for advances in materials, alternative fuels, structures, aerodynamics and propulsion technologies which can be taken into consideration at design stage.

It should be noted that other factors which also affect the emissions, namely the aircraft operations and air traffic management, are not included in the ETRW.

The optimization study is valuable in determining the payload and range of an existing aircraft or a new aircraft configuration for minimal environmental impact.

In the early twenty‐first century organization scholars and managers face an economic outlook full of daunting challenges. With investors, workers, and other stakeholders distressed and hostile toward corporate executives and boards due to recent corporate scandals, the future for many industries and firms appears grim. In what ways can business history help corporate managers and new venture entrepreneurs overcome these leadership challenges? This paper seeks to uncover practices throughout the Boeing Company's management history that offer today's executives and board members numerous examples of industry vision and leadership.

Visionary leadership theory is used to help understand Boeing's actions. A theory of visionary entrepreneurial leadership is proposed based on Boeing's history. Four specific cases of aircraft design and development decisions and actions are presented as examples of executive and board directors' vision and leadership.

Boeing has served as the aircraft industry's innovator and leader for over nine decades by designing and building path‐breaking airplanes when no other aircraft manufacturer would venture similar risks to their reputation and capital. Furthermore, Boeing executives and board directors have repeatedly made risky decisions that – if the prototype literately crashed and burned – would probably bankrupt the company. Management's vision was always on the next great airplane, never on individual image or personal wealth.

Future research directions are presented suggesting a focus on firm executives and boards of directors' decisions and how these decisions influence industry wide innovation and development.

The paper analyses the leadership attributes of Boeing executives over the last nine decades.

This paper aims to study how brand owners and users enhance brand bond with three objectives. First, brand owners’ effort (BOE) to exercise care, innovate frequently and differentiate their brands enhances users’ bond with the brand. Second, brand users’ competence (BUC) in their knowledge and experience with the brand’s reputation, value and service quality improves brand bond. Third, BOE significantly enhances BUC.

This study proposed an integrative model with new concepts and tested it with 2,135 young Chinese consumers using global smartphone brands. Results are drawn from structural equation modeling and comparisons between stakeholders and among smartphone brands.

The results show that BOE and BUC are significant and equally effective at enhancing brand bond. BOE also shows a significantly stronger effect on BUC than on brand bond. The temporal comparison between 2015 and 2018 confirms the changing reality of the smartphone world. As for brand comparison, young consumers perceive that iPhone differentiates itself from Huawei and Samsung rivals in terms of BOE and BUC on brand bond. However, none of these brands show significant differences in terms of BOE effect on BUC.

Please see detail in the Conclusion and Discussions.

Please see detail in the Conclusion and Discussions.

Please see detail in the Conclusion and Discussions.

This study introduced a validated model with new concepts based on the global smartphone industry, perceived by young Chinese consumers. The results prove that it takes both the owners and users together to contribute to the brand bond, but brand owners’ role on BUC is more significant.

The purpose of this paper is to review how lean through the Boeing Production System impacted the production of civil aircraft in Boeing.

The paper engages the usage of literature on lean from researchers, book authors and the Boeing Company. These literatures were studied to ascertain why Boeing pursued the lean journey and the transformations it attained.

The outcomes disclose lean offers Boeing an all-inclusive approach in managing the value-stream of a company. It further presents a sustainable business model that prioritizes customer and industry demands, births innovative ways of satisfying them and keeps Boeing in business.

This research is useful to upcoming aircraft manufacturers who seek to optimize their production as well as satisfy their customers.