The U.S. aerospace industry booked a relatively strong
performance in 2011, remaining one of the most significant
contributors to the national economy. Despite persistently
sluggish market conditions around the globe, annual sales are
expected to top $218 billion in 2011, marking the eighth
consecutive year of growth. The industry’s robust workforce also
points to the vital role played by aerospace in the U.S. economy.
Directly and indirectly, aerospace employs more than two million
Americans. Strong aircraft orders and the rollout of major new
products have contributed greatly to the industry’s performance.
At year’s end, annual sales are expected to be up across the
board in 2011. Civil and military aircraft, missiles and the space
sector are all expected to top their respective 2010 totals.
Given that the demand for aftermarket products and services
is closely tied to upstream market conditions, the U.S. aircraft
maintenance, repair and overhaul (MRO) sector also experienced
somewhat of a resurgence in 2011, capturing a significant share
of the nearly $50 billion global MRO market. Absent a major
economic downturn, the U.S. MRO market is expected to regis-
ter a 3.8 percent compound annual growth rate (CAGR) over the
next five years.
2011YEAR-END REVIEWAND FORECAST
2
After a disappointing 2010, the U.S. civil aircraft sector
returned to a growth position. U.S. civil aircraft sales
are expected to total $49.7 billion in 2011, a 3.2 percent
annual increase. Looking forward, the sector is likely to
grow at a CAGR of some 3.4 percent during 2011-2013.
Orders for civil aircraft are expected to rise sharply in
2011, reaching nearly $107 billion, a gain of 23 percent.
The amount is far below the recent high of $224 billion in
2007, but is well ahead of the 2009 low of $23 billion.
Industry drivers in 2011 include several factors that have
influenced the market for a number of years, such as the
aging U.S. regional jet fleet and a growing demand for
fuel-efficient aircraft that has been driven by persistently
high and variable fuel prices. The introduction of new
aircraft has also created demand in the commercial
segment.
The U.S. large commercial aircraft market continues
to ramp up at a respectable pace, yet sagging airline
demand in the U.S. and Europe means that manufactur-
ers will necessarily depend more heavily on exports to
Asia, the Mideast, and other fast-growth markets. The
U.S. civil industry will be lifted as Boeing ramps up 787
and 747-8 production, now that the two new aircraft have
entered into service over the past few months.
The key market driver in 2012 will be the price of fuel.
High fuel prices create demand for new fuel-efficient
aircraft, while at the same time eroding airlines’ ability
to purchase new planes. This situation places renewed
emphasis on developing commercially viable alternative
fuels, which could potentially dampen the volatility of fuel
costs faced by operators while lessening the global airline
industry’s environmental impact. The U.S. is a leader in
alternative aviation fuel research and development, and
U.S. producers have successfully completed test flights
using fuels from a variety of feedstocks and are moving
toward commercial production.
210.
621
8.1
217.
7
BIL
LIO
NS
OF
DO
LL
AR
S
50
100
150
200
250
2012
(E)
2011
(P)
2010
2009
2008
2007
2006
2005
2004
2003
2002
2001
2000
1999
1998
1997
1996
1995
1994
1993
Aerospace Industry Sales
3
Civil Aircraft
$199.5 $208.9 $210.6 $218.1 $217.7
50
100
150
200
250
2012(E)2011(P)201020092008
$30.2
$43.2
$23.2
$54.7
$48.2
$29.4
$45.0
$24.2
$58.9
$51.3
$29.7
$45.3
$25.1
$62.4
$48.2
$30.0
$46.4
$25.6
$66.5
$49.7
$30.6
$45.1
$25.1
$65.1
$51.7
KEYRelated Products& Services
Space
Missiles
Military Aircraft
Civil Aircraft
BIL
LIO
NS
OF
DO
LL
AR
S
Aerospace Industry Sales By Product Group
The U.S. military aircraft sector expanded by nearly 6.7
percent over last year, with sales estimated at $66.51
billion. The Department of Defense ordered more F/A-18
E/F Hornets and V-22s for the Navy and Marine Corps.
Future sales also look promising, as exemplified by the
$35 billion contract awarded to Boeing to build 179 KC-
46A refueling tankers.
While 2011 was a strong year for military aircraft,
domestic purchases are expected to decline in the
coming years due to federal deficit reduction measures.
These measures are likely to become even more
significant factors as much of the U.S. military aircraft
fleet nears maximum service-life limits. Anecdotally,
ground crews have pointed out that today’s pilots
are now flying the exact same equipment as did their
fathers. The recent grounding of several combat wings
due to equipment stress is impacting U.S. combat
readiness. The current U.S. Air Force fleet, whose
planes are on average more than 23 years old, is the
oldest in USAF history. Many transport aircraft and aerial
refueling tankers are more than 40 years old, and it is
expected that some may reach the 70-80 year mark
before they are finally retired.
As the U.S. increasingly seeks foreign buyers of military
aircraft, it faces competition from other nations that are
targeting the same opportunities. A case in point is the
The U.S. civil rotorcraft market is diverse, with the bulk of
new deliveries coming from mature production lines. The
market encompasses emergency medical service (EMS)
providers, offshore oil and gas exploration, and law en-
forcement applications. Following two years of significant
decreases in sales, U.S. civil helicopter shipments are
expected to increase to 454 aircraft in 2011, representing
an annual increase of 5.3 percent. This upward trajectory
is expected to continue into 2012 as demand deferred
during the economic downturn reaches the market.
Military Aircraft
4
The U.S. aerospace industry continued to show
reasonable international strength in 2011 despite the
lingering effects of the global economic downturn. In
2011, the industry contributed $87 billion in export sales
to the domestic economy. The industry’s positive trade
balance of $57.4 billion places aerospace in the lead,
representing the largest positive trade balance of any
manufacturing industry.
U.S. aerospace exports are expected to increase to
nearly $90 billion in 2011, up 12 percent after falling for
two years. The increase is due primarily to strengthened
civil exports, which are expected to grow by 14 percent
in 2011, reaching nearly $77 billion. U.S. aerospace
imports are also expected to increase in 2011, driven
primarily by increased purchases of foreign aircraft
engines and engine parts. Overall, aerospace-related
imports are expected to reach $29.6 billion, an increase
of 12 percent.
In recent years, Near- and Middle Eastern governments
have steadily increased purchases of U.S. military
aircraft. Most recently, the sale of 24 refurbished F16-C/
Ds to Indonesia, along with the possibility of other sales,
came out in President Obama’s announcement that the
U.S. will expand its military ties in Southeast Asia. As
tensions rise with Iran and Syria, the UAE has stepped up
purchases to secure its borders and maintain the abil-
ity to deliver its recent $304 million purchase of “bunker
busting” weapons in response to Iran’s nuclear program.
Additionally, Saudi Arabia bought 85 F-15E fighter jets
valued at $29.4 billion and the Iraqi government has
agreed to purchase 18 U.S. F-16 fighters, worth about $3
billion.
Trade
20
40
60
80
100
Imports
Exports
Surplus
2011
(P)
2010
2009
2008
2007
2006
2005
2004
2003
2002
2001
2000
1999
1998
1997
1996
1995
1994
1993
2011 EXPORTS87.0
2011 SURPLUS57.4
2011 IMPORTS29.6
2007 PEAK60.6
2007 PEAK97.2
BIL
LIO
NS
OF
DO
LL
AR
S
Aerospace Foreign Trade
recent India fighter competition. That the U.S. entrants
failed to win the competition is a sure sign of how
effective competitors in this market can be.
5
This year has been a particularly challenging one for the
U.S. space industry. Developments in 2011 that have
directly impacted the industry include: retirement of
the space shuttle, which caused the loss of thousands
of high-tech industry jobs; the near cancellation of the
James Webb Space Telescope; and reductions in NOAA
polar orbiting weather satellites and national security
space programs. Despite these roadblocks, there were
some bright spots including an agreement on a way for-
ward for an important new NASA exploration initiative, the
Space Launch System, which will develop a new launch
system to enable human exploration beyond Earth orbit.
SpaceBudget cuts will continue to menace the U.S. space in-
dustrial base, and an anticipated increase in competition
from Indian, Chinese and Russian space programs will
exacerbate the situation. Likely impacting U.S. industry’s
competitive stance is the U.S. government’s increasing
dependence on commercial systems to enhance U.S.
space programs and launch capabilities, fostering new
opportunities for the private sector.
BIL
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DO
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AR
S
100
200
300
400
500
600Backlog
Orders
2008 Peak515.0
2007 Peak316.4
ORDERS204.8
SHIPMENTS184.2
BACKLOG462.7
Shipments
2010
2011
(P)
2009
2008
2007
2006
2005
2004
2003
2002
2001
2000
1999
1998
1997
1996
1995
1994
1993
Aerospace Shipments, Orders and Backlog
As in 2010, 2011 proved to be a challenging year for
general aviation. Lingering effects of the financial crisis
of 2008 and the European banking crisis continue to
General Aviation
6
Aerospace employment is likely to register a slight in-
crease in 2011, as the hardest-hit sectors of the industry
find firmer footing. Total year-end employment is
expected to be 624,400, up from 624,000. According
to a recent study by the U.S. Department of Commerce,
aerospace supports more jobs through exports than any
other industry. The U.S. aerospace industry directly em-
ploys about 500,000 workers in scientific and technical
jobs across the nation and supports more than 700,000
additional jobs in related fields.
Employment
2011 Total:624.4
KEY
EM
PL
OY
EE
S (
TH
OU
SA
ND
S)
100
200
300
400
500
600
700
800
Search, Detection & Navigation Instruments
Guided Missiles, Space Vehicles & Parts
Aircraft, Engines and Parts
2011
(P)
2010
2009
2008
2007
2006
2005
2004
2003
2002
2001
2000
1999
1998
1997
1996
1995
1994
141
71
412
Aerospace Employment
restrict financing for the sector. Further, several initiatives
are under consideration that are tied to new taxes and
increased regulations that may limit the sector’s growth.
However, bright spots do exist, including a strong de-
mand for new equipment by regional airlines operating in
developing airline service markets.
As private air travel becomes more commonplace, larger
business jet aircraft are leading market sales within the
sector, particularly in Southeast Asia. China represents
another growing market, and it has been estimated that
by the end of the decade the nation will account for 20
percent of global business jet deliveries, up from today’s
7 percent. Light and medium business jets remain an
area of concern, with a three-year downturn threatening
to extend into 2012, and deliveries depressed for several
key U.S. companies.
7
8
Looking forward to 2012, aspects for growth are positive
in commercial aerospace and neutral in the defense
sector. That said, both the commercial and military
sectors remain vulnerable to numerous variables that are
capable of overturning current expectations and trends.
A mounting sense of urgency to address high levels of
deficit spending by the U.S. is expected to induce cuts
to the U.S. defense budget. However, rising commer-
cial aircraft sales (up 7.5 percent year-over-year through
September 2011) could offset these drags on the market
and may spur the commercial aviation sector to increase
capital spending on new equipment.
Volatile fuel prices continue to spur world airlines to re-
place older, less fuel-efficient aircraft with newer models.
This demand, combined with rapid growth in air travel in
Asia and the Middle East, continues to feed a growing
demand for new aircraft. Moreover, the global air traffic
market is expected to increase annually at a rate of 4.9
percent over the next 20 years, considerably higher than
the global GDP growth rate. Consequently, in order to
keep pace with the growing demand for air travel, esti-
mates predict that by the end of 2029, the world’s airlines
will take delivery of 29,000 commercial aircraft with a total
value of $3.2 trillion.
Order books at Boeing and Airbus contain six to seven
years of commercial aircraft production at current levels.
Both companies have announced significant produc-
tion rate increases that began late last year and stretch
through 2014. It is expected that the business jet market,
which has been battered both by difficult market condi-
tions and political headwinds, will improve modestly in
2012. The aftermarket parts and service business for
business jets and large commercial airplanes is staging
a solid recovery, driven by increased flight hours for both
categories.
As for the defense segment, both the FY2012 base and
supplementary (“OCO”) defense budgets authorize
funding for aerospace and defense procurement at
increasing rates. In addition, the aging of conventional
military equipment such as planes, ships and tanks
necessitates equipment replacement and repair. Howev-
er, the magnitude of cuts to global defense budgets is still
uncertain as the U.S. Congress and national legislatures
around the world attempt to reduce deficits and overall
governmental spending. While the U.S. defense industry
remains very concerned about potential budget cuts,
2011 deliveries reflect the strength of previous years’
budgets.
While outlays are currently positive for military fixed-wing
aircraft and rotorcraft programs, funding for new program
starts is highly uncertain. Missile and munition demand
also looks vulnerable, as weapons stockpiles are often
cut first when combat operations and defense budgets
trend downward.
In space, the market continues on a reasonable plateau,
driven by ongoing satellite replenishment and launch
services demand. While cuts to NASA’s FY2012 budget
will have a negative impact, they were less severe than
those advocated by some policymakers.
The U.S. aerospace industry continues to provide
significant contributions to the country’s economy and
provides capabilities vital for national security. With
employees in every state of the union, it generates the
highest positive trade balance of any U.S. manufactur-
ing sector. This is particularly relevant given the na-
tion’s challenges of high unemployment, a stagnating
economy and a crippling national deficit. AIA’s 2011
Year-End Review and 2012 Forecast reports increases
in almost every category – from civil aviation to space.
In the years following 2012 our industry will face signifi-
cant challenges, particularly in the defense sector, as
the government seeks solutions to an ongoing budget
crisis. Our position has been firmly established – we will
continue to educate the public and elected officials on the
need to maintain an aerospace industry that is Second to
None in the world.
9
Summary and Outlook
Year Total Civil Military Missiles Space
Current Dollars (Billions)2001 $151.63 $86.47 $51.26 $35.22 $10.39 $29.50 $25.272002 152.35 79.49 41.34 38.15 12.85 34.62 25.392003 146.03 72.84 32.44 40.40 13.49 35.86 23.842004 156.48 79.13 32.52 46.61 17.46 35.70 24.202005 167.13 86.66 37.16 49.50 18.44 36.66 25.362006 182.58 98.28 45.85 52.44 20.26 37.56 26.482007 196.53 105.60 52.55 53.05 21.98 39.90 29.062008 199.49 102.90 48.18 54.71 23.20 43.22 30.182009 208.87 110.18 51.30 58.88 24.22 45.04 29.442010 210.55 110.51 48.16 62.35 25.06 45.30 29.682011(P) 218.08 116.19 49.68 66.51 25.57 46.36 29.962012(E) 217.65 116.75 51.71 65.05 25.12 45.14 30.63
Constant Dollarsa (Billions)2001 $147.73 $84.25 $49.94 $34.31 $10.12 $28.74 $24.622002 145.98 76.16 39.61 36.55 12.31 33.18 24.332003 136.34 68.01 30.29 37.72 12.59 33.48 22.262004 141.76 71.68 29.46 42.22 15.81 32.34 21.932005 145.83 75.62 32.43 43.19 16.09 31.99 22.132006 153.78 82.78 38.62 44.16 17.06 31.63 22.302007 160.54 86.26 42.93 43.33 17.95 32.59 23.742008 157.13 81.04 37.95 43.09 18.28 34.04 23.772009 160.58 84.70 39.44 45.27 18.62 34.63 22.632010 159.91 83.93 36.58 47.35 19.03 34.41 22.542011(P) 162.57 86.62 37.04 49.58 19.06 34.56 22.332012(E) 159.59 85.61 37.91 47.69 18.42 33.10 22.46
Source: Aerospace Industries Association (AIA), based on company reports; The Budget of the United States Government,
National Aeronautics and Space Administration (NASA), U.S. Department of Commerce, and Department of Defense.
a. Based on AIA’s aerospace composite price deflator, (2000=100).
E. Estimate.
P. Preliminary.
Table I Aerospace Industry Sales by Product Group
Calendar Years 2001-2012
Total Sales
AIRCRAFT RelatedProducts &
Services
10
Year Total Civil Military Missiles Space
Current Dollars (Billions)2001 $151.63 $86.47 $51.26 $35.22 $10.39 $29.50 $25.272002 152.35 79.49 41.34 38.15 12.85 34.62 25.392003 146.03 72.84 32.44 40.40 13.49 35.86 23.842004 156.48 79.13 32.52 46.61 17.46 35.70 24.202005 167.13 86.66 37.16 49.50 18.44 36.66 25.362006 182.58 98.28 45.85 52.44 20.26 37.56 26.482007 196.53 105.60 52.55 53.05 21.98 39.90 29.062008 199.49 102.90 48.18 54.71 23.20 43.22 30.182009 208.87 110.18 51.30 58.88 24.22 45.04 29.442010 210.55 110.51 48.16 62.35 25.06 45.30 29.682011(P) 218.08 116.19 49.68 66.51 25.57 46.36 29.962012(E) 217.65 116.75 51.71 65.05 25.12 45.14 30.63
Constant Dollarsa (Billions)2001 $147.73 $84.25 $49.94 $34.31 $10.12 $28.74 $24.622002 145.98 76.16 39.61 36.55 12.31 33.18 24.332003 136.34 68.01 30.29 37.72 12.59 33.48 22.262004 141.76 71.68 29.46 42.22 15.81 32.34 21.932005 145.83 75.62 32.43 43.19 16.09 31.99 22.132006 153.78 82.78 38.62 44.16 17.06 31.63 22.302007 160.54 86.26 42.93 43.33 17.95 32.59 23.742008 157.13 81.04 37.95 43.09 18.28 34.04 23.772009 160.58 84.70 39.44 45.27 18.62 34.63 22.632010 159.91 83.93 36.58 47.35 19.03 34.41 22.542011(P) 162.57 86.62 37.04 49.58 19.06 34.56 22.332012(E) 159.59 85.61 37.91 47.69 18.42 33.10 22.46
Source: Aerospace Industries Association (AIA), based on company reports; The Budget of the United States Government,
National Aeronautics and Space Administration (NASA), U.S. Department of Commerce, and Department of Defense.
a. Based on AIA’s aerospace composite price deflator, (2000=100).
E. Estimate.
P. Preliminary.
Aerospace Industry Sales by Product Group
Year
Current Dollars (Billions)2001 $151.63 $126.36 $49.98 $14.48 $61.90 $25.272002 152.35 126.96 57.40 16.39 53.17 25.392003 146.03 122.19 64.16 16.52 41.51 23.842004 156.48 132.28 73.27 16.98 42.04 24.202005a 167.13 141.76 77.83 17.25 46.68 25.362006 182.58 156.10 79.78 17.22 59.10 26.482007 196.53 167.47 84.34 17.80 65.33 29.062008 199.49 169.32 89.23 19.51 60.58 30.182009 208.87 179.43 96.67 20.81 61.95 29.442010 210.55 180.87 101.45 21.10 58.33 29.682011(P) 218.08 188.12 107.64 21.17 59.30 29.962012(E) 217.65 187.02 105.38 20.13 61.51 30.63
Constant Dollarsa (Billions)2001 $147.73 $123.11 $48.69 $14.11 $60.31 $24.622002 145.98 121.65 55.00 15.70 50.95 24.332003 136.34 114.08 59.90 15.43 38.76 22.262004 141.76 119.84 66.37 15.38 38.08 21.932005a 145.83 123.70 67.91 15.05 40.73 22.132006 153.78 131.48 67.19 14.51 49.78 22.302007 160.54 136.80 68.90 14.54 53.37 23.742008 157.13 133.36 70.28 15.36 47.72 23.772009 160.58 137.95 74.32 16.00 47.63 22.632010 159.91 137.37 77.05 16.02 44.30 22.542011(P) 162.57 140.24 80.25 15.78 44.21 22.332012(E) 159.59 137.13 77.27 14.76 45.10 22.46
Source: Aerospace Industries Association (AIA), based on company reports; The Budget of the United States Government,
National Aeronautics and Space Administration (NASA), U.S. Department of Commerce, and Department of Defense.
a. Beginning in 2005, NASA sales were reported separately from other agencies.
b. Based on AIA’s aerospace composite price deflator, (2000=100).
E. Estimate.
P. Preliminary.
Table IIAerospace Industry Sales by CustomerC
alendar Years 2001-2012
Total Sales
AEROSPACE PRODUCTS AND SERVICESRelated
Products &Services
Other Customers
NASA & Other
Agencies
Department of Defense
Total
11
Year Shipments Orders Backlog 1992 $137,114 $118,369 $220,2331993 123,850 100,815 197,1981994 112,511 98,621 183,3081995 110,928 115,279 187,6591996 110,840 134,142 210,9611997 132,787 143,071 221,2451998 150,077 138,407 209,5751999 152,728 140,329 197,1762000 144,740 165,994 218,4302001 153,571 146,444 211,3032002 140,889 132,271 202,6852003 135,955 137,455 204,1852004 145,305 152,437 211,3172005 152,081 214,099 273,3352006 165,652 248,546 356,2292007 202,723 316,361 469,8672008 211,943 257,096 515,0202009 207,585 126,226 433,6612010 187,909 196,324 442,0762011(P) 184,158 204,809 462,727
Source: U.S. Census Bureau, “Manufacturers’ Shipments, Inventories, and Orders” and AIA estimates.
Notes: Not seasonally adjusted; includes aircraft engine and parts manufacturing.
Includes both Civil and Defense Data
P. Preliminary.
Table III Shipments, Orders and Backlog: Aircraft & Parts and Search & Navigation EquipmentAs of End-of-Year 1992-2011
12
2007 2008 2009 2010 2011a
TOTAL BACKLOG:
Number of Aircraft 3,427 3,714 3,375 3,443 3,520 Value (in millions) $270,728 $296,217 $263,129 $265,553 $282,881
Boeing:B-737 2,076 2,270 2,076 2,186 2,215 B-747 125 114 108 107 111 B-767 52 70 59 50 49 B-777 357 350 281 253 325 B-787 817 910 851 847 820
Foreign Order Backlog
Percent of Total Backlog:Number of Aircraft 75.3% 77.8% 79.5% 77.8% 71.6%Value 78.8% 81.1% 82.9% 81.6% 76.7% Number of Aircraft 2,581 2,891 2,682 2,679 2,519 Value (in millions $213,418 $240,092 $218,208 $216,701 $217,018
Boeing: B-737 1,493 1,703 1,605 1,643 1,460 B-747 101 97 94 95 100 B-767 24 42 34 30 30 B-777 284 271 230 221 266 B-787 679 778 719 690 663
Domestic Order Backlog
Percent of Total Backlog:Number of Aircraft 24.7% 22.2% 20.5% 22.2% 28.4%Value 21.2% 18.9% 17.1% 18.4% 23.3% Number of Aircraft 846 823 693 764 1,001 Value (in millions) $57,310 $56,124 $44,921 $48,852 $65,863 Boeing: B-737 583 567 471 543 755 B-747 24 17 14 12 11 B-767 28 28 25 20 19 B-777 73 79 51 32 59 B-787 138 132 132 157 157 Source: Aerospace Industries Association, based on company reports.
a. As of end of third quarter.
Table IVU.S. Civil Transport Aircraft Backlog Calendar Years 2007-2011
13
Year TOTAL
Number of Aircraft Shipped
2001 3,575 526 415 2,6342002 2,904 379 318 2,2072003 2,935 281 517 2,1372004 3,445 285 805 2,3552005 4,094 290 947 2,8572006 4,443 398 898 3,1472007 4,729 441 1,009 3,2792008 4,538 375 1,084 3,0792009 2,630 481 564 1,5852010 2,227 462 431 1,3342011(P) 2,065 471 454 1,1402012(E) 2,132 490 486 1,156 Value (millions of dollars)
2001 $43,043 $34,155 $247 $8,6412002 35,450 27,574 157 7,7192003 27,833 21,033 366 6,4342004 27,815 20,484 515 6,8162005 31,424 21,941 816 8,6672006 37,085 25,875 843 10,3672007 42,431 29,160 1,330 11,9412008 38,910 24,076 1,486 13,3482009 39,884 29,695 1,107 9,0822010 36,217 27,350 992 7,8752011(P) 37,211 28,783 972 7,4562012(E) 39,576 30,862 1,043 7,670
Source: Aerospace Industries Association, based on company reports, data from the
General Aviation Manufacturers Association (GAMA) and AIA estimates
E. Estimate.
P. Preliminary.
Table V Civil Aircraft ShipmentsCalendar Years 2001-2012
Transport Aircraft
Helicopters General Aviation
14
Table VIU.S. Aerospace Balance of TradeC
alendar Years 2007-2011
2007 2008 2009 2010 2011(P)
BALANCE OF TRADE:
Current Dollars $60,614 $57,389 $56,034 $51,152 $57,410Constant Dollarsa 49,515 45,201 43,080 38,849 42,798
AEROSPACE EXPORTS:
Current Dollars $97,224 $95,082 $81,166 $77,503 $86,982Constant Dollarsa 79,421 74,889 62,402 58,863 64,843 AEROSPACE IMPORTS:
Current Dollars $36,610 $37,694 $25,132 $26,351 $29,573Constant Dollarsa 29,906 29,688 19,322 20,013 22,046
Source: Aerospace Industries Association, based on data from the U.S. Department of Commerce and AIA estimates.
Note: Trade balances may not equal the difference between exports and imports due to rounding.
a. Based on AIA’s aerospace composite price deflator, (2000=100).
P. Preliminary.
15
(Millions of Dollars) 2007 2008 2009 2010 2011(P)
TOTAL IMPORTS $36,610 $37,694 $25,132 $26,351 $29,573
Aircraft $13,296 $12,480 $9,299 $9,041 $9,091
Military 12.3 51.5 0.4 61.7 123.2
Civil 13,284 12,428 9,299 8,979 8,968Transports 6,916 6,460 4,955 3,258 4,098General Aviation 4,532 4,066 2,337 2,191 2,553Helicopters 889 1,143 833 838 862Othera 947 758 1,173 2,692 1,455
Aircraft Engines 3,880 4,328 3,752 3,799 4,358
Turbine 3,812 4,195 3,616 3,700 4,289Piston 69 133 136 99 68
Aircraft and Engine Parts 18,528 19,989 11,383 12,498 14,919
Spacecraft, Missiles, Rockets, and Parts 905 896 698 1,013 1,205
Source: Aerospace Industries Association, based on data from the U.S. Department of Commerce and AIA estimates.
Notes: Import data include non-military aircraft parts and aerospace products previously exported from the United States.
Totals may not equal sum of terms due to rounding.
a. Includes used aircraft, gliders, balloons and airships.
P. Preliminary.
Table VII U.S. Imports of Aerospace Products
Calendar Years 2007-2011
16
(Millions of Dollars) 2007 2008 2009 2010 2011(P) TOTAL EXPORTS $97,224 $95,082 $81,166 $77,503 $86,982
TOTAL CIVIL EXPORTS $83,979 $82,264 $70,500 $67,128 $76,689
Complete Aircraft 47,559 42,422 (D) (D) (D)Transports 40,297 33,326 General Aviation 3,911 4,818 Helicopters 1,117 948 Used Aircraft 2,197 3,284 Other Aircraft 37 46 Aircraft Engines 7,127 8,505 Turbine 6,953 8,334 Piston 174 171 Aircraft & Engine Parts, Including Spares 28,469 30,777 Missiles, Rockets & Parts 13 25 Spacecraft, Satellites & Parts 811 535
TOTAL MILITARY EXPORTS $13,246 $12,819 $10,666 $10,375 $10,293 Complete Aircraft 4,174 4,520 2,325 1,742 1,622Transports 789 1,548 276 140 457Helicopters 791 300 520 832 537Fighters & Bombers 2,303 1,930 1,208 432 459Used Aircraft 119 590 93 43 20Other Aircraft 172 152 228 294 149 Aircraft Engines 414 423 517 357 533Turbine 277 344 381 271 435Piston 137 80 137 86 98 Aircraft and Engine Parts, Including Spares 7,185 6,311 6,126 6,404 6,523
Missiles, Rockets & Parts 1,359 1,425 1,509 1,741 1,509 Spacecraft, Satellites & Parts 114 139 189 133 107
Source: Aerospace Industries Association, based on data from the U.S. Department of Commerce and AIA estimates. Note: Totals may not equal sum of terms due to rounding.
P. Preliminary.
D. Civil aerospace export data suppressed by U.S. Census Bureau beginning first quarter 2009.
Table VIIIExports of U.S. Aerospace ProductsC
alendar Years 2007-2011
17
ALL WORKERS (THOUSANDS) 2000 666.1 438.4 242.7 98.1 97.6 78.4 149.4 304.12001 660.7 434.5 241.3 95.6 97.6 76.5 149.8 297.42002 618.4 396.7 220.2 87.9 88.6 73.6 148.1 263.32003 587.1 371.9 209.1 81.3 81.5 70.2 145.0 249.52004 592.0 369.9 207.2 79.2 83.5 71.6 150.5 244.22005 611.7 380.0 211.3 81.9 86.8 75.1 156.6 270.02006 631.8 398.5 221.7 84.4 92.4 75.5 157.7 326.92007 646.8 413.6 230.2 85.3 98.1 75.5 157.6 359.52008 659.8 428.9 237.4 87.2 104.3 77.6 153.3 303.02009 644.5 414.0 234.9 80.4 98.7 78.3 152.2 292.42010 624.0 402.5 228.5 76.4 97.6 74.7 146.8 276.42011(P) 624.4 412.0 234.6 76.3 101.1 71.3 141.0 282.1 1Q10 626.0 401.7 229.2 76.5 96.0 75.9 148.3 281.12Q10 623.4 400.2 226.6 76.5 97.1 75.5 147.7 275.93Q10 624.9 403.7 229.1 76.7 97.9 74.6 146.6 275.14Q10 621.5 404.2 229.1 75.8 99.3 72.6 144.7 273.6 1Q11 620.9 406.1 230.9 75.2 99.9 71.6 143.2 275.32Q11 623.0 411.1 234.1 76.1 100.9 71.1 140.9 280.43Q11 629.2 418.9 238.8 77.5 102.6 71.3 139.0 287.7
Source: Aerospace Industries Association, based on data from the Bureau of Labor Statistics (BLS).
a. Starting in 2008, the ‘production workers’ series does not include: Search, Detection, and Navigation Instruments.
P. Preliminary.
Table IX Aerospace Related Employment
Calendar Years 2000-2011
Total Aircraft Aircraft Engines &
Parts
Other Aircraft Parts &
Equipment
Guided Mis-siles, Space Vehicles &
Parts
Search, Detection & Navigation
Instruments
Production Workers
Total Employment
Period
18
Aerospace Industry Profits
Year Dollars Sales Assets Equity Sales Assets Equity 1992 (1,836) (1.4) (1.2) (5.2) 1.0 1.0 2.6 1993 4,621 3.6 3.5 13.2 2.8 2.9 8.1 1994 5,655 4.7 4.3 14.8 5.4 5.8 15.6 1995 4,633 3.8 3.5 11.1 5.7 6.2 16.2 1996 7,150 5.6 5.1 17.1 6.0 6.5 16.8 1997 7,221 5.2 4.8 17.3 6.2 6.6 16.6 1998 7,701 5.0 4.8 18.0 6.0 6.1 15.7 1999 10,214b 6.5 6.2 21.8 6.2 6.1 16.5 2000 7,260 4.7 4.3 14.2 6.1 5.9 15.2 2001 6,565 3.9 3.6 11.6 0.8 0.8 1.9 2002 6,547c 4.1 3.7 11.7 3.3 2.9 7.7 2003 7,243 4.2 3.3 12.3 5.4 4.7 12.2 2004 9,504 5.2 4.0 14.3 7.1 6.5 15.9 2005 12,573 6.4 4.7 16.8 7.4 6.9 16.4 2006 14,106 6.7 5.1 18.4 8.1 7.6 17.5 2007 18,715 8.2 6.7 24.5 7.3 6.7 31.2 2008 14,568 6.1 4.7 18.6 4.2 3.8 8.8 2009 16,344 6.8 5.2 26.6 5.7 4.3 10.4 2010 16,475 6.8 5.5 23.0 8.3 6.6 15.1 2011(P) 18,396 7.6 6.1 23.4 9.7 8.0 17.8
Source: Bureau of the Census, Quarterly Financial Report for Manufacturing, Mining, and Trade Corporations and AIA estimates.
a. Reflects unusually large non-operating expenses totaling $3.4 billion and $8.7 billion in 1991 and 1992, respectively,
due to restructuring charges and the implementation of a change in accounting for future retirement benefit costs.
b. Includes non-operating income (less interest expense) totaling $4.4 billion.
c. Includes non-operating expenses (less interest expense) totaling $3.5 billion.
P. Preliminary.
( ) Denotes net loss.
Table XNet Profit After TaxesC
alendar Years 1992-2011(P)
As a Percent of: Profits as a Percent of:
(In Millions)
All Manufacturing Corporations
19
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