March 9, 2014 · 11:00 pm
After 2 months without competing, I took part today in Blagnac’s half or semi marathon.
In this 2014, I am finding it hard to find the necessary consistency with the training. I go from fulfilling a week of training to just run 2 or 3 days the following week. It’s an issue of motivation, engagements and fatigue. That is why, today, I had not in mind pursuing any personal best time in the distance (1h37’29”). I rather checked beforehand the paces needed to achieve 1h40′ and 1h45′ and I targeted at the start line for 1h40′.
The day was sunny and windy. But it was way to sunny and hot, and a bit too windy for some of the long straight streets. Nevertheless, Blagnac’s half is completely flat. Thus, the main issue today was the lack of fitness.
I started with 2 kilometres at about 4’30” and then adapted the pace to try to continue at about 4’45” in order to be under 1h40′. However, in the second half of the race I felt that I wasn’t going to make it. It was hard for me to keep the pace. Thus, I just tried to maintain a rhythm which was not painful and at the same time would permit to clock a time below 1h45′ and so I did. That is the good thing of having a plan B, or making it (making up the numbers in your head) on the fly (or rather run).
In the end, I finished in 1h44’19” net time as recorded by my Garmin. Definitely not the best half I have done (I haven’t done so many). I take it as a training and a test for Rotterdam Marathon, in about a month (April 13th). I will need to get more serious in the remaining weeks of training prior to that date if I don’t want that marathon to be a nightmare.
After finishing Blagnac’s half marathon.
March 9, 2014 · 8:00 am
Last years I have published in the blog some posts (1) dedicated to show what was my estimate of the average discount Boeing applies to its commercial airplanes. I included in those posts the rationale used for the calculation. Find here the post related to the calculation of the discount based on 2013 data of Boeing Commercial Airplanes revenues, deliveries and list prices.
In this post, I wanted to show in detail a simplified table (2) with the calculation comparing 2013 simplified result versus 2012:
Boeing discount detailed simplified calculation: 2013 vs. 2012.
In the table above, you may find for both 2013 and 2012 Boeing reported deliveries per model and Boeing published list prices per model (3) and Boeing Commercial Airplanes reported revenues.
What is then estimated? Boeing Commercial Airplanes services revenues (deduced from financial reports reported information), Boeing Commercial Airplanes platforms revenues (derived from the previous figure) and the average discount; this is calculated from the difference between estimated BCA platforms revenues and what should have been that figure had the airplanes been sold at list prices.
Results: average discounts of above 46% in 2013 and above 45% in 2012.
(1) Find here what is becoming a “body of knowledge” on Boeing discounts: estimates calculated for 2013, 2012, 2011, 2010 and 2009; a review of the French portal Challenges.fr of aircraft discounts prior to Le Bourget airshow of 2013; aBombardier’s CEO statement on what is known in the market as the Boeing discount; Boeing Commercial Airplanes president Ray Conner speaking about the more aggressive pricing they are being forced to offer.
(2) I refer to this table as “simplified” as it excludes from the calculation the potential influence on yearly revenues (note, not cash flow) of down payments linked to orders received in then-year versus orders received in previous years for aircraft delivered in then-year.
(3) Two assumptions are needed: 737-800A transfer prices from BCA to Boeing Defense Space & Security for the P-8 (for simplicity assumed to be the same as the 737-800 price) and for the 737-based business jets (for simplicity assumed to be the same as the 737-900ER).