风萧萧_Frank
以文会友
媒体：波音公司将从印度招聘20倍工程师，因美国力求减少对中国的依赖
https://www.eurasiantimes.com/boeing-hiring-20-times-more/#:~:text=
作者：Ashish Dangwal - 2024年8月3日
波音公司正在大幅扩大其在印度而非中国的工程招聘规模，这一显著转变体现了更广泛的地缘政治趋势。鉴于地缘政治担忧不断升级，美国正力求减少对中国专业技术的依赖，因此做出了这一调整。
据香港《南华早报》（SCMP）8月1日报道，波音公司在印度招聘的工程师数量几乎是在中国招聘的20倍。
截至7月31日，波音公司招聘网站显示，中国仅有5个职位空缺，其中3个属于工程领域。相比之下，印度有83个职位空缺，其中58个属于工程领域。这种差距至少持续了几周。
波音公司目前的就业统计数据进一步凸显了这一趋势。这家航空巨头在中国拥有约2200名员工，而在印度则拥有超过6000名员工。尽管印度的商用航空机队总数仅为中国的六分之一左右，但这一数字仍然很高。
鉴于波音公司与中国人才的历史渊源，这种转变尤为引人注目。波音公司的第一位航空工程师黄祖出生于北京。
黄祖于1916年从麻省理工学院（MIT）毕业后受聘于波音公司，并在设计波音公司第一款经济上取得成功的飞机——C型海军教练水上飞机——中发挥了关键作用。这一成就为波音公司十年后开发其首款专用客机奠定了基础。
史密森尼国家航空航天博物馆名誉馆长、多部航空史著作的作者汤姆·克劳奇指出，黄祖对波音公司早期的成功产生了重大影响。
“C型飞机不仅是波音公司的第一个生产订单，也是第一架批量生产并销售的波音飞机，”克劳奇说道。“黄祖让公司名声大噪。”
尽管黄祖做出了重要贡献，但他在波音公司只待了10个月，并在C型飞机海军试飞前不久前往中国。在西雅图，黄祖的贡献被纪念在飞行博物馆，那里有一个永久展览来纪念他的成就。
在中国，他于1917年在福州创办了中国第一家飞机制造厂，后来于1945年担任航空研究院院长，被誉为中国航空事业的奠基人之一。
波音将重点从中国转向印度
波音公司与中国航空市场的联系始于20世纪70年代初，当时的美国总统理查德·尼克松的历史性访问为其开启了序幕。此次合作促成了双方在中国建立多家合资企业，包括工程、维修和研究中心，以及一个737完成和交付中心。
多年来，全球超过10,000架波音飞机的零部件和组件在中国生产，其中包括在浙江舟山建立的737完成和交付中心等重要合作。
然而，在波音737 Max飞机发生两起灾难性坠机事故后，波音的处境发生了巨大变化——一次发生在2018年的印度尼西亚，另一次发生在2019年的埃塞俄比亚。
这两起事故导致737 Max机队停飞，并严重损害了波音的声誉，而进一步的安全隐患更是雪上加霜，包括飞机机轮脱落和737 Max飞机空中面板爆裂等事件。
尽管波音公司在解决了安全问题后，最近恢复了对华737 Max飞机的交付，但该公司与中国的关系仍然紧张。
自2019年以来，由于中美两国在技术和国家安全等诸多问题上的紧张关系不断升级，波音的飞机交付一度断断续续。
中国通过中国商用飞机有限责任公司（Comac）研发了C919客机，旨在从波音和空客手中抢占市场份额，这加剧了波音面临的挑战。
根据波音公司发布的《2024年商用飞机市场展望》，中国有望在未来二十年成为全球最大的航空市场，预计到2043年，中国将需要交付8830架飞机。
令波音雪上加霜的是，中国在新机队采购方面越来越青睐空客，这迫使波音公司不得不在其他地区寻求增长机会。
这一转变促使波音公司战略性地将业务重心转向印度，这个国家拥有蓬勃发展的工程人才队伍和快速增长的航空市场。
印度目前是全球第三大国内航空市场，仅次于美国和中国，预计到2043年将需要2835架飞机交付。
波音公司加大对印度的关注，是其更广泛战略的一部分，旨在减少对中国的依赖，同时利用印度的工程能力。这与印度将自身定位为“世界航空强国”的雄心相契合。
替代中国的技术和制造方案。
今年1月，波音公司在班加罗尔启用了其在美国以外最大的工厂，投资约2亿美元用于建设波音印度工程技术中心（BIETC）。
随后，波音公司于2月宣布计划在印度建立一个新的物流中心，以更好地服务其区域客户。波音公司的预测显示，未来20年，得益于印度从疫情中迅速复苏的推动，印度航空公司将需要超过2200架新飞机。
预计未来20年，印度国内航空运输量将保持全球最高增长率。从2019年到2042年，印度国内航线的平均年收入客公里预计将增长7.4%。
这一增长率超过了新兴亚洲经济体预测的6%和中国国内航线预测的5.3%。
印度航空是波音在该地区最老的客户，随着其业务扩张，预计将订购数百架新的窄体和宽体飞机。与印度航空公司日益增长的合作伙伴关系，彰显了波音向印度战略转型的决心。
Boeing Is Hiring 20 Times More Engineers From India As US Aims To Cut Dependence On China: Media
https://www.eurasiantimes.com/boeing-hiring-20-times-more/#:~:text=
In a notable transformation indicative of wider geopolitical trends, Boeing is expanding its engineering recruitment significantly in India rather than in China. This adjustment arises as the United States aims to lessen its dependence on Chinese expertise in light of escalating geopolitical apprehensions.
Boeing is hiring nearly 20 times more engineers in India than in China, according to a report on August 1 by the Hong Kong-based South China Morning Post (SCMP).
As of July 31, the Boeing Careers website showed only five job openings in China, three of which were in engineering. In contrast, India had 83 job openings, with 58 dedicated to engineering positions. This disparity has remained consistent for at least a couple of weeks.
Boeing’s current employment statistics further highlight this trend. The aerospace giant has around 2,200 employees in China, compared to more than 6,000 in India. This is despite the fact that India’s total commercial aviation fleet is only about one-sixth the size of China’s.
The shift is particularly striking given Boeing’s historical connection to Chinese talent. Wong Tsu, Boeing’s first aeronautical engineer, was born in Beijing.
Hired in 1916 after graduating from the Massachusetts Institute of Technology (MIT), Wong played a pivotal role in designing Boeing’s first financially successful aircraft, the Model C naval training seaplane. That achievement set the stage for Boeing to develop its first dedicated passenger planes a decade later.
Tom Crouch, curator emeritus at the Smithsonian’s National Air and Space Museum and author of several aviation history books, noted Wong’s significant impact on Boeing’s early success.
“The Model C was not only Boeing’s first production order, it was the first Boeing aircraft to be produced in large numbers and sold,” Crouch said. “Wong Tsu put the company on the map.”
Despite his key contributions, Wong spent only ten months at Boeing, leaving for China shortly before the Model C’s Navy test flights. In Seattle, Wong’s contributions are commemorated at the Museum of Flight, where a permanent exhibit honors his work.
In China, he founded the country’s first airplane factory in Fuzhou in 1917 and later headed the Aviation Research Academy in 1945, earning recognition as one of the founding fathers of Chinese aviation.
Boeing Shifts Focus From China To India
Boeing’s relationship with the Chinese aviation market began in the early 1970s, sparked by a historic visit from then-US President Richard Nixon. This engagement led to the establishment of multiple joint ventures in China, including engineering, maintenance, and research centers, as well as a 737 completion and delivery center.
Over the years, parts and assemblies for over 10,000 Boeing planes worldwide have been produced in China, with notable collaborations such as the 737 Completion and Delivery Centre in Zhoushan, Zhejiang province.
However, the landscape has dramatically shifted for Boeing following two catastrophic crashes involving its 737 Max aircraft—one in Indonesia in 2018 and another in Ethiopia in 2019.
These incidents, which resulted in the grounding of the 737 Max fleet and severely damaged Boeing’s reputation, have been compounded by further safety concerns, including instances of wheels falling off planes and a mid-air panel blowout on a 737 Max aircraft.
Despite Boeing recently resuming deliveries of the 737 Max to China after addressing safety issues, the company’s relationship with China remains fraught.
This resumption comes after intermittent deliveries since 2019, during which time US-China tensions have escalated over various issues, including technology and national security.
Compounding Boeing’s challenges, China has developed its passenger jet, the C919, through the Commercial Aircraft Corporation of China (Comac), aiming to capture market share from both Boeing and Airbus.
China is poised to become the world’s largest aviation market over the next two decades, with an estimated requirement of 8,830 aircraft deliveries by 2043, as per Boeing’s 2024 Commercial Market Outlook.
Adding to Boeing’s woes, China has increasingly favored Airbus over Boeing for its new fleet acquisitions, pushing Boeing to seek growth opportunities elsewhere.
This shift has driven Boeing to strategically pivot towards India, a country with a burgeoning pool of engineering talent and a rapidly growing aviation market.
India, now the world’s third-largest domestic airline market, trailing only the US and China, is set to require 2,835 aircraft deliveries by 2043.
Boeing’s increased focus on India is part of a broader strategy to reduce dependence on China while tapping into India’s engineering capabilities. This aligns with India’s ambitions to position itself as an alternative to China for technology and manufacturing.
In January, Boeing inaugurated its largest facility outside the US in Bengaluru, investing approximately $200 million in the Boeing India Engineering and Technology Centre (BIETC).
Following this, in February, Boeing announced plans to establish a new logistics center in India to better serve its regional customers. Boeing’s forecasts suggest that Indian airlines will need over 2,200 new aircraft in the coming two decades, bolstered by India’s swift recovery from the pandemic.
India’s domestic air traffic is projected to have the highest growth rate globally for the next two decades. From 2019 to 2042, the average annual revenue passenger kilometers for India’s domestic routes is expected to increase by 7.4%.
This growth rate exceeds the 6% forecasted for emerging Asian economies and the 5.3% predicted for China’s domestic routes.
Air India, Boeing’s oldest customer in the region, is expected to order hundreds of new narrowbody and widebody jets as it expands its operations. This growing partnership with Indian aviation firms is a testament to Boeing’s strategic shift towards India.
