boeingblacksmalla03.jpg
UNITED STATES
SECURITIES AND EXCHANGE COMMISSION
Washington, D.C. 20549
FORM 10-Q
(Mark One)
☒
☒
 
QUARTERLY REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934
For the quarterly period ended September 30, 2019March 31, 2020
or
☐
☐
 
TRANSITION REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934
For the transition period from                      to                      
Commission file number 1-442
 
 THE BOEING COMPANY
 
(Exact name of registrant as specified in its charter)
Delaware
 
91-0425694
(State or other jurisdiction of
incorporation or organization)
 
(I.R.S. Employer Identification No.)
 
 
 
 
 
100 N. Riverside Plaza,
Chicago,
IL
 
60606-1596
(Address of principal executive offices)
 
(Zip Code)
 
(312)
544-2000
 
(Registrant’sRegistrant’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. Yes ☒☒ 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). Yes ☒☒ 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“large accelerated filer,” “accelerated” “accelerated filer,” “smaller” “smaller reporting company,”” and "emerging growth company" in Rule 12b-2 of the Exchange Act. (Check one):
Large Accelerated Filer
☒
☒
 
Accelerated filer
☐
☐
Non-accelerated filer
☐
☐
 
Smaller reporting company  
☐
☐
Emerging growth company
☐
☐
 
 
 
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 ☐☐ 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
Common Stock, $5.00 Par Value
 
BA
 
New York Stock Exchange
As of October 16, 2019,April 22, 2020, there were 562,791,233564,325,344 shares of common stock, $5.00 par value, issued and outstanding.


THE BOEING COMPANY
FORM 10-Q
For the Quarter Ended September 30, 2019March 31, 2020
INDEX
Part I. Financial Information (Unaudited)
Page
 
 
 
Item 1.
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
14
Note 9 - Other Assets
14
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Item 2.
 
 
 
 
 
 
 
 
 
54
Item 3.
 
 
 
Item 4.
 
 
 
Part II. Other Information
 
 
 
 
Item 1.
 
 
 
Item 1A.
 
 
 
Item 2.
 
 
 
Item 3.
 
 
 
Item 4.
 
 
 
Item 5.
 
 
 
Item 6.
 
 
 
 


Table of Contents

Part I. Financial Information
Item 1. Financial Statements
The Boeing Company and Subsidiaries
Condensed Consolidated Statements of Operations
(Unaudited)
(Dollars in millions, except per share data)Nine months ended September 30 Three months ended September 30
Three months ended March 31
2019
 2018
 2019
 2018
2020

 
2019

Sales of products
$50,514
 
$64,848
 
$17,195
 
$22,463

$14,191

 

$20,225

Sales of services8,134
 7,938
 2,785
 2,683
2,717

 
2,692

Total revenues58,648
 72,786
 19,980
 25,146
16,908

 
22,917

  

 

 

 
 


Cost of products(46,584) (53,134) (14,674) (18,882)
(14,713
)
 
(16,238
)
Cost of services(6,752) (6,215) (2,241) (2,140)
(2,043
)
 
(2,389
)
Boeing Capital interest expense(49) (51) (15) (18)
(12
)
 
(18
)
Total costs and expenses(53,385) (59,400) (16,930) (21,040)
(16,768
)
 
(18,645
)
5,263
 13,386
 3,050
 4,106
140

 
4,272

(Loss)/income from operating investments, net(3) 112
 (8) 32
(2
)
 
20

General and administrative expense(2,857) (3,345) (1,001) (1,154)
(873
)
 
(1,184
)
Research and development expense, net(2,470) (2,417) (778) (826)
(672
)
 
(866
)
Gain/(loss) on dispositions, net296
 76
 (4) 69
Earnings from operations229
 7,812
 1,259
 2,227
Other income334
 63
 121
 12
Gain on dispositions, net
54

 
108

(Loss)/earnings from operations
(1,353
)
 
2,350

Other income, net
112

 
106

Interest and debt expense(480) (317) (203) (106)
(262
)
 
(123
)
Earnings before income taxes83
 7,558
 1,177
 2,133
(Loss)/earnings before income taxes
(1,503
)
 
2,333

Income tax benefit/(expense)291
 (522) (10) 230
862

 
(184
)
Net earnings
$374
 
$7,036
 
$1,167
 
$2,363
Net (loss)/earnings
(641
)
 
2,149

Less: net loss attributable to noncontrolling interest
(13
)
 


Net (loss)/earnings attributable to Boeing Shareholders

($628
)
 

$2,149

       
 
 
 
Basic earnings per share
$0.66
 
$12.08
 
$2.07
 
$4.11
Basic (loss)/earnings per share

($1.11
)
 

$3.79

       
 
 
 
Diluted earnings per share
$0.66
 
$11.95
 
$2.05
 
$4.07
Diluted (loss)/earnings per share

($1.11
)
 

$3.75

       
 
 
 
Weighted average diluted shares (millions)570.4
 588.9
 569.2
 580.8
565.9

 
572.4

See Notes to the Condensed Consolidated Financial Statements.


1
Table of Contents

The Boeing Company and Subsidiaries
Condensed Consolidated Statements of Comprehensive Income
(Unaudited)
(Dollars in millions)Nine months ended September 30 Three months ended September 30
 2019
 2018
 2019
 2018
Net earnings
$374
 
$7,036
 
$1,167
 
$2,363
Other comprehensive income/(loss), net of tax:       
Currency translation adjustments(61) (55) (59) 2
Unrealized gain on certain investments, net of tax of $0, ($1), $0 and $01
 3
 
 
Unrealized (loss)/gain on derivative instruments:       
Unrealized loss arising during period, net of tax of $30, $27, $25 and $1(106) (97) (89) (4)
Reclassification adjustment for (gains)/losses included in net earnings, net of tax of ($6), ($5), ($7) and ($3)22
 19
 25
 9
Total unrealized (loss)/gain on derivative instruments, net of tax(84) (78) (64) 5
Defined benefit pension plans and other postretirement benefits:       
Amortization of prior service credits included in net periodic pension cost, net of tax of $18, $30, $5 and $10(67) (106) (22) (35)
Net actuarial gain arising during the period, net of tax of $0, $0, $0 and $0
 1
 
 
Amortization of actuarial losses included in net periodic pension cost, net of tax of ($97), ($182), ($32) and ($60)350
 657
 117
 219
Settlements and curtailments included in net income, net of tax of $0, ($3), $0 and $0
 6
 
 
Pension and postretirement cost related to our equity method investments, net of tax of ($5), $1, ($3) and $017
 (4) 9
 (1)
Total defined benefit pension plans and other postretirement benefits, net of tax300
 554
 104
 183
Other comprehensive income/(loss), net of tax156
 424
 (19) 190
Comprehensive loss related to noncontrolling interests(22) (12) (15) (2)
Comprehensive income, net of tax
$508
 
$7,448
 
$1,133
 
$2,551
(Dollars in millions)
Three months ended March 31
 
2020

 
2019

Net (loss)/earnings

($641
)
 

$2,149

Other comprehensive (loss)/income, net of tax:
 
 
 
Currency translation adjustments
(77
)
 
1

Unrealized gain on certain investments, net of tax of $0 and $0

 
1

Unrealized (loss)/gain on derivative instruments:
 
 
 
Unrealized (loss)/gain arising during period, net of tax of $77 and ($3)
(275
)
 
11

Reclassification adjustment for losses/(gains) included in net earnings, net of tax of ($1) and $1
2

 
(2
)
Total unrealized (loss)/gain on derivative instruments, net of tax
(273
)
 
9

Defined benefit pension plans and other postretirement benefits:
 
 
 
Amortization of prior service credits included in net periodic pension cost, net of tax of $6 and $6
(23
)
 
(23
)
Amortization of actuarial losses included in net periodic pension cost, net of tax of ($53) and ($32)
193

 
118

Pension and postretirement cost related to our equity method investments, net of tax of $0 and ($2)


 
8

Total defined benefit pension plans and other postretirement benefits, net of tax
170

 
103

Other comprehensive (loss)/income, net of tax
(180
)
 
114

Comprehensive (loss)/income, net of tax
(821
)
 
2,263

Less: Comprehensive loss related to noncontrolling interest
(13
)
 


Comprehensive (loss)/income attributable to Boeing Shareholders, net of tax

($808
)
 

$2,263

See Notes to the Condensed Consolidated Financial Statements.


2
Table of Contents

The Boeing Company and Subsidiaries
Condensed Consolidated Statements of Financial Position
(Unaudited)
(Dollars in millions, except per share data)September 30
2019
 December 31
2018
March 31
2020

 
December 31
2019

Assets   
 
 
 
Cash and cash equivalents
$9,763
 
$7,637

$15,039

 

$9,485

Short-term and other investments1,150
 927
488

 
545

Accounts receivable, net3,564
 3,879
3,211

 
3,266

Unbilled receivables, net11,078
 10,025
9,365

 
9,043

Current portion of customer financing, net166
 460
149

 
162

Inventories73,279
 62,567
80,020

 
76,622

Other current assets2,656
 2,335
Other current assets, net
2,739

 
3,106

Total current assets101,656
 87,830
111,011

 
102,229

Customer financing, net2,077
 2,418
2,116

 
2,136

Property, plant and equipment, net of accumulated depreciation of $19,125 and $18,56812,527
 12,645
Property, plant and equipment, net of accumulated depreciation of $19,591 and $19,342
12,405

 
12,502

Goodwill8,063
 7,840
8,057

 
8,060

Acquired intangible assets, net3,587
 3,429
3,256

 
3,338

Deferred income taxes296
 284
678

 
683

Investments1,117
 1,087
1,124

 
1,092

Other assets, net of accumulated amortization of $561 and $5033,275
 1,826
Other assets, net of accumulated amortization of $611 and $580
4,428

 
3,585

Total assets
$132,598
 
$117,359

$143,075

 

$133,625

Liabilities and equity   
 
 
 
Accounts payable
$15,101
 
$12,916

$14,963

 

$15,553

Accrued liabilities19,224
 14,808
21,483

 
22,868

Advances and progress billings53,167
 50,676
52,883

 
51,551

Short-term debt and current portion of long-term debt4,354
 3,190
5,173

 
7,340

Total current liabilities91,846
 81,590
94,502

 
97,312

Deferred income taxes1,615
 1,736
336

 
413

Accrued retiree health care4,437
 4,584
4,483

 
4,540

Accrued pension plan liability, net14,590
 15,323
15,962

 
16,276

Other long-term liabilities3,621
 3,059
3,398

 
3,422

Long-term debt20,298
 10,657
33,754

 
19,962

Shareholders’ equity:   
Common stock, par value $5.00 – 1,200,000,000 shares authorized; 1,012,261,159 shares issued5,061
 5,061
Total liabilities
152,435

 
141,925

Shareholders’ equity:
 
 
 
Common stock, par value $5.00 – 1,200,000,000 shares authorized; 1,012,261,159 shares issued
5,061

 
5,061

Additional paid-in capital6,688
 6,768
6,595

 
6,745

Treasury stock, at cost - 449,472,403 and 444,619,970 shares(54,924) (52,348)
Treasury stock, at cost - 447,947,807 and 449,352,405 shares
(54,842
)
 
(54,914
)
Retained earnings53,986
 55,941
49,854

 
50,644

Accumulated other comprehensive loss(14,927) (15,083)
(16,333
)
 
(16,153
)
Total shareholders’ equity(4,116) 339
Total shareholders’ equity
(9,665
)
 
(8,617
)
Noncontrolling interests307
 71
305

 
317

Total equity(3,809) 410
(9,360
)
 
(8,300
)
Total liabilities and equity
$132,598
 
$117,359

$143,075

 

$133,625

See Notes to the Condensed Consolidated Financial Statements.


3
Table of Contents

The Boeing Company and Subsidiaries
Condensed Consolidated Statements of Cash Flows
(Unaudited)
(Dollars in millions)Nine months ended September 30
Three months ended March 31
2019

2018
2020


2019

Cash flows – operating activities: 
 
Net earnings
$374


$7,036
Cash flows – operating activities:
 

 
Net (loss)/earnings

($641
)


$2,149

Adjustments to reconcile net earnings to net cash provided by operating activities: 
 
 

 
Non-cash items –  
 
Non-cash items –
 

 
Share-based plans expense160

150
55


47

Depreciation and amortization1,643

1,531
556


521

Investment/asset impairment charges, net106

63
26


34

Customer financing valuation adjustments249

(3)



249

Gain on dispositions, net(296) (76)
(54
)
 
(108
)
Other charges and credits, net190

158
97


74

Changes in assets and liabilities –  
 
Changes in assets and liabilities –
 

 
Accounts receivable315

10
(54
)

206

Unbilled receivables(1,053) (1,732)
(402
)
 
(183
)
Advances and progress billings2,355
 3,457
1,337

 
1,857

Inventories(9,565)
(173)
(2,973
)

(2,725
)
Other current assets(224) (5)
328

 
164

Accounts payable1,626

1,181
(1,030
)

1,624

Accrued liabilities5,495

890
(583
)

(919
)
Income taxes receivable, payable and deferred(989)
(252)
(892
)

116

Other long-term liabilities(577)
1
(69
)

(281
)
Pension and other postretirement plans(570)
(89)
(179
)

(188
)
Customer financing, net391

(175)
23


152

Other144

403
153


(1
)
Net cash (used)/provided by operating activities(226)
12,375
(4,302
)

2,788

Cash flows – investing activities:   
Cash flows – investing activities:
 
 
 
Property, plant and equipment additions(1,387) (1,227)
(428
)
 
(501
)
Property, plant and equipment reductions334
 117
58

 
110

Acquisitions, net of cash acquired(492) (250)


 
(276
)
Contributions to investments(1,439) (2,145)
(244
)
 
(457
)
Proceeds from investments967
 1,369
227

 
366

Purchase of distribution rights(20) (56)
Other(10) (5)
8

 
(9
)
Net cash used by investing activities(2,047) (2,197)
(379
)
 
(767
)
Cash flows – financing activities:   
Cash flows – financing activities:
 
 
 
New borrowings19,621
 4,696
17,433

 
5,237

Debt repayments(8,978) (4,029)
(5,854
)
 
(4,374
)
Contributions from noncontrolling interests7
 35


 
7

Stock options exercised51
 70
21

 
42

Employee taxes on certain share-based payment arrangements(241) (247)
(162
)
 
(233
)
Common shares repurchased(2,651) (8,415)


 
(2,341
)
Dividends paid(3,473) (2,976)
(1,158
)
 
(1,161
)
Net cash provided/(used) by financing activities4,336
 (10,866)
10,280

 
(2,823
)
Effect of exchange rate changes on cash and cash equivalents, including restricted(27) (37)
(47
)
 
1

Net increase/(decrease) in cash & cash equivalents, including restricted2,036
 (725)
Cash & cash equivalents, including restricted, at beginning of year7,813
 8,887
Cash & cash equivalents, including restricted, at end of period9,849
 8,162
Less restricted cash & cash equivalents, included in Investments86
 128
Net increase/(decrease) in cash & cash equivalents, including restricted
5,552

 
(801
)
Cash & cash equivalents, including restricted, at beginning of year
9,571

 
7,813

Cash & cash equivalents, including restricted, at end of period
15,123

 
7,012

Less restricted cash & cash equivalents, included in Investments
84

 
176

Cash and cash equivalents at end of period
$9,763
 
$8,034

$15,039

 

$6,836

See Notes to the Condensed Consolidated Financial Statements.


4
Table of Contents

The Boeing Company and Subsidiaries
Condensed Consolidated Statements of Equity
For the ninethree months ended September 30, 2019March 31, 2020 and 20182019
(Unaudited)
Boeing shareholders 
Boeing shareholders
 
(Dollars in millions, except per share data)
Common
Stock

Additional
Paid-In
Capital

Treasury Stock
Retained
Earnings

Accumulated Other Comprehensive Loss
Non-
controlling
Interests

Total
Common
Stock

Additional
Paid-In
Capital

Treasury Stock

Retained
Earnings

Accumulated Other Comprehensive Loss

Non-
controlling
Interests

Total

Balance at January 1, 2018
$5,061

$6,804

($43,454)
$49,618

($16,373)
$57

$1,713
Balance at January 1, 2019

$5,061


$6,768


($52,348
)

$55,941


($15,083
)

$71


$410

Net earnings 7,036
 (12)7,024
 
2,149

 


2,149

Other comprehensive income, net of tax of ($133) 424
 424
Other comprehensive income, net of tax of ($30)
 
114

 
114

Share-based compensation and related dividend equivalents 167
 (17) 150
 
47

 


 
47

Treasury shares issued for stock options exercised, net (37)107
 70
 
(36
)
77

 
41

Treasury shares issued for other share-based plans, net (220)(19) (239)
 
(206
)
(18
)
 
(224
)
Common shares repurchased (8,415) (8,415)
 
(2,341
)
 
(2,341
)
Cash dividends declared ($3.42 per share) (1,971) (1,971)
Changes in noncontrolling interests 35
35
 
36

36

Balance at September 30, 2018
$5,061

$6,714

($51,781)
$54,666

($15,949)
$80

($1,209)
Balance at March 31, 2019

$5,061


$6,573


($54,630
)

$58,090


($14,969
)

$107


$232

 
 
Balance at January 1, 2019
$5,061

$6,768

($52,348)
$55,941

($15,083)
$71

$410
Net earnings 374
 (22)352
Other comprehensive income, net of tax of ($60) 156
 156
Balance at December 31, 2019

$5,061


$6,745


($54,914
)

$50,644


($16,153
)

$317


($8,300
)
Impact of ASU 2016-13
 
(162
)
 
(162
)
Balance at January 1, 2020

$5,061


$6,745


($54,914
)

$50,482


($16,153
)

$317


($8,462
)
Net loss
 
(628
)
 
(13
)
(641
)
Other comprehensive income, net of tax of $29
 
(180
)
 
(180
)
Share-based compensation and related dividend equivalents 176
 (16) 160
 
55

 


 
55

Treasury shares issued for stock options exercised, net (42)82
 40
 
(16
)
36

 
20

Treasury shares issued for other share-based plans, net (214)(7) (221)
 
(189
)
36

 
(153
)
Common shares repurchased (2,651) (2,651)
Cash dividends declared ($4.11 per share) (2,313) (2,313)
Changes in noncontrolling interests 258
258
 
1

1

Balance at September 30, 2019
$5,061

$6,688

($54,924)
$53,986

($14,927)
$307

($3,809)
Balance at March 31, 2020

$5,061


$6,595


($54,842
)

$49,854


($16,333
)

$305


($9,360
)
See Notes to the Condensed Consolidated Financial Statements.




5
Table of Contents

The Boeing Company and Subsidiaries
Condensed Consolidated Statements of Equity
For the three months ended September 30, 2019 and 2018
(Unaudited)
 Boeing shareholders  
(Dollars in millions, except per share data)Common
Stock
Additional
Paid-In
Capital
Treasury Stock
Retained
Earnings
Accumulated Other Comprehensive Loss
Non-
controlling
Interests
Total
Balance at July 1, 2018
$5,061

$6,676

($49,342)
$52,303

($16,139)
$67

($1,374)
Net earnings   2,363
 (2)2,361
Other comprehensive income, net of tax of ($52)    190
 190
Share-based compensation and related dividend equivalents 52
 

  52
Treasury shares issued for stock options exercised, net (5)12
   7
Treasury shares issued for other share-based plans, net (9)(1)   (10)
Common shares repurchased  (2,450)   (2,450)
Changes in noncontrolling interests     15
15
Balance at September 30, 2018
$5,061

$6,714

($51,781)
$54,666

($15,949)
$80

($1,209)
        
Balance at July 1, 2019
$5,061

$6,638

($54,932)
$52,819

($14,908)
$379

($4,943)
Net earnings   1,167
 (15)1,152
Other comprehensive (loss)/income, net of tax of ($12)    (19) (19)
Share-based compensation and related dividend equivalents 56
 

  56
Treasury shares issued for stock options exercised, net (3)

   (3)
Treasury shares issued for other share-based plans, net (3)8
   5
Changes in noncontrolling interests     (57)(57)
Balance at September 30, 2019
$5,061

$6,688

($54,924)
$53,986

($14,927)
$307

($3,809)
See Notes to the Condensed -Consolidated Financial Statements.

The Boeing Company and Subsidiaries
Notes to Condensed Consolidated Financial Statements
Summary of Business Segment Data
(Unaudited)
(Dollars in millions)Nine months ended September 30Three months ended September 30
Three months ended March 31

2019
 2018
2019
 2018
2020

 
2019

Revenues:     
 
 
 
Commercial Airplanes
$24,793
 
$40,968

$8,249


$14,071

$6,205

 

$11,822

Defense, Space & Security20,265
 19,518
7,042

6,937
Defense, Space & Security
6,042

 
6,587

Global Services13,820
 12,148
4,658

4,101
4,628

 
4,619

Boeing Capital207
 214
66

77
65

 
66

Unallocated items, eliminations and other(437) (62)(35) (40)
(32
)
 
(177
)
Total revenues
$58,648
 
$72,786

$19,980


$25,146

$16,908

 

$22,917

(Loss)/earnings from operations:   


 
 
 
Commercial Airplanes
($3,813) 
$5,230

($40)

$2,033

($2,068
)
 

$1,173

Defense, Space & Security2,577
 886
755

(247)
Defense, Space & Security
(191
)
 
852

Global Services2,013
 1,799
673

548
708

 
653

Boeing Capital86
 71
29

27
24

 
20

Segment operating profit863
 7,986
1,417
 2,361
Segment operating (loss)/profit
(1,527
)
 
2,698

Unallocated items, eliminations and other(1,727) (1,193)(522) (471)
(173
)
 
(712
)
FAS/CAS service cost adjustment1,093
 1,019
364
 337
347

 
364

Earnings from operations229
 7,812
1,259

2,227
Other income334
 63
121

12
(Loss)/earnings from operations
(1,353
)
 
2,350

Other income, net
112

 
106

Interest and debt expense(480) (317)(203)
(106)
(262
)
 
(123
)
Earnings before income taxes83
 7,558
1,177

2,133
(Loss)/earnings before income taxes
(1,503
)
 
2,333

Income tax benefit/(expense)291
 (522)(10)
230
862

 
(184
)
Net earnings
$374
 
$7,036

$1,167


$2,363
Net (loss)/earnings
(641
)
 
2,149

Less: Net loss attributable to noncontrolling interest
(13
)
 


Net (loss)/earnings attributable to Boeing Shareholders

($628
)
 

$2,149


This information is an integral part of the Notes to the Condensed Consolidated Financial Statements. See Note 20 for further segment results.


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The Boeing Company and Subsidiaries
Notes to the Condensed Consolidated Financial Statements
(Dollars in millions, except per share data)otherwise stated)
(Unaudited)
Note 1 –– Basis 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”“Boeing”, the “Company”“Company”, “we”“we”, “us”“us”, or “our”“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 September 30, 2019March 31, 2020 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 20182019 Annual Report on Form 10-K. Certain amounts in prior periods have been adjusted to conform with the current year presentation.
Liquidity Matters
The global outbreak of COVID-19 coupled with the ongoing grounding of the 737 MAX airplane is having a significant adverse impact on our business and is expected to significantly reduce revenue, earnings and operating cash flow in future quarters. The aerospace industry is facing an unprecedented shock to demand for air travel which creates a tremendous challenge for our customers, our business and the entire aerospace manufacturing and services sector. We currently expect it will take 2-3 years for travel to return to 2019 levels and 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.
During the first quarter of 2020, net cash used by operating activities was $4.3 billion and we expect negative operating cash flows in future quarters until deliveries resume and ramp up. At March 31, 2020, cash and short-term investments totaled $15.5 billion. Our debt balance totaled $38.9 billion at March 31, 2020 up from $27.3 billion at December 31, 2019. The major credit rating agencies downgraded our short term and long term credit ratings during the first quarter of 2020 and there is risk for further downgrades. At March 31, 2020, debt includes $4.7 billion of commercial paper down from $6.1 billion at December 31, 2019. Commercial paper at March 31, 2020 includes $2.3 billion, $0.5 billion and $1.9 billion maturing in the second, third and fourth quarter of 2020, respectively. In the current environment, we may have limited future access to the commercial paper market. In addition, we have term notes of $350 million maturing in the fourth quarter of 2020. At March 31, 2020, trade payables included $4.5 billion payable to suppliers who have elected to participate in supply chain financing programs compared with $5.2 billion at December 31, 2019. In future quarters, access to supply chain financing could be curtailed if our credit ratings are further downgraded. At March 31, 2020 and December 31, 2019 we had $9.6 billion of unused borrowing capacity on revolving credit agreements. We anticipate that these credit lines will primarily serve as back-up liquidity to support our general corporate borrowing needs. We plan to negotiate extending it in the fourth quarter of 2020 when $3.2 billion of the $9.6 billion comes up for renewal.
We are taking a number of actions to improve liquidity. We had paused our open market share repurchase program since last year, and in March 2020 our Board of Directors terminated its prior authorization to repurchase shares of the Company’s outstanding common stock. In March 2020, we also suspended the declaration and/or payment of dividends until further notice. We have also taken actions to reduce production rates in our commercial business to reflect the COVID-19 impact on the industry. We have furloughed certain employees and recently announced a voluntary employee layoff program which we plan to implement in the second quarter of 2020. We are also planning to further reduce our workforce by the end of this year through a combination of attrition and involuntary layoffs, as necessary. We are reducing discretionary spending as well as reducing or deferring research and development and capital expenditures. We are also working with our customers and supply chain to accelerate receipts and conserve cash. For example, the United States Department of Defense 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 are also deferring certain tax payments pursuant to the Coronavirus Aid, Relief, and Economic Security (CARES) Act.

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Notwithstanding the actions described above to improve liquidity, we expect negative operating cash flows in 2020 and will need to obtain additional financing to fund our operations and obligations. The COVID-19 crisis is constraining the credit and capital markets and our ability to access credit markets may be reduced. We believe, based on an assessment of current market conditions, that there are sufficient sources of liquidity available to us that will enable us to fund our ongoing operations. Sources we are evaluating include funding options from the public and private markets, as well as from the U.S. government via the U.S. Treasury and various Federal Reserve programs. We currently plan to raiseadditional liquidity in the second quarter, which, together with other actions we are taking to improve liquidity, we expect will provide us with sufficient liquidity to fund our operations and obligations.
Based on our current best estimates of market demand, planned production rates, timing of cash receipts and expenditures, our ability to successfully implement actions to improve liquidity as well our ability to access additional liquidity, we believe it is probable that we will be able to fund our operations for the foreseeable future.
Standards Issued and Implemented
In the first quarter of 2019,2020, we adopted Accounting Standards Update (ASU) 2016-02, LeasesASU 2016-13, Financial Instruments - Credit Losses (Topic 842) and recognized326): Measurement of Credit Losses on Financial Instruments (ASU 2016-13), using a modified retrospective method, which resulted in the recognition of allowances for credit losses on our Condensed Consolidated Statement of Financial Position $1,064as of January 1, 2020 and a $162 of lease liabilitiescumulative-effect adjustment to retained earnings to align our credit loss methodology with corresponding right-of-use assets for operating leases. Our accounting for finance leases and lessor contracts remains substantially unchanged.the new standard. The standard has no impact to cash provided or used by operating, investing, or financing activities on our Condensed Consolidated Statementsreplaces the incurred loss impairment methodology under Topic 310 with a methodology that reflects expected credit losses and requires the use of Cash Flows. As permitted under the standard, we elected prospective application of the new guidancea forward-looking expected credit loss model for accounts receivables, loans, and prior periods continue to be presented in accordance with Topic 840. Refer to our 2018 Annual Report on Form 10-Kcertain other financial assets. See Note 6 and 9 for disclosures required by Topic 840. We also elected the package of practical expedients, which among other things, does not require reassessment of lease classification.additional disclosures.
In the first quarter of 2019,2020, we also adopted ASU 2017-12, Derivatives2017-04, Intangibles-Goodwill and HedgingOther (Topic 815), using350): Simplifying the modified retrospective method. The standard refines and simplifies hedge accounting requirementsTest for both financial and commodity risks. The impact of the adoption was not material.Goodwill Impairment (ASU 2017-04). See Note 173 for additional disclosures.

Significant Accounting Policies - Update
Our significant accounting policies are described in "Note 1: Summary of Significant Accounting Policies" of our Annual Report on Form 10-K for the year ended December 31, 2018.2019. Our updated significant accounting policies described below reflect the impact of adopting Topic 842.326.
Leases Allowances for losses on certain financial assets
We determine if an arrangement is,establish allowances for credit losses on accounts receivable, unbilled receivables, customer financing receivables, and certain other financial assets. The adequacy of these allowances are assessed quarterly through consideration of factors including, but not limited to, customer credit ratings, bankruptcy filings, published or contains, a lease at the inception date. Operating leases are included in Other assets, with the related liabilities included in Accrued liabilities and Other long-term liabilities. Assets under finance leases are included in Property, plant and equipment, net, with the related liabilities included in Short-term debt and current portion of long-term debt and Long-term debt on the Condensed Consolidated Statements of Financial Position.
Operating lease assets represent our right to use an underlying asset for the lease term and lease liabilities represent our obligation to make lease payments arising from the lease. Operating lease assets and liabilities are recognized at the lease commencement date based on the estimated present value of lease payments over the lease term. We use our estimated incremental borrowing rate in determining the present value of lease payments. Variable componentscredit default rates, age of the lease payments such as fair market value adjustments, utilities,receivable, expected loss rates and maintenance costscollateral exposures. 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 expensed as incurred and not included in determining the present value. Our lease terms include optionscomparable to extend or terminate the lease when it is reasonably certain that we will exercise that option. Lease expense is recognized on a straight-line basis over the lease term.those used by major credit rating agencies.
We have lease agreements with lease and non-lease components which are accounted for as a single lease component.

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. ActualWe believe that the accounting estimates and assumptions made by management are appropriate given the increased uncertainties surrounding the severity and duration of the impacts of the COVID-19 pandemic, however actual results could differ materially 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’scontract’s percentage-of-completion. When the

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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 years' revenue and earnings, including certain reach-forward losses, across all long-term contracts were as follows:
(In millions - except per share amounts)Nine months ended September 30 Three months ended September 30
 2019
 2018
 2019
 2018
Increase/(decrease) to Revenue
$166
 
($14) 
($63) 
($59)
Increase/(decrease) to Earnings from Operations
$152
 
($314) 
($23) 
($155)
Increase/(decrease) to Diluted EPS
$1.20
 
($0.50) 
($0.04) 
($0.30)
(In millions - except per share amounts)
Three months ended March 31
 
2020

 
2019

(Decrease)/increase to Revenue

($434
)
 

$160

(Decrease)/increase to (Loss)/earnings from operations

($839
)
 

$147

(Decrease)/increase to Diluted EPS

($0.63
)
 

$0.24


Note 2 – – Acquisitions and Joint Ventures
Strategic Partnership with Embraer
During the first quarter of 2019, we entered into definitive transaction documents with respect to a strategic partnership with Embraer S.A. (Embraer). The partnership contemplatescontemplated the establishment of joint ventures that the parties enter into a joint venture comprisingincluded the commercial aircraft and services operations of Embraer, inof which Boeing willwe were expected to acquire an 80 percent ownership stake for $4,200,$4,200, as well as a joint venture to promote and develop new markets for the multi-mission medium airlift KC-390, in whichC-390 Millennium.
The transaction documents permitted either party to terminate the proposed partnership beginning on April 24, 2020, provided that certain closing conditions were not met. Based on Embraer’s failure to satisfy required closing conditions, Boeing will holdhas exercised its contractual termination right. We would have been required to pay a 49 percent ownership stake. Embraer shareholders approvedtermination fee of $100 had the transaction which remains subjectbeen terminated due to regulatory approvals and other customary closing conditions. We are actively engaged with authorities in relevant jurisdictions and have obtained a number of regulatory approvals, including clearance to close in the United States. In October 2019, the European Commission commenced a Phase II investigation in connection with its regulatory review of the transaction, and the transaction is now expected to close in early 2020. If the transaction is not completed due to failure to obtain antitrust approvals,approvals. Because the transaction was terminated due to a failure by Embraer to meet other closing conditions, we woulddo not expect to be required to pay a termination fee in connection with the termination of $100.the transaction. Boeing and Embraer will arbitrate their dispute over Boeing’s termination of the agreement.
Note 3 –– Goodwill and Acquired Intangibles
In the first quarter of 2020, we also adopted ASU 2017-04, Intangibles-Goodwill and Other (Topic 350): Simplifying the Test for Goodwill Impairment. The standard simplifies the quantitative impairment test from a two-step process to a one-step process. The quantitative test is performed by comparing the carrying value of net assets to the estimated fair value of the related operations. If the fair value is determined to be less than carrying value, the shortfall up to the carrying value of the goodwill represents the amount of goodwill impairment. The standard continues to permit a company to test goodwill for impairment by performing a qualitative assessment or using the quantitative test.
The COVID-19 pandemic was a triggering event for testing whether goodwill recorded by our Commercial Airplanes and Commercial Services reporting units is impaired. At March 31, 2020, Commercial Airplanes has $1,313 of goodwill and Commercial Services has $3,052. We performed a qualitative assessment and determined it is not more likely than not that the fair values of our Commercial Airplane and Commercial Services reporting units were less than their carrying values as of March 31, 2020. We will continue to monitor the impacts of the COVID-19 pandemic in future quarters. Changes in our forecasts or further decreases in the value of our common stock could cause book values to exceed fair values which may result in goodwill impairment charges in future periods.
Note 4 – Earnings Per Share
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

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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.

The elements used in the computation of basic and diluted earnings per share were as follows:
(In millions - except per share amounts)Nine months ended September 30 Three months ended September 30
Three months ended March 31

2019

2018

2019

2018
2020


2019

Net earnings
$374
 
$7,036
 
$1,167
 
$2,363
Net (loss)/earnings attributable to Boeing Shareholders

($628
)
 

$2,149

Less: earnings available to participating securities

 5
 1
 2


 
2

Net earnings available to common shareholders
$374
 
$7,031
 
$1,166
 
$2,361
Net (loss)/earnings available to common shareholders

($628
)
 

$2,147

Basic       
 
 
 
Basic weighted average shares outstanding566.2
 582.7
 565.2
 574.8
565.9

 
567.7

Less: participating securities0.6
 0.7
 0.6
 0.6
0.5

 
0.6

Basic weighted average common shares outstanding565.6
 582.0
 564.6
 574.2
565.4

 
567.1

Diluted       
 
 
 
Basic weighted average shares outstanding566.2
 582.7
 565.2
 574.8
565.9

 
567.7

Dilutive potential common shares(1)
4.2
 6.2
 4.0
 6.0

 
4.7

Diluted weighted average shares outstanding570.4
 588.9
 569.2
 580.8
565.9

 
572.4

Less: participating securities0.6
 0.7
 0.6
 0.6
0.5

 
0.6

Diluted weighted average common shares outstanding569.8
 588.2
 568.6
 580.2
565.4

 
571.8

Net earnings per share:       
Net (loss)/earnings per share:
 
 
 
Basic
$0.66
 
$12.08
 
$2.07
 
$4.11

($1.11
)
 

$3.79

Diluted0.66
 11.95
 2.05
 4.07
(1.11
)
 
3.75

(1) 
Diluted earnings per share includes any dilutive impact of stock options, restricted stock units, performance-based restricted stock units and performance awards.
TheAs a result of incurring a net loss for the three months ended March 31, 2020, potential common shares of 2.3 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 earnings/(loss)/earnings per share because the effect was either antidilutive or the performance condition was not met.
(Shares in millions)Nine months ended September 30 Three months ended September 30
Three months ended March 31
2019
 2018
 2019
 2018
2020

 
2019

Performance awards2.6
 2.6
 2.6
 2.2
6.7

 
2.6

Performance-based restricted stock units0.6
 0.3
 0.6
 0.2
1.4

 
0.5



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Note 4 –5 – Income Taxes
Our effective income tax rates were (350.6)%57.4% and 0.8%7.9% for the nine and three months ended September 30, 2019March 31, 2020 and 6.9% and (10.8)% for the same periods in the prior year.2019. The tax rates in 2019 and 2018 reflect the U.S. federal2020 tax rate of 21% reduced byincludes tax benefits from the CARES Act enacted on March 27, 2020 due to the Act's five year net operating loss carry back provision while the 2019 tax rate reflects tax benefits associated with intangible income derived from serving non-U.S. markets,markets. The carry back provisions enable us to benefit from certain losses and re-measure certain deferred tax assets and liabilities at the former federal tax rate of 35%. The tax rates in 2020 and 2019 also reflect research and development tax credits and excess tax benefits related to share-based payments. Additionally, in the third quarter of 2018, $412 of discrete tax benefits were recorded related to the settlement of the 2013-2014 federal tax audit. The year to date tax rate variance is primarily due to lower pre-tax income in 2019, resulting in larger 2019 discrete tax rate benefits.
Federal income tax audits have been settled for all years prior to 2015. The Internal Revenue Service (IRS) began the 2015-2017 federal tax audit in the first quarter of 2019. We are also subject to examination in major state and international jurisdictions for the 2001-20172007-2018 tax years. We believe appropriate provisions for all outstanding tax issues have been made for all jurisdictions and all open years.

Audit outcomes and the timing of audit settlements are subject to significant uncertainty. It is reasonably possible that within the next 12 months unrecognized tax benefits related to statefederal matters under audit may decrease by up to $480$705 based on current estimates.
Note 56 –- Allowances for Losses on Financial Assets

Upon adoption of ASU 2016-13, we recorded a $162 cumulative-effect adjustment to retained earnings to increase our allowances for credit losses, resulting in a balance of $337 as of January 1, 2020. The change in allowances for expected credit losses for the three months ended March 31, 2020 consisted of the following:
 
Accounts receivable, net

Unbilled receivables, net

Other Current Assets, net

Customer financing, net

Other Assets, net

Total
Balance at January 1, 2020

($138
)

($81
)

($38
)

($5
)

($75
)

($337
)
Changes in estimates
(29
)
1

(10
)




(38
)
Write-offs
1









1

Balance at March 31, 2020

($166
)

($80
)

($48
)

($5
)

($75
)

($374
)


Note 7 – Inventories
Inventories consisted of the following:
September 30
2019
 December 31
2018
March 31
2020

 
December 31
2019

Long-term contracts in progress
$966
 
$2,129

$990

 

$1,187

Commercial aircraft programs63,518
 52,753
68,719

 
66,016

Commercial spare parts, used aircraft, general stock materials and other8,795
 7,685
10,311

 
9,419

Total
$73,279


$62,567

$80,020



$76,622


Long-Term Contracts in Progress
Long-term contracts in progress includes Delta launch program inventory that is being sold at cost to United Launch Alliance (ULA) (ULA) under an inventory supply agreement that terminates on March 31, 2021. The inventory balance was $176$176 at March 31, 2020 and $227 at September 30, 2019 and December 31, 2018.2019. See indemnifications to ULA in Note 12.12.
Included in inventories are capitalized precontract costs of $679$751 at September 30,March 31, 2020 and $711 at December 31, 2019 primarily related to the KC-46A Tanker and Commercial CrewCrew. See Note 11.

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Commercial Aircraft Programs
At March 31, 2020 and $644 at December 31, 2018 primarily2019, commercial aircraft programs inventory included $809 and $1,313 of deferred production costs and $556 and $521 of unamortized tooling and other non-recurring costs related to the KC-46A Tanker. See Note 11.737 program. At March 31, 2020, $1,359 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 $6 is expected to be recovered from units included in the program accounting quantity that represent expected future orders.
Commercial Aircraft Programs
At September 30, 2019March 31, 2020 and December 31, 2018,2019, commercial aircraft programs inventory included the following amounts related to the 777X program: $6,292 and $5,628 of work in process and $3,053 and $2,914 of unamortized tooling and other non-recurring costs.
At March 31, 2020 and December 31, 2019, commercial aircraft programs inventory included the following amounts related to the 787 program: $26,593$25,326 and $27,852$24,772 of work in process (including deferred production costs of $19,825$16,841 and $22,967)$18,716), $2,273$2,067 and $2,453$2,202 of supplier advances, and $2,215$1,949 and $2,638$2,092 of unamortized tooling and other non-recurring costs. At September 30, 2019, $14,454March 31, 2020, $16,000 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 $7,586$2,790 is expected to be recovered from units included in the program accounting quantity that represent expected future orders.
At September 30, 2019 and December 31, 2018, commercial aircraft programs inventory included $1,481 and $463 of deferred production costs and $522 and $471 of unamortized tooling and other non-recurring costs related to the 737 program. At September 30, 2019, $1,999 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 $4 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 $2,767$2,993 and $2,844$2,863 at September 30, 2019March 31, 2020 and December 31, 2018.2019.
Note 6 –8 – Contracts with Customers
Unbilled receivables increased from $10,025$9,043 at December 31, 20182019 to to $11,078$9,365 at September 30, 2019,March 31, 2020, primarily driven by revenue recognized at BDSDefense, Space & Security (BDS) and BGSGlobal Services (BGS) in excess of billings.
Advances and progress billings increased from $50,676$51,551 at December 31, 20182019 to to $53,167$52,883 at September 30, 2019,March 31, 2020, primarily driven by advances on orders received in excess of revenue recognized at BCA,Commercial Airplanes (BCA), BDS and BGS.

Revenues recognized during the ninethree months ended September 30, 2019March 31, 2020 and 20182019 from amounts recorded as Advances and progress billings at the beginning of each year were $13,216$3,790 and $19,006. Revenues recognized during the three months ended September 30, 2019 and 2018 from amounts recorded as Advances and progress billings at the beginning of each year were $3,100 and $6,249.$5,897.
Certain commercial airplane customers are experiencing liquidity issues and seeking additional capital.capital given the negative effect of COVID-19 on the commercial airline industry. Should these customers fail to address their liquidity issues, accounts receivable, unbilled receivables and certain inventory could become impaired. In addition, we would have to remove contracts related to these customers from backlog and remarket any undelivered aircraft.

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Note 79 –– Customer Financing
Customer financing primarily relates to the Boeing Capital (BCC) segment and consisted of the following:
September 30
2019
 December 31
2018
March 31
2020

 
December 31
2019

Financing receivables:   
 
 
 
Investment in sales-type/finance leases
$1,016
 
$1,125

$1,002

 

$1,029

Notes446
 730
452

 
443

Total financing receivables1,462
 1,855
1,454

 
1,472

Operating lease equipment, at cost, less accumulated depreciation of $245 and $203789
 782
Operative lease incentive

 250
Operating lease equipment, at cost, less accumulated depreciation of $231 and $235
816

 
834

Gross customer financing2,251
 2,887
2,270

 
2,306

Less allowance for losses on receivables(8) (9)
(5
)
 
(8
)
Total
$2,243
 
$2,878

$2,265

 

$2,298


We acquire aircraft to be leased to customers through trades, lease returns, purchases in the secondary market, and new aircraft transferred from our Commercial Airplanes 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.
We 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 September 30, 2019March 31, 2020 and December 31, 2018,2019, we individually evaluated for impairment customer financing receivables of $401$412 and $409,$400, of which $388$399 and $398$388 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.
We determine a receivable is past due when cash has not been received upon the due date specified in the contract.Customer financing receivables past due as of March 31, 2020 is $18.
We evaluate the collectability of customer financing receivables at commencement and on a recurring basis. If a customer financing receivable is deemed uncollectable, 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, 2020 and December 31, 2019 were $399 and $388. Interest income received as of March 31, 2020 was insignificant.
The adequacy of the allowance for losses is assessed quarterly. ThreeFour 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.values, 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.


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Our financing receivable balances at March 31, 2020by internal credit rating category are shown below:and year of origination consisted of the following:
Rating categoriesSeptember 30
2019
 December 31
2018
Current
2019
2018
2017
2016
Prior
Total
BBB
$594
 
$883











$449


$449

BB348
 430

$33


$53


$17





156

259

B125
 135


38




$106



188

332

CCC395
 407


1



205


$194

14

414

Total carrying value of financing receivables
$1,462
 
$1,855

$33


$92


$17


$311


$194


$807


$1,454


At September 30, 2019,March 31, 2020, our allowance related to receivables with ratings of B, BB, and BBB. We applied default rates that averaged 22.1%13.9%, 5.8%3.2%, and 0.6%0.3%, respectively, to the exposure associated with those receivables.
Customer Financing Exposure
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. Collateral values may be adversely impacted by COVID-19. 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.
The majority of customer financing carrying values are concentrated in the following aircraft models:
 September 30
2019
 December 31
2018
717 Aircraft ($184 and $204 accounted for as operating leases)
$778
 
$918
747-8 Aircraft ($130 and $132 accounted for as operating leases)474
 477
737 Aircraft ($243 and $263 accounted for as operating leases)266
 290
757 Aircraft ($22 and $24 accounted for as operating leases)186
 200
MD-80 Aircraft (accounted for as sales-type finance leases)184
 204
777 Aircraft ($126 and $60 accounted for as operating leases)131
 68
747-400 Aircraft ($33 and $45 accounted for as operating leases)95
 116
 
March 31
2020

 
December 31
2019

717 Aircraft ($118 and $124 accounted for as operating leases)

$708

 

$736

747-8 Aircraft ($130 and $130 accounted for as operating leases)
489

 
475

737 Aircraft ($236 and $240 accounted for as operating leases)
258

 
263

777 Aircraft ($233 and $236 accounted for as operating leases)
235

 
240

MD-80 Aircraft (accounted for as sales-type finance leases)
188

 
186

757 Aircraft ($21 and $22 accounted for as operating leases)
177

 
182

747-400 Aircraft ($29 and $31 accounted for as operating leases)
84

 
90


As part of selected lease transactions, Boeing may provide incentives to commercial customers. At December 31, 2018, Customer Financing included $250 of lease incentives with one customer experiencing liquidity issues. In the first quarter of 2019, we concluded that these lease incentives were impaired and recorded a charge of $250.

Lease income recorded in Revenue on the Condensed Consolidated Statements of Operations for the nine and three months ended September 30, March 31, 2020 and 2019 included $47$15 and $15$16 from sales-type/finance leases, and $105$31 and $34$36 from operating leases, of which $14$1 and $6$3 related to variable operating lease payments.
As of September 30, 2019, undiscounted cash flows for sales-type/finance and operating leases over the next five years and thereafter are as follows:
 Sales-type/finance leases
 Operating leases
Year 1
$179
 
$118
Year 2134
 93
Year 397
 83
Year 4109
 61
Year 5121
 46
Thereafter140
 57
Total lease receipts780
 458
Less imputed interest(167) 

Estimated unguaranteed residual values403
  
Total
$1,016
 
$458


At September 30, 2019 and December 31, 2018 unguaranteed residual values were $403 and $425. Guaranteed residual values at September 30, 2019 were not significant.
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Note 810 –– Investments
Our investments, which are recorded in Short-term and other investments or Investments, consisted of the following:
September 30
2019
 December 31
2018
March 31
2020

 
December 31
2019

Equity method investments (1)

$1,079
 
$1,048

$1,062

 

$1,031

Time deposits529
 255
173

 
50

Available for sale debt instruments530
 491
226

 
405

Equity and other investments43
 44
67

 
65

Restricted cash & cash equivalents(2)
86
 176
Restricted cash & cash equivalents(2)
84

 
86

Total
$2,267
 
$2,014

$1,612

 

$1,637


(1) 
Dividends received were $153$33 and $60$63 for the nine and three months ended September 30, 2019March 31, 2020 and $222 and $79 during the same periods in the prior year.2019.
(2) 
Reflects amounts restricted in support of our workers’workers’ compensation programs, employee benefit programs, and insurance premiums.
NoteAllowance 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 9March 31, 2020 – Other Assets.
Sea Launch
At September 30, 2019 and December 31, 2018, Other assets included $244 of receivables related to our former investment in the Sea Launch venture which became payable by certain Sea Launch partners following Sea Launch’s bankruptcy filing in June 2009. At September 30, 2019, the net amounts owed to Boeing by each of the partners were as follows: S.P. Koroley Rocket and Space Corporation Energia of Russia (RSC Energia) – $111, PO Yuzhnoye Mashinostroitelny Zavod of Ukraine – $89 and KB Yuzhnoye of Ukraine – $44.

In 2013, we filed an action in the United States District Court for the Central District of California seeking reimbursement from the other Sea Launch partners. In 2016, the United States District Court for the Central District of California issued a judgment in favor of Boeing. Later that year, we reached an agreement which we believe will enable us to recover the outstanding receivable balance from RSC Energia over the next several years. We continue to pursue collection efforts against the former Ukrainian partners in connection with the court judgment. We continue to believe the partners have the financial wherewithal to pay and intend to pursue vigorously all of our rights and remedies. In the event we are unable to secure reimbursement from RSC Energia and the Ukrainian Sea Launch partners, we could incur additional charges.
Note 10 – Leases
Our operating lease assets primarily represent manufacturing and research and development facilities, warehouses, and offices. Our finance leases primarily represent computer equipment and are not significant. Total operating lease expense was $241 and $82 for nine and three months ended September 30, 2019, of which $40 and $15 was attributable to variable lease expenses.
For the nine and three months ended September 30, 2019 cash payments against operating lease liabilities totaled $205 and $70 and non-cash transactions totaled $315 and $177 to recognize operating assets and liabilities for new leases.
Supplemental Condensed Consolidated Statement of Financial Position information related to leases was as follows:
September 30
2019
Operating leases:
Operating lease right-of-use assets
$1,178
Current portion of lease liabilities260
Non-current portion of lease liabilities969
Total operating lease liabilities
$1,229
Weighted average remaining lease term (years)
9
Weighted average discount rate3.07%

Maturities of lease liabilities were as follows:
Operating leases
Year 1
$292
Year 2238
Year 3190
Year 4153
Year 593
Thereafter598
Total lease payments1,564
Less imputed interest(335)
Total
$1,229

As of September 30, 2019, we have entered into an operating lease that has not yet commenced of $160, primarily related to research and development and manufacturing facilities. This lease will commence in 2020 with a lease term of 15 years.

Note 11 –– Commitments and Contingencies
737 MAX Grounding
On March 13, 2019, the Federal Aviation Administration (FAA) issued an order to suspend operations of all 737 MAX aircraft in the U.S. and by U.S. aircraft operators following two fatal 737 MAX accidents. Non-U.S. civil aviation authorities have issued directives to the same effect. We are working closely with the relevant government authorities to support both accident investigations. We are also fully cooperating with other U.S. government investigations related to the accidents. While production continues onDeliveries of the 737 MAX deliveries have been suspended until clearance is granted by the appropriate regulatory authorities. In addition, multiple legal actions have been filed against us as a result of the accidents. We also are fully cooperating with U.S. government investigations related to the accidents and the 737 MAX program, including investigations by the U.S. Department of Justice and the Securities and Exchange Commission, the outcome of which may be material. 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.
We have developed software and pilot training updates for the 737 MAX and continue to work with the FAA and non-U.S. civil aviation authorities to complete remaining steps toward certification and readiness for return to service including addressing their questions on the software changesupdates and how pilots will interact with the airplane controls and displays in different flight scenarios. The FAAAs we complete rigorous software reviews and other civil aviation authorities worldwidethorough testing procedures, we have identified and are now implementing additional updates to further improve overall system safety. We have assumed that computer and simulator training will determinebe required and as a result, we have provisioned for certain training costs.
Prior to the grounding, the 737 production rate was 52 per month, and we had planned to increase the rate to 57 per month during 2019. Beginning in the second quarter of 2019, we reduced the production rate to 42 per month. We continued to produce at a rate of 42 per month through December 2019. We temporarily suspended 737 MAX production beginning in January 2020. During the first quarter of 2020, we completed airplanes that were already in process at the end of the fourth quarter of 2019 and have approximately 450 airplanes in inventory as of March 31, 2020.
In March 2020, we announced a temporary suspension of production operations in the Puget Sound area as a result of the COVID-19 crisis. Production operations resumed during the week of April 20, 2020 and the 737 team resumed working toward restarting production. We expect COVID-19 to reduce demand and have lowered production and delivery rate assumptions as described below.

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We have assumed that we will resume 737 MAX aircraft production during the second quarter of 2020 as timing and conditions of return to service in each relevant jurisdiction. Charges recognizedand COVID-19 impacts are better understood. We expect to gradually increase the production rate to 31 during 2019 associated2021 and expect further gradual increases to correspond with market demand. We have assumed that the software updates and related pilot training were not material.
Prior to the grounding, Boeing had delivered 387timing of regulatory approvals will enable 737 MAX aircraft of which 57 were delivered in the first quarter of 2019. On April 5, 2019, we announced plansdeliveries to reduce the 737 production rate from 52 aircraft per month to 42 per month effective April 15, 2019. The resulting impacts, which were reflected in the first quarter, increased costs to produce aircraft included in the current accounting quantity by $1,016. Estimated costs to produce aircraft included in the current accounting quantity increased by $1,748 during the second quarter of 2019 and $872resume during the third quarter of 2020. We have also assumed that the majority of 737 MAX airplanes produced during the grounding and included within inventory will be delivered during the first year after the resumption of deliveries, although at a slower pace than our previous assumptions due to COVID-19. The slower production and delivery rate ramp-ups reflect commercial airline industry uncertainty due to the impact of COVID-19.
During 2019, primarily to reflect updatesthe cumulative impacts of changes to assumptions regarding timing of return to service and timing of planned production rate increases. These increases inrates and deliveries increased the estimated costs to produce and deliver the 3,100 undelivered aircraft then included in the current accounting quantity by approximately $6.3 billion. These costs will reduceresult in lower 737 program and overall BCA segment operating margins in future quartersperiods after deliveries resume. PriorThere were no significant changes to the grounding, we expected 737these estimates related to MAX deliveries to approximate 90 percent of total 737 deliveriesregulatory approvals assumptions in 2019 and we had planned to increase the production rate to 57 per month in 2019. In addition to the grounding, the timing of 737 MAX deliveries during2020.
During the first quarter was adversely affected by delaysof 2020, we reduced the number of aircraft included in the supply chain. We may faceaccounting quantity by 400 units as a result of reductions to planned production rates due to COVID-19 driven market uncertainties. The COVID-19 related reductions to planned production rates will result in additional costs delaysto produce and deliver undelivered aircraft and will further reduce margins after deliveries resume. In addition, abnormally low production rates will extend for a longer period once production resumes due to COVID-19 impacts and is expected to result in returnapproximately $1 billion of additional abnormal production costs that will be expensed as incurred. During the first quarter of 2020, we expensed $797 of the approximately $5 billion of abnormal production costs we now expect to service, and/or further reductionsincur over approximately two years.
We have also recorded additional expenses of $61 as a result of the 737 MAX grounding in the production rate. We are continuingfirst quarter of 2020. These expenses include costs related to produce at 42 aircraft per monthstorage, pilot training and we will continue to evaluate potential future reductionssoftware updates.
The following table summarizes changes in the production rate, including a temporary shutdown in 737 production. For example, significant additional regulatory requirements and/or delays in return to service beyond our current assumption could cause customers to cancel or defer orders, which could also cause us to reduce or temporarily cease 737 MAX production. customer concessions and other considerations liability during 2020.
The grounding has reduced revenues, operating earnings and cash flows in 2019 and will continue to adversely affect our results until deliveries resume and production rates increase.
 
2020

Beginning balance – January 1

$7,389

Reductions for payments made
(671
)
Reductions for concessions and other in-kind considerations
(2
)
Changes in estimates
(30
)
Ending balance – March 31

$6,686


We are also working with our customers to minimize the impact to their operations. In the second quarter, we recorded an earnings charge of $5,610, net of insurance recoveries of $500, in connection with estimated potential concessionsoperations from grounded and other considerationsundelivered aircraft. We continue to customers for disruptions related to the 737 MAX grounding and associated delivery delays. This charge is reflected in the financial statements as a reduction in revenue, an increase in Other current assets and an increase in Accrued liabilities. During the third quarter of 2019, we collected the anticipated $500 from our insurance carriers and reduced the liability of $6,110 by $252 for payments, concessions and other in-kind considerations agreed to with customers. In addition, we reassessedreassess the liability for estimated potential concessions and other considerations to customers.customers on a quarterly basis. This reassessment includedincludes updating estimates to reflect revisedrevisions 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. Based on this reassessment, we concluded that no significant adjustments to the recorded liability were required in the third quarter. The liability represents our current best estimate of future concessions and other considerations to customers, and is necessarily based on a series of assumptions. While the
The FAA and other non-U.S. civil aviation authorities will determine the timing and conditions of return to service, we have assumed that regulatory approval of 737 MAX return to service begins in the fourth quarter of 2019. This assumption reflectsservice. Our assumptions reflect our current best estimate, at this time, 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. In addition, we have assumed that we will gradually increase the 737 production rate from 42 per month to 57 per month by late 2020. Following return to service we expect the 737 MAX

airplanes produced during the grounding and included within inventory will be delivered over several quarters with the majority of them delivering in the first year. 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, 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. Any such impacts, including any changes in our estimates, could have a material adverse effect on our financial position, results of operations, and/or cash flows. For example, we expect that, in the event that we are unable to resume aircraft deliveries consistent with our assumptions, the continued absence of revenue,

16
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earnings, and cash flows associated with 737 MAX deliveries would continue to have the mosta material impact on our operating results. In the event that we decide to further reduce the 737future production rate increases occur at a slower rate or temporarily cease production,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 such reductionprolonged production suspension or cessation ofdelays in planned production rate increases could mitigate the impact of continued production 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.
737NG Structure (Pickle Fork)Environmental
During the third quarter of 2019, we detected cracks in the "pickle forks," a component of the structure connecting the wings to the fuselages, of three 737-800NGs we were converting into freighters. We notified the FAA, which issued a directive requiring that 737NG airplanes with over 30,000 flight cycles be inspected for this condition by October 10, 2019, and that airplanes with over 22,600 flight cycles be inspected over the next 1,000 flight cycles. To date, all airplanes with over 30,000 flight cycles and approximately one third of planes with over 22,600 flights cycles have been inspected and this condition has been found on a small percentage of aircraft, and those aircraft will be repaired. Additional assessments are underway to determine the cause and potential implications of this condition for airplanes with fewer than 22,600 flight cycles. Depending on the results of these assessments, additional inspections or repairs may be required. Charges recognized in the third quarter in connection with estimated repair costs for aircraft with over 22,600 flight cycles were not material. However, we cannot reasonably estimate potential future financial impacts, if any, due to the ongoing nature of the inspections and repairs and pending the completion of investigations into the cause of the condition.
Environmental
The following table summarizes environmental remediation activity during the ninethree months ended September 30, 2019March 31, 2020 and 2018.2019.
2019
 2018
2020

 
2019

Beginning balance – January 1
$555
 
$524
Beginning balance – January 1

$570

 

$555

Reductions for payments made(34) (17)
(9
)
 
(11
)
Changes in estimates61
 61
7

 
4

Ending balance – September 30
$582
 
$568
Ending balance – March 31

$568

 

$548


The 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 September 30, 2019March 31, 2020 and December 31, 2018,2019, the high end of the estimated range of reasonably possible remediation costs exceeded our recorded liabilities by $1,064 and $796.$1,077.

Product Warranties
The following table summarizes product warranty activity recorded during the ninethree months ended September 30, 2019March 31, 2020 and 2018.2019.
2019
 2018
2020

 
2019

Beginning balance – January 1
$1,127
 
$1,211
Beginning balance – January 1

$1,267

 

$1,127

Additions for current year deliveries128
 176
23

 
50

Reductions for payments made(166) (135)
(82
)
 
(8
)
Changes in estimates(7) (151)
341

 
(60
)
Ending balance – September 30
$1,082
 
$1,101
Ending balance – March 31

$1,549

 

$1,109


The increase in the product warranty reserve during the three months ended March 31, 2020 is primarily driven by charges related to “pickle forks”. During 2019, we detected cracks in the "pickle forks", a frame fitting component of the structure connecting the wings to the fuselages of 737NG aircraft. We notified the FAA, which issued a directive requiring that certain 737NG airplanes be inspected. We have estimated the number of aircraft that will have to be repaired in the future and provisioned for the estimated costs of completing the repairs. We recognized charges of $135 in 2019 for current and projected future aircraft repairs. During the first quarter of 2020, we recognized additional charges of $336 based on revised engineering and fleet utilization estimates as well as updated repair cost estimates. We cannot estimate a range of reasonably possible losses, if any, in excess of amounts recognized due to the ongoing nature of the inspections and repairs and pending the completion of investigations into the cause of the condition.

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Table of Contents

Commercial Aircraft Commitments
In 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 September 30, 2019March 31, 2020 have expiration dates from 20192020 through 2026.2026. At September 30, 2019,March 31, 2020 and December 31, 20182019 total contractual trade-in commitments were $1,421$1,230 and $1,519.$1,407. As of September 30,March 31, 2020 and December 31, 2019and December 31, 2018,, we estimated that it was probable we would be obligated to perform on certain of these commitments with net amounts payable to customers totaling $723$673 and $522$711 and the fair value of the related trade-in aircraft was $690$639 and $485.$678.
Financing Commitments
Financing commitments related to aircraft on order, including options and those proposed in sales campaigns, and refinancing of delivered aircraft, totaled $15,607$13,176 and $19,462$13,377 as of September 30, 2019March 31, 2020 and December 31, 2018.2019. The estimated earliest potential funding dates for these commitments as of September 30, 2019March 31, 2020 are as follows:
Total
Total

October through December 2019
$560
20203,104
April through December 2020

$3,366

20212,989
2,737

20221,348
852

20232,169
1,951

2024
1,174

Thereafter5,437
3,096


$15,607

$13,176


As of September 30, 2019, $15,452March 31, 2020, all of these financing commitments relatedrelate 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 $246$243 to joint ventures over the next eightseven years.

Standby Letters of Credit and Surety Bonds
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 $3,598$4,092 and $3,761$3,769 as of September 30, 2019March 31, 2020 and December 31, 2018.2019.
United States Government Defense Environment Overview
The Bipartisan Budget Act (BBA) of 2019 raised the Budget Control Act limits on federal discretionary defense and non-defense spending for fiscal years 2020 and 2021 (FY20 and FY21), reducing budget uncertainty and the risk of sequestration. Although overall funding levels have been agreed to, the timeliness ofThe consolidated appropriations acts for FY20, fundingenacted in December 2019, provided FY20 appropriations for government departments and agencies, including the United States Department of

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Defense (DoD)(U.S. DoD), the National Aeronautics and Space Administration (NASA) and the Federal Aviation Administration (FAA), remains a risk. FAA. In February 2020, the U.S. administration submitted its request for $740.5 billion in base national defense spending for FY21, congruent with the amended spending limit.
The Continuing Resolution (CR), enacted on September 27, 2019, continues federal funding at FY19 appropriations levels through November 21, 2019. Congress and the President must enact either full-year FY20 appropriations bills or an additional CR to fund government departmentsincluded 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 agencies beyond November 21, 2019 in order to prevent a future government shutdown.
A government shutdown may impact the Company's operations. For example, requirements to furlough employees in the U.S. DoD, the Department of Transportation or other government agencies could result in payment delays, impair our ability to perform work on existing contracts, and/or negatively impact future orders. Congress may fund FY20 by passing one or more CRs; however, this could restrict the execution of certain program activities and delay new programs or competitions.

ThereSpace Launch System. However, there continues to be uncertainty with respect to future program-level appropriations for the U.S. DoD and other government agencies, including NASA. 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.

BDS Fixed-Price Development Contracts
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, USAF KC-46A Tanker, T-7A Red Hawk, (formerly T-X Trainer), VC-25B, Presidential Aircraft, MQ-25, 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. For example, we have recorded a reach-forward lossesloss of $827 on the KC-46A Tanker and we continue to have risk for further losses if we experience further production, technical or quality issues. In addition, in 2018, in connection with winning the T-7A Red Hawk and MQ-25 competitions, we recorded afirst quarter of 2020. The KC-46A Tanker reach-forward loss reflects $551of $400costs associated with options for 346 T-7A Red Hawk aircraftthe agreement signed in April 2020 with the U.S. Air Force to develop and integrate a loss of $291new Remote Vision System, and the remaining costs reflect productivity inefficiencies and COVID-19 related to the MQ-25 Engineering, Manufacturing and Development (EMD) contract.factory disruption. 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 valued at $4.9 billion and involves highly complex designs and systems integration. InSince 2016, the USAF has authorized twofive low rate initial production (LRIP) lots for 7a total of 67 aircraft. The EMD contract and 12 aircraftauthorized LRIP lots are valued at $2.8 billion. In January 2017, theapproximately USAF$15 billion authorized an additional LRIP lot for 15 aircraft valued at $2.1 billion. On September 10, 2018, the USAF authorized an additional 18 aircraft valued at $2.9 billion. On September 27, 2019, the USAF authorized an additional LRIP lot for 15 aircraft valued at $2.6 billion..
At September 30, 2019,March 31, 2020, we had approximately $304$338 of capitalized precontract costs and $150$373 of potential termination liabilities to suppliers.
Recoverable Costs on Government Contracts
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.

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Note 12 – – Arrangements 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.
The following table provides quantitative data regarding our third party guarantees. The maximum potential payments represent a “worst-case“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
Maximum
Potential Payments
 
Estimated Proceeds from
Collateral/Recourse
 
Carrying Amount of
 Liabilities
September 30
2019
December 31
2018
 September 30
2019
December 31
2018
 September 30
2019
December 31
2018
March 31
2020

December 31
2019

 
March 31
2020

December 31
2019

 
March 31
2020

December 31
2019

Contingent repurchase commitments
$1,599

$1,685
 
$1,599

$1,685
 





$1,570


$1,570

 

$1,570


$1,570

 




Indemnifications to ULA:     
 
 
 
 
 
Contributed Delta program launch inventory30
52
    
Other Delta contracts176
176
   




Contributed Delta inventory
30

30

 
 
 
 
Inventory supply agreement
34

34

 
 
 




Questioned costs


317

 
 
 



$48

Credit guarantees92
106
 33
51
 16
16
478

92

 
33

36

 

$23

16


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.
Indemnifications to ULA In 2006, we agreed to indemnifyDuring the first quarter of 2020, the USAF and ULA through December 31, 2020 against potential non-recoverability and non-allowability of $1,360 of Boeing Delta launch program inventory included in contributed assets plus $1,860 of inventory subject to an inventory supply agreement which ends on March 31, 2021. See Note 5. ULA has yet to consume $30 of contributed inventory.
Potential payments for Other Delta contracts include $85 related toreached a settlement regarding previously questioned deferred support costs and $91 related to deferred production costs. In June 2011, the Defense Contract Management Agency (DCMA) notified ULA that it had determined that $271 of deferred support costs are not recoverable under government contracts.

In December 2011, the DCMA notified ULAAs part of the potential non-recoverability of an additional $114 of deferred production costs. ULA and Boeing believe that all costs are recoverable and in November 2011, ULA filed a certified claim withsettlement the USAF agreed to reimburse ULA for collection$307 of deferred support and productionthose costs. The USAF issued a final decision denying ULA’s certified claim in May 2012. In 2012, Boeing and ULA, through its subsidiary United Launch Services, filed a suit in the Court of Federal Claims seeking recovery of the deferred support and production costs from the U.S. government, which subsequently asserted a counterclaim for credits that it alleges were offset by deferred support cost invoices. We believe that the U.S. government’s counterclaim is without merit. The discovery phase of the litigation completed in 2017. The parties have since agreedsettlement substantially retires our indemnification risks to engage in alternative dispute resolution, and the court has stayed the litigation pending that process. If, contrary to our belief, it is determined that some or all of the deferred support or production costs are not recoverable, we could be required to record pre-tax losses and make indemnification payments to ULA for up to $317 of the costs questioned by the DCMA.ULA.
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 11.11.
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, andsome of which 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 2036.2036.

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Note 13 – – Debt
In the first quarter of 2019, we issued $1,500 of fixed rate senior notes consisting of $400 due March 1, 2024 that bear an annual interest rate of 2.8%, $400 due March 1, 2029 that bear an annual interest rate of 3.2%, $400 due March 1, 2039 that bear an annual interest rate of 3.5%, and $300 due March 1, 2059 that bear an annual interest rate of 3.825%. 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 $1,451, after deducting underwriting discounts, commissions and offering expenses.
In the second quarter of 2019, we issued $3,500 of fixed rate senior notes consisting of $600 due May 1, 2022 that bear an annual interest rate of 2.7%, $650 due May 1, 2026 that bear an annual interest rate of 3.1%, $600 due March 1, 2029 that bear an annual interest rate of 3.2%, $850 due May 1, 2034 that bear an annual interest rate of 3.6%, and $800 due May 1, 2049 that bear an annual interest rate of 3.9%. 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 $3,454, after deducting underwriting discounts, commissions and offering expenses.
In the second quarter of 2019,2020, we entered into a $1,500 short-term$13,825, two-year delayed draw term loan credit agreement (delayed draw term loan facility), which is scheduledincludes additional commitments made subsequent to terminatethe initial closing date. As of March 31, 2020, we have fully drawn on October 30, 2019. At September 30, 2019, we had $6,620 of unused borrowing capacity on revolving credit line agreements.

In the third quarter of 2019, we issued $5,500 of fixed rate senior notes consisting of $750 due August 1, 2021$13,825 that bear an annual interest rate of 2.3%, $1,000 duedelayed draw term loan facility, with February 1, 20276, 2022 thatas the final maturity date. Borrowings outstanding bear an annual interest at the Eurodollar rate of 2.7%, $750 due(determined in accordance with the delayed draw term loan facility agreement) plus between February 1, 20300.75% that bear an annual interest rate of 2.95%, $750 dueand February 1, 20351.25% that bear an annual interest rate of 3.25%, $1,250 due February 1, 2050 that bear an annual interest rate of 3.75%, and $1,000 due August 1, 2059 that bear an annual interest rate of 3.95%. The notes are unsecured senior obligations and rank equally in right of payment withdepending on our existing and future unsecured and unsubordinated indebtedness. The net proceeds of the issuance totaled $5,442, after deducting underwriting discounts, commissions and offering expenses.credit rating.
Note 14 –– Postretirement Plans
The components of net periodic benefit (income)/cost for the three months ended March 31 were as follows:

Nine months ended September 30 Three months ended September 30
Pension Plans2019
 2018
 2019
 2018
Service cost
$2
 
$322
 


 
$107
Interest cost2,193
 2,086
 
$731
 696
Expected return on plan assets(2,896) (3,007) (966) (1,002)
Amortization of prior service credits(59) (42) (19) (14)
Recognized net actuarial loss482
 847
 161
 282
Settlement/curtailment/other losses

 43
 

 


Net periodic benefit (income)/cost
($278) 
$249
 
($93) 
$69
        
Net periodic benefit cost included in Earnings from operations
$234
 
$237
 
$76
 
$79
Net periodic benefit income included in Other income(280) (98) (93) (50)
Net periodic benefit (income)/cost included in Earnings before income taxes
($46)

$139
 
($17) 
$29

Pension
 
Postretirement

2020

 
2019

 
2020

 
2019

Service cost


 

$1

 

$21

 

$19

Interest cost

$614

 
731

 
36

 
49

Expected return on plan assets
(939
)
 
(965
)
 
(2
)
 
(2
)
Amortization of prior service credits
(20
)
 
(20
)
 
(9
)
 
(9
)
Recognized net actuarial loss/(gain)
258

 
161

 
(12
)
 
(11
)
Net periodic benefit (income)/cost

($87
)
 

($92
)
 

$34

 

$46

 
 
 
 
 
 
 
 
Net periodic benefit cost included in (Loss)/earnings from operations

 

$78

 

$21

 

$22

Net periodic benefit (income)/cost included in Other income, net

($87
)
 
(93
)
 
13

 
27

Net periodic benefit (income)/cost included in (Loss)/earnings before income taxes

($87
)


($15
)
 

$34

 

$49



Nine months ended September 30 Three months ended September 30
Other Postretirement Plans2019
 2018
 2019
 2018
Service cost
$58
 
$71
 
$19
 
$24
Interest cost147
 145
 49
 48
Expected return on plan assets(6) (6) (2) (2)
Amortization of prior service credits(26) (94) (8) (31)
Recognized net actuarial gain(35) (8) (12) (3)
Net periodic benefit cost
$138
 
$108
 
$46
 
$36
        
Net periodic benefit cost included in Earnings from operations
$66
 
$63
 
$21
 
$21
Net periodic benefit cost included in Other income80
 77
 27
 29
Net periodic benefit cost included in Earnings before income taxes
$146
 
$140
 
$48
 
$50



Note 15 – – Share-Based Compensation and Other Compensation Arrangements
Restricted Stock Units
On February 25, 2019,24, 2020, we granted to our executives 233,582 325,108restricted stock units (RSUs) (RSUs) as part of our long-term incentive program with a grant date fair value of $428.22$319.04 per unit. The RSUsRSUs granted under this program will vest and settle in common stock (on a one-for-one basis) on the third anniversary of the grant date.
Performance-Based Restricted Stock Units
On February 25, 2019,24, 2020, we granted to our executives 214,651 290,202performance-based restricted stock units (PBRSUs) (PBRSUs) as part of our long-term incentive program with a grant date fair value of $466.04$357.38 per unit. Compensation expense for the award is recognized over the three-yearthree-year performance period based upon the grant date fair value estimated using a Monte-Carlo simulation model. The model used the following assumptions: expected volatility of 23.88%27.04% based upon historical stock volatility, a risk-free interest rate of 2.46%1.21%, and no expected dividend yield because the units earn dividend equivalents.
Performance Awards
On February 25, 2019,28, 2020, we granted to our executives performance awards as part of our long-term incentive program with a payout based on the achievement of financial goals for the three-yearthree-year period ending December 31, 20212022. At September 30, 2019,March 31, 2020, the minimum payout amount is $0$0 and the maximum amount we could be required to pay out is $393.$311.


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Note 16 – – Shareholders' Equity
Accumulated Other Comprehensive Loss
Changes in Accumulated other comprehensive loss (AOCI) by component for the nine and three months ended September 30, 2019March 31, 2020 and 20182019 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
 
Total (1)

Balance at January 1, 2018
($15) 
($2) 
$54
 
($16,410) 
($16,373)
Other comprehensive (loss)/income before reclassifications(55) 3
 (97) (3) (152)
Amounts reclassified from AOCI
 
 19
 557
(2) 
576
Net current period Other comprehensive (loss)/income(55) 3
 (78) 554
 424
Balance at September 30, 2018
($70) 
$1
 
($24) 
($15,856) 
($15,949)
         
Currency Translation Adjustments

 
Unrealized Gains and Losses on Certain Investments

 
Unrealized Gains and Losses on Derivative Instruments

 
Defined Benefit Pension Plans & Other Postretirement Benefits

 
Total (1)

Balance at January 1, 2019
($101) 

 
($62) 
($14,920) 
($15,083)

($101
)
 

 

($62
)
 

($14,920
)
 

($15,083
)
Other comprehensive (loss)/income before reclassifications(61) 1
 (106) 17
 (149)
1

 
1

 
11

 
8

 
21

Amounts reclassified from AOCI
 
 22
 283
(2) 
305

 

 
(2
)
 
95

(2) 
93

Net current period Other comprehensive (loss)/income(61) 1
 (84) 300
 156
1

 
1

 
9

 
103

 
114

Balance at September 30, 2019
($162) 
$1
 
($146) 
($14,620) 
($14,927)
Balance at March 31, 2019

($100
)
 

$1

 

($53
)
 

($14,817
)
 

($14,969
)
         
 
 
 
 
 
 
 
 
 
Balance at June 30, 2018
($72) $1
 
($29) 
($16,039) 
($16,139)
Balance at January 1, 2020

($128
)
 

$1

 

($84
)
 

($15,942
)
 

($16,153
)
Other comprehensive (loss)/income before reclassifications2
 
 (4) (1) (3)
(77
)
 

 
(275
)
 

 
(352
)
Amounts reclassified from AOCI
 
 9
 184
(2) 
193

 

 
2

 
170

(2) 
172

Net current period Other comprehensive (loss)/income2
 
 5
 183
 190
(77
)
 

 
(273
)
 
170

 
(180
)
Balance at September 30, 2018
($70) 
$1
 
($24) 
($15,856) 
($15,949)
         
Balance at June 30, 2019
($103) 
$1
 
($82) 
($14,724) 
($14,908)
Other comprehensive (loss)/income before reclassifications(59) 
 (89) 9
 (139)
Amounts reclassified from AOCI
 
 25
 95
(2) 
120
Net current period Other comprehensive (loss)/income(59) 
 (64) 104
 (19)
Balance at September 30, 2019
($162) 
$1
 
($146) 
($14,620) 
($14,927)
Balance at March 31, 2020

($205
)
 

$1

 

($357
)
 

($15,772
)
 

($16,333
)
(1)     Net of tax.
(2)    Primarily relates to amortization of actuarial losses for the nine and three months ended September 30, 2018March 31, 2020 and 2019 totaling $657$193 and $219$118 (net of tax of ($182)53) and ($60)) and for the nine and three months ended September 30, 2019 totaling $350 and $117 (net of tax of ($97) and ($32)).These are included in the net periodic pension cost.


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Table of Contents

Note 17 – – Derivative Financial Instruments
Disclosures reflect the adoption of ASU 2017-12, Derivatives and Hedging (Topic 815), in the first quarter of 2019. Prior period amounts have not been restated.
Cash Flow Hedges
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 2025.2025. 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 2023.2023.
Fair Value Hedges
Interest rate swaps under which we agree to pay variable rates of interest are designated as fair value hedges of fixed-rate debt. The net change in fair value of the derivatives and the hedged items is reported in Boeing Capital interest expense.
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 which do not qualify for hedge accounting treatment.
Notional Amounts and Fair Values
The notional amounts and fair values of derivative instruments in the Condensed Consolidated Statements of Financial Position were as follows:
Notional amounts (1)
Other assetsAccrued liabilities
Notional amounts (1)
Other assets
Accrued liabilities
September 30
2019
December 31
2018
September 30
2019
December 31
2018
September 30
2019
December 31
2018
March 31
2020

December 31
2019

March 31
2020

December 31
2019

March 31
2020

December 31
2019

Derivatives designated as hedging instruments: 
 
Foreign exchange contracts
$2,733

$3,407

$17

$32

($105)
($132)

$3,399


$2,590


$5


$29


($285
)

($60
)
Interest rate contracts125
125







Commodity contracts669
57
4
9
(93)(2)
503

645

2

4

(163
)
(72
)
Derivatives not receiving hedge accounting treatment: 
 
Foreign exchange contracts824
414
6
11
(18)(2)
181

285

4

1

(2
)
(6
)
Commodity contracts1,713
478




 
583

1,644





 
Total derivatives
$6,064

$4,481

$27

$52

($216)
($136)

$4,666


$5,164


$11


$34


($450
)

($138
)
Netting arrangements (20)(24)20
24
 
(9
)
(20
)
9

20

Net recorded balance 
$7

$28

($196)
($112)
 

$2


$14


($441
)

($118
)
(1) 
Notional amounts represent the gross contract/notional amount of the derivatives outstanding.

Gains/(losses) associated with our hedging transactions and forward points recognized in Other comprehensive income are presented in the following table: 
Nine months ended September 30 Three months ended September 30
Three months ended March 31
2019
 2018
 2019
 2018
2020

 
2019

Recognized in Other comprehensive income, net of taxes:       
 
 
 
Foreign exchange contracts
($6) 
($80) 
($34) 
$4

($197
)
 

$22

Commodity contracts(78) 2
 (30) 1
(78
)
 
(11
)

Gains/(losses) associated with our hedging transactions and forward points reclassified from AOCI to earnings are presented in the following table:

 Nine months ended September 30 Three months ended September 30
 2019
 2018
 2019
 2018
Foreign exchange contracts       
Revenues


 
 
($6) 

Costs and expenses
($21) 
($17) (9) 
($9)
General and administrative(9) (8) (18) (5)
Commodity contracts       
Revenues
 
 
 
Costs and expenses1
 1
 

 1
General and administrative expense1
 

 1
 1
23
Table of Contents

 
Three months ended March 31
 
2020

 
2019

Foreign exchange contracts
 
 
 
Revenues

($1
)
 

$5

Costs and expenses
(1
)
 
(5
)
General and administrative

 
1

Commodity contracts
 
 
 
Costs and expenses
(1
)
 
1

General and administrative expense

 
1


Gains/(losses)Gains related to undesignated derivatives on foreign exchange cash flow hedging transactions recognized in Other income, net were gains of $1$5 and losses of $1$2 for the nine and three months ended September 30, 2019March 31, 2020 and losses of $2 and $1 for the nine and three months ended September 30, 2018. Forward points related to foreign exchange cash flow hedging transactions recognized in Other income2019 were gains of $5 and $0 for the nine and three months ended September 30, 2018..
Based on our portfolio of cash flow hedges, we expect to reclassify losses of $1542 (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 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 September 30, 2019March 31, 2020 was $42111. At September 30, 2019,March 31, 2020, there was no collateral posted related to our derivatives.

Note 18 – – Fair Value Measurements
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.
September 30, 2019 December 31, 2018
March 31, 2020
 
December 31, 2019
Total
 Level 1
 Level 2
 Total
 Level 1
 Level 2
Total

 
Level 1

 
Level 2

 
Total

 
Level 1

 
Level 2

Assets           
 
 
 
 
 
 
 
 
 
 
 
Money market funds
$1,371
 
$1,371
   
$1,737
 
$1,737
  

$3,658

 

$3,658

 
 
 

$2,562

 

$2,562

 
 
Available-for-sale debt investments:

          


 
 
 
 
 
 
 
 
 
 
Commercial paper146
   
$146
 78
   
$78
67

 
 
 

$67

 
108

 
 
 

$108

Corporate notes352
   352
 420
   420
159

 
 
 
159

 
242

 
 
 
242

U.S. government agencies109
 109
   

 

  


 


 
 
 
55

 
55

 
 
Other equity investments10
 10
   12
 12
  
35

 
35

 
 
 
33

 
33

 
 
Derivatives7
   7
 28
   28
2

 
 
 
2

 
14

 
 
 
14

Total assets
$1,995
 
$1,490
 
$505
 
$2,275
 
$1,749
 
$526

$3,921

 

$3,693

 

$228

 

$3,014

 

$2,650

 

$364

Liabilities           
 
 
 
 
 
 
 
 
 
 
 
Derivatives
($196)   
($196) 
($112)   
($112)

($441
)
 
 
 

($441
)
 

($118
)
 
 
 

($118
)
Total liabilities
($196) 
 
($196) 
($112) 
 
($112)

($441
)
 

 

($441
)
 

($118
)
 

 

($118
)

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.

24
Table of Contents

Derivatives include foreign currency commodity and interest ratecommodity 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. The fair value of our interest rate swaps is derived from a discounted cash flow analysis based on the terms of the contract
Investments and the interest rate curve.
Certain assetsProperty, plant and equipment have been measured at fair value on a nonrecurring basis using significant unobservable inputs (Level 3). These assets were primarily valued using an income approach based on the discounted cash flows associated with the underlying assets. The following table presents the nonrecurring losses recognized for the ninethree months ended September 30March 31 due to long-lived asset impairment and the fair value and asset classification of the related assets as of the impairment date:
2019 2018
2020
 
2019
Fair
Value

 
Total
Losses

 
Fair
Value

 
Total
Losses

Fair
Value

 
Total
Losses

 
Fair
Value

 
Total
Losses

Operating lease equipment
$10
 
($1) 
$45
 
($16)
Investments51
 (84) 
 (47)

$52

 

($21
)
 

$90

 

($33
)
Property, plant and equipment41
 (4) 

 

36

 
(5
)
 
43

 
(1
)
Acquired intangible assets3
 (17) 
 
Total
$105
 
($106) 
$45
 
($63)

$88

 

($26
)
 

$133

 

($34
)

Investments, Property, plant and equipment and Acquired intangible assets were primarily valued using an income approach based on the discounted cash flows associated with the underlying assets. The fair value of the impaired operating lease equipment 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.
For Level 3 assets that were measured at fair value on a nonrecurring basis during the nine months ended September 30, 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
Operating lease equipment$10Market approachAircraft value publications
$12- $20(1)
Median $16
Aircraft condition adjustments
($6) - $0(2)
Net ($6)
(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
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:
September 30, 2019
March 31, 2020
Carrying
Amount

Total Fair
Value

Level 1Level 2
Level 3
Carrying
Amount

Total Fair
Value

Level 1
Level 2

Level 3

Assets   
 
 
 
Notes receivable, net
$446

$451
 
$451
 

$452


$428

 

$428

 
Liabilities   
 
 
 
Debt, excluding capital lease obligations and commercial paper(21,432)(24,518) (24,480)
($38)
Debt, excluding commercial paper and capital lease obligations
(34,010
)
(32,796
)
 
(32,759
)

($37
)
December 31, 2018
December 31, 2019
Carrying
Amount

Total Fair
Value

Level 1Level 2
Level 3
Carrying
Amount

Total Fair
Value

Level 1
Level 2

Level 3

Assets   
 
 
 
Notes receivable, net
$730

$735
 
$735
 

$443


$444

 

$444

 
Liabilities   
 
 
 
Debt, excluding capital lease obligations and commercial paper(11,796)(12,746) (12,682)
($64)
(20,964
)
(23,119
)
 
(23,081
)

($38
)

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

25
Table of Contents

value at September 30, 2019March 31, 2020 and December 31, 2018.2019. 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 19 – – Legal 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. WeExcept 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 fullysubject to, and cooperating with, all ongoing governmental and regulatory investigations and inquiries relating to the accidents and the 737 MAX.MAX, including investigations by the U.S. Department of Justice and the Securities and Exchange Commission, the outcome of which may be material. We cannot reasonably estimate a range of loss, if any, not covered by available insurance that may result given the ongoingcurrent status of thesethe lawsuits, investigations, and inquiries.inquiries related to the 737 MAX.
Note 20 – – Segment and Revenue Information
Effective at the beginning of 2019, all revenues2020, certain programs were realigned between our Defense, Space & Security segment and costs associated with military derivative aircraft production are reported in the BDS segment. RevenuesUnallocated items, eliminations and costs associated with military derivative aircraft production were previously reported in the BCA and BDS segments.other. Business segment data for 2018 reflects2019 has been adjusted to reflect the realignment for military derivative aircraft, as well as the realignment of certain programs from BDS to BGS.realignment.
Our primary profitability measurements to review a segment’ssegment’s operating results are Earnings from operations and operating margins. We operate in 4 reportable segments: BCA, BDS, BGS, and BCC. All other activities fall within Unallocated items, eliminations and other. See page 76 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 Boeing customers.

26
Table of Contents

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.
BCA revenues by customer location consist of the following:
(Dollars in millions)Nine months ended September 30 Three months ended September 30
Three months ended March 31
2019 2018 2019 2018
2020
 
2019
Revenue from contracts with customers:       
 
 
 
Europe
$3,944
 
$7,189
 
$1,260
 
$1,882

$1,970

 

$1,661

China4,393
 9,433
 1,237
 4,677
Asia, other than China5,832
 5,966
 1,454
 1,886
Asia
1,159

 
3,174

Middle East2,926
 3,931
 1,121
 1,598
549

 
1,110

Other2,533
 3,598
 166
 1,098
311

 
1,538

Total non-U.S. revenues19,628
 30,117
 5,238
 11,141
3,989

 
7,483

United States10,591
 10,824
 3,004
 2,922
2,174

 
4,170

Estimated potential concessions and other considerations to 737 MAX customers, net(1)
(5,610) 

 

 

Estimated potential concessions and other considerations to 737 MAX customers, net
30

 


Total revenues from contracts with customers24,609
 40,941
 8,242
 14,063
6,193

 
11,653

Intersegment revenues eliminated on consolidation184
 27
 7
 8
12

 
169

Total segment revenues
$24,793
 
$40,968
 
$8,249
 
$14,071

$6,205

 

$11,822

       
 
 
 
Revenue recognized on fixed-price contracts100% 100% 100% 100%
100
%
 
100
%
       
 
 
 
Revenue recognized at a point in time100% 100% 100% 99%
100
%
 
100
%

(1)
Net of insurance recoveries
BDS revenues on contracts with customers, based on the customer's location, consist of the following:
(Dollars in millions)Nine months ended September 30 Three months ended September 30
Three months ended March 31
2019 2018 2019 2018
2020
 
2019
Revenue from contracts with customers:       
 
 
 
U.S. customers
$15,234
 
$14,586
 
$5,459
 
$5,381

$4,316

 

$4,883

Non U.S. customers(1)
5,031
 4,932
 1,583
 1,556
1,726

 
1,704

Total segment revenue from contracts with customers
$20,265
 
$19,518
 
$7,042
 
$6,937

$6,042

 

$6,587

       
 
 
 
Revenue recognized over time98% 98% 97% 98%
99
%
 
98
%
       
 
 
 
Revenue recognized on fixed-price contracts69% 69% 70% 70%
67
%
 
69
%
       
 
 
 
Revenue from the U.S. government(1)
89% 88% 90% 88%
89
%
 
88
%
(1) 
Includes revenues earned from foreign military sales through the U.S. government.


27
Table of Contents

BGS revenues consist of the following:
(Dollars in millions)Nine months ended September 30 Three months ended September 30
Three months ended March 31
2019 2018 2019 2018
2020
 
2019
Revenue from contracts with customers:       
 
 
 
Commercial
$7,621
 
$6,419
 
$2,510
 
$2,167

$2,523

 

$2,585

Government6,075
 5,584
 2,101
 1,882
2,033

 
1,997

Total revenues from contracts with customers13,696
 12,003
 4,611
 4,049
4,556

 
4,582

Intersegment revenues eliminated on consolidation124
 145
 47
 52
72

 
37

Total segment revenues
$13,820
 
$12,148
 
$4,658
 
$4,101

$4,628

 

$4,619

       
 
 
 
Revenue recognized at a point in time56% 52% 54% 52%
55
%
 
57
%
       
 
 
 
Revenue recognized on fixed-price contracts89% 88% 90% 85%
89
%
 
89
%
       
 
 
 
Revenue from the U.S. government(1)
33% 32% 35% 32%
35
%
 
33
%
(1) 
Includes revenues earned from foreign military sales through the U.S. government.
Backlog
Our 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 September 30, 2019March 31, 2020 was $470,225.$438,594. We expect approximately 26%30% to be converted to revenue through 20202021 and approximately 72% through 2023,2024, with the remainder thereafter. The future periods when backlog is expected to convert to revenue could be impacted if the timing of aircraft deliveries is adjusted due to COVID-19 impacts.


28
Table of Contents

Unallocated Items, Eliminations and other
Unallocated items, eliminations and other include common internal services that support Boeing’sBoeing’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. Components of Unallocated items, eliminations and other are shown in the following table.
Nine months ended September 30 Three months ended September 30
Three months ended March 31

2019
 2018
 2019
 2018
2020

 
2019

Share-based plans
($57) 
($60) 
($21) 
($24)

($18
)
 

($14
)
Deferred compensation(154) (112) (25) (56)
193

 
(102
)
Amortization of previously capitalized interest(68) (67) (23) (19)
(23
)
 
(24
)
Research and development expense, net(270) (69) (97) (50)
(54
)
 
(78
)
Customer financing impairment(250) 

 

 



 
(250
)
Litigation(109) (148) 


 


Eliminations and other unallocated items(819) (737) (356) (322)
(271
)
 
(244
)
Unallocated items, eliminations and other
($1,727) 
($1,193) 
($522) 
($471)

($173
)
 

($712
)
       
 
 
 
Pension FAS/CAS service cost adjustment
$823
 
$780
 
$274
 
$260

$255

 

$274

Postretirement FAS/CAS service cost adjustment270
 239
 90
 77
92

 
90

FAS/CAS service cost adjustment
$1,093
 
$1,019
 
$364
 
$337

$347

 

$364


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
Assets
Segment assets are summarized in the table below:
September 30
2019
 December 31
2018
March 31
2020

 
December 31
2019

Commercial Airplanes
$74,994
 
$64,788

$76,898

 

$73,995

Defense, Space & Security19,431
 19,594
Defense, Space & Security
15,789

 
15,757

Global Services18,696
 17,921
19,043

 
18,605

Boeing Capital2,246
 2,809
2,228

 
2,269

Unallocated items, eliminations and other17,231
 12,247
29,117

 
22,999

Total
$132,598
 
$117,359

$143,075

 

$133,625


Assets included in Unallocated items, eliminations and other primarily consist of Cash and cash equivalents, Short-term and other investments, Deferred tax assets, capitalized interest and assets heldmanaged centrally as well ason behalf of the four principle business segments and intercompany eliminations.


29
Table of Contents

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”“Company”) as of September 30, 2019,March 31, 2020, the related condensed consolidated statements of operations, comprehensive income, cash flows, and equity for the three-month and nine-month periods ended September 30, 2019 and 2018, and of cash flows for the ninethree months ended September 30, 2019March 31, 2020 and 2018,2019, 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) (PCAOB), the consolidated statement of financial position of the Company as of December 31, 2018,2019, and the related consolidated statements of operations, comprehensive income, cash flows, and equity for the year then ended (not presented herein); and in our report dated February 8, 2019,January 31, 2020, we expressed an unqualified opinion on those consolidated financial statements and included an explanatory paragraph related to the Company’s change in method of accounting for revenue from contracts with customers.statements. In our opinion, the information set forth in the accompanying condensed consolidated statement of financial position as of December 31, 2018,2019, 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.


/s/ Deloitte && Touche LLP

Chicago, Illinois
April 29, 2020

Chicago, Illinois
30
October 23, 2019Table of Contents


FORWARD-LOOKING STATEMENTS
This report contains “forward-looking statements”“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”“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 government actions, including with respect to our operations and access to suppliers, our liquidity and access to funding, the health of our customers and suppliers, and future demand for our products and services;
 
 
(2)
the 737 MAX, including the timing and conditions surrounding return to service of the 737 MAX fleet;regulatory approvals, delays in the resumption of production, lower than planned production rates and/or delivery rates, and increased considerations to customers and suppliers;
 
 
(2)
(3)
general conditions in the economy and our industry, including those due to regulatory changes;
 
 
(3)
(4)
our reliance on our commercial airline customers;
 
 
(4)
(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;
 
 
(5)
(6)
changing budget and appropriation levels and acquisition priorities of the U.S. government;
 
 
(6)
(7)
our dependence on U.S. government contracts;
 
 
(7)
(8)
our reliance on fixed-price contracts;
 
 
(8)
(9)
our reliance on cost-type contracts;
 
 
(9)
(10)
uncertainties concerning contracts that include in-orbit incentive payments;
 
 
(10)
(11)
our dependence on our subcontractors and suppliers as well as the availability of raw materials;
 
 
(11)
(12)
changes in accounting estimates;
 
 
(12)
(13)
changes in the competitive landscape in our markets;
 
 
(13)
(14)
our non-U.S. operations, including sales to non-U.S. customers;
 
 
(14)
(15)
threats to the security of our or our customers' information;
 
 
(15)
(16)
potential adverse developments in new or pending litigation and/or government investigations;
 
 
(16)
(17)
customer and aircraft concentration in our customer financing portfolio;
 
 
(17)
(18)
changes in our ability to obtain debt on commercially reasonable terms and at competitive rates;

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Table of Contents

(18)
(19)
realizing the anticipated benefits of mergers, acquisitions, joint ventures, strategic alliances or divestitures;

 
 
(19)
(20)
the adequacy of our insurance coverage to cover significant risk exposures;
 
 
(20)
(21)
potential business disruptions, including those related to physical security threats, information technology or cyber attacks, epidemics, sanctions or natural disasters;
 
 
(21)
(22)
work stoppages or other labor disruptions;
 
 
(22)
(23)
substantial pension and other postretirement benefit obligations; and
 
 
(23)
(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.
 
 
 
 
 
 


32
Table of Contents

Item 2. Management’sManagement’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 coupled with the ongoing grounding of the 737 MAX airplane is having a significant adverse impact on our business and is expected to significantly reduce revenue, earnings and operating cash flow in future quarters. It is also having a significant impact on our liquidity - see Liquidity Matters in Note 1 to our Condensed Consolidated Financial Statements.
The aerospace industry is facing an unprecedented shock to demand for air travel which creates a tremendous challenge for our customers, our business and the entire aerospace manufacturing and services sector. The latest IATA forecast projects full-year passenger traffic to be down 48% this year compared to 2019 as global economic activity slows down due to COVID-19 and governments severely restrict travel to contain the spread of the virus.
Our customers are taking actions to adjust to these new market realities and preserve liquidity. This comes in many forms such as deferrals of advance payments, deferrals of deliveries, reduced spending on services, and, in some cases, cancellations. 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. It could also affect the financial viability of some airlines.
While the long term outlook for the aerospace industry remains positive due the fundamental drivers of air travel demand, we currently expect it will take 2-3 years for travel to return to 2019 levels and 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 decided to reduce the production rates of several of our Commercial Airplanes (BCA) programs. These rate decisions are based on our current assessment of the demand environment. 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. We will closely monitor the key factors that affect backlog and future demand including customers’ evolving fleet plans, the widebody replacement cycle and the cargo market. We will maintain a disciplined rate management process, and make adjustments as appropriate in the future.
At Global Services (BGS), we are seeing a direct impact on our commercial supply chain business as fewer flights 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 commercial airplanes, 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. Despite some near-term production impacts associated with our temporary suspension of operations at various locations, our portfolio of programs and technologies remains well aligned to our customers’ missions and well positioned to address their current needs.
In March and April of 2020, we temporarily suspended operations at multiple locations including the Puget Sound area, South Carolina and Philadelphia. Operations in Puget Sound and Philadelphia resumed during the week of April 20, while operations in South Carolina are scheduled to resume beginning on May 3. For operations that remain open, we have implemented procedures to promote employee safety including more frequent and enhanced cleaning and adjusted schedules and work flows to support physical distancing. These actions will 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 have large numbers of employees working from home. These measures and disruptions have reduced

33
Table of Contents

overall productivity and adversely impacted our financial position, results of operations, and cash flows in the first quarter of 2020. We expect further adverse impacts in future quarters.
Earnings From Operations and Core Operating Earnings (Non-GAAP) The following table summarizes key indicators of consolidated results of operations:
(Dollars in millions, except per share data)Nine months ended September 30Three months ended September 30
Three months ended March 31

2019
 2018
2019
 2018
2020

 
2019

Revenues
$58,648
 
$72,786

$19,980
 
$25,146

$16,908

 

$22,917

     
 
 
 
GAAP     
 
 
 
Earnings from operations
$229
 
$7,812

$1,259
 
$2,227
(Loss)/earnings from operations

($1,353
)
 

$2,350

Operating margins0.4 % 10.7%6.3% 8.9 %
(8.0
)%
 
10.3
%
Effective income tax rate(350.6)% 6.9%0.8% (10.8)%
57.4
 %
 
7.9
%
Net earnings
$374
 
$7,036

$1,167
 
$2,363
Diluted earnings per share
$0.66
 
$11.95

$2.05
 
$4.07
Net (loss)/earnings attributable to Boeing Shareholders

($628
)


$2,149

Diluted (loss)/earnings per share

($1.11
)
 

$3.75

     
 
 
 
Non-GAAP (1)
     
 
 
 
Core operating (loss)/earnings
($864) 
$6,793

$895
 
$1,890

($1,700
)
 

$1,986

Core operating margins(1.5%) 9.3%4.5% 7.5%
(10.1
%)
 
8.7
%
Core (loss)/earnings per share
($1.13) 
$10.55

$1.45
 
$3.58

($1.70
)
 

$3.16

(1) 
These measures exclude certain components of pension and other postretirement benefit expense. See page 5348 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)Nine months ended September 30Three months ended September 30
Three months ended March 31

2019
 2018
2019
 2018
2020

 
2019

Commercial Airplanes
$24,793
 
$40,968

$8,249
 
$14,071

$6,205

 

$11,822

Defense, Space & Security20,265
 19,518
7,042
 6,937
Defense, Space & Security
6,042

 
6,587

Global Services13,820
 12,148
4,658
 4,101
4,628

 
4,619

Boeing Capital207
 214
66
 77
65

 
66

Unallocated items, eliminations and other(437) (62)(35) (40)
(32
)
 
(177
)
Total
$58,648
 
$72,786

$19,980
 
$25,146

$16,908

 

$22,917

Revenues for the ninethree months ended September 30, 2019 March 31, 2020decreased by $14,138$6,009 million compared with the same period in 2018. Commercial Airplanes (2019 due to lower revenues at BCA and BDS. Revenues for each of our segments have been adversely impacted by COVID-19. BCA) revenues decreased by $16,175$5,617 million driven by lower deliveries and a revenue reduction of $5,610 million that was recorded in the second quarter of 2019 related to estimated potential concessions and other considerations to customers for disruptions and associated delivery delays relateddue to the 737 MAX grounding. Defense, Space & Security ( as well as the impacts of COVID-19. BDS) revenuesdecreased by increased by $747$545 million primarily due to higher revenues from satellites, weapons, derivative aircraft, and early warning aircraft, partially offset by lower revenuethe unfavorable impact of cumulative contract catch-up adjustments for fighters and C-17. Global Services (BGS) revenues increased by $1,672 million primarily due to the acquisition of KLX, Inc. in the fourth quarter of 2018 and international government services revenue.KC-46A Tanker. The changes in Unallocated items, eliminations and other primarily reflect the timing of eliminations for intercompany aircraft deliveries.

Revenues for We expect the three months ended September 30, 2019 decreased by $5,166 million compared withimpacts of the same periodCOVID-19 pandemic to continue to significantly impact revenues in 2018. BCA revenues decreased by $5,822 million primarily due to lower deliveries resulting fromfuture quarters until the 737 MAX grounding. BDS revenuesincreased by $105 million primarily due to higher revenues from satellites, weapons, and T-7A Red Hawk, partially offset by lower revenues for the F-15 program. BGS revenues increased by $557 million, primarily due to the acquisition of KLX, Inc. in the fourth quarter of 2018 and international government services revenue.commercial airline industry recovers.

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Table of Contents

Earnings From Operations
The following table summarizes Earnings from operations:
(Dollars in millions)Nine months ended September 30 Three months ended September 30
Three months ended March 31

2019
 2018
 2019
 2018
2020

 
2019

Commercial Airplanes
($3,813) 
$5,230
 
($40) 
$2,033

($2,068
)
 

$1,173

Defense, Space & Security2,577
 886
 755
 (247)
Defense, Space & Security
(191
)
 
852

Global Services2,013
 1,799
 673
 548
708

 
653

Boeing Capital86
 71
 29
 27
24

 
20

Segment operating profit863
 7,986
 1,417
 2,361
Segment operating (loss)/profit
(1,527
)
 
2,698

Pension FAS/CAS service cost adjustment823
 780
 274
 260
255

 
274

Postretirement FAS/CAS service cost adjustment270
 239
 90
 77
92

 
90

Unallocated Items, Eliminations and Other(1,727) (1,193) (522) (471)
Earnings from operations (GAAP)
$229
 
$7,812
 
$1,259
 
$2,227
Unallocated items, eliminations and other
(173
)
 
(712
)
Loss/earnings from operations (GAAP)

($1,353
)
 

$2,350

FAS/CAS service cost adjustment *(1,093) (1,019) (364) (337)
(347
)
 
(364
)
Core operating (loss)/earnings (Non-GAAP) **
($864) 
$6,793
 
$895
 
$1,890

($1,700
)
 

$1,986

*
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)/earnings is a Non-GAAP measure that excludes the FAS/CAS service cost adjustment. See page 53.48.
EarningsLoss from operations for the ninethree months ended September 30, 2019 decreased by $7,583March 31, 2020 was $1,353 million compared with the same period in 2018,earnings from operations of $2,350 million. The decrease of $3,703 million is primarily due to lower earnings at BCA and a customer financing impairmentBDS. Earnings for each of $250 million that was recorded in Unallocated Items, Eliminations and Other. The decrease was partially offsetour segments have been adversely impacted by higher earnings at BDS and BGS.COVID-19. BCA earnings from operations decreased by $9,043$3,241 million primarily due to the earnings charge forlower deliveries resulting from the 737 MAX grounding of $5,610 million and lower 737wide-body deliveries partially offset by higher 787 margins. BDS earningsresulting from operations increased by $1,691 million, primarily dueCOVID-19 impacts as compared tolower charges on development programs. During the third quarter of 2018, upon contract award, we recorded charges of $400 million associated with anticipated losses on the T-7A Red Hawk and $291 million on the MQ-25. During the nine months ended September 30, 2018, BDS recorded reach-forward losses of $674 million related to the KC-46A Tanker program. BGS earnings from operations increased by $214 million primarily due to higher revenues.
Earnings from operations for the three months ended September 30, 2019 decreased by $968 million compared with the same period in 2019. We incurred period expense of $797 million of abnormal production costs from the temporary suspension of 737 MAX production, $137 million of abnormal production costs from the temporary suspension of Puget Sound production in response to COVID-19, and a $336 million charge related to 737NG frame fitting component repair costs. Lower 787 margins reflecting a reduction in the accounting quantity and lower production rates also contributed to lower earnings. BDS 2018,decreased by $1,043 million, primarily due to lower earnings at BCA, partially offset by higher earnings at BDS and BGS. BCA's earnings from operations decreased $2,073 million primarily due to lower 737 deliveries, partially offset by higher 787 margins. BDS earnings from operations increased by $1,002 million, compared with the same period in 2018 primarily due to chargesa charge on the T-7A Red Hawk, MQ-25, and KC-46A Tanker programs recordedof $827 million and a charge on VC-25B of $168 million. For discussion regarding BDS Fixed-Price Development Contracts see Note 11 to our Condensed Consolidated Financial Statements. We expect the impacts of the COVID-19 pandemic to continue to reduce earnings in future quarters until the third quarter of 2018. BGS earnings from operations increased by $125 million primarily due to higher revenues and improved performance and mix.commercial airline industry recovers.
Core operating earnings for the nine and three months ended September 30, 2019 March 31, 2020decreased by $7,657$3,686 million and $995 million compared with the same periods in 20182019 primarily due to lower earningslosses from operations at BCA partially offset by higher earnings atand BDS and BGS.as described above.


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Unallocated Items, Eliminations and Other The most significant items included in Unallocated items, eliminations and other are shown in the following table:
(Dollars in millions)Nine months ended September 30 Three months ended September 30
Three months ended March 31

2019
 2018
 2019
 2018
2020

 
2019

Share-based plans
($57) 
($60) 
($21) 
($24)

($18
)
 

($14
)
Deferred compensation(154) (112) (25) (56)
193

 
(102
)
Amortization of previously capitalized interest(68) (67) (23) (19)
(23
)
 
(24
)
Research and development expense, net(270) (69) (97) (50)
(54
)
 
(78
)
Customer financing impairment(250) 

 

 



 
(250
)
Litigation(109) (148) 

 

Eliminations and other unallocated items(819) (737) (356) (322)
(271
)
 
(244
)
Unallocated items, eliminations and other
($1,727) 
($1,193) 
($522) 
($471)

($173
)
 

($712
)
The deferredDeferred compensation expense increaseddecreased by $42$295 million for the ninethree months ended September 30, 2019March 31, 2020 compared with the same period in 20182019 primarily driven by changes in our stock price and broad market conditions.
Research and development expense increaseddecreased by $201$24 million and $47 million for the nine and three months ended September 30, 2019March 31, 2020 compared with the same periods in 20182019 primarily due to enterprise investments in new products and technologies.reduced spending by Boeing NeXt product development.
During the first quarter of 2019, we recorded a $250$250 million charge related to the impairment of lease incentives with one customer that is currently experiencingexperienced liquidity issues.
During the second quarter of 2019, we recorded a charge of $109 million related to ongoing litigation associated with recoverable costs on U.S. government contracts. In the second quarter of 2018, we recorded a charge of $148 million related to the outcome of the Spirit litigation.
A portion of service cost is recognized in Earnings from operations in the period incurred and the remainder is included in inventory at the end of the reporting period and recorded in Earnings from operations in subsequent periods.

Net periodic pension benefit costs included in Earnings from operations were as follows:
(Dollars in millions)Nine months ended September 30 Three months ended September 30
Three months ended March 31
Pension Plans2019
 2018
 2019
 2018
2020

 
2019

Allocated to business segments
($1,057) 
($1,017) 
($350) 
($339)

($255
)
 

($352
)
Pension FAS/CAS service cost adjustment823
 780
 274
 260
255

 
274

Net periodic benefit cost included in Earnings from operations
($234) 
($237) 
($76) 
($79)
Net periodic benefit cost included in (Loss)/earnings from operations

$0

 

($78
)
The pension FAS/CAS service cost adjustment recognized in earnings in 20192020 is largely consistent with the same periods in the prior year. The decrease in net periodic benefit costs included in Earnings(Loss)/earnings from operations in 2019 is largely consistent with2020 was primarily due to lower service costs reflecting the same periods in the prior year.transition of employees to defined contribution retirement savings plans.
For discussion related to Postretirement Plans, see Note 14 to our Condensed Consolidated Financial Statements.


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Other Earnings Items 
(Dollars in millions)Nine months ended September 30Three months ended September 30

2019
 2018
2019
 2018
Earnings from operations
$229
 
$7,812

$1,259
 
$2,227
Other income334
 63
121
 12
Interest and debt expense(480) (317)(203) (106)
Earnings from operations83
 7,558
1,177
 2,133
Income tax benefit/(expense)291
 (522)(10) 230
Net earnings from continuing operations
$374
 
$7,036

$1,167
 
$2,363
(Dollars in millions)
Three months ended March 31

2020

 
2019

(Loss)/earnings from operations

($1,353
)
 

$2,350

Other income, net
112

 
106

Interest and debt expense
(262
)
 
(123
)
(Loss)/earnings before income taxes
(1,503
)
 
2,333

Income tax benefit/(expense)
862

 
(184
)
Net (loss)/earnings from continuing operations
(641
)
 
2,149

Less: Net loss attributable to noncontrolling interest
(13
)
 


Net (loss)/earnings attributable to Boeing Shareholders

($628
)
 

$2,149

Other income, net increased by $271$6 million and $109 million during the nine and three months ended September 30, 2019,March 31, 2020, primarily due to lower non-operating pensionpostretirement expense. Non-operating pensionpostretirement expense was a benefit of $280$13 million and $93 million during the nine and three months ended September 30, 2019March 31, 2020 compared with $98$27 million and $50 million during the same periodsperiod in 2018. The benefits in 2019 reflect lower amortization of actuarial losses driven by higher discount rates. This is partially offset by higher interest costs and lower expected returns, as a result of the lower value of plan assets at December 31, 2018 compared to 2017..
Higher interest and debt expense for the nine and three months ended September 30, 2019March 31, 2020 is a result of higher debt balances.
For discussion related to Income Taxes, see Note 45 to our Condensed Consolidated Financial Statements.
Total Costs and Expenses (“(“Cost of Sales”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)Nine months ended September 30Three months ended September 30
Three months ended March 31

2019
 2018
Change
2019
 2018
Change
2020

 
2019

Change

Cost of sales
$53,385
 
$59,400

($6,015)
$16,930
 
$21,040

($4,110)

$16,768

 

$18,645


($1,877
)
Cost of sales as a % of Revenues91.0% 81.6%9.4%84.7% 83.7%1.0%
99.2
%
 
81.4
%
17.8
%
Cost of sales for the nine and three months ended September 30, 2019March 31, 2020 decreased by $6,015$1,877 million, or 10% and by $4,110 million, or 20% compared with the same periodsperiod in 2018,2019, primarily due to lower revenue and lowerhigher reach-forward losses. Cost of sales as a percentage of Revenues increased in 2019 resulting from the reduction in revenue2020 due to the impacts of the 737 MAX grounding.grounding and COVID-19.


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Research and Development The following table summarizes our Research and development expense:
(Dollars in millions)Nine months ended September 30Three months ended September 30
Three months ended March 31

2019
 2018
2019
 2018
2020

 
2019

Commercial Airplanes
$1,529
 
$1,616

$467
 
$517

$425

 

$564

Defense, Space & Security569
 613
185
 211
Defense, Space & Security
163

 
184

Global Services102
 119
29
 48
30

 
40

Other270
 69
97
 50
54

 
78

Total
$2,470
 
$2,417

$778
 
$826

$672

 

$866

Research and development expense increaseddecreased by $53$194 million during the ninethree months ended September 30, 2019March 31, 2020 compared to the prior period in 2018, primarily due to enterprise and BCA investments in product development, partially offset by lower 777X and 737 MAX spending. Research and development expense decreased by $48 million during the three months ended September 30, 2019, compared to the prior period in 2018, primarily due to lower spending on 777X and 737 MAX, partially offset by higher enterprise and BCA investments in product development.777X.
Backlog
(Dollars in millions)September 30
2019
 December 31
2018
March 31
2020

 
December 31
2019

Commercial Airplanes
$387,397
 
$408,140

$351,778

 

$376,593

Defense, Space & Security61,740
 61,277
Defense, Space & Security
63,578

 
63,691

Global Services21,088
 21,064
22,747

 
22,902

Unallocated items, eliminations and other
491

 
217

Total Backlog
$470,225
 
$490,481

$438,594

 

$463,403

   
 
 
 
Contractual backlog
$444,711
 
$462,070

$414,165

 

$436,473

Unobligated backlog25,514
 28,411
24,429

 
26,930

Total Backlog
$470,225
 
$490,481

$438,594

 

$463,403

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 decrease during the ninethree months ended September 30, 2019March 31, 2020 was primarily due to aircraft order cancellations, a reduction of backlog for orders from customers experiencing liquidity issues, and changes in projected price escalation at our BCA deliveries in excesssegment. We are experiencing fewer new 737 MAX orders than we were receiving prior to the grounding. If 737 MAX aircraft remain grounded for an extended period of time, 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 reduction in backlog related to orders from a customer experiencing liquidity issues, partially offset by BDS current year contract awards in excess of revenue recognized on contracts awarded in prior years.result the COVID-19 pandemic.
Unobligated backlog includes U.S. and non-U.S. government definitive contracts for which funding has not been authorized. The decrease during the ninethree months ended September 30, 2019March 31, 2020 was primarily due to reclassifications to contractual backlog related to BGS and BDS contracts.
Export-Import Bank of the United States Additional ConsiderationsMany of our non-U.S. customers finance purchases through the Export-Import Bank of the United States. Following the expiration of the bank’s charter on June 30, 2015, the bank’s charter was reauthorized in December 2015. However, from the time of that reauthorization until May 8, 2019, when the U.S. Senate confirmed members sufficient to constitute a quorum of the bank’s board of directors, the bank was not able to approve any transaction totaling more than $10 million. The bank is authorized through November 21, 2019.
If the bank's charter is not reauthorized on a timely basis, or if the bank’s future funding authority is insufficient to meet our customers’ needs, we may fund additional commitments and/or enter into new financing arrangements with customers. Certain of our non-U.S. customers also may seek to delay purchases if they cannot obtain financing at reasonable costs, and there may be further impacts with respect to future sales campaigns involving non-U.S. customers.

Global TradeThe global economy is currently experiencing significant adverse impacts due to the COVID-19 pandemic, including a decline in overall trade. There is a great deal of uncertainty regarding the duration, scale, and localization of these impacts to the global economy and potential government responses to mitigate economic impacts. We are closely monitoring the current and potential future economic impacts of COVID-19 to the global economy, the aerospace sector, and our Company.
In addition, we continually monitor the global trade environment for changes in tariffs, trade agreements, sanctions or other potential geopolitical economic developments that may impact the Company.
Beginning in June 2018, the U.S. Government began imposinghas 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,

38
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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. Passage of the U.S./Mexico/Canada Free Trade Agreement (USMCA) will also result in lower tariffs. We continue to monitor this agreement and the potential for any extra costs that may result from the remaining global tariffs.
In JulySince 2018, the U.S. and China began imposingimposed tariffs on approximately $34 billion of each other's exports. Certain aircraft parts and components that Boeing procures are subject to these tariffs. Subsequently, the U.S. imposed tariffs on an additional $216 billion in Chinese goods, and China imposed tariffs on an additional $76 billion worth of U.S goods. The U.S. and China Phase I agreement in January 2020 is a positive development for overall trade with China. Negotiations to resolve theremaining trade dispute are currently ongoing.issues continue.
The continuedOverall global trade tension hastensions and increased market uncertainty have resulted in market uncertainties and fewer orders than anticipated for our commercial aircraft. In the third quarter of 2019, we decided to reduce the production rate on the 787 program for approximately two years beginning in late 2020. We continue to monitor the potential for additional disruption and adverse revenue and/or cost impacts that may result from global trade tension including, the potential imposition of further tariffs, or other future geopolitical economic developments.
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.
Segment Results of Operations and Financial Condition
Commercial Airplanes
Business Environment and Trends
Airline Industry Environment
Our updated 20-year forecast, published in June 2019, projects a long-term average growth rateSee Overview to Management’s Discussion and Analysis of 4.6% per year for passenger trafficFinancial Condition and 4.2% for cargo traffic. Based on long-term global economic growth projections of 2.7% average annual GDP growth, we project a $6.8 trillion market for 44,040 new airplanes over the next 20 years.
Results of Operations for a discussion of the impacts of COVID-19 on the airline industry environment.
Segment Results of Operations and Financial Condition
Commercial Airplanes
Results of Operations
(Dollars in millions)Nine months ended September 30Three months ended September 30
Three months ended March 31

2019 20182019 2018
2020
 
2019
Revenues
$24,793
 
$40,968

$8,249


$14,071

$6,205

 

$11,822

(Loss)/Earnings from operations
($3,813) 
$5,230

($40)

$2,033
(Loss)/earnings from operations

($2,068
)
 

$1,173

Operating margins(15.4)% 12.8%(0.5)% 14.4%
(33.3
)%
 
9.9
%
Revenues
Revenues for the ninethree months ended September 30, 2019March 31, 2020 decreased by $16,175$5,617 million compared with the same period in 2018 driven by2019 due to lower deliveries and a revenue reduction of $5,610 million that was recorded in the second quarter of 2019 related to estimated potential concessions and other considerations to customers for disruptions and associated delivery delays related to driven by the 737 MAX grounding.
Revenues for the three months ended September 30, 2019 decreased by $5,822 million compared with the same period in 2018 driven by lower deliveries due to the 737 MAX grounding. as well as impacts of COVID-19. The 737 MAX grounding will continue to have a significant impact on future revenues until deliveries resume.resume, and COVID-19 will continue to have a significant impact on future revenues until the commercial airline industry recovers.


39
Table of Contents

Commercial airplane deliveries, including intercompany deliveries, were as follows:

737
*747
 767
*777
†787
 Total
Deliveries during the first nine months of 2019118
(15)5

32
(18)33
(1)113
 301
Deliveries during the first nine months of 2018407
(14)5

13
 37
 106
 568
Deliveries during the third quarter of 20195
(5)1

10
(4)11
 35
 62
Deliveries during the third quarter of 2018138
(4)2

4
 12
 34
 190
Cumulative deliveries as of 9/30/20197,430
 1,553
 1,165
 1,615
 894
 
Cumulative deliveries as of 12/31/20187,312
 1,548
 1,133
 1,582
 781
 

737

*
747

 
767

*
777

†
787

 
Total

Deliveries during the first three months of 2020
5

(3)



10

(5)
6


29

 
50

Deliveries during the first three months of 2019
89

(4)
2


12

(8)
10

(1)
36

 
149

Cumulative deliveries as of 3/31/2020
7,444

 
1,555

 
1,186

 
1,633

 
968

 

Cumulative deliveries as of 12/31/2019
7,439

 
1,555

 
1,176

 
1,627

 
939

 

* Intercompany deliveries identified by parentheses
†† Aircraft accounted for as revenues by BCA and as operating leases in consolidation identified by parentheses.
Loss/Earnings From Operations
Loss from operations for the nine months ended September 30, 2019 was $3,813 million compared with earnings from operations of $5,230 million in the same period in 2018. This decrease of $9,043 million is primarily due to the earnings charge for the 737 MAX grounding of $5,610 million and lower 737 deliveries, partially offset by higher 787 margins.
Loss from operations for the three months ended September 30, 2019March 31, 2020 was $40$2,068 million compared with earnings from operations of $2,033$1,173 million in the same period in 2018. This2019. The decrease of $2,073$3,241 million is primarily due to lower deliveries resulting from the 737 MAX grounding and lower wide-body deliveries partially offset by higherresulting from COVID-19. Deliveries for three months ended March 31, 2020 were lower for 737 MAX aircraft as well as for wide-body aircraft as compared to the same period in 2019. We incurred period expense of $797 million of abnormal production costs from the temporary suspension of 737 MAX production, $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 787 margins. reflecting a reduction in the accounting quantity and lower production rates also contributed to lower earnings. The 737 MAX grounding and COVID-19 will continue to adverselyhave a significant adverse impact on future earnings and margins until 737 MAX and wide-body deliveries resume.resume and the commercial airline industry recovers.
Backlog
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 BCCBoeing Capital (BCC) orders. A number of our customers may have contractual remedies, that may be implicated by program delays.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 decreased from $408,140$376,593 million as of December 31, 20182019 to $387,397$351,778 million at September 30, 2019March 31, 2020 primarily due to deliveries in excess of new orders andaircraft order cancellations, a reduction inof backlog related tofor orders from a customercustomers experiencing liquidity issues. While the 737 MAX grounding has not resultedissues, and changes in significant order cancellations, weprojected price escalation. We are experiencing fewer new 737 MAX orders than we were receiving prior to the grounding. If 737 MAX aircraft remain grounded for an extended period of time, 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 the COVID-19 pandemic.


40
Table of Contents

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.
Program 
Program
 
As of 9/30/2019737

747*
 767
 777
†777X
 787
†
As of 3/31/2020
737


747*

 
767

 
777

†
777X

 
787

†
Program accounting quantities10,400
 1,574
 1,195
 1,690
 **
 1,600
 
10,000

 
1,574

 
1,195

 
1,690

 
**

 
1,500

 
Undelivered units under firm orders4,406

19

105
 85
(1)344
 529
(31)
4,079


13


86

 
47


309

 
515

(28)
Cumulative firm orders11,836

1,572
 1,270
 1,700
 344
 1,423
 
11,523


1,568

 
1,272

 
1,680

 
309

 
1,483

 
            
 
 
 
 
 
 
 
 
 
 
 
 
As of 12/31/2018737
†747
 767
 777
†777X
 787
†
As of 12/31/2019
737

†
747

 
767

 
777

†
777X

 
787

†
Program accounting quantities10,400
 1,574
 1,195
 1,680
 **
 1,600
 
10,400

 
1,574

 
1,195

 
1,690

 
**

 
1,600

 
Undelivered units under firm orders4,708
(75)24
 111
 100
(2)326
 604
(30)
4,398


17

 
94

 
68


309

 
520

(29)
Cumulative firm orders12,020
 1,572
 1,244
 1,682
 326
 1,385
 
11,837

 
1,572

 
1,270

 
1,695

 
309

 
1,459

 
†
†
Aircraft ordered by BCC are identified in parentheses
*
At September 30, 2019,March 31, 2020, the 747 accounting quantity includes one already completed aircraft that has not been sold and is being remarketed.
**
The accounting quantity for the 777X will be determined in the year of first airplane delivery.
Program Highlights
737 Program We reduced the program accounting quantity from 10,400 at December 31, 2019 to 10,000 at March 31, 2020. This reflects a slower than previously planned production rate ramp-up caused by commercial airline industry uncertainty due to the impact of COVID-19. See thefurther discussion of the 737 MAX Grounding and 737NG Structure (Pickle Fork)Product Warranties in Note 11 and 19 to our Condensed Consolidated Financial Statements.
747 Program We are currently producing at a rate of 0.5 aircraft per month. We continue to evaluate the viability of the 747 program. We believe that a decision to endending production of the 747 at the end of the current accounting quantity would 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 767 derivative to support the KC-46A tanker program. We are currently producing at a rate of 2.53 aircraft per month and plan to increase to 3 per month in 2020.month.
777 Program The accounting quantity for the 777 program increased by 10 units during the three months ended June 30, 2019 due to the program’s normal progress of obtaining additional orders and delivering airplanes. In 2013, we launched the 777X, which features a new composite wing, new engines and folding wing-tips. We have experienced issues in engine design and development on the 777X and have delayed777X. The first flight to earlyof the 777X was completed on January 25, 2020, withand first delivery nowis targeted for early 2021. The 777 and 777X programs have a combined production rate of approximately 5 per month. We plan to produce more 777 models and fewer 777X models in the near term than previously planned. Wenow expect to deliver at an average rate of approximately 2.5 per month in 2020. Due to market uncertainties driven primarily by the impacts of COVID-19, we plan to reduce the combined production rate to 3 per month in 2020.2021. The 777X will have a separate program accounting quantity, which will be determined in the year of first airplane delivery.
787 Program At the endWe are currently producing at rate of the first quarter of 2019, we increased the production rate from 12 per month to 14 per month. We delivered the first 787-10 in March 2018. Continued global trade tension has resulted in market uncertaintiesDue to customer and fewer orders than anticipated. During the third quarteroperational impacts of 2019, we decided to reduceCOVID-19, the 787 production rate to 12will be reduced from 14 per month to 10 per month in 2020 and gradually reduced to 7 per month by 2022. As a result of the planned production rate changes, we reduced the accounting quantity for approximately two years beginning in latethe 787 program by 100 units during the three months ended March 31, 2020.

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.

41
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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, involves increased risks associated with meeting development, production and certification schedules. 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, 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 Bipartisan Budget Act (BBA) of 2019 raised the Budget Control Act limits on federal discretionary defense and non-defense spending for fiscal years 2020 and 2021 (FY20 and FY21), reducing budget uncertainty and the risk of sequestration. Although overall funding levels have been agreed to, the timeliness ofThe consolidated appropriations acts for FY20, fundingenacted in December 2019, provided FY20 appropriations for government departments and agencies, including the United States Department of Defense (DoD)(U.S. DoD), the National Aeronautics and Space Administration (NASA) and the Federal Aviation Administration (FAA), remains a risk. Administration. In February 2020, the U.S. administration submitted its request for $740.5 billion in base national defense spending for FY21, congruent with the amended spending limit.
The Continuing Resolution (CR), enacted on September 27, 2019, continues federal funding at FY19 appropriations levels through November 21, 2019. Congress and the President must enact either full-year FY20 appropriations bills or an additional CR to fund government departmentsincluded 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 agencies beyond November 21, 2019 in order to prevent a future government shutdown.
A government shutdown may impact the Company's operations. For example, requirements to furlough employees in the U.S. DoD, the Department of Transportation or other government agencies could result in payment delays, impair our ability to perform work on existing contracts, and/or negatively impact future orders. Congress may fund FY20 by passing one or more CRs; however, this could restrict the execution of certain program activities and delay new programs or competitions.
ThereSpace Launch System. However, there continues to be uncertainty with respect to future program-level appropriations for the U.S. DoD and other government agencies, including NASA. 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.

Results of Operations
(Dollars in millions)Nine months ended September 30 Three months ended September 30
Three months ended March 31

2019
 2018
 2019
 2018
2020

 
2019

Revenues
$20,265
 
$19,518
 
$7,042
 
$6,937

$6,042

 

$6,587

Earnings from operations
$2,577
 
$886
 
$755
 
($247)
(Loss)/earnings from operations

($191
)
 

$852

Operating margins12.7% 4.5% 10.7% (3.6)%
(3.2
)%
 
12.9
%
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.

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Deliveries of units for new-build production aircraft, including remanufactures and modifications, were as follows:
Nine months ended September 30 Three months ended September 30
Three months ended March 31

2019 2018 2019 2018
2020
 
2019
F/A-18 Models16 10 6 5
5
 
7
F-15 Models7 8 2 3

 
4
C-17 Globemaster III1 
 1 
CH-47 Chinook (New)13 11 6 2
9
 
7
CH-47 Chinook (Renewed)16 14 7 6
1
 
4
AH-64 Apache (New)27 
 17 
2
 
6
AH-64 Apache (Remanufactured)56 12 21 6
14
 
22
P-8 Models14 10 6 2
3
 
3
KC-46 Tanker21 
 9 
5
 
7
C-40A2 
 2 
Total173 65 77 24
39
 
60
Revenues
BDS revenues for the ninethree months ended September 30, 2019 increasedMarch 31, 2020decreased by $747$545 million compared with the same period in 2018,2019, primarily due to higher revenues from satellites, weapons, derivative aircraft, and early warning aircraft, partially offset by lower revenue for fighters and C-17the. The favorable unfavorable impact of cumulative contract catch-up adjustments to revenue for the ninethree months ended September 30, 2019March 31, 2020, which was $230$530 millionhigher than the comparable period in the prior year, reflecting adjustments on the KC-46A Tanker as a result of the 2020 charge described below.
Loss/Earnings From Operations
Loss from operations for the three months ended March 31, 2020 was $191 million compared with earnings from operations of $852 million in the same period in 2019. This decrease of $1,043 million compared with the same period in 2019 is primarily due to a charge on the KC-46A Tanker of $827 million and a charge on VC-25B of $168 million. The KC-46A Tanker reach-forward loss reflects $551 million of costs associated with the agreement signed in April 2020 with the U.S. Air Force to develop and integrate a new Remote Vision System, and the remaining costs reflect productivity inefficiencies and COVID-19 related factory disruption. The reach-forward loss on VC-25B is associated with engineering inefficiencies from the COVID-19 environment. We believe these inefficiencies will result in staffing challenges, schedule inefficiencies and higher costs in the upcoming phases of the program. COVID-19 related factory disruptions and engineering and staffing challenges also impacted a number of other programs and reduced margin in the quarter. The reach-forward loss on the Commercial Crew program was unchanged during the first quarter. In April 2020, we recommended to NASA, and they concurred, that we refly the orbital uncrewed test mission. The mission is expected to occur later in 2020.
The unfavorable impact of cumulative contract catch-up adjustments for the three months ended March 31, 2020 was $944 million higher than the comparable period in the prior year, primarily reflecting decreased unfavorable adjustments on the KC-46A Tanker.reach-forward losses described above.
BDS revenuesloss from operations includes equity earnings of $37 million for the three months ended September 30, 2019 increased by $105 millionMarch 31, 2020 compared with the same period in 2018, primarily due to higher revenues from satellites, weapons, and T-7A Red Hawk, partially offset by lower revenues for the F-15 program$53 million. Net unfavorable cumulative contract catch-up adjustments to revenue for the three months ended September 30, 2019 was $70 million lower compared with the same period in 2018, reflecting decreased unfavorable adjustments on the KC-46A Tanker.

Earnings From Operations
BDS earnings from operations for the nine and three months ended September 30, 2019 increased by $1,691 million and $1,002 million compared with the same periods in 2018, primarily due to lower charges on development programs. During the third quarter of 2018, upon contract award, we recorded charges of $400 million associated with anticipated losses on the T-7A Red Hawk and $291 million on the MQ-25. During the nine and three months ended September 30, 2018, BDS recorded reach-forward losses of $674 million and $176 million related to the KC-46A Tanker program.
The favorable impact of cumulative contract catch-up adjustments for the nine months ended September 30, 2019 was $495 million higher than the comparable period in the prior year, reflecting decreased unfavorable adjustments on the KC-46A Tanker. Net unfavorable cumulative contract catch-up adjustments were lower by $160 million for the three months ended September 30, 2019 compared with the same period in 2018, reflecting decreased unfavorable adjustments on the KC-46A Tanker.
BDS earnings from operations include equity earnings of $125 million and $60 million for the nine and three months ended September 30, 2019 compared to $139 million and $48 million for the same periods in 2018, primarily reflecting earnings on our ULAUnited Launch Alliance joint venture.
Backlog
Total backlog increasedof $63,578 million at March 31, 2020 was largely unchanged from $61,277 million at December 31, 2018 to $61,740 million at September 30, 2019 primarily due to current year contract awards including F/A-18 fighters, P-8A Poseidon, KC-46A Tanker, and E-7 Airborne Early Warning & Control, partially offset by revenue recognized on contracts awarded in prior years.2019.

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Additional Considerations
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 priced proposals for new programs. Examples of significant fixed-price development programs include Commercial Crew, USAF KC-46A Tanker, T-7A Red Hawk, (formerly T-X Trainer), VC-25B, Presidential Aircraft, MQ-25, 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. In the third quarter of 2018, we were awarded contracts to develop the T-7A Red Hawk aircraft with complementary devices and the MQ-25. We recorded orders of $1,618 million and recognized losses of $691 million associated with these contracts. 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
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. The KC-46A Tanker is a derivative of our 767 commercial aircraft. This Engineering, Manufacturing and Development (EMD) contract is a fixed-price incentive fee contract valued at $4.9 billion and involves highly complex designs and systems integration. In 2015, we began work on low rate initial production (LRIP) aircraft for the USAF. In 2016, following our achievement of key flight testing milestones, the USAF authorized two LRIP lots for 7 and 12 aircraft valued

at $2.8 billion and in 2017, the USAF authorized an additional LRIP lot for 15 aircraft valued at $2.1 billion. On September 10, 2018, the USAF authorized an additional LRIP lot for 18 aircraft valued at $2.9 billion. On September 27, 2019, the USAF authorized an additional LRIP lot for 15 aircraft valued at $2.6 billion. The contract contains production options for both LRIP aircraft and full rate production aircraft. If all options under the contract are exercised, we expect to deliver 179 aircraft for a total expected contract value of approximately $30 billion.
During 2018, we recorded additional reach-forward losses of $736 million primarily reflecting higher estimated costs associated with certification, flight testing and change incorporation on aircraft, as well as higher than expected effort to meet customer requirements in order to support delivery of the initial aircraft.
As with any development program, this program remains subject to additional reach-forward losses if we experience further production, technical or quality issues.
United Launch Alliance See the discussion of Indemnifications to ULA and Financing Commitments in Notes 5, 11 and 12 of our Condensed Consolidated Financial Statements.
Sea Launch See the discussion of the Sea Launch receivables in Note 9 to our Condensed Consolidated Financial Statements.
Commercial Crew See the discussion of Fixed-Price Development Contracts in Note 11 to our Condensed Consolidated Financial Statements.
T-7A Red Hawk In September 2018, we were selected by the U.S. Air Force to build the next generation training capability, known as T-7A Red Hawk (formerly T-X Trainer). The program includes aircraft and simulators as well as support and ground equipment. The contract is structured as an indefinite delivery/indefinite quantity (IDIQ) fixed-price contract with a minimum of 206 aircraft and a maximum of 475 aircraft. The EMD contract is a fixed-price contract valued at $813 million and includes five aircraft and seven simulators, with a period of performance that runs through 2022. The production and support contracts are structured as options that begin with authorization from fiscal year 2022 to 2034. In connection with winning this competition, we recorded a reach-forward loss of $400 million associated with anticipated losses on the options for 346 aircraft that we believe are probable of being exercised. We believe that our investment in this contract positions us for additional market opportunities for both trainer and light attack aircraft.
MQ-25 In August 2018, we were awarded an EMD contract to build the MQ-25 for the U.S. Navy. The EMD contract is a fixed-price contract that includes development and delivery of four aircraft and test articles at a contract price of $805 million. In connection with winning this competition, we recognized a reach-forward loss of $291 million. The period of performance runs from 2018 through 2024. The MQ-25 is the U.S. Navy’s first operational carrier-based unmanned aircraft, and we believe that our investment in this contract positions us for long-term leadership in autonomy and artificial intelligence technologies along with additional market opportunities.

Global Services
Results of Operations
(Dollars in millions)Nine months ended September 30Three months ended September 30
Three months ended March 31

2019
 2018
2019
 2018
2020

 
2019

Revenues
$13,820
 
$12,148

$4,658
 
$4,101

$4,628

 

$4,619

Earnings from operations
$2,013
 
$1,799

$673
 
$548

$708

 

$653

Operating margins14.6% 14.8%14.4% 13.4%
15.3
%
 
14.1
%
Revenues
BGS revenues for the nine and three months ended September 30, 2019March 31, 2020 increased by $1,672$9 million and $557 million compared with the same periods in 2018 primarily due to the acquisition of KLX, Inc. in the fourth quarter of 2018 and international government services revenue. Net favorable cumulative contract catch-up adjustments to revenue were lower by $50 million for the nine months ended September 30, 2019 compared with the same period in 2018.2019 primarily due to higher government services revenue offset by lower commercial parts revenue. The unfavorablefavorable impact of cumulative contract catch-up adjustments to revenue was higher by $74 million for the three months ended September 30, 2019 compared withMarch 31, 2020 was $64 millionlower than the samecomparable period in 2018.the prior year. We expect the impacts of the COVID-19 pandemic to reduce BGS commercial revenues in future quarters until the commercial airline industry environment recovers.
Earnings From Operations
BGS earnings from operations for the ninethree months ended September 30, 2019 March 31, 2020increased by $214$55 million compared with the same period in 20182019 primarily due to higher revenuesfavorable government services performance. BGS earnings from operations for the three months ended September 30, 2019 increased by $125 million primarily due to higher revenues and improved performance and mix. NetThe favorable impact of cumulative contract catch-up adjustments were lower by $27 million and lower by $31 million for the nine and three months ended September 30, 2019 compared withMarch 31, 2020 was $42 millionlower than the same periodscomparable period in 2018.the prior year. We expect the impacts of the COVID-19 pandemic to reduce future earnings until the commercial airline industry environment recovers.
Backlog
BGSTotal backlog of $22,747 million total backlog increasedat March 31, 2020 was largely unchanged from $21,064 million as of December 31, 2018 to $21,088 million at September 30, 2019.

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Boeing Capital
Results of Operations
(Dollars in millions)Nine months ended September 30Three months ended September 30

2019
 2018
2019
 2018
Revenues
$207
 
$214

$66
 
$77
Earnings from operations
$86
 
$71

$29
 
$27
Operating margins42% 33%44% 35%
Revenues
(Dollars in millions)
Three months ended March 31

2020

 
2019

Revenues

$65

 

$66

Earnings from operations

$24

 

$20

Operating margins
37
%
 
30
%
Boeing Capital (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’s revenues for the nine and three months ended September 30, 2019 decreased comparedMarch 31, 2020 were largely consistent with the same periodsperiod in 2018 primarily due to lower gains on the sale of assets.2019.
Earnings From Operations
BCC’s’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 nine and three months ended September 30, 2019 March 31, 2020increased compared with the same periodsperiod in 20182019 primarily due to lower interest expenses, as well as lower operating expenses.
Financial Position
The following table presents selected financial data for BCC:BCC:
(Dollars in millions)September 30
2019
 December 31
2018
March 31
2020

 
December 31
2019

Customer financing and investment portfolio, net
$2,226
 
$2,790

$2,210

 

$2,251

Other assets, primarily cash and short-term investments523
 717
575

 
535

Total assets
$2,749
 
$3,507

$2,785

 

$2,786

   
 
 
 
Other liabilities, primarily deferred income taxes
$448
 
$523

$410

 

$432

Debt, including intercompany loans1,891
 2,487
1,961

 
1,960

Equity410
 497
414

 
394

Total liabilities and equity
$2,749
 
$3,507

$2,785

 

$2,786

   
 
 
 
Debt-to-equity ratio4.6-to-1
 5.0-to-1
4.7-to-1

 
5.0-to-1

BCC’sBCC’s customer financing and investment portfolio at September 30, 2019 decreasedMarch 31, 2020 decreasedfrom December 31, 20182019 primarily due to $585$61 million of note payoffs and portfolio run-off, and $250 million related to the impairment of lease incentives, partially offset by new volume.
BCC enters into certain 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. The $250 million impairment of lease incentives did not result in an earnings charge in the BCC segment because of an intercompany guarantee.
Aircraft subject to leases with a carrying value of approximately $101$65 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.

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Liquidity and Capital Resources
Cash Flow Summary
(Dollars in millions)Nine months ended September 30
Three months ended March 31
2019
 2018
2020

 
2019

Net earnings
$374
 
$7,036
Net (loss)/earnings

($641
)
 

$2,149

Non-cash items2,052
 1,823
680

 
817

Changes in working capital(2,652) 3,516
(4,341
)
 
(178
)
Net cash (used)/provided by operating activities(226) 12,375
(4,302
)
 
2,788

Net cash used by investing activities(2,047) (2,197)
(379
)
 
(767
)
Net cash provided/(used) by financing activities4,336
 (10,866)
10,280

 
(2,823
)
Effect of exchange rate changes on cash and cash equivalents(27) (37)
(47
)
 
1

Net increase/(decrease) in cash & cash equivalents, including restricted2,036
 (725)
Cash & cash equivalents, including restricted, at beginning of year7,813
 8,887
Cash & cash equivalents, including restricted, at end of period
$9,849
 
$8,162
Net increase/(decrease) in cash & cash equivalents, including restricted
5,552

 
(801
)
Cash & cash equivalents, including restricted, at beginning of year
9,571

 
7,813

Cash & cash equivalents, including restricted, at end of period

$15,123

 

$7,012

Operating Activities Net cash used by operating activities was $0.2$4.3 billion during the ninethree months ended September 30, 2019,March 31, 2020, compared with cash provided of $12.4$2.8 billion during the same period in 2018.2019. The decrease in operating cash flows compared with the same period in 2018 primarily reflects the impacts of

the 737 MAX grounding that isand related production suspension, lower deliveries and suspension of certain production operations resulting infrom COVID-19, higher inventory the lack of delivery payments and lower advances and progress payments. The reduction in net earnings from operations for the nine months ended September 30, 2019 compared with the same period in 2018, is primarily due to the $5.6 billion charge in the second quarter of 2019 for estimated potential concessions and other considerationsCompensation payments to 737 MAX customers which did not affect cash flows, and lower 737 deliveries. Cash used by Inventory was $9.6totaled $0.7 billion during the nine months ended September 30, 2019, primarily duefirst quarter of 2020. We are taking a number of actions to improve our liquidity which are described below, however the suspensionimpacts of 737 MAX deliveries, which resulted in higher commercial airplane program inventory as we continue to produce 737 MAX aircraft at a rate of 42 per month. Cash provided by Advancesthe COVID-19 pandemic and progress billings was $2.4 billion and $3.5 billion during the nine months ended September 30, 2019 and 2018 reflecting the suspension of 737 MAX deliveries and lower 737 MAX orders. Net cash provided by operating activities in future quarters is expected to be adversely impacted by the 737 MAX grounding.grounding are expected to continue to have a significant negative impact on our operating cash flows during 2020.
Investing Activities Cash used by investing activities was $2.0$0.4 billion during the ninethree months ended September 30, 2019,March 31, 2020, compared with $2.2$0.8 billion during the same period in 2018,2019, primarily due to lower cash paid for acquisitions, lower net contributions to investments and higher proceeds from property sales in 2019, partially offset by higher cash paid for acquisitions andlower capital expenditures in 2019.2020. In the ninethree months ended September 30, 2019March 31, 2020 and 2018,2019, capital expenditures totaled $1.4$0.4 billion and $1.2 billion.$0.5 billion. We now expect capital expenditures in 20192020 to be consistent with 2018.lower than 2019.
Financing Activities Cash provided by financing activities was $4.3$10.3 billion during the ninethree months ended September 30, 2019March 31, 2020 compared with cash used of $10.9$2.8 billion during the same period in 2018,2019, primarily reflecting higher net borrowings and lower share repurchases, partially offset by higher dividend payments in 2019.repurchases. During the ninethree months ended September 30, 2019,March 31, 2020, new borrowings net of repayments increased by $10.6were $11.6 billion compared with an increase of $0.7$0.9 billion in the same period in 2018.
At September 30, 2019 the recorded balance of debt was $24.7, primarily due to $13.8 billion of which $4.4new borrowings under a two-year delayed draw term loan agreement entered into in the first quarter of 2020. We expect to obtain additional financing to fund our operations and obligations as they become due in 2020. For further discussion see Liquidity Matters in Note 1 to our Condensed Consolidated Financial Statements.
As of March 31, 2020, the total debt balance was $38.9 billion up from $27.3 billion at December 31, 2019. At March 31, 2020, $5.2 billion of debt was classified as short-term. Debt, including intercompany loans, attributable to BCC totaled $1.9$2.0 billion, of which $0.7$0.3 billion was classified as short-term.
During the ninethree months ended September 30, 2019March 31, 2020 we repurchased 6.9 milliondid not repurchase any shares totaling $2.7 billion through our open market share repurchase program. In addition, 0.6 million shares were transferredprogram compared to us from employees for tax withholdings. Shareshare repurchases duringof $2.3 billion in the nine months ended September 30, 2018 totaled $8.4 billion. At September 30, 2019, the amount available under the share repurchase plan, announced on December 17, 2018, totaled $17.3 billion. same period in 2019. Share repurchases under this plan are currently suspended.had been suspended since April 2019. In March 2020, the Board of Directors terminated its prior authorization to repurchase shares of the Company's outstanding common stock.
During the three months ended March 31, 2020 and 2019, we paid dividends of $1.2 billion. In March 2020, the Company announced that our dividend will be suspended until further notice.

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Capital Resources WeThe impacts of the COVID-19 pandemic and 737 MAX grounding are having a significant negative impact on our liquidity and ongoing operations and creating significant uncertainty. For further discussion see Liquidity Matters in Note 1 to our Condensed Consolidated Financial Statements.
In the first quarter of 2020, we entered into and have substantial borrowing capacity. Any future borrowings may affect our credit ratings and are subject to various debt covenants as described below. We havefully drawn on a commercial paper program that serves as a source of short-term liquidity. At September 30, 2019 and December 31, 2018 commercial paper borrowings totaled $2,990 million and $1,895 million.$13.8 billion, two-year delayed draw term loan agreement. Currently, we have $6.6$9.6 billion of unused borrowing capacity on revolving credit line agreements. 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, 2020, 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.
Financing commitments totaled $15.6$13.2 billion and $19.5$13.4 billion at September 30, 2019March 31, 2020 and December 31, 2018.2019. The decrease primarily relates to financing commitment expirations. 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. In addition, many of
For discussion regarding Embraer see Note 2 to our non-U.S. customers have financed purchases through the Export-Import Bank of the United States. Following the expiration of the bank’s charter on June 30, 2015, the bank’s charter was reauthorized in December 2015. However, from the time of that reauthorization until May 8, 2019, when the U.S. Senate confirmed members sufficient to constitute a quorum of the bank’s board of directors, the bank was not able to approve any transaction totaling more than $10 million. The bank is authorized through November 21, 2019. If the bank's charter is not reauthorized on a timely basis, or if the bank’s future funding authority is insufficient to meet our customers’ needs, we may fund additional commitments and/or enter into new financing arrangements with customers. Certain of our non-U.S. customers also may seek to delay purchases if they cannot obtain financing at

reasonable costs, and there may be further impacts with respect to future sales campaigns involving non-U.S. customers.
In the event we require additional funding to support strategic business opportunities, our commercial aircraft financing commitments, unfavorable resolution of litigation or other loss contingencies, or other business requirements, including impacts related to the 737 MAX grounding, we expect to meet increased funding requirements by issuing commercial paper or term debt. We believe our ability to access external capital resources should be sufficient to satisfy existing short-term and long-term commitments and plans, and also to provide adequate financial flexibility to take advantage of potential strategic business opportunities should they arise within the next year. However, there can be no assurance of the cost or availability of future borrowings, if any, under our commercial paper program or in the debt markets.
At September 30, 2019, 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.Condensed Consolidated Financial Statements.
Off-Balance Sheet Arrangements
We are a party to certain off-balance sheet arrangements including certain guarantees. For discussion of these arrangements, see Note 12 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 19 to our Condensed Consolidated Financial Statements.
Environmental Remediation We are involved with various environmental remediation activities and have recorded a liability of $582$568 million at September 30, 2019.March 31, 2020. For additional information, see Note 11 to our Condensed Consolidated Financial Statements.


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Non-GAAP Measures
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, and 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 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 adjustmentadjustments recognized in (Loss)/earnings was a benefitfrom operations were benefits of $823$255 million and $274$274 million for the nine and three months ended September 30, 2019, compared with a benefit of $780 millionMarch 31, 2020 and $260 million during the same periods in 2018.2019. The non-operating pension expense included in Other income, net was a benefitwere benefits of $280$87 million and $93$93 million for the nine and three months ended September 30, March 31, 2020 and 2019compared with $98 million and $50 million for the same periods in 2018.. The benefits in 20192020 reflect lowerexpected returns in excess of interest cost and amortization of actuarial losses driven by higher discount rates. This is partially offset by higher interest costs and lower expected returns, as a result of the lower value of plan assets at December 31, 2018 compared to 2017.losses.
For further discussion of pension and other postretirement costs see the Management’sManagement’s Discussion and Analysis on page 3936 of this Form 10-Q and on page 4548 of our 20182019 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 cost,costs primarily represent costs driven by market factors and costs not allocable to U.S. government contracts.


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Reconciliation of GAAP Measures to Non-GAAP Measures
The table below reconciles the non-GAAP financial measures of core operating earnings, core operating margin and core earnings per share with the most directly comparable GAAP financial measures of earnings from operations, operating margins and diluted earnings per share.
(Dollars in millions, except per share data)Nine months ended September 30Three months ended September 30
Three months ended March 31

2019
 2018
2019
 2018
2020

 
2019

Revenues
$58,648
 
$72,786

$19,980
 
$25,146

$16,908

 

$22,917

Earnings from operations, as reported
$229
 
$7,812

$1,259
 
$2,227
(Loss)/earnings from operations, as reported

($1,353
)
 

$2,350

Operating margins0.4 % 10.7%6.3% 8.9%
(8.0
)%
 
10.3
%
     
 
 
 
Pension FAS/CAS service cost adjustment (1)

($823) 
($780)
($274) 
($260)

($255
)
 

($274
)
Postretirement FAS/CAS service cost adjustment (1)

($270) 
($239)
($90) 
($77)
(92
)
 
(90
)
FAS/CAS service cost adjustment (1)

($1,093) 
($1,019)
($364) 
($337)

($347
)
 

($364
)
Core operating (loss)/earnings (non-GAAP)
($864) 
$6,793

$895
 
$1,890

($1,700
)
 

$1,986

Core operating margins (non-GAAP)(1.5)% 9.3%4.5% 7.5%
(10.1
)%
 
8.7
%
     
 
 
 
Diluted earnings per share, as reported
$0.66
 
$11.95

$2.05
 
$4.07
Diluted (loss)/earnings per share, as reported

($1.11
)
 

$3.75

Pension FAS/CAS service cost adjustment (1)
(1.45) (1.32)(0.48) (0.45)
(0.45
)
 
(0.48
)
Postretirement FAS/CAS service cost adjustment (1)
(0.47) (0.41)(0.16) (0.13)
(0.16
)
 
(0.16
)
Non-operating pension expense (2)
(0.49) (0.17)(0.17) (0.09)
(0.16
)
 
(0.16
)
Non-operating postretirement expense (2)
0.14
 0.13
0.05
 0.05
0.02

 
0.05

Provision for deferred income taxes on adjustments (3)
0.48
 0.37
0.16
 0.13
0.16

 
0.16

Core (loss)/earnings per share (non-GAAP)
($1.13) 
$10.55

$1.45
 
$3.58

($1.70
)
 

$3.16

     
 
 
 
Weighted average diluted shares (in millions)570.4
 588.9
569.2
 580.8
565.9

 
572.4

(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 earnings (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 earnings per share (non-GAAP).
(3)     The income tax impact is calculated using the U.S. corporate statutory tax rate.
Critical Accounting Policies and Estimates
737 MAX Grounding
On March 13, 2019, the Federal Aviation Administration (FAA) issued an order to suspend operations of all 737 MAX aircraft in the U.S. and by U.S. aircraft operators following two fatal 737 MAX accidents. Non-U.S. civil aviation authorities have issued directives to the same effect. The grounding is having a significant adverse impact on our operations and creates significant uncertainty.
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 fully cooperating with all ongoing governmental and regulatory investigations and inquiries relating to the accidents and the 737 MAX. We cannot reasonably estimate a range of loss, if any, not covered by available insurance that may result given the ongoing status of these lawsuits, investigations, and inquiries. We have also experienced claims and/or assertions from customers in connection with the grounding.

In the preparation of our financial statements, we have made assumptions regarding outcomes of accident investigations, timing and conditions of return to service, timing of future 737 production rate increases, supplier readiness to support production rate changes, timing and sequence of future customer deliveries as well as outcomes of negotiations with customers impacted by the grounding. While these assumptions reflect our best estimate at this time, they are highly uncertain and significantly affect the estimates inherent in our financial statements.
The 737 MAX grounding also affects projected revenues and costs associated with the 737 program accounting quantity. As a result of the grounding, we have reduced the 737 production rate from 52 per month to 42 per month and continue to evaluate further reductions in production rate, including a temporary shutdown in 737 production. Prior to the grounding, we had planned to increase the production rate to 57 per month in 2019. The FAA and other non-U.S. civil aviation authorities will determine the timing and conditions of the 737 MAX’s return to service. At September 30, 2019, we have assumed that regulatory approval of 737 MAX return to service begins in the fourth quarter of 2019. We have further assumed a gradual increase in the production rate from 42 per month to 57 per month by late 2020, and that deliveries of 737 MAX airplanes produced during the grounding and included within inventory will be delivered over several quarters with the majority of them delivering in the first year. The resulting impacts increased estimated costs to produce aircraft included in the current accounting quantity by $3,636 million and $872 million in the nine and three months ended September 30, 2019. These increases in the costs to produce aircraft in the current accounting quantity will reduce 737 program and overall BCA segment operating margins in future quarters after deliveries resume. If the timing and conditions surrounding a return to service differ from our assumptions, it could have a material effect on our financial statements.
We recorded an earnings charge of $5,610 million, net of insurance recoveries of $500 million, in the second quarter in connection with an estimate of potential concessions and other considerations to customers for disruptions related to the 737 MAX grounding and associated delivery delays. This charge represents our current best estimate of future concessions and other considerations we expect to provide to customers. This estimate relies on the exercise of judgment by management and is significantly impacted by the assumptions described above, as well as the status of negotiations with our customers. Any delays in return to service, further disruptions to our production system, supplier claims or assertions, or changes to estimated concessions and other considerations we expect to provide to customers could have a material adverse effect on our financial position, results of operations, and/or cash flows.
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. In the first quarter of 2020, we entered into a $13.8 billion 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 earnings by $138 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 marketforeign currency exchange rate or commodity price risk since December 31, 2018.2019.

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Item 4. Controls and Procedures
(a)Evaluation of Disclosure Controls and Procedures.
Our Chief Executive Officer and Chief Financial Officer have evaluated our disclosure controls and procedures as of September 30, 2019March 31, 2020 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’sCommission’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 thirdfirst quarter of 20192020 that have materially affected or are reasonably likely to materially affect our internal control over financial reporting.


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Table of Contents

Part II. Other Information
Item 1. Legal Proceedings
Currently, we are involved in a number of legal proceedings. For a discussion of contingencies related to legal proceedings, see Note 19 to our Condensed Consolidated Financial Statements, which is hereby incorporated by reference.
Item 1A. Risk Factors
Certain risks described below update the risk factors in Part I, Item 1A. Risk Factors in our Annual Report on Form 10-K for the year ended December 31, 2018.2019.
We face significant risks related to the spread of the novel coronavirus (“COVID-19”) and the recent developments surrounding the global pandemic have had, and will continue to have, significant effects on our business, financial condition, results of operations, and cash flows. These risks include impacts attributable to the suspension of operations at several of our production sites and potential limits on our near-term access to liquidity due to challenges in the credit markets. We also face significant risks related to the global economic downturn and severe reduction in commercial air traffic caused by the pandemic. These risks include materially reduced demand for our products and services, increased instability in our supply chain, and challenges to the ongoing viability of some of our customers. We may face similar risks in connection with any future public health crises.
The 737 MAX fleet is currently grounded,COVID-19 pandemic has subjected our business, operations, financial performance, cash flows and we are subjectfinancial condition to a number of risks, and uncertainties relatedincluding, but not limited to the timing and conditions surrounding the aircraft’s return to service, including potential future reductions to the production rate and/or additional delivery delays, as well as risks associated with assumptions and estimates made in our financial statements regarding the 737 program.those discussed below.

On March 13, 2019, the Federal Aviation Administration (FAA) issued an order to suspend operations of all 737 MAX aircraft in the U.S. and by U.S. aircraft operators following two fatal 737 MAX accidents. Non-U.S. civil aviation authorities have issued directives to the same effect. We are working closely with the relevant government authorities to support both accident investigations and are fully cooperating with other U.S. government investigations related to the accidents. Multiple legal actions have also been filed against us asOperations-related risks: As a result of the accidents. WhileCOVID-19 pandemic, we are facing increased operational challenges from the need to protect employee health and safety, production continuessite shutdowns, workplace disruptions and restrictions on the 737 MAX, deliveriesmovement of people, raw materials and goods, both at our own facilities and at our customers and suppliers. In particular, we have been suspended until clearanceoperations in Puget Sound and South Carolina as well as at several other key production sites. We have not previously experienced a complete suspension of our operations at these production sites and we are unable to predict when operations will fully resume or what the ongoing impact of COVID-19-related operating restrictions will be. For example, even at production facilities that remain open, we may experience additional operating costs due to social distancing requirements or other factors related to COVID-19 restrictions. Our ability to predict the impact of the suspension on our business, operations, financial performance and financial condition is granteduncertain. We consult regularly with relevant federal, state, and municipal health authorities regarding the COVID-19 pandemic, and we may suspend operations at additional production sites based on their recommendations and/or workplace disruptions caused by COVID-19.
Many of our suppliers have also suspended operations, and may experience additional disruptions in the appropriate regulatory authorities.coming months. These actions have significantly increased the costs required to meet our contractual commitments, and have had, and will likely continue to have, severe adverse impacts on our delivery schedule in future periods and our ability to provide services to our customers and make progress on key development programs. The grounding has reduced revenues, operating margins,ultimate significance of these disruptions to our business, financial condition, results of operations, and cash flows and will continue to do so until deliveries resume and production rates increase. In connection withdepend greatly on how long the effort to return the 737 MAX to service, we have developed software updates for the 737 MAX, together with an associated pilot training and supplementary education program. We continue to work with the FAA and non-U.S. civil aviation authorities to complete remaining steps toward certification and readiness for return to service, including addressing their questions on the software updates and how pilots will interact with the airplane controls and displaysdisruptions continue.
Any prolonged suspension of operations or delayed recovery in different flight scenarios. The FAA and other civil aviation authorities worldwide will determine the timing and conditions of return to service in each relevant jurisdiction. Any unanticipated delays in certificationour operations, and/or returnany similar delay with respect to serviceresumption of operations by one or other liabilities associated withmore of our key suppliers, or the accidents or grounding could havefailure of any of our key suppliers, would result in further challenges to our business, leading to a further material adverse effect on our business, financial position,condition, results of operations, and/orand cash flows.
On April 5, 2019,Liquidity- and funding-related risks:The COVID-19 pandemic has also had a significant impact on, and created significant uncertainty regarding, our liquidity. During the first quarter of 2020, net cash used by operating activities was $4.3 billion. At March 31, 2020, cash and short-term investments totaled $15.5 billion. Our debt balance totaled $38.9 billion at March 31, 2020, up from $27.3 billion at December 31, 2019. We expect negative operating cash flows in future quarters until deliveries resume and ramp up, and we announced planswill

51
Table of Contents

need to reduceobtain additional financing in order to fund our operations and obligations. Due to uncertainty related to COVID-19 and its impact on us and the 737 production rate from 52 aircraft per monthaerospace industry, and the volatility in the capital markets generally, access to 42 per month effective April 15, 2019.credit markets may be reduced and we may have difficulty obtaining financing on terms acceptable to us or at all. In addition, to beingcertain of our customers may also be unable to deliver completed aircraft untilmake timely payments to us. We are currently considering a range of options to provide us with additional liquidity, such as additional issuances of public debt and/or various forms of debt supported by the required certifications are obtained, impactsU.S. Treasury Department or Federal Reserve System. However, a number of factors could make it difficult for us to obtain sufficient funding from these and/or other sources in order to support our operations. These factors include further disruptions in the global capital markets, a lack of access to U.S. government-backed funding, and/or continued declines in our financial performance, outlook or credit ratings. The occurrence of any or all of these events would be expected to adversely affect our ability to fund our operations and contractual commitments. In addition, downgrades in our credit ratings could adversely affect our cost of funds and related margins, liquidity, competitive position and access to capital markets, and a significant downgrade could have an adverse impact on our businesses.
Customer-related risks: Commercial air traffic has fallen dramatically due to the reduced production rate have increased costs to produce aircraft included in the current accounting quantity and will result in reduced 737 program and overall BCA segment operating margins when deliveries resume. If we are unable to return the 737 MAX aircraft to service in one or more jurisdictions or begin deliveries to customers in a timely manner, we would incur additional costs and/or further reduce the 737 production rate. In addition, unanticipated delays in certification and/or return to service of the 737 MAX in one or more jurisdictions could result in significant additional disruptionCOVID-19 pandemic. While this trend has impacted passenger traffic most severely, near-term cargo traffic has also fallen significantly due to the 737 production system, includingglobal economic downturn and the reduction in cargo capacity on passenger airplanes. Most airlines have significantly reduced their capacity, and many could implement further reductions in the production ratenear 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, which was $2.3 billion as of March 31, 2020 and/or requiring us to remarket aircraft currently in backlog. Our customers may also lack sufficient liquidity to purchase new aircraft due to impacts from the pandemic. We are also observing a temporary shutdownsignificant increase in 737 production, delaying efforts to restore and/or implement previously planned increases in the 737 production rate. Cash flows could also be negatively impacted through a combination of delayed payments from customers and higher costs and inventory levels. In addition, we have experienced claims and assertions from customers in connection with the grounding, and we recorded an earnings charge of $5,610, net of insurance recoveries of $500, in the second quarter in connection with an estimate of potential concessions and other considerations to customers for disruptions related to the grounding and associated delivery delays. Any such delays in return to service, further disruptions to our production system, supplier claims or assertions, or changes to estimated concessions or other considerations we expect to provide to customers could have a material adverse effect on our financial position, results of operations, and/or cash flows. The FAA and other civil aviation authorities worldwide will determine the timing and conditions of return to service in each relevant jurisdiction. However, we have assumed that regulatory approval of 737 MAX return to service

begins in the fourth quarter of 2019. This assumption reflects our best estimate at this time based on factors such as the estimated duration of the certification process. In the event of unanticipated additional training requirements in one or more jurisdictions, delays in the certification process, and/or delays in return to service, we may be required to take actions with longer-term impact, such as further production rate changes, employment reductions and/or the expenditure of significant resources to support our supply chain and/or customers.
As with our other commercial aircraft programs, we have made significant estimates with respect to the 737 program regarding the number of unitsrequests for payment deferrals, contract modifications, lease restructurings and similar actions, and these trends may lead to be produced, the period during which those units are likely to be produced, and the units’ expected sales prices, production costs, program toolingadditional charges, impairments and other non-recurring costs, and routine warranty costs. adverse financial impacts in our business over time.
In addition to the estimated timingnear-term impact, 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. As a result, 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 service, weand/or exceed pre-COVID-19 levels. The COVID-19 outbreak 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 made assumptions regarding outcomes of accident investigations, timing of future 737 production rate increases, timinga significant impact on the demand for both single-aisle and sequence of future deliveries,wide-body commercial aircraft, as well as outcomesfor the services we provide to commercial airlines. In addition, a lengthy period of negotiations with customers. Any changes in these estimates and/or assumptions with respect to the 737 program could have a material impactreduced 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 outbreak 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 position,condition, results of operations, and/and cash flows could be adversely affected, and those impacts could be material.
Other risks: The magnitude and duration of the global COVID-19 pandemic is uncertain. As the pandemic continues to adversely affect our business and operating and financial results, it also is expected to have the effect of heightening many of the other risks described in the risk factors in our Annual Report on Form 10-K for the year ended December 31, 2019. Further, the COVID-19 pandemic may also affect our operating and financial results in a manner that is not presently known to us or cash flows. For additional information, seethat we currently do not expect to present significant risks to our discussion under “Management’s Discussion and Analysis-Critical Accounting Policies and Estimates-737 MAX Grounding” on page 54.operations or financial results.

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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 September 30, 2019March 31, 2020 of equity securities that are registered by us pursuant to Section 12 of the Exchange Act:
(Dollars in millions, except per share data)
 (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)

7/1/2019 thru 7/31/20192,431
 
$342.59
 
 
$17,349
8/1/2019 thru 8/31/20195,814
 348.78
 
 17,349
9/1/2019 thru 9/30/20191,288
 357.89
 
 17,349
Total9,533
 
$348.43
 
  
(Dollars in millions, except per share data)
 
(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)

1/1/2020 thru 1/31/2020
81,079

 

$330.51

 

 

$17,349

2/1/2020 thru 2/29/2020
426,048

 
315.36

 

 
17,349

3/1/2020 thru 3/31/2020
5,183

 
239.83

 

 


Total
512,310

 

$316.99

 

 
 
(1) 
We purchased 9,533512,310 shares 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 our repurchase program or in swap transactions.
(2) 
On December 17, 2018, we announced a newMarch 21, 2020, the Board of Directors terminated its prior authorization to repurchase plan for up to $20 billionshares of the Company's outstanding common stock, replacing the plan previously authorized in 2017.stock. Share repurchases under this plan are currently suspended.had been suspended since April 2019.
Item 3. Defaults Upon Senior Securities
Not applicable.
Item 4. Mine Safety Disclosures
Not applicable.
Item 5. Other Information
Not applicable.


53
Table of Contents

Item 6. Exhibits
10
3.2
 
 
10.1*
 
 
10.2*
 
 
10.3*
 
 
10.4*
 
 
10.5*
 
 
10.6*
 
 
10.7*
 
 
10.8*
 
 
10.9*
 
 
10.10*
 
 
10.11
 
 
15
 
 
31.1
 
 
31.2
 
 
32.1
 
 
32.2
 
 
101.SCH
101.INS
Inline XBRL Instance Document - the instance document does not appear in the Interactive Data File because its XBRL tags are embedded within the Inline XBRL document.
 
 
101.SCH
Inline XBRL Taxonomy Extension Schema Document
 
 
101.CAL
Inline XBRL Taxonomy Extension Calculation Linkbase Document
 
 
101.DEF
Inline XBRL Taxonomy Extension Definition Linkbase Document
 
 
101.LAB
Inline XBRL Taxonomy Extension Label Linkbase Document
 
 
101.PRE
Inline XBRL Taxonomy Extension Presentation Linkbase Document
 
 
104
The cover page for the Company’s Quarterly Report on Form 10-Q for the quarter ended March 31, 2020, has been formatted in Inline XBRL.
* Management contract or compensatory plan


Signature
54
Table of Contents

Signature
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.
 
 
THE BOEING COMPANY
 
 
(Registrant)
 
 
 
 
 
 
 
 
 
 
 
 
October 23, 2019
April 29, 2020
 
/s/ Robert E. Verbeck
(Date)
 
Robert E. Verbeck –– Senior Vice President, Finance and Corporate Controller

5955