GE Aerospace: Full Throttle - [Business Breakdowns, EP.234]

CEO Larry Culp's successful turnaround of the GE conglomerate relied on operational fundamentals learned at Danaher. His philosophy of 'common sense vigorously applied' focused on implementing lean manufacturing principles, simplifying the business, and empowering employees on the shop floor, rather than complex financial restructuring.

The jet engine market is not a simple free-for-all. Competition is first structured by airframers like Boeing and Airbus, who decide whether to offer a single 'sole source' engine or 'dual source' options on a new aircraft. This initial strategic decision dictates the competitive landscape before airlines ever make their choice.

The predictable, decades-long, and regulatorily mandated stream of service revenue from an installed engine base behaves like a financial asset. During market distress, this allows the business to be valued based on the net present value of its future cash flows, much like an inflation-protected bond.

GE serves two distinct customers: powerful airframers for the initial sale and a fragmented base of hundreds of airlines for aftermarket services. This split forces new entrants to solve a '3D puzzle' of satisfying both technically demanding OEMs and a global user base simultaneously, creating an immense and durable barrier to entry.

Unlike the broader aircraft parts market, the engine aftermarket is highly resistant to third-party 'PMA' parts. Even credible players like Pratt & Whitney have failed to copy GE parts. Technical complexity, voided warranties, and leasing company policies create a strong defense that protects lucrative service revenues.

Unlike most technologies that become cheaper over time, developing a new jet engine has grown more expensive, even on an inflation-adjusted basis, with new programs costing over $10 billion. This is because engines constantly push the frontiers of material science and engineering, keeping R&D costs and barriers to entry extraordinarily high.

The extreme cost and technical risk of engine development make risk-sharing partnerships a strategic necessity. GE's most successful franchise, CFM International, is a 50-year-old joint venture with Safran that demonstrates how collaboration is essential to tackle projects that are too large for any single company to bear alone.

GE employs a razor-and-blades model on an industrial scale, accepting losses on initial engine sales to powerful airframers like Boeing. This secures a multi-decade, high-margin stream of mandated service and parts revenue from a fragmented base of airline customers, where aftermarket sales can be 3-5 times the original engine price.