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Financial Statements
I 2021 I
Financial Statements
Contents
1 Airbus SE IFRS Consolidated Financial Statements.........................................................................................................................4
Airbus SE IFRS Consolidated Income Statement for the years ended 31 December 2021 and 2020 .............................................4
Airbus SE IFRS Consolidated Statement of Comprehensive Income for the years ended 31 December 2021 and 2020................5
Airbus SE IFRS Consolidated Statement of Financial Position for the years ended 31 December 2021 and 2020 .........................6
Airbus SE IFRS Consolidated Statement of Cash Flows for the years ended 31 December 2021 and 2020 ..................................8
Airbus SE IFRS Consolidated Statement of Changes in Equity for the years ended 31 December 2021 and 2020 ......................10
2 Notes to the IFRS Consolidated Financial Statements ...................................................................................................................11
2.1 Basis of Preparation .........................................................................................................................................................................11
1.
2.
3.
4.
5.
6.
The Company .....................................................................................................................................................................11
Impact of the COVID-19 pandemic......................................................................................................................................11
Significant Accounting Policies............................................................................................................................................12
Key Estimates and Judgements..........................................................................................................................................14
Change in Accounting Policies and Disclosures..................................................................................................................15
Climate impacts ..................................................................................................................................................................16
Airbus Structure.......................................................................................................................................................................17
Scope of Consolidation .......................................................................................................................................................17
Acquisitions and Disposals..................................................................................................................................................17
Investments Accounted for under the Equity Method...........................................................................................................18
Related Party Transactions.................................................................................................................................................20
Segment Information................................................................................................................................................................21
Segment Information...........................................................................................................................................................21
Airbus Performance .................................................................................................................................................................23
Revenue and Gross Margin ................................................................................................................................................23
Research and Development Expenses ...............................................................................................................................24
Other Income and Other Expenses .....................................................................................................................................24
Share of Profit from Investments Accounted for under the Equity Method and Other Income from Investments ..................24
Total Financial Result..........................................................................................................................................................24
Income Taxes .....................................................................................................................................................................25
Earnings per Share .............................................................................................................................................................27
Operational Assets and Liabilities ............................................................................................................................................28
Intangible Assets.................................................................................................................................................................28
Property, Plant and Equipment............................................................................................................................................30
Other Investments and Other Long-Term Financial Assets .................................................................................................32
Contract Assets and Contract Liabilities, Trade Receivables and Trade Liabilities...............................................................32
Inventories ..........................................................................................................................................................................33
Provisions, Contingent Assets and Contingent Liabilities.....................................................................................................34
Other Financial Assets and Other Financial Liabilities.........................................................................................................35
Other Assets and Other Liabilities .......................................................................................................................................36
Sales Financing Transactions .............................................................................................................................................36
Employees Costs and Benefits ................................................................................................................................................38
Number of Employees.........................................................................................................................................................38
Personnel Expenses ...........................................................................................................................................................38
2.2
7.
8.
9.
10.
2.3
2.4
11.
12.
13.
14.
15.
16.
17.
18.
2.5
19.
20.
21.
22.
23.
24.
25.
26.
27.
2.6
28.
29.
30.
31.
32.
33.
Personnel-Related Provisions .............................................................................................................................................39
Post-Employment Benefits..................................................................................................................................................39
Share-based Payment ........................................................................................................................................................45
Remuneration .....................................................................................................................................................................47
Capital Structure and Financial Instruments.............................................................................................................................51
Total Equity.........................................................................................................................................................................51
Capital Management...........................................................................................................................................................52
Net Cash.............................................................................................................................................................................52
Financial Instruments..........................................................................................................................................................56
Other Notes .............................................................................................................................................................................67
Litigation and Claims ..........................................................................................................................................................67
Auditor Fees .......................................................................................................................................................................69
Events after the Reporting Date ..........................................................................................................................................70
Appendix “Simplified Airbus Structure” ....................................................................................................................................71
2.7
34.
35.
36.
37.
2.8
2.9
38.
39.
40.
1
Airbus SE
IFRS Consolidated
Financial Statements
Airbus SE IFRS Consolidated Income Statement
for the years ended 31 December 2021 and 2020
Note
2021
52,149
(42,518)
9,631
(713)
(1,339)
(2,746)
594
2020
49,912
(44,250)
5,662
(717)
(1,423)
(2,858)
132
(In € million)
Revenue
12
Cost of sales
Gross margin
12
Selling expenses
Administrative expenses
Research and development expenses
Other income
13
14
14
15
15
Other expenses
(201)
40
(1,458)
39
Share of profit from investments accounted for under the equity method
Other income from investments
Profit (Loss) before financial result and income taxes
Interest income
76
113
5,342
88
(510)
140
Interest expense
(334)
(69)
(411)
(349)
(620)
(39)
Other financial result
Total financial result
16
17
(315)
(853)
4,174
Income taxes
Profit (Loss) for the period
(1,169)
Attributable to
Equity owners of the parent (Net income)
Non-controlling interests
4,213
(39)
(1,133)
(36)
Earnings per share
Basic
5.36
5.36
(1.45)
(1.45)
18
18
Diluted
The accompanying notes are an integral part of these Consolidated Financial Statements (IFRS).
AIRBUS - FINANCIAL STATEMENTS 2021 - 4
Airbus SE IFRS Consolidated Statement of Comprehensive Income
for the years ended 31 December 2021 and 2020
Note
2021
2020
(In € million)
Profit (Loss) for the period
Other comprehensive income
4,174
(1,169)
Items that will not be reclassified to profit or loss:
Re-measurement of the defined benefit pension plans
Income tax relating to re-measurement of the defined benefit pension plans
Change in fair value of financial assets
31
17
2,613
(368)
(115)
1
(1,537)
359
(133)
14
Income tax relating to change in fair value of financial assets
Share of change from investments accounted for under the equity method
17
134
(96)
Items that may be reclassified to profit or loss:
Foreign currency translation differences for foreign operations
Change in fair value of cash flow hedges
175
(5,131)
1,409
(103)
25
(204)
3,648
(916)
(61)
9
37
17
Income tax relating to change in fair value of cash flow hedges
Change in fair value of financial assets
Income tax relating to change in fair value of financial assets
Share of change from investments accounted for under the equity method
Other comprehensive income, net of tax
17
33
51
(1,327)
2,847
1,134
(35)
Total comprehensive income for the period
Attributable to:
Equity owners of the parent
Non-controlling interests
2,901
(54)
(25)
(10)
The accompanying notes are an integral part of these Consolidated Financial Statements (IFRS).
AIRBUS - FINANCIAL STATEMENTS 2021 - 5
Airbus SE IFRS Consolidated Statement of Financial Position
for the years ended 31 December 2021 and 2020
Note
2021
2020
(In € million)
Assets
Non-current assets
Intangible assets
19
20
16,367
16,536
41
16,199
16,674
2
Property, plant and equipment
Investment property
Investments accounted for under the equity method
Other investments and other long-term financial assets
Non-current contract assets
Non-current other financial assets
Non-current other assets
Deferred tax assets
9
21
22
25
26
17
36
1,672
4,001
27
1,578
3,855
48
691
3,483
483
795
4,323
6,794
51,247
4,023
5,350
51,695
Non-current securities
Total non-current assets
Current assets
Inventories
23
22
21
22
25
26
28,538
5,063
537
30,401
5,132
468
Trade receivables
Current portion of other long-term financial assets
Current contract assets
Current other financial assets
Current other assets
1,377
1,451
2,393
552
1,074
2,432
2,216
620
Current tax assets
Current securities
36
36
1,317
14,572
55,800
0
1,618
14,439
58,400
0
Cash and cash equivalents
Total current assets
Assets and disposal group of assets classified as held for sale
Total assets
107,047
110,095
AIRBUS - FINANCIAL STATEMENTS 2021 - 6
Note
2021
2020
(In € million)
Equity and liabilities
Equity attributable to equity owners of the parent
Capital stock
787
3,712
6,834
(1,822)
(45)
785
3,599
250
Share premium
Retained earnings
Accumulated other comprehensive income
Treasury shares
1,853
(42)
Total equity attributable to equity owners of the parent
Non-controlling interests
Total equity
9,466
20
6,445
11
34
9,486
6,456
Liabilities
Non-current liabilities
Non-current provisions
24
36
22
25
26
17
10,771
13,094
18,620
6,562
583
14,298 (1)
14,082
19,212
5,657
436
Long-term financing liabilities
Non-current contract liabilities
Non-current other financial liabilities
Non-current other liabilities
Deferred tax liabilities
116
451
Non-current deferred income
Total non-current liabilities
8
32
54,168 (1)
49,754
Current liabilities
Current provisions
24
36
22
22
25
26
4,510
1,946
9,693
23,906
2,532
3,532
1,057
631
6,245 (1)
3,013
Short-term financing liabilities
Trade liabilities
8,722
Current contract liabilities
Current other financial liabilities
Current other liabilities
24,675
1,769
3,160
Current tax liabilities
1,311
Current deferred income
Total current liabilities
Disposal group of liabilities classified as held for sale
Total liabilities
576
49,471 (1)
47,807
0
0
97,561
107,047
103,639
110,095
Total equity and liabilities
(1)
Previous year allocation between non-current and current provisions has been restated.
The accompanying notes are an integral part of these Consolidated Financial Statements (IFRS).
AIRBUS - FINANCIAL STATEMENTS 2021 - 7
Airbus SE IFRS Consolidated Statement of Cash Flows
for the years ended 31 December 2021 and 2020
Note
2021
2020
(In € million)
Operating activities
Profit (Loss) for the period attributable to equity owners of the parent (Net income)
Loss for the period attributable to non-controlling interests
4,213
(39)
(1,133)
(36)
Adjustments to reconcile profit for the period to cash provided by operating activities:
Interest income
(88)
334
(140)
411
Interest expense
Interest received
111
82
Interest paid
(330)
853
(205)
39
Income tax expense
Income tax paid
(321)
2,325
(863)
(116)
(40)
79
Depreciation and amortisation
Valuation adjustments
11
2,831
95
Results on disposals of non-current assets
Results of investments accounted for under the equity method
Change in current and non-current provisions
Contribution to plan assets (1)
Change in other operating assets and liabilities
Inventories
9
(39)
(1,934)
(533)
1,067
2,405
379
1,138
(314)
(8,237)
152
Trade receivables
351
Contract assets and liabilities
Trade liabilities
(2,326)
194
848
22
25, 26
(5,523)
(4,065)
(5,420)
Other assets and liabilities
415
Cash provided by (used for) operating activities
4,639
Investing activities
Purchases of intangible assets, property, plant and equipment, investment property
Proceeds from disposals of intangible assets, property, plant and equipment and
investment property
(1,928)
212
(1,759)
228
Acquisitions of subsidiaries, joint ventures, businesses and non-controlling interests
(net of cash)
Payments for investments accounted for under the equity method, other investments
and other long-term financial assets
(25)
(481)
(565)
(577)
Proceeds from disposals of investments accounted for under the equity method,
other investments and other long-term financial assets
396
79
408
(8)
Dividends paid by companies valued at equity
9
Disposals of non-current assets and disposal groups classified as assets held for sale
and liabilities directly associated
310
(3,049)
1,863
0
(337)
6,640
4,126
Payments for investments in securities
Proceeds from disposals of securities
36
36
Cash provided by (used for) investing activities
(2,719)
AIRBUS - FINANCIAL STATEMENTS 2021 - 8
Note
2021
2020
(In € million)
Financing activities
Increase in financing liabilities
36
36
34
0
(2,295)
0
7,102
(445)
0
Repayment of financing liabilities
Cash distribution to Airbus SE shareholders
Payments for liability for puttable instruments
Changes in capital and non-controlling interests
Change in treasury shares
0
91
34
138
89
(22)
(4)
Cash provided by (used for) financing activities
Effect of foreign exchange rate changes on cash and cash equivalents
Net increase in cash and cash equivalents
Cash and cash equivalents at beginning of period
Cash and cash equivalents at end of period
(2,179)
392
6,833
(414)
5,125
9,314
14,439
133
14,439
14,572
36
(1)
In 2020, thereof € 331 million contributions for retirement and deferred compensation plans.
The accompanying notes are an integral part of these Consolidated Financial Statements (IFRS).
AIRBUS - FINANCIAL STATEMENTS 2021 - 9
Airbus SE IFRS Consolidated Statement of Changes in Equity
for the years ended 31 December 2021 and 2020
Equity attributable to equity holders of the parent
Accumulated other
comprehensive income
Foreign
Financial
Share Retained assets at
stock premium earnings fair value hedges adjustments
Cash
flow translation Treasury
shares
currency
Non-
controlling
Total interests equity
Capital
Total
Note
(In € million)
Balance at 1 January
2020
Loss for the period
Other comprehensive
income
784
0
3,555
2,241
(1,133)
1,179
0
0
0
0
0
0
(1,268)
(236)
0
1,108
Total comprehensive
income for the period
Capital increase
Share-based payment
(IFRS 2)
0
1
0
44
(2,401)
0
(236)
0
0
0
(25)
45
(10)
0
(35)
45
34
32
0
0
0
0
0
0
42
0
0
42
0
42
Cash distribution to
Airbus SE shareholders /
Dividends paid to non-
controlling interests
Equity transaction
(IAS 27)
34
34
0
0
0
0
0
0
0
368
0
0
0
0
0
0
0
0
0
0
0
0
0
368
40
0
6
0
0
374
40
Change in treasury
shares
40
Balance at
31 December 2020
Profit for the period
Other comprehensive
income
Total comprehensive
income for the period
Capital increase
Share-based payment
(IFRS 2)
785
0
3,599
250
4,213
648
0
262
0
943
0
4,213
0
0
0
0
2,363
227
0
2
0
113
6,576
0
227
0
0
0
2,901
115
34
32
0
0
0
115
0
0
61
0
0
0
0
61
0
61
Cash distribution to
Airbus SE shareholders /
Dividends paid to non-
controlling interests
Equity transaction
(IAS 27)
34
34
0
0
0
0
0
(53)
0
0
0
0
0
0
0
0
0
0
0
0
(53)
(3)
0
63
0
0
10
(3)
Change in treasury
shares
0
0
0
(3)
Balance at
31 December 2021
787
3,712
6,834
1,170
The accompanying notes are an integral part of these Consolidated Financial Statements (IFRS).
AIRBUS - FINANCIAL STATEMENTS 2021 - 10
819
(2,521)
(171)
2,783
(171)
2,783
(192)
(3,710)
(192)
(3,710)
456
(3,448)
(82)
5,975
0
(1,133)
(42)
6,445
0
(1,312)
(45)
9,466
15
5,990
(36)
(1,169)
26
1,134
11
6,456
(39)
4,174
(15)
(1,327)
(54)
2,847
20
9,486
2
Notes to the
IFRS Consolidated
Financial Statements
2.1 Basis of Preparation
1.
The Company
The accompanying IFRS Consolidated Financial Statements present the financial position and the results of operations of Airbus SE
together with its subsidiaries referred to as “the Company”, a European public limited-liability company (Societas Europaea) with its seat
(statutaire zetel) in Amsterdam, The Netherlands, its registered address at Mendelweg 30, 2333 CS Leiden, The Netherlands, and
registered with the Dutch Commercial Register (Handelsregister) under number 24288945. The Company’s reportable segments are
Airbus, Airbus Helicopters and Airbus Defence and Space (see “– Note 11: Segment Information”). The Company is listed on the European
stock exchanges in Paris, Frankfurt am Main, Madrid, Barcelona, Valencia and Bilbao. The IFRS Consolidated Financial Statements were
authorised for issue by the Company’s Board of Directors on 16 February 2022.
2.
Impact of the COVID-19 pandemic
In 2020, the COVID-19 pandemic resulted in significant disruption to the Company’s business operations and supply chain. For more
details on the impact in 2020, please refer to the Company’s IFRS Consolidated Financial Statements as of 31 December 2020.
The Company’s business, results of operations and financial condition have been and may continue to be materially affected by the
COVID-19 pandemic, and the Company continues to face risks and uncertainties. In addition to its impact on the financial viability of
operators, airlines and lessors and the reduction of commercial air traffic, new variants of the COVID-19 pandemic, lockdowns, travel
limitations and restrictions around the world have posed logistical challenges and may cause disruptions to the Company’s business, its
operations and supply chain as well as customers’ ability to take delivery of aircraft.
Airlines have reduced capacity, grounded portions of their fleets and sought to implement measures to reduce cash spending and secure
liquidity. Some airlines have also sought arrangements with creditors, restructured or applied for bankruptcy or insolvency protection,
which may have further consequences for the Company and its order book as well as other consequences resulting from the related
proceedings.
In 2021, the commercial environment has shown signs of improvements, in particular an increase in air travel demand.
On 27 May 2021, the Company provided suppliers with an update of its production plans based on its expectation that the commercial
aircraft market may recover to pre-COVID levels between 2023 and 2025, led by the single-aisle segment. In anticipation of a continued
recovering market, the Company confirmed an average A320 Family production rate of 45 aircraft per month in the fourth quarter of 2021
and called on suppliers to prepare for the future by securing a firm rate of 64 by the second quarter of 2023. The A220 monthly production
rate is confirmed to rise to around 6 in early 2022. The A350 production rate is expected to increase to 6 by Autumn 2022 while A330
production is expected to remain at an average monthly production rate of two per month.
On 28 October 2021, the Company announced the A220 production rate, which was at 5 aircraft a month, is expected to increase to
around rate 6 per month in early 2022, with a monthly production rate of 14 envisaged by the middle of the decade. On the A320 Family
programme, the Company is working to secure the ramp up and is on trajectory to achieve a monthly rate of 65 aircraft by summer 2023.
The recent commercial successes of the A330 programme enable a monthly rate increase from around 2 to almost 3 aircraft at the end
of 2022. The A350 programme is expected to increase from around 5 to around 6 aircraft a month in early 2023.
Year-to-date financials reflect deliveries as well as efforts on cost containment and competitiveness. Furthermore, the Company has
performed a comprehensive review of provisions and depreciations, taking into account the amended production rates and expected
future deliveries. Consequently, the Company recorded € 0.6 billion of release of COVID-related provisions including restructuring in 2021.
AIRBUS - FINANCIAL STATEMENTS 2021 - 11
In 2020, the review performed led to charges being recorded for an amount of € 1.3 billion and a restructuring provision for an amount of
€ 1.2 billion.
The Company is monitoring the evolution of the COVID-19 pandemic and will continue to assess further impacts going forward.
Management considers the Company has sufficient resources to continue operating for at least 12 months and that there are no material
uncertainties about the Company’s ability to continue as a going concern.
3.
Significant Accounting Policies
Basis of preparation The Companys Consolidated Financial Statements are prepared in accordance with International Financial
Reporting Standards (“IFRS”), issued by the International Accounting Standards Board (“IASB”) as endorsed by the European Union
(“EU”) and Part 9 of Book 2 of the Netherlands Civil Code. When reference is made to IFRS, this intends to be EU-IFRS.
The Consolidated Financial Statements have been prepared on a historical cost basis, unless otherwise indicated. They are prepared and
reported in euro (“€”) and all values are rounded to the nearest million appropriately. Due to rounding, numbers presented may not add
up precisely to the totals provided and percentages may not precisely reflect the absolute figures.
The Company describes the accounting policies applied in each of the individual notes to the Financial Statements and avoids repeating
the text of the standard, unless this is considered relevant to the understanding of the note’s content. The Company’s accounting policies
and methods are unchanged compared to 31 December 2020. The implementation of other amended standards has no material impact
on the Company’s Consolidated Financial Statements as of 31 December 2021. The most significant accounting policies are described
below, and have been updated accordingly.
Revenue recognition Revenue is recognised when the Company transfers control of the promised goods or services to the customer.
The Company measures revenue, for the consideration to which the Company is expected to be entitled in exchange for transferring
promised goods or services. Variable considerations are included in the transaction price when it is highly probable that there will be no
significant reversal of the revenue in the future. The Company identifies the various performance obligations of the contract and allocates
the transaction price to these performance obligations. Advances and pre-delivery payments (contract liabilities) are received in the normal
course of business and are not considered to be a significant financing component as they are intended to protect the Company from the
customer failing to complete its contractual obligations.
Incurred inefficiency cost such as the unexpected cost of materials, labour hours expended or other resources consumed do not generate
revenue as they do not contribute to the Companys progress in satisfying the performance obligations.
Revenue from the sale of commercial aircraft is recognised at a point in time (i.e. at delivery of the aircraft). The Company estimates
the amount of price concession granted by the Company’s engine suppliers to their customers as a reduction of both revenue and cost of
sales.
An aircraft can remain in storage under a bill-and-hold arrangement. In such cases, revenue is recognised when the requirements for
the transfer of control under a bill-and-hold arrangement are fulfilled.
Revenue from the sale of military aircraft, space systems and services When control of produced goods or rendered services is
transferred over time to the customer, revenue is recognised over time, i.e. under the percentage of completion method (“PoC” method).
The Company transfers control over time when:
-
-
-
it produces a good with no alternative use and the Company has an irrevocable right to payment (including a reasonable margin) for
the work completed to date, in the event of contract termination at the convenience of customers (e.g. Tiger contract); or
it creates a good which is controlled by the customer as the good is created or enhanced (e.g. Eurofighter contracts, some border
security contracts, A400M development); or
the customer simultaneously receives and consumes the benefits provided by the Company (e.g. maintenance contracts).
For the application of the over time method (PoC method), the measurement of progress towards complete satisfaction of a performance
obligation is based on inputs (i.e. cost incurred).
When none of the criteria stated above have been met, revenue is recognised at a point in time. For instance, revenue is recognised at
the delivery of aircraft under IFRS 15 from the sale of military transport aircraft, from the A400M launch contract and most of NH90 serial
helicopterscontracts.
Provisions for onerous contracts The Company records provisions for onerous contracts when it becomes probable that the total
contract costs will exceed total contract revenue. Before a provision for onerous contracts is recorded, the related assets under
construction are measured at their net realisable value and written-off if necessary. Onerous contracts are identified by monitoring the
progress of the contract together with the underlying programme status. An estimate of the related contract costs is made, which requires
significant and complex assumptions, judgements and estimates related to achieving certain performance standards (see “– Note 4: Key
Estimates and Judgements”, “– Note 12: Revenue and Gross Margin” and “– Note 24: Provisions, Contingent Assets and Contingent
Liabilities”).
AIRBUS - FINANCIAL STATEMENTS 2021 - 12
Research and development expenses The costs for internally generated research are expensed when incurred. The costs for
internally generated development are capitalised when:
-
-
-
the product or process is technically feasible and clearly defined (i.e. the critical design review is finalised);
adequate resources are available to successfully complete the development;
the benefits from the assets are demonstrated (a market exists or the internal usefulness is demonstrated) and the costs attributable
to the projects are reliably measured;
-
the Company intends to produce and market or use the developed product or process and can demonstrate its profitability.
Income tax credits granted for research and development activities are deducted from corresponding expenses or from capitalised
amounts when earned.
Capitalised development costs, are recognised either as intangible assets or, when the related development activities lead to the
construction of specialised tooling for production (“jigs and tools”), or involve the design, construction and testing of prototypes and models,
as property, plant and equipment. Capitalised development costs are generally amortised over the estimated number of units produced.
If the number of units produced cannot be estimated reliably, they are amortised over the estimated useful life of the internally generated
intangible asset. Amortisation of capitalised development costs is recognised in cost of sales.
Inventories are measured at the lower of acquisition cost (generally the average cost) or manufacturing cost and net realisable value.
Manufacturing costs comprise all costs that are directly attributable to the manufacturing process, such as direct material and labour, and
production related overheads (based on normal operating capacity and normal consumption of material, labour and other production
costs), including depreciation charges. Net realisable value is the estimated selling price in the ordinary course of the business less the
estimated costs to complete the sale.
Transactions in foreign currency, i.e. transactions in currencies other than the functional currency of an entity of the Company, are
translated into the functional currency at the foreign exchange rate prevailing at the transaction date. Monetary assets and liabilities
denominated in foreign currencies at the end of the reporting period are remeasured into the functional currency at the exchange rate in
effect at that date. Except when deferred in equity as qualifying cash flow hedges (see “– Note 37: Financial Instruments”), these foreign
exchange remeasurement gains and losses are recognised, in line with the underlying item:
-
in profit before finance costs and income taxes if the substance of the transaction is commercial (including sales financing
transactions); and
-
in finance costs for financial transactions.
Non-monetary assets and liabilities denominated in foreign currencies that are stated at historical cost are translated into functional
currency at the foreign exchange rate in effect at the date of the transaction. Translation differences on nonmonetary financial assets
and liabilities that are measured at fair value are reported as part of the fair value gain or loss. However, translation differences of
nonmonetary financial assets measured at fair value and classified as fair value through other comprehensive income (“OCI”) are
included in accumulated other comprehensive income (“AOCI”).
Hedge accounting Most of the Companys revenue is denominated in US dollar (“US$”), while a major portion of its costs are incurred
in euro. The Company is significantly exposed to the risk of currency changes, mainly resulting from US$/€ exchange rates. Furthermore,
the Company is exposed, though to a much lesser extent, to foreign exchange risk arising from costs incurred in currencies other than the
euro and to other market risks such as interest rate risk, commodity price and equity price risk.
In order to manage and mitigate those risks, the Company enters into derivative contracts. The Company applies hedge accounting to its
derivative contracts whenever the relevant IFRS criteria can be met. Hedge accounting ensures that derivative gains or losses are
recognised in profit or loss (mainly in revenue) in the same period that the hedged items or transactions affect profit or loss.
The major portion of the Companys derivative contracts is accounted for under the cash flow hedge model. The fair value hedge model
is used only for certain interest rate derivatives. Derivative contracts which do not qualify for hedge accounting are accounted for at fair
value through profit or loss; any related gains or losses being recognised in financial result.
The Companys hedging strategies and hedge accounting policies are described in more detail in “– Note 37: Financial Instruments”.
AIRBUS - FINANCIAL STATEMENTS 2021 - 13
4.
Key Estimates and Judgements
The preparation of the Companys Consolidated Financial Statements requires the use of estimates and assumptions. In preparing these
Financial Statements, management exercises its best judgement based upon its experience and the circumstances prevailing at that time.
The estimates and assumptions are based on available information and conditions at the end of the financial period presented and are
reviewed on an ongoing basis. Key estimates and judgements that have a significant influence on the amounts recognised in the
Companys Consolidated Financial Statements are mentioned below:
Impairment of long-life assets, work in progress and finished aircraft In testing long-life assets such as jigs and tools and
capitalised development costs for impairment, the Company makes estimates on the number and timing of aircraft units to be delivered
in the future, the margin of these aircraft, and the discount rate associated with the aircraft programme. For aircraft that may need to be
remarketed, the impairment of working progress and finished aircraft is assessed based on an estimation of the future selling price and
associated remarketing costs.
Revenue recognition for performance obligations transferred over time The PoC method is used to recognise revenue for
performance obligations transferred over time. This method places considerable importance on accurate estimates at completion as well
as on the extent of progress towards completion. For the determination of the progress of the performance obligations, significant
estimates include total contract costs, remaining costs to completion, total contract revenue, contract risks and other judgements.
The management of the segments continually review all estimates involved in such performance obligations and adjusts them as
necessary (see “– Note 22: Contract Assets and Contract Liabilities, Trade Receivables and Trade Liabilities”).
Provisions The evaluation of provisions, such as onerous contracts, program-related provisions and restructuring measures are based
on best estimates. Onerous contracts are identified by monitoring the progress of the contract and the underlying programme performance.
The associated estimates of the relevant contract costs require significant judgement related to performance achievements. Depending
on the size and nature of the Company’s contracts and related programmes, the extent of assumptions, judgements and estimates in
these monitoring processes differs. In particular, the introduction of commercial or military aircraft programmes (e.g. A400M) or major
derivative aircraft programmes involves an increased level of estimates and judgements associated with the expected development,
production and certification schedules and expected cost components (see “– Note 24: Provisions, Contingent Assets and Contingent
Liabilities”).
In view of overall commercial relationships, contract adjustments may occur, and must be considered on a case by case basis.
Estimates and judgements are subject to change based on new information as contracts and related programmes progress. Furthermore,
the complex design and manufacturing processes of the Company’s industry require challenging integration and coordination along the
supply chain including an ongoing assessment of suppliers’ assertions which may additionally impact the outcome of these monitoring
processes.
A restructuring provision is recognised when the Company has developed a detailed formal plan for the restructuring and has raised a
valid expectation in those affected that it will carry out the restructuring by starting to implement the plan or announcing its main features
to those affected by it. The measurement of a restructuring provision is at the best estimate of the anticipated costs and includes only the
direct expenditures arising from the restructuring, which are those amounts that are both necessarily entailed by the restructuring and not
associated with the ongoing activities of the Company.
Hedge accounting The hedge portfolio covers a large portion of the Company’s highly probable forecasted transactions derived from
its commercial activities. The Company makes estimates and judgement in assessing the highly probable criteria of the forecasted
transactions, in order to anticipate future events, as risk of future cancellations of orders (see “– Note 37: Financial Instruments”).
Employee benefits The Company accounts for pension and other post-retirement benefits in accordance with actuarial valuations.
These valuations rely on statistical and other factors in order to anticipate future events. The actuarial assumptions may differ materially
from actual developments mainly due to changing market and economic conditions and therefore result in a significant change in
post-retirement employee benefit obligations and the related future expenses (see “– Note 31: Post-Employment Benefits”).
Legal contingencies
The Company is party to litigations related to
a
number of matters as described in
“– Note 38: Litigation and Claims”. The outcome of these matters may have a material effect on the financial position, results of operations
or cash flows of the Company. Management regularly analyses current information concerning these matters and provides provisions for
probable cash outflows, including the estimate of legal expenses to resolve the matters. Internal and external lawyers are used for these
assessments. In making the decision regarding the need for provisions, management considers the degree of probability of an
unfavourable outcome and the ability to make a sufficiently reliable estimate of the amount of loss. The filing of a suit or formal assertion
of a claim against the Airbus companies or the disclosure of any such suit or assertion, does not automatically indicate that a provision
may be appropriate.
Income taxes The Company operates and earns income in numerous countries and is subject to changing tax laws in multiple
jurisdictions within these countries. Significant judgements are necessary in determining the worldwide income tax liabilities. Although
management believes that it has made reasonable estimates about the final outcome of tax uncertainties, no assurance can be given that
the final tax outcome of these matters will be consistent with what is reflected in the historical income tax provisions. At each end of the
reporting period, the Company assesses whether the realisation of future tax benefits is probable to recognise deferred tax assets. This
assessment requires the exercise of judgement on the part of management with respect to, among other things, benefits that could be
realised from available tax strategies and future taxable income, as well as other positive and negative factors.
AIRBUS - FINANCIAL STATEMENTS 2021 - 14
The recorded amount of total deferred tax assets could be reduced, through valuation allowances recognition, if estimates of projected
future taxable income and benefits from available tax strategies are lowered, or if changes in current tax regulations are enacted that
impose restrictions on the timing or extent of the Companys ability to utilise future tax benefits. The basis for the recoverability test of
deferred tax assets is the same as the Companys latest operative planning also taking into account certain qualitative aspects regarding
the nature of the temporary differences. Qualitative factors include but are not limited to an entity’s history of planning accuracy,
performance records, business model, backlog, existence of long-term contracts as well as the nature of temporary differences
(see “– Note 17: Income Taxes”).
Other subjects that involve assumptions and estimates are further described in the respective notes (see “– Note 8: Acquisitions and
Disposals”, “– Note 19: Intangible Assets” and “– Note 22: Contract Assets, Contract Liabilities and Trade Receivables, and Trade
Liabilities).
5.
Change in Accounting Policies and Disclosures
The accounting policies applied by the Company in preparation of its 2021 year-end Consolidated Financial Statements are the same as
applied for the previous year. Other than that, amendments, improvements to and interpretations of standards effective from 1 January
2021 have no material impact on the Consolidated Financial Statements.
New, Revised or Amended IFRSs Applied from 1 January 2021
Amendments to IFRS 16 Leases: Covid-19- Related Rent Concessions beyond 30 June 2021
In March 2021, the IASB issued COVID-19-related Rent Concessions beyond 30 June 2021 to extend by another year the practical relief
to lessees in accounting for rent concessions occurring as a direct consequence of COVID-19.
The Company has applied in advance of its effective date the practical expedient retrospectively to all rent concessions that meet the
conditions of the practical expedient and has accounted for them in the same manner as for a resolution of a contingency that fixes
previously variable lease payments.
As such, the Company has not updated the discount rate used to re-measure the lease liability and used the re-measured consideration
with a corresponding adjustment to the right-to-use. The Company re-assessed that the application of this amendment, with the extension
of the relief until 30 June 2022, has still no material impact on the Consolidated Financial Statements as of 31 December 2021.
Amendments to IFRS 9, IAS 39 and IFRS 7 “Interest Rate Benchmark Reform – Phase 2”
Following the financial crisis, the reform and replacement of some benchmark interest rates such as LIBOR and other Interbank Offered
Rates (“IBORs”) has become a priority for global regulators. There is still some uncertainty around the timing and precise nature of these
changes.
The Company’s treasury is managing the transition plan, so that the existing contracts that refer to LIBORs shall be adjusted to ensure
contract continuity after cessation of relevant benchmarks and address term and credit differences between LIBORs and alternative
reference rates. The changed reference rates will also impact systems, processes and risk and valuation models.
To manage the transition of the USD LIBOR-referenced derivatives contracts, the Company will adhere to the ISDA Fallback protocol that
ensures an automatic transition on the official cessation date scheduled on 30 June 2023 as stated by the UK FCA (Financial Conduct
Authority) on 5 March 2021. The official spread adjustment published by Bloomberg and fixed on 5 March 2021 (official announcement
date of the LIBOR cessation) will apply. On USD LIBOR-referenced loan contracts, the Company will apply a similar transition scheme to
the derivative contracts.
The Company is mainly exposed to USD LIBOR under Airbus Bank loan assets portfolio for an amount of € 301 million (for a notional
amount of US$ 524 million) and the interest rate swaps based on USD LIBOR used in the hedge relationship, for an amount of € 64 million
(for a notional amount of US$ 1.5 billion) as developed under “– Note 37: Financial Instruments”.
The Phase 2 amendments have no impact on these Consolidated Financial Statements as existing contracts continue to refer to LIBORs
as of 31 December 2021.
AIRBUS - FINANCIAL STATEMENTS 2021 - 15
Agenda Decision published by the IFRS Interpretation Committee (“IFRIC”)
In April 2021, IFRIC published an agenda decision, “Configuration or Customisation Costs in a Cloud Computing Arrangement”, which
considered how an entity should account for configuration and customisation costs incurred in implementing these service arrangements.
IFRIC concluded that these costs should be expensed, unless the criteria for recognising a separate asset are met. The Company is
currently undertaking the analysis required to quantify the potential impact and assessing whether a change in accounting policy would
be required or not.
New, Revised or Amended IFRSs Issued but not yet Applied
A number of new or revised standards, amendments and improvements to standards as well as interpretations are not yet effective for
the year ended 31 December 2021 and have not been applied in preparing these Consolidated Financial Statements and early adoption
is not planned:
IASB effective date for
annual reporting periods
beginning on or after
Endorsement
status
Standards and amendments
Endorsed
Amendments to IFRS 3: Reference to the Conceptual Framework
1 January 2022
Amendments to IAS 16: Property, Plant and Equipment Proceeds before
Intended Use
1 January 2022
1 January 2022
1 January 2022
1 January 2023
1 January 2023
1 January 2023
1 January 2023
Endorsed
Endorsed
Amendments to IAS 37: Onerous Contracts Cost of Fulfilling a Contract
Annual Improvements to IFRS Standards 20182020
IFRS 17 “Insurance Contracts”
Endorsed
Endorsed
Not yet endorsed
Not yet endorsed
Not yet endorsed
Amendments to IAS 1: Classification of Liabilities as Current or Non-current
Amendments to IAS 8: Definition of Accounting Estimates
Amendments to IAS 1: Disclosure of Accounting Policies
Amendments to IAS 12: Deferred Tax related to Assets and Liabilities arising
from a Single Transaction
Not yet endorsed
Not yet endorsed
1 January 2023
1 January 2023
Amendments to IFRS 17: Initial Application of IFRS 17 and IFRS 9
Comparative Information
6.
Climate impacts
Climate change may have a major impact on both the Company’s industrial operations and its upstream and downstream value chain,
including aircraft direct operations and the wider air transport ecosystem along with a strong influence on regulations and stakeholders
expectations. Accordingly, climate-related risks can potentially affect the Company’s business and competitiveness, its customers and
other actors in the aviation industry. For further information on climate-related risks, please refer to the Report of the Board of Directors
4.6 Risk Factors – “Climate-Related Risks”. For more details on specific impacts, see “– Note 19: Intangible assets”, “– Note 20: Property,
Plant and Equipment” and “– Note 33: Remuneration”.
The Company is committed to contributing to meeting the Paris Agreement targets and in taking a leading role in the decarbonisation of
the aviation sector in cooperation with all stakeholders. For further information, please refer to the Report of the Board of Directors
6.1 Non-Financial Information 6.1.2 “Lead the Journey Towards Clean Aerospace”.
The Company continuously assesses potential impacts of identified environmental risks and opportunities. As of 31 December 2021, to
the best of the Company’s judgement, there is no impact on the Company’s assets and liabilities. The Company considered the
assumptions related to the life cycle of its main programmes and the related impacts on long-lived assets impairments and concluded that
there was no need for impairment. Similarly, the Company did not identify any need for revision to the useful lives of the property, plant
and equipment and intangible assets.
The Company shares the EUs ambition to reach a net-zero carbon aviation ecosystem in Europe by 2050, and will contribute to the EU’s
“2030 Climate Target Plan”. Further sustainability activities will continue to accelerate, especially with the objective to bring a zero emission
commercial aircraft to market in 2035.
AIRBUS - FINANCIAL STATEMENTS 2021 - 16
2.2 Airbus Structure
7.
Scope of Consolidation
The Company’s Consolidated Financial Statements include the Financial Statements of Airbus SE and all material
Consolidation
subsidiaries controlled by the Company. The Company’s subsidiaries prepare their Financial Statements at the same reporting date as
the Company’s Consolidated Financial Statements (see Appendix “Simplified Airbus Structure” chart).
Subsidiaries are entities controlled by the Company including so-called structured entities, which are created to accomplish a narrow and
well-defined objective. They are fully consolidated from the date control commences to the date control ceases.
The assessment of control of a structured entity is performed in three steps. In a first step, the Company identifies the relevant activities
of the structured entities (which may include managing lease receivables, managing the sale or re-lease at the end of the lease and
managing the sale or re-lease on default) and in a second step, the Company assesses which activity is expected to have the most
significant impact on the structured entities’ return. Finally, the Company determines which party or parties control this activity.
The Company’s interests in equity-accounted investees comprise investments in associates and joint ventures. Such investments are
accounted for under the equity method and are initially recognised at cost.
The Financial Statements of the Company’s investments in associates and joint ventures are generally prepared for the same reporting
period as for the parent company. Adjustments are made where necessary to bring the accounting policies and accounting periods in line
with those of the Company.
PERIMETER OF CONSOLIDATION
31 December
2021
2020
177
(Number of companies)
Fully consolidated entities
178
Investments accounted for under the equity method
in joint ventures
in associates
Total
57
23
58
25
258
260
For more details related to unconsolidated and consolidated structured entities, see “– Note 27: Sales Financing Transactions”.
8.
Acquisitions and Disposals
Business combinations are accounted for using the acquisition method, as at the acquisition date, which is the date on which control is
transferred to the Company.
The determination of the fair value of the acquired assets and the assumed liabilities which are the basis for the measurement of goodwill
requires significant estimates. Land, buildings and equipment are usually independently appraised while marketable securities are valued
at market prices. If intangible assets are identified, depending on the type of intangible asset and the complexity of determining its fair
value, the Company either consults with an independent external valuation expert or develops the fair value internally, using appropriate
valuation techniques which are generally based on a forecast of the total expected future net cash flows.
These evaluations are linked closely to the assumptions made by management regarding the future performance of the assets concerned
and the discount rate applied.
Loss of control, loss of joint control, loss of significant influence Upon loss of control of a subsidiary, the assets and liabilities
and any components of the Companys equity related to the subsidiary are derecognised. Any gain or loss arising from the loss of control
is recognised within other income or other expenses in the Consolidated Income Statement. If the Company retains any interest in the
previous subsidiary, such interest is measured at fair value at the date the control is lost.
Assets and liabilities of a material subsidiary for which a loss of control is highly probable are classified as assets and liabilities held for
sale when the Company has received sufficient evidence that the loss of control will occur in the 12 months after the classification. These
assets and liabilities are presented after elimination of intercompany transactions.
When the loss of significant influence or the loss of joint control of an investment accounted for under the equity method is highly probable
and is expected to occur in the coming 12 months, this associate or joint venture is classified as an asset held for sale.
Sale of investment in an associate or joint venture Any gain or loss arising from the disposal of investment accounted for under the
equity method is recognised within share of profit from investments.
AIRBUS - FINANCIAL STATEMENTS 2021 - 17
8.1 Acquisitions
In 2020, Bombardier transferred its remaining shares in Airbus Canada Limited Partnership (“ACLP”) to Airbus and Investissement Québec
(“IQ”). As per the agreement, Airbus acquired an additional 29.64% of the issued shares in ACLP. This agreement brought the
shareholdings in ACLP for Airbus and IQ to 75% and 25%, respectively.
Airbus paid to Bombardier a consideration of US$ 591 million of which US$ 531 million was received at closing and US$ 60 million to be
paid over the 2020-22 period under certain conditions. The agreement also provides for the cancellation of Bombardier warrants owned
by Airbus, as well as releasing Bombardier of its future funding capital requirement to ACLP, previously performed through the non-voting
participation Class B common units in ACLP.
The call rights of Airbus in respect of all IQ’s interests in ACLP at fair market value have been extended by an additional three years to
January 2026.
The effect of this equity transaction on the equity attributable to the owners of ACLP amounted to € -53 million.
As part of this transaction, Airbus, via its wholly owned subsidiary Stelia Aerospace, also acquired the A220 and A330 work package
production capabilities from Bombardier in Saint Laurent, Québec. Under this non-material transaction, the fair value of the net assets
acquired amounted to US$ -4 million.
8.2
Disposals
On 15 December 2021, the Company divested to a 50% joint venture one of its sites in France. The assets relative to this disposal were
previously classified as held for sale for an amount of €ꢀ67 million. The Company received a consideration of € 310 million and recognised
a gain of € 122 million, reported in Airbus Defence and Space other income.
8.3
Cash Flows from Disposals including Assets and Disposal Groups Classified as Held
for Sale
The following table provides details on cash flows from disposals (resulting in assets and liabilities disposed) of subsidiaries, joint ventures
and businesses:
2021
310
0
2020
(In € million)
Total selling price received by cash and cash equivalents
Cash and cash equivalents included in the disposed subsidiaries
Total
0
0
0
310
The aggregate cash flows from assets and disposals groups classified as held for sale in 2021 result from the divestment of one of its
sites in France.
9.
Investments Accounted for under the Equity Method
31 December
2021
2020
1,367
211
(In € million)
Investments in joint ventures
Investments in associates
Total
1,471
201
1,672
1,578
Investments accounted for under the equity method increased by €ꢀ+94 million to €ꢀ1,672 million (2020: €ꢀ1,578 million). They mainly
include the equity investments in ArianeGroup, MBDA and ATR GIE.
9.1
Investments in Joint Ventures
The joint ventures in which the Company holds an interest are structured in separate incorporated companies. Under joint arrangement
agreements, unanimous consent is required from all parties to the agreement for all relevant activities. The Company and its partners
have rights to the net assets of these entities through the terms of the contractual agreements.
The Company’s interest in its joint ventures, accounted for under the equity method, is stated in aggregate in the following table:
AIRBUS - FINANCIAL STATEMENTS 2021 - 18
2021
1,367
49
2020
1,444
0
(In € million)
Carrying amount of the investments at 1 January
New joint ventures
Share of results from continuing operations
Share of other comprehensive income
Dividends received during the year
Changes in consolidation
73
31
116
6
(57)
(49)
0
(28)
(112)
1,471
Others
(2)
Carrying amount of the investments at 31 December
1,367
The Company’s individually material joint ventures are ArianeGroup, Paris (France), MBDA S.A.S., Paris (France), and ATR GIE, Blagnac
(France), as parent companies of their respective groups. These joint venture companies are not publicly listed.
ArianeGroup is a 50% joint venture between the Company and Safran. ArianeGroup is the head company in a group comprising several
subsidiaries and affiliates, all leading companies in their fields, such as: APP, Arianespace, Cilas, Eurockot, Eurocryospace,
Europropulsion, Nuclétudes, Pyroalliance, Regulus, Sodern and Starsem. ArianeGroup inherits a rich portfolio of products and services,
enabling it to deliver innovative and competitive solutions to numerous customers around the world.
The Company holds a 37.5% stake in MBDA at 31 December 2021, which is a joint venture between the Company, BAE Systems and
Leonardo. MBDA offers missile systems capabilities that cover the whole range of solutions for air dominance, ground-based air defence
and maritime superiority, as well as advanced technological solutions for battlefield engagement.
ATR GIE manufactures advanced turboprop aircraft. It is a 50% joint venture between Leonardo group company and the Company. Both
Leonardo and the Company provide airframes which are assembled by ATR GIE in France. The members of ATR GIE are legally entitled
exclusively to the benefits and are liable for the commitments of the joint venture. ATR GIE is obliged to transfer its cash to each member
of the joint venture.
The following table summarises financial information for ArianeGroup, MBDA and ATR GIE based on their Consolidated Financial
Statements prepared in accordance with IFRS:
ArianeGroup
MBDA
ATR GIE
2021
2021
2020
2,718
(128)
9
2021
4,234
(165)
8
2020
3,592
(143)
5
2020
398
(6)
(In € million)
Revenue
3,129
(157)
1
707
21
0
Depreciation and amortisation
Interest income
0
Interest expense
(12)
40
(27)
9
(13)
(17)
0
0
Income tax expense
(112)
344
(119)
279
0
1
Profit from continuing operations
Other comprehensive income
Total comprehensive income (100%)
Non-current assets
(39)
15
(6)
(48)
0
(138)
0
(14)
(20)
6,111
6,260
642
266
(157)
122
(24)
6,129
6,466
1,223
1,008
610
(48)
267
720
6
(138)
262
835
9
2,727
7,849
2,819
766
2,687
7,841
2,851
1,104
Current assets
thereof cash and cash equivalents
Non-current liabilities
1,152
203
165
thereof non-current financial liabilities
(excluding trade and other payables and provisions)
423
483
6
3
0
0
Current liabilities
7,451
7,075
8,733
8,821
662
901
thereof current financial liabilities
(excluding trade and other payables and provisions)
129
4,136
4,126
10
53
4,144
4,144
0
21
1,077
1,077
0
27
603
603
0
0
122
122
0
0
31
31
0
Total equity (100%)
Equity attributable to the equity owners of the parent
Non-controlling interests
ArianeGroup
MBDA
ATR GIE
2021
2,063
244
2020
2,072
244
2021
404
282
0
2020
226
282
0
2021
61
0
2020
15
0
(In € million)
The Companys interest in equity on investee
Goodwill
PPA adjustments, net of tax
(1,519)
(1,519)
0
0
Airbus Defence and Space PPA (including 2016 Ariane 6
catch-up)
(121)
(36)
(71)
(36)
0
0
0
0
0
0
0
0
Contingent liability release adjustment
Fair value adjustments and modifications for differences
in accounting policies
(101)
0
(23)
0
(10)
0
(10)
0
0
3
0
0
Dividend adjustment
Elimination of downstream inventory
Carrying amount of the investment at 31 December
2
2
0
0
(5)
59
(5)
10
532
669
676
498
AIRBUS - FINANCIAL STATEMENTS 2021 - 19
The development of these investments is as follows:
ArianeGroup
MBDA
ATR GIE
2021
2021
2020
699
(22)
(8)
0
2021
498
130
99
2020
450
107
(57)
0
2020
106
(68)
5
(In € million)
Carrying amount of the investment at 1 January
Share of results from continuing operations
Share of other comprehensive income
Dividends received during the year
Changes in consolidation
669
(66)
5
10
(23)
(4)
76
0
0
(49)
0
(33)
0
5
0
0
Others
(81)
532
0
(2)
(2)
0
0
Carrying amount of the investment at 31 December
669
676
498
59
10
The Company’s share of contingent liabilities and other commitments as of 31 December 2021 relating to MBDA is €ꢀ393 million (2020:
€ꢀ450 million).
9.2
Investments in Associates
The Company’s interests in associates, accounted for under the equity method, are stated in aggregate in the following table:
2021
211
(33)
30
2020
182
8
(In € million)
Carrying amount of the investment at 1 January
Share of results from continuing operations
Share of other comprehensive income
Dividends received during the year
Changes in consolidation
32
(6)
0
(44)
28
Disposal of shares
0
5
Others
(1)
201
0
Carrying amount of the investment at 31 December
211
The cumulative unrecognised comprehensive loss for these associates amounts to €ꢀ-12 million and €ꢀ-97 million as of
31 December 2021 and 2020, respectively (thereof €ꢀ85 million for the period).
10. Related Party Transactions
Sales of
goods and
services
and
Loans granted /
Other Loans received /
receivables Other liabilities
Purchases of
goods and
services and
Receivables
at
Liabilities
at
other
due at
due at
income other expenses
31 December 31 December
31 December
31 December
(In € million)
2021
Total transactions
with associates
7
132
212
3
22
108
0
0
Total transactions
with joint ventures
2,807
930
1,239
1,410
2020
Total transactions
with associates
9
42
6
13
101
5
16
Total transactions
with joint ventures
2,596
186
1,294
1,176
1,275
Transactions with unconsolidated subsidiaries are immaterial to the Company’s Consolidated Financial Statements.
As of 31 December 2021, the Company granted guarantees of €ꢀ129 million to Air Tanker Group in the UK (2020:
€ꢀ129 million).
For information regarding the funding of the Company’s pension plans, which are considered as related parties, see “– Note 31:
Post-Employment Benefits”.
The information relative to compensation and benefits granted to Members of the Executive Committee and Board of Directors are
disclosed in “– Note 33: Remuneration”.
AIRBUS - FINANCIAL STATEMENTS 2021 - 20
2.3 Segment Information
The Company operates in three reportable segments which reflect the internal organisational and management structure according to the
nature of the products and services provided.
Airbus Development, manufacturing, marketing and sale of commercial jet aircraft of more than 100 seats, aircraft conversion
and related services; development, manufacturing, marketing and sale of regional turboprop aircraft and aircraft components. It also
includes the holding function of the Company and its bank activities.
Airbus Helicopters Development, manufacturing, marketing and sale of civil and military helicopters; provision of helicopter
related services.
Airbus Defence and Space Military Aircraft design, development, delivery, and support of military aircraft such as combat,
mission, transport and tanker aircraft and their associated services. Space Systems design, development, delivery, and support of
full range of civil and defence space systems for telecommunications, earth observations, navigation, science and orbital systems.
Connected Intelligence provision of services around data processing from platforms, secure communication and cyber security. In
addition, the main joint ventures design, develop, deliver, and support missile systems as well as space launcher systems. Unmanned
Aerial Systems design, development, delivery and service support.
On 21 April 2021, the Company presented its plans to create integrated aerostructures assembly companies in both France and Germany,
and a third company as a new global player in the detail parts business, anchored in Germany.
The plans have no impact on the segment structure described above (see “– Note 40: Events after the Reporting Date”).
11. Segment Information
The following tables present information with respect to the Company’s business segments. As a rule, inter-segment transfers are carried
out on an arm’s length basis. Inter-segment sales predominantly take place between Airbus and Airbus Defence and Space and between
Airbus Helicopters and Airbus. Consolidation effects are reported in the column “Eliminations”.
The Company uses EBIT as a key indicator of its economic performance.
Business segment information for the year ended 31 December 2021 is as follows:
Airbus
Airbus
Helicopters
Defence
and Space Eliminations
Consolidated
Airbus
Airbus
36,164
(425)
(In € million)
Total revenue
Internal revenue
Revenue
6,509
(230)
6,279
10,186
(55)
0
0
0
52,859
(710)
35,739
10,131
52,149
thereof
sales of goods at a point in time
33,455
20
3,298
192
3,076
3,557
3,498
0
0
0
39,829
3,769
8,551
sales of goods over time
services, including sales of spare parts
Profit before financial result and income taxes
(EBIT)
2,264
2,789
4,175
535
568
64
5,342
thereof
depreciation and amortisation
(1,616)
(2,252)
(184)
(275)
(525)
(249)
0
(2,325)
(2,746)
research and development expenses
share of profit from investments accounted for
under the equity method
additions to other provisions (1)
30
(29)
0
69
0
40
(2,230)
(246)
(69)
(989)
(398)
(870)
27
Interest result
Other financial result
Income taxes
(853)
4,174
Profit for the period
(1)
See “– Note 24: Provisions, Contingent Assets and Contingent Liabilities.
AIRBUS - FINANCIAL STATEMENTS 2021 - 21
Business segment information for the year ended 31 December 2020 is as follows:
Airbus
Defence
and Space
Airbus
Helicopters
Consolidated
Airbus
Airbus
34,250
(689)
Eliminations
(In € million)
Total revenue
Internal revenue
Revenue
6,251
10,446
(75)
0
0
0
50,947
(1,035)
49,912
(271)
33,561
5,980
10,371
thereof
sales of goods at a point in time
31,331
37
3,144
273
2,921
4,084
3,366
0
0
0
37,396
4,394
8,122
sales of goods over time
services, including sales of spare parts
Profit (Loss) before financial result and income taxes
(EBIT)
2,193
2,563
(1,330)
455
408
(43)
(510)
thereof
depreciation and amortisation
(1,951)
(2,436)
(208)
(273)
(672)
(225)
0
(2,831)
(2,858)
research and development expenses
share of profit from investments accounted for under
the equity method
76
(80)
6
113
0
39
(3,760)
(271)
additions to other provisions
Interest result
(2,371)
(398)
(980)
(11)
Other financial result
Income taxes
(349)
(39)
Loss for the period
(1,169)
Segment capital expenditures
(In € million)
31 December
2021
2020
1,191
113
Airbus
1,270
175
483
0
Airbus Helicopters
Airbus Defence and Space
Eliminations
455
0
Total capital expenditures (1)
1,928
1,759
(1)
Excluding expenditure for leased assets.
Segment assets
(In € million)
31 December
2021
60,673
8,500
2020
65,180
8,757
Airbus
Airbus Helicopters
Airbus Defence and Space
Eliminations
17,081
(6,765)
79,489
16,701
(6,593)
84,045
Total segment assets
Unallocated
Deferred and current tax assets
Securities
4,875
8,111
14,572
0
4,643
6,968
14,439
0
Cash and cash equivalents
Assets classified as held for sale
Total assets
107,047
110,095
Revenue by geographical areas is disclosed in “– Note 12: Revenue and Gross Margin”. Property, plant and equipment by geographical
areas is disclosed in “– Note 20: Property, Plant and Equipment”.
AIRBUS - FINANCIAL STATEMENTS 2021 - 22
31 December
Segment order backlog
2021
2020
(in %)
87
4
(in %)
87
4
(In € million)
(In € million)
Airbus
345,101
17,985
36,131
(778)
324,675
15,782
33,505
(835)
Airbus Helicopters
Airbus Defence and Space
Eliminations
9
9
0
0
Total
398,439
100
373,127
100
As of 31 December 2021, the total backlog represents the aggregate amount of the transaction price allocated to the unsatisfied and
partially unsatisfied performance obligations to the Company’s customers. Backlog commitments are relative to the Company’s
enforceable contracts with its customers where it is probable that the consideration will be collected. As a result, contractual rebates,
engines concessions, and variable considerations are taken into consideration for measurement. Contracts stipulated in a currency
different than the presentation currency are translated to euro using the spot rate as of 31 December 2021 and 2020 respectively.
Adjustments to the value of the backlog could result from changes in the transaction price. The backlog will mainly be released into
revenue over a period of seven years.
The increase mainly reflects the strengthening of the US dollar. In Airbus, total gross commercial aircraft orders amount to 771 units (2020:
383 units) with net orders of 507 aircraft after cancellations (2020: 268 aircraft) and total deliveries amount to 611 units (2020: 566 units)
as of 31 December 2021.
2.4 Airbus Performance
12. Revenue and Gross Margin
Revenue increased by €ꢀ+2,237 million to €ꢀ52,149 million (2020: €ꢀ49,912 million). The increase is mainly driven by Airbus
(€ꢀ+2,178 million) reflecting higher aircraft deliveries partly offset by an unfavourable foreign exchange impact.
Revenue by geographical areas based on the location of the customer is as follows:
2021
15,970
19,490
10,546
2,256
980
2020
13,087
20,325
8,688
3,123
983
(In € million)
Asia-Pacific
Europe
North America
Middle East
Latin America
Other countries
Total
2,907
52,149
3,706
49,912
The gross margin increased by €ꢀ+3,969 million to €ꢀ9,631 million compared to €ꢀ5,662 million in 2020. It mainly reflects higher aircraft
deliveries at Airbus as well as a release of COVID-related provisions for an amount of € 0.4 billion. In addition, in 2020, Airbus was
impacted by lower cost efficiency and recorded charges of € 1.2 billion triggered by the COVID-19 pandemic. The gross margin rate
increased from 11.3% to 18.5%.
The Company delivered the last A380 aircraft in 2021. As a consequence and in addition to the net charge recorded in 2018, the Company
recorded a net charge of €ꢀ385 million in EBIT in 2020 as part of its continuous assessment of asset recoverability and review of onerous
contract provision assumptions. In 2021, a positive EBIT impact of € 274 million was recorded, mainly reflecting the release of provision
recorded in 2018 on the former A380 Lagardère facility that will be used for the modernised A320 FAL.
As of 31 December 2021, the Company has delivered a total of 105 A400M aircraft including 8 aircraft in 2021.
The COVID-19 pandemic is weighing on the performance of development, production, flight testing, aircraft delivery and retrofit activities
of the programme. The Company has continued with development activities toward achieving the revised capability roadmap. Retrofit
activities are progressing in close alignment with the customer.
In 2020, an update of the contract estimate at completion was performed and a charge of € 63 million recorded reflecting mainly
the variation of price escalation indexes. In 2021, an update of the contract estimate at completion has been performed and an additional
charge of € 212 million has been recorded. This reflects mainly the updated estimates on the delivery pattern of the launch contract and
the associated impact on unabsorbed costs.
Risks remain on the development of technical capabilities and associated costs, on aircraft operational reliability in particular with regard
to power plant, on cost reductions and on securing export orders in time as per the revised baseline.
AIRBUS - FINANCIAL STATEMENTS 2021 - 23
Defence export licences to Saudi Arabia were suspended by the German Government until 31 March 2020. A revised Estimate at
Completion (EAC) for a customer contract was performed as of 31 December 2020, and the Company continues to engage with its
customer to agree a way forward. The outcome of these negotiations is presently unclear but could result in further significant financial
impacts. The year-end 2020 assessment remains unchanged as of 31 December 2021.
13. Research and Development Expenses
Research and development expenses decreased by €ꢀ-112 million to €ꢀ2,746 million compared to €ꢀ2,858 million in 2020.
14. Other Income and Other Expenses
Other income increased by €ꢀ+462 million to €ꢀ594 million compared to €ꢀ132 million in 2020. In 2021, it includes the gain of € 122 million
for the divestment of one of its sites to a joint venture (see “– Note 8: Acquisitions and Disposals”).
Other expenses decreased by €ꢀ-1,257 million to €ꢀ-201 million compared to €ꢀ-1,458 million in 2020, mainly due to the restructuring
provision recorded in 2020 for an amount of € 1.2 billion in response to the COVID-19 pandemic.
15. Share of Profit from Investments Accounted for under
the Equity Method and Other Income from Investments
2021
73
2020
31
(In € million)
Share of profit from investments in joint ventures
Share of profit from investments in associates
Share of profit from investments accounted for under the equity method
Other income from investments
(33)
40
8
39
76
113
Share of profit from investments under the equity method and other income from investments decreased by €ꢀ-36 million to €ꢀ116
million compared to €ꢀ152 million in 2020. It includes dividends received from other investments classified at fair value through OCI for an
amount of € 108 million (2020: € 137 million).
16. Total Financial Result
Interest income derived from the Company’s asset management and lending activities is recognised as interest accrues, using the
effective interest rate method.
2021
(112)
(134)
(246)
(370)
53
2020
(108)
(163)
(271)
111
(In € million)
Interests on European Governmentsrefundable advances
Others
Total interest result (1)
Change in fair value measurement of financial instruments
Foreign exchange translations on monetary items
Unwinding of discounted provisions
Others
(28)
(19)
(25)
267
(407)
(349)
(620)
Total other financial result
Total
(69)
(315)
(1)
In 2021, the total interest income amounts to €ꢀ88 million (2020: €ꢀ140 million) for financial assets which are not measured at fair value through profit
or loss. For financial liabilities which are not measured at fair value through profit or loss €ꢀ-334 million (2020: €ꢀ-411 million) are recognised as total
interest expenses. Both amounts are calculated by using the effective interest method.
Total financial result improved by € +305 million to € -315 million compared to € -620 million in 2020. This is driven by the revaluation of
certain equity investments (see “– Note 21: Other Investments and Other Long-Term Financial Assets”), compensated by a negative
impact from revaluation of financial instruments. In addition, in 2020 it included the re-measurement on the A350 Repayable Launch
Investment (“RLI”) (see “– Note 25: Other Financial Assets and Other Financial Liabilities).
AIRBUS - FINANCIAL STATEMENTS 2021 - 24
17. Income Taxes
The expense for income taxes is comprised of the following:
2021
(348)
(505)
(853)
2020
227
(In € million)
Current tax expense
Deferred tax expense
Total
(266)
(39)
Main income tax rates and main changes impacting the Company:
2021
25.00
28.41
30.00
25.00
19.00
2022
> 2022
25.80
25.83
30.00
25.00
25.00
(Rate in %)
Netherlands (1)
France (2)
Germany
Spain
25.80
25.83
30.00
25.00
19.00
UK (3)
(1)
(2)
(3)
A tax law has been enacted in 2021 increasing the rate for income taxes to 25.80% in 2022 and beyond.
In 2019, a tax law has been enacted changing the rate for income taxes to 28.41% in 2021 and 25.83% from 2022 and beyond.
A tax law has been enacted in 2021 increasing the rate for income taxes to 25.00% from April 2023 and beyond.
The following table shows a reconciliation from the theoretical income tax (expense) using the Dutch corporate tax rate to the reported
income tax (expense):
2021
5,027
25.0%
(1,257)
(103)
5
2020
(1,130)
25.0%
283
(In € million)
Profit (Loss) before income taxes
Corporate income tax rate
Expected (expense) for income taxes
Effects from tax rate differentials / Change of tax rate
Capital gains and losses on disposals / mergers
Income from investment and associates
Tax credit
(4)
(3)
23
24
53
13
Change in valuation allowances (1)
116
(356)
147
Tax contingencies
186
Other non-deductible expenses and tax-free income
Reported tax (expense)
124
(143)
(39)
(853)
(1)
Reassessments of the recoverability of deferred tax assets based on future taxable profits.
The income tax expense amounts to €ꢀ-853 million (2020: €ꢀ-39 million) and corresponds to an effective income tax rate of 17.0%. This
includes positive impacts from tax risk updates, the tax-free revaluation of certain equity investments under IFRS 9 and a net release of
deferred tax asset impairments mainly due to an updated business outlook. Management will continue to assess its tax contingencies
going forward, whose outcome could result in further financial impacts.
In 2020, the effective tax rate was mainly driven by the negative pre-tax result offset by deferred tax impairments and tax-free revaluation
of certain equity investments.
As the Company controls the timing of the reversal of temporary differences associated with its subsidiaries (usually referred to as “outside
basis differences”) arising from yet undistributed profits and changes in foreign exchange rates, it does not recognise a deferred tax
liability. For temporary differences arising from investments in associates the Company recognises deferred tax liabilities. The rate used
reflects the assumptions that these differences will be recovered from dividend distribution unless a management resolution for the
divestment of the investment exists at the closing date. For joint ventures, the Company assesses its ability to control the distribution of
dividends based on existing shareholder agreements and recognises deferred tax liabilities accordingly.
As of 31 December 2021, the aggregate amount of temporary differences associated with investments in subsidiaries, branches and
associates and interests in joint arrangements, for which deferred tax liabilities have not been recognised, amounts to €ꢀ145 million.
Deferred taxes on net operating losses (“NOLs”), trade tax loss carry forwards and tax credit carry forwards are:
Other 31 December 31 December
France
372
0
Germany
3,224
3,530
0
Spain
338
0
UK
1,417
0
countries
2,934
0
2021
8,285
3,530
221
2020
7,625
3,263
279
(In € million)
NOL
Trade tax loss carry forwards
Tax credit carry forwards
Tax effect
0
216
300
(207)
0
5
96
1,010
(984)
354
(85)
759
2,519
(2,001)
2,283
(1,927)
Valuation allowances
(13)
(712)
Deferred tax assets on NOLs and
tax credit carry forwards
83
26
93
269
47
518
356
AIRBUS - FINANCIAL STATEMENTS 2021 - 25
NOLs, capital losses and trade tax loss carry forwards are indefinitely usable under certain restrictions in France, Germany, the UK and
Spain. They are usable for 20 years in Canada. In Spain, R&D tax credit carry forwards will expire after 18 years.
Roll forward of deferred tax:
2021
3,572
(505)
1,435
(368)
73
2020
4,610
(266)
(893)
358
(In € million)
Net deferred tax assets at 1 January
Deferred tax expense in income statement
Deferred tax recognised directly in AOCI
Deferred tax on remeasurement of the net defined benefit pension plans
Others
(237)
3,572
Net deferred tax assets at 31 December
4,207
Details of deferred tax recognised cumulatively in equity are as follows:
2021
2020
(128)
(86)
(In € million)
Financial assets at fair value through OCI
(102)
1,323
2,126
3,347
Cash flow hedges
Deferred tax on remeasurement of the net defined benefit pension plans
2,494
2,280
Total
Deferred income taxes as of 31 December 2021 are related to the following assets and liabilities:
Movement through
income statement
R&D Deferred Deferred
tax tax benefit tax
1 January 2021
Deferred
Other movements
OCI /
31 December 2021
Deferred
tax
Deferred
tax
tax assets
liabilities
IAS 19 Others(1) credits
(expense)
assets liabilities
(In € million)
Intangible assets
186
30
(489)
(313)
0
0
(71)
67
0
0
72
249
49
(551)
(813)
Property, plant and equipment
Investments and other long-term financial
assets
(548)
1,174
3,088
2,457
0
(83)
(1,603)
(1,692)
(2)
0
0
21
0
0
22
659
1,221
3,658
806
(108)
(1,493)
(1,489)
(3)
Inventories
0
(424)
0
Receivables and other assets
Prepaid expenses
17
0
(1,041)
10
0
0
11
Provisions for retirement plans
Other provisions
1,188
2,043
1,966
53
0
(450)
0
114
55
0
231
1,071
754
12
(330)
(3,665)
(117)
0
0
(1,151)
1,114
(199)
210
(137)
(1,823)
(242)
0
Liabilities
1,886
0
(194)
16
0
2,930
(5)
Deferred income
0
NOLs and tax credit carry forwards
2,283
0
50
(24)
2,519
Deferred tax assets (liabilities) before
offsetting
14,468
(8,294)
1,012
75
(24)
(621)
13,263
(6,647)
Valuation allowances on deferred tax
assets
(2,602)
(7,843)
4,023
0
7,843
(451)
55
0
(37)
0
59
0
116
0
(2,409)
(6,531)
4,323
0
6,531
(116)
Set-off
Net deferred tax assets (liabilities)
1,067
38
35
(505)
(1) “Others” mainly comprises changes in the consolidation scope and foreign exchange rate effects.
AIRBUS - FINANCIAL STATEMENTS 2021 - 26
Deferred income taxes as of 31 December 2020 are related to the following assets and liabilities:
Movement through
income statement
R&D
tax tax benefit
1 January 2020
Deferred
Other movements
OCI /
31 December 2020
Deferred
Deferred Deferred
Deferred
tax
tax
tax
tax assets
liabilities
IAS 19 Others (1) credits
(expense)
assets liabilities
(In € million)
Intangible assets
221
55
(503)
(281)
0
0
(10)
(4)
0
0
(11)
186
30
(489)
(313)
Property, plant and equipment
Investments and other long-term financial
assets
(53)
1,897
2,636
1,937
13
(38)
(37)
0
0
(14)
(15)
53
0
0
(754)
(1,099)
1,171
(15)
1,174
3,088
2,457
0
(83)
(1,603)
(1,692)
(2)
Inventories
Receivables and other assets
Prepaid expenses
(1,310) (1,086)
0
0
0
0
451
0
0
0
Provisions for retirement plans
Other provisions
961
(16)
(4)
0
(208)
248
1,188
2,043
1,966
53
0
2,026
1,528
19
(557)
(3,642)
(236)
0
0
(330)
(3,665)
(117)
0
Liabilities
160
0
(83)
2
0
338
Deferred income
0
151
NOLs and tax credit carry forwards
2,073
0
(69)
(43)
322
2,283
Deferred tax assets (liabilities) before
offsetting
13,366
(6,604)
(475)
(160)
(43)
90
14,468
(8,294)
Valuation allowances on deferred tax
assets
(2,152)
(6,206)
5,008
0
6,206
(398)
(59)
0
48
0
(83)
0
(356)
0
(2,602)
(7,843)
4,023
0
7,843
(451)
Set-off
Net deferred tax assets (liabilities)
(534)
(112)
(126)
(266)
(1) “Others” mainly comprises changes in the consolidation scope and foreign exchange rate effects.
18. Earnings per Share
2021
2020
Profit (Loss) for the period attributable to equity owners of the parent (Net income)
Weighted average number of ordinary shares
€ 4,213 million
785,326,074
€ 5.36
(1,133) million
783,178,191
(1.45)
Basic earnings per share
Diluted earnings per share – The Company’s dilutive potential ordinary shares are share-settled Performance Units relating to Long-
Term Incentive Plans (“LTIP”).
During 2021, the average price of the Company’s shares exceeded the exercise price of the share-settled Performance Units and therefore
575,926 shares were considered in the calculation of diluted earnings per share.
As there was a loss in 2020, the effect of potentially dilutive ordinary shares was anti-dilutive.
2021
2020
Profit (Loss) for the period attributable to equity owners of the parent (Net income),
adjusted for diluted calculation
€ 4,213 million
785,902,000
5.36
(1,133) million
783,178,191
(1.45)
Weighted average number of ordinary shares (diluted) (1)
Diluted earnings per share
(1) In 2021, dilution assumes conversion of all potential ordinary shares.
AIRBUS - FINANCIAL STATEMENTS 2021 - 27
2.5 Operational Assets and Liabilities
19. Intangible Assets
Intangible assets comprise (i) goodwill (see “– Note 7: Scope of Consolidation”), (ii) capitalised development costs (see “– Note 3:
Significant Accounting Policies”) and (iii) other intangible assets, e.g. internally developed software and acquired intangible assets.
Intangible assets with finite useful lives are generally amortised on a straight-line basis over their respective estimated useful lives
(three to ten years) to their estimated residual values.
31 December 2021 and 2020 comprise the following:
31 December 2021
31 December 2020
Gross Amortisation /
Net book
value
Gross Amortisation /
Net book
value
amount
14,072
2,534
Impairment
amount
14,039
3,210
Impairment
(In € million)
Goodwill
(1,044)
13,028
1,286
(1,040)
12,999
1,258
Capitalised development costs
Other intangible assets
Total
(1,248)
(1,952)
5,043
(2,990)
2,053
4,807
(2,865)
1,942
21,649
(5,282)
16,367
22,056
(5,857)
16,199
Net Book Value
Balance at
1 January
Changes in
consolidation Reclassi-
Balance at
Amortisation / 31 December
Exchange
2021 differences
Additions
scope
fication
Disposals
0
Impairment
2021
(In € million)
Goodwill
12,999
28
1
0
0
0
13,028
Capitalised
development
costs
1,258
12
152
0
(14)
(16)
(106)
1,286
Other intangible
assets
1,942
113
199
(1)
16
(5)
(211)
2,053
Total
16,199
153
352
(1)
2
(21)
(317)
16,367
Balance at
1 January
Changes in
consolidation Reclassi-
Balance at
Amortisation / 31 December
Exchange
2020 differences
Additions
10
scope
fication
Disposals
0
Impairment
2020
(In € million)
Goodwill
13,019
(30)
0
0
0
12,999
Capitalised
development
costs
1,460
(9)
101
0
0
(72)
(222)
1,258
Other intangible
assets
2,112
(128)
199
1
(13)
3
(232)
1,942
Total
16,591
(167)
310
1
(13)
(69)
(454)
16,199
Intangible assets increased by €ꢀ+168 million to €ꢀ16,367 million (2020: €ꢀ16,199 million). Intangible assets mainly relate to goodwill of
€ꢀ13,028 million (2020: €ꢀ12,999 million).
Capitalised Development Costs
The Company has capitalised development costs in the amount of €ꢀ1,286 million as of 31 December 2021 (€ꢀ1,258 million as of
31 December 2020), mainly for Airbus programmes (€ꢀ676 million), Airbus Helicopters (€ꢀ340 million) and Airbus Defence and Space
(€ꢀ271 million). Based on management’s best estimate, there is no impact on the useful life of capitalised development costs resulting
from the Company’s journey towards sustainable aerospace.
Impairment Tests
Each year the Company assesses whether there is an indication that a non-financial asset or a cash generating unit (“CGU”) to which the
asset belongs may be impaired. In addition, intangible assets with an indefinite useful life, intangible assets not yet available for use and
goodwill are tested for impairment annually, irrespective of whether there is any indication for impairment. An impairment loss is recognised
in the amount by which the asset’s carrying amount exceeds its recoverable amount. For the purpose of impairment testing, any goodwill
is allocated to the CGU or group of CGUs in a way that reflects the way goodwill is monitored for internal management purposes.
AIRBUS - FINANCIAL STATEMENTS 2021 - 28
The discounted cash flow method is used to determine the recoverable amount of a CGU or the group of CGUs to which goodwill is
allocated. The discounted cash flow method is particularly sensitive to the selected discount rates and estimates of future cash flows by
management. Discount rates are based on the weighted average cost of capital (“WACC”) for the groups of cash-generating units. The
discount rates are calculated based on a risk-free rate of interest and a market risk premium. In addition, the discount rates reflect the
current market assessment of the risks specific to each group of CGUs by taking into account specific peer group information on beta
factors, leverage and cost of debt. Consequently, slight changes to these elements can materially affect the resulting valuation and
therefore the amount of a potential impairment charge.
These estimates are influenced by several assumptions including the growth rate of CGUs where a rate of 1% has been applied, the
increase of deliveries in the coming years, the availability and composition of future defence and institutional budgets, and foreign
exchange fluctuations or implications arising from the volatility of capital markets. Cash flow projections take into account past experience
and represent management’s best estimate of future developments.
The Company tested the intangible assets for which an indicator of impairment was identified. In particular, the Company tested the
intangible assets associated with some aircraft programmes and concluded that no impairment was necessary.
As of 31 December 2021 and 2020, goodwill was allocated to CGUs or group of CGUs and is summarised in the following schedule:
Airbus
Helicopters
Airbus Defence
and Space
Consolidated
Airbus
Airbus
10,731
10,710
Eliminations
(In € million)
Goodwill as of 31 December 2021
Goodwill as of 31 December 2020
139
139
2,158
2,150
0
0
13,028
12,999
The goodwill mainly relates to the creation of the Company in 2000 and the Airbus Combination in 2001.
The annual impairment tests performed in 2021 led to no impairment charge. Sensitivities were also performed for growth rates (+ / - 1%)
and discount rates (+ / - 1%), and in both cases led to no impairment charge.
General Assumptions Applied in the Planning Process
The basis for determining the recoverable amount is the value in use of the CGUs. Generally, cash flow projections used for the Company’s
impairment testing are based on operative planning.
The operative planning, used for the impairment test, is based on the following key assumptions which are relevant for all CGUs:
increase of expected future labour expenses of 3.0% (2020: 1.5%);
future interest rates projected per geographical market, for the European Monetary Union, the UK and the US;
future exchange rate of 1.25 US$/€ (2020: 1.25 US$/€) to convert in euro the portion of future US dollar which is not hedged
(see “– Note 37: Financial Instruments);
General economic data derived from external macroeconomic and financial studies have been used to derive the general key assumptions.
In addition to these general planning assumptions, the following additional CGU specific assumptions, which represent management’s
current best assessment as of the date of these Consolidated Financial Statements, have been applied in individual CGUs.
Airbus
The planning takes into account both the current market condition and Airbus production rate, and includes management’s best
estimates of the progressive increase in aircraft deliveries over the operative planning period.
In the absence of long-term financial reference, expected cash flows generated beyond the planning horizon are considered through
a terminal value.
The carrying value and planned cash flows of the CGU Airbus are materially influenced due to the significant hedge portfolio.
Cash flows are discounted using a euro weighted pre-tax WACC of 11.0% (2020: 14.1%).
Airbus Helicopters
The planning takes into account the evolution of programmes based upon the current backlog and an assessment of order intake for
platforms and services.
In the absence of long-term financial reference, expected cash flows generated beyond the planning horizon are considered through
a terminal value.
Long-term commercial assumptions in respect of market share, deliveries and market value are based on the latest helicopter market
forecast. This market has started to recover in 2021, but is expected to remain a challenging environment due to persistent economic
uncertainties lengthening the sales cycle in particular in military due to budget allocation postponement or reduction, delayed growth
of emerging markets especially in Asia, and the Oil and Gas downturn.
Cash flows are discounted using a euro weighted pre-tax WACC of 9.3% (2020: 12.8%).
AIRBUS - FINANCIAL STATEMENTS 2021 - 29
Airbus Defence and Space
Overall the defence and space markets are expected to have a moderate growth during the period of the operative planning horizon.
Business growth is underpinned by growing defence opportunities. Underlying performance is improved by focusing on project
delivery, cost control and efficiency.
In the absence of long-term financial reference, expected cash flows generated beyond the planning horizon are considered through
a terminal value.
Cash flows are discounted using a euro weighted pre-tax WACC of 8.3% (2020: 10.1%).
20. Property, Plant and Equipment
Property, plant and equipment is valued at acquisition or manufacturing costs less accumulated depreciation and impairment losses.
Items of property, plant and equipment are generally depreciated on a straight-line basis. The following useful lives are assumed:
Buildings
10 to 50 years
6 to 30 years
2 to 20 years
5 years
Site improvements
Technical equipment and machinery
Jigs and tools (1)
Other equipment, factory and office equipment
2 to 10 years
(1)
If more appropriate, jigs and tools are depreciated using the number of production or similar units expected to be obtained from the tools
(sum-of-the-units method).
Property, plant and equipment as of 31 December 2021 and 2020 comprises the following:
31 December 2021
31 December 2020
Gross Depreciation /
Net book
value
Gross Depreciation /
Net book
value
amount
Impairment
amount
Impairment
(In € million)
Land, leasehold improvements and
buildings, including buildings on land
owned by others
10,344
23,697
(5,324)
5,020
7,088
9,767
(5,086)
4,681
7,068
Technical equipment and machinery
Other equipment, factory and office
equipment (1)
(16,609)
23,650
(16,582)
3,853
1,890
(3,013)
0
840
1,890
3,699
2,310
(2,888)
0
811
2,310
Construction in progress
Right-of-use assets (2)
Total
2,486
(788)
1,698
2,426
(622)
1,804
42,270
(25,734)
16,536
41,852
(25,178)
16,674
(1)
(2)
Includes the net book value of aircraft under operating lease (see “– Note 27: Sales Financing Transactions”).
The net book value of Land and Buildings under Right-of-use assets amounts to € 1,583 million.
Net Book Value
Balance
at 1
January
Balance at
31
December
2021
Changes in
consolidation
scope
Exchange
Reclassi-
fication Disposals
Depreciation /
Impairment
2021 differences Additions
(In € million)
Land, leasehold
improvements and
buildings, including
buildings on land
owned by others
4,681
7,068
43
48
5
1
641
(71)
(66)
(327)
5,020
7,088
Technical equipment
and machinery
Other equipment,
factory and office
equipment
106
225
1,038
(1,284)
811
14
16
150
2
2
66
(7)
(196)
0
840
Construction in
progress
2,310
1,289
(1,678)
(49)
1,890
Right-of-use assets
1,804
59
240
0
(96)
(49)
(260)
1,698
Total
16,674
238
1,952
10
(29)
(242)
(2,067)
16,536
AIRBUS - FINANCIAL STATEMENTS 2021 - 30
Balance
at 1
January
Balance at
31
December
2020
Changes in
consolidation
scope
Exchange
Reclassi-
fication Disposals
Depreciation /
Impairment (1)
2020 differences Additions
(In € million)
Land, leasehold
improvements and
buildings, including
buildings on land
owned by others
4,823
7,257
(37)
104
328
(7)
(3)
168
(44)
(36)
(326)
4,681
7,068
Technical equipment
and machinery
Other equipment,
factory and office
equipment
(127)
1,158
(1,509)
957
(13)
(11)
83
0
2
79
(73)
(39)
(222)
0
811
Construction in
progress
2,714
1,008
(1,364)
2,310
Right-of-use assets
1,543
(57)
605
15
(23)
(33)
(246)
1,804
Total
17,294
(245)
2,128
7
18
(225)
(2,303)
16,674
(1)
Accelerated depreciation previously included in onerous contract provision has been offset with the release of the provision in the presentation of the
Consolidated Statement of Cash Flows for the year ended 2020.
Property, plant and equipment decreased by €ꢀ-138 million to €ꢀ16,536 million (2020: €ꢀ16,674 million). Property, plant and equipment
include right-of-use assets for an amount of € 1,698 million as of 31 December 2021 (2020: €ꢀ1,804 million).
Based on management’s best estimate, there is no impact on the useful life of Property, plant and equipment resulting from the Company’s
journey towards sustainable aerospace.
For details on assets related to lease arrangements on sales financing, see “– Note 27: Sales Financing Transactions”.
Property, Plant and Equipment by Geographical Areas
31 December
2021
7,570
4,185
1,604
1,273
1,904
16,536
2020
7,736
4,350
1,615
1,350
1,623
16,674
(In € million)
France
Germany
UK
Spain
Other countries
Total
The Company as lessee
The Company leases mainly real estate assets, cars and equipment (such as land, warehouses, storage facilities and offices).
Short-term leases and leases of low-value assets refer mainly to IT equipment (e.g. printers, laptops and mobile phones) and other
equipment.
The Company incurred interest expense on lease liabilities of € 22 million. The expense in relation to short-term and low-value assets is
insignificant.
There are no significant variable lease payments included in the Company’s lease arrangements.
The discount rate used to determine the right-of-use asset and the lease liability for each country and leased asset is calculated based on
the incremental borrowing rate at inception of the lease. The Company calculated the rate applicable to each lease contract on the basis
of the lease duration.
The maturity analysis of lease liabilities, based on contractual undiscounted cash flows is shown in Note 37.1 Financial Risk
Management”.
Real estate leases
The Company leases land and buildings mainly for its operational business warehouses including logistic facilities, offices, production
halls and laboratories. The major leases are located in France, Germany, the US, Canada and China. As lease contracts are negotiated
on an individual basis, lease terms contain a wide range of different terms and conditions. Leases are typically made for a fixed period of
3-25 years and may include extension, termination and other options, which provide operational flexibility to the Company.
Vehicle leases
The Company leases cars for management and other functions. Vehicle leases typically run for an average period of three years and do
not provide renewal options.
AIRBUS - FINANCIAL STATEMENTS 2021 - 31
Other leases
The Company also leases IT equipment, machinery and other equipment that combined are insignificant to the total leased asset portfolio.
Off-Balance Sheet Commitments
Commitments related to property, plant and equipment comprise contractual commitments for future capital expenditures and
contractual commitments for purchases of “Land, leasehold improvements and buildings including buildings on land owned by others”
(€ꢀ598 million as of 31 December 2021, 2020: €ꢀ335 million).
21. Other Investments and Other Long-Term Financial Assets
31 December
2021
2,511
1,490
4,001
537
2020
2,245
1,610
3,855
468
(In € million)
Other investments
Other long-term financial assets
Total non-current other investments and other long-term financial assets
Current portion of other long-term financial assets
Total
4,538
4,323
Other investments mainly comprise the Company’s participations and include the remaining investment in Dassault Aviation (9.90%,
2020: 9.90%) amounting to €ꢀ786 million at 31 December 2021 (2020: €ꢀ742 million).
In March 2020, OneWeb Communications filed under Chapter 11 of the US Bankruptcy Code. Consequently, the related financial
assets were fully impaired, leading to a decrease in the fair value of the equity investment by € -137 million recorded through OCI and a
depreciation of a loan by € -136 million recorded through financial result.
In November 2020, the US Bankruptcy Court entered an order issuing a final decree to allow a consortium of Her Majesty’s Government
HMG and Bharti Global Limited to acquire the newly re-organised OneWeb.
As at 31 December 2021, the Company holds a minor investment in OneWeb which is accounted for at fair value.
Other long-term financial assets and the current portion of other long-term financial assets include other loans in the amount of
€ꢀ1,909 million as of 31 December 2021 (2020: €ꢀ1,841 million), and the sales financing activities in the form of finance lease receivables
and loans from aircraft financing.
22. Contract Assets and Contract Liabilities, Trade Receivables and Trade
Liabilities
Contract assets represent the Company’s right to consideration in exchange for goods or services that the Company has transferred to
a customer when that right is conditioned by something other than the passage of time (e.g. revenue recognised from the application of
the PoC method before the Company has a right to invoice).
Contract liabilities represent the Company’s obligation to transfer goods or services to a customer for which the Company has received
consideration, or for which an amount of consideration is due from the customer (e.g. advance payments received)
Net contract assets and contract liabilities are determined for each contract separately. For serial contracts, contract liabilities are
presented in current contract liabilities, if revenues are expected within the next twelve months or material expenses for the manufacturing
process have already occurred. For long-term production contracts (e.g. governmental contracts such as A400M, Tiger, NH90), contract
liabilities are classified as current when the relating inventories or receivables are expected to be recognised within the normal operating
cycle of the long-term contract.
Trade receivables arise when the Company provides goods or services directly to a customer with no intention of trading the receivable.
Trade receivables include claims arising from revenue recognition that are not yet settled by the debtor. Trade receivables are initially
recognised at their transaction prices and are subsequently measured at amortised cost less any allowances for impairment. Gains and
losses are recognised in the Consolidated Income Statement when the receivables are derecognised, impaired or amortised.
Impairment and allowances of trade receivables and contract assets are measured at an amount equal to the life-time expected loss
as described in “– Note 37: Financial Instruments”.
AIRBUS - FINANCIAL STATEMENTS 2021 - 32
Contract Assets, Contract Liabilities and Trade Receivables
Significant changes in contract assets and contract liabilities during the period are as follows:
2021
2020
Contract
assets
Contract
assets
Contract
liabilities
Contract
liabilities
(In € million)
Revenue recognised that was included in the contract liability balance at
1 January
-
(19,311)
-
(20,327)
Increases due to cash received, excluding amounts recognised as
revenue (1)
-
(5,765)
6,045
17,792
-
(4,353)
4,188
20,915
Transfers from contract assets recognised at 1 January
Increase as a result of changes in the measure of progress
-
-
-
-
(1)
Including final payments received from customers and others parties in anticipation.
As of 31 December 2021, trade receivables amounting to €ꢀ210 million (2020: € 189 million) will mature after more than one year.
The respective movement in the allowance for doubtful accounts in respect of trade receivables and contract assets during the period was
as follows:
2021
(306)
47
2020
(397)
162
(In € million)
Allowance balance at 1 January
Utilisations / disposals and business combinations
Additions
(104)
(363)
(71)
Allowance balance at 31 December
(306)
Trade Liabilities
Trade liabilities of € 9,693 million (2020: €ꢀ8,722 million) increased by € +971 million, mainly in Airbus.
As of 31 December 2021, trade liabilities amounting to €ꢀ89 million (2020: €ꢀ67 million) will mature after more than one year.
23. Inventories
31 December 2021
31 December 2020
Write-down
Net book
value Gross amount
Net book
value
Gross amount
Write-down
(In € million)
Raw materials and manufacturing
supplies
3,773
19,553
5,356
(705)
(2,010)
(800)
3,068
17,542
4,556
3,934
(606)
(2,495)
(691)
3,328
18,730
5,228
Work in progress
21,225
5,919
Finished goods and parts for resale
Advance payments to suppliers
Total
3,491
(119)
3,372
3,173
(58)
3,115
32,173
(3,634)
28,538
34,251
(3,850)
30,401
Inventories of €ꢀ28,538 million (2020: €ꢀ30,401 million) decreased by €ꢀ-1,863 million. This is driven by Airbus (€ꢀ-1,944 million), and
mainly reflects the delivery of the last A380 aircraft and the reduction in the widebodies inventory.
In 2021, write-downs of inventories in the amount of €ꢀ-655 million (2020: €ꢀ-950 million) are recognised in cost of sales, whereas reversal
of write-downs amounts to €ꢀ459 million (2020: €ꢀ24 million). At 31 December 2021, €ꢀ16,564 million of work in progress and €ꢀ4,428 million
of finished goods and parts for resale were carried at net realisable value.
Inventories recognised as an expense during the period amount to €ꢀ32,388 million (2020: €ꢀ32,985 million).
AIRBUS - FINANCIAL STATEMENTS 2021 - 33
24. Provisions, Contingent Assets and Contingent Liabilities
Provisions The determination of provisions, e.g. for onerous contracts, program-related provisions, warranty costs, restructuring
measures and legal proceedings is based on best estimates.
In general, in the aerospace sector, the contractual and technical parameters considered for provision calculations are complex. Hence
uncertainty exists with regard to the timing and amounts of expenses to be taken into account.
31 December
2021
7,072
2020
9,980
(In € million)
Provisions for pensions
Other provisions
Total
8,209
10,563
15,281
10,771
4,510
20,543
thereof non-current portion
thereof current portion
14,298 (1)
6,245 (1)
(1)
Previous year allocation between non-current and current provisions has been restated.
As of 31 December 2021, provisions for pensions decreased mainly due to the change in financial assumptions of € 1,453 million
reflecting the further strengthening of interest rates and increased inflation assumptions in Germany, France, Canada and the UK and the
increase in plan assets of 1,341 million.
Other provisions decreased mainly due to the restructuring provision recorded in 2020 in response to the COVID-19 pandemic and a
decrease in provisions for onerous contracts due to the delivery of the last A380 aircraft, the utilisation and net presentation of the A400M
programme losses against inventories and the reduction in the A220 programme.
Movements in other provisions during the year were as follows:
Increase
from
Exchange passage
Reclassification/
Change in
consolidated
group
Balance at
1 January
Balance at
31 December
Used Released 2021
2021 differences
of time Additions
(In € million)
Onerous contracts
Outstanding costs
Aircraft financing risks (1)
Obligation from services
and maintenance
3,026
1,320
7
87
4
0
0
0
371
456
13
(271)
(782)
(345)
(2)
(182)
(59)
(2)
2,249
1,376
17
0
0
1
agreements
553
325
0
6
9
16
0
1
(33)
(58)
(54)
(16)
491
372
Warranties
(1)
115
Personnel-related
provisions (2)
1,905
894
3
1
1
0
394
74
(264)
(5)
(1,023)
(86)
(247)
(150)
(41)
769
728
Litigation and claims (3)
Asset retirement
Other risks and charges
Total
185
2
2
4
(1)
0
151
2,348
10,563
5
0
787
2,230
4
(481)
(2,810)
(607)
(1,358)
2,056
8,209
109
11
(536)
(1)
(2)
(3)
See “Note 27: Sales Financing Transactions”.
See “Note 30: Personnel-Related Provisions”.
See “– Note 38: Litigation and Claims”.
Provisions for onerous contracts in 2021 mainly include the delivery of the last A380 aircraft, the utilisation and net presentation of the
A400M programme losses against inventories and the reduction in the A220 programme.
Personnel-related provisions include restructuring provisions and other personnel charges. For more details, see “– Note 30: Personnel-
Related Provisions”.
Contingent assets and contingent liabilities The Company is exposed to technical and commercial contingent obligations due to
the nature of its businesses. To mitigate this exposure, the Company has subscribed a Global Aviation Insurance Programme (“GAP”).
Information required under IAS 37 “Provisions, Contingent Assets and Contingent Liabilities” is not disclosed if the Company concludes
that disclosure can be expected to prejudice seriously its position in a dispute with other parties.
For other contingent liabilities, see “– Note 38: Litigation and Claims” and “– Note 12: Revenue and Gross Margin” (mainly A400M
programme).
Other commitments include contractual guarantees and performance bonds to certain customers as well as commitments for future
capital expenditures and amounts which may be payable to commercial intermediaries if future sales materialise.
AIRBUS - FINANCIAL STATEMENTS 2021 - 34
25. Other Financial Assets and Other Financial Liabilities
Other Financial Assets
31 December
2021
2020
3,451
32
(In € million)
Positive fair values of derivative financial instruments (1)
664
27
Others
Total non-current other financial assets
Receivables from related companies
Positive fair values of derivative financial instruments (1)
Others
691
3,483
1,158
973
803
341
307
301
Total current other financial assets
Total
1,451
2,142
2,432
5,915
(1)
See “Note 37: Financial Instruments”.
Other Financial Liabilities
31 December
2021
2,640
3,730
192
2020
1,834
3,712
111
(In € million)
(1)
Liabilities for derivative financial instruments
European Governments' refundable advances (2)
Others
Total non-current other financial liabilities
Liabilities for derivative financial instruments (1)
European Governments' refundable advances (2)
Liabilities to related companies
Others
6,562
1,923
131
5,657
983
200
180
130
298
456
1,769
Total current other financial liabilities
Total
2,532
9,094
2,532
7,426
thereof other financial liabilities due within 1 year
1,769
(1)
(2)
See “Note 37: Financial Instruments”.
Refundable advances from European Governments are provided to the Company to finance research and development activities for certain projects
on a risk-sharing basis, i.e. they are repaid to the European Governments subject to the success of the project.
The total net fair value of derivative financial instruments decreased by €ꢀ-5,165 million to €ꢀ-3,558 million (2020: €ꢀ1,607 million) as a
result of the strengthened US dollar versus the euro associated with the mark to market valuation of the hedge portfolio.
In 2021, the European Governments’ refundable advances decreased by €ꢀ-51 million to €ꢀ3,861 million (2020: €ꢀ3,912 million).
In 2020, the Company signed amendments to the French and Spanish A350 RLI contracts, leading to a re-measurement of the A350 RLI
for an additional net amount of € 236 million in the third quarter, using an equivalent estimated market rate at the date of the amendments.
The allocation of European Governments’ refundable advances between non-current and current presented in the Consolidated Financial
Statements ended 31 December 2021 is based on the applicable contractual repayment dates.
AIRBUS - FINANCIAL STATEMENTS 2021 - 35
26. Other Assets and Other Liabilities
Other Assets
31 December
2021
2020
282
(In € million)
Cost to fulfil a contract
Prepaid expenses
Others
301
116
76
378
125
Total non-current other assets
Value added tax claims
Cost to fulfil a contract
Prepaid expenses
Others
795
483
1,183
499
1,025
557
392
191
319
443
Total current other assets
Total
2,393
3,188
2,216
2,699
Non-current other assets include € 305 million of payments to be made to Airbus by suppliers after aircraft delivery and are recorded as
a reduction of cost of goods sold at the time of aircraft delivery. These future payments are discounted to reflect specific contractual terms
and repayment profile.
Other Liabilities
31 December
2021
583
2020
436
(In € million)
Others
Total non-current other liabilities
Tax liabilities (excluding income tax)
Others
583
436
771
749
2,761
3,532
4,115
3,532
2,411
3,160
3,596
3,160
Total current other liabilities
Total
thereof other liabilities due within 1 year
27. Sales Financing Transactions
Sales financing With a view to facilitating aircraft sales for Airbus and Airbus Helicopters, the Company may enter into either on-
balance sheet or off-balance sheet sales financing transactions.
On-balance sheet transactions where the Company is lessor are classified as operating leases, finance leases and loans, inventories
and to a minor extent, equity investments:
(i) operating leases Aircraft leased out under operating leases are included in property, plant and equipment at cost less accumulated
depreciation (see “– Note 20: Property, Plant and Equipment”). Rental income from operating leases is recorded as revenue on a
straight-line basis over the term of the lease;
(ii) finance leases and loans When, pursuant to a financing transaction, substantially all the risks and rewards of ownership of the
financed aircraft reside with a third party, the transaction is characterised as either a finance lease or a loan. In such instances,
revenue from the sale of the aircraft are recorded upon delivery, while financial interest is recorded over time as financial income.
The outstanding balance of principal is recorded on the Statement of Financial Position (on-balance sheet) in long-term financial
assets, net of any accumulated impairments;
(iii) inventories Second hand aircraft acquired as part of a commercial buyback transaction, returned to Airbus after a payment default
or at the end of a lease agreement are classified as inventories held for resale if there is no subsequent lease agreement in force
(see “– Note 23: Inventories”).
Off-balance sheet commitments Financing commitments are provided to the customer either as backstop commitments before
delivery, asset value guarantees at delivery or counter guarantees:
(i) backstop commitments are guarantees by Airbus, made when a customer-order is placed, to provide financing to the customer in the
event that the customer fails to secure sufficient funding when payment becomes due under the order. Such commitments are not
considered to be part of Gross Customer Financing Exposure as (i) the financing is not in place, (ii) commitments may be transferred
in full or part to third parties prior to delivery, (iii) past experience suggests it is unlikely that all such proposed financings actually will
be implemented and, (iv) Airbus retains the asset until the aircraft is delivered and does not incur an unusual risk in relation thereto.
In order to mitigate customer credit risks for Airbus, such commitments typically contain financial conditions, such as condition
precedents, which guaranteed parties must satisfy in order to benefit therefrom;
AIRBUS - FINANCIAL STATEMENTS 2021 - 36
(ii) asset value guarantees are guarantees whereby Airbus guarantees a portion of the value of an aircraft at a specific date after its
delivery. Airbus considers the financial risks associated with such guarantees to be acceptable, because (i) the guarantee only covers
a tranche of the estimated future value of the aircraft, and its level is considered prudent in comparison to the estimated future value
of each aircraft, and (ii) the exercise dates of outstanding asset value guarantees are distributed through 2031.
As of 31 December 2021, the nominal value of asset value guarantees considered as variable considerations under IFRS 15 provided to
beneficiaries amounts to €ꢀ381 million (2020: €ꢀ461 million), excluding €ꢀ9 million (2020: €ꢀ8 million) where the risk is considered to be
remote. The present value of the risk inherent in asset value guarantees where a settlement is being considered probable is fully provided
for and included in the total of contract liabilities for an amount of €ꢀ345 million (2020: €ꢀ403 million) (see “– Note 22: Contract Assets,
Contract Liabilities and Trade Receivables, and Trade Liabilities”).
Exposure In terms of risk management, the Company manages its gross exposure arising from its sales financing activities (“Gross
Customer Financing Exposure”) separately for (i) customer’s credit risk and (ii) asset value risk.
Gross Customer Financing Exposure is the sum of (i) the book value of operating leases before impairment, (ii) the outstanding principal
amount of finance leases or loans due before impairment, (iii) the guaranteed amounts under financial guarantees (iv) the book value of
second hand aircraft for resale before impairment, and (v) the outstanding value of any other investment in sales financing structured
entities before impairment. This Gross Customer Financing Exposure may differ from the value of related assets on the Company’s
Statement of Financial Position and related off-balance sheet contingent commitments, mainly because (i) assets are recorded in
compliance with IFRS, but may relate to transactions that are financed on a limited recourse basis and (ii) the carrying amount of the
assets on the Consolidated Statement of Financial Position may have been adjusted for impairment losses.
Gross Customer Financing Exposure amounts to US$ꢀ0.5 billion (€ꢀ0.4ꢀbillion) (2020: US$ꢀ0.6 billion (€ꢀ0.5 billion)).
Net exposure is the difference between Gross Customer Financing Exposure and the collateral value. Collateral value is assessed using
a dynamic model based on the net present value of expected future receivables, expected proceeds from resale and potential cost of
default. This valuation model yields results that are typically lower than residual value estimates by independent sources in order to allow
for what management believes is its conservative assessment of market conditions and for repossession and transformation costs. The
net exposure is provided for by way of impairment losses and other provisions.
Impairment losses and provisions For the purpose of measuring an impairment loss, each transaction is tested individually.
Impairment losses relating to aircraft under operating lease and second hand aircraft for resale (included in inventory) are recognised for
any excess of the aircraft’s carrying amount over the higher of the aircraft’s value in use and its fair value less cost to sell. Finance leases
and loans are measured at fair value, based on the present value of estimated future cash flows (including cash flows expected to be
derived from a sale of the aircraft). Under its provisioning policy for sales financing risk, Airbus and Airbus Helicopters record provisions
as liabilities for estimated risk relating to off-balance sheet commitments.
Security Sales financing transactions, including those that are structured through structured entities, are generally collateralised by
the underlying aircraft. Additionally, the Company benefits from protective covenants and from security packages tailored according to the
perceived risk and the legal environment.
The Company endeavours to limit its sales financing exposure by sharing its risk with third parties usually involving the creation of a
structured entity. Apart from investor interest protection, interposing a structured entity offers advantages such as flexibility, bankruptcy
remoteness, liability containment and facilitating sell-downs of the aircraft financed. An aircraft financing structured entity is typically funded
on a non-recourse basis by a senior lender and one or more providers of subordinated financing. When the Company acts as a lender to
such structured entities, it may take the role of the senior lender or the provider of subordinated loan. The Company consolidates an
aircraft financing structured entity if it is exposed to the structured entity’s variable returns and has the ability to direct the relevant
remarketing activities. Otherwise, it recognises only its loan to the structured entity under other long-term financial assets. At 31 December
2021 the carrying amount of its loans from aircraft financing amounts to €ꢀ77 million (2020: €ꢀ224 million). This amount also represents
the Company’s maximum exposure to loss from its interest in unconsolidated aircraft financing structured entities.
On-Balance Sheet Operating and Finance Leases
The future minimum operating lease payments (undiscounted) due from customers to be included in revenue, and the future
minimum lease payments (undiscounted) from investments in finance leases to be received in settlement of the outstanding receivable
at 31 December 2021 and 31 December 2020 are as follows:
Aircraft under
operating lease
Finance lease
receivables
(In € million)
Not later than one year
Later than one year and not later than five years
Later than five years
3
43
5
36
24
65
80
31 December 2021
126
Aircraft under
operating lease
Finance lease
receivables
(In € million)
Not later than one year
Later than one year and not later than five years
Later than five years
6
19
0
1
12
0
31 December 2020
25
13
AIRBUS - FINANCIAL STATEMENTS 2021 - 37
Customer Financing Cash Flows
Direct customer financing cash flows amount to €ꢀ28 million in 2021 (2020: €ꢀ124 million).
Customer Financing Exposure
The on-balance sheet assets relating to sales financing, the off-balance sheet commitments and the related financing exposure (not
including asset value guarantees) as of 31 December 2021 and 2020 are as follows:
31 December 2021
31 December 2020
Airbus
Airbus
Airbus
Helicopters
Total
118
164
11
Airbus
Helicopters
Total
43
(In € million)
Operating leases (1)
105
145
11
13
19
0
30
365
10
13
31
0
Finance leases and loans
Inventories
396
10
Other investments
62
0
62
10
0
10
On-balance sheet customer financing
Off-balance sheet customer financing
Gross Customer Financing Exposure
Collateral values
323
41
32
26
58
(58)
0
355
67
415
12
44
2
459
14
364
(282)
82
422
(340)
82
427
(241)
186
(22)
(151)
(6)
46
(38)
8
473
(279)
194
(22)
(159)
(6)
Net exposure
Operating leases
(7)
0
(7)
0
Finance leases and loans
On-balance sheet commitments - inventories
(53)
(6)
0
(53)
(6)
(8)
0
0
Off-balance sheet commitments - provisions (2)
Asset impairments, fair value adjustments
and provisions
(16)
0
(16)
(7)
0
(7)
(82)
0
(82)
(186)
(8)
(194)
(1)
For 2021 and 2020, depreciation amounts to €ꢀ1 million and €ꢀ8 million respectively and related accumulated depreciation is €ꢀ8 million and
€ꢀ21 million respectively.
(2)
See “Note 24: Provisions, Contingent Assets and Contingent Liabilities”.
2.6 Employees Costs and Benefits
28. Number of Employees
Airbus
Helicopters
Airbus Defence
and Space
Consolidated
Airbus
Airbus
73,560
78,487
31 December 2021
20,126
32,809
32,836
126,495
31 December 2020
20,026
131,349
29. Personnel Expenses
2021
12,913
356
2020
11,799
749
(In € million)
Wages, salaries and social contributions
Net periodic pension cost (1)
Total
13,269
12,548
(1)
See “Note 31: Post-Employment Benefits.
AIRBUS - FINANCIAL STATEMENTS 2021 - 38
30. Personnel-Related Provisions
Several German companies provide life-time working account models, being employee benefit plans with a promised return on
contributions or notional contributions that qualify as other long-term employee benefits under IAS 19. The employees’ periodical
contributions into their life-time working accounts result in corresponding personnel expenses in that period, recognised in other
personnel charges.
The decrease in Restructuring measures/ pre-retirement part-time work is mainly due to the restructuring provision recorded in 2020
in response to the COVID-19 pandemic.
Balance
at 1
January
Increase
from
Exchange passage of
Reclassification
/ Change in
consolidated
group
Balance at
31 December
Used Released 2021
2021 differences
time Additions
(In € million)
Restructuring measures /
pre-retirement part-time
work
1,263
642
2
1
3
0
1
1
52
342
394
(259)
(5)
(712)
(311)
(221)
(26)
125
644
769
Other personnel charges
Total
1,905
(264) (1,023)
(247)
In September 2020, a restructuring provision was recognised in response to the COVID-19 pandemic under other provisions for an amount
of € 1.2 billion including mainly the cost of voluntary and compulsory measures taking into account management’s best estimate of the
impact of the working time adaptation and government support measures.
As of 31 December 2021 and 31 December 2020, the restructuring provision in response to the COVID-19 pandemic amounted to € 0.1
billion and € 1.0 billion respectively. It reflects the utilisation of the restructuring provision for an amount of € 0.6 billion, the release of
0.2 billion and € 0.2 billion reclassified to liabilities to reflect the progress of the plan.
31. Post-Employment Benefits
31 December
2021
6,240
832
2020
8,790
1,190
9,980
(In € million)
Provisions for retirement plans
Provisions for deferred compensation
Retirement plans and similar obligations
7,072
Plans description
When Company employees retire, they receive indemnities as stipulated in retirement agreements, in accordance with regulations and
practices of the countries in which it operates.
Provision for deferred compensation represents obligations that arise if employees elect to convert part of their remuneration or bonus
into an equivalent commitment for deferred compensation which is treated as a defined benefit post-employment plan.
France The French pension system is operated on a “pay as you go” basis. Besides the basic pension from the French social security
system, each employee is entitled to receive a complementary pension from defined contribution schemes AGIRC-ARRCO (Association
pour le régime de retraite complémentaire des salariés and Association générale des institutions de retraite des cadres). Moreover, French
law stipulates that employees are paid retirement indemnities in the form of lump sums on the basis of the length of service, which are
considered as defined benefit obligations.
The Company has a pension plan (P3) for executive and non-executive employees in place. Under this plan, the employer
Germany
provides contributions for the services rendered by the employees, which are dependent on their salaries in the respective service period.
These contributions are converted into components which become part of the accrued pension liability at the end of the year. Total benefits
are calculated as a career average over the entire period of service. Certain employees that are not covered by this plan receive retirement
indemnities based on salary earned in the last year or on an average of the last three years of employment. For some executive employees,
benefits are dependent on the final salary of the respective individual at the date of retirement and the time period served as an executive.
AIRBUS - FINANCIAL STATEMENTS 2021 - 39
In 2018, Airbus introduced the new Airbus Pensions Plan (“APP”) with security-linked benefits in Germany, which all new entrants after
1 January 2018 will join. Accordingly, the existing pension plan has been closed for new entrants. As of 1 January 2019, deferred
compensation, which is financed by the employees, is offered exclusively in APP for all employees. In 2020 the Company transferred
about half of the active population of the P3 plan into APP. With effect as of 1 January 2020 these employees will accrue future benefits
under APP but not in P3 anymore. Benefits related to past service are not affected by this transfer.
Parts of the pension obligation in Germany are funded by assets invested in specific funding vehicles. Besides a relief fund
(“Unterstützungskasse”), the Company has implemented a Contractual Trust Arrangement. The Contractual Trust Arrangement structure
is that of a bilateral trust arrangement. Assets that are transferred to the relief fund and the Contractual Trust Arrangement qualify as plan
assets under IAS 19.
In the trust arrangements between the trust and the participating companies a minimum funding requirement is stipulated for the portion
of the obligation for deferred compensation , which is not protected by the pension guarantee association or Pensions-Sicherungs Verein
in case of an insolvency of the subsidiaries concerned. Some portions of the obligation must be covered with securities in the same
amount, while other portions must be covered by 115%.
The Company UK Pension Scheme (“the Scheme”) was implemented by Airbus Defence and Space Ltd.,
United Kingdom
Stevenage (UK) as the principal employer. This plan comprises all eligible employees of Airbus Defence and Space Ltd. as well as all
personnel, who were recruited by one of the Company subsidiaries located in the UK and participating in the scheme. The major part of
the obligation is funded by scheme assets due to contributions of the participating companies. The Scheme is a registered pension scheme
under the Finance Act 2004. The trustee’s only formal funding objective is the statutory funding objective under the Pensions Act part 3
2004, which is to have sufficient and appropriate assets to cover the Scheme’s obligations. Since 1 November 2013, this plan is generally
closed for joiners, who participate in a separate defined contribution plan.
Moreover, the Company participates in the UK in several funded trustee-administered pension plans for both executive and non-executive
employees with BAE Systems being the principal employer. The Company’s most significant investments in terms of employees
participating in these BAE Systems UK pension plans is Airbus Operations Ltd. Participating Airbus Operations Ltd. employees have
continued to remain members in the BAE Systems UK pension plans due to the UK pension agreement between the Company and BAE
Systems and a change in the UK pensions legislation enacted in April 2006.
For the most significant of these BAE Systems Pension Schemes, the Main Scheme, BAE Systems, the Company and the scheme
Trustees agreed on a sectionalisation, which was implemented on 1 April 2016. Although BAE Systems remains the only principal
employer of the Scheme, the Company has obtained powers in relation to its section which are the same as if it were the principal
employer.
Based on the funding situation of the respective pension schemes, the pension plan trustees determine the contribution rates to be paid
by the participating employers to adequately fund the schemes. The different UK pension plans in which the Company investments
participate are currently underfunded. Airbus Operations Ltd. (for its section of the Main Scheme) and BAE Systems (for the other
schemes) have agreed with the trustees various measures designed to make good the underfunding. These include (i) regular contribution
payments for active employees well above such which would prevail for funded plans and (ii) extra employers’ contributions.
In the event that an employer who participates in the BAE Systems pension schemes fails or cannot be compelled to fulfil its obligations
as a participating employer, the remaining participating employers are obliged to collectively take on its obligations.
The Company considers the likelihood of this event as remote. However, for the Main Scheme the Company considers that its obligation
is in principle limited to that related to its section.
In addition, the Company has two guarantees to cover its obligation towards the Scheme and the BAE Systems pension schemes. To
mitigate its exposure, the first guarantee covers an amount up to GBP 1.25 billion for an unlimited period of time while the second one
covers an uncapped amount terminating in 2046, respectively for the Scheme and the BAE Systems Pension Schemes.
Canada Airbus Canada Limited Partnership sponsors defined benefit plans for its salaried, hourly and executive employees. In 2020
Airbus acquired Stelia Aeronautics Saint-Laurent Inc. which sponsors a defined benefit plan for its salaried and hourly employees.
AIRBUS - FINANCIAL STATEMENTS 2021 - 40
Actuarial risks for the Company
The Defined Benefit Obligation (“DBO”) exposes the Company to actuarial risks, including mainly the following ones:
Market price risk The return on plan assets is assumed to be the discount rate derived from AA-rated corporate bonds. If the actual
return rate of plan assets is lower than the applied discount rate, the net liability increases accordingly. Moreover, the market values of
the plan assets are subject to volatility, which also impacts the net liability.
Interest rate risk The level of the DBO is significantly impacted by the applied discount rate. The low interest rates, particular in the
euro-denominated market environment, lead to a relatively high net pension liability. If the decline in returns of corporate bonds continues,
the DBO will further increase in future periods, which might only be offset partially by the positive development of market values of those
corporate bonds included in plan assets. Generally, the pension obligation is sensitive to movements in the interest rate leading to volatile
results in the valuation.
Inflation risk The pension liabilities can be sensitive to movements in the inflation rate, whereby a higher inflation rate could lead to
an increasing liability. Since some pension plans are directly related to salaries, increases in compensations could result in increasing
pension obligations. For the deferred compensation plan P3, which is financed by the employees a fixed interest rate has been agreed.
Longevity risk The pension liabilities are sensitive to the life expectancy of its members. Rising life expectancies lead to an increase
in the valuation of the DBO.
Main average assumptions
The weighted average assumptions used in calculating the actuarial values of the most significant retirement plans as of
31 December 2021 are as follows:
Pension plans in
Participation in
BAE Systems
Pension Scheme
in the UK
Germany
France
2021
UK
2021
Canada
2021 2020
(Rate in %)
2021
1.1
2020
2020
0.4
2020
1.5
2021
1.9
2020
1.4
Discount rate
0.5
2.8
1.4
1.4
1.0
2.5
1.6
1.6
2.0
3.3
3.0
3.2
3.3
2.9
2.0
2.0
2.8
2.8
1.8
1.8
Rate of compensation increase
Rate of pension increase
Inflation rate
2.8
1.7
1.7
2.5
2.6
3.1
2.6
1.5
2.6
3.1
2.7
1.5
2.7
3.2
2.8
For Germany and France, the Company derives the discount rate used to determine the DBO from yields on high
Discount rate
quality corporate bonds with an AA rating. The determination of the discount rate is based on the iBoxx € Corporates AA bond data and
uses the granularity of single bond data in order to receive more market information from the given bond index. The discount rate for the
estimated duration of the respective pension plan is then extrapolated along the yield curve. In the UK, it is determined with reference to
the full yield curve of AA-rated sterling-denominated corporate bonds of varying maturities. The salary increase rates are based on long-
term expectations of the respective employers, derived from the assumed inflation rate and adjusted by promotional or productivity scales.
Rate of pension increase Rates for pension payment increases are derived from the respective inflation rate for the plan.
Inflation rates Inflation rate for German and French plans corresponds to the expected long term increase in cost of living. In the UK,
the inflation assumptions are derived by reference to the difference between the yields on index-linked and fixed-interest long-term
government bonds.
For the calculation of the German pension obligation, the “2018 G” mortality tables (generation tables) as developed
Mortality tables
by Professor Dr. Klaus Heubeck are applied, while the disability rates of the Heubeck Tables have been reduced to 30%, to align with
actual observation.
For the UK schemes, the Self-Administered Pensions S2 mortality tables based on year of birth (as published by the Institute of Actuaries)
is used in conjunction with the results of an investigation into the actual mortality experience of scheme members. In France, Institute for
French Statistics (“INSEE”) tables are applied.
AIRBUS - FINANCIAL STATEMENTS 2021 - 41
Provision for retirement and deferred compensation plans
The development of the provision for retirement and deferred compensation plans is set out below:
DBO
Plan assets
Participation in
BAE Systems
Pension
Participation in
BAE Systems
Pension
Pension
plans of
Pension
plans of
Scheme
Scheme
Total
the Company
in the UK
Total the Company
in the UK
Total provisions
(In € million)
Balance at
1 January 2020
Service cost (including past
service cost)
17,025
3,991
21,016
(9,320)
(3,343)
(12,663)
8,353
590
168
72
76
662
244
0
0
0
662
87
Interest cost and income
Remeasurements: actuarial
(gains) and losses arising from
changes in
(95)
(62)
(157)
demographic assumptions
changes in
financial assumptions
changes in
(69)
(3)
(72)
0
0
0
0
0
0
(72)
1,645
578
2,223
2,223
experience adjustments
(106)
0
27
0
(79)
0
0
0
0
(79)
plan assets
(420)
(117)
(537)
(537)
Changes in consolidation,
transfers and others
11
0
11
(45)
147
0
(45)
300
(34)
Benefits paid
(450)
(153)
(603)
153
(303)
Contributions by employer
and other plan participants
Foreign currency translation
adjustments
80
(116)
2
(220)
4,370
82
(336)
(256)
93
(83)
180
(339)
273
(257)
(63)
Balance at
31 December 2020
Service cost (including past
service cost)
18,778
23,148
(9,896)
(3,272)
(13,168)
9,980
225
118
66
61
291
179
0
0
0
291
65
Interest cost and income
Remeasurements: actuarial
(gains) and losses arising from
changes in
(69)
(45)
(114)
demographic assumptions
changes in
financial assumptions
changes in
48
(6)
42
0
0
0
0
0
0
42
(1,378)
(75)
(1,453)
(1,453)
experience adjustments
95
0
44
0
139
0
0
0
0
139
plan assets
(954)
(387)
(1,341)
(1,341)
Changes in consolidation,
transfers and others
(12)
0
(12)
(14)
156
0
(14)
323
(26)
Benefits paid
(455)
(167)
(622)
167
(299)
Contributions by employer
and other plan participants
Foreign currency translation
adjustments
117
163
1
304
118
467
(442)
(134)
(97)
(238)
(539)
(372)
(421)
95
Balance at
31 December 2021
17,699
4,598
22,297
(11,353)
(3,872)
(15,225)
7,072
In the figures shown in the table, amounts of € 2,503 million and € 1,682 million are included for the defined benefit obligation and plan
assets for deferred compensation plans in Germany (2020: € 2,625 million and € 1,435 million).
The past service cost included in the service cost amounts to € -228 million and € 106 million as of 31 December 2021 and 2020,
respectively. The employer contributions amount to € 533 million and € 6 million for other plan participants as of 31 December 2021 (2020:
€ 331 million and € 8 million respectively).
Additionally, the Company considers liabilities for lump sum payments (one-off payment or lump sum instalments) under the German P3
and APP pension arrangements in the total amount of € 172 million and € 150 million as of 31 December 2021 and 2020, respectively.
AIRBUS - FINANCIAL STATEMENTS 2021 - 42
The funding of the plans is as follows:
31 December
2021
DBO
2020
DBO
Plan assets
Plan assets
0
(In € million)
Unfunded pension plans
Funded pension plans (partial)
Total
1,406
20,891
22,297
0
(15,225)
(15,225)
1,716
21,432
23,148
(13,168)
(13,168)
As of 31 December 2021, provisions for pensions decreased mainly due to the change in financial assumptions of € 1,453 million
reflecting the further strengthening of interest rates and increased inflation assumptions in Germany, France, Canada and the UK and the
increase in plan assets of 1,341 million.
In 2021, contributions for retirement and deferred compensation plans amount to € 533 million. This consists of:
payments made to the pension and deferred compensation plans of the Company of €ꢀ667 million (2020: €ꢀ250 million), mainly
relating to the Contractual Trust Arrangement in Germany of €ꢀ431 million (2020: €ꢀ175 million) as well as to the Company UK
scheme € 224 million (2020: € 55 million).
withdrawals from the Contractual Trust Arrangement in Germany of €ꢀ-230 million (2020: €ꢀ0 million)
payments made to the participation in BAE Systems Pension Scheme in the UK of € 96 million (2020: €ꢀ81 million).
Contributions of approximately €ꢀ514 million are expected to be made in 2022.
The weighted average duration of the DBO for retirement plans and deferred compensation is 18 years at 31 December 2021 (31
December 2020: 19 years).
Pension obligations by countries and type of beneficiaries
The split of the DBO for retirement plans and deferred compensation between active, deferred and pensioner members for the most
significant plans is as follows:
Active
51%
99%
65%
41%
89%
Deferred
11%
0%
Pensioner
38%
Germany
France
1%
UK
17%
17%
1%
18%
Participation in BAE System Pension Scheme (Main Scheme)
Canada
42%
10%
Pension obligations by countries and type of plans
The split of the present value of DBO for retirement plans and deferred compensation for the most significant plans is as follows:
Present value of DBO
Deferred
Compensation
plans Retirement plans
Plan assets
Deferred
Compensation
plans
Retirement plans
81%
Germany
France
UK
19%
0%
81%
100%
100%
19%
0%
100%
100%
0%
0%
Participation in BAE System Pension Scheme (Main
Scheme)
100%
100%
0%
0%
100%
100%
0%
0%
Canada
AIRBUS - FINANCIAL STATEMENTS 2021 - 43
Pension obligations sensitivity to main assumptions
The following table shows how the present value of the DBO of retirement plans and deferred compensation would have been influenced
by changes in the actuarial assumptions as set out for 31 December 2021:
Change in actuarial assumptions
Impact on DBO
Change at 31 December
2021
22,297
(1,899)
2,187
168
(160)
438
(420)
654
2020
23,148
(2,041)
2,347
176
(169)
449
(431)
718
Present value of the DBO
Discount rate
Increase by 0.5%-point
Decrease by 0.5%-point
Increase by 0.25%-point
Decrease by 0.25%-point
Increase by 0.25%-point
Decrease by 0.25%-point
Increase by one year
Rate of compensation increase
Rate of pension increase
Life expectancy
Sensitivities are calculated based on the same method (present value of the DBO calculated with the projected unit method) as applied
when calculating the post-employment benefit obligations. The sensitivity analyses are based on a change of one assumption while
holding all other assumptions constant. This is unlikely to occur in practice and changes of more than one assumption may be correlated
leading to different impacts on the DBO than disclosed above. If the assumptions change at a different level, the effect on the DBO is not
necessarily in a linear relation.
Plan assets allocation
The fair value of the plan assets for retirement plans and deferred compensation can be allocated to the following classes:
2021
2020
Quoted
prices
Unquoted
prices
Quoted
prices
Unquoted
prices
Total
Total
(In € million)
Equity securities
Europe
Rest of the world
Emerging markets
Global
1,539
408
561
2,896
0
0
0
0
693
0
1,539
408
561
1,197
356
503
0
0
0
1,197
356
503
3,589
2,820
194
3,014
Bonds
Corporates
3,125
2,393
328
0
283
0
0
3,408
2,393
328
3,001
2,332
295
0
271
0
0
3,272
2,332
295
Governments
Pooled investments vehicles
Commodities
0
0
0
0
Hedge funds
Derivatives
Property
Cash and money market funds
Others
0
0
0
344
0
459
(71)
723
263
1,281
3,631
459
(71)
723
607
0
0
0
3
0
398
(129)
464
106
1,357
2,661
398
(129)
464
109
1,357
13,168
1,281
15,225
Balance at 31 December
11,594
10,507
The majority of funded plans apply broadly an asset-liability matching framework. The strategic asset allocation of the plans takes into
account the characteristics of the underlying obligations. Investments are widely diversified, such that the failure of any single investment
would not have a material impact on the overall level of assets. A large portion of assets in 2021 consists of fixed income and equity
instruments, although the Company also invests in property, commodities and hedge funds. The Company reassesses the characteristics
of the pension obligations from time to time or as required by the applicable regulation or governance framework. This typically triggers a
subsequent review of the strategic asset allocation.
AIRBUS - FINANCIAL STATEMENTS 2021 - 44
Provisions by countries
The amount recorded as provision for retirement and deferred compensation plans can be allocated to the countries as follows:
Pension plans of the Company
Participation in
BAE Systems
Pension
Scheme
Germany
13,330
9,063
France
1,941
21
UK
1,858
1,858
Canada
570
in the UK
4,598
Total
22,297
15,225
(In € million)
DBO
Plan assets
Recognised at
31 December 2021
DBO
Plan assets
Recognised at
31 December 2020
411
3,872
4,267
14,317
8,179
1,920
2,274
22
0
1,646
1,358
159
541
337
726
4,370
3,272
7,072
23,148
13,168
6,138
2,252
288
204
1,098
9,980
Contributions to defined contribution plans
Employer’s contribution to state and private pension plans, mainly in Germany and France, are to be considered as defined contribution
plans. Contributions in 2021 amounted to €ꢀ983 million (2020: €ꢀ813 million).
32. Share-based Payment
Share-based compensation Since 2016, the Company operates a Performance Units and Performance Shares Plan. Performance
Units qualify as a cash-settled share based payment plan under IFRS 2 and Performance Shares qualify as an equity-settled share-
based payment plan under IFRS 2.
Since 2021, the Company operates only a Performance Shares Plan.
Plans granting Restricted Units, Performance Units and/or Performance Shares are also mentioned as “LTIP” in the following notes.
Since 2018, the Company operates also exceptional grants of Performance and Restricted Units as well as Performance and Restricted
Shares under an Equity Pool. Such exceptional grants are validated by specific resolutions from the Board of Directors and qualify as
cash-settled or equity-settled share-based payment plans under IFRS 2. Accounting principles and methodology are the ones applied for
LTIP as described below.
For cash-settled plans, provisions for associated services received are measured at fair value by multiplying the number of units expected
to vest with the fair value of one LTIP unit at the end of each reporting period, taking into account the extent to which the employees have
rendered service to date. Changes of the fair value are recognised as personnel expenses of the period, leading to a re-measurement of
the provision. The fair value of Performance Units is re-measured at each closing date as far as they are not paid.
For equity-settled plans, compensation expense is measured at the grant date at the fair value by multiplying the number of shares
expected to vest by the fair value of one LTIP share taking into account the extent to which the employees have rendered service to date.
The compensation expense is accounting for over the vesting period of each LTIP equity-settled plans.
The fair value of each LTIP share (equity or cash-settled plans) is determined using a forward pricing model and is based on publicly
available risk free rate, volatility and dividend rate.
Besides the equity-settled plans described above, the Employee Share Ownership Plan (“ESOP”) is an additional equity-settled share-
based payment plan. Under this plan, the Company offers its employees Airbus SE shares at fair value matched with a number of free
shares based on a determining ratio. The fair value of shares provided is reflected as personnel expenses in the Company’s Consolidated
Income Statement with a corresponding increase in equity.
32.1 LTIP
The Company hedges the share price risk inherent in the cash-settled LTIP units by entering into equity swaps where the reference price
is based on the Airbus SE share price. To the extent that cash-settled LTIP units are hedged, compensation expense recognised for these
units will effectively reflect the reference price fixed under the equity swaps. In order to avoid any dilution of its current shareholders out
of equity-settled LTIP units, the Company used to perform share buybacks to meet its obligations to its employees, following the decisions
of the Board of Directors and approval of the AGM.
In 2021, compensation expense for LTIPs (incl. Equity Pool) including the effect of the equity swaps amounted to €ꢀ36 million (2020: €ꢀ-2
million), among which € 23 million for cash-settled plans (2020: € -9 million) and € 13 million for equity-settled plans (2020: € 7 million).
As of 31 December 2021, provisions of €ꢀ55 million (2020: €ꢀ59 million) relating to LTIP units (cash-settled) have been accounted for.
The lifetime of the Performance Units as well as Performance Shares is contractually fixed (see the description of the respective tranche
in the following table). For the units, the measurement is next to other market data, mainly affected by the share price as of the end of the
reporting period (€ꢀ112.36 as of 31 December 2021) and the lifetime of the units.
AIRBUS - FINANCIAL STATEMENTS 2021 - 45
The fair value of units and shares granted in the frame of the LTIP 2021 plan is as follows:
Expected vesting date
Fair value of Performance Shares
89.83
(In € per unit / share granted)
May 2025 - Performance Shares
The principal characteristics of the LTIPs as at 31 December 2021 are summarised below:
LTIP 2016 (7)
LTIP 2017 (8)
LTIP 2018 (9)
LTIP 2019
LTIP 2020
LTIP 2021
Grant date (1) 25 October 2016
30 October 2017
30 October 2018
29 October 2019 28 October 2020 15 December 2021
Performance Units and Performance Shares Plan
Shares
Units
Units
Shares
Units
Shares
Units
Shares
Units
Shares
Units
Shares
Number of
units granted 615,792 621,198 421,638 425,702 278,376 281,181 247,508 247,508 420,004 420,004
520,870
(2)
Fair value at 45.13 /
74.83 /
71.69
84.09 /
83.28
112.83 /
108.44
51.04 /
46.98
45.15
-
76.76
-
85.01
-
112.92
-
55.49
-
89.83
-
grant date (3)
Fair Value of
performance
units as of
31
44.71
88.76 /
85.41
87.10 /
84.17
84.64 /
81.41
75.49 /
72.50
85.88
December
2021 (3)
Number of
units/shares
granted
1,762
1,762
1,898
1,898
6,964
6,964
4,343
4,252
1,224
1,224
837
through
Equity Pool
(4)
Number of
units
0
0
97,902
0
133,691 134,976 239,782 239,691 413,789 413,789
521,707
1,770
outstanding
(5)
Total number
of eligible
1,671
1,601
1,626
1,576
1,602
beneficiaries
The Performance and Restricted Units and Performance Shares will vest if the participant is still employed by a company of the
Group at the respective vesting dates. Performance Units and Shares will vest upon achievement of mid-term business
performance. Vesting schedule is made up of two payments over two years.
Vesting
conditions
Share price
per unit
limited at
vesting dates
to (6)
-
€ 105.34
-
€ 147.62
-
€ 213.88
-
€ 244.12
-
€ 136.08
-
50%
each
expected
:
50%
each
expected
:
50%
in May
2020 and
50%
expected
in May
2021
50% each
expected:
in June
2021
in June
2022
50% each
expected:
in June
2022
in June
2023
100%
in June
100%
in June 100%
100%
in June
2020
100%
in May
2021
expected 2023 expected 2024 expected
in May in June in May in June in May
Vesting
dates
100% expected
in May 2025
2022
2024
2023
2025
2024
Number of
vested units
422,866 429,531
96,911
194,975
0
0
0
0
0
0
0
(1)
(2)
Date, when the vesting conditions were determined.
Based on 100% target performance achievement. A minimum of 50% of Performance Units will vest; 100% in case of on-target performance
achievement; up to a maximum of 150% in case of overachievement of performance criteria. In case of absolute negative results (cumulative EBIT of
the Company) during the performance period, the Board of Directors can decide to review the vesting of the Performance Units including the 50%
portion which is not subject to performance conditions (additional vesting condition).
(3)
(4)
(5)
(6)
Values are provided for units corresponding per vesting date.
Mirroring the respective plan rules and regulations, but granted at a different date based on specific Board of Directors’ resolutions.
Including shares granted through the Equity Pool, if applicable.
Corresponds to 200% of the respective reference share price. Overall, the pay-out for Performance Units is limited to a total amount of 250% of the
units originally granted, each valued with the respective reference share price of €ꢀ52.67 (for LTIP 2016), €ꢀ73.81 (for LTIP 2017), 106.94 (for LTIP
2018), € 122.06 (for LTIP 2019) and € 68.04 (for LTIP 2020).
(7)
(8)
(9)
Based on performance achievement of 75% for Performance Units under LTIP 2016.
Based on performance achievement of 50% for Performance Units under LTIP 2017.
Based on performance achievement of 50% for Performance Units under LTIP 2018.
AIRBUS - FINANCIAL STATEMENTS 2021 - 46
Additionally, the Board of Directors approved in 2021 the exceptional grant of 1,354 Restricted & Performance Units and 10,725 Restricted
& Performance Shares under the Equity Pool with an average fair value of € 102.87. 2,017 Units and 3,758 Shares have vested in 2021.
As of 31 December 2021, the number of units outstanding is 6,086 Units and 13,247 Shares.
32.2 ESOP
In 2021 and 2020, the Board of Directors approved a new ESOP scheme. Eligible employees were able to purchase a fixed number of
previously unissued shares at fair market value (5, 15, 30, 50 or 100 shares in 2021, 5, 10, 15, 30 or 100 shares in 2020). The Company
matched each fixed number of shares with a number of the Company free shares based on a determined ratio (4, 7, 10, 13 and 25 free
shares, respectively in 2021, versus 4, 6, 7, 10 and 25 free shares, respectively in 2020). During a custody period of at least one year,
employees are restricted from selling the shares, but have the right to receive all dividends paid. Employees who directly purchased the
Airbus SE shares have, in addition, the ability to vote at the Annual Shareholder Meetings. The subscription price was equal to the closing
price at the Paris stock exchange on 17 February 2021 (2020: 12 February 2020) and amounted to €ꢀ93.90 (2020: €ꢀ136.60). Investing
through a mutual fund led to a price which corresponds to the average price at the Paris stock exchange during the 20 trading days
immediately preceding 17 February 2021 (2020: 12 February 2020), resulting in a price of €ꢀ89.52 (2020: €ꢀ136.00).
In 2021, the Company issued and sold 1,442,645 ordinary shares (2020: 671,640) with a nominal value of € 1.00 each.
In 2021, the Company issued and distributed 491,775 matching ordinary shares (2020: 304,515) with a nominal value of €ꢀ1.00 each.
Compensation expense (excluding social security contributions) of €ꢀ49 million (2020: €ꢀ34 million) was recognised in connection with
ESOP in 2021.
33. Remuneration
33.1 Remuneration Executive Committee
The Company’s key management personnel consists of Members of the Executive Committee and Non-Executive Board Members. The
Chief Executive Officer (“CEO”), who chairs the Executive Committee, is the sole Executive Board Member. The annual remuneration
and related compensation costs of the key management personnel as expensed in the respective year can be summarised as follows:
2021
2020
(In € million)
Executive Committee, including Executive Board Member
Salaries and other short-term benefits (including bonuses)
Post-employment benefit costs
19.5
5.2
3.4
6.1
0.4
4.6
16.1
4.8
1.0
0
Share-based remuneration ("LTIP award", including associated hedge result)
Termination benefits (1)
Other benefits
Social charges (2)
0.5
4.7
Non-Executive Board Members
Short-term benefits (including social charges)
Total expense recognised
2.0
2.2
41.2
29.3
(1)
(2)
2021 Termination benefits include the termination benefits paid in 2021 based on last information available and applicable law.
Costs of benefits provided through applicable mandatory collective and social security plans are accounted for among social charges.
Salaries and Other Short-Term Benefits (Including Bonuses)
The amount of bonuses is based on estimated performance achievement as at the balance sheet date and difference between previous
year estimation and actual pay-out in the current year. Outstanding short-term benefits (bonuses) at year-end 2021 for Executive
Committee Members based on estimated performance achievement at year-end was €ꢀ11.4 million (2020: €ꢀ7.7 million).
In order to support the Company’s target of reducing CO2 emissions by 40% by 2030, the Board of Directors decided to translate this
ambition into a concrete objective and include the CO2 reduction target in the collective variable remuneration of the CEO and all
executives.
Post-Employment and Other Long-Term Benefits
The post-employment and other long-term benefits defined obligation for the Executive Committee, including the CEO, amounted to €
25.6 million at 31 December 2021 (2020: €ꢀ32.8 million). The disclosed post-employment and other long-term benefits reflect the total
outstanding balance for all Executive Committee Members in charge at the end of the respective balance sheet date.
AIRBUS - FINANCIAL STATEMENTS 2021 - 47
Share-Based Remuneration (“LTIP Award”)
The share-based payment expenses result from not yet forfeited units and shares granted to the Executive Committee Members under
the Company’s LTIP which are re-measured at fair value according to the methodology described in Note 32.
In 2021, the Members of the Executive Committee were granted 66,575 Performance Shares (2020: 50,814 Performance Shares and
50,814 Performance Units). For LTIP 2021, the respective fair value of these Shares at grant date was € 6.5million (2020: €ꢀ7.6 million for
both Performance Shares and Performance Units). As of 31 December 2021, provisions of € 5.4 million (2020: €ꢀ5.0 million) relating to
LTIP have been recognised. The total number of outstanding Performance Units and Performance Shares granted to the current Members
of the Executive Committee amounted to 91,180 and 152,967 respectively at 31 December 2021 (2020: 133,966 Performance Units and
133,966 Performance Shares).
Termination Benefits
The following benefits apply to Executive Committee Members, except the CEO.
In the case of contract termination, the Executive Committee Members are entitled to an indemnity equal to 1.5 times the Total Target
Remuneration (defined as Base Salary and target Annual Variable Remuneration) with respect to applicable local legal requirements,
if any.
This will not apply if the Executive Committee mandate is terminated for cause, in case of dismissal, if the Executive Committee Member
resigns or has reached retirement age.
The Executive Committee Members’ contract includes a non-compete clause which applies for a minimum of one year and can be
extended at the Company’s initiative for a further year. The Board of Directors has the discretion to waive or invoke the extension of the
non-compete clause when legally or contractually possible. The compensation for each year that the non-compete clause applies is equal
to 50% of the last Total Annual Remuneration (defined as Base Salary and Annual Variable Remuneration most recently paid) with respect
to applicable local legal requirements, if any.
Past LTIP awards may be maintained in full or prorated, in such cases as in case of retirement or if a mandate is not renewed by the
Company without cause, pro rata being based on the presence in the Company during performance periods. The vesting of past LTIP
awards follows the plans’ rules and regulations and is not accelerated in any case. LTIP awards are forfeited for Executives who leave
the Company on their own initiative, but this is subject to review by the Board of Directors.
The termination benefits include assumptions about all effective, known or planned terminations to date.
Other Benefits
Other benefits include expenses for Executive Committee Members’ medical, death and disability coverage, company car and other usual
facilities as applicable.
33.2 Remuneration CEO
The annual remuneration and related compensation costs of the CEO as expensed in the respective year can be summarised as follows:
2021
1,350,000
22,247,750
1,138,794
822,906
0
2020
1,350,000
1,357,262
1,179,332
206,337
0
(In €)
Base salary
Annual variable pay
Post-employment benefit costs
Share-based remuneration ("LTIP award") (1)
Termination benefits
Other benefits
32,479
33,790
Social charges (2)
1,089,385
1,102,840
(1)
(2)
Expense related to share-based payment plans as recognised in the annual period (service period) including the result from the hedge of cash-settled
share-based payment (see “Note 32: Share-Based Payment”).
Social charges depends on the applicable regulation to the CEO. In France, social charges comprise benefits accrued through mandatory collective
and state plans such as pension, death and disability or medical coverage.
Annual Variable Pay
The annual variable pay is based on estimated performance achievement as at the balance sheet date and difference between the
previous year’s estimation and actual pay-out in the current year.
AIRBUS - FINANCIAL STATEMENTS 2021 - 48
Post-Employment Benefit Costs
Post-employment benefit costs relate to the aggregated amount of current service and interest costs for defined benefit plan and company
cost for contributions base plans.
Following the Board decision approved in the AGM 2020, the CEO pension rights are accrued through a defined contributions plan from
1 January 2020, which coexists with the former defined benefit pension plan.
The accrued pension rights under the former defined benefit plan have been frozen at the end of 2019 and remain unvested until the
retirement date of the CEO. The pension rights arising from the Company's defined contribution plan are deducted from the frozen defined
pension rights.
As of 31 December 2021, the defined benefit obligation related to the frozen defined benefit commitment amounts to €ꢀ9,048,433
(€ 9,423,777 in 2020). This obligation has been accrued in the 2021 Consolidated Financial Statements and will be updated annually up
to the retirement date of the CEO considering additional service cost and future changes on economic assumptions or other factors like
salary increase.
For the fiscal year 2021, the cost related to the CEO’s pension rights accrued under Company’s plans during the year represented an
expense of € 1,138,794 (versus an expense of € 1,179,332 in 2020).
The annual cost of pension rights accrued under applicable mandatory collective and state pension plans are accounted for among social
charges
Share-based Remuneration
The table below gives an overview of the interests of the CEO, under the various LTIPs of the Company:
Granted Date
LTIP 2016 (1)
11,392
75%
LTIP 2017 (1)
8,808
LTIP 2018 (1)
8,416
LTIP 2019
11,060
100%
LTIP 2020
19,840
100%
LTIP 2021
12,121
100%
Performance Units and Shares
Revaluation
50%
50%
Performance Units and Shares
revalued
8,544
4,404
4,208
11,060
19,840
12,121
Vested in 2021
in cash
0
0
0
0
0
0
2,136
0
1,101
2,202
0
0
in shares
Outstanding 2021
in cash
5,530
5,530
9,920
9,920
0
0
0
1,101
0
2,104
2,104
12,121
in shares
Vesting schedule
Cash-settled units
Equity-settled units
For vesting dates, see "- Note 32.1: LTIP"
May 2021 May 2022 May 2023
May 2020
May 2024
May 2025
(1)
2016 to 2018 awards were granted before the appointment of the CEO and could vest during the CEO’s mandate.
Vesting of all Performance Units and Performance Shares granted to the CEO is subject to performance conditions.
As of 31 December 2021, provisions of € 1,188,050 (2020: €ꢀ919,556) relating to Performance Units have been recognised. The pay-out
from vested cash-settled LTIP in 2021 was € 324,504 (2020: € 401,261) excluding social charges.
Termination Benefits
The termination benefit applicable to the CEO is described in the Company’s Remuneration policy.
Other Benefits
As stipulated in the Company’s Remuneration Policy, the benefits offered to the CEO are similar to the benefits granted to other executives
of the Company and comprise, among other matters, medical, death and disability coverage (both through the French social security
system and mandatory collective Company’s plans), a company car and usual facilities. Costs of benefits provided through applicable
mandatory collective and social security plans are accounted for among social charges. The monetary value of other benefits provided to
the CEO in 2021 amounted to € 32,479 (2020: € 33,790).
The Company has not provided any loans to, advances to and guarantees on behalf of the CEO.
AIRBUS - FINANCIAL STATEMENTS 2021 - 49
33.3 Remuneration Board of Directors
The remuneration of the Non-Executive Members of the Board of Directors was as follows:
2021
2020
Attendance
Attendance
Fees (2)
Fixum (1)
Fees (2)
Total
Fixum (1)
Total
(In €)
Non-Executive Board Members
René Obermann (3)
Victor Chu
Jean-Pierre Clamadieu (4)
Ralph D. Crosby Jr.
Lord Drayson
Mark Dunkerley (5)
Stephan Gemkow (5)
Catherine Guillouard
María Amparo Moraleda Martínez
Claudia Nemat
210,000
100,000
130,000
100,000
120,000
100,000
100,000
130,000
130,000
100,000
80,000
90,000
43,000
67,500
61,000
49,500
66,000
63,000
67,500
54,500
56,500
45,000
300,000
143,000
197,500
161,000
169,500
166,000
163,000
197,500
184,500
156,500
125,000
117,738
100,000
127,087
100,000
120,000
70,879
76,250
78,000
90,000
83,000
80,000
48,000
58,000
93,000
85,000
80,000
70,000
193,988
178,000
217,087
183,000
200,000
118,879
128,879
223,000
215,000
180,000
150,000
70,879
130,000
130,000
100,000
80,000
Carlos Tavares
Former Non-Executive Board Members
Denis Ranque (6)
Hermann-Josef Lamberti (7)
-
-
-
-
-
-
61,731
35,274
35,000
35,000
96,731
70,274
Total
1,300,000
663,500
1,963,500
1,243,588
911,250
2,154,838
(1)
(2)
(3)
Fixum includes a base fee for Board membership and Committee membership within the Audit Committee, the Remuneration, Nomination and
Governance Committee ("RNGC") and/or the Ethics, Compliance and Sustainability Committee ("ECSC") as the case may be. The fixum for the year
2021 was paid 50% in January 2021 and 50% in July 2021. The fixum for the year 2020 was paid 50% in January 2020 and 50% in July 2020.
2021 attendance fees include the Board attendance fees and the fees in relation to Audit Committee, RNGC and ECSC meetings. The Board attendance
fees related to the first semester 2021 were paid in July 2021, those related to the second semester 2021 were paid in January 2022. The Committees’
attendance fees related to full year 2021 were paid in January 2022.
Chairman of the Board of Directors since 16 April 2020. Member of the Audit Committee until 16 April 2020. Member of the former Ethics & Compliance
Committee between 30 July 2019 and 16 April 2020. As a reminder, René Obermann waived half of his 2020 remuneration (including fixum and
attendance fees as Chairman of the Board).
(4)
(5)
(6)
(7)
Member of the former Ethics & Compliance Committee until 16 April 2020. Chair of the ECSC since then.
Member of the Board of Directors and of the Audit Committee since 16 April 2020.
Chairman of the Board of Directors and of the former Ethics & Compliance Committee until 16 April 2020.
Member of the Board of Directors and of the Audit Committee until 16 April 2020.
AIRBUS - FINANCIAL STATEMENTS 2021 - 50
2.7 Capital Structure and Financial Instruments
34. Total Equity
34.1 Equity Attributable to Equity Owners of the Parent
The Company’s shares are exclusively ordinary shares with a par value of €ꢀ1.00. The following table shows the development of the
number of shares issued and fully paid:
2021
784,149,270
1,934,420
0
2020
783,173,115
976,155
(In number of shares)
Issued at 1 January
Issued for ESOP
Issued for convertible bond
Issued at 31 December
Treasury shares
0
786,083,690
(454,735)
785,628,955
784,149,270
(432,875)
783,716,395
Outstanding at 31 December
Holders of ordinary shares are entitled to dividends and to one vote per share at general meetings of the Company.
Equity attributable to equity owners of the parent (including purchased treasury shares) amounts to €ꢀ9,466 million (2020: €ꢀ6,445
million) representing an increase of €ꢀ+3,021 million. This is due to a net income for the period of €ꢀ+4,213 million and a decrease in other
comprehensive income, principally related to the mark to market revaluation of the hedge portfolio of €ꢀ-3,710 million partly offset by a
change in actuarial gains and losses of € +2,363 million.
Capital stock comprises the nominal amount of shares outstanding. The addition to capital stock represents the contribution for exercised
options by employees of €ꢀ1,934,420 (2020: €ꢀ976,155) in compliance with the implemented ESOPs.
Share premium mainly results from contributions in kind in the course of the creation of the Company, cash contributions from the
Company’s initial public offering, capital increases and reductions due to the issuance and cancellation of shares.
Retained earnings include mainly the profit for the period and the changes in other comprehensive income from remeasurements of the
defined benefit pension plans net of tax which amounts to €ꢀ+2,363 million in 2021 (2020: €ꢀ-1,268 million).
On 23 March 2020, the Company has decided the withdrawal of 2019 dividend proposal with cash value of € 1.4 billion in response to the
COVID-19 pandemic (see "Note 2: Impact of the COVID-19 pandemic”). For the fiscal year 2021, the Company’s Board of Directors
proposes a cash distribution payment of € 1.50 per share.
Treasury shares represent the amount paid or payable for own shares held in treasury. During 2021, the number of treasury stock held
by the Company increased to 454,735 compared to 432,875 as of 31 December 2020, mainly due to the share buybacks partly offset by
vested shares in 2021 under LTIP 2017 (see “– Note 32: Share-based Payment”). No shares were sold back to the market nor cancelled
(2020: 0 shares).
On 14 April 2021, the AGM of the Company authorised the Board of Directors, for a period expiring at the AGM to be held in 2022, to
issue shares and to grant rights to subscribe for shares in the Company’s share capital for the purpose of:
ESOPs and share-related LTIPs, provided that such powers shall be limited to an aggregate of 0.14% of the Company’s
authorised share capital (see “– Note 32: Sharebased Payment);
funding the Company and its subsidiaries, provided that such powers shall be limited to an aggregate of 0.3% of the Company’s
authorised share capital (see “– Note 36.3: Financing Liabilities”).
For each operation, such powers shall not extend to issuing shares or granting rights to subscribe for shares if there is no preferential
subscription right and for an aggregate issue price in excess of €ꢀ500 million per share issuance.
Also on 14 April 2021, the AGM authorised the Board of Directors for an 18-month period to repurchase up to 10% of the Company’s
issued share capital at a price per share not less than the nominal value and not more than the higher of the price of the last independent
trade and the highest current independent bid on the trading venues of the regulated market of the country in which the purchase is carried
out.
Furthermore, the AGM authorised the Board of Directors to determine on a case by case basis the share repurchase programmes to be
implemented by the Company, if any.
34.2 Non-Controlling Interests
The non-controlling interests (“NCI”) from non-wholly owned subsidiaries increased to €ꢀ20 million as of 31 December 2021
(2020: €ꢀ11 million). These NCI do not have a material interest in the Company’s activities and cash flows.
AIRBUS - FINANCIAL STATEMENTS 2021 - 51
35. Capital Management
The Company seeks to maintain a strong financial profile to safeguard its going concern, financial flexibility as well as shareholders’, credit
investors’ and other stakeholders’ confidence in the Company. Consequently, operating liquidity is of great importance.
As part of its capital management, it is one of the Company’s objectives to maintain a strong credit rating by institutional rating agencies.
This enables the Company to contain its cost of capital which positively impacts its stakeholder value (entity value). Next to other
non-financial parameters, the credit rating is based on factors such as cash flow, profitability, leverage ratios and liquidity ratios. The
Company monitors these ratios to keep them in a range compatible with a strong rating.
Rating agency
Long-term rating
Outlook
Negative
Negative
Stable
Short-term rating
Standard and Poor's
Moody's Investors Services
Fitch Rating (unsolicited)
A
A2
A-1
P1
F1
BBB+
The stand-alone rating reflects the Company’s strong backlog providing revenue visibility, leading market position, operating performance,
strong liquidity and solid balance sheet. It also reflects the Company’s reaction to the COVID-19 pandemic, including the adaptation of
the production rate to meet customer demand, cost reductions and cash containment measures, as well as the uncertainties related to
the length of the outbreak and the recovery pattern of demand for aircrafts post outbreak. Finally, it reflects the management’s focus on
programmes execution, profitability and cash generation improvement.
In accordance with the Company’s conservative financial policy, a strong rating is key to maintain a wide array of funding sources at
competitive conditions, to have broad access to long-term hedging and to strengthen the Company’s position as a financially sound
counterparty for its customers and suppliers.
A five year plan for rating and a value creation ambition is constructed annually, and is composed of (i) EBIT and (ii) Free Cash Flow,
which is defined as Cash provided by operating activities and Cash used for investing activities less Change of securities, Contribution to
plan assets for pensions, realised Treasury swaps and bank activities.
The Company uses the WACC to determine the Net Present Value (“NPV”), which is used for any investment decision.
The Company also monitors the level of dividends paid to its shareholders.
The Company generally satisfies its obligations arising from ESOPs and Share Incentive Plans (“SIPs”) by issuing new shares. In order
to avoid any dilution of its current shareholders out of LTIPs, the Company performs share buybacks to meet its obligations to its
employees, following the decisions of the Board of Directors and approval of the AGM. Apart from this purpose, the Company generally
does not trade with treasury shares.
The Company complies with the capital requirements under applicable law and its Articles of Association.
36. Net Cash
The net cash position provides financial flexibility to fund the Company’s operations, to react to business needs and risk profile and to
return capital to the shareholders.
31 December
2021
14,572
1,317
2020
14,439
1,618
(In € million)
Cash and cash equivalents
Current securities
Non-current securities
Gross cash position
Short-term financing liabilities
Long-term financing liabilities
Total
6,794
5,350
22,683
(1,946)
(13,094)
7,643
21,407
(3,013)
(14,082)
4,312
The net cash position on 31 December 2021 amounted to € 7,643 million (2020: € 4,312 million), with a gross cash position of
€ 22,683 million (2020: € 21,407 million).
Derivative instruments recognised on the Company’s Statement of Financial Position consist of (i) instruments that are entered into as
hedges of the Company’s operating activities or interest result, and (ii) embedded foreign currency derivatives that arise from separating
the foreign currency component from certain operating contracts. Cash flows resulting from the settlement of these derivatives are
therefore recorded as part of cash flow from operations. Similarly, financial assets and liabilities arising from customer financing activities
and refundable advances from European Governments are considered part of operating activities and related cash flows are hence
recognised as cash flows from operating activities.
AIRBUS - FINANCIAL STATEMENTS 2021 - 52
36.1 Cash and Cash Equivalents
Cash and cash equivalents are composed of the following elements:
31 December
2021
(In € million)
2020
4,173
9,654
512
Bank account and petty cash
Short-term securities (at fair value through profit or loss)
Short-term securities (at fair value through OCI)
Others
1,964
12,075
533
0
100
Total cash and cash equivalents
14,572
14,439
Only securities with a maturity of three months or less from the date of the acquisition, that are readily convertible to known amounts of
cash and which are subject to an insignificant risk of changes in value, are recognised in cash equivalents.
Cash and cash equivalents have increased by € +0.2 billion from € 14.4 billion at 31 December 2020 to € 14.6 billion at 31 December
2021 and they include payments received in advance from certain customers.
The main variations are as follows:
Cash provided by operating activities amounted to € +4.6 billion in 2021, mainly driven by a profit translated into cash partly offset by
provision consumption related to the restructuring plan, a positive impact from working capital which mainly reflects the delivery of the last
A380 aircraft and the reduction in the widebodies inventory largely offset by a negative impact from contract assets and contract liabilities.
In addition, it includes the net payment made to suppliers in anticipation and the negative impact due to the expiry of certain agreements
reached with suppliers relating to payment terms.
Cash used for investing activities amounted to € -2.7 billion, mainly reflecting capital expenditures and securities. The acquisition of real
estate assets in the UK has negatively impacted cash used for investing activities, and also negatively impacted cash used for financing
activities relating to the repayment of the existing lease liabilities.
Cash used for financing activities amounted to € -2.2 billion and reflects the pre-payment of a US$1 billion bond issued on 9 April 2013 and
the repayment of the exchangeable bonds convertible into Dassault Aviation shares for an amount of € 1.0 billion.
Similar to previous years, the Company has supported its suppliers concerning supply chain financing arrangements.
36.2 Securities
The majority of the Company’s securities consists of debt securities and are classified at fair value through OCI (see “– Note 37.2: Carrying
Amounts and Fair Values of Financial Instruments”).
The Company’s securities portfolio amounts to € 8,111 million and € 6,968 million as of 31 December 2021 and 2020, respectively. The
security portfolio contains a non-current portion of € 6,794 million (2020: € 5,350 million), and a current portion of € 1,317 million (2020: €
1,618 million).
Included in the securities portfolio as of 31 December 2021 and 2020, respectively, are corporate and government bonds bearing either
fixed rate coupons (€ 7,866 million nominal value; 2020: €ꢀ6,714 million) or floating rate coupons (€ꢀ103 million nominal value; 2020: €ꢀ108
million), and foreign currency funds of fixed income funds (€ꢀ2 million fair value; 2020: €ꢀ2 million).
When the Company enters into securities lending or other financing activities that involve the pledging of securities as collateral, the
securities pledged continue to be recognised on the balance sheet. As of 31 December 2021, securities for an amount of € 0 million were
pledged as collateral for borrowings from banks (2020: €ꢀ99 million).
AIRBUS - FINANCIAL STATEMENTS 2021 - 53
36.3 Financing Liabilities
comprise obligations towards financial institutions, issued corporate bonds, deposits made by customers of Airbus
Financing liabilities
Bank, borrowings received from joint ventures and other parties as well as finance lease liabilities. Financing liabilities are recorded initially
at the fair value of the proceeds received, net of transaction costs incurred. Subsequently, financing liabilities are measured at amortised
cost, using the effective interest rate method with any difference between proceeds (net of transaction costs) and redemption amount
being recognised in total finance income (cost) over the period of the financing liability.
Financing liabilities to financial institutions may include liabilities from securities lending transactions. In securities lending transactions,
the Company receives cash from its counterparty and transfers the securities subject to the lending transaction as collateral. The
counterparty typically has the right to sell or repledge the securities pledged. The amount of cash received is recognised as a financing
liability. The securities pledged are not derecognised, but remain on the Company’s Statement of Financial Position.
31 December
2021
11,061
467
2020
12,032
418
(In € million)
Bonds and commercial papers
Liabilities to financial institutions
Loans
75
94
Lease liabilities
1,491
13,094
0
1,538
14,082
1,075
111
Total long term financing liabilities
Bonds and commercial papers
Liabilities to financial institutions
Loans
26
96
94
Lease liabilities
245
260
Others (1)
1,579
1,946
15,040
1,473
3,013
17,095
Total short term financing liabilities
Total
(1) Included in “others” are financing liabilities to joint ventures.
Long-term financing liabilities, mainly comprising of bonds and lease liabilities, decreased by € -988 million to € 13,094 million (2020:
€ 14,082 million), mainly due to pre-payment of a US$1 billion bond issued on 9 April 2013 in the US institutional market with an original
maturity of ten years.
Short-term financing liabilities decreased by -1,067 million to 1,946 million (2020: € 3,013 million), mainly due to the repayment of
the exchangeable bonds to be convertible into Dassault Aviation shares issued on 14 June 2016 for an amount of € 1.0 billion.
Prior to 2021, the Company issued several euro-denominated bonds under its EMTN programme and three stand-alone US dollar-
denominated bonds on the US institutional market under Rule 144A.
The Company can issue commercial papers under its € 11 billion Negotiable European Commercial Paper (“NEuCP”) programme, its
€4 billion Euro Commercial Paper (“ECP”) programme and its $ 3 billion US Commercial Paper programme.
As of 31 December 2021, there were no outstanding amounts under any of its commercial paper programmes.
AIRBUS - FINANCIAL STATEMENTS 2021 - 54
The terms and repayment schedules of these bonds and loans are as follows:
Carrying amount
(In € million)
Principal
amount
Coupon or
interest
rate
Effective
interest
rate
31 December
Issuance
date
Maturity
date
Additional
features
2021
2020
(In million)
US$ 1,000
€ 1,000
€ 500
Interest rate swapped
into 3M Libor +0.68%
Interest rate swapped
US$ Bond 10 years
EMTN 10 years
EMTN 15 years
EMTN 10 years
EMTN 15 years
EMTN 5 years
EMTN 6 years
EMTN 8 years
EMTN 10 years
EMTN 12 years
EMTN 20 years
0
1,043
525
845 Apr 2013
1,047 Apr 2014
571 Oct 2014
626 May 2016
983 May 2016
745 Mar 2020
1,243 June 2020
745 Mar 2020
1,237 June 2020
987 June 2020
988 Mar 2020
2.70%
2.38%
2.12%
0.88%
1.38%
1.63%
1.38%
2.00%
1.63%
2.38%
2.38%
2.77%
2.42%
2.21%
0.98%
1.50%
1.80%
1.47%
2.10%
1.74%
2.49%
2.44%
Apr 2023
Apr 2024 into 3M Euribor +1.40%
Interest rate swapped
Oct 2029 into 3M Euribor +0.84%
Interest rate swapped
May 2026 into 3M Euribor +0.50%
Interest rate swapped
May 2031 into 3M Euribor +0.66%
Interest rate swapped
April 2025 into 3M Euribor +2.01%
Interest rate swapped
June 2026 into 3M Euribor +1.66%
Interest rate swapped
April 2028 into 3M Euribor +2.15%
Interest rate swapped
June 2030 into 3M Euribor +1.61%
Interest rate swapped
€ 600
645
€ 900
903
750
732
1,250
750
1,215
725
1,250
1,000
1,000
1,200
957
April 2032 into 3M Euribor +2.24%
Interest rate swapped
June 2040 into 3M Euribor +1.93%
Exchangeable into
958
Dassault Aviation shares
Exchangeable bonds
5 years
at 1,306.25 per share and
€ 1,078
US$ 750
US$ 750
US$ 830
0
694
731
733
1,075 Jun 2016
672 Apr 2017
0.00%
3.15%
0.33%
3.20%
4.02%
Jun 2021
Apr 2027
Apr 2047
issued at 103.75%
Interest rate swapped
into 3M Libor +0.87%
Interest rate swapped
into 3M Libor +1.61%
US$ Bond 10 years
US$ Bond 30 years
ACLP Private
placement
667 Apr 2017
July 2020,
676 Dec 2020
3.95%
1.98% -
2.54%
2.77% - July 2026 to
3.09%
July 2029
Bonds
11,061
13,107
3M US-
Libor
+1.15%
Interest rate swapped
into 4.76% fixed
DBJ 10 years
US$ 300
0
81 Jan 2011
4.84%
Jan 2021
Others
493
448
Liabilities to
financial institutions
493
529
Reconciliation of liabilities arising from financing liabilities:
Non-cash movements
Foreign
Balance at
1 January
Balance at
31 December
Changes
in scope
exchange
movements
2021
13,107
529
Cash flows
(1,903)
(48)
Others (1)
2021
11,061
493
(In € million)
0
0
0
0
0
0
(311)
0
0
280
0
Bonds and commercial papers
Liabilities to financial institutions
Loans
Finance lease liabilities
Others
Total
168
12
6
58
27
271
188
(23)
(400)
79
(2,295)
171
1,798
1,473
17,095
1,736
1,579
15,040
(31)
(1)
Included in “other assets and liabilities” in the Statements of Cash Flows.
AIRBUS - FINANCIAL STATEMENTS 2021 - 55
37. Financial Instruments
37.1 Financial Risk Management
By the nature of its activities, the Company is exposed to a variety of financial risks: (i) market risks, in particular foreign exchange risk,
but also interest rate risk, equity price risk and commodity price risk, (ii) liquidity risk and (iii) credit risk. The Company’s overall financial
risk management activities focus on mitigating unpredictable financial market risks and their potential adverse effects on the Company’s
operational and financial performance.
The financial risk management of the Company is generally carried out by the Treasury department of the Company under policies
approved by the Board of Directors or by the Chief Financial Officer. The identification, evaluation and hedging of the financial risks is in
the joint responsibility of several established specific committees such as the Foreign Exchange Committee and the Asset Liability
Management Committee, including the Company business segments.
The Company uses financial derivatives solely for risk mitigating purposes (“hedging”) and applies hedge accounting for a significant
portion of its hedging portfolio.
Market Risk
Foreign exchange risk arises when future commercial transactions or firm commitments, recognised
Foreign exchange risk
monetary assets and liabilities and net investments in foreign operations are denominated in a currency that is not the entity’s functional
currency.
The Company manages a long-term hedge portfolio with maturities of several years covering its net exposure to US dollar sales, mainly
from the commercial activities of Airbus. This hedge portfolio covers a large portion of the Company’s firm commitments and highly
probable forecasted transactions.
For Airbus, the highly probable criteria of the underlying foreign currency exposure of cash flow hedges is assessed based on the IFRS15
backlog value analysis. This consists in reducing the contractual firm backlog by all deliveries which cannot be considered as highly
probable due to the existence of either cancellation rights, risk of bankruptcy or other risk of order restructuring. The latter assessments
is taking into account customers’ situation and commercial aspects. The resulting backlog is further adjusted to the foreign exchange
management hedging horizon. The highly probable underlying foreign currency exposure is then capped to the production plan when
applicable.
Most of the Company’s revenue is denominated in US dollars, while a major portion of its costs is incurred in euro and to a lesser extent
in other foreign currencies. Consequently, to the extent that the Company does not use financial instruments to hedge its exposure
resulting from this currency mismatch, its profits will be affected by changes in the €/US$ exchange rate. As the Company intends to
generate profits primarily from its operations rather than through speculation on exchange rate movements, it uses hedging strategies to
manage and minimise the impact of exchange rate fluctuations on these profits.
With respect to its commercial aircraft products, as of 30 June 2018, the Company adopted a new hedge strategy to hedge its net exposure
(US dollar revenue less US dollar cost) resulting from commercial aircraft deliveries of specific aircraft types. The strategy more closely
aligns hedge accounting with risk management activities.
Under the new strategy the foreign exchange derivatives used as hedging instruments are designated as a hedge of a portion of the cash
flows received for each of a number of deliveries of a specific aircraft type that are expected to occur in a given month and hence will
allow the hedge result to move along with the hedged deliveries in the event of a shift in deliveries.
If such a shift in hedged deliveries occurs, hedge ineffectiveness will arise to the extent the maturities of the hedging instrument and the
expected timing of the hedged cash flows are no longer perfectly aligned. In order to minimise such ineffectiveness the Company will
close the timing gap by rolling over hedges to new maturities, using foreign exchange swap contracts.
In addition, the Company will designate the risk of changes in the spot element as the hedged risk in order to eliminate the ineffectiveness
resulting from changes in forward points between different maturities. The forward element will be accounted for as a cost of hedging
similar to the time value of options.
Until 30 June 2018 the Company typically hedged firmly committed sales in US dollar using a “first flow approach”. Under that approach,
the foreign currency derivatives the Company entered into were designated as a hedge of the first US dollar inflows received from the
customer at aircraft delivery in a given month. The strategy implied that only a portion of the expected monthly customer payments made
at aircraft delivery were hedged and that a reduction of monthly cash inflows as a result of postponements or order cancellations had no
impact on the effectiveness of the hedge as long as the actual gross US dollar cash inflows received at aircraft delivery in a particular
month exceeded the portion designated as being hedged in that month. According to the prospective application requirement of IFRS 9,
the fair values of the legacy portfolio in place at inception of the new strategy continue to be assigned to the previous first flow hedge
regime and remain in the hedge reserve in OCI, to be recognised in profit or loss only at maturity of the originally hedged cash flows
(unless those cash flows are no longer expected to occur).
As a result of prospective application, the hedging instruments designated under the new strategy had a non-zero fair value at hedge
inception, which might create some small ineffectiveness.
Another source of ineffectiveness is the counterparty credit risk inherent in the hedge portfolio. As such, credit risk is absent from the
hedged cash flows. However, since netting arrangements are in place with all the hedge counterparties and the Company has a policy of
trading with investment grade counterparties only, the credit risk arising from its hedging instruments, and associated changes in credit
risk, have historically been negligible and are expected to remain so.
AIRBUS - FINANCIAL STATEMENTS 2021 - 56
The Company also hedges its expected foreign currency exposure arising from US dollar or pound sterling cash outflows in the commercial
aircraft business on a first outflow basis, though to a much lesser extent than US dollar cash inflows.
In military aircraft and non-aircraft businesses, the Company hedges inflows and outflows in foreign currencies from firmly committed or
highly probable forecast sales and purchase contracts. Here, foreign currency derivatives are typically contracted in lower volumes; they
may be accounted for using a first flow approach or are designated as hedges of specific agreed milestone payments. The amount of the
expected flows to be hedged can cover up to 100% of the equivalent of the net US dollar exposure at inception. The coverage ratio
considers the variability in the range of potential outcomes taking into account macroeconomic movements affecting spot rates and interest
rates as well as the robustness of the commercial cycle.
In situations where the payment dates for hedged firmly committed cash flows are not fixed and subject to potentially significant delays,
the Company may use rollover strategies, usually involving foreign exchange swaps.
For all foreign currency hedges of future cash flows which qualify for hedge accounting under IFRS 9, the Company uses the cash flow
hedge model, which requires (i) recognising the effective portion of the fair value changes of the hedging derivatives in equity (within OCI)
and (ii) recognising the effect of the hedge in profit or loss when the hedged cash flows affect profit or loss.
In addition, the Company hedges currency risk arising from financial assets or liabilities denominated in currencies other than the euro,
including foreign currency receivable and payable accounts, as well as foreign currency denominated funding transactions or securities.
The Company applies hedge accounting if a mismatch in terms of profit or loss recognition of the hedging instrument and hedged item
would otherwise occur. Frequently, however, the currency-induced gains or losses of the hedging instrument and the hedged item match
in terms of profit or loss recognition (“natural hedge”), so no hedge accounting is required. Sometimes such gains or losses may end up
in different sections of the income statement (such as operating profit for the hedged item and financial result for the hedging instrument).
If so, the Company may choose to present the gains or losses of both the hedging instrument and the hedged item in the same income
statement line item if certain formal requirements are met.
As hedging instruments, the Company primarily uses foreign currency forwards, foreign currency options and to a minor extent non-
derivative financial instruments. A hedge ratio of 1:1 is applied by the Company.
The Company also has foreign currency derivative instruments which are embedded in certain purchase contracts denominated in a
currency other than the functional currency of any substantial party to the contract, principally in US dollar and pound sterling. If such
embedded derivatives are required to be accounted for separately from the host purchase contract, related gains or losses are generally
recognised in other financial result. However, if the embedded derivatives qualify for hedge accounting, the Company might choose to
designate them as a hedging instrument in a hedge of foreign currency risk, in which case they are accounted for under the cash flow
hedge model as described above.
The Company uses an asset-liability management approach with the objective to limit its interest rate risk. It
Interest rate risk
undertakes to match the risk profile of its interest-bearing assets with those of its interest-bearing liabilities. The remaining net interest
rate exposure is managed through several types of interest rate derivatives, such as interest rate swaps and interest rate futures contracts,
in order to minimise risks and financial impacts.
The vast majority of related interest rate hedges qualify for hedge accounting, and most of them are accounted for under the fair value
hedge model. As a result, both the fair value changes of these derivatives and the portion of the hedged items’ fair value change that is
attributable to the hedged interest rate risk are recognised in profit or loss, where they offset to the extent the hedge is effective.
A few interest rate swaps that have been entered into as a hedge of certain of the Company variable rate debt (see “– Note 36.3: Financing
Liabilities”) are accounted for under the cash flow hedge model. Related fair value gains are recognised in OCI and reclassified to profit
or loss when the hedged interest payments affect profit or loss.
The Company has applied the relief introduced by the amendments made to IFRS 9 in September 2019 on hedge accounting, having the
effect that the IBOR reform should not cause hedge accounting to terminate.
The Company invests in financial instruments such as overnight deposits, certificates of deposits, commercial papers, other money market
instruments and short-term as well as medium-term bonds. For its financial instruments portfolio, the Company has an Asset Liability
Management Committee in place that meets regularly and aims to limit the interest rate risk on a fair value basis through a value-at-risk
approach, from which results a hedge ratio that is however not actively steered.
Commodity price risk The Company is exposed to risk relating to fluctuations in the prices of commodities used in the supply chain.
It manages these risks in the procurement process and to a certain extent uses derivative instruments in order to mitigate the risks
associated with the purchase of raw materials. To the extent that the gains or losses of the derivative and those of the hedged item or
transaction do not match in terms of profit or loss, the Company applies cash flow hedge accounting to the derivative instruments, with a
hedge ratio of 1:1.
The Company is to a small extent invested in equity securities mainly for operational reasons. Its exposure to equity
Equity price risk
price risk is hence limited. Furthermore, it is exposed under its LTIP to the risk of the Company share price increases. The Company limits
these risks through the use of equity derivatives that qualify for hedge accounting and have been designated as hedging instruments in
cash flow hedges, with a hedge ratio of 1:1.
The approach used to measure and control market risk exposure of the Company’s financial instrument
Sensitivities of market risks
portfolio is, amongst other key indicators, the value-at-risk model (“VaR”). The VaR of a portfolio is the estimated potential loss that will
not be exceeded over a specified period of time (holding period) from an adverse market movement with a specified confidence level. The
VaR used by the Company is based upon a 95% confidence level and assumes a five-day holding period. The VaR model used is mainly
based on the so-called “Monte-Carlo-Simulation” method. The model generates a wide range of potential future scenarios for market price
movements by deriving the relevant statistical behaviour of markets for the portfolio of market data from the previous two years and
observed interdependencies between different markets and prices.
AIRBUS - FINANCIAL STATEMENTS 2021 - 57
The Company’s VaR computation includes the Company’s financial debt, short-term and long-term investments, foreign currency
forwards, swaps and options, commodity contracts, finance lease receivables and liabilities, foreign currency trade liabilities and
receivables and contract assets.
Although VaR is an important tool for measuring market risk, the assumptions on which the model is based give rise to some limitations,
including the following:
-
a five-day holding period assumes that it is possible to hedge or dispose of positions within that period. This is considered to be a
realistic assumption in almost all cases but may not be the case in situations in which there is severe market illiquidity for a prolonged
period.
-
-
a 95% confidence level does not reflect losses that may occur beyond this level. Even within the model used there is a 5% statistical
probability that losses could exceed the calculated VaR.
the use of historical data as a basis for estimating the statistical behaviour of the relevant markets and finally determining the possible
range of future outcomes out of this statistical behaviour may not always cover all possible scenarios, especially those of an
exceptional nature.
The Company uses VaR amongst other key figures in order to determine the riskiness of its financial instrument portfolio and in order to
optimise the risk-return ratio of its financial asset portfolio. Further, its investment policy defines a VaR limit for the total portfolio of cash,
cash equivalents and securities. The total VaR as well as the different risk-factor specific VaR figures of this portfolio are measured and
serve amongst other measures as a basis for the decisions of the Company’s Asset Liability Management Committee.
A summary of the VaR position of the Company financial instruments portfolio at 31 December 2021 and 2020 is as follows:
Equity
price VaR
Currency
VaR
Commodity
price VaR
Interest
rate VaR
Total VaR
(In € million)
31 December 2021
Foreign exchange hedges for forecast
transactions or firm commitments
Financing liabilities, financial assets
(including cash, cash equivalents,
securities and related hedges)
Finance lease receivables and liabilities,
foreign currency trade payables and
receivables
910
127
0
945
68
0
0
173
110
58
52
3
0
0
39
0
0
3
0
0
3
39
0
Commodity contracts
Equity swaps
5
0
0
0
Diversification effect
All financial instruments
(162)
935
2
(125)
927
(169)
153
60
31 December 2020
Foreign exchange hedges for forecast
transactions or firm commitments
Financing liabilities, financial assets
(including cash, cash equivalents,
securities and related hedges)
Finance lease receivables and liabilities,
foreign currency trade payables and
receivables
837
137
0
838
96
0
0
87
35
120
39
3
0
0
35
0
0
3
0
0
3
24
0
Commodity contracts
Equity swaps
4
4
0
0
Diversification effect
All financial instruments
(214)
806
(1)
123
(201)
768
(54)
92
The increase of the total VaR as of 31 December 2021 is mainly attributable to the increase of the foreign exchange portfolio. The equity
risk decrease is due to a lower volatility of shares prices over the year.
The Company uses its derivative instruments entirely for hedging purposes. As a result, the respective market risks of these hedging
instruments are – depending on the hedges’ actual effectiveness – offset by corresponding opposite market risks of the underlying forecast
transactions, assets or liabilities. Under IFRS 7, the underlying forecast transactions do not qualify as financial instruments and are
therefore not included in the tables shown above. Accordingly, the VaR of the foreign exchange hedging portfolio in the amount of € 945
million (2020: €ꢀ838 million) cannot be considered as a risk indicator for the Company in the economic sense.
Liquidity Risk
The Company’s policy is to maintain sufficient cash and cash equivalents at any time to meet its present and future commitments as they
fall due. It manages its liquidity by holding adequate volumes of liquid assets and maintains a committed revolving credit facility (€ꢀ6.0
billion as of 31 December 2021), the maturity of which has been extended to 21 October 2024, in addition to the cash inflow generated
by its operating business. The Company continues to keep within its asset portfolio the focus on low counterparty risk. In addition, it
maintains a set of other funding sources, and accordingly may issue bonds, notes and commercial papers or enter into security lending
agreements. Adverse changes in the capital markets could increase its funding costs and limit its financial flexibility.
AIRBUS - FINANCIAL STATEMENTS 2021 - 58
Further, the management of the vast majority of the Company’s liquidity exposure is centralised by a daily cash concentration process.
This process enables it to manage its liquidity surplus as well as its liquidity requirements according to the actual needs of its subsidiaries.
In addition, management monitors the Company’s liquidity reserve as well as the expected cash flows from its operations.
The contractual maturities of the Company’s financial liabilities, based on undiscounted cash flows and including interest payments, if
applicable, are as follows:
Carrying Contractual
1 year - 2 years - 3 years - 4 years -
amount
cash flows
< 1 year
2 years
3 years
4 years
5 years > 5 years
(In € million)
31 December 2021
Non-derivative financial liabilities
Derivative financial liabilities
Total
(25,387)
(4,563)
(27,962) (12,072)
(6,193) (1,887)
(1,000)
(1,661)
(2,661)
(1,539)
(1,245)
(2,784)
(1,095)
(728)
(2,381)
(440)
(9,875)
(232)
(29,950)
(34,155) (13,959)
(1,823)
(2,821) (10,107)
31 December 2020
Non-derivative financial liabilities
Derivative financial liabilities
Total
(26,514)
(2,817)
(29,007) (12,298)
(774)
(712)
(1,616)
(659)
(1,465)
(79)
(1,088) (11,766)
(2,420)
(955)
(11)
(4)
(29,331)
(31,427) (13,253)
(1,486)
(2,275)
(1,544)
(1,099) (11,770)
Non-derivative financial liabilities included in the table above comprise financing liabilities as presented in “– Note 37.2: Carrying Amounts
and Fair Values of Financial Instruments”. Due to their specific nature, namely their risk-sharing features and uncertainty about the
repayment dates, the European Governments’ refundable advances, which amount to -3,861 million at 31 December 2021 (€ꢀ-3,912
million at 31 December 2020) are not included.
Lease liabilities
The maturity analysis of lease liabilities, based on contractual undiscounted cash flows is as follows:
31 December
(In € million)
2021
(245)
(758)
(1,043)
(2,046)
(1,736)
(245)
2020
(260)
(925)
(1,004)
(2,189)
(1,798)
(260)
Not later than one year
Later than one year and not later than five years
Later than five years
Total undiscounted lease liabilities
Lease liabilities included in the statement of financial position
Current
Non-current
(1,491)
(1,538)
Credit Risk
The Company is exposed to credit risk to the extent of non-performance by either its customers (e.g airlines) or its counterparts with
regard to financial instruments or issuers of financial instruments for gross cash investments. However, it has policies in place to avoid
concentrations of credit risk and to ensure that credit risk is limited.
As far as central treasury activities are concerned, credit risk resulting from financial instruments is managed by the Company. In order to
ensure sufficient diversification, a credit limit system is used.
The Company monitors the performance of the individual financial instruments and the impact of market developments on their
performance and takes appropriate action on foreseeable adverse development based on pre-defined procedures and escalation levels.
Sales of products and services are made to customers after having conducted appropriate internal credit risk assessment. In order to
support sales, primarily at Airbus, Airbus Helicopters and ATR, the Company may agree to participate in customer financing, on a case-
by-case basis either directly or through guarantees provided to third parties. In determining the amount and terms of the financing
transaction, the Company takes into account the airline’s credit rating and economic factors reflecting the relevant financial market
conditions, together with appropriate assumptions as to the anticipated future value of the financed asset.
The booked amount of financial assets represents the maximum credit exposure. The credit quality of financial assets can be assessed
by reference to external credit rating (if available) or internal assessment of customers’ creditworthiness e.g. airlines by way of internal
risk pricing methods. For further information relating to gross credit risk and impairment see “– Note 37.7: Impairment Losses”.
37.2 Carrying Amounts and Fair Values of Financial Instruments
Financial instruments — The Company’s financial assets mainly consist of cash, short to medium-term deposits and securities. Its
financial liabilities include trade liabilities, obligations towards financial institutions, issued bonds and refundable advances from European
Governments. All purchases and sales of financial assets are recognised on the settlement date according to market conventions.
Financial assets at amortised cost This category comprises assets that are held for collection of contractual cash flows where those
cash flows represent solely payments of principal and interest. It includes trade receivables.
AIRBUS - FINANCIAL STATEMENTS 2021 - 59
Financial assets at fair value through OCI This category comprises:
(i) equity investments that are not held for trading. With the exception of dividends received, the associated gains and losses (including
any related foreign exchange component) are recognised in OCI. Amounts presented in OCI are not subsequently transferred to profit
or loss on derecognition of the equity investment nor in the event of an impairment;
(ii) debt instruments where contractual cash flows are solely payments of principal and interest, and that are held both for sales and
collecting contractual cash flows. Changes in their fair value other than impairment losses and foreign exchange gains and losses on
monetary items are recognised directly within AOCI. Upon disposal of such financial assets, the cumulative gain or loss previously
recognised in equity is recorded as part of other income (other expenses) from investments in the Consolidated Income Statement
for the period. Interest earned on the investment are presented as interest income in the Consolidated Income Statement using the
effective interest method. Dividends earned on investment were recognised as other income (other expenses) from investments in
the Consolidated Income Statement when the right to the payment had been established.
Financial assets at fair value through profit or loss This category comprises all other financial assets (e.g. derivative instruments)
that are to be measured at fair value (including equity investments for which the Company did not elect to present changes in fair value in
OCI).
The Company assigns its financial instruments into classes based on their balance sheet category.
The following table presents the carrying amounts and fair values of financial instruments by class and by IFRS 9 measurement category
as of 31 December 2021:
Financial
Financial assets and liabilities
at amortised cost
instruments
total
Fair value
through
Fair value
through
profit or loss
OCI Amortised cost
Fair value
Book value
Fair value
(In € million)
Assets
Other investments and other
long-term financial assets
Equity investments (1)
Customer financing
Other loans (2)
1,033
1,478
0
0
0
0
2,511
118
2,511
118
118
0
0
0
0
0
1,909
5,063
1,404
1,909
5,063
1,404
1,909
5,063
1,404
1,909
5,063
1,404
Trade receivables
Contract assets
0
0
Other financial assets
Derivative instruments
Non-derivative instruments
Securities
1,005
0
0
0
0
1,137
0
0
1,137
0
1,005
1,137
1,005
1,137
0
8,111
533
8,111
8,111
Cash and cash equivalents
Total
12,075
14,231
1,964
11,477
1,964
11,477
14,572
35,830
14,572
35,830
10,122
Liabilities
Financing liabilities
Bonds and commercial papers
Liabilities to financial
0
0
(11,061)
(11,886)
(11,061)
(11,886)
institutions and others
Finance lease liabilities (2)
0
0
0
0
(2,243)
(1,736)
(2,243)
(1,736)
(2,243)
(1,736)
(2,243)
(1,736)
Other financial liabilities
Derivative instruments
European Governments'
refundable advances (3)
(4,563)
0
0
0
(4,563)
(4,563)
0
0
(16)
0
(3,861)
(654)
(3,861)
(654)
(3,861)
(670)
(3,861)
(670)
Others
Trade liabilities
Total
0
0
(9,693)
(29,248)
(9,693)
(30,073)
(9,693)
(33,827)
(9,693)
(34,652)
(4,563)
(16)
(1)
(2)
(3)
Other than those accounted for under the equity method.
The carrying amounts are used as reasonable fair value approximations.
The European Governments’ refundable advances of €ꢀ-3,861 million are measured at amortised cost. Fair values cannot be reliably measured because
their risk sharing nature and the uncertainty of the repayment dates give rise to a broad range of reasonable fair value estimates and make it impossible
to reasonably assess the probabilities of the various estimates within the range. This may change and reliable fair value measures become available
as the related programmes approach the end of production.
AIRBUS - FINANCIAL STATEMENTS 2021 - 60
The following table presents the carrying amounts and fair values of financial instruments by class and by IFRS 9 measurement category
as of 31 December 2020:
Financial
Financial assets and liabilities
at amortised cost
instruments
total
Fair value
through
Fair value
through
profit or loss
OCI Amortised cost
Fair value
Book value
Fair value
(In € million)
Assets
Other investments and other
long-term financial assets
Equity investments (1)
Customer financing
Other loans (2)
967
237
0
1,278
0
0
0
0
2,245
237
2,245
237
0
0
0
0
1,841
5,132
1,122
1,841
5,132
1,122
1,841
5,132
1,122
1,841
5,132
1,122
Trade receivables
Contract assets
0
0
Other financial assets
Derivative instruments
Non-derivative instruments
Securities
4,424
0
0
0
0
1,491
0
0
1,491
0
4,424
1,491
4,424
1,491
0
6,968
512
6,968
6,968
Cash and cash equivalents
Total
9,654
15,282
4,273
13,859
4,273
13,859
14,439
37,899
14,439
37,899
8,758
Liabilities
Financing liabilities
Bonds and commercial papers
Liabilities to financial
0
0
(13,107)
(13,997)
(13,107)
(13,997)
institutions and others
Finance lease liabilities (2)
0
0
0
0
(2,190)
(1,798)
(2,190)
(1,798)
(2,190)
(1,798)
(2,190)
(1,798)
Other financial liabilities
Derivative instruments
European Governments'
refundable advances (3)
(2,817)
0
0
0
(2,817)
(2,817)
0
0
0
0
0
(3,912)
(697)
(3,912)
(697)
(3,912)
(697)
(3,912)
(697)
Others
Trade liabilities
Total
0
0
(8,722)
(30,426)
(8,722)
(31,316)
(8,722)
(33,243)
(8,722)
(34,133)
(2,817)
(1)
(2)
(3)
Other than those accounted for under the equity method.
The carrying amounts are used as reasonable fair value approximations.
The European Governments’ refundable advances of €ꢀ-3,912 million are measured at amortised cost. Fair values cannot be reliably measured
because their risk sharing nature and the uncertainty of the repayment dates give rise to a broad range of reasonable fair value estimates and make
it impossible to reasonably assess the probabilities of the various estimates within the range. This may change and reliable fair value measures become
available as the related programmes approach the end of production.
Fair Value Hierarchy
The fair value of quoted investments is based on current market prices. If the market for financial
Fair value of financial instruments
assets is not active, or in the case of unlisted financial instruments, the Company determines fair values by using generally accepted
valuation techniques on the basis of market information available at the end of the reporting period. Derivative instruments are generally
managed on the basis of the Company’s net exposure to the credit risk of each particular counterparty and fair value information is
provided to the Company’s key management personnel on that basis. For these derivative instruments, the fair value is measured based
on the price that would be received to sell a net long position, or transfer a net short position, for a particular credit risk exposure as further
described below.
Depending on the extent the inputs used to measure fair values rely on observable market data, fair value measurements may be
hierarchised according to the following levels of input:
Level 1: quoted prices (unadjusted) in active markets for identical assets and liabilities;
Level 2: inputs other than quoted prices that are observable for the asset or liability fair values measured based on Level 2 input
typically rely on observable market data such as interest rates, foreign exchange rates, credit spreads or volatilities;
Level 3: inputs for the asset or liability that are not based on observable market data fair values measured based on Level 3 input rely
to a significant extent on estimates derived from the Company’s own data and may require the use of assumptions that are inherently
judgemental and involve various limitations.
The fair values disclosed for financial instruments accounted for at amortised cost reflect Level 2 input. Otherwise, the Company
determines mostly fair values based on Level 1 and Level 2 inputs and to a lesser extent on Level 3 input.
AIRBUS - FINANCIAL STATEMENTS 2021 - 61
The following table presents the carrying amounts of the financial instruments held for the three levels of the fair value hierarchy as of
31 December 2021 and 2020, respectively:
2021
Level 2
2020
Level 2
Level 1
Level 3
Total
Level 1
Level 3
Total
(In € million)
Financial assets measured at fair value
Equity Investments
Derivative instruments
Securities
1,808
0
0
1,005
0
703
0
2,511
1,005
8,111
118
1,780
0
0
4,424
0
465
0
2,245
4,424
6,968
237
8,111
0
0
6,968
0
0
Customer financing
Cash equivalents
0
118
0
0
237
0
12,075
21,994
533
1,538
12,608
24,353
9,654
18,402
512
4,936
10,166
24,040
Total
821
702
Financial liabilities measured at fair value
Derivative instruments
Other financial liabilities
Total
0
0
0
(4,485)
0
(78)
(16)
(94)
(4,563)
(16)
0
0
0
(2,805)
0
(12)
0
(2,817)
0
(4,485)
(4,579)
(2,805)
(12)
(2,817)
The development of financial instruments of Level 3 is as follows:
Written put Commodity
options on swap
Total NCI interests agreements
Customer
Derivatives Participations financing
Total
(1,034)
0
(In € million)
Balance at 1 January 2020
Business combination
Profit or loss
216
528
0
350
1,094
0
(1,014)
(20)
0
0
0
0
(216)
0
(113)
(329)
(63)
0
0
6
6
Equity
0
0
0
0
0
0
0
0
0
(63)
0
0
0
1,014
0
1,014
2
Settlements
0
0
0
0
2
Release
0
0
0
0
0
Balance at 31 December 2020
Business combination
Profit or loss
465
0
237
0
702
0
(12)
0
(12)
0
0
(119)
0
(119)
238
0
0
(16)
0
(95)
0
(95)
(16)
29
Equity
238
0
Settlements
0
29
0
Others
0
0
0
0
0
Balance at 31 December 2021
0
703
118
821
(16)
(78)
(94)
As at 31 December 2020, the fair value of the written put options on non-controlling interests (“NCI puts”) relating to ACLP was nil, mainly
reflecting the latest projections on funding needs, slower ramp-up phasing and market projections.
The Company has re-measured the written put options as at 31 December 2021 and the fair value amounts to € 16 million. The fair value
of these NCI puts are derived from a discounted cash flow analysis using the latest operating plan and a projection over the lifetime of the
A220 programme. In addition a post-tax WACC of 9.58% is used to discount the forecasted cash flows, taking into account the specificities
of the programme (2020: 9.49%).
Financial Assets Designated at Fair Value through Profit or Loss
The following types of financial assets held at 31 December 2021 and 2020, respectively, are designated at fair value through profit or
loss:
Nominal amount at
initial recognition at
Nominal amount at
Fair value at initial recognition at
Fair value at
31 December 2021 31 December 2021 31 December 2020 31 December 2020
(In € million)
Designated at fair value through profit or loss
at recognition:
Money market funds
12,075
2
12,075
2
9,654
2
9,654
2
Foreign currency funds of fixed income funds
Total
12,077
12,077
9,656
9,656
The Company manages these assets and measures their performance on a fair value basis.
AIRBUS - FINANCIAL STATEMENTS 2021 - 62
Fair Value Measurement Method
The Company uses the following methods to measure fair values:
Equity instruments The fair values of listed equity instruments reflect quoted market prices. For non-listed equity investments for
which quoted market prices are not available, the Company determines the fair values using valuation methods such as net asset values,
discounted cash flow method or a comparable valuation technique.
Customer financing assets and other loans The carrying amounts reflected in the annual accounts are used as a proxy for fair value.
Contract assets, trade receivables and other receivables The carrying amounts reflected in the annual accounts are used as
reasonable estimates of fair value because of the relatively short period between the receivables’ origination and their maturity.
Securities The fair values of securities reflect their quoted market price at the end of the reporting period.
Cash and cash equivalents include cash in hand, cash in banks, checks, fixed deposits as well as commercial papers and money
market funds. The carrying amounts reflected in the annual accounts are used as reasonable estimates of fair value because of the
relatively short period between the origination of the instrument and its maturity or due date. The fair value of commercial papers is
determined based on Level 2 input by discounting future cash flows using appropriate interest rates. The fair values of money market
funds are determined by reference to their quoted market price.
Derivatives The fair values of derivative instruments reflect quoted market prices, where available, but in most cases are determined
using recognised valuation techniques such as option-pricing models (e.g. Black & Scholes model) and discounted cash flow models. The
valuation is based on observable market data such as currency rates, currency forward rates, interest rates and yield curves, commodity
forward prices as well as price and rate volatilities obtained from recognised vendors of market data. Furthermore, to the extent that these
instruments are subject to master netting arrangements and similar agreements and managed on the basis of net credit exposure, their
fair values reflect credit and debit value adjustments based on the net long or net short position that the Company has with each
counterparty. Except for certain short-term commodity contracts and derivatives presented in the Level 3 section above, derivative fair
values are measured based on Level 2 input.
Financing liabilities The fair values disclosed for financing liabilities, other than those of issued bonds and commercial papers, are
determined based on Level 2 input by discounting scheduled or expected cash flows using appropriate market interest rates. The fair
values disclosed for the issued EMTN and US dollar bonds reflect public price quotations that qualify as Level 1 input. For issued
commercial papers, the carrying amounts reflected in the annual accounts are used as reasonable estimates of fair value because of the
relatively short period between the origination of these instruments and their maturity.
Trade liabilities and current other financial liabilities For the same reason as trade receivables, carrying amounts are used as
reasonable fair value approximations for trade liabilities and current other financial liabilities.
The following interest rate curves are used in the determination of the fair value in respect of the derivative financial instruments as of
31 December 2021 and 2020:
31 December
2021
2020
2021
2020
2021
2020
US$
£
(Rate in %)
6 months
1 year
(0.49)
(0.48)
0.01
(0.45)
(0.40)
(0.49)
(0.29)
0.29
0.53
1.35
1.56
0.22
0.28
0.43
0.93
0.52
0.80
1.13
1.07
0.15
0.20
0.19
0.40
5 years
10 years
0.30
37.3 Potential Effect of Set-Off Rights on Recognised Financial Assets and Liabilities
The Company reports all its financial assets and financial liabilities on a gross basis. With each derivative counterparty there are master
netting agreements in place providing for the immediate close-out of all outstanding derivative transactions and payment of the net
termination amount in the event a party to the agreement defaults or another defined termination event occurs. Furthermore, securities
lending transactions are accounted for as collateralised borrowings. As a result, the securities pledged as collateral continue to be
recognised on the balance sheet and the amount of cash received at the outset of the transaction is separately recognised as a financial
liability. The following tables set out, on a counterparty specific basis, the potential effect of master netting agreements and collateralised
borrowings on the Company’s Financial Position, separately for financial assets and financial liabilities that were subject to such
agreements as of 31 December 2021 and 2020, respectively:
Related amounts not set off in
Statement of Financial Position
Gross amounts
recognised set off
in the Financial
Statements
Net amounts
presented in the
Financial
Gross amounts
recognised
Financial Cash collateral
Statements
instruments
received
Net amount
(In € million)
31 December 2021
Financial asset
802
0
0
802
(788)
(788)
0
14
Financial liabilities
31 December 2020
Financial asset
4,156
4,156
X0
3,368
3,879
2,192
0
0
3,879
2,192
(1,519)
(1,519)
(77)
0
2,283
673
Financial liabilities
AIRBUS - FINANCIAL STATEMENTS 2021 - 63
37.4 Notional Amounts of Derivative Financial Instruments
The contract or notional amounts of derivative financial instruments shown below do not necessarily represent amounts exchanged by
the parties and, thus, are not necessarily a measure for the exposure of the Company through its use of derivatives.
The notional amounts of foreign exchange derivative financial instruments are as follows, specified by year of expected maturity:
Remaining period
1 year
2 years
3 years
4 years
5 years
> 5 years
Total
(In € million)
31 December 2021
Net forward and swap contracts
Foreign exchange options
31 December 2020
21,225
0
17,923
0
17,102
0
10,899
0
8,161
0
7,233
0
82,543
0
Net forward sales contracts
Foreign exchange options
15,609
0
12,308
0
10,427
0
8,716
0
6,685
0
14,791
0
68,536
0
The following table sets out the notional amount of foreign exchange hedges in place as of 31 December 2021 relating to the commercial
activities of Airbus, and the average euro converted rates applicable to corresponding EBIT.
2022
2023
2024
2025
2026+
Total
(In $ million)
Total hedges
Forward rates
€/US$
21,559
19,318
18,530
11,833
17,100
88,340
1.22
1.36
1.23
1.24
1.26
-
1.32
-
1.25
1.36
(1)
(1)
£/US$
-
-
(1)
Related volumes for the years 2023 and 2024 are remote.
In 2021 new hedge contracts of US$ 29.5 billion (2020: US$ 4.5 billion) were added at an average rate of 1.21 US$/€ꢀ
(2020: 1.17 US$/€).
As of 31 December 2021, the total hedge portfolio with maturities up to 2028 amounts to US$ 88.3 billion (2020: US$ 81.0 billion) and
covers a major portion of the foreign exchange exposure expected over the hedging horizon. The average US$/€ hedge rate of the US$/€
hedge portfolio until 2028 amounts to 1.25 US$/€ꢀ(2020: 1.26 US$/€).
2022
2023
2024
2025
2026+
Total
(In £ million)
Total hedges
Forward rates
€/£
891
770
674
407
273
3,015
0.87
0.88
0.89
0.90
0.91
0.88
During the course of the year 2021, €/£ hedges were implemented in order to cover the GBP exposure of the Company.
The notional amounts of interest rate contracts are as follows:
Remaining period
1 year
2 years
3 years
4 years
5 years
6 years
7 years > 7 years
Total
(In € million)
31 December 2021
Interest rate contracts
Interest rate future contracts
31 December 2020
Interest rate contracts
Interest rate future contracts
12
0
0
0
1,000
0
750
0
1,850
0
1,324
0
750
0
4,650
0
10,336
0
109
0
0
0
815
0
1,000
0
0
0
600
0
1,222
0
1,400
0
5,146
0
Please also refer to “– Note 36.3: Financing Liabilities”.
The notional amounts of commodity contracts are as follows:
Remaining period
1 year
20
2 years
21
3 years
4 years
> 4 years
Total
44
(In € million)
31 December 2021
31 December 2020
3
0
3
0
0
25
22
11
61
The notional amounts of equity swaps are as follows:
Remaining period
1 year
2 years
17
3 years
18
4 years
> 4 years
Total
63
(In € million)
31 December 2021
31 December 2020
18
32
10
8
0
0
23
17
80
AIRBUS - FINANCIAL STATEMENTS 2021 - 64
37.5 Derivative Financial Instruments and Hedge Accounting Disclosure
The following table presents the reconciliation of AOCI, net of tax, resulting from cash flow hedge accounting as of 31 December 2021
and 31 December 2020:
31 December
2021
2020
Hedge reserve
(In € million)
Opening balance
(262)
5,279
12
2,521
(3,161)
(111)
(3,272)
(484)
6
Foreign exchange contracts
Others
Changes in fair values
5,291
(64)
Foreign exchange contracts
Others
(3)
Amount reclassified to profit or loss (matured hedges)
(67)
(478)
55
Foreign exchange contracts
(106)
1
Others
(4)
Amount classified to profit or loss (inefficiency)
Tax impact
(105)
(1,409)
3,448
51
916
Closing balance
(262)
The following table presents the amounts relating to items designated as hedging instruments and hedge ineffectiveness for cash-
flow hedges as of 31 December 2021:
Carrying values
OCI
Changes in values of
Hedge
Amounts
Other changes in
inefficiency reclassified from
recorded in hedge reserve to
the hedging value of the hedge
instrument
Asset
Liability
reserve financial result
profit or loss
(In € million)
Foreign currency risk
Net forward sales contracts
Foreign exchange options
Embedded Derivatives
Interest rate risk
637
0
(4,092)
0
5,349
0
(72)
2
(106)
(64)
0
0
0
(40)
(1)
30
0
0
(3)
0
0
0
0
0
1
Commodity swap risk
Equity swap risk
7
(3)
(12)
(6)
0
0
3
(5)
0
0
0
Total
647
(4,141)
5,361
(70)
(105)
(67)
The following table presents the amounts relating to items designated as hedging instruments and hedge ineffectiveness for cash-
flow hedges as of 31 December 2020:
Carrying values
OCI
Changes in values of
Hedge
Amounts
Other changes in
inefficiency reclassified from
recorded in hedge reserve to
the hedging value of the hedge
instrument
Asset
Liability
reserve financial result
profit or loss
(In € million)
Foreign currency risk
Net forward sales contracts
Foreign exchange options
Embedded Derivatives
Interest rate risk
3,840
11
(2,530)
(14)
0
(6,087)
2,934
55
0
(483)
1
(115)
(2)
(9)
(1)
5
0
0
0
0
(1)
0
0
0
0
6
Commodity swap risk
Equity swap risk
14
(27)
(16)
(2,588)
6
(4)
0
0
0
0
0
Total
3,870
(6,197)
2,925
51
(478)
AIRBUS - FINANCIAL STATEMENTS 2021 - 65
37.6 Net Gains or Net Losses
The Company’s net gains or net losses recognised in profit or loss in 2021 and 2020, respectively, are as follows:
2021
2020
(In € million)
Financial assets or financial liabilities at fair value through profit or loss
Held for trading
404
188
283
20
(117)
(277)
(598)
75
Designated on initial recognition
Financial assets at amortised cost
Financial assets at fair value through OCI (previously available-for-sale)
Financial liabilities measured at amortised cost
(700)
266
Net losses of €ꢀ-218 million (2020: €-194 million) are recognised directly in equity relating to financial assets at fair value.
Interest income from financial assets or financial liabilities through profit or loss is included in net gains or losses.
37.7 Impairment Losses
Loss allowances For its portfolio of debt instruments including bonds, term deposits and commercial papers, the Company measures
loss allowances at an amount that represents credit losses resulting from default events that are possible within the next
12 months, unless the credit risk on a financial instrument has increased significantly since initial recognition. In the event of such
significant increase in credit risk the Company measures loss allowances for that financial instrument at an amount equal to its life-time
expected losses, i.e. at an amount equal to the expected credit losses that result from all possible default events over the expected life of
that financial instrument.
The Company applies the low credit risk exemption allowing the Company to assume that there is no significant increase in credit risk
since initial recognition of a financial instrument, if the instrument is determined to have low credit risk at the reporting date. Similarly, the
Company has determined that its trade receivables and contract assets generally have low credit risk. The Company applies the simplified
approach permitted by IFRS 9 of measuring expected credit losses of trade receivables and contract assets on a lifetime basis from initial
recognition.
Investment grade instruments The Company considers a significant increase in credit risk to have occurred, if there is a downgrade
by four notches such that the instrument moves into a high yield bucket as a direct result of the downgrade. With respect to instruments
that were high yield at initial recognition, a downgrade by four notches is considered as a significant increase in credit risk.
Stage 1
12-month ECL
8.09
Stage 2
Life-time ECL
18.26
Stage 3
Credit impaired ECL
23.42
Total
49.77
(2.03)
3.85
(In € million)
At 1 January 2021
Change in financial assets
Change in risk parameters
At 31 December 2021
1.91
(2.17)
(1.77)
2.08
4.65
(2.88)
12.08
20.74
18.77
51.59
Stage 1
12-month ECL (1)
Stage 2
Life-time ECL (1)
2.86
Stage 3
Credit impaired ECL(1)
Total (1)
17.25
(In € million)
At 1 January 2020
5.25
3.09
9.14
14.28
0
Change in financial assets
Change in risk parameters
At 31 December 2020
87.40
104.77
(72.25)
49.77
(0.25)
8.09
(72)
18.26
23.42
(1)
restated.
The following table breaks down the gross carrying amount of loans and receivables as of 31 December 2021 and 2020, separately
showing those that are impaired, renegotiated or past due:
Past
due
Past
due
Past due
Past
due
> 12
Not Renegotiated/
Past due > 3 and > 6 and > 9 and
≤ 3 ≤ 6 ≤ 9 ≤ 12
past
due
not past due/
Gross
not impaired impaired months months months months months Impairment
Total
(In € million)
31 December 2021
Trade receivables
Contract assets
Others
3,518
1,406
2,301
7,225
3
0
3
6
356
0
485
0
135
0
220
0
72
0
635
0
(361)
(2)
5,063
1,404
3,060
9,528
248
604
68
122
257
12
29
464
1,101
(187)
(551)
Total
553
232
101
AIRBUS - FINANCIAL STATEMENTS 2021 - 66
31 December 2020
Trade receivables
Contract assets
Others
4,302
1,123
2,396
7,821
0
0
4
4
172
0
358
0
117
0
119
0
92
0
277
0
(305)
(1)
5,132
1,122
3,506
9,760
431
603
302
660
130
247
23
10
366
643
(156)
(462)
Total
142
102
The management believes that the unimpaired amounts that are past due are still collectible in full, based on historic payment behaviour
and analysis of customer credit risk, including underlying customers’ credit ratings if they are available.
The following impairment losses on financial assets are recognised in profit or loss in 2021 and 2020, respectively:
2021
0
2020
(143)
(71)
0
(In € million)
Other loans
Trade receivables
Contract assets
Total
(83)
(1)
(84)
(214)
2.8 Other Notes
38. Litigation and Claims
Litigation and claims Various legal actions, governmental investigations, proceedings and other claims are pending or may be
instituted or asserted in the future against the Company. Litigation is subject to many uncertainties, and the outcome of individual matters
is not predictable with certainty. Provisions have been accounted for in accordance with IFRS criteria. It is reasonably possible that the
final resolution of some of these matters may require the Company to make expenditures, in excess of established provisions over an
extended period of time and in a range of amounts that cannot be reasonably estimated. The term “reasonably possible” is used herein
to mean that the chance of a future transaction or event occurring is more than remote but less than likely.
The Company is involved from time to time in various governmental, legal and arbitration proceedings in the ordinary course of its
business, the most significant of which are described below. Other than as described below, the Company is not aware of any material
governmental, legal or arbitration proceedings (including any such proceedings which are pending or threatened) which may have or have
had in the recent past significant effects on Airbus SE’s or the Company’s Financial Position or profitability.
If the Company concludes that the disclosures relative to contingent liabilities can be expected to prejudice seriously its position in a
dispute with other parties, the Company limits its disclosures to the nature of the dispute.
Investigation by the UK SFO, France’s PNF, US Departments of State and Justice and Related
Commercial Litigation
The Company reached final agreements (“the agreements”) with the French Parquet National Financier (“PNF”), the UK Serious Fraud
Office (“SFO”), and the US Department of Justice (“DoJ”) resolving the authorities’ investigations into allegations of bribery and corruption,
as well as with the US Department of State (“DoS”) and the DoJ to resolve their investigations into inaccurate and misleading filings made
with the DoS pursuant to the US International Traffic in Arms Regulations (“ITAR”). The agreements were approved and made public on
31 January 2020.
Under the terms of the agreements, the Company agreed to pay penalties of €ꢀ3,597,766,766 plus interest and costs to the French, UK
and US authorities. This was recognised in the Company’s 2019 accounts. The settlements with each authority were as follows: PNF
€ꢀ2,083,137,455, the SFO €ꢀ983,974,311, the DoJ €ꢀ526,150,496 and the DoS €ꢀ9,009,008 of which €ꢀ4,504,504 may be used for approved
remedial compliance measures. All penalties have been paid.
Under the terms of the Convention judiciaire d’intérêt public (“CJIP”) with the PNF, the Company has an obligation to submit its compliance
programme to targeted audits carried out by the Agence Française Anticorruption (“AFA”) over a period of three years.
Under the terms of the Deferred Prosecution Agreement (“DPA”) with the SFO, no independent compliance monitor will be imposed on
the Company in light of the continuing monitorship to be conducted by the AFA.
Under the terms of the DPA with the DoJ, no independent compliance monitor will be imposed on Airbus under the agreement with the
DoJ, but the Company will periodically report on its continuing compliance enhancement progress during the three year term of the DPA
and carry out further reviews as required by the DoJ.
The agreements result in the suspension of prosecution for a duration of three years whereupon the prosecutions will be extinguished if
the Company complies with their terms throughout the period.
AIRBUS - FINANCIAL STATEMENTS 2021 - 67
Under the terms of the Consent Agreement with the DoS, the DoS has agreed to settle all civil violations of the ITAR outlined in the
Company’s voluntary disclosures identified in the Consent Agreement, and the Company has agreed to retain an independent export
control compliance officer, who will monitor the effectiveness of the Company’s export control systems and its compliance with the ITAR
for a duration of three years.
Any breach of the terms of the agreements by the Company could lead to rescission by the authorities of the terms of the agreements
and reopening of the prosecutions. Prosecution could result in the imposition of further monetary penalties or other sanctions including
additional tax liability and could have a material impact on the Financial Statements, business and operations of the Company.
In addition to any pending investigation in other jurisdictions, the factual disclosures made in the course of reaching the agreements may
result in the commencement of additional investigations in other jurisdictions. Such investigations could also result in (i) civil claims or
claims by shareholders against the Company, (ii) adverse consequences on the Company’s ability to obtain or continue financing for
current or future projects, (iii) limitations on the eligibility of group companies for certain public sector contracts, and/or (iv) damage to the
Company’s business or reputation via negative publicity adversely affecting the Company’s prospects in the commercial market place.
Airbus will continue to cooperate with the authorities in the future, pursuant to the agreements and to enhance its strong Ethics &
Compliance culture within the Company.
Several consultants and other third parties have initiated commercial litigation and arbitration against the Company seeking relief. The
agreements reached with authorities may lead to additional commercial litigation and arbitration against the Company and tax liability in
the future, which could have a material impact on the Financial Statements, business and operations of the Company.
Securities Litigation
In August 2020, a putative class action lawsuit was filed in US federal court in the state of New Jersey against Airbus SE and members
of its current and former management. The Company was served with the complaint in the fourth quarter of 2021. The lawsuit was brought
on behalf of alleged shareholders that purchased or otherwise acquired Airbus SE securities in the US between 24 February 2016 and 30
July 2020, and asserts violations of US securities laws. The complaint alleges that defendants made false and misleading statements or
omissions concerning, among other things, the Company’s agreements approved on 31 January 2020 with the French PNF, the UK SFO,
the US DoJ and the US DoS as well as the Company’s historic practices regarding the use of third party business partners and anti-
corruption compliance. The lawsuit seeks unquantified damages.
In addition, the Company received notification in August 2021 of two separate claims alleging similar facts as the US class action. Two
claims have been filed in the Netherlands purportedly on behalf of Airbus investors.
The first Dutch claim was filed in August 2021 by a special purpose vehicle incorporated under the laws of Guernsey, an assignee
purportedly representing numerous private shareholders and institutional investors, seeking a declaratory judgment with damages to be
assessed in follow on proceedings. This claim is now pending before the Amsterdam District Court.
The second Dutch claim was filed in December 2021 following a demand letter sent by a foundation incorporated under the laws of the
Netherlands, a purported representative of unnamed institutional and retail investors worldwide, starting a class action against the
Company before the Dutch courts. This second Dutch claim targets the Company, certain of the Company's current and former directors
and officers, and the Company's current and former auditors. A procedural hearing is scheduled for the second quarter of 2022.
Both claims allege that the Company violated its reporting obligations by failing to adequately inform investors and providing false or
misleading information about its use of intermediaries and alleged corrupt practices, its related financial exposure, internal investigations
and subsequent measures taken by the Company, and related criminal investigations, which allegedly impacted the Company's share
price.
The Company cannot exclude the possibility that additional claims are filed related to this subject matter attempting different theories of
recovery in the same or different jurisdictions.
The Company believes it has solid grounds to defend itself against the allegations. The consequences of such litigation and the outcome
of the proceedings cannot be fully assessed at this stage, but any judgment or decision unfavourable to the Company could have a
material adverse impact on the Financial Statements, business and operations of the Company.
AIRBUS - FINANCIAL STATEMENTS 2021 - 68
Air France Flight 447 Trial
On 1 June 2009, an A330 operated by Air France flight AF447 from Rio de Janeiro to Paris disappeared over the Atlantic Ocean with 228
persons onboard. The wreckage was located in April 2011 after several search campaigns organised by the Bureau d'Enquêtes et
d'Analyses (BEA), which published its final investigation report in July 2012. In the wake of the accident, the prosecutor in Paris opened
an investigation for involuntary manslaughter and Airbus SAS was charged in March 2011. In September 2019, the investigating
magistrates closed the investigation and dismissed all criminal charges after a thorough analysis of the technical and legal elements of
the case. However, the Paris Court of Appeal overturned the magistrates' decision and ordered trial for involuntary manslaughter. The
Company’s appeal to the French Supreme Court has been dismissed. The trial is scheduled to take place in the fourth quarter of 2022.
The criminal trial in the Paris Criminal Court and any judgment or decision unfavourable to the Company could result in damage to its
business or reputation.
Qatar Airways Commercial Litigation
Citing surface degradation on some of its A350 fleet and alleging an underlying “design defect”, Qatar Airways filed a legal claim against
the Company in the London Commercial Court on 17 December 2021. The claim seeks (a) liquidated damages for aircraft grounded by
the Qatar Civil Aviation Authority, (b) an order that Airbus must deliver a full root cause analysis for surface degradation issues, and (c) a
declaration by the court that Airbus may not deliver any further A350 aircraft to Qatar Airways until alleged “design defects” are cured. The
Company rejects Qatar Airways' mischaracterisation of the non-structural surface degradation and the attendant grounding of the aircraft,
which underpin the claim. Accordingly, the Company will defend itself vigorously in the proceedings. The consequences of such litigation
and the outcome of the proceedings cannot be fully assessed at this stage, but any judgment or decision unfavourable to the Company
could have a material adverse impact on the Financial Statements, business and operations of the Company as well as its reputation.
Other Investigations
The Company is cooperating fully with the authorities in a judicial investigation in France related to Kazakhstan. In this spirit, the Company
was interviewed by the investigating magistrates and has been granted the status of “assisted witness” in the investigation.
The Company is also cooperating fully with the authorities in a judicial investigation in France related to Libya. In this spirit, the Company
has responded voluntarily to requests for information.
In 2019, the Company self-reported to German authorities potentially improper advance receipt and communication of confidential
customer information by employees of Airbus Defence and Space GmbH. The information concerned relates to future German government
procurement projects. The self-disclosure by the Company followed an internal review with the support of an external law firm. Both the
German Ministry of Defence and the Munich public prosecutor opened an investigation into the matter. The investigation could have an
impact on Airbus Defence and Space GmbH’s and Airbus Secure Land Communications GmbH’s ability to participate in future public
procurement projects in Germany. In 2021 the Munich prosecution issued a penalty notice against Airbus Defence and Space GmbH for
€ 10 million for negligent violation of supervisory duties in connection with this matter. The Company continues to fully cooperate with
relevant authorities.
39. Auditor Fees
With reference to Section 2:382a (1) and (2) of the Netherlands Civil Code, the following fees for the financial year 2021 have been
charged by EY to the Company, its subsidiaries and other consolidated entities:
2021
10,265
284
2020
11,386
308
(In € thousand)
Audit of the Financial Statements
Other audit engagements
Tax services
497
445
Other non-audit services
Total
257
447
11,303
12,586
Other audit firms have audit fees related to audit process, certification and examination of individual and consolidated accounts
of €ꢀ5 million in 2021 (2020: €ꢀ5 million).
AIRBUS - FINANCIAL STATEMENTS 2021 - 69
40. Events after the Reporting Date
Airbus Atlantic, a wholly-owned Airbus subsidiary, was officially established on 1 January 2022. The new company groups the strengths,
resources and skills of Airbus’s sites in Nantes and Montoir-de-Bretagne, the central functions associated with their activities, as well as
the STELIA Aerospace sites worldwide.
This unification is part of the transformation project announced in April 2021, aimed at strengthening the value chain of aerostructure
assembly within Airbus’s industrial setup.
In addition, the Company has now reached a preliminary understanding concerning the establishment of a new aerostructures assembly
company in Germany, as well as the future of the Detail Parts and sub-assembly activities at Premium AEROTEC. Some of the
aerostructures assembly of aircraft fuselages, currently spread across the company and subsidiaries, could be merged and fully integrated
into the Company as a core activity on 1 July 2022.
AIRBUS - FINANCIAL STATEMENTS 2021 - 70
2.9 Appendix “Simplified Airbus Structure”
For further information, please refer to the Company's website.
AIRBUS - FINANCIAL STATEMENTS 2021 - 71
IFRS Company
Financial Statements
l 2021 l
AIRBUS - FINANCIAL STATEMENTS 2021 - 1
Financial Statements
Contents
3 Airbus SE IFRS Company Financial Statements...............................................................................................................................2
Airbus SE IFRS Company Income Statement for the years ended 31 December 2021 and 2020 ...................................................2
Airbus SE IFRS Company Statement of Comprehensive Income for the years ended 31 December 2021 and 2020......................2
Airbus SE IFRS Company Statement of Financial Position for the years ended 31 December 2021 and 2020 ...............................3
Airbus SE IFRS Company Statement of Cash Flows for the years ended 31 December 2021 and 2020 ........................................4
Airbus SE IFRS Company Statement of Changes in Equity for the years ended 31 December 2021 and 2020 ..............................5
4 Notes to the IFRS Company Financial Statements ...........................................................................................................................7
4.1 Basis of Preparation........................................................................................................................................................................7
1.
2.
3.
4.
5.
The Company .......................................................................................................................................................................7
Impact of the COVID-19 pandemic........................................................................................................................................7
Significant Accounting Policies..............................................................................................................................................7
Key Estimates and Judgements............................................................................................................................................8
Related Party Transactions...................................................................................................................................................8
4.2 Company Performance ...................................................................................................................................................................9
6.
7.
8.
Total Operating Result ..........................................................................................................................................................9
Total Financal Result ..........................................................................................................................................................10
Income Taxes .....................................................................................................................................................................10
4.3 Operational Assets and Liabilities .................................................................................................................................................12
9.
Investments in Subsidiaries, Associates and Participations.................................................................................................12
Financial Assets and Liabilities............................................................................................................................................14
Commitments and Contingencies........................................................................................................................................14
10.
11.
4.4 Employees Costs and benefits......................................................................................................................................................15
12. Number of Employees.........................................................................................................................................................15
4.5 Capital Structure and Financial Instruments..................................................................................................................................15
13.
14.
15.
Total Equity.........................................................................................................................................................................15
Cash, Securities and Financing Liabilities ...........................................................................................................................17
Information about Financial Instruments..............................................................................................................................20
4.6 Others Notes.................................................................................................................................................................................27
16.
17.
Audit Fees...........................................................................................................................................................................27
Events after the Reporting Date ..........................................................................................................................................27
5 Other Supplementary Information including the Independent Auditor’s Report ..........................................................................28
5.1 Approbation of Result....................................................................................................................................................................28
5.2 Independent Auditor’s Report .......................................................................................................................................................28
AIRBUS - FINANCIAL STATEMENTS 2021 - 2
3
Airbus SE
IFRS Company
Financial Statements
Airbus SE - IFRS Company Income Statement
for the years ended 31 December 2021 and 2020
(In € million)
Note
2021
53
2020
3,757
(159)
42
Operating income
Operating expenses
Income from investments
Impairment of investments
Total operating result
Interest income
(113)
28
6, 9
6
(21)
(53)
63
(187)
3,453
142
Interest expense
(157)
32
(190)
(248)
(296)
3,157
(3)
Other financial result
Total financial result
Profit (Loss) before income taxes
Income Tax
7
8
(62)
(115)
1
Profit (Loss) for the period
(114)
3,154
Airbus SE - IFRS Company Statement of Comprehensive Income
for the years ended 31 December 2021 and 2020
(In € million)
2021
(114)
2020
Profit (Loss) for the period
3,154
Other comprehensive income
Items that may be reclassified to profit or loss:
Change in fair value of financial assets
Change in fair value of cash flow hedges
Other comprehensive income, net of tax
Total comprehensive income of the period
(80)
0
(52)
0
(80)
(194)
(52)
3,102
AIRBUS - FINANCIAL STATEMENTS 2021 - 3
Airbus SE - IFRS Company Statement of Financial Position
for the years ended 31 December 2021 and 2021
(In € million)
Note
2021
2020
Assets
Non-current assets
Investments in subsidiaries and associates
Long-term financial assets
Non-current other financial assets
Non-current other assets
Deferred tax assets
9
10
10
17,334
1,389
2,931
14
16,690
1,345
2,424
44
8
0
0
Non-current securities
14
6,477
28,145
5,021
25,524
Current assets
Trade receivables
19
9
492
122
Short-term financial assets
Current other financial assets
Current accounts Airbus companies
Current other assets
10
10
10
1,981
11,239
96
1,136
11,167
66
Current securities
14
14
1,245
13,145
27,734
55,879
1,592
10,671
25,246
50,770
Cash and cash equivalents
Total assets
Equity and liabilities
Stockholders’ equity
Capital stock
13
787
3,712
4,796
42
785
3,599
1,581
122
Share premium
Retained earnings
Legal reserves
Treasury shares
Result of the year
(45)
(42)
(114)
9,178
3,154
9,199
Non-current liabilities
Long-term financing liabilities
Non-current other financial liabilities
Deferred tax liabilities
14
10
8
10,328
2,836
0
11,356
2,023
27
13,164
13,406
Current liabilities
Short-term financing liabilities
Current accounts Airbus companies
Current other financial liabilities
Current other liabilities
14
10
10
591
30,756
1,982
1,156
25,527
1,143
208
33,537
55,879
339
28,165
50,770
Total equity and liabilities
AIRBUS - FINANCIAL STATEMENTS 2021 - 4
Airbus SE - IFRS Company Statement of Cash Flows
for the years ended 31 December 2021 and 2020
(In € million)
Note
2021
(114)
2020
Operating Activities
Profit (Loss) for the period (Net income)
Adjustments to reconcile profit for the period to cash provided by operating activities:
Interest income
3,154
(63)
157
93
(142)
190
231
(172)
3
Interest expense
Interest received
Interest paid
(205)
(1)
Tax expense (income)
Results on disposal of assets
Depreciation and amortisation
Valuation adjustments
0
0
21
0
(460)
(17)
30
903
(42)
0
Dividends received
Change in current and non-current provisions
Change in other operating assets and liabilities
Trade receivables
440
483
(68)
25
(4,063)
(469)
45
Trade liabilities
Other assets and liabilities and others
Cash provided by (used for) operating activities
(3,639)
62
(119)
Investing activities
Acquisitions of subsidiaries, joint ventures, businesses and
non-controlling interests (net of cash)
9
(550)
(130)
504
(56)
(294)
383
Payments for long-term financial assets
Proceeds from long-term financial assets
Proceeds from subsidiaries, joint ventures, businesses and
non-controlling interests (net of cash)
2
7
Dividends received
17
(2,890)
1,730
42
(157)
6,508
6,433
Payments for investments in securities
Proceeds from disposals of securities
Cash provided by (used for) investing activities
(1,317)
Financing activities
Increase in financing liabilities
591
(1,985)
5,541
0
5,940
0
Repayment of financing liabilities
Change in current accounts Airbus companies
Cash distribution to Airbus SE shareholders
Changes in capital
(9,672)
0
134
89
Change in treasury shares
(22)
(4)
Cash provided by (used for) financing activities
4,259
(3,647)
Effect of foreign exchange rate changes on cash and cash equivalents
Net increase in cash and cash equivalents
(349)
2,474
(306)
2,542
Cash and cash equivalents at beginning of period
Cash and cash equivalents at end of period
10,671
13,145
8,129
14
10,671
AIRBUS - FINANCIAL STATEMENTS 2021 - 5
Airbus SE - IFRS Company Statement of Changes in Equity
for the years ended 31 December 2021 and 2020
Legal reserves(1)
Financial
Capital
Share Retained assets at Cash flow Treasury
Total
(In € million)
Note stock
premium earnings fair value
hedges
shares
equity
Balance at 1 January 2020
Profit for the period
784
0
3,555
1,539
3,154
0
174
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
(82)
0
5,970
3,154
(52)
3,102
45
0
Other comprehensive income
Total comprehensive income for the period
Capital increase
0
0
(52)
(52)
0
0
0
0
3,154
0
0
1
44
0
Share-based payment (IFRS 2)
Cash distribution to Airbus SE shareholders
Change in treasury shares
Balance at 31 December 2020
Profit (Loss) for the period
Other comprehensive income
Total comprehensive income for the period
Capital increase
0
0
42
0
0
42
0
0
0
0
0
0
0
0
0
0
40
(42)
0
40
785
0
3,599
4,735
(114)
0
122
0
9,199
(114)
(80)
(194)
115
61
0
0
0
(80)
(80)
0
0
0
0
(114)
0
0
2
113
0
0
Share-based payment (IFRS 2)
0
61
0
0
13
13
Cash distribution to Airbus SE shareholders
Change in treasury shares
0
0
0
0
0
0
0
0
0
0
0
(3)
0
(3)
0
Balance at 31 December 2021
787
3,712
4,682
42
(45)
9,178
(1) The distribution of legal reserves is restricted by Dutch law.
AIRBUS - FINANCIAL STATEMENTS 2021 - 6
4
Notes to the
IFRS Company
Financial Statements
4.1 Basis of Presentation
1.
The Company
The Company’s principal activity is acting as a holding and management company for the subsidiaries of Airbus SE, the “Company”, a
listed company in the form of a European public limited-liability company (Societas Europaea), legally seated in Amsterdam (current
registered office at Mendelweg 30, 2333 CS Leiden, The Netherlands) and registered at the Dutch Commercial Register (Handelsregister)
in The Hague under number 24288945. The Company is listed on the European stock exchanges in Paris, Frankfurt am Main, Madrid,
Barcelona, Valencia and Bilbao. The IFRS Financial Statements were authorised for issue by the Company’s Board of Directors on 16
February 2022.
2.
Impact of the COVID-19 pandemic
Regarding the impact of the COVID-19 pandemic, please refer to Note 2 “Impact of the COVID-19 pandemic” of the Consolidated Financial
Statements.
3.
Significant Accounting Policies
Basis of preparation — The Company’s Financial Statements are prepared in accordance with International Financial Reporting
Standards (“IFRS”), issued by the International Accounting Standards Board (“IASB”) as endorsed by the European Union (“EU”) and with
Part 9 of Book 2 of the Netherlands Civil Code. They are prepared and reported in euro (“€”) and all values are rounded to the
nearest million appropriately. Due to rounding, numbers presented may not add up precisely to the totals provided and percentages may
not precisely reflect the absolute figures.
In the Company Financial Statements of Airbus SE, unless otherwise disclosed, the same accounting principles have been applied as set
out in the Notes to the Consolidated Financial Statements, except for the valuation of the investments as presented under investments in
subsidiaries and associates in the Company Financial Statements. These policies have been consistently applied to all years presented.
In the Company Financial Statements, the investments in subsidiaries and associates are recorded at acquisition cost. In the Company
Income Statement, dividends received from investments are recorded as dividend income.
Due to this application, the Company equity and net result are not equal to the consolidated equity and net result. A reconciliation of the
total shareholders’ equity and profit for the period is presented in “– Note 13: Total Equity” to the Company Financial Statements.
The Company Financial Statements have been prepared on a historical cost basis, except for the equity instruments, securities and
derivative instruments that have been measured at fair value.
Regarding the application of new, revised or amended IFRS issued and applying from 1 January 2021 and issued but not yet applied
please refer to “– Note 5: Change in Accounting Policies and Disclosures” of the Consolidated Financial Statements.
In addition, no material changes are expected in the Company Financial Statements of Airbus SE from the implementation of the new
standards not yet applied. Further information about Share-based payment and Employee Stock Ownership Plans (ESOP) is presented
in Note 33 and information about Remuneration is presented in Note 34 of the Consolidated Financial Statements.
AIRBUS - FINANCIAL STATEMENTS 2021 - 7
A number of new or revised standards, amendments and improvements to standards as well as interpretations are not yet effective for
the year ended 31 December 2021 and have not been applied in preparing these Financial Statements and early adoption is not
planned:
IASB effective date for
annual reporting periods
beginning on or after
Endorsement
status
Standards and amendments
Endorsed
Amendments to IFRS 3: Reference to the Conceptual Framework
1 January 2022
Amendments to IAS 16: Property, Plant and Equipment Proceeds before
Intended Use
1 January 2022
1 January 2022
1 January 2022
1 January 2023
1 January 2023
1 January 2023
1 January 2023
Endorsed
Endorsed
Endorsed
Amendments to IAS 37: Onerous Contracts Cost of Fulfilling a Contract
Annual Improvements to IFRS Standards 20182020
IFRS 17 “Insurance Contracts”
Endorsed
Not yet endorsed
Not yet endorsed
Not yet endorsed
Amendments to IAS 1: Classification of Liabilities as Current or Non-current
Amendments to IAS 8: Definition of Accounting Estimates
Amendments to IAS 1: Disclosure of Accounting Policies
Amendments to IAS 12: Deferred Tax related to Assets and Liabilities arising from
a Single Transaction
1 January 2023
1 January 2023
Not yet endorsed
Not yet endorsed
Amendments to IFRS 17: Initial Application of IFRS 17 and IFRS 9 -Comparative
Information
The information with regard to Capital Management is disclosed in Note 35, further information about Litigation and Claims refers to
Note 38 and Events after the Reporting Date are disclosed in Note 40 of the Consolidated Financial Statements.
Unless reference is made to the accounting policies described in the Consolidated Financial Statements, the main accounting policies
applied in the preparation of these Company Financial Statements are described in each accounting area. These accounting policies have
been consistently applied to all financial years presented, unless otherwise stated.
4.
Key Estimates and Judgements
The preparation of the Company Financial Statements requires the use of estimates and assumptions. In preparing these Financial
Statements, management exercises its best judgement based upon its experience and the circumstances prevailing at that time. The
estimates and assumptions are based on available information and conditions at the end of the financial period presented and are reviewed
on an ongoing basis.
The details regarding the use of estimates and judgements are described in Note 4 “Key Estimates and Judgements” of the Consolidated
Financial Statements.
Key accounting estimates and judgements affecting the assessment and measurement of impairment are included in Note 9 “Investments
in Subsidiaries, Associates and Participations” of the Company Financial Statements.
5.
Related Party Transactions
Key Management Personnel
The details regarding the compensation of key management personnel are described in Note 10 “Related Party Transactions” of the
Consolidated Financial Statements.
Intercompany Transactions
A comprehensive exchange of internal services between the subsidiaries of a multinational corporation like Airbus SE is common practice.
In its responsibility as holding company to manage its subsidiaries and to assist the business activities conducted by Airbus companies
and its subsidiaries, Airbus SE applies transfer prices for its business activities in conformity with market levels and in accordance with
national and international tax requirements (arm’s length principle).
AIRBUS - FINANCIAL STATEMENTS 2021 - 8
The following table discloses the related party intercompany transactions in 2021 and 2020:
Sales of Purchases
Loans
Loans
goods
of
granted / received /
and goods and
Receivables
Liabilities
at receivables
31 due at 31 due at 31 receivables at
December December December 31 December 31 December
Other
Other
liabilities relationships relationships
payables at
Hedge
Hedge
services
services
and
at
31
and
other
income expenses
other
(In € million)
December
2021
Total transactions
with subsidiaries
103
37
(314)
(1)
11,258
0
(29,369)
0
1,290
108
(591) (1)
(1,410)
4,140
0
(585)
0
Total transactions
with associates
2020
Total transactions
with subsidiaries
3,825
68
(479)
(1)
11,617
42
(24,426)
0
1,366
101
(3,793)
(1,144)
945
0
(2,185)
0
Total transactions
with associates
(1) due to the merge of Airbus Finance BV, the existing loans between Airbus SE and the subsidiary have been acquired and cancelled and the bonds of
Airbus Finance BV from third parties have also been acquired (see “- Note 9: Investments in Subsidiaries, Associates and Participations)
For further information about granted guarantees to subsidiaries please refer to Note 11 “Commitments and Contingencies” of the
Company Financial Statements.
For further information about the impairment and the expected credit losses on receivables, please refer to Note 15.7 “Impairment Losses”
of the Company Financial Statements.
4.2 Company Performance
6.
Total Operating Result
(In € million)
2021
2020
Operating income
53
53
3,757
3,757
(159)
Corporate services rendered to Airbus companies
Operating expenses
(113)
Service fees charged by Airbus companies
Administrative expenses
(50)
(63)
28
(50)
(109)
42
Income from investments
Dividends received from Airbus companies
Gain on disposal of investments
Expense from investments
Impairment
17
42
9
9
11
0
(21)
(21)
(53)
(187)
(187)
3,454
Total operating result
Corporate services rendered to Airbus companies decreased by € 3,704 million to € 53 million (2020: € 3,757 million), mainly due to the
agreement in 2020 with Airbus companies regarding the recharge of the penalties due to the French, UK and US authorities.
AIRBUS - FINANCIAL STATEMENTS 2021 - 9
7.
Total Financial Result
(In € million)
2021
(94)
28
2020
(48)
53
Interest result
Interest income from securities measured at fair value through OCI
Interest income (expenses) from securities measured at fair value through
P&L
(20)
55
3
86
Interest income on financial assets measured at amortised cost
Interest expense on financial liabilities measured at amortised cost
Other financial result
(157)
32
(190)
(249)
77
Option liability exchangeable bond
0
Change in fair value measurement of financial assets
Impairment and Expected Credit Loss
Other(1)
9
57
(174)
(224)
72
79
(104)
(62)
Total financial result
(297)
(1) Other includes various amounts such as foreign exchange result and bank fees
The Company is acting as a financial market agent on behalf of its subsidiaries, therefore the fair value changes of derivatives are reported
on a net basis.
In November 2019, Airbus SE made further capital contribution and loan into Proj BV. Based on the latest developments, a re-assessment
of the Proj BV financial assets was performed in December 2020 leading to a decrease in the fair value of the equity investment by € 187
million recorded through Profit and Loss, and an impairment of the loan by € 127 million recorded through financial result.
In February 2021, a debt forgiveness has been signed with Proj BV and a loss of € 164 million has been recorded through Financial
Result. The impairment of the loan has been released for € 158 million.
8.
Income Taxes
The Company is tax registered in the Netherlands. The Company is heading a fiscal unity, which also includes Airbus Group Finance B.V.
until 31 December 2021 (see “- Note 9: Investments in Subsidiaries, Associates and Participations), Airbus Defence and Space
Netherlands B.V. and therefore the Company is severally and jointly liable for income tax liabilities of the fiscal unity as a whole.
Income taxes The tax expense for the year comprises deferred tax. Tax is recognised in the Income Statement, except to the extent
that it relates to items recognised directly in Other Comprehensive Income.
The amount of income tax included in the Income Statement is determined in accordance with the rules established by the tax authorities
in the Netherlands, based on which income taxes are payable or recoverable.
Deferred tax assets and/or liabilities, arising from temporary differences between the carrying amounts of assets and liabilities and the tax
base of assets and liabilities, are calculated using the substantively enacted tax rates expected to apply when they are realised or settled.
Deferred tax assets are recognised if it is probable that they will be realised.
The expense for income taxes is comprised of the following:
(In € million)
2021
2020
0
Current tax income (expense)
Deferred tax income (expense)
Total
0
1
1
(3)
(3)
AIRBUS - FINANCIAL STATEMENTS 2021 - 10
The following table shows reconciliation from the theoretical income tax (expense) using the Dutch corporate tax rate to the reported
income tax (expense):
(In € million)
2021
(115)
25.0%
29
2020
3,157
25.0%
(789)
0
Profit (loss) before income taxes
Corporate income tax rate
Expected income (expense) for income taxes
Effects from tax rate differentials / Change of tax rate
Non-taxable agreements reached with Airbus companies
Non-taxable income from investment and associates
Option liability exchangeable bond
3
0
901
(33)
19
18
0
Income from other companies within the fiscal unity
Impairment on investment and associates
Other non-deductible expenses and tax-free income
Changes in valuation allowances (1)
0
0
34
(79)
(22)
0
22
(105)
1
Reported income (expense) for income taxes
(1) Reassessment of recoverability of deferred tax assets based on future taxable profits
(3)
Deferred income taxes as of 31 December 2021 are related to the following assets and liabilities:
Movement
through income
statement
1 January 2021
Other movements
31 December 2021
Deferred
tax Deferred tax
Deferred Deferred
tax
tax
Deferred tax
(In € million)
assets
liabilities
OCI
26
0
Others benefit (expense)
assets
liabilities
Securities
0
4
(41)
0
0
0
0
0
(15)
Financial instruments
11
15
Net operating loss and tax loss carry
forwards
10
0
0
0
(10)
0
0
Deferred tax assets (liabilities) before
offsetting
14
(14)
0
(41)
14
26
0
0
0
0
1
0
1
15
(15)
0
(15)
15
0
Set-off
Net deferred tax assets (liabilities)
(27)
26
Deferred income taxes as of 31 December 2020 are related to the following assets and liabilities:
Movement
through income
statement
1 January 2020
Other movements
31 December 2020
Deferred Deferred
Deferred
tax
Deferred
tax
tax
Deferred tax
tax
(In € million)
assets
liabilities
OCI
9
Others benefit (expense)
assets
liabilities
Securities
0
0
(50)
(6)
0
0
0
0
4
(41)
0
Financial instruments
0
10
Net operating loss and tax loss carry
forwards
22
0
0
0
(12)
10
0
Deferred tax assets (liabilities) before
offsetting
22
(22)
0
(56)
22
9
0
9
0
0
0
(2)
0
14
(14)
0
(41)
14
Set-off
Net deferred tax assets (liabilities)
(34)
(2)
(27)
Details of deferred taxes recognised cumulatively in equity are as follows:
31 December
2021
(In € million)
2020
(41)
(41)
Financial instrument at fair value through OCI
(15)
Total
(15)
AIRBUS - FINANCIAL STATEMENTS 2021 - 11
Deferred taxes on net operating losses (“NOLs”), trade tax loss carry forwards and tax credit carry forwards are:
31 December 31
2021
292
0
2020
38
0
(In € million)
NOL
Tax credit carry forwards
Tax effect
75
10
0
Valuation allowances
(75)
0
Deferred tax assets on NOLs and tax credit carry forwards
10
As of 1 January 2022, tax losses can be carried forward indefinitely but profits in one year which exceed € 1 million will only be offsettable
for up to 50 per cent of that higher taxable profit against losses, minus an amount of € 1 million.
4.3 Operational Assets and Liabilities
9.
Investments in Subsidiaries, Associates and Participations
(In € million)
Subsidiaries
Associates
Participations
Total
16,960
56
Balance at 1 January 2020
Additions
15,845
28
21
28
0
1,094
0
0
Disposals
(7)
(7)
Impairment
(187)
42
0
0
(187)
42
Share-based payment (IFRS 2)
Fair value changes through Profit or Loss
Balance at 31 December 2020
Additions
0
0
0
0
(174)
920
0
(174)
16,690
550
15,721
550
(3)
49
0
Disposals
0
0
(3)
Impairment
(21)
62
0
0
(21)
62
Share-based payment (IFRS 2)
Fair value changes through Profit or Loss
Balance at 31 December 2021
0
0
0
0
57
977
57
16,309
49
17,334
Investments in Subsidiaries, Associated Companies and Participations
Investments in subsidiaries and associated companies are stated at cost, less impairment. Dividend income from the Company’s
subsidiaries and associated companies is recognised when the right to receive payment is established.
The participations are stated at fair value with changes in fair value recognised in Profit and Loss.
For the purpose of impairment testing all consolidated subsidiaries are allocated to cash generating units (“CGU”) in a way they are
monitored for internal management purposes. At each balance sheet date, the Company reviews whether there is an indication that a
CGU to which its investments in subsidiaries and associated companies belong to are impaired.
An indication for impairment of the investments in subsidiaries and associated companies may include, respectively, management’s
downward adjustment of the strategic plan, a significant decrease in the share price of a publicly listed company or a significant decrease
in future sales. Further indications for impairment of its investments may include other areas where observable data indicates that there
is a measurable decrease in the estimated future cash flows. These determinations require significant judgement. In making this
judgement, management evaluates, among other factors, the financial performance of and business outlook for its investments, including
factors such as industry and sector performance, changes in technology and operational and financing cash flow.
If any indication for impairment exists, the recoverable amount of the investments is estimated in order to determine the amount, if any,
of the impairment loss. An investment is impaired if its recoverable amount is lower than its carrying value. The recoverable amount is
defined as the higher of an investment’s fair value less costs of disposal and its value in use.
AIRBUS - FINANCIAL STATEMENTS 2021 - 12
The determination of the investment’s value in use is based on calculations using pre-tax cash flow projections based on financial budgets
approved by management covering a five-year period. Cash flows beyond the five-year period are extrapolated using estimated growth
rates. The discounted cash flow method is used to determine the recoverable amount of a CGU to which its investments in subsidiaries
and associated companies belong. The discounted cash flow method is particularly sensitive to the selected discount rates and estimates
of future cash flows by management. Key assumptions used to determine the recoverable value of the CGU are the expected future labour
expenses, future interest rates, future exchange rates to translate into euro the portion of future US dollar and pound sterling which are
not hedged and the estimated growth rate of terminal values.
If the recoverable amount of an investment is estimated to be less than its carrying amount, the carrying amount of the investment is
reduced to its recoverable amount. Any impairment loss is recognised immediately in the Income Statement.
Impairment losses recognised in prior periods shall be reversed only if there has been a change in the estimates or external market
information used to determine the investment’s recoverable amount since the last impairment loss was recognised. The recoverable
amount shall not exceed the carrying amount that would have been determined had no impairment loss been recognised in prior years.
The annual impairment test performed in 2021 led to an impairment charge of € 21 million (2020: € 187 million).
Change of Investments in Subsidiaries and Associates
On 31 December 2021, Airbus SE merged with its wholly owned subsidiary Airbus Finance BV, under a universal title of succession. As
a consequence, all assets and liabilities of the former Airbus Finance BV have been acquired by Airbus SE and recognized at book value,
and a gain on the merger of € 10 million has been recorded though Profit and Loss.
On 16 December 2021, Airbus SE made a further capital contribution of € 500 million into Airbus Defence and Space GmbH.
On 21 September 2021, Airbus SE made a further capital contribution of € 21 million into Skytra Ltd.
During the year 2021, Airbus SE made further capital contributions into Airbus Ventures Fund II for a total amount of €ꢀ10 million (2020: €
15 million).
During the year 2021, Airbus SE made further capital contributions into Airbus Ventures Fund III for a total amount of €ꢀ18 million (2020:
€ 13 million). During the year 2021, new partner had invested into Airbus Venture Fund III for a total commitments of US$ 10 million.
Consquently, Airbus SE now holds 61.5% of Airbus Venture Fund.
In November 2020, Cobham plc / Advent International sold its part in Air Tanker consortium to the other investors who jointly exercice
their pre-emption right on a pro-rata basis (€ 28 million). Consequently, Airbus SE now holds 46% in Air Tanker Holdings and 29% in Air
Tanker Services.
During the year 2020, Airbus SE made further capital contributions into Airbus Ventures Fund II for a total amount of €ꢀ15 million (2019: €
26 million).
During the year 2020, Airbus SE made further capital contributions into Airbus Ventures Fund III for a total amount of €ꢀ13 million (2019:
€ 23 million). During the year 2020, new partner had invested into Airbus Venture Fund III for total commitments of US$ 50 million.
Consquently, Airbus SE now holds 66% of Airbus Venture Fund III (€ 7 million).
Information on principal investments of the Company:
2021
2020
Company
Head office
%
100.00
88.71
100.00
100.00
100.00
100.00
0.00
100.00
88.71
Aero Ré S.A.
Airbus Defence and Space GmbH
Airbus Defence and Space Limited
Airbus Defence and Space Netherlands B.V.
Airbus Defence and Space S.A.
Airbus Bank GmbH
Bertrange (Luxembourg)
Taufkirchen (Germany)
Stevenage (UK)
100.00
100.00
100.00
100.00
100.00
100.00
100.00
95.78
Leiden (Netherlands)
Madrid (Spain)
Munich (Germany)
Leiden (Netherlands)
London (UK)
Airbus Finance B.V.(1)
Airbus Group Limited(2)
0.00
100.00
95.78
9.90
Airbus Group Proj B.V.
Leiden (Netherlands)
Toulouse (France)
Paris (France)
Airbus S.A.S.
9.90
Dassault Aviation S.A.
100.00
100.00
Premium Aerotec GmbH
Augsburg (Germany)
Percentages represent share held directly by Airbus SE
(1) Merge of Airbus Finance BV with Airbus SE in 2021
(2) Liquidation in 2021
AIRBUS - FINANCIAL STATEMENTS 2021 - 13
10. Financial Assets and Financial Liabilities
Financial assets at 31 December 2021 and 2020:
31 December
(In € million)
Long-term loans Airbus companies (1)
2021
2020
1,345
0
1,389
0
Long-term loans external
Positive fair values of derivative financial instruments
Non-current financial assets
Positive fair values of derivative financial instruments
Current portion long-term loans Airbus companies
Current accounts Airbus companies (1)
Current financial assets
2,931
4,320
1,981
9
2,424
3,769
1,136
122
11,239
13,229
17,549
11,167
12,425
16,194
Total
(1) The receivables from subsidiaries include mainly transactions in connection with the cash pooling in Airbus SE. Terms and conditions are in agreement
with the prevailing market environment.
31 December
(In € million)
2021
2,836
2020
2,023
Negative fair values of derivative financial instruments
Non-current financial liabilities
Negative fair values of derivative financial instruments
Current accounts Airbus companies (1)
Current financial liabilities
2,836
2,023
1,982
1,143
30,756
32,738
35,574
25,527
26,670
28,693
Total
(1) The liabilities to subsidiaries include mainly transactions in connection with the cash pooling in Airbus SE. Terms and conditions
are in agreement with the prevailing market environment.
11. Commitments and Contingencies
Off-Balance Sheet Commitments
Airbus SE issued guarantees on behalf of Airbus companies in the amount of €ꢀ10,858 million (2020: €ꢀ8,181 million). The commitments
of these companies to third parties mainly relate to their operating business as described in Note 20 “Property, Plant and Equipment”,
Note 27 “Sales Financing Transactions” and Note 37 “Financial Instruments” of the Group’s Consolidated Financial Statements.
On 8 December 2015, Airbus SE entered into a partnership agreement to establish a corporate venture capital fund, dubbed Airbus Group
Ventures, as well as a technology and business innovation center in Silicon Valley with a total commitment amount of US$ꢀ150 million.
The remaining commitment is US$ 10 million at 31 December 2021.
On 1 April 2019, Airbus SE entered into a partnership agreement with effective date 1 July 2019 to establish a venture capital fund, dubbed
Airbus Ventures Fund III, with a total commitment amount of US$ꢀ100 million. The remaining commitment is US$ 49 million at 31
December 2021.
In addition, the Company has two guarantees to cover its obligation towards the Scheme and the BAE Systems pension schemes. To
mitigate its exposure, the first guarantee covers an amount up to GBP 1.25 billion for an unlimited period of time while the second one
covers an uncapped amount terminating in 2046, respectively for the Scheme and the BAE Systems Pension Schemes.
AIRBUS - FINANCIAL STATEMENTS 2021 - 14
4.4 Employees
12. Number of Employees
The average number of the persons employed by the Company in 2021 was 1 (2020: 1). The employee is situated in the Netherlands.
4.5 Capital Structure and Financial Instruments
13. Total Equity
Airbus SE’s shares are exclusively ordinary shares with a par value of €ꢀ1.00. The following table shows the development of the number
of shares issued and fully paid:
(In number of shares)
Issued as at 1 January
Issued for ESOP
2021
784,149,270
1,934,420
2020
783,173,115
976,155
Issued as at 31 December
Treasury shares
786,083,690
(454,735)
784,149,270
(432,875)
Outstanding at 31 December
Authorised shares
785,628,955
3,000,000,000
783,716,395
3,000,000,000
Holders of ordinary shares are entitled to dividends and are entitled to one vote per share at general meetings of the Company.
Capital stock comprises the nominal amount of shares outstanding. The addition to capital stock represents the contribution for exercised
options by employees of €ꢀ1,934,420 (in 2020: €ꢀ976,155) in compliance with the implemented Stock Option Plans and the Employee
Stock Ownership Plans (“ESOP”).
Share premium mainly results from contributions in kind in the course of the creation of the Company, cash contributions from the Initial
Public Offering, capital increases and reductions due to the issuance and cancellation of shares.
Retained earnings include mainly the profit of the period and cash dividend payments to Airbus SE shareholders.
On 23 March 2020, the Company has decided the withdrawal of 2019 dividend proposal with cash value of € 1.4 billion in response to the
COVID-19 pandemic (see "Note 2: Impact of the COVID-19 pandemic”). For the fiscal year 2021, the Company’s Board of Directors
proposes a cash distribution payment of € 1.50 per share.
Legal reserves include:
change from financial assets at fair value (see Note 15.2 “Carrying Amounts and Fair Values of Financial Instruments”);
change in fair value of derivatives designated as cash flow hedges (see Note 15.2 “Carrying Amounts and Fair Values of Financial
Instruments”).
According to Dutch law, the OCI is considered to be a Legal Reserve and therefore distribution is restricted.
Treasury shares represent the amount paid or payable for own shares held in treasury. During 2021, the number of treasury stock held
by the Company increased to 454,735 compared to 432,875 as of 31 December 2020, mainly due to the share buybacks partly offset by
vested shares in 2021 under LTIP 2017 (see “– Note 33: Share-based Payment” of the Consolidated Financial Statements). No shares
were sold back to the market nor cancelled in 2021 (2020: 0 shares).
AIRBUS - FINANCIAL STATEMENTS 2021 - 15
Authorisations Granted by the Annual’ General Meeting of Airbus SE Held on 14 April 2021
On 14 April 2021, the Annual General Meeting (“AGM”) of the Company authorised the Board of Directors, for a period expiring at the
AGM to be held in 2021, to issue shares and to grant rights to subscribe for shares in the Company’s share capital for the purpose of:
ESOPs and share-related LTIPs, provided that such powers shall be limited to an aggregate of 0.14% of the Company’s
authorised share capital (see “– Note 33: ShareBased Payment”);
funding the Company and its subsidiaries, provided that such powers shall be limited to an aggregate of 0.3% of the Company’s
authorised share capital (see “– Note 37.3: Financing Liabilities”).
For each operation, such powers shall not extend to issuing shares or granting rights to subscribe for shares if there is no preferential
subscription right and for an aggregate issue price in excess of €ꢀ500 million per share issuance.
Also on 14 April 2021, the AGM authorised the Board of Directors for an 18 months period to repurchase up to 10% of the Company’s
issued share capital at a price per share not less than the nominal value and not more than the higher of the price of the last independent
trade and the highest current independent bid on the trading venues of the regulated market of the country in which the purchase is carried
out.
Furthermore, the AGM authorised both the Board of Directors and the CEO, with powers of substitution, to establish the exact number of
the relevant shares to be cancelled.
Reconciliation Consolidated to Company Equity and Net Income
The difference between the total shareholders’ equity according to the Consolidated Financial Statements and Company’s Financial
Statements as at 31 December 2021 and 2020 is as follows:
(In € million)
2021
2020
Consolidated equity
9,466
6,445
OCI - Restatement of investments from Consolidated to Company
Financial Statements
1,864
(1,731)
Retained Earnings - Restatement of investments from Consolidated to
Company Financial Statements
(2,610)
1,487
4,683
1,487
Retained Earnings - Valuation investments at historical cost
Retained Earnings - Impairment of financial assets
Company’s equity
(1,029)
9,178
(1,685)
9,199
The difference between the net income according to the Consolidated Financial Statements and Company’s Financial Statements for the
year ended 31 December 2021 and 2020 is as follows:
(In € million)
2021
4,213
(4,571)
17
2020
(1,133)
4,668
42
Consolidated net income
Income from investments according to Consolidated Financial Statements
Income from investments according to Company Financial Statements
Loss on / Impairment of financial assets
244
(412)
(22)
Other valuation differences
(17)
Company’s net income (Profit or loss for the period)
(114)
3,143
AIRBUS - FINANCIAL STATEMENTS 2021 - 16
14. Cash, Securities and Financing Liabilities
14.1 Net Cash
31 December
2021
(In € million)
2020
10,671
1,592
Cash and cash equivalents
Current securities
13,145
1,245
Non-current securities
Gross cash position
Short-term financing liabilities
Long-term financing liabilities
Total
6,477
5,021
20,867
(591)
17,284
(1,156)
(11,356)
4,772
(10,328)
9,948
The net cash position on 31 December 2021 amounted to € 9,948 million (2020: € 4,772 million), with a gross cash position of
20,867 million (2020: € 17,284 million).
14.2 Cash and Cash Equivalents
Cash and cash equivalents are composed of the following elements:
31 December
(In € million)
2021
537
2020
405
Bank account and petty cash
Short-term securities (at fair value through profit or loss)
Short-term securities (at fair value through OCI)
Short-term investment (at amortised cost)
Total cash and cash equivalents
12,075
533
9,654
512
0
100
13,145
10,671
Only securities with a maturity of three months or less from the date of the acquisition, that are readily convertible to known amounts of
cash and which are subject to an insignificant risk of changes in value are recognised in cash equivalents.
The main variations are as follows:
Cash provided by operating activities amounted to € -119 million in 2021. See IFRS Company Statement of Cash Flows for the years
ended 31 December 2021 and 2020.
Cash used for investing activities amounted to € -1,317 million, mainly reflecting the net investment in securities € 1,160 million.
Cash used for financing activities amounted to € 3,929 million and reflects the pre-payment of a US$ 1 billion bond issued on 9
April 2013 and the repayment of the exchangeable bonds convertible into Dassault Aviation shares for an amount of € 1.0 billion. See “–
Note 14.4 Financing Liabilities”.
14.3 Securities
31 December
(In € million)
2021
1,245
6,477
7,721
2020
1,592
5,021
6,613
Current securities at fair value through OCI
Non-current securities at fair value through OCI
Total securities
AIRBUS - FINANCIAL STATEMENTS 2021 - 17
The majority of the Company’s securities consists of debt securities and are classified at fair value through OCI (see “– Note 37.2: Carrying
Amounts and Fair Values of Financial Instruments” of the Consolidated Financial Statements).
The Company’s securities portfolio amounts to €ꢀ7,721 million and €ꢀ6,613 million as of 31 December 2021 and 2020, respectively. The
security portfolio contains a non-current portion of €ꢀ6,477 million (2020: €ꢀ5,021 million), and a current portion of €ꢀ1,245 million (2020:
€ꢀ1,592 million).
Included in the securities portfolio as of 31 December 2021 and 2020, respectively, are corporate and government bonds bearing either
fixed rate coupons (€ꢀ7,497 million nominal value; 2020: €ꢀ6,357 million) or floating rate coupons (€ꢀ50 million nominal value; 2020:
€ꢀ50 million).
When the Company enters into securities lending or other financing activities that involve the pledging of securities as collateral, the
securities pledged continue to be recognised on the balance sheet. As of 31 December 2021, securities for an amount of €ꢀ0 million were
pledged as collateral for borrowings from banks (2020: €ꢀ99 million).
14.4 Financing Liabilities
Current and non-current classification A financial asset or liability is classified as current if it is settled within 12 months after the
reporting date, and as non-current otherwise.
Financing liabilities comprise obligations towards financial institutions, issued corporate bonds, and borrowing received from joint
ventures and other parties.
Carrying amount
Principal
amount
(In million)
Coupon or
interest
rate
31 December
Effective
2021
2020
interest rate
Maturity
Additional features
Loans from Airbus Finance B.V.
Interest rate
swapped into
3M Euribor +0.68%
AGFBV(1)
(EMTN)
10 years
15 years
10 years
15 years
€ 1,000
€ꢀ500
€ 0
€ 0
€ 0
€ 0
€ 0
€ 1,047
€ 571
€ 626
€ 983
€ 845
2.40%
2.15%
0.91%
1.41%
2.72%
2.45%
2.24%
Apr. 2024
Oct. 2029
Interest rate
swapped into
3M Euribor +0.84%
AGFBV(1)
(EMTN)
Interest rate
swapped into
3M Euribor +0.50%
AGFBV(1)
(EMTN)
€ꢀ600
1.01% May 2026
1.53% May 2031
Interest rate
swapped into
3M Euribor +0.66%
AGFBV(1)
(EMTN)
€ꢀ900
Interest rate
swapped into
Apr. 2023 3M US-Libor +0.68%
AGFBV US$ Loan
10 years
US$ꢀ1,000
2.80%
Loans from financial institutions
3M US-Libor
+1.15%
Interest rate swapped
DBJ 10 years
Airbus Bank GmbH
Bond
US$ꢀ300
€ 0
€ 81
€ 0
4.84% Jan. 2021
into 4.76% fixed
€ 591
Interest rate
swapped into
3M Euribor +1.40%
EMTN 10 years(1)
EMTN 15 years(1)
EMTN 10 years(1)
EMTN 15 years(1)
EMTN 5 years
€ 1,000
€ 500
€ 600
€ 900
€ 750
€ 1,043
€ 525
€ 645
€ 903
€ 732
€ 0
€ 0
2.38%
2.12%
0.88%
1.38%
1.63%
2.42% Apr. 2024
2.21% Oct. 2029
0.98% May 2026
1.50% May 2031
Interest rate
swapped into
3M Euribor +0.84%
Interest rate
swapped into
3M Euribor +0.50%
€ 0
Interest rate
swapped into
3M Euribor +0.66%
€ 0
Interest rate
swapped into
3M Euribor +2.01%
€ 745
1,80%
Apr. 2025
AIRBUS - FINANCIAL STATEMENTS 2021 - 18
Carrying amount
31 December
2021
Principal
amount
(In million)
Coupon or
interest
rate
Effective
interest rate
2020
Maturity
Additional features
Interest rate
swapped into
EMTN 6 years
EMTN 8 years
EMTN 10 years
EMTN 12 years
EMTN 20 years
€ 1,250
€ 750
€ 1 215
€ 725
€ 1,243
€ 745
1,38%
2.00%
1.63%
2,38%
2.38%
1,47% Jun. 2026
3M Euribor +1.66%
Interest rate
swapped into
3M Euribor +2.15%
2.10%
Apr. 2028
Interest rate
swapped into
3M Euribor +1.61%
€ 1,250
€ 1,000
€ 1,000
€ 1,200
€ 957
€ 1,237
€ 987
1,74% Jun. 2030
Interest rate
swapped into
3M Euribor +2.24%
2.49%
Apr. 2032
Interest rate
swapped into
3M Euribor +1.93%
€ 958
€ 988
2,44% Jun. 2040
0.33% June 2021
Exchangeable into
Dassault Aviation SA
shares at €ꢀ1,306.25
per share and issued at
103.75%
Exchangeable bond
5 years
€ꢀ1,078
US$ 750
US$ 750
€ 0
€ 1,075
€ 672
0.00%
3.15%
3.95%
Interest rate swapped
US$ Bond 10 years
€ 694
3.20%
4.02%
Apr 2027 into 3M Libor +0.87%
Interest rate swapped
US$ Bond 30 years
€ 731
€ 667
Apr 2047 into 3M Libor +1.61%
Total
10,919
12,512
Thereof non-current
financing liabilities
10,328
591
11,356
1,156
Thereof current
financing liabilities
(1) due to the merge of Airbus Finance BV, the existing loans between Airbus SE and the subsidiary have been acquired and cancelled and the bonds of
Airbus Finance BV from third parties have also been acquired (see “– Note 9: Investments in Subsidiaries, Associates and Participations”)
Long-term financing liabilities, mainly comprising bonds and liabilities to financial institutions, decreased by € 1,028 million to
10,328 million (2020: € 11,356 million), mainly due to pre-payment of a US$1 billion bond issued on 9 April 2013 in the US institutional
market with an original maturity of ten years.
Short-term financing liabilities decreased by € 565 million to € 591 million (2020: € 1,156 million), mainly due to the repayment of the
exchangeable bonds to be convertible into Dassault Aviation shares issued on 14 June 2016 for an amount of € 1.0 billion and the
repayment of the DBJ loan for an amount of US$ 100 million. As part of Group-wide liquidity management, Airbus SE agreed on a repo
transaction (€ 591 million) with Airbus Bank to increase flexibility and short-term borrowing capacity over year-end. Additionally, the
transaction supports the lending capacity of Airbus Bank to the economy. This particularly benefits the Airbus ecosystem through increased
lending to Airbus customers and suppliers.
Prior to 2021, the Company issued several euro-denominated bonds under its EMTN programme and three stand-alone US dollar-
denominated bonds on the US institutional market under Rule 144A.
The Company can issue commercial papers under its € 11 billion Negotiable European Commercial Paper (“NEuCP”) programme, its €4
billion Euro Commercial Paper (“ECP”) programme and its $ 3 billion US Commercial Paper programme.
AIRBUS - FINANCIAL STATEMENTS 2021 - 19
Reconciliation of liabilities arising from financing liabilities:
Non-cash movements
Balance at
1 January
Fair value
through profit
or loss
Foreign
exchange
movements
Balance at
31 December
2021
(In € million)
2021
Cash flows
(1,078)
Others (1)
2,992
Bonds and commercial papers
8,358
(46)
0
102
1
10,328
0
Liabilities to financial institutions
Loans from Subsidiaries
Total
81
(82)
0
(2,979)
14
4,073
(233)
(279)
10
591
12,512
(1,394)
(325)
113
10,919
(1) due to the merge of Airbus Finance BV, the existing loans between Airbus SE and the subsidiary have been acquired and cancelled and the bonds of
Airbus Finance BV from third parties have also been acquired (see “– Note 9: Investments in Subsidiaries, Associates and Participations”)
Non-cash movements
Balance at
1 January
2020
Fair value
through profit
or loss
Foreign
exchange
movements
Balance at
31 December
2020
(In € million)
Cash flows
5,940
Others
13
Bonds and commercial papers
2,435
89
83
0
(113)
(8)
8,358
81
Liabilities to financial institutions
Loans from Subsidiairies
Total
0
0
0
3
4,056
89
(75)
4,073
6,580
5,940
172
(196)
16
12,512
15. Information about Financial Instruments
15.1 Financial Risk Management
The Company acts as an intermediary for its subsidiaries when they wish to enter into derivative contracts to hedge against foreign
exchange risk or other market risks such as interest rate risk, commodity price risk or equity price risk. The Company’s practice is to set
up a derivative contract with a subsidiary and at the same time enter into a back-to-back derivative transaction with a bank. Contracts with
subsidiaries being thus mirrored (on a one-to-one basis) by contracts with banks, the Company’s net exposure is virtually zero. There are,
however, a few derivative contracts the Company holds in order to hedge its own market risk exposure.
As the Company’s back-to-back hedge contracts are entered into with different counterparties, their fair values are reflected separately in
the statement of Financial Position and recognised as other financial assets and financial liabilities as disclosed in Note 10 “Financial
assets and liabilities” of the Company Financial Statements.
In the Income Statement, the results of the back-to-back hedge transactions, both realised and unrealised, are presented on a net basis
as the Company acts as an agent for its subsidiaries.
The Company’s overall financial risk management activities and their objectives are described in detail in section 37.1 “Financial Risk
Management” of the Consolidated Financial Statements.
Market Risk
Foreign exchange risk The Company manages a longterm hedge portfolio with maturities of several years for its subsidiaries, mainly
Airbus, and to a small extent for its joint ventures or associates. This hedge portfolio covers a large portion of Airbus’ firm commitments
and highly probable forecast transactions. As explained above, owing to the Company’s back-to-back approach, its own exposure to
foreign exchange risk is very limited.
Interest rate risk The Company uses an asset-liability management approach with the objective to limit its interest rate risk. It
undertakes to match the risk profile of its interest-bearing assets with those of its interest-bearing liabilities. The remaining net interest
rate exposure is managed through several types of interest rate derivatives, such as interest rate swaps and interest rate futures contracts,
in order to minimise risks and financial impacts.
The vast majority of related interest rate hedges qualify for hedge accounting, and most of them are accounted for under the fair value
hedge model. As a result, both the fair value changes of these derivatives and the portion of the hedged items’ fair value change that is
attributable to the hedged interest rate risk are recognised in Profit and Loss, where they offset to the extent the hedge is effective.
AIRBUS - FINANCIAL STATEMENTS 2021 - 20
A few interest rate swaps that have been entered into as a hedge of certain of the Company variable rate debt (see Note 37.3: “Financing
Liabilities”) are accounted for under the cash flow hedge model. Related fair value gains are recognised in OCI and reclassified to profit
or loss when the hedged interest payments affect profit or loss. The Company has applied the relief introduced by the amendments made
to IFRS 9 in September 2019 on hedge accounting, having the effect that the IBOR reform should not cause hedge accounting to terminate.
The Company invests in financial instruments such as overnight deposits, certificates of deposits, commercial papers, other money market
instruments and short-term as well as medium-term bonds. For its financial instruments portfolio, the Company has an Asset Liability
Management Committee in place that meets regularly and aims to limit the interest rate risk on a fair value basis through a value-at-risk
approach, from which results a hedge ratio that is however not actively steered.
Commodity price risk The Company is exposed to risk relating to fluctuations in the prices of commodities used in the supply chain.
It manages these risks in the procurement process and to a certain extent uses derivative instruments in order to mitigate the risks
associated with the purchase of raw materials. To the extent that the gains or losses of the derivative and those of the hedged item or
transaction do not match in terms of profit or loss.
Equity price risk The Company is to a small extent invested in equity securities mainly for operational reasons. Its exposure to equity
price risk is hence limited. Furthermore, it is exposed under its LTIP to the risk of the Company share price increases. The Company limits
these risks through the use of equity derivatives that qualify for hedge accounting and have been designated as hedging instruments in
cash flow hedges, with a hedge ratio of 1:1.
Sensitivities of market risks — The approach used to measure and control market risk exposure within the Group’s financial instrument
portfolio is amongst other key indicators the valueatrisk (“VaR”). For information about VaR and the approach used by the Company to
assess and monitor sensitivities of market risks please refer to Note 38.1 “Financial Risk Management” of the Consolidated Financial
Statements.
The Company is part of the Group risk management process, which is more fully described in Note 37.1 “Financial Risk Management” of
the Consolidated Financial Statements.
A summary of the VaR position of the Company’s financial instruments portfolio at 31 December 2021 and 31 December 2020 is as
follows:
(In € million)
Total VaR
8
Equity price VaR
0
Currency VaR
8
Interest rate VaR
1
31 December 2021
Foreign exchange hedges
Financing liabilities, financial assets (including cash,
cash equivalents, securities and related hedges)
67
5
58
5
4
0
51
0
Equity swaps
Diversification effect
All financial instruments
(12)
68
(2)
61
(8)
4
(1)
51
31 December 2020
Foreign exchange hedges
20
0
20
0
Financing liabilities, financial assets (including cash,
cash equivalents, securities and related hedges)
88
4
63
4
17
0
43
0
Equity swaps
Diversification effect
All financial instruments
(25)
87
0
(35)
2
0
67
43
The decrease in the total VaR of €19 million (2020: € 87 million) is mainly attributable to the fall of FX treasury swap at Airbus SE level.The
derivative instruments entered into with external counterparties are passed on a 1:1 basis to Airbus entities. As a result, the respective
market risks of theexternal derivative instruments are offset by corresponding opposite market risks of intragroup transactions.
Liquidity Risk
The Company’s policy is to maintain sufficient cash and cash equivalents at any time to meet its present and future commitments as they
fall due. It manages its liquidity by holding adequate volumes of liquid assets and maintains a committed revolving credit facility (€ꢀ6.0
billion as of 31 December 2021), the maturity of which has been extended to 21 October 2024, in addition to the cash inflow generated
by its operating business. For information on how the Group monitors and manages liquidity risk, please refer to Note 37.1 “Financial Risk
Management” of the Consolidated Financial Statements.
AIRBUS - FINANCIAL STATEMENTS 2021 - 21
The contractual maturities of the Company financial liabilities, based on undiscounted cash flows and including interest payments, if
applicable, are as follows:
Carrying Contractual
amount cash flows
1 year-
2 years
2 years-
3 years
3 years-
4 years
4 years- More than
(In € million)
< 1 year
5 years
5 years
31 December 2021
Non-derivative financial liabilities
Derivative financial liabilities
Total
(10,919)
(4,818)
(13,162)
(6,260)
(803)
(1,938)
(2,741)
(211)
(1,678)
(1,889)
(1,211)
(1,244)
(2,455)
(937)
(728)
(2,025)
(440)
(7,975)
(232)
(15,737)
(19,422)
(1,665)
(2,465)
(8,207)
31 December 2020
Non-derivative financial liabilities
Derivative financial liabilities
Total
(12,512)
(3,166)
(14,656)
(1,869)
(1,390)
(638)
(230)
(537)
(767)
(1,045)
(605)
(1,208)
(75)
(934)
(10)
(9,847)
(4)
(15,678)
(16,525)
(2,028)
(1,650)
(1,283)
(944)
(9,851)
Credit Risk
The Company is exposed to credit risk to the extent of non-performance by its counterparts with regard to financial instruments or issuers
of financial instruments for gross cash investments. However, it has policies in place to avoid concentrations of credit risk and to ensure
that credit risk is limited.
As far as central treasury activities are concerned, credit risk resulting from financial instruments is managed by the Company. In order to
ensure sufficient diversification, a credit limit system is used.
The Company monitors the performance of the individual financial instruments and the impact of market developments on their
performance and takes appropriate action on foreseeable adverse development based on pre-defined procedures and escalation levels.
Sales of products and services are made to customers after having conducted appropriate internal credit risk assessment.
The booked amount of financial assets represents the maximum credit exposure. The credit quality of financial assets can be assessed
by reference to external credit rating (if available) or internal assessment of customers’ creditworthiness by way of internal risk pricing
methods.
In 2021, the trade receivables, neither past due nor impaired amount to €ꢀ19 million (in 2020: €ꢀ492 million).
The Company measures loss allowances at an amount that represents credit losses resulting from default events that are possible
within the next 12 months, unless the credit risk on a financial instrument has increased significantly since initial recognition, as
described in Note 37.7 “Impairment losses” of the Consolidated Financial Statements. In 2021, an amount of € -1 million of impairment
losses on financial assets is recognised in Profit and Loss (2020: € 224 million).
For further information relating to gross credit risk and impairment see “– Note 15.7: Impairment Losses”.
15.2 Carrying Amounts and Fair Values of Financial Instruments
Financial instruments The Company’s financial assets mainly consist of cash, short to medium-term deposits and securities. The
Company’s financial liabilities include intragroup liabilities, obligations towards financial institutions and issued bonds. The Company has
the same classification and accounting policies as the Group. Please refer to Note 37.1 “Financial Risk Management” of the Consolidated
Financial Statements for more information.
The Company classifies its financial assets in one of the following categories: (i) at fair value through OCI, (ii) at fair value through profit
and loss and (iii) at amortised cost. Classification depends on the Company’s business model for managing the financial assets and the
contractual terms of the cash flows.
The Company assigns its financial instruments (excluding its at-cost investments, which are outside the scope of IFRS 9 “Financial
Instruments”) into classes based on their category in the Statement of Financial Position.
AIRBUS - FINANCIAL STATEMENTS 2021 - 22
The following table presents the carrying amounts and fair values of financial instruments by class and by IFRS 9 measurement category
as of 31 December 2021:
Financial assets and liabilities at
amortised cost
Financial instrument
Total
Fair value
through profit or
Fair value
(In € million)
loss through OCI Amortised cost
Fair value
Book value
Fair value
Assets
Other investments and long
term financial assets
Equity investments
Loans
977
0
0
0
0
0
1,398
19
0
977
1,398
19
977
1,427
19
1,427
19
Trade receivables
Other financial assets
Derivative instruments
0
4,912
0
0
0
0
0
4,912
4,912
Current account Group
companies
11,239
11,239
11,239
11,239
0
12,075
17,964
7,721
533
0
537
0
537
7,721
13,145
39,411
7,721
13,145
39,440
Securities
Cash and cash equivalents
Total
8,254
13,193
13,222
Liabilities
Financing liabilities
Bonds and commercial
papers
0
0
0
0
10,328
0
11,145
0
10,328
0
11,145
0
Liabilities to financial
institutions and others
Internal loans payable
Other financial liabilities
Derivative instruments
0
0
591
0
591
0
4,818
0
0
0
0
0
4,818
4,818
30,756
30,756
30,756
30,756
Current accounts Group
companies
4,818
0
41,675
41,901
46,493
46,719
Total
AIRBUS - FINANCIAL STATEMENTS 2021 - 23
The following table presents the carrying amounts and fair values of financial instruments by class and by IFRS 9 measurement category
as of 31 December 2020:
Financial assets and liabilities at
amortised cost
Financial instrument
Total
Fair value
through profit or
Fair value
(In € million)
loss through OCI Amortised cost
Fair value
Book value
Fair value
Assets
Other investments and long
term financial assets
Equity investments
Loans
920
0
0
0
0
0
1,467
492
0
920
1,467
492
920
1,568
492
1,568
492
Trade receivables
Other financial assets
Derivative instruments
0
3,560
0
0
0
0
0
3,560
3,560
Current account Group
companies
11,167
11,167
11,167
11,167
0
9,654
6,613
512
0
494
0
494
6,613
10,660
34,879
6,613
10,660
34,980
Securities
Cash and cash equivalents
Total
14,134
7,125
13,620
13,721
Liabilities
Financing liabilities
Bonds and commercial
papers
0
0
0
0
(8,358)
(81)
(9,185)
(82)
(8,358)
(81)
(9,185)
(82)
Liabilities to financial
institutions and others
Internal loans payable
Other financial liabilities
Derivative instruments
0
0
(4,073)
(4,106)
(4,073)
(4,106)
(3,166)
0
0
0
0
0
(3,166)
(3,166)
(25,527)
(25,527)
(25,527)
(25,527)
Current accounts Group
companies
(3,166)
0
(38,039)
(38,900)
(41,205)
(42,066)
Total
Fair Value Hierarchy
For further details please refer to Note 37.2 “Carrying Amounts and Fair Values of Financial Instruments” of the Consolidated Financial
Statements.
The fair values disclosed for financial instruments accounted for at amortised cost reflect Level 2 input.
The following table presents the carrying amounts of the financial instruments held at fair value across the three levels of the fair value
hierarchy as of 31 December 2021 and 2020, respectively:
2021
Level 2
2020
Level 2
(In € million)
Level 1
Total
Level 1
Total
Financial assets measured at fair
value
Equity instruments
Derivative instruments
Securities
977
0
0
4,912
0
977
4,912
920
0
0
3,560
0
920
3,560
7,721
12,075
20,773
7,721
6,613
9,654
17,187
6,613
Cash equivalents
Total
533
12,608
26,218
512
10,166
21,259
5,445
4,072
Financial liabilities measured at fair
value
Derivative instruments
Other financial liabilities
Total
0
0
0
4,818
0
4,818
0
0
0
0
(3,166)
0
(3,166)
0
4,818
4,818
(3,166)
(3,166)
AIRBUS - FINANCIAL STATEMENTS 2021 - 24
Financial Assets Designated at Fair Value through Profit or Loss
The following types of financial assets held at 31 December 2021 and 2020, respectively, are designated at fair value through profit or
loss:
Nominal amount at initial recognition at
31 December 2021
31 December 2020
(In € million)
Designated at fair value through profit or loss at recognition:
Money market funds (accumulating)
12,075
9,654
0
Securities
0
Total
12,075
9,654
The Company manages these assets and measures their performance on a fair value basis.
15.3 Potential Effect of Set-Off Rights on Recognised Financial Assets and Liabilities
The Company reports all its financial assets and financial liabilities on a gross basis. With each derivative counterparty there are master
netting agreements in place providing for the immediate close-out of all outstanding derivative transactions and payment of the net
termination amount in the event a party to the agreement defaults or another defined termination event occurs. The following tables set
out, on a counterparty specific basis, the potential effect of master netting agreements on the Company’s financial position, separately for
financial assets and financial liabilities that were subject to such agreements as of 31 December 2021 and 31 December 2020,
respectively:
Related amounts not set off in
the Statement of Financial Position
Gross amounts
Gross recognised set off in presented in the
Net amounts
Derivative instruments
amounts
recognised
the Financial
Statements
Financial
Statements
Financial
instruments
Cash collateral
received
Net
amount
(In € million)
31 December 2021
Financial assets
Financial liabilities
31 December 2020
Financial assets
Financial liabilities
1,060
4,230
0
0
1,060
4,230
(835)
(835)
0
0
225
3,395
3,895
2,305
0
0
3,895
2,305
(1,520)
(1,520)
(77)
0
(2,298)
785
15.4 Notional Amounts of Derivative Financial Instruments
The notional amount of interest rate contracts are as follows, specified by year of expected maturity:
Remaining period
Total
(In € million)
1 year
2 years
3 years
4 years
5 years
6 years
7 years > 7 years
31 December 2021
Interest rate contracts
Interest rate future contracts
31 December 2020
Interest rate contracts
Interest rate future contracts
0
0
0
0
1,000
0
750
0
1,850
0
1,324
0
750
0
4,650
0
10,324
0
0
0
0
0
815
0
1,000
0
0
0
600
0
1,222
0
1,400
0
5,037
0
The notional amounts of equity swaps are as follows:
Remaining period
Total
(In € million)
1 year
18
2 years
17
3 years
18
4 years
> 4 years
31 December 2021
31 December 2020
10
8
0
0
63
80
32
23
17
AIRBUS - FINANCIAL STATEMENTS 2021 - 25
15.5 Derivative Financial Instruments and Hedge Accounting Disclosure
The following table presents the amounts relating to items designated as hedging instruments, no hedge ineffectiveness as of 31
December 2021 under IFRS 9:
31 December
2021
Carrying values
Asset
2020
Carrying values
Asset
Liability
Liability
(In € million)
Foreign currency risk:
Net forward sales contracts
Foreign exchange options
Interest rate risk
0
0
0
0
0
0
0
0
0
0
0
0
190
0
93
0
412
0
Commodity swap risk
Equity swap risk
0
0
0
Total
190
93
412
15.6 Net Gains or Net Losses
The Company’s net gains or net losses recognised in profit or loss in 2021 and 2020, respectively are as follows:
31 December
2021
(In € million)
2020
Financial assets or financial liabilities at fair value through profit or loss:
Held for trading
29
318
268
20
94
Designated on initial recognition
(306)
(330)
75
Financial assets at amortised cost(1)
Financial assets at fair value through OCI
Financial assets at fair value through profit or loss
Financial liabilities measured at amortised cost
57
(174)
423
(737)
(45)
Total
(218)
(1) Including impairment and Expected Credit Losses on Financial assets at amortised cost
15.7 Impairment Losses
Loss allowances For its portfolio of debt instruments including bonds, term deposits and commercial papers, the Company measures
loss allowances at an amount that represents credit losses resulting from default events that are possible within the next 12 months,
unless the credit risk on a financial instrument has increased significantly since initial recognition. In the event of such significant increase
in credit risk the Company measures loss allowances for that financial instrument at an amount equal to its life-time expected losses, i.e.
at an amount equal to the expected credit losses that result from all possible default events over the expected life of that financial
instrument.
The Company applies the low credit risk exemption allowing the Company to assume that there is no significant increase in credit risk
since initial recognition of a financial instrument, if the instrument is determined to have low credit risk at the reporting date. Similarly, the
Company has determined that its trade receivables and contract assets generally have low credit risk. The Company applies the simplified
approach permitted by IFRS 9 of measuring expected credit losses of trade receivables and contract assets on a lifetime basis from initial
recognition.
Investment grade instruments The Company considers a significant increase in credit risk to have occurred, if there is a downgrade
by four notches such that the instrument moves into a high yield bucket as a direct result of the downgrade. With respect to instruments
that were high yield at initial recognition, a downgrade by four notches is considered as a significant increase in credit risk.
AIRBUS - FINANCIAL STATEMENTS 2021 - 26
Stage 1
Stage 2
Stage 3
(In € million)
12-month ECL
Life-time ECL
Credit impaired ECL
Total
At 1 January 2021
3.6
93.9
0.0
97.5
Change in financial assets and
risk parameters
2.9
(88.0)
0.0
(85.0)
At 31 December 2021
6,7
5.9
0.0
12.5
Stage 1
Stage 2
Stage 3
(In € million)
12-month ECL
Life-time ECL
Credit impaired ECL
Total
At 1 January 2020
4.4
0.3
0. 0
4.7
Change in financial assets and
risk parameters
(0.8)
93.6
0.0
92.8
At 31 December 2020
3.6
93.9
0.0
97.5
The following impairment losses on financial assets are recognised in profit or loss in 2021 and 2020, respectively:
(In € million)
Loans
2021
2020
(158)
0
0
0
0
Trade Receivables
Total
(158)
For further information about the impairment on financial assets, please refer to Note 9 “Investments in Subsidiaries, Associates and
Participations” of the Company Financial Statements.
4.6 Other Notes
16. Auditor Fees
Fees related to professional services rendered by the Company’s auditor, Ernst & Young Accountants LLP, for the fiscal year 2020 were
€ 2,521 thousand (in 2020: € 2,198 thousand). These fees relate to audit services only.
17. Events after the Reporting Date
No events after Reporting Date.
AIRBUS - FINANCIAL STATEMENTS 2021 - 27
5
Other supplementary Information
including the
Independent Auditor’s Report
1.
Appropriation of Result
Articles 30 and 31 of the Articles of Association provide that the Board of Directors shall determine which part of the result shall be
attributed to the reserves. The General Meeting of Shareholders may dispose of a reserve only upon a proposal of the Board of Directors
and to the extent it is permitted by law and the Articles of Association. Dividends may only be paid after adoption of the annual accounts
from which it appears that the shareholders’ equity of the Company is more than the amount of the issued and paid-in part of the capital
increased by the reserves that must be maintained by law.
It will be proposed at the Annual General Meeting of Shareholders that the loss for the period of €ꢀ-114 million as shown in the income
statements for the financial year 2021 is to be added to retained earnings. For the fiscal year 2021, the Company’s Board of Directors
proposes a cash distribution payment of € 1.50 per share.
2.
Independent Auditor’s Report
To: the General Meeting of Shareholders of Airbus SE
AIRBUS - FINANCIAL STATEMENTS 2021 - 28
Ernst & Young Accountants LLP
Cross Towers, Antonio Vivaldistraat 150
1083 HP Amsterdam, Netherlands
Postbus 7883
Tel: +31 88 407 10 00
Fax: +31 88 407 10 05
ey.com
1008 AB Amsterdam, Netherlands
Independent auditor’s report
To: the shareholders and Board of Directors of Airbus SE
Report on the audit of the financial statements 2021 included in
the annual report
Our opinion
We have audited the financial statements 2021 of Airbus SE (the Company) based in Amsterdam.
In our opinion the accompanying financial statements give a true and fair view of the financial position of Airbus SE as
at 31 December 2021 and of its result and its cash flows for 2021 in accordance with International Financial Reporting
Standards as adopted by the European Union (EU-IFRS) and with Part 9 of Book 2 of the Dutch Civil Code.
The financial statements comprise:
The consolidated and company statement of financial position as at 31 December 2021
The following statements for 2021: the consolidated and company income statement, the consolidated and
company statements of comprehensive income, changes in equity and cash flows
The notes comprising a summary of the significant accounting policies and other explanatory information
Basis for our opinion
We conducted our audit in accordance with Dutch law, including the Dutch Standards on Auditing. Our responsibilities
under those standards are further described in the Our responsibilities for the audit of the financial statements section
of our report.
We are independent of Airbus SE in accordance with the EU Regulation on specific requirements regarding statutory
audit of public-interest entities, the “Wet toezicht accountantsorganisaties” (Wta, Audit firms supervision act), the
Verordening inzake de onafhankelijkheid van accountants bij assurance-opdrachten” (ViO, Code of Ethics for
Professional Accountants, a regulation with respect to independence) and other relevant independence regulations in
the Netherlands. Furthermore, we have complied with the “Verordening gedrags- en beroepsregels accountants
(VGBA, Dutch Code of Ethics).
We believe the audit evidence we have obtained is sufficient and appropriate to provide a basis for our opinion.
Information in support of our opinion
We designed our audit procedures in the context of our audit of the financial statements as a whole and in forming our
opinion thereon. The following information in support of our opinion and any findings were addressed in this context,
and we do not provide a separate opinion or conclusion on these matters.
Our understanding of the business
The Company is globally active in developing, producing and delivering aeronautics and aerospace products and
related services. The Company is structured in segments and we tailored our group audit approach accordingly. We
paid specific attention in our audit to a number of areas driven by the operations of the group and our risk
assessment. We refer to the key audit matters for those areas.
We start by determining materiality and identifying and assessing the risks of material misstatement of the financial
statements, whether due to fraud or error, in order to design audit procedures responsive to those risks and to obtain
audit evidence that is sufficient and appropriate to provide a basis for our opinion. The risk of not detecting a material
misstatement resulting from fraud is inherently higher than for one resulting from error, as fraud may involve
collusion, forgery, intentional omissions, misrepresentations, or the override of internal control.
Materiality
Materiality
€261 million (2020: € 250 million)
Benchmark applied
Explanation
5% of “normalized” EBIT Adjusted. (2020: 5% of “normalized” EBIT Adjusted)
We consider normalized EBIT Adjusted as the most appropriate benchmark as it
best aligns with the expectations of those charged with governance at Airbus SE
and in our assessment of users of the Company’s financial statements.
In determining this year’s materiality, we have considered the unique
combination of macro-economic factors that led to disruption in demand as a
result of the COVID-19 pandemic. We believe that in order to set materiality in
the current uncertain economic times, we should account for what is expected
to be a relatively temporary phenomenon. Whilst we considered alternative
benchmarks to normalized EBIT Adjusted including revenue and total assets, we
believe that a normalized EBIT Adjusted approach to materiality remains
appropriate. This addresses the analysts’ consensus that the Company’s
industry economics including demand will return to previous levels over time.
The normalized EBIT Adjusted is based on an historic ratio between EBIT
Adjusted and revenue.
We have also taken into account misstatements and/or possible misstatements that in our opinion are material for the
users of the financial statements for qualitative reasons.
We agreed with the Audit Committee of the Board of Directors (the Audit Committee) that misstatements in excess of
€ 13 million, that are identified during the audit if any, would be reported to them, as well as smaller misstatements
that in our view must be reported on qualitative grounds.
Scope of the group audit
Airbus SE is at the head of a group of entities. The financial information of this group is included in the consolidated
financial statements.
Because we are ultimately responsible for the opinion, we are also responsible for directing, supervising and
performing the group audit. In this respect we have determined the nature and extent of the audit procedures to be
carried out for group entities. Decisive were the size and/or the risk profile of the group entities or operations. On this
basis, we selected group entities for which an audit or review had to be carried out on the complete set of financial
information or on specific items.
The entities are grouped by the Company into three business segments: Airbus, Airbus Helicopters and
Airbus Defence and Space. The audit of the three segments is performed jointly by EY and KPMG.
The audits of the entities in scope are performed by either EY or KPMG network firms or by both in the countries the
entities involved are located.
Because of the continuing (international) travel restrictions and social distancing due to the COVID-19 pandemic, we
needed to restrict or have been unable to visit the company and component auditors to discuss, amongst others, the
business activities and the identified significant risks or to review and evaluate relevant parts of the component
auditor's audit documentation and to discuss significant matters arising from that evaluation on site. Furthermore, we
were forced to perform our procedures to an extent remotely due to the COVID-19 measures. In order to compensate
for the limitations related to the absence of physical meetings and direct observation, we used predominantly
communication technology and written information exchange, attended calls and video conferences with (local)
management and local auditors throughout the audit and closing meetings, and reviewed partly remotely the
component teams’ working papers in order to obtain sufficient and appropriate audit evidence to provide a basis for
our opinion.
In total the scope of our audit procedures covered 93% of total consolidated revenue, 92% of total consolidated assets
and 86% of total consolidated EBIT and all adjustments to EBIT. The remaining 7% of revenues, 8% of total assets and
14% of total EBIT result from entities, none of which individually represents more than 1% of revenues or EBIT. For
those entities, we performed, amongst others, analytical procedures to corroborate our assessment that the financial
statements are free from material misstatements.
We executed an audit plan that includes participation in risk assessment and planning discussions, setting the direction
of the group audit work (including instructions to the divisional and entity auditors), reviewing and discussing the
planned audit approach, obtaining an understanding of the financial reporting process and performing procedures on
the group consolidation, participating in the evaluation of key accounting topics, reviewing the financial statements
and participating in meetings with the management of the Company and its divisions. In our audit instructions, we also
included targeted audit procedures regarding the risks of material misstatement associated with the key programmes
as well as targeted audit procedures regarding the risk of material misstatement due to non-compliance with laws and
regulations. We assessed that the audit teams both at group and at component levels included the appropriate skills
and competences which are needed for the audit of a listed client in the aerospace industry. We furthermore executed
file reviews at division level.
By performing the procedures mentioned above at components of the group, together with additional procedures at
group level, we have been able to obtain sufficient and appropriate audit evidence about the group’s financial
information to provide an opinion about the consolidated financial statements.
Teaming and use of specialists
We ensured that the audit team both at group level and at component levels included the appropriate skills and
competences which are needed for the audit of a listed client in the aviation industry. We involved several EY
specialists to assist the audit team, including specialists from our tax, actuarial, treasury, valuation and forensic
departments.
Our focus on climate risks and the energy transition
Climate objectives will be high on the public agenda in the next decades. Issues such as CO2 reduction (potentially)
impact financial reporting, as these issues entail risks for the business operation, the valuation of assets ('stranded
assets') and provisions or the sustainability of the business model and access to financial markets of companies with a
larger CO2 footprint.
As part of our audit of the financial statements, we evaluated the extent to which climate-related risks and the
possible effects of the energy transition are taken into account in estimates and significant assumptions as well as in
the design of internal controls related to relevant estimates and assumptions by Airbus SE. Furthermore, we r ead the
report of the Board of Directors and considered whether there is any material inconsistency between the non -financial
information in section 4.6.4 and the financial statements.
Our audit procedures to address the assessed climate-related risks and the possible effects of the energy transition did
not result in a key audit matter. However, we describe the audit procedures responsive to the assessed risk such as the
valuation of long-lived assets in the description of our audit approach for the key audit matter “Recoverability of key
programme assets”.
Our focus on fraud and non-compliance with laws and regulations
Our responsibility
Although we are not responsible for preventing fraud or non-compliance and we cannot be expected to detect all
fraud and/or non-compliance with all laws and regulations, it is our responsibility to obtain reasonable assurance that
the financial statements, taken as a whole, are free from material misstatement, whether caused by fraud or error.
Our audit response related to fraud risks
We identify and assess the risks of material misstatements of the financial statements due to fraud (also referred to as
‘fraud risks’ or ‘risks of fraud’ hereafter). During our audit we obtained an understanding of the comp any and its
environment and the components of the system of internal control, including the risk assessment process and process
for responding to the risks of fraud and monitoring the system of internal control and how the Audit Committee and
the Ethics, Compliance and Sustainability Committee exercise oversight, as well as the outcomes. We refer to section
4.6 of the report of the Board of Directors for the risk assessment including the risk of fraud that might result in non -
compliance with anti-corruption laws and regulation.
We evaluated the design and relevant aspects of the system of internal control and in particular the fraud risk
assessment, as well as the code of conduct, whistle blower procedures and incident registration. We evaluated the
design and the implementation and, where considered appropriate, tested the operating effectiveness of internal
controls designed to mitigate fraud risks.
As part of our process of identifying fraud risks, we evaluated fraud risk factors with respect to financial reporting
fraud, misappropriation of assets and bribery and corruption in close co-operation with our forensic and legal
specialists. We evaluated whether these factors indicate that a risk of material misstatement due to fraud or non -
compliance with laws and regulations is present. For our audit response related to the risk of non-compliance with
laws and regulations, including bribery and corruption, please refer to the next section.
We incorporated elements of unpredictability in our audit. We also considered the outcome of our other audit
procedures and evaluated whether any findings were indicative of fraud or non-compliance.
As in all of our audits, we addressed the risks related to management override of controls and when identifying and
assessing fraud risks we presumed that there are risks of fraud in revenue recognition. For the risk related to
management override of controls we performed procedures to evaluate key accounting estimates for management
override in particular relating to important judgment areas and significant accounting estimates as disclosed in Note 4
“Key Estimates and Judgements” to the financial statements. We have also used data analytics to identify and address
high-risk journal entries. This risk did however not require significant auditor’s attention in addition to the following
fraud risks identified during our audit:
Risks related to management override in the determination of margin at completion and recoverability of key
program assets
Fraud risk
In our audit we gave significant attention to the judgments and assumptions in the determination of
the provision for onerous contracts, specifically the contract margin, the impairment of assets
Risks related to management override in the determination of margin at completion and recoverability of key
program assets
especially related to the recoverability of key program assets and the program-related provisions
and depreciations and considered whether the judgments and assumptions indicated a
management override that may represent a risk of material misstatement due to fraud.
Our audit
approach
We describe the audit procedures responsive to the assessed risk of fraud in the description of our
audit approach for the key audit matters:
“Estimations related to contract margin for the accounting of onerous contracts, and
“Recoverability of key programme assets - long-lived assets and inventory.
Risks of fraud in revenue recognition
Fraud risk
When identifying and assessing fraud risks, we presume that there are risks of fraud in revenue
recognition. In our audit we gave significant attention to the cut-off risk of cost incurred for
performance obligation satisfied overtime and the cut-off risk on transfer of control for
performance obligations satisfied at a point in time.
Our audit
approach
We describe the audit procedures responsive to the risks of fraud in revenue recognition in the
description of our audit approach for the key audit matter ”Revenue recognition.
We considered available information and made enquiries of relevant executives, directors (including internal audit,
legal, compliance, human resources and divisional directors) and the Board of Directors.
The fraud risks we identified, enquiries and other available information did not lead to specific indications for fra ud or
suspected fraud potentially material to the financial statements.
Our audit response related to risks of non-compliance with laws and regulations
We assessed factors related to the risks of non-compliance with laws and regulations that could reasonably be
expected to have a material effect on the financial statements from our general industry experience, through
discussions with the Board of Directors, reading minutes, inspection of internal audit and compliance reports , and
performing substantive tests of details of classes of transactions, account balances or disclosures.
We identified the following risk of non-compliance and performed the following specific procedures:
Risk of non-compliance with anti-bribery and anti-corruption in connection with sales contracts
Risk
A part of the Company’s business is characterized by competition for contracts with customers in
high-risk countries and which are often directly or indirectly associated with governments. In
obtaining these contracts the Company uses commercial intermediaries in a number of territories.
In identifying and assessing fraud risks, we considered the risks of non-compliance with anti-bribery
and anti-corruption legislation in high-risk countries, including the use of commercial
intermediaries.
We refer to the discussion of legal risks in section 4.6.3 ‘Anti-Corruption Laws and Regulations’ of
the report of the Board of Directors.
Our audit
approach
We performed amongst others the following audit procedures, directed specifically this fraud risk
and designed and performed in conjunction with our in-house forensic specialists:
We evaluated the tone set by management and the Board of Directors as well as the Company’s
approach in managing this risk.
We evaluated the overall control environment and evaluated and tested the Company’s policies
and anti-bribery and anti-corruption procedures.
Risk of non-compliance with anti-bribery and anti-corruption in connection with sales contracts
We tested the selection process of commercial intermediaries, related contractual arrangements
and payments to intermediaries.
We maintained a high level of vigilance to possible indications of bribery and corruption whilst
carrying out our other audit procedures.
We tested journal entries and other transactions with unusual characteristics using amongst
other data-analytics tools.
We evaluated the activities and reporting of the monitor and assessed the incident reporting
system of Airbus and follow up of material incidents.
We also read and evaluated lawyers’ letters and correspondence with regulatory authorities and remained alert to any
indication of (suspected) non-compliance throughout the audit. Finally we obtained written representations that all
known instances of non-compliance with laws and regulations have been disclosed to us.
We assessed that the disclosures in note 38 of the financial statements reflect the current status of the most
significant investigations regarding suspected breaches of law and regulations in accordance with accounting
standards. We also evaluated the appropriateness of the contingent liability disclosure (note 24) in the financial
statements.
Our audit response related to going concern
As disclosed in section in Note 2 “Impact of the COVID-19 pandemic” to the financial statement, the Board of Directors
made a specific assessment of the company’s ability to continue as a going concern and to continue its operations for
at least the next 12 months. We discussed and evaluated the specific assessment with management exercising
professional judgment and maintaining professional scepticism. We considered whether the Board’s going concern
assessment, based on our knowledge and understanding obtained through our audit of the financial statements or
otherwise, contains all events or conditions that may cast significant doubt on the company’s ability to continue as a
going concern. If we conclude that a material uncertainty exists, we are required to draw attention in our auditor’s
report to the related disclosures in the financial statements or, if such disclosures are inadequate, to modify our
opinion. Based on our procedures performed, we did not identify significant doubts on the company’s ability to
continue as a going concern for the next 12 months. Our conclusions are based on the audit evidence obtained up to
the date of our auditor’s report. However, future events or conditions may cause a company to cease to continue as a
going concern.
Our key audit matters
Key audit matters are those matters that, in our professional judgment, were of most significance in our audit of the
financial statements. We have communicated the key audit matters to the Board of Directors. The key audit matters
are not a comprehensive reflection of all matters discussed.
The key audit matter “Litigation and claims and risk of non-compliance with laws and regulations” which was included
in our last year’s auditor’s report, is not considered a key audit matter for 2021 as the deferred prosecution agreement
was signed in 2020.
Revenue recognition
(Reference is made to the disclosures on Note 3 “Significant Accounting Policies,
Note 4 “Key estimates and judgements, Note 11 “Segment Information” and
Note 12 “Revenues and gross margin” of the financial statements)
Risk
The Group revenue recognition is complex due to its wide range of activities
(including the sale of commercial aircraft and helicopters, sale of military aircraft and
helicopters, sale of space systems and services), its various types of contracts including non -
standard clauses and the duration of some contracts including long-term development activities.
Revenue recognition
(Reference is made to the disclosures on Note 3 “Significant Accounting Policies,
Note 4 “Key estimates and judgements, Note 11 “Segment Information” and
Note 12 “Revenues and gross margin” of the financial statements)
When identifying and assessing fraud risks, we presume that there are risks of fraud in revenue
recognition relating to the estimates of margin at completion and cut-off of costs incurred
related to over time contracts as well as the cut-off risk on deliveries related to point in time
contracts.
Furthermore, recognition of revenue includes significant judgements and estimates including
whether or not the contracts contain multiple performance obligations which should be
accounted for separately and including the determination of the most appropriate method for
revenue recognition of these performance obligations. This comprises the identification of
potential variable considerations reducing the consideration received, allocation of this
consideration to the different performance obligations and assessing if the performance
obligations are satisfied over time or at a point in time.
In particular the amount of revenue and profit recognized in a year for performance obligations
satisfied at a point in time is dependent on the transfer of control. For performance obligations
satisfied over time this is dependent on the assessment of the stage of completion of
performance obligations as well as estimated total revenues and estimated total costs. The
Company uses costs incurred as the method for determining stage of completion.
Our audit
approach
Our audit procedures included, amongst others, assessing the appropriateness of the
Company’s accounting policies related to revenue recognition according to IFRS15 “Revenue
from contracts with customers” and whether the accounting policies have been applied
consistently or whether changes, if any, are appropriate in the circumstances. In addition, we
evaluated the design and implementation and, where considered appropriate, tested the
operating effectiveness of internal controls related to the completeness, accuracy and timing of
the revenue recognized. We selected individual revenue transactions to assess proper
identification of the performance obligations in the contracts and allocation of the
consideration amongst the performance obligation (such as the A400M contract and space
contracts), the completeness and valuation of the variable considerations included in the
transaction price (notably for A400M contract) and the timing of transfer of control.
In order to evaluate the significant judgements and estimates made by management, we read
supporting contractual agreements, met with sales representatives and programme teams to
understand the nature of the various obligations to be rendered under the contract and discuss
specific clauses that could prevent transfer of control (mostly for the sales of commercial
aircrafts), obtained evidence of transfer of control such as proof of delivery, tested the costs
incurred, examined computation of costs progression and assessed the reasonableness of the
estimated cost to complete included in the cost-to-cost method for performance obligation
recognized over time (notably for A400M development).
Finally, we determined that appropriate disclosures were made in the financial statements.
Estimations related to contract margin for the accounting of onerous contracts
(Reference is made to the disclosure on Note 3 “Significant Accounting Policies,
Note 4 “Key estimates and judgements, Note 12 “Revenues and gross margin” and
Note 25 “Provisions, contingent assets and contingent liabilities” of the financial statements)
Risk
The Group owns a large portfolio of long-term contracts for which it needs to assess the
contract margin in order to recognise a provision for onerous contract.
Provisions for onerous contracts such as for the A400M contract are recognized when it
becomes probable that the present value of unavoidable costs of fulfilling the obligations under
the contract exceeds the present value of economic benefits expected to be received under the
contract.
The identification and determination of these contract margins and provisions for onerous
contracts requires management’s significant judgement and assumptions associated with
estimated revenue and costs at completion of the programme, the achievement of technical
milestones, production plan, performance guarantees as well as key risks such as expected
outcome from ongoing negotiations with customers, penalties for delay or technical non-
compliance. We considered whether the judgments and assumptions indicated a management
override that may represent a risk of material misstatement due to fraud.
Our audit
approach
Our audit procedures included, amongst others, assessing the appropriateness of the
Company’s accounting policies related to estimations for onerous contracts according to IAS 37
“Provisions, contingent liabilities and contingent assets” and whether the accounting policies
have been applied consistently or whether changes, if any, are appropriate in the
circumstances.
We evaluated the design and implementation and where considered appropriate tested the
operating effectiveness of internal controls for accounting for onerous contracts and for the
assessment of the contract margin.
We also performed substantive procedures on individually significant programmes. We
evaluated management’s assumptions in the identification and determination of amongst
others the stage of completion of a project and estimates to complete for both revenue and
costs. We tested the costs incurred to date and the accuracy and completeness of the data used
in developing these key estimates.
We also evaluated management’s assessment of key contract risks and opportunities to
determine whether or not these are appropriately reflected in the cost to complete forecasts,
paid specific attention to technical and market developments and ongoing negotiations with
customers. We performed inquiries with the programme team and the Head of Programme in
order to confirm our understanding on the programme status and associated risks which may
affect total estimated costs to complete.
We challenged management’s assumptions by discussing and reviewing correspondence with
customers, considered the accuracy and consistency of similar estimates made in previous years
and corroborated the assumptions with the latest contractual information.
Finally, we determined that appropriate disclosures were made in the financial statements.
Recoverability of key programme assets - long-lived assets and inventory (Reference is made to the disclosures on
Note 3 “Significant Accounting Policies, Note 19 “Intangible Assets” and
Note 21 “Property, Plant and Equipment” of the financial statements)
Risk
Recoverability of finished aircraft and work in progress inventory, capitalized program
development costs, other intangible assets and jigs and tools, needs to be tested if there is an
indicator of impairment or the reversal thereof.
The main estimates to determine if an impairment of long-lived assets such as capitalized
development costs, other intangible assets and jigs and tools has to be recognized are the future
cash flows and the appropriate discount rates.
In case of order cancellation, some work in progress and finished aircraft may no longer be fully
recoverable. Associated depreciations depend on the estimate of the selling price, remarketing
costs and other costs.
Owing to the inherent uncertainty involved in forecasting future revenues and costs and
interpreting contractual and commercial positions in determining impairments, especially in the
COVID-19 context, this is a key audit area. We considered whether the judgments and
assumptions indicated a management override that may represent a risk of material
misstatement due to fraud.
Inherent uncertainties also include that new or amended climate change related laws and
regulations, political decisions and/or social context may result in the need to revise existing
estimates. Climate change related estimation processes, measurement systems and reporting
standards are expected to further develop and improve over time, which might result in changes
of estimates.
Our audit
approach
Our audit procedures included, amongst others, assessing the appropriateness of the
Company’s accounting policies related to estimations for recoverability of assets according to
IAS 36 “Impairment of assets” and IAS 2 “Inventories” and whether the accounting policies have
been applied consistently or whether changes, if any, are appropriate in the circumstances.
We evaluated the design and implementation and where considered appropriate tested the
operating effectiveness of internal controls for identifying and recording impairments of long-
lived assets and depreciations of work-in-progress and finished aircrafts.
We evaluated the analysis performed by management regarding the indicators of impairment,
considering future expected orders and deliveries. If indicators of impairment were identified,
we tested the impairment tests performed by management by reviewing the integrity of the
management’s impairment model. We assessed management’s assumptions for the discount
rate, the determination of the forecasted revenue to be realized (including the timing of
expected deliveries or services and estimated selling price), cost to be incurred (including any
contractual penalties), the expected gross margin, including performing sensitivity analysis to
evaluate the impact of changing some assumptions such as the discount rate or key business
parameters (price, growth rate for instance), and for the assumptions related to useful life of the
program in the context of climate change. We also performed inquiry of the Programme
Controller and Head of Programmes to confirm our understanding of the status of the
programme.
We tested the valuation of work-in-progress and finished goods by evaluating management’s
assumptions in the determination of likelihood of cancellation, future selling price, remarketing
and other costs. We challenged management’s assumptions by discussing and reviewing
correspondence with customers and comparing them with historical data, appraisers’ market
value and agreements with customers.
Recoverability of key programme assets - long-lived assets and inventory (Reference is made to the disclosures on
Note 3 “Significant Accounting Policies, Note 19 “Intangible Assets” and
Note 21 “Property, Plant and Equipment” of the financial statements)
Finally, we determined that appropriate disclosures were made in the financial statements.
Accounting for derivative financial instruments and hedge ineffectiveness
(Reference is made to Note 38 “Financial instruments” of the financial statements)
Risk
The Company operates in a business environment that is exposed to currency volatility. A
significant portion of the Company’s revenue is denominated in US dollars, while a major part of
its costs is incurred in Euro and, to a lesser extent, in Pound Sterling. In response to these risks
the Company uses financial instruments (mainly currency forwards) to mitigate the exposure to
changes in market rates.
The Company applies cash flow hedge accounting. The accounting policy allows the Company to
re-position the foreign currency hedges and avoid hedge disqualification when a hedged aircraft
is postponed. This is conditioned by the Company’s ability to demonstrate the absence of a
reduction in the number of hedged aircrafts over the Foreign Exchange management hedging
horizon.
The magnitude of the Company’s hedge portfolio entails a significant “mark to market”
valuation risk. Furthermore, in the COVID-19 context, potential changes in the delivery
assumptions related to aircraft cancelations, customer defaults and aircraft postponement
beyond the Foreign exchange management hedging horizon could lead to disqualification of the
associated cash-flow hedges and incorrect accounting.
Our audit
approach
Our audit procedures included, amongst others, assessing the appropriateness of the
Company’s accounting policies related to valuation of financial instruments and hedge
accounting according to IFRS 9 “Financial Instruments” and IFRS 13 “Fair Value Measurement”
and whether the accounting policies have been applied consistently or whether changes, if any,
are appropriate in the circumstances.
For the audit of the foreign currency hedge portfolio, we used specialists who evaluated the
design and implementation and where considered appropriate tested the operating
effectiveness of controls around the Company’s central treasury system, independently
calculated the valuation of the treasury portfolio by sample and evaluated the application of the
cash flow hedge accounting rules.
We obtained counterparty confirmation of the outstanding financial instruments to verify the
existence and ownership of the hedge portfolio.
Based on a sample of financial derivative instruments we assessed that the fair value of the
financial instruments was correctly determined and no material exceptions were noted.
We verified the documentation of the hedged items supported by both the recoverable backlog
and production rate over the Foreign Exchange management hedging horizon. We tested the
highly probable assessment of future aircraft delivery performed by the Company and
challenged key management assumptions pertaining to order cancellation, airline default and
aircraft rescheduling risks.
Finally, we determined that appropriate disclosures were made in the financial statements.
Report on other information included in the annual report
The annual report contains other information in addition to the financial statements and our auditor’s report thereon.
Based on the following procedures performed, we conclude that the other information:
Is consistent with the financial statements and does not contain material misstatements
Contains the information as required by Part 9 of Book 2 for the management report and the other information as
required by Part 9 of Book 2 of the Dutch Civil Code and as required by Sections 2:135b and 2:145 sub-section 2 of
the Dutch Civil Code for the remuneration report
We have read the other information. Based on our knowledge and understanding obtained through our audit of the
financial statements or otherwise, we have considered whether the other information contains material
misstatements. By performing these procedures, we comply with the requirements of Part 9 of Book 2 and Section
2:135b sub-Section 7 of the Dutch Civil Code and the Dutch Standard 720. The scope of the procedures performed is
substantially less than the scope of those performed in our audit of the financial statements.
The Board of Directors is responsible for the preparation of the other information, including the management report in
accordance with Part 9 of Book 2 of the Dutch Civil Code, other information as required by Part 9 of Book 2 of the
Dutch Civil Code and for ensuring that the remuneration report is drawn up and published in accordance with
Sections 2:135b and 2:145 sub-section 2 of the Dutch Civil Code.
Report on other legal and regulatory requirements and ESEF
Engagement
We were engaged by the general meeting as auditor of Airbus SE on 28 April 2016, as of the audit for the year 2016
and have operated as statutory auditor ever since that date.
No prohibited non-audit services
We have not provided prohibited non-audit services as referred to in Article 5(1) of the EU Regulation on specific
requirements regarding statutory audit of public-interest entities.
European Single Electronic Reporting Format (ESEF)
Airbus SE has prepared the annual report in ESEF. The requirements for this are set out in the Delegated Regulation
(EU) 2019/815 with regard to regulatory technical standards on the specification of a single electronic reporting format
(hereinafter: the RTS on ESEF).
In our opinion, the annual report, prepared in the XHTML format, including the partially marked -up consolidated
financial statements, as included in the reporting package by Airbus SE, complies in all material respects with the RTS
on ESEF.
The Board of Directors is responsible for preparing the annual report, including the financial statements, in accordance
with the RTS on ESEF, whereby the Board of Directors combines the various components into a single reporting
package.
Our responsibility is to obtain reasonable assurance for our opinion whether the annual report in this reporting
package complies with the RTS on ESEF.
Our procedures, taking into account Alert 43 of the NBA (the Netherlands Institute of Chartered Accountants),
included amongst others:
Obtaining an understanding of the Company’s financial reporting process, including the preparation of the
reporting package
Obtaining the reporting package and performing validations to determine whether the reporting package
containing the Inline XBRL instance document and the XBRL extension taxonomy files has been prepared in
accordance with the technical specifications as included in the RTS on ESEF
Examining the information related to the consolidated financial statements in the reporting package to determine
whether all required mark-ups have been applied and whether these are in accordance with the RTS on ESEF
Description of responsibilities regarding the financial statements
Responsibilities of the Board of Directors and the Audit Committee for the financial
statements
The Board of Directors is responsible for the preparation and fair presentation of the financial statements in
accordance with EU-IFRS and Part 9 of Book 2 of the Dutch Civil Code. Furthermore, the Board of Directors is
responsible for such internal control as it determines is necessary to enable the preparation of the financial statements
that are free from material misstatement, whether due to fraud or error.
As part of the preparation of the financial statements, the Board of Directors is responsible for assessing the
Company’s ability to continue as a going concern. Based on the financial reporting frameworks mentioned, the Board
of Directors should prepare the financial statements using the going concern basis of accounting unless the Board of
Directors either intends to liquidate the Company or to cease operations or has no realistic alternative but to do so.
The Board of Directors should disclose events and circumstances that may cast significant doubt on the Company’s
ability to continue as a going concern in the financial statements.
The Audit Committee is responsible for overseeing the Company’s financial reporting process.
Our responsibilities for the audit of the financial statements
Our objective is to plan and perform the audit engagement in a manner that allows us to obtain sufficient and
appropriate audit evidence for our opinion.
Our audit has been performed with a high, but not absolute, level of assurance, which means we may not detect all
material errors and fraud during our audit.
Misstatements can arise from fraud or error and are considered material if, individually or in the aggregate, they could
reasonably be expected to influence the economic decisions of users taken on the basis of these financial statements.
The materiality affects the nature, timing and extent of our audit procedures and the evaluation of the effect of
identified misstatements on our opinion.
We have exercised professional judgment and have maintained professional scepticism throughout the audit, in
accordance with Dutch Standards on Auditing, ethical requirements and independence requirements. The Information
in support of our opinion’ section above includes an informative summary of our responsibilities and the work
performed as the basis for our opinion.
Our audit further included amongst others:
Performing audit procedures responsive to the risks identified, and obtaining audit evidence that is sufficient and
appropriate to provide a basis for our opinion
Obtaining an understanding of internal control relevant to the audit in order to design audit procedures that are
appropriate in the circumstances, but not for the purpose of expressing an opinion on the effectiveness of th e
Company’s internal control
Evaluating the appropriateness of accounting policies used and the reasonableness of accounting estimates and
related disclosures made by the Board of Directors
Evaluating the overall presentation, structure and content of the financial statements, including the disclosures
Evaluating whether the financial statements represent the underlying transactions and events in a manner that
achieves fair presentation
Communication
We communicate with the Audit Committee regarding, amongst other matters, the planned scope and timing of the
audit and significant audit findings, including any significant findings in internal control that we identify during our
audit.
In this respect we also submit an additional report to the Audit Committee in accordance with Article 11 of the EU
Regulation on specific requirements regarding statutory audit of public-interest entities. The information included in
this additional report is consistent with our audit opinion in this auditor’s report.
We provide the Audit Committee with a statement that we have complied with relevant ethical requirements regarding
independence, and to communicate with them all relationships and other matters that may reasonably be thought to
bear on our independence, and where applicable, related safeguards.
From the matters communicated with the Audit Committee, we determine the key audit matters: those matters that
were of most significance in the audit of the financial statements. We describe these matters in our auditor’s report
unless law or regulation precludes public disclosure about the matter or when, in extremely rare circumstances, not
communicating the matter is in the public interest.
Amsterdam, 16 February 2022
Ernst & Young Accountants LLP
Signed by N.M. Pul
Report of the Board
of Directors
(Issued as of 16 February 2022)
Airbus SE/ Report of the Board of Directors 2021
1
1.
2.
3.
GENERAL OVERVIEW
SUMMARY 2021
4
5
SHARE CAPITAL AND STOCK PRICE EVOLUTION
3.1 Shareholding and voting rights
3.2 Relationship with Principal Shareholders
3.3 Share price performance 2021
3.4 Dividend policy
7
7
11
15
16
4.
CORPORATE GOVERNANCE
17
17
4.1 Management and Control
4.2 Conflict of interest
25
4.3 Dutch Corporate Governance Code
4.4 Remuneration Report
25
26
4.5 Enterprise Risk Management System
4.6 Risk Factors
42
44
5.
6.
7.
FINANCIAL PERFORMANCE
62
62
68
5.1 IFRS Consolidated Financial Statements
5.2 Information on Airbus SE auditors
NON-FINANCIAL INFORMATION AND OTHER CORPORATE ACTIVITIES
6.1 Non-Financial Information
69
69
131
142
142
145
6.2 Other Corporate Activities
AIRBUS STRATEGY
7.1 Commercial leadership, value creation and profitability
7.2 Top Company Objectives 2022
8.
FINANCIAL TARGETS FOR 2022
146
Airbus SE/ Report of the Board of Directors 2021
2
Dear Shareholders,
This is the Report of the Board of Directors (the "Board Report") on the activities of Airbus SE (together with its subsidiaries
referred to as the "Company") during the 2021 financial year, prepared in accordance with Dutch law.
For further information regarding the Company's business, finances, risk factors and corporate governance, please refer to
Airbus SE / 2021 Board Report
3
1. General Overview
Airbus pioneers sustainable aerospace for a safe and united world. The Company constantly innovates to provide efficient
and technologically-advanced solutions in aerospace, defence, and connected services. In commercial aircraft, Airbus offers
modern and fuel-efficient airliners and associated services. Airbus is also a European leader in defence and security and one
of the world's leading space businesses. In helicopters, Airbus provides the most efficient civil and military rotorcraft
solutions and services worldwide.
Airbus SE / 2021 Board Report
4
2. Summary 2021
2021 was a year of transition, with the focus shifting from navigating the pandemic towards recovery and growth. The
Company achieved a great deal despite all the complexities it faced. Its accomplishments ranged from major new orders and
the resumption of the single-aisle commercial aircraft ramp-up, to launching the A350 freighter, preparing the defence
programmes of tomorrow and pioneering sustainable aerospace.
A selection of key announcements follows (the full list of announcements is available at:
https://www.airbus.com/en/newsroom):
Airbus
Airbus delivered 611 commercial aircraft to 88 customers in 2021. It recorded a total of 771 new orders (507 net
orders) from 27 customers in all market segments. The A220 won 38 new orders, confirming it as the leading
aircraft in its category. The A320 Family won 437 new orders including 37 A321XLR. In the widebody segment,
Airbus won 46 new net orders including 30 A330s and 16 A350s.
After receiving Board of Directors approval during the year, orders and commitments for the A350 Freighter were
received from customers CMA CGM, Air Lease Corporation, Air France and Singapore Airlines.
Airbus delivered the first A350 from its widebody completion & delivery centre in Tianjin (C&DC), China, taking
additional steps in the expansion of its global footprint and long-term strategic partnership with China.
Airbus resumed work on the modernisation of its A320 Family industrial capabilities in Toulouse. They will provide
Airbus with increased flexibility throughout its global industrial production system to respond to market recovery
and future demand.
The ACJ TwoTwenty, launched in 2020, successfully completed its first flight from Canada’s Mirabel airport in
December 2021. The aircraft is a new value proposition to business aviation buyers.
Airbus, Dassault Aviation, ONERA, the French Ministry of Transports and Safran launched the first in-flight study of
a single-aisle aircraft running on unblended sustainable aviation fuel (SAF). During the flight test over the Toulouse
region, one CFM LEAP-1A engine of an Airbus A319neo test aircraft operated on 100% SAF. Initial results from the
ground and flight tests are expected in 2022.
Airbus performed the first long-haul demonstration of formation flight in general air traffic (GAT) regulated
transatlantic airspace with two A350 aircraft flying at three kilometres apart from Toulouse, France to Montreal,
Canada. Over 6 tons of CO2 emissions were saved on the trip, confirming the potential for more than a 5% fuel
saving on long-haul flights.
Airbus Helicopters
Airbus Helicopters logged 419 gross orders (414 net orders), showing solid signs of recovery from the 2020 market
situation which was heavily impacted by the economic consequences of the COVID-19 pandemic. It saw strong
momentum from its home countries, with France ordering 40 H160s (civil and military versions), eight H225Ms,
and two H145s, Spain ordering 36 H135s, and Germany procuring eight H145s for the Bavarian police force.
Deliveries increased from 300 in 2020 to 338 in 2021.
Airbus Helicopters delivered the first ever H160 to Japanese operator All Nippon Helicopter (ANH), heralding a new
chapter for this next generation twin-engine helicopter. The multi-role H160 was delivered from Airbus’ helicopter
facility in Kobe, Japan, where flight training and specialised equipment installation for electronic news gathering
will be performed before the helicopter’s entry into service.
The French Armament General Directorate (DGA) signed a contract with Airbus Helicopters for the development
and procurement of the H160M in the frame of the Light Joint Helicopter programme (HIL). The contract includes
the development of several prototypes and the delivery of a first batch of 30 aircraft (21 for the army, eight for the
navy and one for the air force). The French Ministry for the Armed Forces plans to order a total of 169 H160M
helicopters, or Guépard as it will be known in the French armed forces.
Airbus Helicopters received EASA and FAA certification for the power upgrade of its single-engine H125 helicopter.
Announced at Heli-Expo last year, this major evolution increases the aircraft’s power by up to 10% by making full
use of the available power of the existing Safran Helicopter Engines’ Arriel 2D.
Airbus SE / 2021 Board Report
5
An H225 performed the first ever helicopter flight with 100% sustainable aviation fuel (SAF) powering one of the
Safran Makila 2 engines. The flight, which took place in Marignane, marks the start of a flight campaign aiming to
assess the impact of unblended SAF on helicopter systems, with a view to certifying the use of SAF blends that
exceed today’s 50% limit.
Airbus announced plans for a new CityAirbus at the Company’s first AirbusSummit on “Pioneering Sustainable
Aerospace” as the emerging Urban Air Mobility market begins to firm up. Ushering in the next generation of
CityAirbus, the fully electric vehicle is equipped with fixed wings, a V-shaped tail, and eight electrically powered
propellers as part of its uniquely designed distributed propulsion system. It is designed to carry up to four
passengers in a zero emissions flight in multiple applications.
Airbus Defence and Space
India formalised the acquisition of 56 Airbus C295 aircraft to replace the Indian Air Force (IAF) legacy AVRO fleet.
It is the first ‘Make in India’ aerospace programme in the private sector, involving the full development of a
complete industrial ecosystem: from the manufacture to assembly, test and qualification, to delivery and
maintenance of the complete lifecycle of the aircraft.
The Republic of Kazakhstan placed an order for two Airbus A400M aircraft, becoming the ninth operator together
with Germany, France, United Kingdom, Spain, Turkey, Belgium, Malaysia and Luxembourg. Separately, the
Indonesia Ministry of Defence placed an order for two Airbus A400M aircraft in multirole tanker and transport
configuration, with the contract due to become effective in 2022.
A330 Multi Role Tanker Transport (MRTT) aircraft orders: the United Arab Emirates Air Force & Air Defence formally
ordered two additional A330 MRTT aircraft, increasing the country’s MRTT fleet to five aircraft. Separately, the
Spanish Ministry of Defence signed a formal order for the acquisition of three A330 MRTTs.
Two satellites of the Pléiades Neo Earth observation constellation were successfully launched by Arianespace’s
European launcher Vega from French Guiana. Entirely funded, designed, manufactured, owned and operated by
Airbus, Pléiades Neo will provide commercial and institutional customers with high-level insights for the next
decade.
Airbus SE / 2021 Board Report
6
3. Share Capital and Stock Price Evolution
3.1 Shareholding and voting rights
Issued share capital
As of 31 December 2021, Airbus SE's issued share capital amounted to €786,083,690, divided into €786,083,690 shares of a
nominal value of €ꢀ1 each. The issued share capital of Airbus SE as of such date represents 26.20% of the authorised share
capital of €ꢀ3 billion, comprising three billion shares. The holder of one issued share has one vote and is entitled to profit in
proportion to his/her participation in the issued share capital1.
Modification of share capital or rights attached to shares
The shareholders' meeting has the power to authorise the issuance of shares. The shareholders' meeting may also authorise
the Board of Directors, for a period of no more than five years, to issue shares and to determine the terms and conditions of
share issuances.
Holders of shares have a pre-emptive right to subscribe for any newly issued shares in proportion to the aggregate nominal
value of shares held by them, except for: (i) shares issued for consideration other than cash, (ii) shares issued to employees
of the Company and (iii) shares issued pursuant to a previously granted right to subscribe for those shares. For the contractual
position as to pre-emption rights, see "- 3.2: Relationship with Principal Shareholders".
The shareholders' meeting also has the power to limit or to exclude pre-emption rights in connection with new issuances of
shares, and may authorise the Board of Directors, for a period of no more than five years, to limit or to exclude pre-emption
rights. All resolutions in this context must be approved by a two-thirds majority of the votes cast during the shareholders'
meeting, in the case where less than half of the capital issued is present or represented at said meeting.
However, the articles of association of Airbus SE ("Articles of Association") provide that the shareholders' meeting is not
authorised to pass any shareholders' resolution to issue shares, or to grant rights to subscribe for shares, if the aggregate
issue price is in excess of €ꢀ500 million, per share issuance, and no preferential subscription rights exist in respect thereof (by
virtue of Dutch law, or because they have been excluded by the competent corporate body). The same limitation applies if
the shareholders' meeting wishes to designate the Board of Directors to have the authority to resolve on such share issuance
or granting of rights. These limitations in the Articles of Association can only be changed by the shareholders' meeting with
a 75% voting majority.
Pursuant to the shareholders' resolutions adopted at the Annual General Meeting ("AGM") held on 14 April 2021, the powers
to issue shares and to grant rights to subscribe for shares and to limit or exclude preferential subscription rights for existing
shareholders, have been delegated to the Board of Directors for the purpose of:
1. employee share ownership plans and share-related long-term incentive plans, provided that such powers shall be
limited to 0.14% of Airbus SE's authorised share capital; and
2. funding Airbus SE and any of its subsidiaries, provided that such powers shall be limited to 0.3% of Airbus SE's
authorised share capital.
Such powers have been granted for a period expiring at the AGM to be held in 2022, and shall not extend to issuing shares
or granting rights to subscribe for shares if: (i) there is no preferential subscription right (by virtue of Dutch law, or because
it has been excluded by means of a resolution of the competent corporate body) and (ii) it concerns an aggregate issue price
in excess of €ꢀ500 million per share issuance.
At the AGM held on 14 April 2021, the Board of Directors was authorised for a period of 18 months from the date of such
AGM to repurchase shares of Airbus SE, by any means, including derivative products, on any stock exchange or otherwise,
as long as, upon such repurchase, Airbus SE would not hold more than 10% of Airbus SE's issued share capital, and at a price
per share not less than the nominal value, and not more than the higher of the price of the independent trade and the
highest current independent bid on the trading venues of the regulated market of the country in which the purchase is
carried out.
1
Except for the shares held by Airbus SE itself and subject to certain other exceptions under Dutch law.
Airbus SE / 2021 Board Report
7
The shareholders' meeting may reduce the issued share capital by cancellation of shares or by reducing the nominal value of
the shares by means of an amendment to the Articles of Association. The cancellation of shares requires the approval of a
two-thirds majority of the votes cast during the shareholders' meeting in the case where less than half of the capital issued
is present or represented at the meeting; the reduction of nominal value by means of an amendment to the Articles of
Association requires the approval of a two-thirds majority of the votes cast during the shareholders' meeting (unless the
amendment to the Articles of Association also concerns an amendment which under the Articles of Association requires a
75% voting majority).
At the AGM held on 14 April 2021, the Board of Directors and the Chief Executive Officer ("CEO") were authorised, with
powers of substitution, to implement a cancellation of shares held or repurchased by Airbus SE, including the authorisation
to establish the exact number of the relevant shares thus repurchased to be cancelled.
Securities granting access to Airbus SE's capital
There are no securities that give access, immediately or over time, to the share capital of Airbus SE (see "Notes to the IFRS
Consolidated Financial Statements Note 36.3: Financing Liabilities").
Changes in the issued share capital in 2021
In the course of 2021, a total number of 1,934,420 new shares were issued, all of which were issued in the framework of the
2021 Employee Share Ownership Plan ("ESOP").
Repurchases and cancellations of shares in 2021
During 2021 (i) Airbus SE repurchased 220,000 shares and (ii) none of the treasury shares were cancelled. As of 31 December
2021, Airbus SE held 454,735 treasury shares.
Shareholding structure at the end of 2021
As of 31 December 2021, the French State held 10.92% of the outstanding Airbus SE shares through Société de Gestion de
Participations Aéronautiques ("Sogepa"), the German State held 10.90% through Gesellschaft zur Beteiligungsverwaltung
GZBV mbH & Co. KG ("GZBV"), and the Spanish State held 4.11% through Sociedad Estatal de Participaciones Industriales
("SEPI"). The public (including the Company's employees) and Airbus SE held, respectively, 74.01% and 0.06% of Airbus SE's
share capital.
Airbus SE / 2021 Board Report
8
The diagram below shows the ownership structure of Airbus SE as of 31 December 2021 (% of capital and of voting rights
(in parentheses) before exercise of the convertible bonds).
Shareholders may have disclosure obligations under Dutch law. These apply to any person or entity that acquires, holds or
disposes of an interest in the Airbus SE's voting rights and/or capital. Disclosure is required when the percentage of (actual
or deemed) voting rights, capital interest or gross short position reaches, exceeds or falls below 3%, 5%, 10%, 15%, 20%,
25%, 30%, 40%, 50%, 60%, 75% or 95% (whether because of an acquisition or disposal of shares or other instruments, or
because of a change in the total voting rights or capital issued). Disclosures must be made to the Netherlands Authority for
the Financial Markets ("AFM") immediately. Additional disclosure and/or publication obligations apply under European
regulations for net short positions in respect of Airbus SE.
In 2021, the below listed entity notified the AFM of its substantial interest in Airbus SE. For further details, please refer to
a) Notification made to the AFM because the capital interest exceeded the above mentioned thresholds:
- Blackrock, Inc. owns 3,85% of the voting rights in Airbus SE (3.76% directly and 0.09% indirectly owned by Blackrock, Inc.).
b) Notification made to the AFM because the capital interest felt below the above mentioned thresholds:
- Goldman Sachs (owns 2.92% and 2.92% voting rights), EuroPacific Growth Fund (owns 2.91% and 0% voting rights)
Right to attend shareholders' meetings
Each holder of one or more shares may attend shareholders' meetings, either in person or by written proxy, speak and vote
according to the Articles of Association. However, under (and subject to the terms of) the Articles of Association, these rights
may be suspended under certain circumstances. A shareholder, or another person who has the right to attend a shareholders'
meeting, can be represented by more than one proxy holder, provided that only one proxy holder can exercise the rights
attached to each share.
The persons who have the right to attend and vote at shareholders' meetings are those who are on record in a register
designated for that purpose by the Board of Directors on the 28th day prior to the day of the shareholders' meeting (the
"Registration Date"), irrespective of who may be entitled to the shares at the time of that meeting.
Airbus SE / 2021 Board Report
9
As a prerequisite to attending the shareholders' meeting and to casting votes, Airbus SE, or alternatively an entity or person
so designated by Airbus SE, should be notified in writing by each holder of one or more shares and those who derive the
aforementioned rights from these shares, not earlier than the Registration Date, of the intention to attend the meeting in
accordance with the relevant convening notice.
Shareholders holding their Airbus SE shares through Euroclear France S.A. who wish to attend general meetings will have to
request from their financial intermediary or accountholder an admission card and be given a proxy to this effect from
Euroclear France S.A. in accordance with the relevant convening notice. For this purpose, a shareholder will also be able to
request that its shares be registered directly (and not through Euroclear France S.A.) in the register of Airbus SE. However,
only shares registered in the name of Euroclear France S.A. may be traded on stock exchanges.
In order to exercise their voting rights, the shareholders will also be able, by contacting their financial intermediary or
accountholder, to give their voting instructions to Euroclear France or to any other person designated for this purpose, as
specified in the relevant convening notice.
Pursuant to its Articles of Association, Airbus SE may provide for electronic means of attendance, speaking and voting at the
shareholders' meetings in such circumstances, and subject to such conditions as determined by the Board of Directors.
Notification Requirements and Mandatory Disposal Threshold Restricting Ownership to 15%
Under the Articles of Association, each shareholder must notify Airbus SE when it (or another party in respect of its interest
in Airbus SE) must make a notification to the AFM of a substantial interest or short position with respect to Airbus SE, when
its interest (alone or with concert parties) reaches or crosses the Mandatory Disposal Threshold (as defined below) or, subject
to certain conditions and exemptions, when changes occur in the composition, nature and/or size of any interest held by it
or by its concert parties in excess of the Mandatory Disposal Threshold (as defined below). Failure to comply with these
obligations may, subject to a prior notification by Airbus SE, result in the suspension of voting and attendance rights until the
shareholder has complied with its obligations.
The Articles of Association prohibit any shareholder from holding an interest of more than 15% of the share capital or voting
rights of Airbus SE, acting alone or in concert with others (the "Mandatory Disposal Threshold"). An interest ("Interest")
includes not only shares and voting rights, but also other instruments that cause shares or voting rights to be deemed to be
at someone's disposal pursuant to the Dutch Financial Supervision Act, and must be notified to the Dutch regulator, the AFM,
if certain thresholds are reached or crossed. Any shareholder having an interest of more than the Mandatory Disposal
Threshold must reduce its interest below the Mandatory Disposal Threshold, for instance by disposing of its Excess Shares,
within two weeks after such notification by Airbus SE. Upon receipt of such notification, the voting, attendance and dividend
rights attached to the Excess Shares shall be suspended. The same applies to concerts of shareholders and other persons
who together hold an interest exceeding the Mandatory Disposal Threshold. Should such shareholder or concert not comply
with not exceeding the 15% Mandatory Disposal Threshold by the end of such two-week period, the voting, attendance and
dividend rights attached to all shares held by such shareholder or concert shall be suspended, and their Excess Shares would
be transferred to a Dutch law foundation ("Stichting"), which can, and eventually must, dispose of them. The suspension of
shareholder rights described above shall be lifted once a shareholder or concert complies with its obligations under the
Articles of Association.
The Dutch law foundation would issue depositary receipts to the relevant shareholder in return for the Excess Shares
transferred to the foundation, which would entitle the relevant shareholder to the economic rights, but not the voting rights,
attached to such Airbus SE shares. The foundation's Articles of Association and the terms of administration governing the
relationship between the foundation and the depositary receipt holders provide, inter alia, that:
the Board members of the foundation must be independent from Airbus SE, any grandfathered persons and their
affiliates (see "- 3.1: Exemptions from Mandatory Disposal Threshold") and any holder of depositary receipts and their
affiliates (there is an agreement under which Airbus SE will, inter alia, cover the foundation's expenses and indemnify
the Board members against liability);
the Board members are appointed (except for the initial Board Members who were appointed at incorporation) and
dismissed by the Management Board of the foundation (Airbus SE may however appoint one Board member in a
situation where there are no foundation Board members);
the foundation has no discretion as to the exercise of voting rights attached to any of the Airbus SE shares held by it and
will in a mechanical manner vote to reflect the outcome of the votes cast (or not cast) by the other shareholders, and
the foundation will distribute any dividends or other distributions it receives from Airbus SE to the holders of depositary
receipts; and
no transfer of a depositary receipt can be made without the prior written approval of the foundation's Board.
Airbus SE / 2021 Board Report
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For any shareholder or concert, the term "Excess Shares", as used above, refers to such number of shares comprised in the
interest of such shareholder or concert exceeding the Mandatory Disposal Threshold, which is the lesser of: (i) the shares
held by such shareholder or concert which represent a percentage of the Company's issued share capital that is equal to the
percentage with which the foregoing interest exceeds the Mandatory Disposal Threshold; and (ii) all shares held by such
person or concert.
This restriction is included in the Articles of Association to reflect Airbus SE's further normalised governance going forward,
aiming at a substantial increase of the free float and to safeguard the interests of Airbus SE and its stakeholders (including
all its shareholders), by limiting the possibilities of influence above the level of the Mandatory Disposal Threshold or
takeovers other than a public takeover offer resulting in a minimum acceptance of 80% of the share capital referred to below.
Exemptions from Mandatory Disposal Threshold
The restrictions pursuant to the Mandatory Disposal Threshold under the Articles of Association do not apply to a person
who has made a public offer with at least an 80% acceptance (including any Airbus SE shares already held by such person).
These restrictions also have certain grandfathering exemptions for the benefit of shareholders and concerts holding interests
exceeding the Mandatory Disposal Threshold on 2 April 2013 (the "Exemption Date"), which is the date of first
implementation of the Mandatory Disposal Threshold.
Different grandfathering regimes apply to such shareholders and concerts, depending on the interests and the nature thereof
held by each such shareholder or concert on the Exemption Date.
Airbus SE has confirmed that: (i) the specific exemption in article 16.1.b of the Articles of Association applies to Sogepa, as it
held more than 15% of the outstanding Airbus SE's voting rights and shares including the legal and economic ownership
thereof on the Exemption Date; and (ii) the specific exemption in article 16.1.c of the Articles of Association applies to the
concert among Sogepa, GZBV and SEPI, as they held more than 15% of the outstanding Airbus SE's voting rights and shares
including the legal and economic ownership thereof on the Exemption Date.
Mandatory public offer under Dutch law
In accordance with Dutch law, shareholders are required to make a public offer for all issued and outstanding shares in Airbus
SE's share capital if they individually or acting in concert (as such terms are defined under Dutch law summarised below),
directly or indirectly have 30% or more of the voting rights (significant control) in Airbus SE. In addition to the other available
exemptions that are provided under Dutch law, the requirement to make a public offer does not apply to persons, who at
the time the takeover provisions under Dutch law came into force, already held individually or acting in concert 30% or
more of the voting rights in Airbus SE. In the case of such a concert, a new member of the concert can be exempted if it
satisfies certain conditions.
Amendments to the Articles of Association
According to the Articles of Association, resolutions to amend the Articles of Association require a two-thirds majority of the
votes validly cast at a general meeting of shareholders, unless they concern amendments to a limited number of provisions
thereof, in which case a 75% voting majority will be required. The proposal containing the literal text of a proposed
amendment must be available for inspection by shareholders at Airbus SE's headquarters, from the day the meeting is
convened until after the end of the meeting.
3.2 Relationship with Principal Shareholders
In 2013, GZBV, a subsidiary of Kreditanstalt für Wiederaufbau ("KfW"), a public law institution serving domestic and
international policy objectives of the Government of the Federal Republic of Germany, Sogepa and SEPI, entered into a
shareholders' agreement (the "Shareholders' Agreement"). The Shareholders' Agreement, further details of which are set
out below, does not give the parties to it any rights to designate members of the Board of Directors or management team
or to participate in the governance of Airbus SE. Airbus SE has also entered into state security agreements with each of the
French State and German State, which are also described in more detail below.
Airbus SE / 2021 Board Report
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3.2.1 CORPORATE GOVERNANCE ARRANGEMENTS
The corporate governance arrangements of Airbus SE were substantially changed in 2013, resulting in changes in the
composition of the Board of Directors and its internal rules, as well as amendments to the Articles of Association of Airbus
SE. These changes were intended to further normalise and simplify Airbus SE's corporate governance, reflecting an emphasis
on best corporate governance practices and the absence of a controlling shareholder group. Changes to Airbus SE's corporate
governance arrangements in the Articles of Association, included: (i) disclosure obligations for shareholders that apply when
their interests in Airbus SE reach or cross certain thresholds and (ii) ownership restrictions prohibiting any shareholder from
holding an interest of more than 15% of the share capital or voting rights of Airbus SE, acting alone or in concert with others
(see "- 3.1: Exemptions from Mandatory Disposal Threshold").
3.2.2 SHAREHOLDER ARRANGEMENTS
Grandfathering Agreement
The French State, Sogepa, the German State, KfW and GZBV (all parties together the "Parties" and each, individually, as a
"Party") entered into an agreement with respect to certain grandfathering rights under the Articles of Association. Below is
a summary of such agreement.
Individual Grandfathering Rights
A Party that is individually grandfathered pursuant to Article 16.1.b of the Articles of Association (such Party holding
"Individual Grandfathering Rights") shall remain individually grandfathered in accordance with the Articles of Association if
the concert with respect to Airbus SE (the "Concert") is subsequently terminated (for instance by terminating the
Shareholders' Agreement) or if it exits the Concert.
Loss of Individual Grandfathering Rights
A Party holding Individual Grandfathering Rights as well as any of its affiliates who are grandfathered pursuant to Article
16.1.b in conjunction with Article 16.3 of the Articles of Association (such affiliates holding "Derived Grandfathering Rights",
and the Individual Grandfathering Rights and the Derived Grandfathering Rights, together, the "Grandfathering Rights") shall
no longer be entitled to exercise their Grandfathering Rights in the event:
the Concert is terminated as a result of it or any of its affiliates having actually or constructively terminated such Concert;
or
it or its relevant affiliate(s) exit(s) the Concert,
and such termination or exit is not for good cause and is not based on material and ongoing violations of the Concert
arrangements, including, without limitation, of the Shareholders' Agreement, by the other principal member of the Concert.
In the event that in the future the voting rights in the Company of the other principal member of the Concert, together with
those of its affiliates, would for an uninterrupted period of three months represent less than 3% of the outstanding aggregate
voting rights of Airbus SE, the Grandfathering Rights of the Party, including its affiliates which were no longer entitled to use
their Grandfathering Rights, shall from then on revive and Sogepa and GZBV shall jointly notify Airbus SE to that effect.
Notification to the Company
Airbus SE will not be required to take any of the actions provided for in Article 15 of the Articles of Association pursuant to
the post-Concert Grandfathering Agreement unless and until it receives: (i) a joint written instruction from Sogepa and GZBV
with respect to the taking of any of the actions provided for in Article 15 of the Articles of Association pursuant to the post-
Concert Grandfathering Agreement, or (ii) a copy of a binding advice rendered by three independent, impartial and neutral
Expert Adjudicators in order to settle any dispute between the Parties arising out of or in connection with the post-Concert
Grandfathering Agreement.
Airbus SE will not incur any liability to any of the Parties by taking such actions following receipt of any such joint instruction
or binding advice and the Company will not be required to interpret the post-Concert Grandfathering Agreement or any such
joint instruction or binding advice. Notwithstanding the description under "Various provisions Jurisdiction" below, the
courts of the Netherlands will have exclusive jurisdiction to resolve any dispute, controversy or claim affecting the rights or
obligations of the Company under the post-Concert Grandfathering Agreement.
Airbus SE / 2021 Board Report
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Various provisions
Termination. The post-Concert Grandfathering Agreement terminates only if either the French State and its affiliates or the
German State and its affiliates no longer hold shares in the Company.
Governing law. Laws of the Netherlands.
Jurisdiction. The courts of the Netherlands shall have exclusive jurisdiction. This is binding advice for any dispute, controversy
or claim arising out of or in connection with the post-Concert Grandfathering Agreement, in accordance with the procedure
set forth in the post-Concert Grandfathering Agreement; provided, however, that application to the courts is permitted to
resolve any such dispute controversy or claim.
Governance of the Company
Below is a further description of the Shareholders' Agreement, based solely on a written summary of the main provisions of
the Shareholders' Agreement that has been provided to Airbus SE by Sogepa, GZBV and SEPI (all parties together the
"Shareholders").
Appointment of the Directors: The Shareholders shall vote in favour of any draft resolution relating to the appointment of
Directors submitted to the shareholders' meeting of Airbus SE in accordance with the terms and conditions of the German
State Security Agreement and the French State Security Agreement (as described below). If, for whatever reason, any person
to be appointed as a Director pursuant to the German State Security Agreement or the French State Security Agreement is
not nominated, the Shareholders shall use their best endeavours so that such person is appointed as a Director. Sogepa and
GZBV shall support the appointment of one Spanish national that SEPI may present to them as member of the Board of
Directors of Airbus SE, provided such person qualifies as an independent Director pursuant to the conditions set forth in the
rules governing the internal affairs of the Board of Directors (the "Board Rules"), and shall vote as Shareholders in any
Shareholders' meeting in favour of such appointment and against the appointment of any other person for such position. If,
for whatever reason, the French State Security Agreement and/or the German State Security Agreement has/have been
terminated, KfW or Sogepa, as the case might be, shall propose two persons, and the Shareholders shall exercise their best
endeavours so that these persons are appointed as Directors. Directors can be dismissed by the General Meeting at all times.
Modification of the Articles of Association: Sogepa and GZBV shall consult each other on any draft resolution intending to
modify the Board Rules and/or the Articles of Association. Unless Sogepa and GZBV agree to vote in favour together of such
draft resolution, the Shareholders shall vote against such draft resolution. If Sogepa and GZBV reach a mutual agreement on
such draft resolution, the Shareholders shall vote in favour of such draft resolution.
Reserved Matters: With respect to the matters requiring the approval of a Qualified Majority at the Board level ("Reserved
Matters"), all the Directors shall be free to express their own views. If the implementation of a Reserved Matter would
require a decision of the Shareholders' meeting of Airbus SE, Sogepa and GZBV shall consult each other with a view to
reaching a common position. Should Sogepa and GZBV fail to reach a common position, Sogepa and GZBV shall remain free
to exercise on a discretionary basis their votes.
Prior consultation: Sogepa and GZBV shall consult each other on any draft resolution submitted to the Shareholders' meeting
other than related to Reserved Matters and the Board Rules.
Balance of interests
The Shareholders agree to pursue their common objective to seek a balance between themselves and their respective
interests in Airbus SE as follows:
to hold as closely as reasonably possible to 12% of the voting rights for Sogepa, together with any voting rights
attributable to Sogepa and/or to the French State, pursuant to Dutch takeover rules except for voting rights attributable
due to acting in concert with the other parties;
to hold as closely as reasonably possible to 12% of the voting rights for GZBV, together with any voting rights attributable
to GZBV and/or to the German State, pursuant to Dutch takeover rules except for voting rights attributable due to acting
in concert with the other parties; and
to hold as closely as reasonably possible to 4% of the voting rights for SEPI, together with any voting rights attributable
to SEPI and/or to the Spanish State, pursuant to Dutch takeover rules except for voting rights attributable due to acting
in concert with the other parties.
Airbus SE / 2021 Board Report
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Mandatory Takeover Threshold
The total aggregate voting rights of the Shareholders shall always represent less than 30% of the voting rights of the
Company, or less than any other threshold the crossing of which would trigger for any Shareholder a mandatory takeover
obligation (the "MTO Threshold"). In the event that the total aggregate voting rights of the Shareholders exceed the MTO
Threshold, the Shareholders shall take all appropriate actions as soon as reasonably practicable, but in any event within 30
days, to fall below the MTO Threshold.
Transfer of Securities
Permitted transfer. Transfer of securities by any Shareholder to one of its affiliates.
Pre-emption right. Pro rata pre-emption rights of the Shareholders in the event any Shareholder intends to transfer any of
its securities to a third party directly or on the market.
Call option right. Call option right for the benefit of the Shareholders in the event that the share capital or the voting rights
of any Shareholders cease to be majority owned directly or indirectly by the French State, the German State or the Spanish
State as applicable.
Tag-along right. Tag-along right for the benefit of SEPI in the event that Sogepa, the French State or any of their affiliates
and any French public entity and GZBV, the German State or any of their affiliates and any public entity propose together to
transfer all of their entire voting rights interests.
Various provisions
Termination. The Shareholders' Agreement may cease to apply in respect of one or more Shareholders and/or their affiliates,
subject to the occurrence of certain changes in its or their shareholding interest in Airbus SE, or in its or their shareholders.
Governing law. Laws of the Netherlands.
Jurisdiction. Arbitration in accordance with the Rules of Arbitration of the International Chamber of Commerce, with the
seat of arbitration in The Hague (the Netherlands).
3.2.3 UNDERTAKINGS WITH RESPECT TO CERTAIN INTERESTS OF CERTAIN STAKEHOLDERS
Airbus SE has made certain undertakings and entered into certain agreements in connection with certain interests of its
former core shareholders and the German State.
State Security Agreements and Related Undertakings
Airbus SE and the French State have entered into an amendment to the existing convention between them relating to the
Company's ballistic missiles business (as so amended, the "French State Security Agreement"). Under the French State
Security Agreement, certain sensitive French military assets are held by a Airbus SE subsidiary (the "French Defence Holding
Company"). The French State has the right to approve or disapprove of but not to propose or appoint three outside
Directors on the Board of Directors of the French Defence Holding Company (the "French Defence Outside Directors"), at
least two of whom must qualify as Independent Directors under the Board Rules if they are members of the Board of
Directors. Two of the French Defence Outside Directors are required also to be members of the Board of Directors of Airbus
SE. French Defence Outside Directors may neither (i) be employees, managers or corporate officers of a company belonging
to Airbus SE (although they may be members of the Board of Directors of Airbus SE) nor (ii) have material ongoing
professional relationships with Airbus SE.
Airbus SE and the German State have entered into an agreement relating to the protection of essential interests to the
German State's security (the "German State Security Agreement"). Under the German State Security Agreement, certain
sensitive German military activities are pursued directly or indirectly by a Airbus SE subsidiary (the "German Defence Holding
Company"). The German State has the right to approve or disapprove of but not to propose or appoint three outside
Directors to the Supervisory Board of the German Defence Holding Company (the "German Defence Outside Directors"), at
least two of whom must qualify as Independent Directors under the Board Rules if they are members of the Board of
Directors. Two of the German Defence Outside Directors are required to also be members of the Board of Directors. The
qualifications to serve as a German Defence Outside Director are comparable to those to serve as a French Defence Outside
Director.
Airbus SE / 2021 Board Report
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In February 2021, Airbus SE and the Spanish State entered into an agreement relating to the protection of essential security
interests to the Spanish State (the "Spanish State Security Agreement"). Under the Spanish State Security Agreement,
certain sensitive Spanish military assets are held by a Company's subsidiary (the "Spanish Defence Holding Company").
Pursuant to the Spanish State Security Agreement, Airbus SE granted the Spanish State a pre-emption right to acquire the
sensitive assets as defined under the Spanish State Security Agreement. The pre-emption right applies in case the Spanish
Defence Holding Company wishes to sell the sensitive assets to an entity outside Airbus or outside Spain's territory. In such
a case, the Spanish State has the right to acquire the sensitive assets.
Dassault Aviation
Airbus SE entered into an agreement with the French State pursuant to which Airbus SE:
grants the French State a right of first offer in case of the sale of all or part of its shareholding in Dassault Aviation; and
commits to consult with the French State prior to making any decision at any shareholders' meeting of Dassault Aviation.
Airbus SE holds 9.90% of Dassault Aviation's share capital and 6.12% of its voting rights.
Stock Exchange Listings
Airbus SE has undertaken to the parties to the Shareholders' Agreement that, for the duration of the Shareholders'
Agreement, Airbus SE's shares will remain listed exclusively in France, Germany and Spain.
Specific Rights
French State: Pursuant to the "French State Security Agreement", Airbus SE has granted to the French State: (a) a veto right,
and subsequently, a call option on the shares of Airbus SE performing the ballistic missiles activity exercisable under certain
circumstances, including if (i) a third party acquires, directly or indirectly, either alone or in concert, more than 15% or any
multiple thereof of the share capital or voting rights of Airbus SE, or (ii) the sale of the shares of such companies carrying out
such activity is considered, and (b) a right to oppose the transfer of any such shares.
German State: Pursuant to the "German State Security Agreement", Airbus SE and the German Defence Holding Company
have granted to the German State a pre-emption right to acquire the sensitive activities, as defined under the German State
Security Agreement. The pre-emption right applies in case the German Defence Holding Company wishes to sell the sensitive
activities to an entity outside Airbus SE, or outside the German territory, or the shares of a controlled entity which hosts
sensitive activities. In such a case, the German State may acquire the shares of such a controlled entity. Furthermore, the
German State has the right to acquire the sensitive activities in case Airbus SE intends to allocate the sensitive activities
outside Germany or to give up the sensitive activities.
3.3 Share price performance 2021
In 2021, the Airbus SE share price increased throughout the year to close at € 112.36, up +25%.
Airbus SE / 2021 Board Report
15
After opening at € 92.84 in January, the Airbus SE share price started the year in positive territory and benefited, as for other
aerospace and defence stocks, from the recovery of value stocks severely impacted by the COVID-19 crisis. Airbus SE share
price was further supported by strong Q4’20 results and by optimism on fewer travel restrictions.
While global equity markets were volatile throughout Q2, due to concern around inflation and the pace of economic
recovery, Airbus SE’s share price reacted positively to the production plans update on May 27th where it soared +11%.
In Q3, markets remained volatile amid fears of prolonged inflation, central banks’ signals they would start reducing bond
repurchases and the emergence of supply chain strains. Airbus SE’s share price was, however, supported by updated 2021
guidance, announced at the end of July, and reached its highest closing point for 2021 at € 118.00 on the 1st September.
Volatility persisted throughout Q4, as the new COVID-19 Omicron variant emerged in November. This new COVID-19 variant
raised fears of new lockdowns, which were progressively offset by positive news about vaccine efficiency as well as Omicron
causing milder symptoms than previous variants.
With a 2021 performance of +25%, Airbus SE shares outperformed the Eurostoxx 600 (+22%) and the DAX40 (+16%), as well
as aerospace and defence sector (MSCI World Aerospace & Defence +9%) but underperformed the CAC40 (+29%).
3.4 Dividend policy
In December 2013, Airbus formalised a dividend policy demonstrating a strong commitment to shareholder returns. This
policy targets sustainable growth in the dividend within a pay-out ratio of 30%-40%.
However, in 2020, the COVID-19 pandemic has severely disrupted the Company's business operations and financial
performance. As a result, no dividend was proposed for 2020.
Based on the strong 2021 financial performance, the Board of Directors proposes to reintroduce a dividend payment and
will propose to the Annual General Meeting the payment to shareholders on 21 April 2022 of a dividend of 1.50 per share.
This dividend proposal reflects our Net Income of € 4.2 billion together with our strengthening Net Cash position of 7.6
billion.
It highlights our ongoing commitment towards sustained dividend growth and increasing shareholder returns. The record
date should be 20 April 2022.
Airbus SE / 2021 Board Report
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4. Corporate Governance
4.1 Management and Control
4.1.1 COMPOSITION, POWERS AND RULES
Under the Articles of Association, the Board of Directors consists of 12 Directors, who each retire at the close of the AGM
held three years following their appointment. Under the Board Rules, at least a majority of the members of the Board of
Directors (i.e., 7/12) must be European Union nationals ("EU"; any reference in the Board Rules to the EU includes the United
Kingdom ("UK") and its constituent countries, notwithstanding a withdrawal of the UK from the EU) (including the Chairman
of the Board of Directors) and a majority of such majority (i.e., 4/7) must be both EU nationals and residents. No Director
may be an active civil servant. The Board of Directors has one Executive Director and 11 non-Executive Directors. While the
Board of Directors appoints the CEO, the CEO is required to be an Executive Director and must be an EU national and resident;
therefore it is anticipated that the Board of Directors will appoint as CEO the person appointed by the shareholders as an
Executive Director. At least nine of the non-Executive Directors must be "Independent Directors" (including the Chairman of
the Board of Directors).
Under the Board Rules, an "Independent Director" is a non-Executive Director who is independent within the meaning of the
Dutch Corporate Governance Code (the "Dutch Code") and meets additional independence standards. Specifically, where
the Dutch Code would determine non-independence, in part, by reference to a Director's relationships with shareholders
who own at least 10% of the Company, the Board Rules determine such Director's non-independence, in relevant part, by
reference to such Director's relationships with shareholders who own at least 5% of the Company. According to the criteria
of the Dutch Code and the Board Rules, all non-Executive Directors (including the Chairman) presently qualify as an
"Independent Director".
The Remuneration, Nomination and Governance Committee (the "RNGC") of the Board of Directors is charged with
recommending to the Board of Directors the names of candidates to succeed active Board members after consultation with
the Chairman of the Board of Directors and the CEO.
The Board of Directors, deciding by simple majority vote, proposes individuals to the shareholders' meeting of the Company
for appointment as Directors by the shareholders' meeting. No shareholder or group of shareholders, or any other entity,
has the right to propose, nominate or appoint any Directors other than the rights available to all shareholders under general
Dutch corporate law.
In addition to the membership and composition rules described above, the RNGC, in recommending candidates for the Board
of Directors, and the Board of Directors in its resolutions proposed to the shareholders' meeting regarding the renewal or
appointment of Directors, are both required to apply the following principles:
the preference for the best candidate for the position;
the preference for gender diversity between equal profiles;
the maintenance of an appropriate skills mix and geographical experience;
the maintenance, in respect of the number of members of the Board of Directors, of the observed balance among the
nationalities of the candidates in respect of the location of the main industrial centres of the Company (in particular
among the nationals of France, Germany, Spain and the United Kingdom, where these main industrial centres are
located); and
at least a majority of the members of the Board of Directors (i.e., 7/12) shall be EU nationals (including the Chairman),
and a majority of such majority (i.e., 4/7) shall be both EU nationals and residents (including the UK and its constituent
countries, notwithstanding a withdrawal of the UK from the EU).
In accordance with these principles, the Board of Directors shall continue to seek greater diversity with respect to gender,
age, geography, education, profession and background.
No changes were made to the membership of the Board of Directors in 2021.
At the end of 2021, the average age of the members of the Board of Directors was 60. The proportion of female
representatives is today at 25%. The Board of Directors composition shows a balanced mix of experience with, for example,
six members having aerospace industry skills, six having geopolitical skills, nine having finance skills, four having information
or data management skills, four having manufacturing and production skills and five having sustainability skills. More details
about the diversity of the members of the Board of Directors are available in the table shown on page [20] (Airbus SE Board
of Directors until AGM 2022).
Airbus SE / 2021 Board Report
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The Board of Directors is required to take into account, in the resolutions proposed in respect of the renewal or nomination
of Directors presented to the shareholders' meeting, the undertakings of the Company to the French State, pursuant to the
amendment to the French State Security Agreement, and to the German State, pursuant to the German State Security
Agreement, in each case as described more fully above. In practice, this means that at all times the Board of Directors needs
to have: (i) two Directors who should also be French Defence Outside Directors (as defined above) of the French Defence
Holding Company (as defined above) who have been proposed by the Company and consented to by the French State and
(ii) two Directors who should also be German Defence Outside Directors (as defined above) of the German Defence Holding
Company (as defined above) who have been proposed by the Company and consented to by the German State.
The RNGC endeavours to avoid a complete replacement of outgoing Directors by new candidates, and draws up an
appointment and reappointment schedule for the Directors after consultation with the Chairman and the CEO. In drawing
up such a schedule, the RNGC considers the continuity of company-specific knowledge and experience within the Board of
Directors, also taking into account that a Director should at the time of his/her appointment or re-appointment not be older
than 75 years and ensuring that at least one third of Directors' positions are either renewed or replaced every year for a term
of three years. This is to avoid large block replacements of Directors at one single AGM, with the corresponding loss of
experience and integration challenges, provided that exceptions to these rules may be agreed by the Board of Directors if
specific circumstances provide an appropriate justification for such exceptions.
Voting and rules
Most Board of Directors' decisions can be made by a simple majority of the votes cast by Directors (a "Simple Majority"),
but certain decisions must be made by a two-thirds majority (i.e., eight favourable votes) of votes cast by the Directors
regardless of whether they are present or represented in respect of the decision (a "Qualified Majority"). In addition,
amendments to certain provisions of the Board Rules require the unanimous approval of the Board of Directors, with no
more than one Director not being present or represented (including provisions relating to nationality and residence
requirements with respect to members of the Board of Directors and the Executive Committee). However, no individual
Director or class of Directors has a veto right with respect to any Board of Directors' decisions.
Powers of the members of the Board of Directors
The Board Rules specify that in addition to the Board of Directors' responsibilities under applicable law and the Articles of
Association, the Board of Directors is responsible for certain enumerated categories of decisions. Under the Articles of
Association, the Board of Directors is responsible for the management of the Company. Under the Board Rules, the Board of
Directors delegates the execution of the strategy as approved by the Board of Directors and the day-to-day management of
the Company to the CEO, who, supported by the Executive Committee and its executive leadership team, makes decisions
with respect to the management of the Company. However, the CEO should not enter into transactions that form part of the
key responsibilities of the Board of Directors, unless these transactions have been approved by the Board of Directors.
Matters that require Board of Directors' approval include among others, the following items (by Simple Majority unless
otherwise noted):
approving any change in the nature and scope of the business of the Company;
debating and approving the overall strategy and the strategic plan of the Company;
approving the operational business plan of the Company (the "Business Plan") and the yearly budget of the Company
(the "Yearly Budget"), including the plans for Investment, Research and Development ("R&D"), Employment, Finance
and, as far as applicable, major programmes;
nominating, suspending or revoking the Chairman of the Board of Directors and the CEO (Qualified Majority);
approving of all of the members of the Executive Committee as proposed by the CEO and their service contracts and
other contractual matters in relation to the Executive Committee and deciding upon the appointment and removal of
the Secretary to the Board of Directors on the basis of the recommendation of the RNGC;
approving the relocation of the headquarters of the principal companies of the Company and of the operational
headquarters of the Company (Qualified Majority);
approving decisions in connection with the location of new industrial sites material to the Company or the change of the
location of existing activities that are material to the Company;
approving decisions to invest and initiate programmes financed by the Company, acquisition, divestment or sale
decisions, in each case for an amount in excess of €ꢀ300 million;
approving decisions to invest and initiate programmes financed by the Company, acquisition, divestment or sale
decisions, in each case for an amount in excess of €ꢀ800 million (Qualified Majority);
approving decisions to enter into and terminate strategic alliances at the level of the Company or at the level of one of
its principal subsidiaries (Qualified Majority);
approving matters of shareholder policy, major actions or major announcements to the capital markets; and
approving decisions in respect of other measures and business of fundamental significance for the Company or which
involves an abnormal level of risk.
Airbus SE / 2021 Board Report
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The Board of Directors must have a certain number of Directors present or represented at a meeting to take action. This
quorum requirement depends on the action to be taken. For the Board of Directors to make a decision on a Simple Majority
matter, a majority of the Directors must be present or represented. For the Board of Directors to make a decision on a
Qualified Majority matter, at least ten of the Directors must be present or represented. If the Board of Directors cannot act
on a Qualified Majority Matter because this quorum is not satisfied, the quorum would decrease to eight of the Directors at
a new duly called meeting.
In addition, the Board Rules detail the rights and duties of the members of the Board of Directors and set out the core
principles which each member of the Board of Directors shall comply with and shall be bound by, such as acting in the best
interest of the Company and its stakeholders, devoting necessary time and attention to the carrying out of his/her duties
and avoiding any and all conflicts of interest.
Airbus SE / 2021 Board Report
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The Board of Directors makes sure it has the required mix of experience, qualifications, skills and industrial knowledge
necessary to assist the Company in formulating and achieving its overall strategy, together with the specific expertise
required to fulfil the duties assigned to him or her as member of one of the Board of Directors' committees. The Board of
Directors also believes that a diverse composition among its members with respect to gender, experience, national origin,
etc. is valuable for the quality and efficiency of its work.
Airbus SE / 2021 Board Report
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4.1.2 OPERATION OF THE BOARD OF DIRECTORS IN 2021
Board of Directors meetings
Seven Board of Directors (the “Board”) meetings were held in 2021. The average attendance rate at these meetings was
98%. In addition, informal meetings and ad hoc calls took place on specific matters, such as Enterprise Risk Management
("ERM") and certain programmes and the Board was regularly informed of developments through reports from the CEO,
including the evolution of the COVID-19 situation at Airbus, the impact of the geopolitical developments and the progress
made on major projects, strategic plan implementation and operational activities.
In 2021, an important part of the Board’s activities remained directly or indirectly related to the COVID-19 crisis, notably
looking into the definition of the post COVID-19 priorities. The Board continued to review and discuss the operational and
commercial situation of programmes, as well as the overall financial situation of the Company. In order to ensure the
necessary financial flexibility in view of potential and significant cash requirements related to the COVID-19 crisis, the Board
decided that no dividend proposal would be submitted to the 2021 AGM as it was the case in 2020.
In relation to Commercial Aircraft, the Board’s activities comprised inter alia regular reviews of market developments, sales,
supply chain matters, production status and ramp-up planning, as well as discussions and decisions concerning the launch of
the new A350 Freighter derivative in July 2021. In addition, a particular focus was put on the aerostructure assembly
industrial restructuring initiative.
For Defence and Space, the Board activities concerned notably the progress of the Future Combat Air System and Eurodrone
programmes, and the challenges and opportunities of the Company in the Space businesses.
With regards to Helicopters, the Board focused its review on the overall market situation, the developments in military
projects and on urban air mobility.
The Board dedicated a full session in 2021 to the reviewing of key aspects of the Company's strategy, (and decided to carry
out additional and focused strategy sessions for the Defence and Space division in 2022). During this strategy off-site Board
meeting, held in Airbus Helicopters' premises in Donauworth, the Board also visited the industrial site including the Urban
Air Mobility development centre, the H135 and H145 assembly lines, and the aircraft doors production site.
Throughout the year, the Board reviewed the Company's financial results and, its forecasts, as well as maintaining an
emphasis on both ERM and internal controls.
The Board also reviewed and discussed a number of sustainability matters of major importance to the Company such as
safety, notably with the formalisation of a protocol for the sharing of product safety-related information with the Board.
Another example is the Greenhouse Gas Scope 3 emissions disclosure which was included, for the first time, in the 2020 Non-
Financial Statements.
Human capital matters such as required skills and competences, remuneration and retention schemes, employer
attractiveness etc. were frequently addressed or discussed. The Board worked on succession planning of Board members in
general, prepared specifically for the appointment of a new non-Executive Director in 2022 and discussed a talent pipeline
for future changes within the Board with a strong focus on improving (gender) diversity. In 2021, the Board of Directors also
played a key role in management succession planning resulting in the implementation of a number of changes within the
Executive Committee of the Company, including the nomination of Sabine Klauke, Chief Technical Officer, Catherine Jestin,
EVP Digital and Transformation Management and Alberto Gutierrez, Chief Operating Officer for the Commercial Aircraft
business. Following these changes three of the Executive Committee’s 12 members are female. In parallel, the Board
Airbus SE / 2021 Board Report
21
performed regular talent reviews, including in person meetings with a number of talents identified as part of the top
management succession planning.
Following the settlements reached with the French, UK and US authorities in January 2020 in relation to the Serious Fraud
Office / Parquet National Financier / US Department of Justice / US Department of State investigations, the Board of Directors
and its Ethics, Compliance and Sustainability Committee remained fully committed and provided full support throughout the
year to the post-settlement activities. The Board continued (and will continue) to pay close attention to the Company's active
engagement with its shareholders, so that Airbus’ approach to governance, compliance and sustainability is well understood
and reflects shareholders' expectations to the extent possible.
Board evaluation 2021
The Board of Directors implemented a continuous evaluation process based on a three-year cycle. As part of this process,
every three years, a formal evaluation of the functioning of the Board of Directors and its Committees is conducted with the
assistance of a third-party expert. In the year succeeding such an outside evaluation, the Board of Directors performs a self-
evaluation and focuses on the implementation of the improvement action plan resulting from the third-party assessment. In
the intervening second year, the General Counsel, being also the Secretary of the Board, issues a questionnaire and consults
with Board members to establish an internal evaluation which is then discussed with them.
Following the decision in 2020 to extend the Board Review cycle for one more year, due to the changes to the Board during
2019 and 2020, the year 2021 was the beginning of a new three-year cycle. The review was carried out between September
and December 2021 by an external advisor, Korn Ferry, based on an extensive questionnaire and detailed interviews with
each Director. The questionnaire covered Board and Committee processes, Board composition and structure, culture and
dynamics, the relationship between the Board and Management, the role of the Chairman, the contribution of the Directors,
the strategic alignment of the Board and the value it adds.
The review confirmed the Board’s overall strong performance. Directors were found to be committed, experienced and of
high calibre, and the Board to be well supported by the Corporate Secretary. Furthermore, the Board is continuing to develop
and enhance its capabilities. Its membership offers a diverse mix of experience, business leadership, functional and technical
experience, and nationality. The relationships between the Directors themselves and between the Directors and
Management have created an environment of constructive challenge as well as direct and straightforward interaction and
debate, and the culture is collegiate and collaborative. The Chairman is proactively leading the strategic agenda of the Board
and promoting a collaborative culture. He has developed an open, transparent and effective working relationship with the
CEO that has been instrumental in improving the impact of the Board. All the Committees are operating well, integrate
properly with the governance accountability of the Board, and are led by effective and experienced Committee Chairs.
Notwithstanding this favourable feedback, the review identified some opportunities for the Board to further improve its
effectiveness and contribution. These were primarily in the areas of rebalancing the agenda to provide greater scope for
strategic debate, improving analysis provided to the Board in support of strategic decision making and portfolio
management, including meeting materials, and maximising the value contributed by the Board through deeper engagement
and alignment with Management. Also highlighted was the value of providing the Board with access to deeper insights across
a range of topics, including geopolitics, technological developments, energy transition and industrial transformation,
environmental, social and governance (ESG) issues, the competitive environment and management succession planning.
Finally, continuous efforts should be made to enhance the diversity of the Board across multiple perspectives in order to
embrace the challenges of the future.
4.1.3 BOARD COMMITTEES
The Audit Committee
Pursuant to the Board Rules, the Audit Committee, which is required to meet at least four times a year, makes
recommendations to the Board of Directors on the approval of the annual financial statements and the interim accounts
(Q1, H1, Q3), as well as the appointment of external auditors and the determination of their remuneration. Moreover, the
Audit Committee has responsibility for verifying and making recommendations to the effect that the internal and external
audit activities are correctly directed, that internal controls are duly exercised and that these matters are given due
importance at meetings of the Board of Directors. Thus, it discusses with the auditors their audit programme and the results
of the audit of the financial statements, and it monitors the adequacy of the Company's internal controls, accounting policies
and financial reporting. It also oversees the operation of the Company's ERM system and keeps a strong link to the Ethics,
Compliance and Sustainability Committee. For further details in this regard, see "- 4.5: Enterprise Risk Management System".
Please refer to Annex E of the Board Rules for a complete list of responsibilities of the Audit Committee.
Airbus SE / 2021 Board Report
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The Chairman of the Board of Directors and the CEO are invited to the Audit Committee meetings. The CFO and the Head of
Accounting Record to Report are requested to attend meetings to present management proposals and to answer questions.
Furthermore, the Head of Corporate Audit & Forensic and the Chief Ethics & Compliance Officer are requested to report to
the Audit Committee on a regular basis.
In 2021, this Committee met five times with an average attendance rate of 95%. It fully performed all of the duties and
discussed all of the items described above. In particular, it performed reviews of internal controls, corporate audit (including
major findings and audit plan for 2021), accounts (i.e. 2020 full year accounts, 2021 Q1, H1 and Q3 accounts, specific
provisions and accounting items, operative planning and forecasts) and independence of external auditors. In addition,
regular ERM, legal and compliance updates were presented to the Audit Committee and discussed in meetings. The inclusion
of Airbus within the German DAX 40 was also addressed.
The Ethics, Compliance and Sustainability Committee
To reinforce the role and involvement of the Board of Directors on sustainability-related topics, the remit of the former Ethics
& Compliance Committee established in 2017 was extended to sustainability matters in July 2020. The Committee was
renamed the Ethics, Compliance and Sustainability Committee ("EC&S Committee" or "ECSC") and the Board Rules have
been amended accordingly. The main mission of the EC&S Committee is to assist the Board of Directors in overseeing the
Company's culture and commitment to ethical business, integrity and sustainability. The EC&S Committee is empowered to
monitor the Company's Ethics & Compliance programme, organisation and framework in order to make sure that the
Company's Ethics & Compliance governance is effective (including all associated internal policies, procedures and controls).
This includes the areas of money laundering and terrorist financing, fraud, bribery and corruption, trade sanctions and export
control, data privacy, procurement and supply chain compliance and anti-competitive practices.
The EC&S Committee is also empowered to oversee the Company's sustainability strategy and effective governance and
ensure that sustainability related topics are taken into account in the Company's objectives and strategy.
The EC&S Committee makes recommendations to the Board of Directors and its Committees on all Ethics, Compliance or
Sustainability-related matters, and is responsible for providing to the Audit Committee any necessary disclosures on issues
or alleged ethical and compliance breaches that are financial and accounting-related. The EC&S Committee maintains a
reporting line with the Chief Ethics & Compliance Officer, who is requested to provide periodic reports on its activities.
The Chairman of the Audit Committee and the Chairman of the RNGC are members of the EC&S Committee. Unless otherwise
decided by the EC&S Committee, the CEO and the Chairman of the Board of Directors are invited to attend the meetings.
From time to time, independent external experts are also invited to attend EC&S Committee meetings.
The EC&S Committee is required to meet at least four times a year. In 2021, the EC&S Committee met in total six times with
an average attendance rate of 89%. All of the above described items were discussed during the meetings and the EC&S
Committee fully performed all the above described duties. In particular, following the settlements reached with the French,
UK and US authorities in January 2020 in relation to the Serious Fraud Office / Parquet National Financier / US Department
of Justice / US Department of State investigations, the Committee performed regular reviews of the post settlements
activities (including compliance and export control updates). Notably, regular updates on the activities of the ITAR Special
Compliance Officer, appointed in 2020 under the Consent Agreement with the US State Department and on the monitoring
of the Agence Française Anti-Corruption (AFA) were provided. The Committee also held discussions on the management of
data privacy at Airbus. Regarding Sustainability, the EC&S Committee discussed the Scope 3 disclosure included for the first
time in the 2020 Non-Financial Statement and reviewed the 2021 key priorities, Sustainability roadmaps, dashboard and
KPIs. In addition, the EC&S Committee reviewed stakeholders’ expectations on Sustainability issues including climate and
reporting standards.
The Remuneration, Nomination and Governance Committee
Pursuant to the Board rules, besides its role described in section 4.1.1 above, the RNGC consults with the Chairman and the
CEO with respect to proposals for the appointment of the members of the Executive Committee, and makes
recommendations to the Board of Directors regarding the appointment of the Secretary to the Board of Directors. The RNGC
also makes recommendations to the Board of Directors regarding succession planning (at Board of Directors, Executive
Committee and Senior Management levels), remuneration strategies and long-term remuneration plans. Furthermore, the
RNGC oversees contractual matters in relation to the members of the Board and the Executive Committee, including the
terms and conditions of the relevant contracts, and the
ation of the remuneration policy for approval by the Board.
The rules and responsibilities of the RNGC have been set out in the Board rules.
In addition, the RNGC reviews the Company's top talent, discusses measures to improve engagement and to promote
diversity, as well as reviewing the remuneration of the Executive Committee members, the Long-Term Incentive Plans
("LTIP"), and the variable pay for the previous year.
Airbus SE / 2021 Board Report
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Finally, the RNGC performs regular evaluations of the Company's corporate governance and makes proposals for changes to
the Board Rules or the Articles of Association.
Unless otherwise decided, the Chairman of the Board of Directors and the CEO are invited to attend meetings of the RNGC.
The Chief Human Resources Officer ("CHRO") is requested to attend meetings to present management proposals and to
answer questions. The CEO leaves the meetings when the RNGC discusses his / her remuneration or personal situation.
Pursuant to the Board Rules, the Chair of the RNGC automatically fulfils the function of "Lead Independent Director". In this
role he / she is responsible for (i) replacing the Chairman in his / her absence at meetings of the Board of Directors, (ii)
organising the annual appraisal of the Chairman's performance by the Board of Directors and (iii) acting as an intermediary
for and between the other Directors when necessary.
The RNGC is required to meet at least four times a year. In 2021, it met five times with an attendance rate of 100%. It
discussed all of the above described items during the meetings and it fully performed all of the above described duties. In
particular, the RNGC further discussed the adaptation of the remuneration strategy to properly address the emerging risks
of attracting and retaining key talent. The RNGC also continued to work on a 360 feedback exercise for the CEO and to
perform reviews of the top management succession plan and, more generally, of key talents. Changes within the Executive
Committee were discussed in meetings and implemented in 2021 (see above in the Board of Directors operations section).
The Committee held regular discussions on diversity, including gender diversity, in particular at Board and top management
levels. The RNGC also worked on the Board of Directors succession plan, with a strong focus on gender diversity.
4.1.4 EXECUTIVE COMMITTEE NOMINATION AND COMPOSITION
The CEO proposes all the members of the Executive Committee of the Company (the "Executive Committee") for approval
by the Board of Directors, after consultation with (i) the Chairman of the RNGC and (ii) the Chairman of the Board of Directors,
applying the following principles:
the preference for the best candidate for the position;
the maintenance, in respect of the number of members of the Executive Committee, of the observed balance among the
nationalities of the candidates in respect of the location of the main industrial centres of the Company (in particular
among the nationals of France, Germany, Spain and the United Kingdom, where these main industrial centres are
located); and
at least two-thirds of the members of the Executive Committee, including the CEO and the CFO, being EU nationals and
residents.
Role of CEO and Executive Committee
The CEO is responsible for executing the strategy, as approved by the Board of Directors, and for managing the day-to-day
operations of the Company's business with the support of the Executive Committee ("EC") and its executive leadership team
through Executive Leadership Meetings ("ELM") in which the EC members participate. The CEO shall be accountable for the
proper execution of the day-to-day operations of the Company's business.
ELMs are held on a regular basis and aim at advising the CEO on his day-to-day role, as well as ensuring that EC members
report back on business progress, updates and concerns, addressing Company-wide topics including corporate matters,
approving all vacancies and promotions above certain levels.
The EC further supports the CEO in performing these tasks. Under the leadership of the CEO, the EC is responsible for business
strategy as well as organisational matters and management of the business, monitoring key projects/ products and major
investments, overseeing performance targets, whether it be financial, individual, programmes or support functions, outlining
policies to motivate, recruit and retain employees. It is also accountable for regulatory and statutory obligations along with
policy matters, communications and market disclosures. It is also the forum where the information or requests for approval
destined for the Board of Directors are discussed and approved. The EC members shall jointly contribute to the overall
interests of the Company, in addition to each member's individual operational or functional responsibility within the
Company.
The EC comprises the heads of the Divisions and key functions of the Company.
The CEO is the only Executive Director within the Board of Directors and represents the Company on the Board of Directors.
But, depending on the topic, he usually asks the responsible EC member to join him at Board meetings to present the
financials (CFO), programme/product topics (Division heads), HR matters (CHRO) or any other topic where a specialist is
needed. This approach allows the Board members to get to know the EC members and equips them to make judgements
when it comes to decisions about key positions.
Airbus SE / 2021 Board Report
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4.2 Conflict of interest
Conflict of interest
The Company has a conflict of interest policy, which sets out that any potential or actual conflict of interest between the
Company and any member of the Board of Directors shall be disclosed and, where possible, avoided (please refer to the
(Company / Corporate Governance / Governance Framework and Documents), as is the related best principle 2.7 of the
Dutch Code (as such term is defined in section 4.3 "Dutch Corporate Governance Code" below), which the Company complied
with during 2021. Pursuant to the Articles of Association and the Board Rules, a conflicted member of the Board of Directors
should abstain from participating in the deliberation and decision-making process relating to the matters concerned. The
Board of Directors must approve any decision to enter a transaction where a Director has conflicts of interest that are
material to the Company or the individual Director.
In 2021, no transactions were reported. There were, however, related-party transactions: for an overview, please refer to
"Notes to the IFRS Consolidated Financial Statements Note 10: Related Party Transactions".
4.3 Dutch Corporate Governance Code
In accordance with Dutch law and with the provisions of the Dutch Code, which includes a number of non-mandatory
recommendations, the Company either applies the provisions of the Dutch Code or, if applicable, explains and gives sound
reasons for why they have not been applied.
On 8 December 2016, the Dutch Code was revised; its updated recommendations apply to financial years starting on or after
1 January 2017. The Company welcomed the updates to the Dutch Code and continues supporting its emphasis on topics
such as long-term value creation and the importance of culture.
While the Company, in its continuous efforts to adhere to the highest standards, applies nearly all of the current
recommendations of the Dutch Code, it must, in accordance with the "comply or explain" principle, provide the explanations
below.
For the full text of the Dutch Code, please refer to: www.commissiecorporategovernance.nl.
For the financial year 2021, and in respect of compliance with the Dutch Code, the Company states the following:
1. Securities in the Company as long-term investment
Provision 3.3.3 of the Dutch Code recommends that non-Executive Directors who hold securities in the Company should keep
them as a long-term investment.
The Company considers it is altogether unclear whether share ownership by non-Executive Directors constitutes a factor of
virtuous alignment with stakeholder interest or may be a source of bias against objective decisions. For this reason, it is at
the discretion of the non-Executive Directors to own shares and the Company does not require the non-Executive Directors
who hold shares to keep them as a long-term investment.
Provision of 3.1.2 vi of the Dutch Code recommends that the shares awarded to the CEO are held for at least five years after
they are awarded. The rules applicable within the Company (as described in section 4.4.2 B e) below) do not impose a
minimum of five year holding period for awarded shares; however, the Company believes that potential deviations from this
recommendation are significantly limited by the share ownership guideline (set forth in section 4.4.2 B f), under which the
CEO is expected to hold throughout his / her tenure Airbus SE shares with a value equal to 200% of his / her Base Salary.
2. Dealings with analysts
Provision 4.2.3 of the Dutch Code recommends meetings with analysts, presentations to analysts, presentations to investors
and institutional investors and press conferences shall be announced in advance on the Company's website and by means of
press releases. In addition, it recommends that provisions shall be made for all shareholders to follow these meetings and
presentations in real time, and that after the meetings the presentations shall be posted on the Company's website.
For practical reasons, the Company does not always allow shareholders to follow meetings with analysts in real time.
However, the Company ensures that all shareholders and other parties in the financial markets are provided with equal and
simultaneous information about matters that may influence the share price.
Airbus SE / 2021 Board Report
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3. Gender diversity
On 1 January 2022, new diversity measures entered into force in the Netherlands. Under these new measures, the Company
is required to set an appropriate and ambitious target to promote gender diversity on the Board of Directors, among senior
management, as well as a plan to achieve that target. Annually, within ten months from the close of the financial year, the
Company will be required to report to the Dutch Social Economic Council (Sociaal Economische Raad) on the number of men
and women on the Board of Directors and in senior management at the end of the prior financial year, its diversity target,
the plan to reach such target and, should the target not have been achieved, the reasons for not meeting such target. The
proportion of female representation on the Board of Directors is currently at 25% and the Company targets to increase it to
33% in 2022. Such a proposal is in line with Airbus’ willingness to promote gender diversity within its Board of Directors and
the Company intends to continue to do so in accordance with the principles mentioned in section 4.1.1 above. The Company
will continue to give due consideration to the applicable gender target in its search to find suitable Board candidates and to
actively seek female candidates. However, the Company believes that the importance of diversity, in and of itself, should not
set aside the overriding principle that someone should be recommended, nominated and appointed for being "the right
person for the job".
The Company values diversity in the broadest sense, ranging from gender to ethnicity. To this end, the Company is committed
to promoting, supporting and leveraging initiatives to increase the diversity within its workforce, as well as at top
management and Board levels. With the support of stakeholder input, the Company is diligently working on building a
pipeline of suitable candidates. Through these dedicated programmes, the Company is confident of notably improving
gender diversity within a reasonable timeframe. Although the Company has not set specific targets with respect to particular
elements of diversity, except for the principles described in 4.1.1 - "Composition, powers and rules" and those targets which
apply by law, the Company considers attributes such as personal background, age, gender, national origin, experience,
capabilities and skills when evaluating new candidates in the best interests of the Company and its stakeholders.
For information on the operation of the Shareholders' Meeting, its key powers, the shareholders' rights and how such powers
and rights can be exercised, see " - 3.1: Shareholding and voting rights right to attend Shareholders' Meetings".
For information on the composition and operation of the Board of Directors and its respective committees, see" - 4.1.1:
Composition, power and rules"," - 4.1.2: Operation of the Board of Directors in 2021", and " - 4.1.3: Board Committees".
For information on (i) significant direct and indirect shareholdings, (ii) holders of shares with special control rights, (iii) rules
governing appointment and dismissal of Directors, (iv) amendments to the Articles of Association, and (v) the delegation to
the Board of Directors of the power to issue or buy back shares, see " - 3.1: Shareholding and voting rights Shareholding
structure at the end of 2021", " 3.2: Relationships with Principal Shareholders", " - 4.1.1: Composition, powers and rules",
" -3.1: Shareholding and voting rights Amendments to the Articles of Association" and " - 3.1: Shareholding and voting
rights Modification of share capital or rights attached to shares".
4.4 Remuneration Report
4.4.1 INTRODUCTION
The RNGC, comprised solely of independent non-executive members of the Board of Directors, is pleased to present the
Remuneration Report which comprises the following sections:
Paragraph 4.4.2 presents the Company's remuneration policy ("Remuneration Policy") as adopted by the AGM held in 2020
and applicable from 1 January 2020.
Paragraphs 4.4.3 and 4.4.4 respectively describe how the Remuneration Policy was implemented in 2021 in respect of the
CEO and of the Non-Executive Members of the Board of Directors.
As a reminder, shareholders endorsed at the 2021 AGM the implementation of the Remuneration Policy during the financial
year 2020 through the approval of resolution 5 with a very high level of votes casted in favour. Therefore, the RNGC did not
propose any specific changes based on this shareholders' vote.
Note: Whilst this chapter 4.4 is presented as the Company's Remuneration Report, only the disclosure included in (or expressly
incorporated by reference into) this paragraph 4.4.1 and paragraphs 4.4.3 and 4.4.4 constitute the remuneration report
Airbus SE / 2021 Board Report
26
(bezoldigingsverslag) for purposes of Section 2:135b of the Dutch Civil Code and will be included as a separate agenda item
for an advisory vote at the AGM 2022.
The cumulated remuneration of all Executive Committee Members is presented in the "Notes to the IFRS Consolidated
Financial Statements Note 34: Remuneration". To the extent that any information presented in this note relates to matters
referred to in Sections 2:383c through 2:383e of the Dutch Civil Code and is not also described in paragraph 4.4.3, such
information is incorporated by reference into this Remuneration Report in order to satisfy the requirements of the Dutch Civil
Code.
4.4.2 REMUNERATION POLICY
A General
The Remuneration Policy covers all members of the Board of Directors: the CEO (who is the only Executive Director) and the
other members of the Board of Directors (who are the Non-Executive Directors).
Pursuant to a resolution to that effect, the general meeting may (re)adopt, amend or supplement the Remuneration Policy
on the basis of a proposal by the Board of Directors at the recommendation of the RNGC.
The Board of Directors, at the recommendation of the RNGC, may decide to deviate temporarily (and ultimately until the
General Meeting adopts an amended version of the Remuneration Policy following the occurrence of such deviation) from
any element of the Remuneration Policy as outlined below, if this is necessary to serve the long-term interests and
sustainability of the Company or to assure its viability.
The Remuneration Policy in the form set out below in this chapter 4.4.2 has been adopted by the AGM held in 2020 with
effect as of 1 January 2020.
Given the positive outcome (with a very high score) of the most recent vote of the Company's general meeting on the current
Remuneration Policy, as well as the feedback received from shareholders during dedicated engagements notably on
sustainability matters, the Board of Directors does not believe that any amendment to the Remuneration Policy is required
this year. The Board of Directors believes that the Remuneration Policy is robust and drives the desired outcome. The
Remuneration Policy shall be posted on the Company's website as part of the Company's annual report of the Board of
Directors.
B Executive remuneration Applicable to the CEO
a) Remuneration philosophy
The Company's remuneration philosophy aims to provide remuneration that will attract, retain and motivate high-calibre
executives, whose contribution will ensure that the Company achieves its strategic and operational objectives, thereby
delivering long-term sustainable returns for all shareholders and other stakeholders in a manner consistent with the
Company's identity, mission and corporate values.
The Board of Directors and the RNGC are committed to making sure that the executive remuneration structure (i) is
transparent and comprehensive for all stakeholders; (ii) is consistent and aligned with the interests of long-term
shareholders, also taking into consideration the employment conditions of the Company's employees; and (iii) incentivises
further the Company's corporate values by basing variable remuneration components also on the achievement of non-
financial targets and metrics using environmental, social or governance criteria via the sustainability performance measure.
Before setting the targets to be proposed for adoption by the Board of Directors, the RNGC considers the financial outcome
scenarios of meeting performance targets, including achieving maximum performance thresholds, and how these may affect
the level and structure of the executive remuneration, as well as potential risks for the Company's business which may result
from variable compensation. The Board of Directors shall also consider these aspects, based on the RNGC's
recommendations.
Also, before making a recommendation relating to the remuneration of the CEO, the RNGC and the Board of Directors shall
take note of the views of the CEO with regard to the amount, level and structure of his or her remuneration.
Airbus SE / 2021 Board Report
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b) Total direct compensation and peer group
The CEO's total direct compensation ("Total Direct Compensation") comprises a base remuneration ("Base Salary"), an
annual variable short-term remuneration ("Annual Variable Remuneration" or "VR") and an award under the long term
incentive plan (“LTIP”). The three elements of the Total Direct Compensation are each intended to comprise one third of the
total, assuming the achievement of performance conditions is 100% of the applicable targets. The level of the Total Direct
Compensation for the CEO (Base Salary, VR and LTIP) is set by reference to the median of an extensive peer group (as
described in paragraph 4.4.3 item a) below) and takes into account the scope of the role of the CEO, and the level and
structure of executive rewards within the Company. The benchmark is regularly reviewed by the RNGC, with the support of
an independent consultant, and is based on a peer group which comprises:
global companies in the Company's main markets (France, Germany, UK, Spain and US), excluding financial institutions;
and
companies operating in the same industries as the Company worldwide.
The elements of the Total Direct Compensation are described below:
Remuneration Element
Main Drivers
Performance Measures
Target and Maximum
1/3 of Total Direct
Reflects market value of
position.
Compensation
performance
(when
Base Salary (in €)
Not applicable
achievement is 100% of
target)
Collective (50% of VR):
divided between EBIT2
(40%);
The VR is targeted at
100% of base salary for
the CEO and, depending
on the performance
assessment, ranges from
0% to 200% of target.
Rewards
performance based on
achievement of Company
performance
and individual objectives.
annual
Free Cash Flow3 (40%) and
Sustainability (20%).
Variable remuneration (in €)
Individual (50% of VR):
Achievement of annual
measures
The VR is capped at 200%
of Base Salary.
individual
objectives,
divided between outcomes
and behaviour.
The original allocation to
the CEO is capped at
100% of base salary at the
time of grant.
Vesting capped at 150%
of initial grant (in number
Rewards
commitment
long-term Vesting,
subject
to of Performance Shares
and performance over a three- and/or Units).
Company performance, year period. In principle, no In addition, for the
and engagement based on vesting if cumulative EBIT is vesting of Performance
financial targets aligned negative. If cumulative EBIT Units:
LTIP (in Units and/or Shares)
with long-term objectives is positive, vesting from 50%
-
overall pay-out is
subject to cumulative to 150% of grant based on capped at 250% of the
performance over a three- EPS (75%) and Free Cash original value at the date
year period.
Flow (25%).
of grant.
- the value that could
result from share price
increases is capped at
200% of the reference
share price at the date of
grant.
1
2
The Company continues to use the term EBIT (Earnings Before Interest and Taxes). It is identical to profit before finance cost and income taxes as defined by IFRS Rules.
Airbus defines the alternative performance measure FCF as the sum of (i) cash provided by operating activities and (ii) cash used for investing activities, less (iii) change of
securities, (iv) contribution to plan assets for pension schemes, (v) realised treasury swaps and (vi) bank activities. It is a key indicator which allows the Company to measure
the amount of cash flow generated from operations after cash used in investing activities.
Airbus SE / 2021 Board Report
28
The following graphic depicts three relevant scenarios for the outcome of the Total Direct Compensation:
Below
Threshold
Target
Maximum
0
1
2
3
4
5
6
7
8
Base Salary
Variable Remuneration (VR)
LTI paid in cash
LTI paid in shares
Indications assume a Base Salary of EUR 1.35 million, but the Board of Directors may revise the Base Salary based on the recommendations of the RNGC.
"Below Threshold" includes annual Base Salary; VR at 0%; LTIP not vesting.
"Target" includes Base Salary, VR at target and LTIP grant face value in cash and/or in shares.
"Maximum" includes Base Salary; maximum VR value (200% of VR at target); maximum LTIP cash grant projected at vesting date (250% of grant value); maximum
performance applicable to the number of shares granted (150%). The final value of Performance Shares depends on the share price development which is not
capped. Illustrative table for a theoretical grant of 50% Shares / 50% Units.
c) Base Salary
The CEO's Base Salary is determined by the Board of Directors, taking into account the peer group analysis mentioned above.
d) Annual Variable Remuneration
The Variable Remuneration is a cash payment that is paid following the end of each financial year, depending on the
achievement of specific and challenging performance targets as determined at the beginning of each financial year. The level
of the CEO's variable remuneration is targeted at 100% of the Base Salary; it is capped at a maximum level of 200% of the
Base Salary. The entire Variable Remuneration is at-risk, and therefore if performance targets are not achieved as per the
defined objectives agreed by the Board of Directors, it may mean that no variable remuneration is paid at all.
The performance measures that are considered when awarding the variable remuneration to the CEO are split between
common collective performance measures and individual performance measures.
Common collective component
The common collective component is based on earnings before interest and taxes ("EBIT") (40%), free cash flow (40%) and
sustainability (20%) objectives (the "Common Collective Component"). At the beginning of each year, the Board of Directors
sets the targets for these key value drivers at Company and Division levels. The common collective targets relate closely to
internal planning and to guidance given to the capital markets (although there may be variations from these). The key value
drivers that form the sustainability component will be determined by the Board of Directors and disclosed in the
implementation section of the Company's remuneration report for the relevant financial year. They can be related to matters
such as health & safety, climate and/or people.
To calculate the common collective annual achievement levels, actual EBIT, free cash flow and sustainability performance
are compared against the targets that were set for the year. This comparison forms the basis for computing achievement
levels, noting that the actual EBIT, free cash flow levels are occasionally normalised for a limited number of factors which are
outside management's control (such as certain foreign exchange impacts or unplanned merger and acquisition activities).
The RNGC's intention is to ensure ambitious financial and sustainability targets, and to incentivise the CEO's commitment to
meeting these targets.
Airbus SE / 2021 Board Report
29
The graphic below illustrates the Common Collective Component, how it is measured and what the key value drivers are:
Individual component
The individual element ("Individual Component") focuses on outcomes and behaviour (as defined below). Individual
performance is assessed in these two important dimensions, which both contribute to the Company's remuneration
philosophy. Among other matters, corporate social responsibility and the Company's corporate values are considered as part
of this assessment.
Outcomes encompass various aspects of what the CEO can do to contribute to the success of the business: specific
business results he achieves, projects he drives and processes he improves. The individual targets of the CEO are
comprehensive and shared with all employees via the top company objectives.
Behaviour refers to the way results have been achieved, which is also critical for long-term success: how the CEO and
the Board of Directors work as a team, how the CEO leads the Executive Committee, quality of communication,
encouragement of innovation, etc. A specific part of the behaviour assessment relates to ethics, compliance, quality
and other sustainability matters.
The performance of the Individual Component is measured by the RNGC for the CEO and for all the other members of the
Executive Committee.
The RNGC discusses the level of achievement of every single target and derives a combined target achievement level for the
outcomes. The behavioural part of the Individual Component is also discussed by the RNGC and constitutes an adjustment
factor for the target achievement of the outcomes. Finally, the RNGC proposes to the Board of Directors the compound
Individual Component of the CEO target achievement made up from the outcomes and behavioural achievements.
e) Long-Term Incentive Plan
The CEO participates in the Company's LTIP in order to increase the alignment with shareholders' interests. The LTIP allows
the award of performance units ("Performance Units" or "Units") and/or performance shares ("Performance Shares" or
"Shares").
The value of the CEO's LTIP allocation is capped at 100% of the Base Salary at the date of grant and subject to performance
conditions. The achievement of the performance criteria is assessed by the RNGC after a three-year period, based on relevant
financial criteria during this period of three years with stringent targets set in advance and agreed by the Board of Directors
at the recommendation of the RNGC.
At the end of this three-year period, the grant is subject to a performance calculation to determine whether and to what
extent it should vest. Depending on this calculation (i) Performance Units will vest in two tranches, the payment of which
takes place approximately six and 18 months following the end of the performance period and (ii) Performance Shares will
vest in one tranche, approximately six months following the end of the performance period. This is depicted in the graphic
below:
Airbus SE / 2021 Board Report
30
The level of vesting of Performance Shares and Units is subject to the following performance measures:
0-50% of the allocation: In principle, this element of the Performance Unit/Share award will not vest if the Company
reports negative cumulated EBIT results. Nonetheless, in case the Company's EBIT results are impacted by exceptional
and unpredictable circumstances, the Board of Directors, upon recommendation of the RNGC, may decide that a
maximum portion of 50% of the allocation will vest;
50-150% of the allocation: This element of the Performance Unit/Shares vests based on the two following performance
criteria: average earnings per share (75%) ("Earnings per Share" or "EPS") and cumulative free cash flow (25%).
The vesting of Performance Units and Shares is subject to the following maximum cap:
the maximum level of vesting is 150% of the number of Units/Shares granted.
The vesting of Performance Units is subject to the following maximum caps:
the value that could result from share price increases is capped at 200% of the reference share price at the date of grant;
and
the overall pay-out is capped at 250% of the value at the date of grant.
Performance Units and Performance Shares that vest in accordance with the terms and conditions applicable to them are
settled without further action being required by the beneficiary.
For each payment in cash, one Unit is equal to the value of one Company share at the time of vesting. The Company share
value is the average of the opening share price, on the Paris Stock Exchange, during the 20 trading days preceding and
including the respective vesting dates.
f) Share ownership guideline
The Board of Directors has established a share ownership guideline pursuant to which the CEO is expected to acquire Airbus
SE shares with a value equal to 200% of the Base Salary and to hold them throughout his or her tenure.
g) Benefits
The benefits offered to the CEO are similar to the benefits granted to other executives of the Company and comprise, among
other matters, medical, death and disability coverage (both through a social security system or a company plan, depending
on the contractual agreement with the CEO), a company car and usual facilities.
Unless the law provides otherwise, the costs and expenses of the CEO are covered, including reasonable costs of defending
claims, under the conditions set forth in the insurance policy subscribed by the Company. Under circumstances excluded by
the insurance policy, such as an act or failure to act by the CEO that can be characterised as intentional, intentionally reckless,
or seriously culpable, there will be no entitlement to any coverage.
h) Retirement
The CEO is entitled to retirement benefits through mandatory applicable state and collective pension plans.
Airbus SE / 2021 Board Report
31
The CEO participates also in a Company pension contributions based plan. This plan consists of an annual pension
contribution of 20% of the annual pensionable remuneration (as described in paragraph 4.4.3 item h) below) subject to
applicable local practices (if any).
i) Clawback
In accordance with Dutch law, the Board of Directors may adjust a "bonus" (as defined under Dutch law, including short-
term remuneration and awards under the Long-Term Incentive Plan subject to performance criteria) awarded to the CEO to
a suitable level, if payment or satisfaction of that bonus would be unacceptable under the standards of reasonableness and
fairness. Also, the Company may reclaim a bonus already paid, in whole or in part subject to applicable local legal
requirements, if any, to the extent that such payment was made on the basis of incorrect information regarding the
achievement of the targets, objectives and/or conditions underlying the bonus or regarding the circumstances on which the
bonus was dependent. The Non-Executive Directors, or a special representative designated by the general meeting, may
demand such repayment on the Company's behalf.
Any such adjustment or clawback will be reported in the notes of the relevant financial statements of the Company.
j) Loans
The Company does not provide loans or advances to the CEO.
k) Severance
In case of termination of the CEO's duties at the initiative of the Board of Directors, the CEO shall be entitled to an indemnity
equal to one (1) time the last Total Annual Remuneration (defined as Base Salary and VR most recently paid) subject to
applicable local legal requirements if any, and provided that the performance conditions (as described in paragraph 4.4.3
item k) below) assessed by the Board of Directors have been fulfilled. If the CEO's appointment as member of the Board of
Directors terminates within a period of 12 months or less prior to his retirement date, the termination indemnity will be
limited by pro-rating its amount. This will not apply if the CEO's mandate is terminated for cause (misconduct), in case of
resignation or termination on or after his retirement date.
The CEO's appointment terms and conditions include a non-compete clause, which applies for a maximum of one year. The
compensation under the non-compete clause is equal to 50% of the last total annual remuneration (defined as Base Salary
and VR most recently paid), subject to applicable local legal requirements if any and paid in monthly instalments.
Past LTIP awards may be maintained, in such cases as retirement or if a mandate is not renewed by the Company for a reason
other than cause (misconduct). The vesting of past LTIP awards follows the rules and regulations of the LTIP including
performance conditions and is not accelerated in any case. LTIP awards are forfeited for executives who leave the Company
at their own initiative, but this is subject to review by the Board of Directors.
The term of the CEO's appointment is linked to his or her mandate as a member of the Board of Directors. The termination
of the CEO's appointment may be subject to a notice period of six months, except if the CEO's appointment is terminated for
cause (misconduct), in which case the CEO's appointment may be terminated immediately, or in case of non-renewal of the
CEO's mandate by the general meeting.
C Non-Executive remuneration applicable to Non-Executive Directors
The Company's Remuneration Policy with regard to Non-Executive Directors aims at ensuring fair compensation and
protecting the independence of the Board's members. Their remuneration should be commensurate to the time spent and
the responsibilities of their role on the Board of Directors.
Fees and entitlements
Non-Executive Directors are entitled to the following remuneration components:
a base fee for membership or chair of the Board of Directors;
a Committee fee for membership or chair on each of the Board's Committees;
an attendance fee for the attendance of Board meetings (subject to such conditions as may be imposed by the Board of
Directors at the recommendation of the RNGC); and
an attendance fee for the attendance of Committee meetings if and when such Committees would have more than four
Committee meetings per year (whether these meetings are held physically or by phone).
Airbus SE / 2021 Board Report
32
Each of these fees is a fixed amount that is determined by the Board of Directors from time to time, at the recommendation
of the RNGC.
Committee chairmanship and Committee membership fees are cumulative if the concerned Non-Executive Director belongs
to two different Committees. Fees are paid twice a year at the end of each semester (as close as possible to the Board
meeting dates).
Non-Executive Directors do not receive any performance or equity- related compensation, and do not accrue pension rights
with the Company in the frame of their mandate, except what they would receive in the frame of a current or past executive
mandate. These measures are designed to ensure the independence of Board Members and strengthen the overall
effectiveness of the Company's corporate governance.
The Company does not encourage Non-Executive Directors to purchase Airbus SE shares.
The Company does not provide loans or advances to the Non-Executive Directors.
Unless the law provides otherwise, the Non-Executive Directors shall be reimbursed by the Company for various costs and
expenses, including reasonable costs of defending claims. Under certain circumstances, such as an act or failure to act by a
Member of the Board of Directors that can be characterised as intentional, intentionally reckless, or seriously culpable, there
will be no entitlement to this reimbursement.
4.4.3 IMPLEMENTATION OF THE REMUNERATION POLICY IN 2021: CEO
This paragraph 4.4.3 describes how the Remuneration Policy was implemented in 2021 with respect to the CEO (Mr
Guillaume Faury). As a reminder, the AGM held in 2020 approved the Remuneration Policy through resolution five with a
very high level of support.
In line with the Remuneration Policy and the expectation of the RNGC and the Board of Directors, the philosophy of the
remuneration policy aims to provide remuneration that will attract, retain and motivate high-calibre executive, while taking
into account best practices as well as employee and shareholder considerations. It should help to ensure that the Company
achieves its strategic and operational objectives, thereby delivering sustainable returns for all shareholders and other
stakeholders in a manner consistent with the Company's identity, mission and corporate values.
a) Benchmarking
The latest benchmark was performed in July 2021 at RNGC and Board of Directors request.
The new relevant peer group from this last benchmark, based on Willis Towers Watson database, is composed of 55
companies [1] selected from CAC40 in France, DAX 40 (formerly DAX 30) in Germany, FTSE 100 in the UK, IBEX 35 in Spain
and DJ 30 in the US having comparable economic indicators such as revenues, number of employees and market
capitalisation and providing perspective on compensation practices from direct or indirect competitors. Financial institutions
were excluded from this peer group.
(1) France : Total, Sanofi, Safran SA, Air Liquide, Stellantis, Danone, Schneider Electric, Saint-Gobain, Vinci, Engie, Thales, Dassault systèmes
Germany: Bayer, Volkswagen, Daimler, BASF, Deutsche Telekom, Siemens, BMW, Continental, E.ON, Henkel, Deutsche Post , SAP
Spain: Iberdrola, Endesa, Siemens Gamesa, Santander, Telefónica, Naturgy, Repsol, Banco Bilbao, Inditex, Ferrovial SA
UK: Shell, BP, BAT, GSK, Rio Tinto, Vodafone, Bae Systems, Rolls Royce, Diageo, Unilever, Tesco
US: Boeing, Lockheed, Raytheon, General Dynamics, Northrop Grumm, GE, Caterpillar, 3M, IMB, Fedex
Based on the conclusion of the independent expert who ran the benchmark, the total direct compensation (TDC) of the CEO
is below the median level of the peer group.
In line with the Company’s Remuneration philosophy, the conclusion of this benchmarking exercise was duly taken into
account by the RNCG and the Board of Directors when setting the remuneration of the CEO.
In addition to external benchmark, the RNGC considers also the remuneration of employees through the review of the
evolution of the pay-ratio (see 4.4.3 item (j)).
b) Base Salary
The 2021 CEO Base Salary level on a full year basis is unchanged compared to 2020 and amounts to € 1,350,000 (lowered
from the Base Salary of the former CEO: € 1,500,000 in 2019).
Airbus SE / 2021 Board Report
33
c) Annual Variable Remuneration
As stipulated in the Company's Remuneration Policy, the CEO's VR is targeted at 100% of the Base Salary and capped at 200%
of the Base Salary. It is subject to the fulfilment of collective and individual performance targets.
For 2021, the VR of the CEO amounts to an aggregate of € 2,241,000 composed of € 1,296,000 (192%) for the Common
Collective Component and € 945,000 (140%) for the Individual Component.
Common Collective
Component:
1 296 000
Variable
Achievement:
Remuneration of
CEO in 2021:
192 %
Individual part:
2 241 000
945 000
Achievement:
140 %
Performance achievement Common Collective Component
According to the policy applicable for the financial year 2021, the Common Collective Component for the Company
consolidated achievement amounts to 192%. It is based on an achievement of 200% of target EBIT, 200% of target free cash
flow, and 161% of target sustainability (which is based on achievement of 200% of target reduction of CO2 emissions and
122% of target reduction of FR1). These criteria apply to all executives having a Common Collective Component in their
variable remuneration.
EBIT
40%
200 %
200 %
Financial
80%
FCF
40%
192%
CO2
10%
200 %
Sustainability
20%
FR1
10%
122 %
Maximum
Achievement
200%
Minimum
Achievement
0%
Maximum level of achievement for EBIT / free cash flow was driven by Airbus Commercial very strong performance and good
performance of Airbus Helicopters and Airbus Defence & Space in a context of quicker than expected post COVID-19
recovery. Normalisations were made to exclude exceptional financial impacts such as currency exchange differences.
Sustainability targets are measured by two criteria: the rolling lost time injury frequency rate ("FR1") which is the monthly
number of lost time injuries per million worked hours averaged over 12 months) and the reduction in CO2 emissions (“CO2
Avoidance”), each weighted for 10% of the Common Collective Performance.
In 2021, the consolidated rolling FR1 decreased from 3.61(1) to 3.06 leading to an overall achievement of 122%(2)
(1) restatement of 2020 actual figure of 3.81 due to increased scope
(2) based on the weight of each business
In 2021, the CO2 emission decreased by 6% (762 ktons), which is above the targeted reduction of 3%, leading to
an achievement of 200%
The high level of reduction in FR1 and CO2 emissions at group level is confirming the successful and faster than anticipated
year over year reduction target.
For 2022, the Board of Directors decided to maintain the sustainability component as follows: FR1 for 50% and CO2 avoidance
for 50%. The target for 2022 is a reduction of FR1 by 15% in Airbus Commercial and 10% in Airbus Defence and Space and
10% at Airbus Helicopters versus our actuals 2021 rolling FR1 and a reduction of CO2 emissions of our industrial sites and
operations by 5%.
Airbus SE / 2021 Board Report
34
Performance achievement Individual Component
The Individual Component in 2021 results from an achievement level of 140%, assessed by the RNGC and approved by the
Board of Directors on the basis of achievement demonstrated on different criteria defined at the beginning of the year, as
summarised in the table below:
Weight
%
Achievements
%
OBJECTIVE
TARGET
Outcomes element
- Customer
- Industrial Performance
- People
- Sustainabililty
2021 Top Company
Objectives
30%
40%
128%
150%
- Enable the Future
- Prepare Airbus for post COVID-19
- Consolidate our market position in commercial
aviation
Personal Objectives - Secure / Finalise the key strategic military
programmes
- Environment, Social and Governance
- Set Airbus onto the right trajectory for the future
Behaviour element
Personal Focus
- Ethics & Compliance
- Personal Development
- Leadership Team Development
30%
140%
100%
140%
The Individual component has been assessed according 3 sets of complementary objectives:
Top Company Objectives Assessment accounting for 30% of the total Individual Component
CEO Personal objectives accounting for 40% of the total Individual Component
CEO Personal Focus accounting for 30% of the total Individual Component
I. Outcomes element
A. 2021 Top Company Objectives
They have been defined, structured around 5 clusters:
-
-
-
-
-
-
Customer
Industrial Performance
Financial Performance
People
Sustainability
Enable the Future
A series of KPIs and associated targets have been set at the beginning of the year, for each of the clusters.
Each of the KPIs have been measured and compared to target, leading to a global measurement of the TCOs achievement at
128% of the targets, as per details shown on the table “summary CEO achievement – Individual Component” at the beginning
of this chapter.
B. CEO Personal Objectives
Consistently with the TCOs, Individual Objectives have been set up specifically for the CEO.
They are structured around 5 priorities, detailed below.
Each of the priorities have been assessed by the RNGC leading to a global achievement of 150% for the Personal Objectives,
as per details shown on the table “summary CEO achievement – Individual Component”.
The main and most noticeable factors for each of the 5 priorities determining the achievement level of CEO Personal
Objectives included, but not limited to:
Airbus SE / 2021 Board Report
35
1. Prepare Airbus for post COVID-19
-
-
-
Despite disruption within the Supply Chain, achieved a strong alignment to secure single aisle family ramp up
A total of 611 commercial aircraft were successfully delivered, in line with 2021 delivery Guidance
Restructuring of our industrial set up, as an enabler of increased competitiveness
2. Consolidate our market position in commercial aviation
A strong single aisle market position achieved with 49% of market share and 24% of widebody market share including
the launch of the A350 Freighter programme
-
-
-
Gross commercial aircraft orders totalled 771 with net orders of 507 aircraft after cancellations.
This year, the WTO dispute has been settled, putting an end to 17 years discussions with the US.
3. Secure / Finalise the key strategic military programmes
Eurodrone’s negotiations successfully completed in 2021 resulting in a signature of the contract in February 2022.
Tiger MKIII contract signed
-
-
-
Future Combat Air System (“FCAS”), negotiations with the partner companies and customers are ongoing
4. Environment, Social and Governance
-
Leading the decarbonisation of the aerospace sector aiming to bring the first zero emission commercial aircraft to
market by 2035. To this end, the Company’s CO2 emissions decreased by 6% (762 ktons), which is above of the targeted
reduction of 3%.
-
-
-
Enhancing the current product and services portfolio contributing positively to climate change mitigation and
adaptation.
Strong focus to push our Health and Safety standards towards industry benchmarks, through standard processes
deployment, and extensive training tailored to different population. As a result, FR1 target over-achieved.
My Working Environment Survey in order to measure engagement of our employees, and roadmap defined in order
to tackle main pain points (see details in Chapter 6).
5. Set Airbus on the right trajectory for the future
Internal Transformation Programme has been (re)launched, and reset in a Post COVID-19 world. “Next Chapter
Rewired” is focusing on creating the conditions for next generation digital and decarbonized products and services.
-
II. Behaviour element
The “behaviour element” accounts for 30% of the total Individual Component and has been assessed around 3 axis:
-
-
-
Ethics & Compliance
Personal Development
Leadership Team Development
Each of the priorities have been assessed by the RNGC leading to a global achievement of 140% for the Personal focus
Objectives, as per details shown on the table “summary CEO achievement – Individual Component”.
1. Ethics & Compliance
Ethics & Compliance (E&C) continues to be a key focus area for the Company and the way the business is done:
-
Dedicated E&C focus during monthly executive and leadership meetings in February 2021, May 2021 and December
2021.
-
-
Dedicated Export Control session during the February Executive Committee.
Dedicated E&C workshop in December at Executives Leadership Meeting (ELM).
From 1 October 2020 to 30 September 2021, the Company’s employees followed 284,774 Ethics & Compliance e-
learning sessions. In 2021, 90% higher risk third parties were trained on Ethics & Compliance requirements and
expectations.
2. Personal Development
The CEO is leading by example and has set axis of development supported by a coach following feedback sessions
performed with his team members.
Airbus SE / 2021 Board Report
36
3. Leadership Team Development
The new composition of the Executive Committee has been implemented, including the nomination of Sabine Klauke,
Chief Technical Officer, Catherine Jestin, EVP Digital and Transformation Management and Alberto Gutierrez, Chief
Operating Officer for the Commercial Aircraft business. Furthermore, internal succession plans and training
opportunities were reviewed to ensure that the strength of the Company’ internal talent remains engaged and
monitored.
d) Long-Term Incentive Plan
2021 Grant
In 2021, under the Company’s LTIP, the Board decided to grant only Performance Shares, and no Performance Units. This
applies to the CEO as well as to all beneficiaries of LTIP. The value of the Performance Share award has been capped at 100%
of the Base Salary, in line with the current Remuneration Policy as validated by the AGM 2020, which then represents one
third of the CEO's target Total Direct Compensation. The table below gives an overview of the Performance Shares granted
to the CEO in 2021 pursuant to the LTIP:
Share plan: number of Performance Shares
Granted in 2021
Vesting dates
Guillaume Faury
12,121
Vesting schedule is made up of 1 tranche expected in May 2025
The grants in 2021 were performed in compliance with the performance measures (average EPS (75%) and cumulative FCF
(25%)) described in paragraph 4.4.2 B item e). As per the current Remuneration Policy, the Performance Shares granted in
2021 will vest in one tranche (in May 2025).
Vesting values in 2021
In 2021, the CEO received both cash payments and vested shares in connection with the vesting of 2016 and 2017 LTIP
awards:
Cash: the total cash payment to the CEO amounted to €ꢀ324,509 in 2021.
Shares: in connection with the 2017 LTIP award, the CEO received 2,202 vested shares on 5 May 2021.
LTIP overview: granting and vesting
Share
price at
grant
date
Units with
performance
achievement
Date of
grants
Grant
Type
Numb
er
Value at
grant date
Performance
achievement
Dates of vesting
Share value at vesting dates(*)
2016
Units
5,696
€ꢀ52.67
€ꢀ300,008
75%
4,272
2 vestings in 2020 - 2021
1st vesting 7 May 2020 € 56.27
2nd vesting 5 May 2021 € 100.25
7 May 2020 € 53.80
1st vesting 5 May 2021 € 100.25
5 May 2021 € 97.58
2016
2017
2017
2018
Shares
Units
Shares
Units
5,696
4,404
4,404
4,208
€ 52.67
€ꢀ73.81
€ 73.81
106.94
€ꢀ300,008
€ꢀ325,059
€ꢀ325,059
€ 450,004
75%
50%
50%
Not yet known
4,272
2,202
2,202
Not
known
Not
known
Not
known
Not
known
Not
known
Not
known
Not
1 vesting in 2020
2 vestings in 2021 - 2022
1 vesting in 2021
yet
yet
yet
yet
yet
yet
yet
2 vestings in 2022 - 2023
Not yet known
2018
2019
2019
2020
2020
2021
Shares
Units
4,208
5,530
5,530
9,920
9,920
€ 106.94
€ 122.06
€ 122.06
€ 68.04
€ 68.04
€111.38
€ 450,004
€ 674,992
€ 674,992
€ 674,957
€ 674,957
Not yet known
Not yet known
Not yet known
Not yet known
Not yet known
Not yet known
1 vesting in 2022
Not yet known
Not yet known
Not yet known
Not yet known
Not yet known
Not yet known
2 vestings in 2023 - 2024
1 vesting in 2023
Shares
Units
2 vestings in 2024 2025
1 vesting in 2024
Shares
Shares
12,12
1
1 vesting in 2025
1,350,037
known
Calculations may involve rounding to the nearest unit.
* Vesting will occur according to the respective rules and regulations of each plan.
100% of units and shares granted since 2016 are conditional to the achievement of performance conditions
NOTE: 2016 to 2018 awards were granted to Mr Faury before his appointment as CEO and should vest during his mandate.
Performance Conditions of LTIP 2018:
The performance conditions for LTIP 2018 were determined as follows: if the Company reports a positive cumulative
EBIT, a minimum portion of 50% of the Performance Units / Shares vest. If the Company reports a negative cumulative
EBIT resulting from exceptional circumstances, the Board of Directors can decide at its sole discretion to vest a maximum
Airbus SE / 2021 Board Report
37
portion of 50% of the Performance Units / Shares.
50% to 150% of the allocation would be granted depending on the compounded achievement of the two following
performance criteria:
75% of average EPS ("Ave EPS"): determined on a linear basis depending on three-year Ave EPS for the 2018, 2019
and 2020 fiscal years, with the three-year Ave EPS target for an allocation of 100% equal to €ꢀ6.73; and
25% of cumulative FCF ("Cum FCF"): determined on a linear basis depending on three-year Cum FCF for the 2018,
2019 and 2020 fiscal years, with the three-year Cum FCF target for an allocation of 100% equal to €ꢀ13,000 million.
Review of achievement of performance conditions:
On 16 February 2022, the Board of Directors noted the achievement of the performance conditions of the 2018 plan, i.e. for
the 2019, 2020 and 2021 fiscal years. The three-year average EPS was €ꢀ2.27 and the three-year Cum FCF was €ꢀ3,230 million,
after normalisation to align them with policies in force when setting the target (notably IFRS 15 and A220 impacts).
The cumulative EBIT for the 3-year period is positive, leading, according to the policy, to the vesting of 50% of Performance
Shares and Units. The positive performances of 2019 and 2021 exercises did not mitigate the 2020 exercise strongly impacted
by the sanitary crisis leading to no vesting above 50%.
For reasons of confidentiality, the precise targets set for the average EPS and cumulative free cash flow, even though they
have been properly established and validated in a suitable manner, cannot be publicly disclosed as these objectives are
considered as competitive sensitive information. Nonetheless, in the spirit of providing the highest level of transparency to
our shareholders and to adhere to best practices, retrospective information demonstrating the stringency of the targets set
by the Board of Directors is provided for the previous LTIP, as follows:
For
comparison,
average EPS
for the last
3 reported
years at the
date of grant
€ 2.76*
Performance
achievement
in
Compounded
performance
achievement
in percentage
Date
of
grants
Target for
a 100%
allocation
Resulting
vesting in
number
Number
of units
KPI
Achieved
percentage
Ave EPS
Cum FCF
Ave EPS
Cum FCF
Ave EPS
Cum FCF
€ 4.40
€ 5,774m
€ 6.00
€ 9,339m
€ 6.73
€ 3.35
€ 11,218m
€ 1.83
€ 4,331m
€ 2.27
50%
150%
50%
50%
50%
50%
2016
2017
2018
11,392
8,808
8,416
75%
50%
50%
8,544
4,404
4,208
2.28**
€ 2.81***
€ 13,000m € 3,230m
* Average EPS of 2015, 2014 and 2013. ** Average EPS of 2016, 2015 and 2014. *** Average EPS of 2017, 2016 and 2015
Based on the above, the ratio between the fixed part of the remuneration of the CEO in 2021 (Base Salary, annual contribution
to the Company's defined contribution pension plan and benefits) and the variable part of the remuneration (Variable
Remuneration related to 2021 paid-out in 2022 and LTIP vesting in 2021) is 41% / 59% (versus 49% / 51% in 2020).
e) Share ownership
The CEO owned 24,495 Airbus SE shares on 31 December 2021. The CEO has reached the target of 200% of the Base Salary
in 2021 thanks to a personal investment plan in Airbus SE shares.
Please refer to the AFM website www.afm.nl for any further information related to the transactions of the CEO.
f) Employee Share Ownership Plan (ESOP)
In March 2021, the Company offered all eligible employees the opportunity to subscribe to a share matching plan, through
which the Company matches a certain number of directly acquired shares with a grant of matching shares. This ratio varies
depending on the number of shares acquired at fair market value by the employees, with a maximum discount of 44%. The
total offering was up to 2.2 million shares of Airbus SE, open to all qualifying employees. Information about the plan can be
found on the Company's website.
Under the umbrella of the ESOP 2021, a dedicated UK tax advantageous Share Incentive Plan ("SIP") was also deployed in
March 2021.
Although the CEO was eligible for the plan, he did not participate in the ESOP 2021 plan leaving more shares for employees
in order to favour the development of employee shareholding.
Airbus SE / 2021 Board Report
38
g) Benefits
Costs of benefits provided through applicable mandatory collective and social security plans are accounted for among social
charges (please refer to Note 34 to the IFRS Consolidated Financial Statements for further details). The monetary value of
other benefits provided to the CEO in 2021 amounts to €ꢀ32,479 (vs € 33,790 in 2020).
h) Retirement
Until the end of 2019, the retirement benefit of the CEO accrued through a defined benefit commitment. Following the Board
of Directors decision approved in the AGM 2020, the accrued pension rights under this commitment have been frozen based
on the seniority of the CEO as Executive Committee member at the end of 2019. A replacement target ratio has therefore
been set at 52% of his Base Salary (i.e. 26% of the sum of his Base Salary and his target VR) and will no longer accrue. The
pension rights under this commitment remain unvested until the retirement date of the CEO.
The pension rights arising from the Company's defined contribution plan (i.e. contribution of 20% of the pensionable
remuneration, which is the Base Salary and the most recently paid VR) are deducted from the frozen pension rights described
above.
The present value of the remaining CEO's pension obligation related to the frozen defined benefit commitment is estimated
annually by an independent actuarial firm according to the international accounting standard IAS19 as applied by the
Company for post-employment benefits. As of 31 December 2021, the defined benefit obligation amounted to € 9,046,433
(€ꢀ9,423,777 in 2020). This obligation has been accrued in the 2021 Consolidated Financial Statements and will be updated
annually up to the retirement date of the CEO considering future changes on economic assumptions or other factors like
salary increase.
For the fiscal year 2021, the cost related to the CEO's pension rights accrued under Company's plans during the year
represented an expense of € 1,138,794 (versus € 1,179,332 in 2020)).
The annual cost of pension rights accrued under applicable mandatory collective and state pension plans are accounted for
among social charges (please refer to Note 34 to the IFRS Consolidated Financial Statements for further details).
i) Clawback
The Board of Directors did not apply any clawback in 2021.
j) Pay ratio
The Dutch Corporate Governance Code recommends that the Company provides a ratio comparing the compensation of the
CEO and that of a "representative reference group" determined by the Company.
The Company's pay ratio is calculated by comparing the compensation of the CEO with the average compensation of full-
time equivalent permanent employees from France, Germany, the UK and Spain for the Company, excluding subsidiaries
(encompassing around 99,000 employees).
Taking into account stakeholders expectations, the aggregate compensation over the fiscal year that was used as a reference
amount has changed to calculate the 2021 ratio: in addition to the gross sum of the Base Salary, annual bonus, profit and
success sharing, overtime, premium for work conditions and other premiums that was taken into account in previous
calculations, the social charges, the value of benefits and pension contributions and the face value of LTIP at grant date have
been included.
Based on this new methodology, the ratio between the compensation of the CEO (including base salary, variable
remuneration, social charges, benefits, pension contributions and LTIP grant face value) and the average compensation of
full-time equivalent permanent employees for the fiscal year to which this report relates is 59 (for 2020: 58 based on the
new methodology as described above) (rounded to the nearest integer).
Note for information: The evolution of the pay-ratio between 2020 and 2021 based on the new methodology has been
considered by the RNGC when discussing the CEO remuneration for 2022.
k) Severance
No payment has been made to the CEO in 2021 related to severance or other termination indemnity.
Under the current CEO's appointment terms and conditions, the payment of an indemnity in case of termination would be
subject to performance conditions. These conditions would be fulfilled if the collective and individual components of the VR
for the last 2 financial years preceding the financial year during which the termination occurs have been assessed by the
Board of Directors at 100% or more.
Airbus SE / 2021 Board Report
39
l) Development of the compensation
The table below provides an overview of the development of the direct cash compensation paid to the CEO during a
financial year composed by the Base Salary plus the VR (as defined below) and of the Employee Compensation (as defined
below).
Financial year
2021
2020
2019
2018
2017
I. CEO's direct cash compensation
Annual Base Salary (k€)
VR (k€) (2)
Total
Annual Variation
1,350
1,404
2,754
-5.1%
1,350
1,553
2,903
-21.8%%
1,392(1)
2,318
3,710
1,500
2,168
3,668
+7.5%
1,500
1,913
3,413
-0.6%
+1.1%
II. Long Term Incentive Plan (k€) (3)
1,350
1,350
1,350
-
1,500
III. Company Performance
EBIT Adjusted (m€)
Annual Variation
FCF before M&A and customer financing (m€)
Annual variation
4,865
+185%
3,515
n.a
1,706
-75%
(6,935)
-298%
6,946
+19%
3,509
+21%
5,834
+37%
2,912
-1%
4,253
+8%
2,949
+109%
IV. Employee Compensation (k€) (4)
73.4
72.0
75.1
73.6
71.0
Annual Variation
+2.0%
-4.1%
+2.0%
+3.6%
0.0%
(1) Base salary 2019 relates to the former CEO up to 10 April 2019 and to the current CEO from 10 April 2019.
(2) VR paid during the financial year at stake in relation to the previous financial year. In 2020, the VR paid is related to the former CEO from 1 January
2019 up to 10 April 2019 (based on target) and to the current CEO from 10 April 2019 up to the end of the year 2019. As a reminder, the current CEO
decided in 2020 to donate the equivalent to his VR related to 2019 to non-governmental organisations and humanitarian organisations.
(3) Face value of LTIP granted in the financial year. No LTIP was granted in 2018 to the former CEO due to his future departure.
(4) Average compensation of full-time equivalent permanent employees from France, Germany, the UK and Spain for the Company, excluding
subsidiaries, composed by gross sum of the Base Salary, annual bonus, profit and success sharing, overtime, premium for work conditions and other
premiums. For the 2020 financial year, the amount presented has been adjusted based on final figures. For the 2020 financial year, the amount presented
has been adjusted based on final figures excluding impact on non-active workforce related to the sanitary crisis. For the 2021 financial year, the amount
presented is still an estimate and will be adjusted next year.
4.4.4 IMPLEMENTATION OF THE REMUNERATION POLICY IN 2021: NON-EXECUTIVE DIRECTORS
This section describes how the Remuneration Policy was implemented in 2021 in respect of the Non-Executive Directors. In
line with the Remuneration Policy, the implementation thereof with regard to the Non-Executive Directors aims at ensuring
fair compensation and protecting the independence of the Board's Members. Their remuneration should be commensurate
to the time spent and the responsibilities of their role on the Board of Directors.
The last review of the Board remuneration was undertaken in 2018 with the support of an independent consultant. The
Board remuneration is in line with market practice, incentivises attendance and recognises the strategic role played by the
Board of Directors in the Company's developments. The CEO is the only Member of the Board of Directors who is not entitled
to any Board membership fee.
In 2021, Non-Executive Members of the Board of Directors were entitled to the following fees:
a) Board fees:
Fixed fee for membership of the Board of Directors (EUR / year):
Chair of the Board: 210,000
Member of the Board: 80,000
Attendance fees (EUR / Board meeting):
Chair: 15,000
Member: 10,000
Attendance fees shall decrease by 50% in case of an attendance by phone or a Board meeting held by phone.
b) Committee fees:
Fixed fee for membership of a Committee (EUR / year):
Chair: 30,000
Member of a Committee: 20,000
Airbus SE / 2021 Board Report
40
Attendance fee for membership of a Committee applicable to chair and members (EUR / additional meeting above four
meetings per Committee per year, whether these meetings were held physically or by phone):
Physical participation: 3,000 if the chair or member is based in Europe and double attendance fee amount, i.e.
6,000 if the chair or member is based outside Europe.
Participation by phone (whether the meeting is held physically or by phone): 1,500.
The remuneration of the Non-Executive Members of the Board of Directors was as follows:
2021
2020
Attendance Fees
(2)
Attendance
Fees (2)
(In €)
Fixum (1)
Total
Fixum (1)
Total
Non-Executive Board Members
René Obermann (3)
Victor Chu
210,000
100,000
130,000
100,000
120,000
100,000
100,000
130,000
130,000
90,000
43,000
67,500
61,000
49,500
66,000
63,000
67,500
54,500
300,000
143,000
197,500
161,000
169,500
166,000
163,000
197,500
184,500
117,738
100,000
127,087
100,000
120,000
70,879
76,250
78,000
90,000
83,000
80,000
48,000
58,000
93,000
85,000
193,988
178,000
217,087
183,000
200,000
118,879
128,879
223,000
215,000
Jean-Pierre Clamadieu (4)
Ralph D. Crosby Jr.
Lord Drayson
Mark Dunkerley (5)
Stephan Gemkow (5)
70,879
130,000
130,000
Catherine Guillouard
María Amparo Moraleda
Martínez
100,000
80,000
56,500
45,000
156,500
125,000
100,000
80,000
80,000
70,000
180,000
150,000
Claudia Nemat
Carlos Tavares
Former Non-Executive Board Members
Denis Ranque (6)
N/A
61,731
35,000
35,000
911,250
96,731
N/A
35,274
70,274
Hermann-Josef Lamberti (7)
1,300,000
663,500
1,963,500
1,243,588
2,154,838
Total
(1) Fixum includes a base fee for Board membership and Committee membership within the Audit Committee, the Remuneration, Nomination and
Governance Committee ("RNGC") and/or the Ethics, Compliance and Sustainability Committee ("ECSC") as the case may be. The fixum for the year 2021
was paid 50% in January 2021 and 50% in July 2021. The fixum for the year 2020 was paid 50% in January 2020 and 50% in July 2020.
(2) 2021 attendance fees include the Board attendance fees and the fees in relation to Audit Committee, RNGC and ECSC meetings. The Board
attendance fees related to the first semester 2021 were paid in July 2021, those related to the second semester 2021 were paid in January 2022. The
Committees’ attendance fees related to full year 2021 were paid in January 2022.
(3) Chairman of the Board of Directors since 16 April 2020. Member of the Audit Committee until 16 April 2020. Member of the former Ethics &
Compliance Committee between 30 July 2019 and 16 April 2020. As a reminder, René Obermann waived half of his 2020 remuneration (including fixum
and attendance fees as Chairman of the Board).
(4) Member of the former Ethics & Compliance Committee until 16 April 2020. Chair of the ECSC since then.
(5) Member of the Board of Directors and of the Audit Committee since 16 April 2020.
(6) Chairman of the Board of Directors and of the former Ethics & Compliance Committee until 16 April 2020.
(7) Member of the Board of Directors and of the Audit Committee until 16 April 2020.
The total aggregated remuneration (i.e. fixum and attendance fee) of the Non-Executive Members of the Board of Directors
was respectively € 2,350,176 in 2019, € 2,010,910 in 2018 and € 2,080,403 in 2017.
The applicable fixum for Board chair(wo)manship as well as the applicable attendance fees for Board membership and
chair(wo)manship remain unchanged since 1 January 2016 (first comprehensive revision since 2007) following the decision
made at the 2016 AGM to increase the remuneration of the Chair (fixum by € 30,000 and attendance fees by € 5,000) and
double (to € 10,000) the attendance fees of the non-executive Board members in order to be in line with market practice,
incentivise attendance and recognise the strategic role played by the Board of Directors in the Company developments. The
applicable fixum for Board membership as well as Committee membership and chair(wo)manship remain unchanged since
2007.
The applicable attendance fees for Committee membership remain unchanged since 1 January 2019 following the decision
made at the 2019 AGM to allocate an attendance fee above four meetings per Committee per year in order to take into
account Directors' attendance at a greater number of Committee meetings when the workload substantially intensifies due
to exceptional circumstances.
Airbus SE / 2021 Board Report
41
4.4.5 MISCELLANEOUS
Policy for loans and guarantees granted
The Company's general policy is not to grant any loan to the members of the Board of Directors. Unless the law provides
otherwise, the members of the Board of Directors shall be reimbursed by the Company for various costs and expenses, like
reasonable costs of defending claims. Under certain circumstances, such as an act or failure to act by a member of the Board
of Directors that can be characterised as intentional, intentionally reckless, or seriously culpable, there will be no entitlement
to this reimbursement. The Company has also taken out liability insurance ("D&O" Directors & Officers) for the persons
concerned.
4.5 Enterprise Risk Management System
The long-term development and production cycles of the Company's products and services make ERM a crucial mechanism
to both mitigate risks faced by the Company and to identify and enhance potential opportunities.
Applied across the Company and its main subsidiaries, ERM is a permanent top-down and bottom-up process, which is
executed across Divisions at each level of the organisation. It is designed to identify and manage risks and opportunities. A
strong focus is put on the operational dimension due to the importance of programmes and operations for the Company.
External factors are also well considered in our approach.
ERM is an operational process embedded into the day-to-day management activities of programmes, operations and
functions. The top risks and their mitigations are reported to the Board of Directors through a reporting synthesis,
consolidated on a quarterly basis.
The ERM system relies on five pillars:
Anticipation: early risk reduction and attention to emerging risks;
Speak-up & early warnings;
Robust risk mitigations;
Opportunities; and
Strong Governance.
ERM process
The objectives and principles for the ERM system, as endorsed by the Board of Directors, are set forth in the Company's ERM
Policy and communicated throughout the Company. The Company's ERM Policy is supplemented by directives, manuals,
guidelines, handbooks, and other supporting documents. External standards which contribute to the Company's ERM system
include the ISO 31000 defined by the International Organization for Standardization ("ISO").
The ERM process consists of three elements:
a strong operational dimension - derived from ISO 31000 - to enhance operational risk and opportunity management,
looking in particular at identifying and mitigating single points of failure (SPOF);
a reporting dimension (bottom up and top down), which contains procedures for the status reporting of the ERM system
and the risk/opportunity situation; and
an ERM confirmation dimension, which comprises procedures to assess the effectiveness of the ERM system.
The ERM process applies to all relevant sources of risks and opportunities that potentially affect the Company's activities, its
businesses and its organisation in the short-, mid- and long-term. The ERM process is part of the management process and
inter-related with the other processes.
All Airbus organisations, including Divisions, subsidiaries and controlled participations, commit to and confirm the effective
implementation of the ERM system. The annual ERM Confirmation Letter issued by each organisation is the formal
acknowledgement about the effectiveness of the ERM system.
For the main risks to which Airbus is exposed, see "Chapter 4.6 (Risk Factors)" of this document.
ERM governance and responsibility
The governance structure and related responsibilities for the ERM system are as follows:
the Board of Directors with support of the Audit Committee supervises the strategy and business risks and opportunities,
as well as design and effectiveness of the ERM system;
the CEO authorises the reports escalated to the Board of Directors. The CFO is accountable for an effective ERM system
and supervises the Head of ERM, and the ERM system design and process implementation;
Airbus SE / 2021 Board Report
42
the Head of ERM has primary responsibility for the ERM strategy, priorities, system design, culture development and
reporting tool. He supervises the operation of the ERM system and is backed by a dedicated risk management
organisation in the Company, focusing on the operational dimension, early warning and anticipation culture
development, while actively seeking to reduce overall risk criticality by challenging the business. The risk management
organisation is structured as a cross-divisional Centre of Competence ("CoC") and pushes for a proactive risk
management; and
the management at executive levels has responsibility for the operation and monitoring of the ERM system in its
respective areas of responsibility, and for the implementation of appropriate response activities to reduce risks and
seize opportunities, considering the recommendations of the internal and external auditors.
ERM effectiveness
The ERM effectiveness is analysed by:
ERM CoC, based on ERM reports, confirmation letters, in situ sessions (e.g. risk reviews), participation to key controls
(e.g. major programme maturity gate reviews);
ERM key performance indicators measuring maturity and effectiveness of the ERM process in the programmes and
functions;
Risk & opportunity deep dives proposed by the ERM CoC and performed by the functions with the involvement and
support of the ERM CoC; and
Corporate Audit, based on internal Corporate Audit reports and on an annual survey towards heads of programmes and
functions and towards the ERM network.
The combination of the following controls is designed to achieve reasonable assurance about ERM effectiveness:
Organisation
Explanations
Regular monitoring
Board of Directors /
Audit Committee
The Board of Directors and the Audit Committee review, monitor and supervise the
ERM system. Any material failings in, material changes to, and/or material
improvements of the ERM system which are observed, made and/or planned are
discussed with the Board of Directors and the Audit Committee.
ERM as part of the regular divisional business reviews
Results of the operational risk and opportunity management process, self-assessments
and confirmation procedures are presented by the Divisions or other Airbus'
organisations to top management.
Top management
ERM working sessions at Executive Leadership Meeting twice a year
ERM confirmation letter procedure
Management
ERM CoC
Entities and department heads that participate in the annual ERM compliance
procedures must sign ERM Confirmation Letters.
ERM effectiveness measurement
Assess ERM effectiveness by consideration of ERM performance KPI, ERM reports,
ERM confirmations, in situ sessions (risk reviews etc.), participation to key controls
(e.g. major programme maturity gate reviews).
Audits on ERM
Corporate Audit
Provide independent assurance to the Audit Committee on the effectiveness of the
ERM system; annual survey.
Airbus SE / 2021 Board Report
43
Alert system
E&C
Detects deficiencies regarding conformity to applicable laws and regulations as well as
to ethical business principles.
Board declaration
Based on the Company's current state of affairs, the reports made directly available to the Board of Directors, coming from
different processes, audits and controls and the information it received from management, the Board of Directors believes
to the best of its knowledge that:
the internal risk management and control systems provide reasonable assurance that the financial reporting does not
contain any material inaccuracies;
this report provides sufficient insight into any material failings in the effectiveness of the internal risk management and
control systems;
it is justified that the financial statements have been prepared on a going concern basis; and
this report states the material risks and uncertainties that are relevant to the expectation of the Company's continuity
for the period of 12 months after the preparation of the report.
It should be noted that no matter how well designed, the internal risk management and control system has inherent
limitations, such as vulnerability to circumvention or overrides of the controls in place. Consequently, no assurance can be
given that the Company's internal risk management and system and procedures are or will be, despite all care and effort,
entirely effective.
4.6 Risk Factors
The Company is subject to the risks and uncertainties described below that may materially affect its business, results of
operations and financial condition. These are not the only risks the Company faces. Additional risks and uncertainties not
presently known to the Company, or that it currently considers immaterial may also impair its business and operations.
Although a certain degree of risk is inherent in the Company’s business (as described in the risk factors mentioned in this
section), the Company endeavours to minimise risk to the extent reasonably possible. To achieve its strategy, the Company
is prepared to take modest or low event risks to provide sufficient predictability on profitability and cash flow given the
necessity to stay competitive, invest in R&D and manage the diversified business portfolio in a world of uncertain market
and economic conditions. Due to the importance of programmes and operations for the Company, a particular focus is put
on the operational dimension of risk identification and management. Within the area of legal and compliance risks, the
Company seeks to ensure that its business practices conform to applicable laws, regulations and ethical business principles,
while developing a culture of integrity. Regarding financial risks, our risk approach can be qualified as prudent and the
Company aims to minimise the downside risk through an appropriate liquidity buffer, moderate financial leverage and the
use of hedging derivatives and other insurance products.
4.6.1 FINANCIAL MARKET RISKS
Global economic conditions
The Company’s business, results of operations and financial condition are materially affected by global economic
conditions.
Market disruptions and significant economic downturns may develop quickly due to, among other things, crises affecting
credit or liquidity markets, regional or global recessions, sharp fluctuations in commodity prices (including oil), currency
exchange rates or interest rates, inflation or deflation, sovereign debt and bank debt rating downgrades, restructurings or
defaults, or adverse geopolitical events (including rising military tensions around the world and in particular within Europe’s
borders, the impact of Brexit and global policy including in the United States (“US”), European Union, Russia and China) or
global pandemic diseases such as COVID-19. The previous US administration introduced greater uncertainty with respect to
US tax and trade policies, tariffs and government regulations affecting trade between the US and other countries. Such
measures affected and may continue to affect countries where our customers and suppliers are located or where the
Airbus SE / 2021 Board Report
44
Company has an operational presence or to which its financing activities are linked. See “– Business-Related Risks COVID-
19 Risks” and “– Business-Related Risks Availability of Government and other Sources of Financing”.
The Company’s global presence includes France, Germany, Spain and the UK, fully-owned subsidiaries in the US, China, Japan,
India and in the Middle East, and spare parts centres in Hamburg, Frankfurt, Washington, Beijing, Dubai and Singapore. The
Company also has engineering and training centres in Toulouse, Miami, Mexico, Wichita, Hamburg, Bangalore, Beijing and
Singapore, as well as an engineering centre in Russia. There are also hubs and field service stations around the world. The
Company also relies on industrial co-operation and partnerships with major companies and a wide network of suppliers. This
global presence entails the risk of being affected by weak market and economic conditions in particular in Europe, the US
and Asia where it manufactures and to which it sells the majority of its products.
As of 31 December 2021, the Company’s workforce amounted to 126,495 employees of which over 15,000 were employed
outside our core countries. In terms of nationalities, 35.4% of the Company’s employees are from France, 31.5% from
Germany, 7.7% from the UK and 10.3% from Spain. The remaining 15.1% are employees from a total of 134 other countries.
In total, 89.1% of the Company’s active workforce is located in Europe on more than 100 sites.
It is a priority to ensure that the Company can attract, develop and retain a world-class competent, motivated and flexible
workforce, which fits current and future business requirements in each of the countries in which we have a presence. A
change in economic conditions in any of the geographies in which we have significant numbers of employees or key
employees may therefore impact our ability to compete effectively for employees in such countries.
At the end of 2020, approximately 23,000 suppliers from more than 100 countries supply parts, components, systems and
services to the Company. In 2019, the overall external sourcing volume of the Company was valued at around €ꢀ53 billion.
The Company requires its suppliers’ and subcontractors’ services in order to deliver our products and generate revenue and
profit. Therefore financial instability in any part of the world that would affect our suppliers or subcontractors, including
financial conditions resulting in their inability to obtain credit or even in their insolvency, could impact the Company’s ability
to meet its customer obligations in a satisfactory and timely manner. In addition, financial instability affecting suppliers or
subcontractors could impact such parties’ ability to meet their obligations under risk sharing partnership agreements entered
into with the Company. The COVID-19 pandemic and the resulting health and economic crisis has increased the Company’s
exposure to supply chain risk.
The behaviour of our customers and by extension, the demand for and supply of the Company’s products and services has
been and may continue to be materially affected by global economic conditions. Historically, the Company has experienced
that order intake for commercial aircraft has shown cyclical trends, due in part to changes in passenger demand for air travel
and the air cargo share of freight activity, which are in turn driven by a range of economic variables including gross domestic
product (“GDP”) growth and private consumption levels. A further downturn in economic factors driven by new variants and
successive waves of the COVID-19 pandemic, and the resulting health and economic crisis and the related drop in air travel
in a large part of the world driving our commercial airline business, could lead to protracted weak demand for our commercial
aircraft. The significant growth of our commercial aircraft business relative to the Company’s defence, space and government
activities has diluted the latter’s ability to serve as an effective tool to counter commercial cycles.
Demand for military and parapublic products may be further affected by governmental budget constraints caused by
economic pressure and COVID-19 measures.
Therefore protracted weak global economic conditions could directly result in:
financial distress of airlines and lessors, and potential bankruptcies around the world;
requests by customers to postpone or cancel existing orders for aircraft (including helicopters) or decisions by customers
to review their order intake strategy due to, among other things, lack of adequate credit supply from the market to finance
aircraft purchases or increases in operating costs or weak levels of passenger demand for air travel and cargo activity more
generally, which could negatively impact the Company’s results of operations;
variations in public spending for defence, homeland security and space activities, which may lead to termination or
reduction of future funding or cancellations or delays impacting existing contracts, which could negatively impact the
Company’s results of operations; and
an increase in the amount of sales financing that the Company is requested to provide to its customers to support aircraft
deliveries typically secured over the underlying aircraft and bearing exposure to the customer credit risk. See “– Risk Factors
Financial Market Risks – Sales Financing Arrangements”.
In addition, in the commercial aircraft industry it is the industry standard to include revision clauses in sales and supplier
contracts, due to the long terms of such contracts. Such revision clauses can be based on one or multiple indices and
therefore, can evolve due to changes in economic measures on which such indices are based, thereby potentially negatively
impacting the Company’s results.
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The Company generally finances its manufacturing activities and product development programmes, and in particular the
development of new commercial aircraft, through a combination of cash flows generated by operating activities, customer
advances, European governments’ refundable advances and risk-sharing partnerships with subcontractors. In addition, the
Company’s military activities benefit from government-financed research and development contracts. If necessary, the
Company may raise funds in the capital markets. Weak economic circumstances leading to liquidity constraints or reduced
availability of finance for the Company’s customers, suppliers, European and other governments, and other risk sharing
partners may affect the Company’s ability to finance its product development programmes and raise funds in the capital
markets.
The Company’s financial results could also be negatively affected depending on gains or losses realised on the sale or
exchange of financial instruments; impairment charges resulting from revaluations of debt and equity securities and other
investments; interest rates; cash balances; and changes in fair value of derivative instruments. Increased volatility in the
financial markets and overall economic uncertainty would increase the risk of the actual amounts realised in the future on
the Company’s financial instruments differing significantly from the fair values currently assigned to them.
Although the potential negative impact of global economic conditions has been thoroughly assessed, the consequences
thereof could have unforeseen material effects on the Company’s business, results of operations and financial condition,
and in particular if these were to impact the Company’s commercial aviation activities or otherwise impact its access to
financing.
Brexit
On 29 March 2017, the UK triggered Article 50 of the Lisbon Treaty, the mechanism to leave the European Union (“Brexit”).
The UK left the EU in an orderly manner on 31 January 2020 under the terms of the Withdrawal Agreement.
Brexit could lead to a reduced degree of political alignment between the Airbus home nations of UK, France, Germany and
Spain, and more widely with EU institutions, now that the UK is no longer a member of the EU.
This risk of fragmentation could also impact the availability of public financing sources for our sector. This could for instance
materialise in relation to COVID-19 crisis recovery plans, investment necessary to support our industry's climate transition,
financing of defence and security activities, or of research and development.
The Trade and Cooperation Agreement (“TCA”) concluded between the EU and the UK provides an adequate basis to support
the Company's and its supply chain industrial operations. Nevertheless, the existence of divergences between the EU and
UK's positions on certain significant issues, for instance in relation to Northern Irish border controls, migration flows or
regulatory alignment, could trigger tensions which, in turn, could impact the implementation of the TCA and the associated
benefits for our sector.
Foreign currency exposure
In 2021, more than 70% of the Company’s revenues are denominated in US dollars, with approximately 60% of such currency
exposure “naturally hedged” by US dollar-denominated costs. The remainder of costs are incurred primarily in euros.
Consequently, to the extent that the Company does not use financial instruments to hedge its net current and future
exchange rate exposure from the time of a customer order to the time of delivery, its profits will be affected by market
changes in the exchange rate of the US dollar against these currencies.
There are complexities inherent in determining whether and when foreign currency exposure of the Company will
materialise, in particular given the possibility of unpredictable revenue variations arising from order cancellations,
postponements or delivery delays. The Company may also have difficulty in fully implementing its hedging strategy if its
hedging counterparties are unwilling to increase derivatives risk limits with the Company, and is exposed to the risk of non-
performance or default by these hedging counterparties. The exchange rates at which the Company is able to hedge its
foreign currency exposure may also deteriorate, as the euro could appreciate against the US dollar for some time, as has
been the case in the past and as higher capital requirements for banks result in higher credit charges for uncollateralised
derivatives. Accordingly, the Company’s foreign currency hedging strategy may not protect it from significant changes in the
exchange rate of the US dollar to the euro and the pound sterling, in particular over the long term, which could have a
negative effect on its financial condition and results of operations. In addition, the portion of the Company’s US dollar-
denominated revenues that is not hedged in accordance with the Company’s hedging strategy will be exposed to fluctuations
in exchange rates, which may be significant. As of 31 December 2021, the total hedge portfolio with maturities up to 2027
amounts to US$ꢀ88.3 billion and covers a major portion of the foreign exchange exposure expected over the period of the
operative planning.
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Furthermore, the Company is exposed to certain other price risks such as interest rate risks, changes in commodity prices
and in the price of its own stocks. Adverse movements of these prices may jeopardise the Company’s profitability if not
hedged.
Currency exchange rate fluctuations in currencies other than the US dollar in which the Company incurs its principal
manufacturing expenses (mainly the euro) may affect the ability of the Company to compete with competitors whose costs
are incurred in other currencies. This is particularly true with respect to fluctuations relative to the US dollar, as many of the
Company’s products and those of its competitors (e.g., in the defence export market) are priced in US dollars. The Company’s
ability to compete with competitors may be eroded to the extent that any of the Company’s principal currencies appreciates
in value against the principal currencies of such competitors.
The Company’s consolidated revenues, costs, assets and liabilities denominated in currencies other than the euro are
translated into the euro for the purposes of compiling its financial statements. Changes in the value of these currencies
relative to the euro will, therefore, have an effect on the euro value of the Company’s reported revenues, costs, EBIT, other
financial results, assets, liabilities and equity.
Sales financing arrangements
In support of sales, the Company may agree, case by case, to participate in the financing of selected customers. Over the last
three years (2019 to 2021) on average, the number of aircraft delivered in respect of which financing support has been
provided by Airbus amounted to approximately 1% of the number of deliveries over the same period.
The risks arising from the Company’s sales financing activities may be classified into two categories: (i) credit risk, which
relates to the customer’s ability to perform its obligations under a financing arrangement, and (ii) aircraft value risk, which
primarily relates to unexpected decreases in the future value of aircraft. Defaults by its customers or significant decreases in
the value of the financed aircraft in the resale market may materially adversely affect the Company’s business, results of
operations and financial condition.
The Company’s sales financing arrangements expose it to residual aircraft value risk, because it generally retains security
interests in aircraft for the purpose of securing customers’ performance of their financial obligations to the Company, and/or
because it may guarantee a portion of the value of certain aircraft at certain anniversaries from the date of their delivery to
customers. Under adverse market conditions, the market for used aircraft could become illiquid and the market value of
used aircraft could significantly decrease below projected amounts. In the event of a financing customer default at a time
when the market value for a used aircraft has unexpectedly decreased, the Company would be exposed to the difference
between the outstanding loan amount and the market value of the aircraft, net of ancillary costs (such as maintenance and
remarketing costs, etc.). Similarly, if an unexpected decrease in the market value of a given aircraft coincided with the
exercise window date of an asset value guarantee with respect to that aircraft, the Company would be exposed to losing as
much as the difference between the market value of such aircraft and the guaranteed amount, though such amounts are
usually capped. Through the Airbus Asset Management department or as a result of past financing transactions, the Company
is the owner of used aircraft, exposing it directly to fluctuations in the market value of these used aircraft.
In addition, the Company has backstop commitments to provide financing related to orders on the Company’s and ATR’s
backlog. The Company’s sales financing exposure could rise in line with future sales growth, depending on the agreement
reached with customers. The Company remains exposed to the risk of defaults by its customers or significant decreases in
the value of the financed aircraft in the resale market, which may have a negative effect on its future financial condition and
results of operations.
Liquidity
The Company is exposed to liquidity risk in case of funding needs during a market disruption situation. The liquidity risk can
arise when money markets and debt capital markets are closed for new issuances for a period of time. In order to mitigate
this risk, the Company maintains:
- significant amounts of highly liquid cash on-balance sheet;
- undrawn committed credit facilities;
- diversified Euro funding programmes (such as a €ꢀ12 billion euro medium-term note (“EMTN”) programme eligible to the
Corporate Sector Purchase Programme of the European Central Bank (“ECB”), a €ꢀ11 billion Negotiable European Commercial
Paper programme eligible to the Pandemic Emergency Purchase Programme of the ECB, and a €ꢀ4 billion Euro Commercial
Paper programme; and
- access to USD funding (through a US$ꢀ3 billion US Commercial Paper programme, and a 144A US dollar bond market).
On 26 February 2021, the Company exercised the first extension option of the maturity of its undrawn New Credit Facility
(implemented in 2020 for €ꢀ15 billion in response to the COVID-19 pandemic and reduced to € 6.2 billion after take-outs)
from 30 March 2021 to 30 September 2021.
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In August 2021, given the increase of its net cash position and its robust liquidity, the Company decided not to exercise the
second extension option of the € 6.2 billion New Credit Facility that matured on 30 September 2021. In the meantime, the
Company extended the maturity of our € 6 billion Revolving Syndicated Credit Facility by one year to 21 October 2024.
Going forward, the Company will continue to adopt a prudent approach when it comes to managing its liquidity with the
objective of maintaining its robust credit rating.
Counterparty credit
In addition to the credit risk relating to sales financing as discussed above, the Company is exposed to credit risk to the extent
of non-performance by its counterparties for financial instruments, such as hedging instruments (US$ꢀ88.3 billion nominal
value at 31 December 2021) and cash investments (US$ꢀ20.65 billion nominal value at 31 December 2021). However, the
Company has policies in place to avoid concentrations of credit risk and to ensure that credit risk exposure is limited.
Counterparties for transactions in cash, cash equivalents and securities as well as for derivative transactions are limited to
highly rated financial institutions, corporates or sovereigns. The Company’s credit limit system assigns maximum exposure
lines to such counterparties, based on a minimum credit rating threshold as published by Standard & Poor’s and Moody’s. If
neither is present, Fitch ratings are used. Besides the credit rating, the limit system also takes into account fundamental
counterparty data, as well as sector and maturity allocations and further qualitative and quantitative criteria such as credit
risk indicators. The credit exposure of the Company is reviewed on a regular basis and the respective limits are regularly
monitored and updated.
As of 31 December 2021 the credit exposure had been estimated as follows (in €ꢁmillion):
Source of risk
Exposure
Unexpected Loss Contribution
Banks
3,074
43
90
Corporates
3,917
Sovereign issuers
Money market funds
Total
1,326
12
12,328
20,645
21
166
The Company also seeks to maintain a certain level of diversification in its portfolio between individual counterparties as
well as between financial institutions, corporates and sovereigns in order to avoid an increased concentration of credit risk
on only a few counterparties.
However, there can be no assurance that the Company will not lose the benefit of certain derivatives or cash investments in
case of a systemic market disruption. In such circumstances, the value and liquidity of these financial instruments could
decline and result in a significant impairment, which may in turn have a negative effect on the Company’s financial condition
and results of operations.
Moreover, the progressive implementation of new financial regulations and adjustments to existing regulations will have an
impact on the business model of banks (for example, the split between investment banking and commercial banking
activities) and on the capital structure and cost of such banks’ activities in relation to over-the-counter derivatives, and
therefore on the funding consequences of central clearing and collateralisation of over-the-counter derivatives for
corporations like the Company. This may ultimately increase the cost and reduce the liquidity of the Company’s long-term
hedges, for example, as banks seek to either pass-on the additional costs to their corporate counterparties or withdraw from
low-profit businesses altogether.
Pension commitments
The Company participates in several pension plans for both executive as well as non-executive employees, some of which
are underfunded. As of 31 December 2021, the provision for retirement plans and similar obligations amounted to
€ꢀ7.1 billion. For information related to these plans, please refer to the “– Notes to the IFRS Consolidated Financial
Statements Note 32: Post-employment Benefits”. Although the Company has recorded a provision in its balance sheet for
its share of the underfunding based on current estimates, there can be no assurance that these estimates will not be revised
upward in the future, leading the Company to record additional provisions in respect of such plans.
Necessary adjustments of such provisions include but are not limited to (i) the discount factor (dependent in part on interest
rates) and the inflation rate applied to calculate the net present value of the pension liabilities, (ii) the performance of the
asset classes which are represented in the pension assets, and (iii) behavioural assumptions regarding beneficiaries, and
(iv) additional cash injections contributed by the Company from time to time to the pension assets. The Company has taken
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measures to reduce potential losses on the pension assets and to better match the characteristics of the pension liabilities
with those of the pension assets as a long-term objective. Nevertheless, any required additional provisions would have a
negative effect on the Company’s total equity (net of deferred tax), which could in turn have a negative effect on its future
financial condition.
4.6.2 BUSINESS-RELATED RISKS
COVID-19 risks
Over the last two years, new variants and the successive waves of the COVID-19 pandemic, the resulting health and economic
crisis and actions taken in response to the spread of the pandemic, including government measures, lockdowns, travel
limitations and restrictions, have resulted in significant disruption to the Company’s business, operations and supply chain.
The aerospace industry, the financial health of operators, airlines, lessors and suppliers, commercial aircraft market, demand
for air travel and commercial air traffic have been severely impacted by the COVID-19 pandemic and the resulting health and
economic crisis. As a result, airlines have reduced capacity, grounded portions of their fleets, sought to implement measures
to reduce cash spending and secure liquidity. Some airlines are also seeking arrangements with creditors, restructuring or
applying for bankruptcy or insolvency protection, which may have further consequences for the Company and its order book
as well as other consequences resulting from the related proceedings. The Company will continue to face additional risks
and uncertainties resulting from future consequences of the health and economic crisis on operators, airlines, lessors,
suppliers and other actors in the air transport industry. See also “– Commercial Aircraft and Helicopter Market Factors”
below.
Over the last two years, a number of measures have been taken by the Company to implement stringent health and safety
procedures while taking account of stock levels and production lead-times. The COVID-19 crisis may lead to further
disruptions to the Company’s internal operations and to its ability to deliver products and services. See also “– Dependence
on Key Suppliers and Subcontractors” below.
In addition to its impact on the financial viability of operators, airlines and lessors and the reduction of commercial air traffic,
lockdowns, travel limitations and restrictions around the world have posed logistical challenges and may continue to cause
disruptions to the Company’s business, its operations and supply chain. These measures have and may continue to adversely
affect the Company’s ability to deliver products and services as well as customers’ ability to take delivery of aircraft.
The Company has been adversely affected by weak market and economic conditions in markets around the world. Protracted
weaker market and economic conditions and their knock-on effects have and could continue to result in (i) additional
requests by customers to postpone delivery or cancel existing orders for aircraft (including helicopters) or other products
including services, (ii) decisions by customers to review their fleet strategy, (iii) weak levels of passenger demand for air
travel and cargo activity more generally, (iv) a sustained reduction in the volume of air travel for business purposes, and
(v) prolonged or additional travel limitations and restrictions, which could negatively impact the Company’s results of
operations.
In 2021, the Company delivered 611 commercial aircraft, 8% more than in 2020 (compared to 566 commercial aircraft in
2020, which was 34% fewer than in 2019, in line with the Company’s adaptation plan). This reflects customer requests to
defer deliveries as well as other factors related to the ongoing COVID-19 crisis. In 2021, the Company recorded 264
cancellations (compared to 115 cancellations in 2020).
On 21 January 2021, the Company announced its decision to update its production rates in response to the market
environment.
On 27 May 2021, the Company provided suppliers with an update of its production plans based on its expectation that the
commercial aircraft market may recover to pre-COVID levels between 2023 and 2025, led by the single-aisle segment. In
anticipation of a continued recovering market, the Company confirmed an average A320 Family production rate of 45 aircraft
per month in the fourth quarter of 2021 and called on suppliers to prepare for the future by securing a firm rate of 64 by the
second quarter of 2023. The A220 monthly production rate is confirmed to rise to around six in early 2022. The A350
production rate is expected to increase to six by Autumn 2022 while A330 production is expected to remain at an average
monthly production rate of two per month.
On 28 October 2021, the Company announced the A220 production rate, which was at five aircraft a month, is expected to
increase to around rate six per month in early 2022, with a monthly production rate of 14 envisaged by the middle of the
decade. On the A320 Family programme, the Company is working to secure the ramp up and is on trajectory to achieve a
Airbus SE / 2021 Board Report
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monthly rate of 65 aircraft by summer 2023. The recent commercial successes of the A330 programme enable a monthly
rate increase from around two to almost three aircraft at the end of 2022. The A350 programme is expected to increase from
around five to around six aircraft a month in early 2023.
The Company continues to monitor the market closely. With these revised rates, the Company preserves its ability to meet
customer demand while protecting its ability to further adapt as the global market evolves. The Company expects the
commercial aircraft market to return to pre-COVID levels by 2023 to 2025.
The Company is monitoring the evolution of the COVID-19 crisis and will continue to evaluate further impacts and additional
measures going forward while taking into account the latest industry outlook.
Although the full impact of the COVID-19 pandemic and the resulting health and economic crisis cannot reasonably be
assessed at this time given its uncertain duration and extent, the Company’s business, its operations and supply chain are
likely to be further disrupted by new variants and successive waves of the pandemic, the uncertainty it creates and the
resulting health and economic crisis.
The Company’s business, results of operations and financial condition have been and will continue to be materially affected
by the COVID-19 pandemic, and the Company continues to face significant risks and uncertainties related to new variants
and successive waves of the COVID-19 pandemic and its resulting health and economic crisis.
For further details, please refer to the “– Notes to the IFRS Consolidated Financial Statements Note 2: Impact of the COVID-
19 Pandemic”.
Commercial aircraft and helicopter market factors
Historically, the Company has experienced that order intake for commercial aircraft has shown cyclical trends, due in part to
changes in passenger demand for air travel and the air cargo share of freight activity, which are in turn driven by a range of
economic variables, such as GDP growth, private consumption levels or working age population size. Other factors, however,
play an important role in determining the market for commercial aircraft, such as (i) the average age and technical
obsolescence of the fleet relative to new aircraft; (ii) the number and characteristics of aircraft taken out of service and
parked pending potential return into service; (iii) passenger and freight load factors; (iv) airline pricing policies and resultant
yields; (v) airline financial health; (vi) the availability of third party financing for aircraft purchases; (vii) evolution of fuel price;
(viii) regulatory environment; (ix) environmental constraints imposed upon aircraft operations, such as the Carbon Offsetting
and Reduction Scheme for International Aviation (“CORSIA”), carbon standards and other environmental taxes; and
(x) market evolutionary factors such as the volume of business-related travel or the growth of low-cost passenger airline
business models or the impact of e-commerce on air cargo volumes or consolidation of airlines. The COVID-19 pandemic and
resulting health and economic crisis can amplify the impact of these factors, with the volatility observed during 2020 and
2021.
The factors described above may have a material impact on the commercial aircraft industry and therefore, on the
Company’s financial condition and results of operations. In 2021, the commercial aircraft business segment of Airbus
recorded total revenues of €ꢀ36.1 billion representing 69% of the Company’s revenues. See “– Information on the
Company’s Activities – 1.1.2 Airbus (Commercial Aircraft)”. During the COVID-19 pandemic, the Company observed that the
downturn in its commercial aircraft business was partially mitigated by its defence, space and government activities. Such a
cyclical pattern had already been observed in the past but historically diminished, due to the significant growth of the
Company’s commercial aircraft business relative to its other activities, until the global pandemic arrived.
The commercial helicopter market in which the Company operates has shown cyclical trends and could also be influenced
by factors listed above. The civil and parapublic market has shown signs of recovery in 2021, notably in the intermediate
single engine helicopter segment led by the private and business aviation market. However, the offshore oil and gas market
remains soft with low level of investments in the acquisition of new platforms. Flight hours have decreased slightly due to
the pandemic however Airbus Helicopters has increased revenues thanks to the wide-ranging portfolio of service solutions.
Cyber security risks
The Company’s extensive information and communications systems, industrial environment, products and services are
exposed to cyber security risks. Cyber security threats are rapidly changing and scenarios of attacks are becoming more
sophisticated.
The Company is exposed to a number of different cyber security risks, directly or through its supply chain, arising from actions
that may be intentional and hostile, accidental or negligent. Some of the objectives of an attacker are espionage, influence,
obstacle to functioning or lucrative. The main cyber security risks for the Company are intrusion in systems leading to data
leakage, attacks impacting the resilience of industrial systems and compromising products and services.
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All of the above mentioned risks are heightened in the context of the increasingly common use of digital solutions by the
Company (including greater use of cloud services, mobile devices, “internet of things”), increasingly capable adversaries and
integration with the extended enterprise. Risks related to the Company’s industrial control systems, manufacturing
processes and products are growing with the increase of interconnectivity and digitalisation. Moreover, a main challenge is
to maintain an appropriate level of security of complex and legacy industrial systems to face attacks from hackers, who are
improving their techniques and skills at incredible speed.
Finally, the Company is exposed to reputational damage and destabilisation from the growing volume of false and malicious
information injected into media and social networks.
The Company continues to make significant efforts to prevent such risks from materialising. Targeted investments will reduce
but not eradicate likelihood and impact through strengthening the business cyber resilience.
The materialisation of one or several of such risks could lead to severe damage including but not limited to significant
financial loss, need for additional investment, contractual or reputational performance degradation, loss of intellectual
property, loss of business data and information, operational business degradation or disruptions, and product or services
malfunctions. Loss of personal data may result in administrative, civil or criminal liabilities including significant fines and
penalties.
Physical security, terrorism, pandemics and other catastrophic events
Past terrorist attacks, public health crises and the spread of disease (such as the global COVID-19 pandemic or the H1N1 flu
pandemic or the Ebola epidemic in 2013-2016) have demonstrated that such events may negatively affect public perception
of air travel safety, which may in turn reduce demand for air travel and commercial aircraft. The outbreak of wars, riots or
political unrest or uncertainties may also affect the willingness of the public to travel by air. Furthermore, major aircraft
accidents may have a negative effect on the public’s or regulators’ perception of the safety of a given class of aircraft, a given
airline, form of design or air traffic management. Flight activity restart requires particular focus on safety aspects such as
aircraft destorage and pilot training. As a result of such factors, the aeronautic industry may be confronted with additional
sudden or prolonged reduced demand for air transport and be compelled to take additional costly security and safety
measures. The Company may, therefore, suffer from a decline in demand for all or certain types of its aircraft or other
products, and the Company’s customers may postpone delivery or cancel orders.
In addition to affecting demand for its products, catastrophic events could disrupt the Company’s internal operations or its
ability to deliver products and services. Disruptions may be related to threats to infrastructure, personnel security and
physical security and may arise from terrorism, conflict and civil unrest, malicious acts, natural disasters, fire, damaging
weather, and other types of incidents such as drone air traffic disruption. Effects of such events may be amplified if they
happen on single points of failure (SPOFs) for which dedicated identification and mitigations are monitored. Any resulting
impact on the Company’s production, services or information systems could have a significant adverse effect on the
Company’s operations, financial condition and results of operations as well as on its reputation and on its products and
services.
Dependence on key suppliers and subcontractors
The Company is dependent on numerous key suppliers and subcontractors to provide it with the raw materials, parts,
assemblies, systems, equipment and services that it needs to manufacture its products.
The Company relies upon the good performance and financial health of its suppliers and subcontractors to meet the
obligations defined under their contracts. A supplier’s performance and health may be negatively impacted by a variety of
topics including: the current COVID-19 pandemic and its resulting economic impact; loss of skilled resources as a result of
workforce reduction and difficulties to re-staff due to market employment tensions; need for working capital increase while
state/bank loans obtained to weather through the crisis have reached maturity; difficulty gaining access to the needed
material and components, including semiconductors, in the needed quantity and time frame and at competitive conditions
as well as transport and logistic means availability; cyber security threats; geopolitical unrest; export controls evolving
regulations and embargoes; and environmental issues.
In the context described above, changes to the Company’s production or development schedules may impact suppliers so
that they initiate claims under their respective contracts for financial compensation or do not fulfil their on time and on
quality delivery commitments. This may have a negative effect on the financial condition and results of operations of the
Company.
As the Company’s global sourcing footprint extends, some suppliers (or their sub-tier suppliers) may have production
facilities located in countries that are exposed to socio-political unrest or natural disasters which could interrupt deliveries.
This may have a negative effect on the financial condition and results of operations of the Company.
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The Company cannot fully protect itself from non-performance of a supplier, which could disrupt production and in turn may
have a negative effect on the financial condition and results of operations of the Company. The Company has implemented
a robust governance to prevent, anticipate and monitor supply chain disruption risks and/or ensure efficient management
of issues.
Industrial system ramp-up
In early 2020, in response to the COVID-19 crisis, the Company adapted the production rates significantly (-40%). At the
beginning of 2021, air traffic started to recover, especially in certain domestic and regional markets, and the Company
announced in May 2021 an industrial ramp-up trajectory that has been confirmed at the end of Q3 2021. The Company will
continue to monitor and adapt according to traffic evolutions and market situation and expectations; hence it is actively
working and monitoring the ramp-up across the complete value chain for Single Aisle commercial aircraft. The Company is
engaged in a process to adapt its industrial set-up to the new rates. This process is addressing the resource adaptation
(headcount, skills and competencies) and the fixed cost reduction (industrial facilities, IT systems) while protecting inventory
level and lead-time between aircraft configuration chosen by our customer and aircraft delivery. This encompasses the full
industrial process from supply chain (including raw material, subcontracted work packages, equipment, etc.) to aircraft
delivery. In this process, the Company focuses attention on quality industrial adherence Product Organisation Approval
(POA).
For more details on specific programme risks, see “Programme-Specific Risks” below.
Technologically advanced products and services
The Company offers its customers products and services that are technologically advanced, so the design, manufacturing,
components and materials utilised can be complex and require substantial integration and coordination along the supply
chain. In addition, most of the Company’s products must function under demanding operating conditions. Throughout the
lifecycle of its products, the Company performs checks and inspections, which may result in modifications, retrofits or other
corrective actions, each of which may have an adverse effect on production, operations, in-service performance or financial
condition. There can be no assurance that the Company’s products or services will be successfully developed, manufactured
or operated or that they will perform as intended.
Certain of the Company’s contracts require it (i) to forfeit part of its expected profit; (ii) to receive reduced payments; (iii) to
provide a replacement launch or other products or services; (iv) to provide cancellation rights; or (v) to reduce the price of
subsequent sales to the same customer if its products fail to be delivered on time or to perform adequately. No assurances
can be given that performance penalties or contract cancellations will not be imposed should the Company fail to meet
delivery schedules or other measures of contract performance, in particular with respect to development programmes such
as the A220, A350900 and -1000 XWB, A400M, H160 or Ariane 6 and to modernisation programmes such as the A320neo
and the A330neo. See “– Programme-Specific Risksbelow.
In addition to the risk of contract cancellations, the Company may also incur significant costs or loss of revenues in connection
with remedial action required to correct any performance issues detected in its products or services. Moreover, to the extent
that a performance issue is considered to have a possible impact on safety, regulators could suspend the authorisation for
the affected product or service.
Any significant problems with the development, manufacturing, operation, performance or safety of the Company’s products
and services could have a significant adverse effect on the Company’s financial condition and results of operations as well as
on the reputation of the Company and its products and services.
Dependence on public spending and on certain markets
In any single market, public spending (including defence and security spending) depends on a complex mix of geopolitical
considerations and budgetary priorities, and may therefore be subject to significant fluctuations from year to year and
country to country. Any termination or reduction of future funding or cancellations or delays impacting existing contracts
may have a negative effect on the Company’s financial condition and results of operations. In instances where several
countries undertake to enter together into defence or other procurement contracts, economic, political or budgetary
constraints in any one of these countries may have a negative effect on the ability of the Company to enter into or perform
such contracts.
The Company has a geographically diverse backlog. Adverse economic and political conditions, as well as downturns in broad
economic trends in certain countries or regions, may have a negative effect on the Company’s financial condition and results
of operations generated not only in those regions but may also affect the rest of the world due to complex economic
interdependencies.
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Availability of government and other sources of financing
In prior years, the Company and its principal competitors have each received different types of government financing of
product research and development. However, no assurances can be given that government financing will continue to be
made available in the future. Moreover, the availability of other outside sources of financing will depend on a variety of
factors such as market conditions, the general availability of credit, the Company’s credit ratings, as well as the possibility
that lenders or investors could develop a negative perception of the Company’s long- or short-term financial prospects if it
incurred large losses or if the level of its business activity decreased due to an economic downturn. The Company may,
therefore, not be able to successfully obtain additional outside financing on appropriate terms, or at all, which may limit the
Company’s future ability to make capital expenditures, fully carry out its research and development efforts and fund
operations.
Competition and market access
The markets in which the Company operates are highly competitive. With regard to the Company’s commercial aircraft
business for aircraft with more than 150 seats, the Company today operates in a competitive duopoly. The design,
development and production of commercial aircraft involves high barriers to entry (including certification requirements,
large investment needs, skilled competencies and access to technology and long development cycles). Although the two
main market participants for aircraft with more than 150 seats have secured significant order backlogs, the competition
could launch new products or services that could have a negative impact on the Company’s revenues, future financial
condition and results of operations.
New players are operating or seeking to operate in the Company’s existing markets, which may impact the structure and
profitability of these markets. In addition, enterprises with different business models and alternative technologies could
substitute the Company’s services and some of its products or component parts thereof. In some areas, competitors may
have more extensive or more specialised engineering, manufacturing, support and marketing capabilities. There can be no
assurance that the Company will be able to compete successfully against these future competitors or that the competitive
pressures it faces in all business areas will not result in reduced revenues, market share or profit. See “– Environment, Human
Rights, Health & Safety Risks Climate-Related Risks” below.
In addition, some of the Company’s largest customers and/or suppliers may develop the capability to manufacture products
or provide services similar to those of the Company. This would result in these customers/suppliers marketing their own
products or services and competing directly with the Company for sales of these products or services, all of which could
significantly reduce the Company’s revenues.
In addition, the contracts for many aerospace and defence products are awarded, implicitly or explicitly, on the basis of home
country preference. Although the Company is a multinational company which helps to broaden its domestic market, it may
remain at a competitive disadvantage in certain countries, especially outside of Europe, relative to local contractors for
certain products. The strategic importance and political sensitivity attached to the aerospace and defence industries means
that political considerations will play a role in the choice of many products and services for the foreseeable future.
The contracts for many aerospace and defence products and services are regularly associated with offset obligations. The
Company may face difficulties to meet those obligations, to leverage the assets of the country and at the same time to
optimise its industrial base and supply chain.
Major research and development programmes
The business environment in many of the Company’s principal operating business segments is characterised by extensive
research and development costs requiring significant up-front investments with a high level of complexity. For the year 2021,
research and development expenses were €ꢀ2.7 billion. For the year 2020, research and development expenses were
€ꢀ2.9 billion (compared to €ꢀ3.4 billion for the year 2019).
Due to the technologically advanced complex nature of the products that the Company produces and the long period,
including ramp up time, it takes to produce them, the business plans underlying such investments often contemplate a long
payback period before these investments are recouped, and assume a certain level of return over the course of this period
in order to justify the initial investment. There can be no assurance that the commercial, technical and market assumptions
underlying such business plans will be met, and consequently, the payback period or returns contemplated therein achieved.
Significant technological, skills and industrial challenges exist to achieve the Company’s sustainability ambitions for the future
generations of aerospace. These ambitions require cross industry and cross government collaboration to address the
technological risks that need to be overcome. See “– Environment, Human Rights, Health & Safety Risks Climate-Related
Risks” below.
Successful development of new programmes also depends on the Company’s ability to attract and retain engineers and other
professionals with the technical skills and experience required to meet its specific needs. Demand for such engineers may
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often exceed supply depending on the market, resulting in intense competition for qualified professionals. The Company’s
attrition rate in 2021 was 6.6% overall (including subsidiaries) (compared to 5.8% overall in 2020). There can be no assurance
that the Company will attract and retain the personnel it requires to conduct its operations successfully and in particular to
attract and retain engineers and other professionals with the technical skills and experience required for its research and
development programmes. Failure to attract and retain such personnel or an increase in the Company’s employee turnover
rate could negatively affect the Company’s financial condition and results of operations more generally and particularly its
ability to successfully execute its research and development programmes.
There is a risk of additional repercussions from COVID-19’s impact on skills and expertise. Significant effort has been made
to maintain key resources and cope with the increased departure of skilled staff with improved knowledge management and
knowledge transfer schemes across the Company.
The COVID-19 crisis has impacted key company technological developments and competencies, but despite this, the
Company continues seeking to further its development in sustainable technologies. This commitment directs a significant
proportion of the longer term technology research efforts for future products and services and is based on solving complex
problems by exploring multiple technology pathways. Retaining this ambitious programme is achieved with national research
funding through frameworks such as CORAC, LUFO, ATI, CDTI and Horizon Europe where the frameworks enable the
Company and the wider aviation ecosystem to mature and develop the required key competencies and technologies.
No assurance can be given that the Company will achieve the anticipated level of returns from these programmes and other
development projects, which may negatively affect the Company’s financial condition and results of operations and
competitiveness.
Acquisitions, divestments, joint ventures and strategic alliances
As part of its business strategy, the Company may acquire or divest businesses and/or form joint ventures or strategic
alliances. Executing acquisitions and divestments can be difficult and costly due to the complexities inherent in integrating
or carving out people, operations, technologies and products. There can be no assurance that any of the businesses that the
Company intends to acquire or divest can be integrated or carved out successfully, as timely as originally planned or that
they will perform well and deliver the expected synergies or cost savings once integrated or separated. In addition,
regulatory, administrative or opposition by social partners or other contractual conditions can prevent transactions from
being finalised. Each acquisition, divestment, joint venture and strategic alliance is very specific in its nature, purpose, risk
and opportunities. The Company identifies risks through a detailed and systematic due diligence process and addresses the
risks identified through price mitigation and/or appropriate contractual coverage, such as indemnification mechanisms, both
being the tailored-made results of complex negotiations with the sellers/buyers and/or partners. The Company’s business,
results of operations and financial condition may be materially affected if these transactions will not be successfully
completed or do not produce the expected benefits.
Public-private partnerships and private finance initiatives
Governmental customers may request proposals and grant contracts under schemes known as public-private partnerships
(“PPPs”). PPPs differ substantially from traditional defence equipment sales, as they often incorporate elements such as:
the provision of extensive operational services over the life of the equipment;
continued ownership and financing of the equipment by a party other than the customer, such as the equipment
provider;
mandatory compliance with specific customer requirements pertaining to public accounting or government
procurement regulations; and
provisions allowing for the service provider to seek additional customers for unused capacity.
The Company is party to PPP and private finance initiatives (“PFI”) contracts, for example Skynet 5 and related
telecommunications services, and in the AirTanker (“FSTA”) project both with the UK Ministry of Defence. One of the
complexities presented by PFIs lies in the allocation of risks and the timing thereof among different parties over the life-time
of the project.
There can be no assurance of the extent to which the Company will efficiently and effectively (i) compete for future PFI or
PPP programmes; (ii) administer the services contemplated under the contracts; (iii) finance the acquisition of the equipment
and the ongoing provision of services related thereto; or (iv) access the markets for the commercialisation of excess capacity.
The Company may also encounter unexpected political, budgetary, regulatory or competitive risks over the long duration of
PPP and PFI programmes.
Programme-specific risks
In addition to the risk factors mentioned above, the Company also faces the following programme-specific risks that could
have a material impact on the Company’s business, results of operations and financial condition.
The Company faces the following main challenges on its commercial programmes:
adapt to rate and stabilise operational performance post-COVID-19 while maintaining high safety and quality
standards;
monitor and support the supply chain;
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accompany customers and facilitate deliveries to customers including by remote delivery process;
ensure a strong customer focus to support return to operations; and
protect priority projects and deliver developments as planned including A321XLR, Airspace, A350 Step7 (Standard
2022), A350 Freighter, A330-800, A330-900 251t MTOW, A330 Step4, A330 Bridge Tanker and Digital (DDMS and Skywise).
A320 Family programme. In response to the new COVID-19 market environment, the commercial aircraft production rate
for the A320 Family was reduced to 40 per month in June 2020. In 2021, the Company announced demand for the A320
Family is expected to lead to a gradual increase in production from the rate of 40 per month to 43 in Q3 2021 and to 65 by
summer 2023. The Company proactively and constantly monitors the backlog, the internal and external supply chain,
including engines, so as to ensure readiness for further rate adaptations in accordance with traffic evolution, to minimise
inventory levels, and secure aircraft storage capacity. In connection with the A320 Family programme, the Company faces
the following challenges: ensure the A321XLR on-track development including A321XLR certification topics with primary
airworthiness authorities, adapt and upgrade our industrial system and capability to meet the growing market demands and
corresponding product mix within the family. Market demand for single aisle aircraft, production and supply chain
capabilities will evolve in the next few years and the Company will closely monitor these evolutions including a projected
significant increase in A321 production. Attention will remain high on ramp up engine availability and engine maturity in-
service.
A400M programme. After the Company signed a contract amendment to restructure the contract, risks remain on
development of technical capabilities (development effort as well as possible commercial agreement associated costs in
order to reach Type Acceptance) and the associated costs, on securing sufficient export orders in time, on aircraft operational
reliability in particular with regards to power plant and on cost reductions as per the revised baseline. For further
information, please refer to the “– Notes to the IFRS Consolidated Financial Statements Note 12: Revenue and Gross
Margin”.
A350 XWB programme. In connection with the A350 XWB programme, the Company faces the following main challenges:
to secure revised quarterly delivery targets post-COVID-19, monitor and support the supply chain, A350 non-structural
surface degradation, reduce recurring costs to improve competitiveness within a widebody market recovering at a slower
pace and deliver Step 7 as per adapted plan and develop the A350 Freighter. Decisions on further rate adaptation will depend
on traffic evolution.
A330 programme. In response to the new COVID-19 market environment, the commercial aircraft production rate for the
A330 programme was adapted to two per month in June 2020. Then, following new orders, the decision was taken in Q3
2021 to increase the production rate to almost three in 2023. Decisions on further rate adaptation will depend on traffic
evolution. In connection with the A330 programme, the main challenges the Company faces are to secure product
competitiveness in the widebody market segment, monitor and support the supply chain. The developments were on track
in 2021: A330neo low speed performance improvement certification in February 2021, A330-900 first aircraft ever to receive
EASA CO2 certification in May 2021, A330neo alternate Centre of Gravity option certification in September 2021.
A220 programme. In connection with the A220 programme, the main challenges the Company faces are to secure the A220
cost reduction trajectory with a strong focus on its Design to Cost roadmap and recurring cost reduction, and to ensure an
A220 book to bill above one to fill current open slots. As a consequence of the COVID-19 pandemic, the commercial aircraft
production rates were adapted to rate five per month (in Mirabel and in Mobile) in 2020-2021 and will be increased to rate
six early 2022. Attention will remain high on engine maturity in service.
A380 programme. In connection with the A380 programme, the Company faces the following main challenges: secure in
service support for next decades and long-term competitiveness.
H225 programme. Airbus Helicopters continues to drive improvements across its product range as part of its commitment
to raise safety standards. The H225 programme is still facing a challenge with the supply chain in a COVID-19 context.
H175 programme. The situation remains challenging on the commercial side: a tough market environment on its main
offshore segment.
Tiger programme. The Tiger MKIII contract signature and the lifetime extension out of Tiger MKII contract are the key to the
future of the programme. The Company faces the challenge to increase Tiger availability, whose action plans are producing
first results.
NH90 programme. A transformation plan has been initiated to adapt to the challenges of a large and diverse in-service fleet
with two axes: first to face a rising volume of maintenance and repairs, and second to improve fleet availability.
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H160 programme. The main challenges for the H160 programme are to secure the entry-into-service, the FAA certification
and the industrial ramp-up phase.
Border security. In connection with border security projects, the Company faces the following main challenges: meeting the
schedule and cost objectives, taking into account the complexity of the local infrastructures to be delivered, and the
integration of commercial-off-the-shelf products (radars, cameras and other sensors) interfaced into complex system
networks; assuring efficient project and staffing; managing the rollout including subcontractors and customers. Negotiations
on change requests in this respect along with schedule re-alignments remain ongoing. The Company continues to engage
with its customer to agree a way forward on this contract. The outcome of these negotiations is presently unclear but could
result in significant further financial impacts.
Defence programmes. The Company is engaged in major European defence collaboration programmes, such as Eurodrone
and Future Combat Air System (FCAS), serving several European governments and partnering with several European
companies of the defence sector. Such complex industrial programmes entail alignments and negotiations between many
stakeholders on technical, industrial as well as on political matters. Due to the very nature of such discussions and the
number of stakeholders, there is an inherent risk of lengthening the contract preparation phase and hence delaying the
signature date.
4.6.3 LEGAL RISKS
Legal and regulatory proceedings
The Company is currently engaged in a number of active legal and regulatory proceedings. For further information, please
refer to “Notes to the IFRS Consolidated Financial Statements – Note 38: Litigation and Claims”.
For the investigation by the UK Serious Fraud Office (“SFO”), France’s Parquet National Financier (“PNF”), and the US
Departments of State (“DoS”) and Justice (“DoJ”), which is described in “— Anti-Corruption Laws and Regulations”,
the Company has reached an agreement with the authorities, which was approved by the French and UK courts and US court
and regulator on 31 January 2020. The agreement resulted in a fine totalling €ꢀ3.6 billion plus costs to the French, UK, and
US authorities. For further information about the investigation and related securities litigation, please refer to “Notes to the
IFRS Consolidated Financial Statements – Note 38: Litigation and Claims” (Investigation by the SFO, PNF, DoJ, DoS and Related
Commercial Litigation) and (Securities Litigation), respectively.
The Company expects to continue to spend time and incur expenses associated with its defence of legal and regulatory
proceedings, regardless of the outcome, and this may divert the efforts and attention of management from normal business
operations. Although the Company is unable to predict the outcome of these proceedings, it is possible that they will result
in the imposition of damages, fines or other remedies, which could have a material effect on the Company’s business, results
of operations and financial condition. An unfavourable ruling could also negatively impact the Company’s stock price and
reputation.
In addition, the Company is from time to time subject to government inquiries and investigations of its business and
competitive environment due, among other things, to the heavily regulated nature of its industry. Such inquiries and
investigations may cover matters relating to, among other matters, anti-bribery laws and regulations, export control laws
and regulations, securities law, trade law and competition law. An adverse decision in any such matter could have a material
effect on the Company's business, results of operations and financial condition. In addition to the risk of an unfavourable
ruling against the Company, any such inquiry or investigation could negatively affect the Company’s reputation and its ability
to attract and retain customers and investors, which could have a negative effect on its business, results of operations and
financial condition. See “– Non-Financial Information – 6.1.5 Exemplify Business Integrity”.
Anti-corruption laws and regulations
The Company is required to comply with applicable anti-bribery laws and regulations in jurisdictions around the world where
it does business. To that end, an anti-corruption programme has been put in place that seeks to ensure adequate
identification, assessment, monitoring and mitigation of corruption risks. Despite these efforts, ethical misconduct or non-
compliance with applicable laws and regulations by the Company, its employees or any third party acting on its behalf could
expose it to liability or have a negative impact on its business.
The Company may be subject to administrative, civil or criminal liabilities including significant fines and penalties, as well as
suspension or debarment from government or non-government contracts for some period of time. The Company may also
be required to modify its business practices and compliance programme and/or have a compliance monitor imposed on it.
Any one or more of the foregoing could have a significant adverse effect on the Company’s reputation and its business,
results of operations and financial condition.
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In 2016, for example, the Company announced that it had discovered misstatements and omissions in certain applications
for export credit financing for the Company’s customers, and had engaged legal, investigative and forensic accounting
experts to conduct a review. Separately, the UK SFO announced that it had opened a criminal investigation into allegations
of fraud, bribery and corruption in the civil aviation business of the Company, relating to irregularities concerning third party
consultants. The Company was subsequently informed that the French authorities, the PNF, had also opened a preliminary
investigation into the same subject and that the two authorities would act in coordination going forward. The Company
engaged with the government of the US (DoS and DoJ) relating to conduct forming part of the SFO/PNF investigation that
could fall within US jurisdiction. The Company also engaged with the government of the US concerning potential issues of
ITAR Part 130 and related matters. On 31 January 2020, the French and UK courts and US court and regulator approved an
agreement reached by the Company with the authorities. Any breach of the terms of the agreements by the Company could
lead to rescission by the authorities of the terms of the agreements and reopening of the prosecutions. Prosecution could
result in the imposition of further monetary penalties or other sanctions including additional tax liability and could have a
material impact on the Financial Statements, business and operations of the Company. The agreements reached with
authorities may lead to additional commercial litigation and arbitration against the Company and tax liability in the future,
which could have a material impact on the Financial Statements, business and operations of the Company. For further
information, please refer to “Notes to the IFRS Consolidated Financial Statements – Note 38: Litigation and Claims”
(Investigation by the SFO, PNF, DoJ, DoS and Related Commercial Litigation).
Export control laws and regulations
The export market is a significant market for the Company. In addition, many of the products the Company designs and
manufactures for military use are considered to be of national strategic interest. Consequently, the export of such products
outside of the jurisdictions in which they are produced may be restricted or subject to licensing and export control
requirements, notably by the UK, France, Germany and Spain, where the Company carries out its principal activities relating
to military products and services as well as by other countries where suppliers are based, notably, the US. There can be no
assurance (i) that the export controls to which the Company is subject will not become more restrictive, (ii) that new
generations of the Company’s products will not also be subject to similar or more stringent controls or (iii) that geopolitical
factors or changing international circumstances will not make it impossible to obtain export licenses for one or more clients
or constrain the Company’s ability to perform under previously signed contracts. Reduced access to military export markets
may have a significant adverse effect on the Company’s business, results of operations and financial condition.
Operating worldwide, the Company must comply with several, sometimes inconsistent, sets of sanctions laws and
regulations implemented by transnational / national / regional authorities. Depending on geopolitical considerations
including national security interests and foreign policy, new sanctions regimes may be set up or the scope of existing ones
may be widened, at any time, immediately impacting the Company’s activities.
Although the Company seeks to comply with all such laws and regulations, even unintentional violations or a failure to comply
could result in suspension of the Company’s export privileges, or preclude the Company from bidding on certain government
contracts (even in the absence of a formal suspension or debarment).
Furthermore, the Company’s ability to market new products and enter new markets may be dependent on obtaining
government certifications and approvals in a timely manner.
Dependence on joint ventures and minority holdings
The Company generates a proportion of its results through various consortia, joint ventures and equity holdings.
The Company recognises its share in the results of its equity holdings in the proportion of the stake held. In 2021, the
Company’s total share of result from these arrangements amounted to €ꢀ40 million (compared to €ꢀ39 million in 2020 and
€ꢀ299 million in 2019). The Company’s individually material joint ventures are ArianeGroup (50%), MBDA (37.5%) and ATR
GIE (50%). For further information, please refer to the “Notes to the IFRS Consolidated Financial Statements Note 9:
Investments Accounted for under the Equity Method” and “– Note 15: Share of Profit from Investments Accounted for under
the Equity Method and Other Income from Investments”.
The formation of partnerships and alliances with other market players is an integral strategy of the Company, and the
proportion of sales generated from consortia, joint ventures and equity holdings may rise in future years. This strategy may
from time to time lead to changes in the organisational structure, or realignment in the control, of the Company’s existing
joint ventures.
The Company exercises varying and evolving degrees of control in the consortia, joint ventures and equity holdings in which
it participates. While the Company seeks to participate only in ventures in which its interests are aligned with those of its
partners, the risk of disagreement or deadlock is inherent in a jointly controlled entity, particularly in those entities that
require the unanimous consent of all members with regard to major decisions and specify limited exit rights. The other
parties in these entities may also be competitors of the Company, and thus may have interests that differ from those of the
Company.
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Product liability and warranty claims
The Company designs, develops and produces a number of high profile products of large individual value, particularly civil
and military aircraft and space equipment. The Company is subject to the risk of product liability and warranty claims in the
event that any of its products fails to perform as designed. While the Company believes that its insurance programmes are
adequate to protect it from such liabilities, no assurance can be given that claims will not arise in the future or that such
insurance coverage will be adequate.
The Company follows a policy of seeking to transfer the insurable risk of the Company to external insurance markets at
reasonable rates, on customised and sufficient terms and limits as provided by the international insurance markets. The
insurance industry remains unpredictable. There may be future demands to change scope of coverage, premiums and
deductible amounts. No assurance can be given that the Company will be able to maintain its current levels of coverage nor
that the insurance coverages in place are adequate to cover all significant risk exposure of the Company.
Any problems in this respect may also have a significant adverse effect on the reputation of the Company and lead to a
decline in demand for its products and services. Any reputational damage faced by the Company may be exacerbated due
to the Company’s visibility.
The Company cannot predict at this time the impact on it as a result of any product liability or warranty claims as such will
depend on the nature and size of any such claim.
Intellectual property
The Company continuously seeks to develop and deliver new products to meet customers’ evolving needs, while also
improving its existing product lines. Technological innovation has been at the core of the Company’s strategy since its
creation. The Company’s innovations often provide distinct competitive advantages, with many becoming standard in the
aircraft industry. In addition, the Company designs, develops and produces a number of high profile products of large
individual value, particularly civil and military aircraft and space equipment. Therefore, intellectual property (“IP”) is one of
the Company’s most valuable assets and the protection of IP is critical to its business.
The Company relies upon patents, copyright, trademark, confidentiality and trade secret laws, and agreements with its
employees, customers, suppliers and other parties, to establish and maintain its IP rights in its products and services and in
its operations. In a typical year, the Company files around 800 new priority-establishing patent applications and files globally
around 1,600 national patent applications in global markets where it seeks to protect its technology assets. The Company
has granted patents for around 10,500 individual technologies with nearly 4,000 patents pending. This level of protection is
benchmarked against peer and competitor companies and is considered sufficient to protect core, proprietary differentiating
technology which is developed by the Company. Despite these efforts to protect its IP rights, any of the Company’s direct or
indirect IP rights could be challenged, invalidated or circumvented. Further, the laws of certain countries do not protect the
Company’s proprietary rights to the same extent as the laws in Europe and the US. Therefore, in certain jurisdictions the
Company may be unable to protect its proprietary technology adequately against unauthorised third-party copying or use,
which could adversely affect its competitive position. The Company may also face lack of certainty with respect to IP rights
for existing or new research and development programmes and established or potential partnerships with private or public
organisations, academic institutions and research councils, charities and government departments, where the relevant IP
frameworks or user-rights/ownership governing those relationships is dependent on the UK’s former status as a member
state of the European Union.
In the event the Company is unable to adequately procure and protect critical IP it could potentially not implement its
business strategy.
The Company has been accused of infringement on occasion and could have additional claims asserted against it in the
future. These claims could harm its reputation, result in financial penalties or prevent it from offering certain products or
services which may be subject to such third-party IP rights. Any claims or litigation in this area, whether the Company
ultimately wins or loses, could be time-consuming and costly, harm the Company’s reputation or require it to enter into
licensing arrangements. The Company might not be able to enter into these licensing arrangements on acceptable terms. If
a claim of infringement were successful against it, an injunction might be ordered against the Company, causing further
losses. There are currently no significant claims of IP infringement pending against the Company. Minor claims and pre-
dispute matters commonly settle either without the issuance of formal legal proceedings or during initial proceedings.
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4.6.4 ENVIRONMENT, RIGHTS, HEALTH & SAFETY RISKS
Climate-related risks
Climate change may have a major impact on both the Company’s industrial operations and its upstream and downstream
value chain, including aircraft direct operations and the wider air transport ecosystem along with a strong influence on
regulations and stakeholders expectations. Accordingly, climate-related risks can potentially affect the Company’s business
and competitiveness, its customers and other actors from the aviation industry.
The Company categorises its climate-related risks and opportunities according to the Task Force on Climate-related Financial
Disclosures (“TCFD”) recommendations. In particular, risks are sorted into two categories: transition and physical.
Transition risks
Technology: The Company has identified the risk of a reduction in the Company’s business, results of operations and financial
condition if a competitor brings a lower emission product to the market before it does. Delivering on commitments and
potential future requirements to mitigate climate impacts will require significant technological developments for the
commercial aircraft sector as well as appropriate infrastructure developments and other ecosystem adaptations. In the event
that a competitor or new market participant has access to technological developments unavailable to the Company and is
able to place on the market a large passenger aircraft with significantly lower emissions before the Company, climate
mitigation requirements may push the market towards competing products until the Company and its partners can develop
a competing alternative, which could lead to a loss of market competitiveness and reduced revenue.
Market: Changes in societal expectations and growing concerns about climate change may impact market demand for air
transport. In particular, a change in certain passengers’ behaviour or their transition to other transport modes could decrease
the demand for the Company’s current and future generation of products, causing a loss of revenues.
The development of future products based on the ZEROe concepts will require significant investments in both products and
supporting infrastructure, which could directly impact the operating costs of such a product.
The competitiveness of this next generation product will also strongly depend, among other factors, on the evolution of the
price of carbon dioxide emissions. It is, therefore, crucial for the Company to account at each step of development for market
expectations, while staying affordable for its customers and competitive with regards to competitors’ portfolios. The failure
to do so could result in the Company losing market share to competitors, as well as affecting the Company’s return on
investment with regards to future commercial aircraft products.
Energy transition: The Company has identified a risk of insufficient availability of low carbon fuels (such as sustainable
aviation fuels or hydrogen) and the limited number of innovative certified pathways that may compromise the
decarbonisation ambition of the Company and for the whole aviation sector.
Policy and legal: Aviation is a complex industry, with long product development cycles and where change takes a long time
to be implemented. A rapid evolution of climate-related policies (such as carbon pricing policies and sustainable aviation fuel
policies) and regulatory frameworks (CO2 standards, sustainable finance, emissions trading systems, aircraft operation
restrictions among others) could generate fast-changing requirements and could obstruct new product development
pathways. As aviation is a global industry, policies and regulatory frameworks implemented at regional level rather than
international level, or evolving at a different speed depending on the region, would unbalance a competitive level playing
field for manufacturers and operators possibly creating market distortion. This could result in a loss of competitiveness for
the Company.
Reputation: Reputational risks could be divided in several categories. Firstly, there is a risk that misperceptions about the
Company’s environmental performance is used as a key decision-making criteria for consumers, investors, or even new
talents. Secondly, there is a risk that the Company’s reputation is damaged by growing societal concerns about the climate
change impact of aviation or by the lack of transparency on progress made to address climate-related issues.
As an example, the Company was the first manufacturer to disclose its ambition to bring a zero-emission aircraft to the
market. If the ambition is perceived as unattainable or if the Company is not able to deliver on its ambition, it could result in
reputational damage leading to reduced investment, loss of revenues and reduced attractiveness. A similar situation could
occur if the Company’s environmental performance is not on par with its expressed ambition.
Physical risks
The foreseen consequences of climate change include harsher average weather conditions and more frequent extreme
weather events, such as hurricanes, hail storms, heat waves or extreme cold spells. To cope with degraded operational
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conditions, costly, time-consuming and more frequent redesigns may be required by the Company to improve its products
to meet more stringent regulation and certification criteria or standards.
The effects of climate change on weather conditions may impact operating conditions of the Company’s industrial activities
(including the activities of its supply chain) with higher occurrence and severity of, for instance, hurricanes, hail storms or
floods. As a consequence, industrial activities may be disrupted or interrupted if a part of the Company’s industrial system
or its supply chain is affected or impaired by such events. The Company’s future installations may require more stringent
requirements and planning to withstand more intense weather events.
Regulated chemicals
Evolution of the chemicals’ regulatory framework may lead to short- and long-term potential bans and restrictions, and result
in business disruption across the Company’s value chain.
With the aim of protecting human health and the environment, regulators at national and international level have developed
a stringent set of legal requirements that are continuously evolving to regulate, minimise the use of and eliminate various
substances.
Due to the above-mentioned regulatory requirements, the Company has identified the risk of chemicals obsolescence that
may lead to supply disruption.
In order to reduce the use of targeted substances and mitigate the risk of disruption in its operations and supply chain, the
Company’s policy is the development of alternative technologies that use substances of less concern, and substitution of
these when suitable alternatives meeting stringent certification and airworthiness criteria are available for deployment.
Complementary to substitution, digital solutions are being developed to improve traceability of regulated substances in our
products from the early design steps down to the end of life.
Regulatory risks
The Company’s expenditure associated with environmental, human rights, health and safety challenges may increase due to
both increased costs of compliance with regulations in those areas as well as reputational and litigation risks.
Given the scope of its activities and the industries in which it operates, the Company is subject to stringent environmental,
human rights, health and safety laws and regulations in numerous jurisdictions around the world. The Company therefore
incurs, and expects to continue to incur, significant capital expenditure and other operating costs to comply with increasingly
complex laws and regulations covering the protection of the natural environment as well as occupational health and safety
and human rights. Health and safety expenditures include investments in the identification and the prevention, elimination
or control of physical and psychological risks to people arising from work, including chemical, biological, mechanical and
physical agents. Risks that could arise from work activities include the possibility of injury, physical and mental ill-health,
damage to equipment, business interruption and regulatory action. Any reputational risk and claims against the Company
that may result will also need to be managed and may lead to additional health and safety expenditure being required. In
2021, the Company maintained its stringent COVID-19 risk management measures in the workplace. However, the Company
recognises that its employees continue to face physical and mental ill-health risks due to the COVID-19 associated public
health controls, combined with the Company adaptation plans. Environmental protection expenditures include costs to
prevent, control, eliminate or reduce emissions to the environment, waste management, the content of the Company’s
products, and reporting and warning obligations. Current trends indicate that regulatory pressure on the international scene
to reduce the environmental footprint of industry is steadily growing (circular economy and resources efficiency, energy
transition and climate change engagement, air and water quality improvement). Moreover, new laws and regulations, the
imposition of tougher license requirements, increasingly strict enforcement or new interpretations of existing laws and
regulations may cause the Company to incur increased capital expenditure and operating costs in the future in relation to
the above, which could have a negative effect on the Company’s business, results of operations and financial condition.
If the Company fails to comply with environmental, human rights, health and safety laws and regulations, even if caused by
factors beyond its control, that failure may result in the levying of civil or criminal penalties and fines against it. Regulatory
authorities may require the Company to conduct investigations and undertake remedial activities, curtail operations or close
installations or facilities temporarily to prevent imminent risks. In the event of an industrial accident or other serious incident,
employees, customers and other third parties may file claims for ill-health, personal injury, or damage to property or the
environment (including natural resources). Further, liability under some environmental, human rights, health and safety laws
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can be imposed retrospectively, on a joint and several basis, and in relation to contaminated sites, without any finding of
non-compliance or fault. These potential liabilities may not always be covered by insurance, or may be only partially covered.
The obligation to compensate for such damages could have a negative effect on the Company’s business, results of
operations and financial condition.
In addition, the various products manufactured and sold by the Company must comply with relevant health, safety and
environmental laws, for example those designed to protect customers and downstream workers or communities, and those
covering substances and preparations, in the jurisdictions in which they operate. Although the Company seeks to ensure that
its products meet the highest quality standards, increasingly stringent and complex laws and regulations, new scientific
discoveries, delivery of defective products or the obligation to notify or provide regulatory authorities or others with required
information (such as under the European Union Regulation known as “REACH”, which addresses the production and use of
chemical substances) may force the Company to adapt, redesign, redevelop, recertify and/or eliminate its products from the
market thereby incurring significant additional costs. Seizures of defective products may be pronounced, and the Company
may incur administrative, civil or criminal liability. Any problems in this respect may also have a significant adverse effect on
the reputation of the Company and lead to a decline in demand for its products and services.
Despite compliance with all applicable laws and regulations, the Company’s reputation and the demand for its products may
also be affected by the public perception of environmental and societal impacts of the Company’s products in operation
(such as the emission of greenhouse gases or noise) and of the impacts of the Company and its supply chain industrial
operations on local communities, on the environment and on air and water quality.
The Company cannot predict at this time the impact on it as a result of environmental, human rights, health and safety
matters, and may be adversely affected by them in the manner described above. For further information on sustainability-
related risks, see “– 6.2. Non-Financial Information – 6.1.1 The Company’s Approach to Sustainability”.
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5.Financial performance
The Airbus SE IFRS Consolidated Financial Statements are prepared inaccordance with International Financial Reporting Standards
(“IFRS”).
5.1 IFRS Consolidated Financial Statements
Please refer to the “Airbus SE – IFRS Consolidated Financial Statements” and the “Notes to the IFRS Consolidated Financial
Statements” for the years ended 31 December 2021 and 2020.
IFRS Consolidated Income Statement
Please refer to the “Airbus SE – IFRS Consolidated Income Statement” for the years ended 31 December 2021 and 2020.
Revenues
Revenues increased 4 percent to € 52.1 billion (2020: € 49.9 billion), mainly reflecting the higher number of commercial aircraft
deliveries, partially offset by less favourable foreign exchange rates. A total of 611 commercial aircraft were delivered (2020: 566
aircraft), comprising 50 A220s, 483 A320 Family, 18 A330s, 55 A350s and 5 A380s. Revenues generated by Airbus’ commercial
aircraft activities increased 6 percent, largely reflecting the higher deliveries compared to 2020. Airbus Helicopters delivered 338
units (2020: 300 units), including the first H160, with revenues rising 4 percent reflecting growth in services and the higher
deliveries. Revenues at Airbus Defence and Space decreased by 2 percent, mainly driven by Military Aircraft, partially offset by
Space Systems. Eight A400M aircraft were delivered in 2021.
EBIT and Financial Result
EBIT Adjusted an alternative performance measure and key indicator capturing the underlying business margin by excluding
material charges or profits caused by movements in provisions related to programmes, restructuring or foreign exchange impacts
as well as capital gains/losses from the disposal and acquisition of businesses – was € 4,865 million (2020: € 1,706 million).
The EBIT Adjusted related to Airbus’ commercial aircraft activities increased to € 3,570 million (2020: € 618 million), mainly driven
by the delivery performance and efforts on cost containment and competitiveness.
Commercial aircraft production is progressing in line with previously announced plans, in a complex environment. Specifically on
the A320 Family, the ramp-up is on trajectory to achieve rate 65 by summer 2023 and the Company continues to de-risk notably
by enabling all assembly sites to become A321-ready. For A320 Family production rates beyond 2023, the Company is still in the
assessment phase and working with suppliers to potentially enable an increase above rate 65.
Airbus Helicopters’ EBIT Adjusted increased to € 535 million (2020: € 471 million), mainly driven by support and services,
programme execution and cost focus.
EBIT Adjusted at Airbus Defence and Space increased to € 696 million (2020: € 660 million), reflecting continued cost containment.
On the A400M programme, development activities continued toward achieving the revised capability roadmap. Retrofit activities
are progressing in close alignment with the customer. In the fourth quarter of 2021, a charge of € 0.2 billion was recorded mainly
reflecting the updated estimates of the delivery pattern of the launch contract. This is reflected in EBIT reported.
EBIT (reported) amounted to € 5,342 million (2020: € -510 million), including net Adjustments of € +477 million.
These Adjustments comprised:
€ +274 million related to the A380 programme, of which +84 million were in Q4;
€ +122 million gain from the sale of one site in France, recorded in Q4;
-212 million related to the A400M, of which € -209 million were in Q4;
-38 million negative impact from foreign exchange and balance sheet revaluation, of which € +127 million were in Q4;
€ +331 million of Adjustments including mainly around € 0.2 billion of provision release related to the restructuring plan, and
payments by suppliers. +285 million were booked in Q4.
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The financial result was € -315 million (2020: € -620 million). It mainly reflects the net interest result of € -246 million as well as
the revaluation of financial instruments and of certain equity investments. Net Income was € 4,213 million (2020 net loss: € -1,133
million) with reported earnings per share of € 5.36 (2020 loss per share: € -1.45).
Table 1 Revenue and EBIT (reported) by Business Segment
Revenues
2020
EBIT (reported)
Change
+6%
+4%
-2%
-
2020
(1,330)
455
Change
(In €ꢀmillion)
2021
36,164
6,509
2021
4,175
535
Airbus
34,250
6,251
-
+18%
+39%
-
Airbus Helicopters
Airbus Defence and Space
Eliminations
Total
10,186
(710)
10,446
(1,035)
49,912
568
408
64
(43)
52,149
+4%
5,342
(510)
-
IFRS Consolidated Statement of Financial Position
Please refer to the “Airbus SE – IFRS Consolidated Statement of Financial Position” at 31 December 2021 and 2020.
Intangible Assets and Property, Plant and Equipment
Intangible assets increased by €ꢀ+168 million to €ꢀ16,367 million (2020: €ꢀ16,199 million). Intangible assets mainly relate to
goodwill of €ꢀ13,028 million (2020: €ꢀ12,999 million).
The annual impairment tests performed in 2021 led to no impairment charge.
Property, plant and equipment decreased by €ꢀ-138 million to €ꢀ16,536 million (2020: €ꢀ16,674 million). Property, plant and
equipment include right-of-use assets for an amount of € 1,698 million as of 31 December 2021 (2020: €ꢀ1,804 million).
Investments Accounted for under the Equity Method
Investments accounted for under the equity method increased by €ꢀ+94 million to €ꢀ1,672 million (2020: €ꢀ1,578 million). They
mainly include the equity investments in ArianeGroup, MBDA and ATR GIE.
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Other Investments and Other Long-Term Financial Assets
31 December
2021
(In € million)
2020
2,245
1,610
Other investments
2,511
1,490
Other long-term financial assets
Total non-current other investments and other long-term financial
assets
4,001
537
3,855
468
Current portion of other long-term financial assets
Total
4,538
4,323
Other investments mainly comprise the Company’s participations and include the remaining investment in Dassault Aviation
(9.90%, 2020: 9.90%) amounting to €ꢀ786 million at 31 December 2021 (2020: €ꢀ742 million).
Other long-term financial assets and the current portion of other long-term financial assets include other loans in the amount
of €ꢀ1,909 million as of 31 December 2021 (2020: €ꢀ1,841 million), and the sales financing activities in the form of finance lease
receivables and loans from aircraft financing.
Inventories
Inventories of €ꢀ28,538 million (2020: €ꢀ30,401 million) decreased by €ꢀ-1,863 million. This is driven by Airbus (€ꢀ-1,944 million),
and mainly reflects the delivery of the last A380 aircraft and the reduction in the widebodies inventory.
Provisions
31 December
(In € million)
2020
9,980
2021
7,072
Provisions for pensions
Other provisions
8,209
10,563
20,543
14,298
6,245
Total
15,281
10,771
4,510
thereof non-current portion (1)
thereof current portion (1)
(1)
Previous year allocation between non-current and current provisions has been restated.
As of 31 December 2021, provisions for pensions decreased mainly due to the change in financial assumptions of € 1,453 million
reflecting the further strengthening of interest rates and increased inflation assumptions in Germany, France, Canada and the UK
and the increase in plan assets of € 1,341 million.
Other provisions decreased mainly due to the restructuring provision recorded in 2020 in response to the COVID-19 pandemic
and a decrease in provisions for onerous contracts due to the delivery of the last A380 aircraft, the utilisation and net presentation
of the A400M programme losses against inventories and the reduction in the A220 programme.
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Other Financial Assets and Other Financial Liabilities
Other Financial Assets
Other Financial Liabilities
The total net fair value of derivative financial instruments decreased by €ꢀ-5,165 million to €ꢀ-3,558 million (2020: €ꢀ1,607 million)
as a result of the strengthened US dollar versus the euro associated with the mark to market valuation of the hedge portfolio.
In 2021, the European Governments’ refundable advances decreased by €ꢀ-51 million to €ꢀ3,861 million (2020: €ꢀ3,912 million).
Other Assets and Other Liabilities
Other Assets
Other Liabilities
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Total equity
The Company’s shares are exclusively ordinary shares with a par value of €ꢀ1.00. The following table shows the development of
the number of shares issued and fully paid:
Holders of ordinary shares are entitled to dividends and to one vote per share at general meetings of the Company.
Equity attributable to equity owners of the parent (including purchased treasury shares) amounts to €ꢀ9,466 million (2020:
€ꢀ6,445 million) representing an increase of €ꢀ+3,021 million. This is due to a net income for the period of €ꢀ+4,213 million and a
decrease in other comprehensive income, principally related to the mark to market revaluation of the hedge portfolio of €ꢀ-3,710
million partly offset by a change in actuarial gains and losses of € +2,363 million.
The non-controlling interests (“NCI”) from non-wholly owned subsidiaries increased to €ꢀ20 million as of 31 December 2021
(2020: €ꢀ11 million). These NCI do not have a material interest in the Company’s activities and cash flows.
Net Cash
The net cash position provides financial flexibility to fund the Company’s operations, to react to business needs and risk profile
and to return capital to the shareholders.
The net cash position on 31 December 2021 amounted to € 7,643 million (2020: € 4,312 million), with a gross cash position of €
22,683 million (2020: € 21,407 million).
Cash and Cash Equivalents
Cash and cash equivalents are composed of the following elements:
Only securities with a maturity of three months or less from the date of the acquisition, that are readily convertible to known
amounts of cash and which are subject to an insignificant risk of changes in value, are recognised in cash equivalents.
Securities
The Company’s securities portfolio amounts to € 8,111 million and € 6,968 million as of 31 December 2021 and 2020, respectively.
The security portfolio contains a non-current portion of € 6,794 million (2020: € 5,350 million), and a current portion of € 1,317
million (2020: € 1,618 million).
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Financing liabilities
(1)
Included in “others” are financing liabilities to joint ventures.
Long-term financing liabilities, mainly comprising of bonds and lease liabilities, decreased by € -988 million
to € 13,094 million (2020: € 14,082 million), mainly due to pre-payment of a US$1 billion bond issued on 9 April 2013 in the US
institutional market with an original maturity of ten years.
Short-term financing liabilities decreased by € -1,067 million to € 1,946 million (2020: € 3,013 million), mainly due to the
repayment of the exchangeable bonds to be convertible into Dassault Aviation shares issued on 14 June 2016 for an amount of €
1.0 billion.
Free Cash Flow
Free cash flow before M&A and customer financing was € 3,515 million (2020: € -6,935 million), reflecting efforts on cash
containment and a decrease in working capital mainly driven by inventory improvement. Free cashflow was € 3,511 million (2020:
-7,362 million).
Order Intake and Order Book
Gross commercial aircraft orders totalled 771 (2020: 383 aircraft) with net orders of 507 aircraft after cancellations (2020: 268
aircraft). Included were the first A350 freighter orders, confirming customer demand for this new programme. The order backlog
was 7,082 commercial aircraft on 31 December 2021 (end 2020: 7,184 aircraft). Airbus Helicopters booked 414 net orders (2020:
268 units), achieving a book-to-bill ratio well above 1 both in terms of units and in value. These included 52 H160s of which 30
were the first batch of H160M military versions for France’s Joint Light Helicopter programme. Airbus Defence and Space’s order
intake by value increased to € 13.7 billion (2020: € 11.9 billion), representing a book-to-bill ratio of around 1.3. Included were key
orders in the Military Aircraft business such as the in-service support of the German and Spanish Eurofighter fleets as well as good
export momentum for the C295, A330 MRTT and A400M airlifter.
Order intake by value increased to € 62.0 billion (2020: € 33.3 billion) with the order book valued at € 398 billion on 31 December
2021 (year-end 2020: € 373 billion). The increase in the backlog value mainly reflected the strengthening US dollar.
Table 2 Order Intake and Order Book by Business Segment
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5.2 Information on Airbus SE Auditors
Date of first appointment
Expiration of current term of office (1)
Ernst & Young Accountants LLP
Boompjes 258
3011 XZ Rotterdam
Postbus 488
3000 AL Rotterdam
The Netherlands
Represented by N.M. Pul
28 April 2016
12 April 2022
(1) A resolution will be submitted to the Annual General Meeting of Shareholders in 2022, in order to appoint Ernst & Young Accountants LLP as the
Company’s auditors for the 2022 financial year.
Ernst & Young Accountants LLP has a licence from the AFM to perform statutory audits for Public Interest Entities and its
representative is member of the NBA (Koninklijke Nederlandse Beroepsorganisatie van Accountants the Royal Netherlands
Institute of Chartered Accountants). The NBA is the professional body for accountants in the Netherlands.
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6. Non-financial information and other corporate
activities
6.1 Non-financial information - “Airbus Sustainability Report”
6.1.1 THE COMPANYS APPROACH TO SUSTAINABILITY
Purpose
The Company’s purpose is to pioneer sustainable aerospace for a safe and united world. It aims to lead the way in the
decarbonisation of the aerospace industry, to unite and safeguard the citizens of the world, and continually expand human
knowledge of our universe, from critical events on earth to the exploration of space. To this aim, the Company designs,
manufactures and delivers aerospace products, services and solutions to customers on a worldwide scale bringing essential
value to society and contributing to the UN Sustainable Development Goals ("SDGs") through its core business and how it
runs it.
First of all, the Company connects. Connections are vital to making the world a better place. That’s why the Company unites
people and organisations across the globe; physically with its commercial aircraft and helicopters; and virtually with its
connectivity solutions, allowing them to connect and understand each other.
The Company serves communities. Its satellites and tracking systems help make oceans safer with solutions that monitor
and protect naval routes and maritime assets. Company-built aircraft are instrumental in firefighting, in maintaining energy
systems and public safety. Its helicopters are the workhorses that carry out construction and infrastructure projects in hostile
or inaccessible areas of local communities as they can often be the only tool able to transport heavy loads, building materials,
supplies, cargo and more. And technology solutions from the Company protect many critical systems from cyberattacks.
The Company saves lives. When a humanitarian crisis arises, its aircraft help transport patients for urgent medical care, and
they assist in search efforts to find those marooned at sea, stranded in the mountains, or isolated in remote regions. Its Earth
observation satellites are tasked to acquire images of the concerned area. This imagery is delivered to relevant authorities,
together with archived data, to rapidly assess the extent of damage and support rescue planning by allowing actions to be
prioritised, and identifying if roads, bridges and airport runways are still operational.
The Company protects. Its defence products and services help countries protect their citizens, values and vital infrastructure.
In an unstable world, this security is a prerequisite of peace, the rule of law, political stability, democracy, environmental
sustainability, human rights, economic development and prosperity, and scientific progress. The Company manufactures
helicopters, fighter jets and military transport planes that allow nations to safeguard their airspace and respond to natural
disasters. The Company supplies intelligence capabilities as well as terrestrial space and cyber security services. And it
provides secure communications to governments and organisations devoted to public safety. All help to make the world a
safer place. Its defence activities contribute to diplomacy, conflict resolution and a multilateral approach to international
relations. By supplying EU and NATO member states with advanced military equipment, it strengthens their diplomatic
influence and credibility on the global stage and in turn that of international institutions such as the UN and NATO, thereby
contributing to SDG 16 - Peace, Justice and Strong Institutions.
The Company explores. It believes the exploration of our universe will enrich life for generations to come. Its space
technologies and satellite imagery solutions continually expand human knowledge of our universe, from the ability to capture
and analyse data on climate change and critical events on Earth, to providing the solutions that enable deep-space
exploration. For decades, the Company has been at the very heart of space exploration. It’s at the forefront of creating the
technologies that allow mankind to send spacecraft to planets, moons and comets both near our sun and millions of
kilometres away.
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Ressources: Sustainability on Airbus.com, Airbus Tax Strategy,
Innovation contributing to a more sustainable world on Airbus.com, Earth monitoring and understanding (e.g. Climate change
monitoring, Application for sustainable agriculture), Example partnership for innovation: ANITI project, Toulouse University (ANITI),
The Future of Hydrogen by the IEA,
ATAG Benefits Beyond Borders fact sheet, ASD Fact Sheet 2021
UN Global Compact,
Additional indirect contributions
The Company’s contribution to a more prosperous and sustainable society goes well beyond what it offers directly through
its products and services.
For example, as one of the most important players in the aviation industry, the Company contributes significantly to SDG 8
“Decent Work and Economic Growth” as highlighted through the 2020 ATAG Benefits Beyond Borders - global fact sheet,
found on the ATAG website (figures reflect pre-Covid 19 situation, a “normal” year for air transport):
As a major European defence manufacturer, the Company also has significant economic impact across Europe. According to
the AeroSpace and Defence Industries Association of Europe (ASD) the industry supports over 462,000 high-skilled jobs
across the continent, all contributing to Europe’s economic prosperity with €119 billion in annual revenue, €45.6 billion of
which are dedicated to exports.
While the Company contributes to the global economy as a whole it also contributes to the economic development of the
communities it operates in. Full aerospace ecosystems, often bringing together academia, research centers and corporations,
all with high value-added jobs, often develop around the Company’s sites such as those in Toulouse or Hamburg. This
development is accelerated thanks to the Company’s innovation ecosystem such as the recently launched Airbus Scale
initiative, a new innovation unit that brings together corporate innovation, startup engagement and company-building
activities. In this approach, Airbus Scale will promote and identify internal corporate innovation opportunities that can be
developed into solutions for the external world, bringing them to market and attracting external investments that could
result in spin-offs. This generates value for the Company but also the local communities where these new companies will set
foot and prosper.
There are many other examples of how, in the process of developing its products and services, the Company is stimulating
innovations and developments across the aerospace ecosystem, benefiting society more broadly.
For example, as the Company prepares for its ZEROe aircraft, it is stimulating multiple innovations and development around
the use of hydrogen from low carbon and renewable hydrogen production and storage to combustion and propulsion, all
beneficial beyond aerospace. As an example, by committing to a hydrogen-powered aircraft by 2035 the Company is priming
demand, stimulating low carbon and renewable hydrogen production capacity. Currently, less than 0.1% of global dedicated
hydrogen production comes from water electrolysis according to the International Energy Agency (IEA)'s 2019 report The
Future of Hydrogen. However, this is expected to rapidly change. The cost of renewable energies is falling at an
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unprecedented rate. And investment in electrolysers – the “clean” technology used to separate hydrogen and oxygen atoms
in water is expected to boom worldwide.
Sustainability commitments
Furthermore, the Company understands that contributing to a sustainable society must be achieved not just through what
it does but also how it does it, aiming at minimising negative impact and maximising the positive. In order to give direction
and focus, in 2020 the Company updated its sustainability strategic framework around the below listed four sustainability
priority commitments that apply across its entire value chain. These commitments are in close connection with the UN SDGs
and contribute more specifically to eight of them.
The Company's
Material topics
SDGs
Section
four Commitments
#1
Environmental impact of our operations
Environmental impact of our products
6.1.2
Lead the journey towards clean
aerospace
Product Safety
Cybersecurity
Health & Safety
#2
6.1.3
Build our business on the
foundation of safety and quality
Human Rights
Inclusion & Diversity
Labour Relations
People
#3
6.1.4
6.1.5
Respect human rights and foster
inclusion
#4
Business Integrity
Exemplify business integrity
Across each commitment the Company has set key performance indicators (“KPIs”) and targets enabling the Company to
monitor progress towards these ambitions. These can be found in " 6.1.8 ESG Data Board", which gathers all reported
sustainability metrics. They can also be found in the related sections of this chapter which is structured around each of the
four commitments above, completed by two sections which cut across all four commitments, " 6.1.6 Responsible Supply
Chain" and " 6.1.7 Community Impact".
Several sources were essential in deciding on the four commitments, including the 2019 materiality assessment, a thorough
benchmark, an analysis of market and regulatory trends, an evaluation of ESG risks in the Company’s risk report, a human
rights gap analysis and the consideration of the Company’s values.
Stakeholder engagement
At a strategic level, the 2019 materiality assessment was a critical exercise in capturing the voice of 12 of the Company’s most
important stakeholder groups, helping it identify which ESG issues were most material to them, and integrating this into its strategy.
These key stakeholder groups included:
Customers
Suppliers
Partners
NGOs
Authorities
Governments
MRO providers
Airports
Investors
Employees
Industry Associations
Community at large
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The stakeholder viewpoint was captured via a mix of surveys and artificial intelligence (via analysis of reports, legislation and
media sources). The materiality viewpoint of stakeholders was mapped against the actual or potential impact on the
Company of identified environmental, social and governance (“ESG”) issues, in addition to an analysis of which ESG issues
the Company has, or could have, the most impact on. These were both captured via surveys sent to the Company’s
executives. Results led to the following three-dimensional materiality matrix, fundamental in establishing the Company’s
four commitments. The intention is to launch a new assessment in 2022.
Materiality matrix
Governance
Conscious of the strategic importance of sustainability, the Company has defined an adapted governance and organisation
at the highest level.
Hence, oversight has been established at the Board of Directors level with the Ethics, Compliance and Sustainability
Committee (“ECSC”). For further information about the ECSC, see “– Corporate Governance – 4.1 Management and Control”.
The ECSC is responsible for assisting the Board of Directors to oversee the Company’s:
Culture and commitment to ethical business, integrity and sustainability;
Ethics & Compliance programme, organisation and framework for the effective governance of ethics and
compliance, including all associated internal policies, procedures and controls; and
Sustainability strategy and effective governance to ensure that sustainability-related topics are taken into account
in the Company’s strategy and objectives.
Under the Board Rules, the Board of Directors delegates the day-to-day management of the Company to the CEO, who,
supported by the Executive Committee, makes decisions with respect to the management of the Company, including
sustainability. The Executive Committee has the responsibility to provide top level expectations and direction while
overseeing and validating the sustainability strategy. This entails validating sustainability targets including those integrated
into the Top Company Objectives .
The Executive Committee is supported by several committees or boards linked to the Company’s four sustainability
commitments:
- The Environment Executive Steering Committee, the Inclusion & Diversity Board as well as the Product Safety Board, all
chaired by EC members.
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- The Steering Committees of the Human Rights and Sustainable Supply Chain Roadmaps, both sponsored by Executive
Committee members.
Other sustainability topics such as Health & Safety and Business Integrity are brought directly to the attention of the
Executive Committee.
The Company also believes the integration of sustainability criteria in its reward mechanisms is an important enabler for
accelerating its sustainability ambitions. A sustainability component is integrated into the Common Collective Component of
the CEO’s variable remuneration, accounting for 20% of the payout, see “– Corporate Governance 4.4 Remuneration
Policy. This principle also applied to the other members of the Executive Committee who do not serve on the Board of
Directors, and to a large extent to executives employed at the Company.
Organisation and policy framework
The Sustainability & Environment team put in place in January 2020 at corporate level has continued to develop and expand.
Its mission continues to be to:
Set the ambition level for the four sustainability strategic commitments
Identify the levers to achieve this ambition
Enable the business to deliver this ambition across the full value chain
Engage employees on sustainability
Provide clarity on ambition and progress to internal and external stakeholders
While the Sustainability & Environment team has a Company-wide role to provide direction and check regularly on
advancements across all sustainability topics, for each of those topics (e.g. Health & Safety, Inclusion & Diversity, Human
Rights, etc.), there are related functions, departments or “roadmaps” (multi-functional teams addressing cross functional
sustainability topics) driving their continuous improvement. These teams are for the most part supported by dedicated
policies which are referred to in the Company’s Code of Conduct, a single reference intended to guide daily behaviour and
help employees resolve the most common ethical and compliance issues that they may encounter. The Code of Conduct
applies to all employees, officers and directors of the Company.
6.1.1.1 Airbus' way forward: Vigilance Plan
The Company is determined to conduct its business responsibly and with integrity. The Company is convinced that promoting
responsible business conduct within its value chain is key to sustainable growth. For the Company’s Vigilance Plan for its
supply chain, see “– 6.1.6 Responsible Supply Chain”, which shall be deemed to be incorporated by reference and form part
of this plan.
As far as its own operations are concerned, the Company has adopted internal policies and management tools to perform
the assessment, monitoring, mitigation and reporting of risk and compliance allegations, which are embedded into the
Company’s culture and processes.
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Enterprise Risk Management & Internal Audit: With regard to risk management, sustainability risks and opportunities are
fully embedded in the Company’s Enterprise Risk Management ("ERM"). For further information on ERM, see “– Corporate
Governance – 4.1.3 Enterprise Risk Management System”. For further information on the Company’s risks, see “– Risk
Factors”. Internal audits are also performed regularly across the Company, including on sustainability topics - see
“– Corporate Governance 4.1.4 Internal Audit. External audits are also performed in line with certification requirements as
detailed in the related material topic sections.
Sustainability competencies & employee engagement: Awareness-raising, competence development and employee
engagement are essential to preventing and mitigating sustainability risks and maximising opportunities. To this aim, the
Company offers employees over 400 training opportunities, online and in-person, linked to environment, human rights,
inclusion & diversity, data privacy, cybersecurity, product/aviation safety, health & safety and ethics & compliance. Training
courses linked to sustainability topics were integrated into the 2021 mandatory training list for Company employees. Specific
information on training is covered in the related material topic sections.
Affiliates: All Company-controlled affiliates are expected to deploy similar internal policies by applying the Company’s
directives. A Company-wide single directive defines rules, processes and procedures applicable to the Company’s affiliates
and their respective boards, directors and officers. Its enforcement is supported by the Directors’ training programme which,
in 2021, was delivered to around 267 people over 18 full-day digital sessions. The single directive assists the Company’s
affiliates in effectively fulfilling their responsibilities while assuring the Company’s ongoing commitment to high standards
of corporate governance. It was built on the basis of Company-related internal policies including but not limited to: the
Company’s Code of Conduct, International Framework Agreement; Agreement on the European Works Council; Supplier
Code of Conduct; Health & Safety Policy; Environmental Policy; the Company’s Anti-Corruption Policy and related Directives.
An online self-assessment is completed on an annual basis by the controlled affiliates to self-assess their internal controls,
including how they relate to the environment, health & safety, human resources, governance, finance, procurement and
compliance requirements in order to identify any gaps and define remedial action plans as required. Controlled affiliates can
update the self-assessment on a quarterly basis based on their progression. Since 2019, affiliates have also been asked to
regularly evaluate risks via the Company’s ERM system, as well as to regularly monitor them as part of their risk assessment
process.
Grievance & whistleblowing mechanism: The Company is committed to maintaining a "speak-up" culture by promoting an
open and trusting dialogue with employees at all levels. All employees are encouraged to express their views, defend their
opinions, and point out unacceptable behaviour — especially behaviour that violates the Company’s Code of Conduct.
Employees can raise concerns to their line manager, their human resources business partner, to a Legal & Compliance
representative, or through the Company’s "OpenLine" hotline (www.airbusopenline.com). The OpenLine is anonymous
where legally permissible and also available to external stakeholders, including affiliates and suppliers, and covers all
sustainability topics. The Company endeavours to ensure that the procedures to assess, investigate and manage allegations
are well aligned throughout the Company. For further information about the OpenLine, see “– 6.1.5 Exemplify Business
Integrity”.
For further information on the Company’s approach to the environment, see “– 6.1.2 Lead the Journey Towards Clean
Aerospace – Environment”. For further information on the Company’s approach to human rights and health and safety, see
6.1.4 and 6.1.3 respectively.
A dedicated section also appears at the end of this report compiling key information related to the vigilance plan. See "
6.1.9 Deployment of Vigilance Plan (Devoir de Vigilance)".
6.1.1.2 Reporting standards
A GRI standard index (Core) as well as Task Force on Climate-related Financial Disclosures (“TCFD”) and Sustainability
Accounting Standards Board (“SASB”) correspondence tables will be published in the Company’s 2021 Universal Registration
Document.
6.1.2 LEAD THE JOURNEY TOWARDS CLEAN AEROSPACE
I. Introduction
In line with the Company’s purpose “pioneering sustainable aerospace for a safe and united world” and its aim to drive the
transition of the air transport system towards climate neutrality, the Company’s foremost ambition as an aircraft
manufacturer is to bring the first zero exhaust CO2 emission (“zero emission”) commercial aircraft to the market by the
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middle of the next decade and to play a leading role in the decarbonisation of the aviation sector. The Company is investing
major resources into examining and reducing the impact of its products in operation together with all actors within the
aviation sector.
As a supporter of the Task Force on Climate-related Financial Disclosures (“TCFD”), the Company not only tracks and
measures the environmental impact of its sites, products and services, but also works in cooperation with its worldwide
supply chain to drive more effective environmental management, decarbonise its industry and foster circularity by optimising
resource utilisation. To help the Company reach its vision, it places innovation at the core of this effort by investing in
research, new technologies and sustainable solutions. The Company approach to address climate risks and opportunities
follows the four pillars of the TCFD - governance, strategy, risk management, metrics & targets - as reflected in the Company
reporting hereafter, and in its answers to the CDP questionnaire published on its website. The Company maintained its A-
CDP rating in 2021.
The Company has identified climate change as its most material environmental impact and as such recognises its role in
contributing to mitigating the global footprint of the sector and the importance of aligning and respecting the commitments
of the Paris Agreement. Climate change may also affect the environmental conditions in which the Company’s manufacturing
activities and products are operated. Another main area of attention is the elimination or management of regulated
substances. The Company is continually seeking technically-feasible sustainable solutions to reduce the environmental
impacts of its products and operations, in cooperation with its suppliers and industrial stakeholders. Other environmental
aspects such as the impact on water resources, the production of waste or the emission of air pollutants are also part of the
Company’s priorities.
To this end, the Company has set key environmental ambitions:
lead the decarbonisation of the aerospace sector aiming to bring the first zero emission commercial aircraft to
market by 2035;
reduce the industrial environmental footprint at sites worldwide and throughout our supply chain;
develop a more circular model, leveraging ecodesign and digitalisation to optimise material utilisation and reduce
use of critical resources;
enhance the current product and services portfolio contributing positively to climate change mitigation and
adaptation.
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Additional resources: Environmental Policy Statement, Environment on Airbus.com, CDP Climate Change Questionnaire on
Airbus.com and on CDP website, ATAG Waypoint 2050, IEAG - GHG Reporting Guidance,
ITAKA Initiative Towards sustAinable Kerosene for Aviation, Clean Sky initiative, SESAR initiative, Partnership on Smart Cities and
Communities (EIP-SCC)
II. Governance
Environmental policy
The Airbus Environmental Policy is the top level referential defining the guiding principles, mission, vision and associated top
level Initiatives for environment. The policy applies Company-wide, including to affiliates where the Company owns more
than one half of the voting rights or the right to appoint the majority of the board directors to the extent that the
shareholders agreement and/or the level of control in force in each relevant affiliate allows it. It covers the Company’s
employees and contractors whilst on the Company’s sites or at work under the responsibility of the Company. The policy
takes a holistic approach to measuring and acting upon the Company’s environmental performance by assessing the
environmental impact of internal operations as well as providing capabilities to the Company’s customers to reduce the
impact of the products in operation. This also means introducing a lifecycle perspective and mitigating the risks and impacts
at all stages of the lifecycle, from the procurement of raw materials, through the design and manufacturing of products, to
their in-service life until their retirement.
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Organisation and responsibilities
Two main management structures are relevant for the governance in sustainability matters and climate change: the Board
of Directors and the Executive Committee.
As mentioned above, the Board of Directors is supported by the ECSC. In practical terms, the ECSC as a committee of the
Board of Directors oversees strategic decision-making and the execution of the approved sustainability strategy, including
areas such as innovation and environmental and climate action.
In 2021, the ECSC reviewed and provided guidance on a number of environmental topics such as the Company’s
decarbonisation strategy for its direct operations, supply chain and products.
To support the Executive Committee in environmental matters, especially climate-related, an Environment Executive
Steering Committee (“EnC”) was established in 2019. The EnC is composed of members of the Executive Committee and
senior executives Company-wide, responsible for environmental topics. It meets monthly to review the progress and take
decisions on all matters related to the environmental strategy. The EnC reviews climate change related topics, including the
progress on greenhouse gas (“GHG”) emissions reduction objectives, the decarbonisation strategy and climate related risks.
Environmental operations are led by the Sustainability & Environment department (described above), whose role is to guide
the business in environmental matters and to set the policy and deploy, drive and improve the Environmental Management
System (“EMS”) throughout the Company.
The Company’s EMS is based on ISO 14001:2015. Airbus was the first aircraft manufacturer to be ISO 14001 certified, and
continues to show its commitment by having been recertified to ISO 14001: 2015 in November 2019, and confirmed by a
certification surveillance audit in 2020 and 2021. The Company also monitors environmental regulatory developments to
understand, evaluate and prepare for legal and regulatory evolutions applicable to its activities and products.
The Company’s environmental strategy is implemented operationally by dedicated multi-functional teams at corporate
and/or divisional level. These cover topics such as industrial and site impact, product operation, supply chain or chemical
substances.
Disclosure of environmental indicators
The Company actively monitors its environmental data throughout the organisation in order to measure the environmental
impact of its operations, track its performance and communicate information on environmental matters to internal and
external stakeholders. Since 2010, environmental data published by the Company is verified by external auditors. This data
is included in the ESG data board at the end of this section.
As part of its transparency policy, the Company provides climate change related data and information to the CDP annually,
providing its investors and other interested parties with the insight they need. In 2021, the Company has maintained the A-
score obtained in 2020.
III. Risk management
Environmental risk and opportunities are managed following the Company’s ERM system. A specific Sustainability and
Environment ERM plan integrates additional requirements defined within the ISO14001:2015 certified EMS and provides a
transverse set of rules applicable Company-wide to ensure a consistent management of environmental risks and
opportunities.
Relevant criteria for the evaluation of environmental risks and opportunities include: financial impact, impact on
environmental performance, impact on EMS certification, as well as legal, supply chain and reputational aspects.
Risks and opportunities are reported quarterly to the Executive Committee of each Division and top risks, including climate-
related risks, are consolidated at Company level to be brought to the attention of the Board of Directors and reviewed semi-
annually.
Climate-related risks
Climate-related risks (adaptation and mitigation) are described in “– Risk Factors 4 Environment, Human Rights, Health &
Safety Risks” and shall be deemed to be incorporated by reference and form part of the Non-Financial Information.
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IV. Implementation / activities
1. Industrial operations
The Company has been working for many years on the reduction of its environmental footprint, not only its products and
services but also its production and facilities. This started in 2006 with the Blue5 programme, supporting the 2020 Vision
objectives for the reduction of the Company’s industrial environmental footprint.
High5+ revised targets in line with a “1.5°C” pathway and neutralising residual emissions by 2030
In 2019, the Company continued with the 2030 vision and extended its programme in order to anticipate increasing
environmental regulation, foster employees’ engagement and provide answers to stakeholders’ expectations for the coming
decade.
Named “high5+”, the programme is built on a set of ambitious reduction targets covering the five most material
environmental impacts for the Company in order to reduce energy consumption, CO2 emissions, water withdrawal, Volatile
Organic Compounds (VOCs) emissions and waste production. These objectives have been set in absolute value, with 2015
levels as reference, as follows:
-
CO2: reduce direct (scope 1) and indirect (scope 2) net GHG emissions by -63% by 2030 compared to 2015. This
target has been set by applying the relevant “Science Based Target Initiative” (SBTi) methodology for a near-term
target in line with a “1.5°C” pathway. While the Company is working on a detailed pathway for a long term target
in line with the SBTi Net-Zero standard, it has committed to neutralise the scopes 1 and 2 residual emissions from
2030 by using only carbon removals.
-
-
energy: reduce energy consumption from stationary sources by 20% by 2030;
waste: reducing the amount of waste produced by 20% by 2030 and divert 100% of the waste from landfilling and
incineration without energy recovery;
-
air emissions: 0% increase of s emissions by 2030;
Annual objectives and CEO / executives remuneration
In order to better embed this ambition into the Company’s performance management, short-term targets are established
consistently. The Executive Committee agreed in 2020 to include a reduction target for 2021 (compared to 2020) of -3% for
CO2 and -5% for purchased water (see table below) as part of the Company’s top objectives.
In 2021, the Executive Committee agreed to include reduction targets of -5% for CO2 for 2022 (compared to 2021) as part of the
Company’s top objectives.
As such, these annual targets form part of the CEO’s and other Executive Committee members’ remuneration, see “– Corporate
Governance 4.4 Remuneration Policy. In 2022, the CO2 target will also be included as a non-financial KPI in the variable
remuneration of executives.
For 2021, the CO2 and water annual performance is described in the table below:
GHG emissions and energy reduction
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Stationary sources (e.g. heating, cooling, manufacturing processes etc.) account for c.70% of GHG emissions at the
Company’s sites and mobile sources (ground vehicles, “Beluga” air transport operations, flight test, etc.) for c.30%. Action
plans for reducing emissions from stationary sources mainly rely on increasing energy efficiency and using low carbon energy
sources, while plans for reducing mobile sources emissions include switching to lower emission vehicles where possible and
avoiding emissions through better planning of flights and logistics and using lower carbon fuels (e.g. sustainable aviation
fuels (SAF)).
In 2021, scope 1 and 2 GHG emissions have decreased by
around 6% (7% on TCO scope), primarily due to oversize
transportation efficiency and operation improvements,
reduced flight tests activities and European emission
factors improvement that more than offset production
ramp-up impact.
Since 2019, SAF is used in the operation of the Company’s
Beluga transport aircraft for the purpose of internal
logistics. In 2022, flight test activities will also start using
SAF as part of the Company’s revised GHG emissions
reduction plan. The share of SAF used in these activities
will progressively increase to 50% by 2030.
In the same timeframe, the share of renewable electricity used in industrial operations in Europe will also progressively
increase, starting with an increase of 10% of guarantee of origin (GoO) certificates per year and the incorporation of long-
term power purchase agreements (PPAs). The PPA project was launched in 2020 and achieved a major milestone in 2021
with the validation of the requirements to purchase renewable and low-carbon energy as well as the selection of suppliers
to be finalised in 2022. This will allow the Company to accelerate its ambition to secure 100% renewable and low-carbon
energy supply to all sites in Europe by 2024. The Company is investigating opportunities in other regions (eg. US, China) to
follow the approach applied to Europe.
In addition, the Company uses an internal carbon price to support investment with positive energy and CO2 reduction impacts
on operations. In 2021, this price was updated from 30 €/tCO2 to 150 €/tCO2, giving a clear signal to project leaders on the
importance of CO2 footprint reduction and enabling a strong acceleration of project portfolio implementation.
Carbon offsetting and neutralising residual emissions
Carbon offsetting: in 2019, the Company introduced a mechanism to compensate emissions of activities for which reduction
measures and use of renewable energy are not sufficient to meet the internal targets, such as air and sea activities, as well
as emissions from air business travel. This mechanism follows an approach of first avoiding and reducing GHG emissions in
absolute value to later compensate for residual emissions. The Company built a rigorous procurement process based on the
concepts of additionality, real (permanent) reduction, prevention of double counting, prevention of overestimation and no
additional harm. As a minimum, the carbon offsets need to be certified by the Gold Standard or Verra or Verified Carbon
Standard or Climate, Community and Biodiversity Standards and the supplier needs to show proof of how each one of the
mentioned criteria were met. In addition, understanding that these carbon offsetting programs may have gaps in their
methodologies, additional proof was requested of how such gaps are managed by the provider. Moreover, societal aspects
were considered, such as prevention of child labour, respect of human rights and the relation with the communities
surrounding the projects. The volume of offsets required in 2021 is about 40ktCO2e, procured through offset producer South
Pole in the form of a cluster of compensation and removal projects: aforestation (VCS), landfill gas and waste gas (GS-VER),
forest conservation (VCS-CCBS).
Neutralisation of residual emissions: as part of 2030 road map, the Company is developing a plan to neutralise residual
emissions. The plan will follow as a minimum the SBTi “Net Zero” standard and the current scientific understanding in its
definition of neutralisation by including only permanent removal and storage of carbon from the atmosphere.
Water management
The Company’s water usage is mostly linked to sanitation and general uses (around 85%), while the rest is used in production
related processes.
In 2021, the purchased water volume followed a similar trend as CO2, decreasing by 15%. This reflects the increase in remote
working (reduced presence on site), also resulting from the COVID-19 situation, as well as an increased water-efficiency and
leak repair campaigns. Increased focus is put on the local level of water stress: in 2021, an analysis was conducted based on
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the World Resource Institute’s (WRI) Aqueduct Water Risk Atlas tool in order to understand where the Company’s activities
have the greatest impact on water resources. In 2022, the action plan will be adapted to reflect the priorities accordingly.
Air emissions
Air emissions, primarily referring to VOC emissions related to surface treatment, are mostly impacted by the number of
deliveries. Substance substitution may also lead to the use of new chemicals with more VOC emissions which need to be
monitored. Overall VOCs emitted are stable, reflecting the effort on product substitution even if production rate has
increased compared to 2020.
Material consumption and waste management
The Company promotes the development of a circular economy model, and is proactive in seeking ways to recover, reuse
and recycle materials beyond their initial life.
Not only does the Company send around 50% of its waste to be recycled, but already, through the TARMAC Aerosave joint
venture, more than 90% of an aircraft’s weight is recycled or reused through a selective dismantling (reverse manufacturing)
process.
Regarding waste management, a multifunctional team is currently working in order to meet the high5+ ambition, gathering
skills across the organisation such as engineering, information management, procurement, industrial operations and facility
management.
The focus has been on standardising the existing practices towards waste collectors in order to take into account the involved
regulatory framework and to enhance data monitoring and reporting needs. There are also strategic projects ongoing to
clarify and enhance site monitoring strategy as well as on waste recycling.
Hazardous waste
In the Company’s European operations, the main sources of hazardous waste are contaminated packaging and chemical
waste, especially waste from surface treatment activities, oil, fuel and various chemicals. While chemical waste reduction
remains a priority, this is a topic also driven by chemical regulations, the evolution of which may impact the reduction
roadmap’s ambition and timing (see Chemical Substances section below).
Biodiversity
When building a new site or extending an existing one, the Company engages with local partners on conservation and
remediation projects to preserve flora and fauna where impacted by the Company’s industrial activities.
Digitalisation
The Company leverages digitalisation as an enabler to optimise and reduce its environmental footprint. For example, some
applications target to improve design, material utilisation or to optimise critical resources usage.
At the same time, the Company strives to minimise the direct increase in the environmental footprint as a consequence of
digital technologies development.
Life cycle thinking and conscious design
The Company invests in Life Cycle Assessment (LCA) for environmental impact accounting associated with a specific product
in accordance with the requirements specified in the standard ISO14040. Detailed LCA studies have been completed for the
A220, A320neo and A350XWB product lines, covering over 95% of the Company’s deliveries of commercial aircraft products
in 2021. These studies are currently being verified by a third party auditor.
In addition, this holistic approach is used to provide a framework for projects to make environmentally conscious design
choices to reduce projects footprint and optimise aspects such as product end-of-life management and critical raw materials
usage. As an example, as part of its Ecodesign initiative, the Defence and Space Division used LCA for the development of
the Sentinel satellites that are built for the European Space Agency (ESA).
Chemical substances
Many substances used in the global aerospace industry to achieve high levels of product quality and meet stringent technical
performance, airworthiness and reliability requirements are subject to strict regulations.
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In the aerospace industry, regulations on substances impact key processes and products, such as surface treatments, paints
and fire protection.
The Company remains committed to moving towards replacement of such substances in products and processes. To help
achieve this, the Company has put in place a portfolio of activities and projects, working with suppliers to identify, develop,
qualify and deploy new technologies and solutions that avoid the use of substances classified as posing a risk to human health
or the environment, whilst satisfying airworthiness, certification and performance requirements.
The Company also engages with suppliers to promote the adoption of a similar approach through regular communication
and more widely, by working together with the aerospace industry to promote worldwide harmonisation of regulations and
ways of working, taking into account the sector’s safety and lifecycle specificities.
Using information obtained from its suppliers, the Company tracks, registers, assesses and declares regulated substances.
Since 2011, the Company has analysed the impact of over 1,100 substances and qualified and deployed substitutes for over
100 substances in 300 products.
Currently, the Company is actively working to substitute 65 substances in its own design, and an additional 45 in its supply
chain, over the next five years.
The Company invests substantial time and resources in research and development for technologies that use alternatives to
regulated substances. When it can be demonstrated that these technologies meet the strict safety and reliability criteria
required for aviation, the Company seeks to implement them in its aircraft design and manufacturing. For example, the
Company is, in cooperation with its suppliers, developing, qualifying and progressively deploying on all its new aircraft, new
Chromate-free corrosion protection and paint systems for aluminium structures. Another example is the halon replacement
project that researches alternatives to halon, a highly regulated ozone depleting substance, used for the fire extinguishing
systems in engines and cargo areas.
Noise
Noise around the Company’s sites can also be an important topic for neighbouring communities. The Company is actively
engaged with local authorities and the affected population to minimise its impact, by adapting operating times and actively
seeking to reduce the noise at the source. In Toulouse, Airbus has launched the Median initiative regrouping actors in charge
of flight activities around the airport to find the most effective solution to reduce noise levels.
Light pollution caused by Airbus activities has been deemed to be non-material to the Company’s value chain.
2. Product operations
According to ‘Our World in Data’, air transport as a whole represents approximately 2% of global human-induced GHG
emissions, and around 12% of the transport sector emissions see graph 1.
Graph 1: Global greenhouse gas emissions by sector source: Our World in Data with data from Climate Watch,
the World Resources Institute (2020)
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The Company is committed to contributing to meeting the Paris Agreement targets and taking a leading role in the
decarbonisation of the aviation sector in cooperation with all stakeholders. The Company is convinced that aviation can
achieve net zero CO2 emissions by 2050. This is why the Company has the ambition to develop the world’s first zero-emission
commercial aircraft by 2035. In parallel, the Company is also developing a multifaceted climate-impact programme for
commercial aircraft. This includes a focus on new aircraft technology development, sustainable aviation fuel (SAF), hydrogen,
air traffic management (ATM) solutions and carbon removal solutions.
Aviation industry targets
The aviation sector’s measures for reducing its environmental footprint started decades ago and significant achievements
have been made. Since the 1990s, the sector has improved significantly the fuel and CO2 efficiency of subsequent generations
of aircraft, thereby reducing CO2 emissions per revenue passenger kilometer by more than 50%.
In 2008, the aviation sector was the first to agree at sectoral level on ambitious CO2 emission reduction goals through the Air
Transport Action Group (“ATAG”) by committing to an aspirational goal of reducing net emissions from aviation by 50% by
2050 compared to 2005 levels. In September 2021, ATAG updated its ambition and commitment with the 2021 edition of
the “ATAG Waypoint 2050” report to reflect the industry's increased ambition to achieve net-zero carbon emissions by 2050
and contributing to the Paris Agreement goals.
Along with the revised ambition, ATAG provided several scenarios with ranges of improvement for each mitigation option
(technology and design improvements, operational and ATM enhancements, SAF and hydrogen non drop-in solutions, and
International Civil Aviation Organisation’s (“ICAO”) Carbon Offsetting and Reduction Scheme). In the most ambitious
scenario, a reduction of up to 40% of CO2 emissions can be achieved through technological developments, as illustrated by
Graph 2 below.
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Graph 2: The aviation industry’s roadmap to net zero carbon emissions by 2050
Source: Airbus based on ATAG Waypoint 2050 report (2021) - Scenario 3: “aspirational and aggressive technology perspective”
In Europe, the EU Green Deal creates conditions and opportunities for the Company and the European aviation industry to
speed up the transition: the Company shares the ambition to reach a net-zero carbon aviation ecosystem in Europe by 2050,
and will contribute to the EU’s “2030 Climate Target Plan”. At international level, the Company actively supports and strongly
encourages ICAO to introduce a global ambition by setting a meaningful long term aspirational goal to reduce CO2 emissions
from international civil aviation, whilst maintaining a global level playing field.
The Company’s roadmap to reducing emissions
The Company believes that an approach which focuses on accelerating technological development, in complement to a
dynamic deployment of SAF, should be pursued. This would form a strong basis for the development of hydrogen-powered
aircraft and the associated infrastructure and minimise the recourse to offsetting to achieve the ambition.
The Company is investing in and focusing its efforts on five complementary strategic pathways to reduce its environmental
footprint, in support of the overall sector ambition as highlighted above. In 2021, the total research and development spend
of the Company amounted to €ꢀ2.7 billion.
Strategic pathway 1. Renew current fleets with best in class aircraft
The Company is continuously improving its products through new designs, advanced materials, upgraded systems and more
fuel-efficient engines. Thanks to significant investments into new aircraft technology and designs, the Company’s commercial
aircraft products have reached a rolling average of 2.1% fuel efficiency improvement annually over the past ten years,
exceeding targets set by the industry through ATAG see graph 3.
The Company’s commercial aircraft portfolio includes the most efficient aircraft product line:
A350 and A330neo offer 25% reduction in fuel burn and significantly reduced noise footprints versus the previous
generation of aircraft;
the A320neo family brings a 20% reduction in fuel burn, and nearly half the noise footprint compared to previous
generation of aircraft;
A220 offers 25% reduction in CO2 emissions per seat versus previous generation of small single-aisle aircraft, 50%
reduction in noise footprint and 50% fewer NOx emissions than the standards.
Graph 3: Average intensity metric (gCO2e/pax.km) of sold products
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This continuous improvement is also reflected by the Company’s contribution to Europe's CleanSky2 programme, with the
use of new materials as well as the design and implementation of new aerostructures and technologies aiming to achieve
CO2, NOx and noise reductions. For this purpose a military aircraft C295 from the Company has been used as an in-flight
technology demonstrator (flight test bed).
Strategic pathway #2. Investing in technologies enabling the Company to market zerocarbon vehicles
The Company is committed to contributing to developing, building and testing advanced technologies improving the
aerodynamic and structural efficiencies combined with advanced propulsion systemsto enable the aviation industry to
reduce CO2 emissions of commercial aircraft, helicopters and future urban air mobility vehicles.
Zero-emission commercial aircraft ambition
The Company’s work in electric flight has laid the groundwork for our future concept of zero-emission commercial aircraft.
The Company believes hydrogen is one of the most promising technologies to reduce aviation’s climate impact. If generated
from decarbonised electricity through electrolysis, it generates little-to-no CO2 emissions and would essentially allow
aviation to be powered by decarbonised energy.
Aviation will be an end use application of hydrogen. The Company sees two primary uses for hydrogen:
Hydrogen can be combusted through modified gas-turbine engines, or converted into electric power via fuel cells.
The combination of both would create an efficient hybrid electric propulsion chain powered entirely by hydrogen.
Hydrogen used to create eFuels (power-to- liquid or power-biomass-to-liquid synthetic fuels in combination with
carbon from biomass or enhanced carbon sink sources).
On September 21, 2020, the Company revealed three different hydrogen-powered “ZEROe” concept aircraft. Those illustrate
the research that the Company is investing in, with the objective to bring a zero emission commercial aircraft to market in
2035. From hydrogen propulsion to hydrogen-based synthetic SAF, from pod configuration to blended-wing aircraft, the
Company is evaluating, maturing and validating radical technological breakthroughs which could be hosted on its zero-
emission aircraft by 2035.
The Company is also investing in the required facilities to test these new technologies. Inaugurated in October 2019, the E-
Aircraft System House (“EAS”) is, with more than 3,000m2, the largest test house dedicated exclusively to alternative
propulsion systems and fuels in Europe. This means the Company can now test the latest electric motors and hybrid-electric
engines directly on its own premises, and develop its own low-emission alternative propulsion units.
The Company goes beyond technology maturation by collaborating with the appropriate ecosystems. In 2019, the Company
signed a Memorandum of Understanding with airlines such as SAS Scandinavian Airlines and easyJet to jointly research a
zero-emission aircraft eco-system and its infrastructure requirements. The Company is also part of several major hydrogen
alliances (such as the Hydrogen Council, Hydrogen Europe, European Clean Hydrogen Alliance etc.) and launched a joint-
venture in 2020 with ElringKlinger in order to benefit from the huge cross-industry experience of other industries, and
accelerate its ambition.
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Zero-emission urban air mobility ambition
Since 2014, the Company has been exploring how recent technology advancements from battery capacity and autonomy
to electric propulsion could help drive the development of new kinds of aerial vehicles with the potential for zero emissions
when powered by renewable energies. In May 2018, the Company created the Urban Mobility entity to take its exploration
into cutting-edge commercial urban air mobility solutions and services to the next level.
The idea for a compact “flying taxi” first came from the Company’s desire to take city commuting into the air in a sustainable
way. Airbus has learned a lot from the test campaigns with two demonstrators: CityAirbus and Vahana. The CityAirbus
NextGen revealed at the Airbus Summit in September 2021 combines aspects of both, with the new architecture striking a
balance between hover and forward flight. The prototype is paving the way for first flight in 2023 and certification expected
around 2025.
Beyond the vehicle, Airbus is working with partners, cities, and city inhabitants in order to create the ecosystem that is
essential to enabling this new operating environment to emerge in a true service to society.
Strategic pathway #3. Investing in smart ATM solutions and optimised operations
Improving the efficiency of air transport operations and infrastructure could contribute to emission reductions by around
10%. The Company therefore supports initiatives aimed at reducing ATM inefficiencies (such as the Single European Sky Air
Traffic Management Research programme SESAR), while working on disruptive practices, such as formation flying.
Through its subsidiary Navblue, the Company provides services helping its customers to minimise fuel consumption with best
operational practices, innovative services and training. The Company also focuses on developing fuel saving procedures for
airports and ground operations to minimise the use of engine power and auxiliary power units (APU) while the aircraft is on
the ground.
In November 2019, the Company launched the fello’fly project which aims to demonstrate the technical, operational and
commercial viability of two aircraft flying together for long-haul flights. Through fello’fly, a follower aircraft will retrieve the
energy lost by the wake of a leader aircraft, by flying in the smooth updraft of air it creates. This provides lift to the follower
aircraft allowing it to decrease engine thrust and therefore reduce fuel consumption in the range of 5-10% per trip. By end
2020, the Company’s fello’fly had signed agreements with two airline customers; Frenchbee and SAS Scandinavian Airlines,
as well as three Air Navigation Service Providers (ANSP) to demonstrate its operational feasibility; France’s DSNA (Direction
des Services de la Navigation Aérienne), the UK’s NATS (National Air Traffic Services) and European Eurocontrol. In November
2021, two A350 test aircraft conducted the first-ever transatlantic fello'fly flight, confirming the potential for fuel savings of
more than 5% during long-haul flights.
Strategic pathway #4. Developing and deploying SAF, with all aircraft types 100% SAF compatible before 2030.
Energy source is the main driver in the CO2 emissions and CO2 intensity of products coming from the Company's commercial
aircraft activity. Although they only represent a small share of aviation’s current fuel use, SAF (biomass-based or synthetic)
are key in the air transport sector decarbonisation strategy.
Since 2008, the Company has acted as an important catalyst in the certification process, demonstration flights, partnerships
and policy advocacy of sustainable jet fuel. Since 2011, over 360,000 commercial flights have used SAF and more than 1
million flights with SAF are expected by 2025 (source: IATA, flynetzero, 2021).
All the Company's commercial aircraft are already certified to fly with a fuel blend of up to 50% SAF. SAF produced by using
most advanced pathways can provide CO2 emission reductions of up to 80% throughout their life cycle. This means that
already today the emissions from aircraft currently offered by the Company could be reduced by ~40% if their full blending
capability was used. The Company’s ambition is for its commercial aircraft to be capable of being operated with 100% SAF
before the end of the decade (third scenario on the chart below, “Full aircraft potential”).
As detailed above (see “Aviation industry targets”), the Company supports decarbonisation scenarios which include an
ambitious rollout of SAF using all possible pathways (HEFA, Alcohol to Jet, Fischer Tropsch, Power to Liquid, etc.). Under such
scenarios, the Company estimates that products delivered in 2021 could see their life-time emissions reduced by around
17%, thanks to the gradual introduction of SAF during their operational life (second scenario on the chart below, “Anticipated
SAF rollout”).
The Company is involved in two main research projects: VOLCAN and ECLIF3, conducted in partnership with important actors
of the industry. Both aim at assessing the impact of 100% SAF on engine and fuel systems whilst measuring the positive
impact on aircraft’s emission and fuel efficiency. First test flights took place in 2021 and the final outcomes will be publicly
published by the project partners once available. Both projects will pave the way for going beyond current maximum
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blending levels for SAF (currently 50%). It will allow the Company to collect information and enable further research activities
and technical work in order to reach the goal of gaining 100% SAF certification for commercial flights.
However, today the price and global production capacity remain the main constraints for operators, preventing large-scale
incorporation of these types of fuels. The rapid scale-up of SAF plays a major role in aviation’s decarbonisation scenarios,
decreasing emissions of the Company’s products in use. As of 2021, 36 countries have implemented SAF policies to support
industry’s ambition, according to IATA. The Company supports policies that would incentivise their production and usage at
affordable costs and is engaged in many initiatives and partnerships promoting the development of SAF production and use
(World Economic Forum Clean Sky for Tomorrow Coalition and First Movers Coalition as examples).
Strategic pathway #5. Encouraging temporary CO2 emission compensation schemes
Finally, CO2 emission compensation will be instrumental to stabilising aviation emissions in the medium term until disruptive
solutions reach market maturity. For that reason, the Company supports ICAO’s CORSIA as the only global market-based
measure for international civil aviation.
Reporting of emissions from value chain
Scope 3 Use of sold products
The main contribution of the Company’s value chain on climate change comes from the use of sold products, especially
related to its commercial aircraft activities.
In order to provide the level of transparency expected by stakeholders and following recommendations from the TCFD, the
Company reports in-use emissions of the products it delivers (Scope 3 Use of sold products). This started in 2020 with the
disclosure of emissions from commercial aircraft products, and was extended to civil helicopters in 2021. The Company will
continue to progressively extend the scope of reporting to other families of products, for which the calculation
methodologies are still under development. Nevertheless, current results and advanced estimations have shown that the
vast majority (over 90%) of the Scope 3 - Use of Sold Product impact of the Company’s products is due to the commercial
aircraft family of products, and that this situation is unlikely to
change once all the product families will have been assessed.
Commercial aircraft products
In 2021, the Company delivered 611 commercial aircraft. Based
on an average life-time in service of around 22 years (average
life-times specific to each aircraft type were used in the
calculation), the total CO2 emissions for these products over their
anticipated life-time is estimated at around 460MtCO2e (of
which around 80Mt are linked to upstream fuel production),
which translates to an average efficiency of 62.6gCO2e per
passenger-kilometre. In 2020, the Company delivered 566
aircraft with resulting estimated life-time emissions of around
440MtCO2e (of which 80Mt are linked to upstream fuel
production) and average efficiency of 63.1gCO2e per passenger-
kilometre.
For the purpose of this calculation, the operating conditions of the aircraft were considered to be static over the whole
service life. Therefore, the numbers above do not reflect the anticipated gradual introduction of decarbonisation measures
such as SAF, and as a result constitute a “worst case scenario” in terms of carbon intensity. As such they represent an
unmitigated scenario that can only serve as a general basis to assess carbon emissions efficiency improvements over time.
In order to better understand the potential impact of SAF on scope 3 emissions, this chart shows three scenarios comparing
the current SAF usage, an ambitious deployment scenario as envisaged by ATAG and the maximum reduction potential as
allowed by the current 50% blend limit.
The Company calls for a sectoral alignment on these methodological aspects through the relevant international bodies, in
order to provide consistency in the way such impacts are calculated and communicated throughout the air transport sector.
Civil helicopters
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In 2021, for 192 civil helicopters delivered, the Company estimated a scope 3 “use of sold product” impact around 1.13
MtCO2e, of which around 0.20 MtCO2e are linked to upstream fuel production. In 2020, for 201 civil helicopters delivered,
the resulting scope 3 “use of sold product” impact was around 1.09 MtCO2e, of which around 0.19 MtCO2e are linked to
upstream fuel production. In 2021, the internal forecast of flying hours used for the calculation was updated, resulting in a
slight increase in emissions despite the lower number of deliveries compared to 2020.
Methodology
-
-
The Company’s emission calculation methodology was developed by a team consisting of key personnel from
the engineering and environment departments and is aligned with the guidance provided by the Greenhouse Gas
Protocol. The external auditor performed a review of the calculation methodology applied by Airbus and assessed the
reasonableness of the supporting assumptions.
The Company has used a number of assumptions based on internal and external information including assumptions
based on publicly-available data.
o
For commercial aircraft these assumptions include the aircraft load factor, the current penetration rate of
sustainable aviation fuels, their CO2 reduction potential and the indirect emissions index from jet fuel
production, emission factors, as well as aircraft operational usage and average in-service lifetime. Primary
data collected within the Company was also used, such as the type of sustainable aviation fuel considered
or aircraft performance and configuration parameters.
o
For civil helicopters, these assumptions include feedback from the market in terms of helicopters operations
such as flight hours per year and region where the helicopter is operated. Direct and indirect emissions are
included over the product’s entire service life. Emission factors are consistent with those used in the
commercial aircraft methodology. Sustainable Aviation Fuel impact is not considered
-
-
Civil helicopters considered for Scope 3 calculations correspond to helicopters produced during the year having
reached the ‘available for flight’ status.
Key hypothesis
The estimation includes CO2 emissions. Emissions related to CH4 and N2O were excluded given the very low levels
produced by modern aircraft engines. Emissions related to NOx were estimated and excluded given the uncertainty
related to the NOx emission factors and the relatively low contribution of this emission stream.
Emissions related to commercial aircraft engine start and taxing have been included, however, emissions from the
auxiliary power units (APU) and ground handling equipment have been excluded.
-
-
For helicopters, the flight hours model is directly derived from in-service helicopters.
Scope 3 Purchased goods and services
In 2021 for the first time, the Company has published an estimate of the GHG emissions arising from the goods and services
it purchases (Scope 3 - Purchased goods and service based on its 2020 spent). The Company estimates that the 2020
emissions of purchased goods and services were around 11.3MtCO2e.
Methodology
This evaluation was performed using a dedicated tool developed by the International Aerospace Environmental Group (IAEG)
offering a choice between two approaches: a “spend based” approach, allocating emissions to each amount spent in specific
commodities and a “mass based” approach, allocating emissions to quantities of materials purchased. For this first
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evaluation, the Company has used the “spend based” approach. While this method embeds a certain degree of uncertainty,
considered high by the IAEG on a certain number of emissions factors used in the methodology, it provides a relevant view of
the sources of GHG emissions in the Company's supply chain and enables comparison of the various Company’s scopes
throughout its value chain. The calculation will be refined in future years as better quality data becomes available.
Sustainable space products
Beyond commercial aviation, the Company’s Defence and Space Division delivers satellites and intelligence that informs
decision making on significant environmental issues. Its aerial imagery of climatic and environmental changes around the
planet reveals the scale of change and dependencies at work.
The Company is working to ensure a sustainable space environment to prevent space debris and protect valuable national
assets, such as satellites, that are in orbit around the globe.
The Company through its Defence and Space Division is the first company to test technologies which clear out space junk
and avoid spacecraft collisions. Three main debris-removal technologies have been tested in orbit: harpoon, net and vision-
based navigation. As space law evolves, the Company is committed to ensuring its products meet these new regulations
(such as the French Space Operations Law requiring to avoid satellite collisions and ensure the safe removal of spacecraft
from useful orbit at the end of life) as it believes in the importance of promoting sustainable space.
6.1.3 BUILD OUR BUSINESS ON THE FOUNDATION OF SAFETY AND QUALITY
A. Aviation and product safety
I. Introduction
The Company believes that everyone in the aerospace industry has a role to play to further enhance the safety of the air
transport system. Flying today is safer than ever before, and collective efforts continue to ensure that it will be even safer
by anticipating and responding to risks, threats and challenges. Whilst the foundations of the air transport system are built
on regulatory compliance, the safety culture at the Company goes beyond compliance with certification and continued
airworthiness requirements to also focus on safety enhancement activities in products and services. This also extends to the
products and services of the Company’s Defence and Space Division that offer communication, collaboration and intelligence
knowledge solutions to assist government authorities, emergency service providers and healthcare providers.
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Additional resources: Code of Conduct, Product Safety on Airbus.com, Safety in Operations on Airbus.com, Safety investigation on
Airbus.com, Health Onboard, Accident Statistics website
II. Governance
A dedicated safety organisation within the Company acts as an independent voice of safety. The Chief Product Safety Officer
for the commercial aircraft activities of the Company reports directly to the CEO and is the Chairman of the Product Safety
Board (PSB). Several Executive Committee members and senior executives are part of the PSB. This ensures proactive safety
decision-making is based on multidisciplinary assessments at the highest decision level of the Company. The PSB makes
decisions regarding technical aspects, safety governance and strategy. Regular reviews with the Board of Directors are also
performed.
Airbus Safety Management System
Consistent with ICAO Annex 19, the Company’s Corporate Safety Management System ("SMS") is based on the four ICAO
pillars: safety policy and objectives, safety risk management, safety assurance, and safety promotion. The Company’s
Corporate SMS principles also integrate the end-to-end approach to safety with the Company’s suppliers and operators. This
is facilitated by an appointed Corporate SMS Officer and SMS Officers per function with support from a network of nominated
SMS Representatives throughout the Company.
During 2020-21, Airbus Defence and Space evolved its Product SMS by adapting governance principles from established
Airbus Commercial and Military Airsystems SMS to all of its programme lines, including cybersecurity systems, land
communications, surveillance systems, drones and more. Programme Line Safety Boards and a shared online reporting tool
have been established. Implementation is ongoing.
Airbus safety strategy
To support the Airbus vision for safety - “we constantly strive to enhance safety together in our quest to reach zero
accidents.” - the Company’s product safety strategy is to:
-
implement programs to continuously enhance the safety culture to ensure each employee has a personal and
collective engagement consistent with the Airbus safety values;
-
-
-
provide means so that any employee can report safety concerns;
ensure product safety is a priority in decision making, and
share lessons learned and best practices with internal and external stakeholders, and take action as appropriate
also based on identified top safety threats or opportunities.
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Regulatory compliance
Product certifications are provided by the competent aviation authorities including the main civil aviation authorities and
specific military authorities. Within each Division, and according to their respective functions, the Company works to ensure
compliance through design and certification of products under EASA Part 21 Design Organisation Approvals (DOA); ECSS-Q
ST-40-C (for Space Products) and Def-Stan 00-56 (for Defence Products); manufacturing under Production Organisation
Approvals (POA); monitoring of in-service safety through approved EASA Part-M Continuing Airworthiness Management
Organisations (CAMO); aircraft maintenance and retrofit operations conducted in line with civil and military EASA Part 145
regulations; and training provided to flight crews, cabin crews and maintenance crews through EASA Part 147 Approved
Training Organisations (ATO).
The certified organisations within the Company where specific approvals are granted by the aviation authorities, are audited
and monitored by these authorities to ensure compliance with regulatory requirements. Additional audits are conducted by
third parties as part of the quality certifications appropriate to each Division, including EN9100, EN9001, EN9110, AQAP 2110,
AQAP 2210 and AQAP 2310.
Commitment to “just and fair” culture
This commitment ensures that the appropriate reporting channels are available and known to all employees to report
product safety and quality related matters in an atmosphere of trust and empowerment. It is documented and endorsed
with the signatures of the CEO, Executive Committee members and top management.
III. Risk management
Applying proactive risk management principles has contributed to significant improvements for the safety of flight in recent
decades. This risk management approach drives the Company’s Corporate Safety Process, which has been in place for more
than 15 years. It supports the principles of the Company’s safety enhancement culture, going beyond compliance with
certification and airworthiness duties.
IV. Implementation / activities
Consistent with its end-to-end approach and as part of its safety strategy, the Company has several collaborative initiatives
that contribute to reinforcing resilience capabilities in the air transport system and enhancing the safety level of its products
with all key actors.
For example, the Company is working with its supply chain to extend its safety enhancement principles with its suppliers.
This includes specific SMS forums and initiatives with its suppliers, which reinforce the collaborative approach for optimising
responses to in-service feedback and reports.
D10X (short for Air Transport Safety, Destination 10X Together) is another collaborative initiative with airlines. The aim of
D10X is to propose pragmatic solutions, together with operators of Airbus aircraft, for the key safety issues identified within
this network.
Sharing safety information is a key contributor to increasing the level of safety. There have been 25 flight safety conferences
with the Company’s customers since the first was held in 1994. Another means of sharing information is through “Safety
first”, the Company’s safety magazine contributing to the enhancement of safety for aircraft operations by increasing
knowledge and communication on safety related topics. It reaches over 1,000 aviation professionals daily via the website
safetyfirst.airbus.com and the Safety first app.
In addition to these external safety promotion initiatives, the Company invests in internal safety promotion with the
objective to continuously reinforce the safety culture of all employees. This is supported by different means including
communication campaigns, training, safety awareness sessions, and development of a Safety Promotion Centre. SMS officers
are nominated and trained in all key business functions to ensure implementation and operation of the SMS within the
Company, including safety promotion. As of 31 December 2021, all SMS officers have been nominated and trained. The
above-mentioned commitment to a just and fair reporting culture is another example of an initiative that promotes the
Company’s safety culture. These elements are integrated in the Company’s SMS action plan.
Airbus also continues to innovate to benefit from technological evolutions to further enhance both operations and safety.
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All of these initiatives lead to continuous improvement of the safety record. This is illustrated in statistics (below) showing
that the latest fourth-generation jets are the safest. All Airbus Fly-By-Wire family aircraft (including A320, A330/A340, A380,
A350, A220 fleets) are the latest fourth-generation aircraft.
10 Year moving average fatal accident rate (per million flights) per aircraft generation
Fig. 2 (above) 10 year moving average fatal accident rate (per million flights) per aircraft generation.
Source of Data: official accident reports, ICAO, Cirium, and Airbus databases. Flight cycle data provided by Cirium.
B. Cyber security
I. Introduction
Cyber security risks have the potential to impact all business operations, employees, plus products and services if incorrectly
managed - either in confidentiality, availability or integrity. As such, the company undertakes a continual process of cyber
security risk identification and remediation, supplemented with significant cyber security capabilities for the prevention,
detection and response to cyber threats and events.
Cyber security risk management is a core element of modern organisations, thus the Company has developed state of the
art cyber capabilities for the defence, detection and response to emerging cyber threats. The cyber security paradigm adopts
a compliance, regulatory and risk-based approach embedded across four asset bodies: IM, industrial, products & services,
and people & workplace.
Developing cyber security as a function of the business, with the relevant capabilities and stakeholders, ensures an
evolutionary approach for continued protection against emerging threats and to support the business in securely enabling
its digital transformation.
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II. Governance
The Company has undertaken a cyber security transformation since 2019 with the establishment of a federated model to
digital security encompassing accountable leaders in respective organisational structures such as IT, engineering and
operations. A dedicated team for security governance was established, reporting to the company Chief Security Officer (CSO),
responsible for the definition and audit of cyber security directives and methods aligned to major industry standards such as
ISO27001 or IEC62443. The company Chief Information Security Officer reports to the CSO with a direct reporting line to
Airbus CEO. Such an approach ensures localised accountability and reactivity to cyber risks with centralised governance,
reporting, technical standards, and processes. Cyber security governance scope encompasses all Divisions and global
operations plus affiliates.
Corporate Security Council
The Company has established a Corporate Security Council, chaired by the Chief Security Officer, for the coordination of
security governance and to ensure consolidated security risk reporting from each of the four asset clusters; IT, industrial,
product & services, and people & workplace.
Security governance directives
Security directives are published and audited to ensure the company business, including affiliates and subsidiary companies,
follows the same standards for data protection and systems security. Key cyber security directives include:
A08 - Company Security Policy
A1044 - Security Requirements for Company Information & Data Classification and Protection
A1058 - Security Requirements for Information Systems Management
A1043 - Security Requirements for Affiliates
A1664 - Security Requirements for Industrial Automation and Control Systems
A1666 - Requirements for Product Security
A1015.0 - Requirements on Information Security for Suppliers
A1015.1 - Specific Requirements on Information Security for IT Service Providers
III. Risk management
Confidentiality, integrity and availability are well-known to define cybersecurity objectives when thinking about systems
risks. Corporate Security owns the accountability of security risk management and is in charge of defining cyber security risks
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taxonomy and managing the lifecycle in ERM, including strategy, organisation, roadmap and initiatives at Company-wide
level.
In terms of cyber security, risk management is the aggregation of continual risk reporting, cyber security validation processes
embedded within security by design principles for projects, applications and infrastructures in addition to the
implementation of digital security controls aligned to the Airbus enterprise security architecture standards.
Risk mitigation measures follow the principle of people, process, and technology controls to reduce likelihood and/or impact
from cyber incidents. The Company incorporates mandatory cyber security training and awareness for all employees with
additional engagements for employees in higher risk categories or where additional regulatory stipulations apply. Security
processes are fixed through security governance directives, business management processes (e.g. MC.AS.01 Vulnerability
Management), and operating models. Technical security controls are implemented and measured in accordance with
ISO27001 and other industry standard information security management standards.
The Company implements a number of key technical security controls in the reduction of cyber incident likelihood including
the rollout of endpoint protection and data loss prevention tools, the implementation of multi-factor authentication, plus
the adoption of enterprise security architecture approaches. To reduce impact from cyber events Airbus operates in-house
security operations centers, covering both commercial and national activities; plus a Computer Emergency Response (CERT)
team analysing cyber security threat intelligence and activating to rapidly investigate and contain cyber security incidents.
Cyber security risk management is under regular internal and external audit, confirming processes and implementation to
both Airbus and Industry standards. Technical audits are also conducted regularly on applications, systems and
infrastructures in the form of cyber security penetration testing.
IV. Implementation / activities
During the course of 2021, a number of key initiatives have been undertaken to improve the cyber security position, reduce
associated risks and decrease the likelihood of successful cyber attacks, including:
-
-
-
-
100% coverage of core Divisional Company-issued laptops deployed with Endpoint Detection & Response (EDR)
tools
100% of employees now able to access Google client side encryption tools for encryption of the company data in
Google suite
35 of 35 high risk supplier connections now successfully migrated to the new standard secured supplier
architecture
Restricted CERT extension devised to ensure cyber incident response coverage across both commercial and
national infrastructures
Such activities have successfully reduced the Company’s overall cyber security risk picture, and specifically related to the
increasing threat from ransomware.
V. Outlook
There are no signs globally that the threats of cyber attack will dissipate or slow; therefore it is critical that the Company
maintains ongoing improvement and response activities in order to reduce associated risks. A number of key initiatives are
central to this including:
-
Ransomware resilience: as one of the major risks, efforts continue with major investments into ransomware
prevention in order to reduce both the likelihood of an incident, but also to significantly increase the resilience and
reduce the time to recover critical applications and systems;
-
-
-
International localisation: extending the federated model of security to encompass international localisation of
affiliates with enhanced risk reporting;
Secure digital transformation: enable digital transformation via the design development and deployment of
updated security standards for cloud security, application hardening and zero trust networking;
Security Operations Centre (SOC) 2025 strategy: detecting and rapid response to cyber incidents is a key part of
any security practice: thus Airbus will maintain and continue to scale the SOC activities to the needs of the business.
C. Health and safety
I. Introduction
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The Company considers health and safety as a top priority that is non-negotiable. Our goal is to enable an environment that’s
safe and healthy for all. Risk prevention and the promotion of safer and healthier conditions in the workplace are key to
enable us to improve the health and well-being of our employees and anyone else who works inside Airbus. By focusing our
attention on this, it also helps to improve the nature of the task, working conditions, competitiveness, quality, engagement
and sustainability.
Additional resources: People Safety on Airbus.com; Code of Conduct - incl. Health and Safety commitment
II. Governance
The Airbus Occupational Health and Safety Policy is a group-wide foundation for the management of health and safety within
the workplace. The Policy applies to the Company’s commercial aircraft activities, to the Airbus Helicopters and Airbus
Defence and Space Divisions, and also to the Company’s affiliates.
In 2021, an Airbus Occupational Health and Policy Statement was signed by Guillaume Faury, Airbus CEO, to enhance and
reinforce the Policy principles.
The health and safety organisation is part of the Human Resources and Workplace Department under the ultimate
responsibility of the Company’s Chief Human Resources Officer.
The organisation is called Environment, Health and Safety (EHS). The Head of EHS reports to the Chief Human Resources
Officer, and is supported by local EHS business partners. There are also regional EHS business partners in China, North
America and APAC. Cross-organisation expertise, support and coordination is provided by centres of expertise, including
safety, industrial hygiene, ergonomics and operational environment and occupational health and wellbeing. The EHS
organisation is responsible for the health and safety management system and for the operational application of the corporate
environment and sustainability management system in the entities.
Approximately one third of the Company’s core entities in home countries are now certified to the ISO45001 Standard for
health and safety management systems or have a similar certification. Company wide, this means that nearly 25% of
employees work on sites where the health and safety management system is certified to ISO45001. Other sites have formal
management systems that are not yet formally certified, but operate to the standards required by our health and
management systems.
III. Risk management
The role of the Airbus’ health and safety organisation is to anticipate, identify, evaluate and prevent or mitigate risks to
safety, health and well-being, and the business, arising as a consequence of the Company’s work activities.
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Health and safety requirements have been defined in a directive that applies company-wide, including to the Company’s
affiliates. The Company’s affiliates report on their health and safety management status through the Internal Controls Self
Assessment (ICSA) exercise.
Occupational health and safety risks are managed using the framework provided in the Company Methods for ‘Health and
Safety Risk Management’ and ‘Incident Management’. Those risks that are considered to have a high potential impact,
including in Airbus affiliates, are monitored by the Company’s Enterprise Risk Management (ERM) system.
In 2021, the Company-wide method for risk assessment and control was updated. This method consists of a sequence of
logical steps to identify significant hazards, evaluate the risks and prevent, eliminate or mitigate them, following the
hierarchy of control principles: elimination, substitution, engineering control, administrative controls and, as a final measure,
personal protective equipment.
The method for reporting and managing incidents and near misses has also been refreshed. It harmonises incident reporting
between countries, taking into account applicable local regulations. The investigation and root cause analysis process
described in this method supports the identification of risks and related mitigation actions.
The principle health and safety concerns in 2021 consisted of the following topic areas:
COVID-19 and the necessary adaptation of work activities.
Working environment including for example, work at height; slip, trip and fall risks; site roads and infrastructure.
Machinery and equipment, such as hand held powered tools, cranes and jigs.
Physical agents, including noise, vibration and electricity.
Substances and materials, such as those addressed in REACH regulation.
Psychological risk, including from the impact of COVID-19 confinement and the related Company adaptations.
In-situ contractors, including competence, interfaces and site transport.
The impact of the ongoing COVID-19 pandemic is a continuing challenge. However, the main causes of occupational injury in
2021 were once again related to slip, trip and fall accidents, ergonomic incidents, and the use of hand tools and equipment.
These represented the majority of injuries recorded on the FISH (Federated Information for Environment, Safety and Health),
global environment, health and safety platform. In fact, slip, trip, and fall accidents resulted in 25% of the lost time injuries
included in the lost time injury frequency rate.
Employees and others on Airbus sites can raise health and safety concerns in a variety of ways. Employees can raise a near
miss or incident declaration in FISH using a computer or mobile device. Line managers can share warnings and good practices
using a red, amber, green flash alert process. A ‘go-look-see’ process helps managers to identify risks and related mitigation
actions. To support the promotion of a “speak-up” culture, the Company has the OpenLine to provide employees and third
parties with an avenue for raising concerns.
IV. Implementation / activities
The overall incident management harmonisation process is enabling improvements in data collection, analysis and the
production of reports. This supports the Company-wide key performance indicators.
Airbus and its Divisions rolling 12 months employee lost time injury frequency rate
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The rolling year of the lost time injury frequency rate end of year figure amounts to 3.21 Company-wide and to 4.31 in Airbus,
excluding the Divisions. Company-wide Airbus experienced a more than 15% improvement in frequency rate. It has been
positively impacted in 2021 as a result of the various safety activities and actions taken linked to the pandemic. Frequency
rate figures are reviewed monthly by the CEO and the Executive Committee and the data shared with all executives and
senior managers in a monthly webinar.
The FISH incident management module already covered all main sites in Airbus and its Divisions in France, Germany and
Spain, and in the UK the Airbus commercial aircraft and the Airbus Defence and Space Division sites. It also covered the
Airbus commercial aircraft plants in Mobile, US and in Tianjin, China. This year the FISH incident management module has
been extended to cover the Airbus Defence and Space Division in Poland. Around 80% of the Company employees including
the active workforce, the apprentices and the temporary employees are estimated to be covered under the FISH platform.
The FISH perimeter continues to be progressively extended.
The work on incident management has reinforced the reporting of near misses. This has led to a total of 19,305 near misses
being declared on FISH in the Airbus commercial aircraft activities. The investigation of near misses identifies cause agents
and mitigation actions that support incident prevention measures.
Activity to mitigate risks is promoted and deployed through different channels. Most importantly, the Company stimulates
behavioural change, in particular through its “People Safety @ Work” (PS@W) project in Airbus commercial aircraft, the ‘We
Care initiative’ in Airbus Defence and Space Division and the ‘Safe Together’ initiative in Airbus Helicopters Division. This
embeds a culture of continual improvement in workplace health and safety performance. Examples of particular campaigns
include:
‘Team Talk’ packages enable managers to discuss safety with their teams.
Videos illustrating our safety golden rules.
Campaigns to support a safe return to work after a long break such as summer holidays.
Site Safety Awards to motivate and engage employees.
Mindset and behaviour workshops.
Safety weeks and safety mobilisation days, often topic specific and led by senior managers.
‘Safety Box’ (safety activities) and ‘Safety Lab’ (safety discussions) sessions, in both face to face and virtual meeting
modes due to COVID-19.
Testimonies by employees who have suffered accidents at work.
Transparent sharing of safety related information, such as frequency rates and ‘Flash Alerts’.
Mandatory EHS training.
The Company ‘Safety Ambassadors’ knowledge, competences and roles have been reinforced. This network comprises
around 1,900 members, and is a significant enabler for culture change. They spread best practices and support activities such
as the implementation of COVID-19 measures.
At the operational level, the Airbus commercial aircraft operating system (AOS) includes an assessment grid to evaluate the
environment, health and safety maturity level in operational areas. This reinforces the activity to reduce risk, driving the
implementation of initiatives such as the PS@W trip hazards removal, mobile steps safety and site traffic infrastructure
improvements.
In 2021, the virtual classroom portfolio was further developed, in particular to cover some of the elements of statutory
training such as First Aid, and we will continue to develop more digital enabled learning solutions. Consequently, despite the
challenging environment of the ongoing pandemic, over 128,795 hours of dedicated health and safety training were
delivered to 28,144 individual employees between October 2020 and September 2021.
Managers at all levels are required to attend the ‘Airbus Environment and Health & Safety (EHS) Leadership Certificate’. This
intensive course has four modules, which, if completed within a certain timescale, lead to an externally validated
‘Environment, Health and Safety Certificate’. The EHS Leadership modules 1 and 2 were therefore prioritised for the virtual
classroom format in 2021. The development of modules 3 and 4 will take place in 2022. A total of around 2,300 employees
have now attended these modules since 2019; 1,309 of which in between October 2020 and September 2021.
The ‘Executive Environment and Health & Safety Masterclass’ ensures that the Company top leaders are equipped to drive
the strategy of continual improvement in health and safety culture and performance. Overall some 451 executives and senior
leaders have completed the Masterclass from October 2020 to September 2021. In the same period some 82 executives,
mainly from the plant and final assembly lines, have attended the practical and hands-on ‘Back to the Floor’ training, which
enables leaders to proactively and positively engage on safety issues on the shop floor.
Occupational health and wellbeing are key priorities for the Company, as evidenced by the construction of purpose-designed
occupational health facilities at Broughton, UK, and at Getafe, Spain, which were completed in 2021.
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Naturally COVID-19 has continued to be a critical risk to people and the Company. Mitigation activities have included:
Providing and maintaining guidance on the core barrier measures, supported by awareness campaigns and material
including posters, videos and e-learning modules.
Supporting national vaccination programmes, where possible. Around 19,500 people were vaccinated on Airbus
sites in France, Germany, Spain, UK, the USA and China.
More than 17,900 COVID-19 tests have been performed on employees in Germany and France, with particular
hygiene and testing procedures for delivery teams.
An employee ‘COVID-19 Hotline’ and case management has been provided by Occupational Health teams.
Whilst certain health initiatives and check-ups were impacted by the COVID-19 situation, key monitoring campaigns were
maintained. Psychological health continues to be a focus. In addition to the employee helpline services and the availability
of psychologists, training was provided for topics such as mental health awareness and addiction prevention. Support
material has also been made available on the Company intranet pages.
With regard to substances, the “REACH-IT'' project has continued in Airbus’ commercial aircraft business, together with
similar initiatives deployed in the Divisions. Manufacturing processes, tools and workstations have been reviewed in light of
the REACH authorisation measures for the protection of health, safety and the environment. Now there is a progressive
transfer of this work into operational management systems, to ensure the ongoing maintenance of conformity. A compliance
surveillance programme will be launched in 2022.
V. Outlook
As part of the health, safety and operational environment ‘2030 Flightpath’ vision, we aim to promote and provide standards
that are above our minimum legal compliance requirements. Consequently, in 2022 the Company will continue to reduce
risk of work-related injury, ill-health and environmental impact, by improving management system elements, monitoring
and data analysis.
The Company will therefore continue to increase the geographical deployment and technical scope of the FISH platform to
support a strategy of data-driven risk analysis and mitigation. In particular the incident management module is planned for
deployment in sites in North America and the Asia Pacific region.
As the corporate ISO45001 based occupational health and safety management system matures, a company Health and Safety
Governance Board is planned, to maintain clear oversight and steer the ‘zero harm’ ambition. At national level, occupational
health review panels are also planned, to address topics such as occupational disease cause analysis, risk mitigation strategies
and emerging competency requirements. The Company will continue to strengthen its efforts to enhance wellbeing and
mental health protection.
Further key performance indicators (KPI) are to be introduced, including health KPIs. The FISH platform will enable a wider
use of the all injuries frequency rate and the leveraging of near miss data.
6.1.4 RESPECT HUMAN RIGHTS AND FOSTER INCLUSION
A. Human rights
I. Introduction
A commitment to respect human rights
As a signatory to the United Nations Global Compact since 2003, the Company is committed to upholding international
human rights principles and standards, including the International Bill of Human Rights, the International Labour
Organization’s (“ILO”) Declaration on Fundamental Principles and Rights at Work and its Core Labour Standards. In doing so,
the Company is committed to implementing policies and processes that meet the requirements of the UN Guiding Principles
for Business and Human Rights, and the Organisation for Economic Co-operation and Development's ("OECD") Guidelines
for Multinational Enterprises.
“Respect for human rights” was prioritised by the Company as one of the four sustainability commitments agreed by the
Executive Committee and the ECSC at Board level during 2020.
The Company’s actions to progress its ambition to ‘embed and advance respect for human rights throughout its business,
operations and supply chain’ follow recommendations identified through a human rights impact and gap analysis conducted
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by a specialist external human rights consultancy in 2019. This analysis considered current and upcoming regulatory
requirements and international best practice as well as international principles and standards, including the UN Guiding
Principles for Business and Human Rights. Details of these actions follow.
Additional resources: Code of Conduct, Supplier Code of Conduct, Modern Slavery Statement, Human Rights on Airbus.com, OECD
Guidelines for Multinational Enterprises , ILO Declaration on Fundamental Principles and Rights at Work
II. Governance
The EVP Communication and Corporate Affairs has top level accountability for human rights at Executive Committee Level.
During 2021, following formalisation of the Company’s governance arrangements for human rights in 2020, the Company
held a number of meetings and presentations to support and advance respect for human rights. These included:
Governance
Number of
meetings
Key responsibilities
during 2021
Human Rights Multi-
Functional Team, chaired by
the Global Lead for Human
Rights
Target 6
Achieved 6
Ensuring the development and delivery of the human rights
roadmap, including actions against agreed targets and support
for awareness raising and capacity building.
Human Rights Steering
Committee, chaired by the
Head of Sustainability and
Environment
Target 3
Achieved 3
Providing strategic guidance to support decision making and
prioritisation, as well as providing guidance and support on
progress.
Specific presentation on
human rights at the
Executive Committee
Target 2
Achieved 3
Agree and guide the strategic direction of the Company’s human
rights ambition, agree and guide the prioritisation of initiatives and
resource allocation for implementation and review the status and
effectiveness of actions in progress (including roadmap /targets
/KPIs).
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Specific presentation on
human rights at the ECSC
Target 1
Achieved 2
Make and support decisions on identified salient issues and
emerging significant risks, make and support decisions on key
trends/ legislation and provide feedback and steering as required.
The Company will review its governance on human rights as it moves from policy-setting into implementation.
Human rights policy
Building on the human rights commitments and expectations that have existed in various key documents for many years
(including within the Airbus International Framework Agreement signed in 2005, the Company’s Code of Conduct and
Supplier Code of Conduct), a key focus for 2021 included efforts to consolidate commitments to human rights standards and
principles as well as expectations in this respect (aligned to international human rights standards and principles including the
United Nations Guiding Principles for Business and Human Rights, the ILO Core Conventions on Labour Standards and the
OECD Guidelines for Multinational Enterprises), into a specific internal human rights policy. The Company expects to finalise
the policy in 2022.
In addition a number of internal and external stakeholders have supported the creation of the policy including divisional and
functional representatives of the Human Rights MFT and Steering Committee and members of the Legal & Compliance team.
When finalised, the Company intends to have the policy endorsed by the SE-WC which represents The Company’s European
social partners. Externally the policy has been reviewed by representatives from specialist expert human rights organisations,
academics and civil society.
The human rights policy will help further embed due diligence throughout the Company through the creation of a specific
Human Rights Management System and associated Directive. A key focus for 2022 will also include the development of
methods and guidelines to support policy adherence as well as communication and associated training prioritising high risk
functions.
III. Risk management
Risks related to the salient issues were embedded into the Company’s risk portfolio in the frame of the Company’s ERM
system and an associated action plan developed to identify, assess and address identified impacts. Actions are reviewed
regularly by the Human Rights MFT and any salient issues requiring particular focus are escalated to the Human Rights
Steering Committee as well as the Executive Committee and ECSC as required. An update of actions related to the Company’s
salient issues follows, with further actions progressing throughout 2022. Taking into account that salient issues may change
over time due to internal and external influences, the Company is committed to reviewing them annually.
Salient human rights issues
The Company’s salient human rights issues (see box with impacted groups in parenthesis)
were initially identified through a human rights impact and gap analysis carried out in 2019.
This identification was based on a benchmark of industry peers and companies in similar
industries and an analysis of stakeholder expectations, including consideration from a
rights-holder perspective. These issues were reviewed, updated and validated during 2020
through the Human Rights MFT and engagement with a number of key external
stakeholders, including human rights NGOs, academics/ researchers and industry groups.
Impact of products and services on the right to life and liberty (passengers and
citizens): Actions are ongoing. A multi-functional and cross-divisional team is
currently reviewing how to integrate risk-based human rights due diligence
through existing processes and tools.
Forced and child labour and other labour rights (contractors and supply chain): Key activities to mitigate the risk
of forced and child labour and other labour rights in the Company’s supply chain included the roll out of the
Company’s revised Supplier Code of Conduct, with strengthened expectations on forced and child labour as well
as other human and labour rights and a requirement for suppliers to formally confirm adherence to the Supplier
Code of Conduct and to cascade the principles throughout their supply chain. In addition, the Company took
actions to strengthen its supply chain due diligence including updated risk mapping (country and activity) and a
review of its risk identification and alert management process. For further information, see " 6.1.6 Responsible
Supply Chain".
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The transition to decarbonisation (supply chain): 2021 was dedicated to identifying the key areas of risk that the
Company’s transition to decarbonisation may create, affecting in particular human rights. The identified areas
include the potential impact on local communities of the production of Sustainable Aviation Fuels (SAF), offset
initiatives or specific minerals required in the development and manufacturing of new technology. The Company
is already engaged in various coalitions (e.g. the Roundtable for Sustainable Biomaterials and the International
Sustainability and Carbon Certification) to ensure that human rights dimensions are considered in these areas.
Inclusion and diversity: During 2021 actions to progress this salient issue included agreeing a ‘25 by 25’ gender
diversity ambition to increase female representation at executive levels of the Company, creating a robust pipeline
including specific leadership programs for women, such as ‘MyWay’ and, to support inclusive leadership, a
mandatory Unconscious Bias training module was rolled out for all employees (with a target to achieve 100% by
end of 2021). For further information, see " 6.1.4b Inclusion and Diversity".
Data privacy: During 2021, the data privacy team continued to implement and improve the data privacy
programme throughout the Company. Actions were taken to ensure that the international transfer of personal
data is completed in line with new requirements. Further steps were taken to ensure that, prior to contracting,
suppliers processing personal data on behalf of Airbus are vetted and the appropriate mechanisms put in place to
ensure they process data in line with legal requirements.
Due diligence:
During 2021, the Company began to strengthen its risk-based human rights due diligence aligned with the OECD Due
Diligence Guidance for Responsible Business Conduct. This focus, which will continue throughout 2022, included:
Supply chain due diligence
Due diligence within the Company’s own operations
Product and service due diligence (focused on the Company’s Defence Division)
Social assessments (focused on human and labour rights):
During 2021, the Company conducted a number of onsite social assessments focused on human and labour rights covering
its own sites. These onsite assessments were carried out using an independent third-party social assurance provider
consistent with the assessments carried out in the Company’s supply chain.
Building on the initial pilot carried out during 2020, eight sites (against a target of four) undertook a social assessment during
2021 in countries including Germany, Belgium, US, France, Italy, Malaysia, China and the Philippines. The sites were selected
based on an analysis of country risk using publicly available indices (including child labour, forced labour and labour rights),
the type of activity (prioritising production facilities) and the number of employees. In addition, any alerts relating to human
rights coming from other sources, including the ICSA process, and upcoming legislative requirements were also taken into
account.
The Company has a target to ensure that all findings are closed within an 18 month period following assessment. In addition,
in order to strengthen its due diligence process, the Company has set a target to ensure that 100% of its sites with over 100
employees are assessed for human and labour rights risks by 2026.
Supply chain:
The Company continued to assess its supply chain for any concerns related to human rights, including forced and child labour
and other labour rights, throughout 2021. For full details, see " 6.1.6 Responsible Supply Chain".
Grievance and remediation:
During 2021, the Company continued to promote its “speak-up” culture for human rights concerns, including reinforcement
of the use of its OpenLine confidential reporting system, within its revised Supplier Code of Conduct (see " 6.1.6 Responsible
Supply Chain").
If an allegation of human rights breach received from within the Company or through its supply chain or other third party
business relationships is found to be substantiated, remedy would be sought through a variety of mechanisms. If an alert is
received via its OpenLine reporting system, the Company commits to acknowledge receipt of the report within two business
days. The Company has a global network of internal investigators, tasked with investigating allegations, including those
relating to human rights such as forced or child labour, or labour rights and working conditions.
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During 2021, the Company investigated four alleged cases of concern related to forced labour and other labour rights from
within the Company’s supply chain. All of the cases are closed as either unsubstantiated or with a consequential action. The
Company will continue to investigate any new alerts during 2022.
IV. Implementation / activities
Awareness raising and training:
During 2021, the Company continued to raise awareness of human rights including through the promotion of its dedicated
training on human rights and modern slavery which is available to all employees in four languages. During the period October
2020 - September 2021, 846 participants undertook this training (5,789 in total since its launch), which included information
on how to identify the signs of human rights abuse and what to do if anybody has concerns. In addition, two dedicated virtual
awareness sessions were run for the heads of subsidiaries (attended by 140 people) to raise awareness of human rights
which included practical examples of how to identify and report risks. The sessions were recorded so that those not able to
attend directly could review the recording.
A dedicated eLearning module on human rights, targeting senior managers, including the heads of subsidiaries and controlled
affiliates, was produced in 2021 and will be rolled out during 2022. In addition a new e-learning module will be created for
all employees to raise awareness of human rights with the intention that this becomes mandatory to all employees from
2023.
Additional topic-based training relating to human rights is also available to all employees of the Company, a number of which
are mandatory, including data privacy and inclusion and diversity topics such as unconscious bias.
Stakeholder engagement and collaboration:
During 2021, the Company joined the Global Business Initiative on Business and Human Rights (GBI), a specialist peer learning
group focused on advancing respect for human rights throughout the world. As part of its membership, the Company also
took part in two dedicated workstreams: downstream due diligence and tracking and measurement, the progress of which
were shared with other GBI members.
The Company is also a member of a number of industry trade associations which during 2021 held focused discussions on
progressing human rights within the aerospace and defence industry. These include the BDSV (German Industry Association
for Security and Defence), ASD (the Aerospace and Defence Industries Association of Europe), GIFAS (French Aerospace
Industries Association), ADS (UK Industry Association for Aerospace, Defence, Security and Space) and TechUK (the UK’s
technology trade association).
The Company also engaged with a number of external stakeholders on human rights in order to advance the topic through
external collaboration. These included academics, researchers, civil society organisations, officials and peers. A number of
discussions with the Company’s investors on the topic of human rights also took place during 2021, including on the topic of
forced labour.
In addition, an update of the human rights roadmap was also presented to key internal stakeholder groups including the
Societas Europaea Works Council (“SE-WC”) and the European Committee for Airbus Defence and Space (“ECADS”)
comprising social partners from across the Company’s European sites.
During 2021, the Company’s Defence and Space Division continued to work with the UK’s University of Nottingham Rights
Lab on a project to monitor supply chain human rights challenges across sectors including maritime, agriculture and mining.
Analysis of earth observation satellite imagery helps to identify supply chain human rights issues, such as flagging suspicious
activities for further investigation, or can act as additional evidence for reported supply chain issues. The Division has also
started to scope its own supply chain risk assessment tools for the Company by integrating satellite imagery derived
intelligence with additional reported data from third parties on potential supply chain human rights risks.
Regulatory compliance:
During 2021, the Company undertook an analysis of current legislation related to human rights including the French Devoir
de Vigilance Law and the Modern Slavery Acts in the UK and Australia. In addition, the Company undertook an analysis of
relevant upcoming legislation including the German Act on Corporate Due Diligence Obligations in Supply Chains. Actions to
fill any identified gaps will be undertaken throughout 2022.
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During 2021, in accordance with the UK Modern Slavery Act and the Australian Commonwealth Modern Slavery Act, the
Company published a Modern Slavery Statement outlining the actions it had undertaken to mitigate modern slavery risks in
its global business, operations or supply chain. This Statement was published on the UK Government and Australian
Government websites as well as the Company’s website. In addition the Company completed the UK Ministry of Defence
(MoD) Modern Slavery Assessment Tool.
V. Outlook:
During 2022, the Company will continue its focus on embedding and advancing its commitment to respect human rights
throughout its business, operations and supply chain. Specific ongoing actions include:
Finalisation of the Company’s human rights policy.
Embedding human rights commitments throughout the Company.
Further progressing risk-based due diligence within the Company.
Prioritising actions based on the Company's Identified salient human rights issues (to be reviewed in 2022).
Progressing social assessments focused on human and labour rights throughout the Company’s sites.
Capacity building with key teams including development of training, communication and awareness raising.
Ensuring alignment of actions with current and upcoming legislation.
B. Inclusion & diversity
I. Introduction
”Respect Human Rights and Foster Inclusion” is one of the four sustainability commitments. This priority reflects the focus
the Company puts on Inclusion & Diversity ("I&D") and is illustrated by the 137 nations and 20 different languages that its
employees represent.
An I&D position statement outlines the Company’s commitments to creating a safe and inclusive culture, including zero
tolerance to discrimination and harassment, whilst the Company’s Code of Conduct and Supplier Code of Conduct expresses
the expectations towards both employees and suppliers in this respect.
In line with the Company’s values, a comprehensive I&D strategy drives the Company’s approach to embedding I&D focusing
on intergenerational, ethnic, social and cultural diversity as well as gender equality, LGBTQ, neurodiversity and disability-
friendly policies and hiring practices. The I&D strategy aims to ensure that the Company:
creates a safe environment and inclusive culture where collaboration, empowerment, continuous learning and
accountability are promoted and valued. The Company has zero tolerance for harassment or discrimination of any
kind;
attracts, recruits, develops and retains a large and diverse pool of talent. This talent is a reflection of our customers
and suppliers base as well as the communities around us;
develops a thriving work environment supported by its values system, leadership model as well as a code of
conduct understood and practiced by all;
is committed to have a positive long-term sustainable impact not only in the aviation sector but also in the
communities we work in by being signatories to the SDGs.
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Additional resources: Code of Conduct - incl. non-discrimination commitment, Inclusion and Diversity on Airbus.com, Airbus
International Framework Agreement - incl. Equal Opportunities commitment UN Women's Empowerment Principles - CEO Statement,
AD CEO statement, LGBT+ Charter with L'Autre Cercle Association for an inclusive work environment for LGBTQ+ people France
Gender Pay Gap Statement 2020, UK Gender Pay Gap Report, Airbus UK I&D Agreement, Women in Aviation and Aerospace
Charter; Women in Defence Charter
Partnerships supporting people with disabilities (Atouts pour tous, Handisup, Handiproconseil)
II. Governance
The I&D team is part of the “DEVELOP Center of Expertise” within the Human Resources function and represents each of the
Company’s Divisions, with regional I&D focal points supporting the implementation of the I&D strategy globally.
An I&D Advisory Board, chaired by the Chief Human Resource Officer with representatives from the Executive Committee
and other Divisional and regional executives, meets quarterly and provides top level oversight and input into the I&D strategy
as well as reviews risks or issues raised, providing support on new initiatives, processes or changes to policy and make
appropriate recommendations to the Executive Committee.
In addition, local I&D (including disability) steering committees, championed by senior leaders and executives in the regions,
provide additional support to embed and advance the I&D strategy locally and provide valuable input to the I&D team and
Advisory Board. The steering committees are supported by a network of diversity Business Champions embedded in the
business and who advocate for inclusive leadership.
III. Risk management
Any identified risks related to I&D are recorded in the Company’s ERM and appropriate action plans agreed. Progress is
reviewed quarterly.
In addition, any alerts related to I&D raised via the Company’s “speak-up” culture, including its OpenLine reporting system,
are investigated in accordance with the Company’s investigation process.
IV. Implementation / activities
The Company supports various national and international initiatives such as International Women’s Day and since 2018 we
have committed to the UN Women’s Empowerment Principles aimed at empowering women to participate fully in economic
life. The Company has also led the “Women in Aviation and Aerospace Charter” and has been instrumental in the
development of the “Women in Defence Charter” which demonstrates the commitment of a growing number of
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organisations across the industry to build a more balanced and fairer industry for women. In addition, in 2020 the Company
launched a “Management Basics & Leadership Foundations Programme” to ensure that inclusive leadership becomes the
norm at all levels. In addition our Corporate Gender diversity leadership development launched a cohort dedicated to 50
women leaders of tomorrow. To date this programme has trained over 170 women, including the current cohort.
The Company is also accelerating change through its employee-led “Balance for Business” network, which has around
10,000 volunteer members worldwide. Initiatives run through this network include roadshows promoting employee-led
initiatives such as peer-to-peer mentoring, confidence building and encouraging employees to challenge stereotypes and
build their careers. The network also supports some outreach initiatives.
Other employee-led networks such as the Women Innovative Network (“WiN”), the Airbus Africa Network, Spectrum (Racial
diversity and inclusion), Pride@Airbus (LGBTQ+), Generation-A (Millennials), Seniors Talent and (Dis)Ability ambassadors
networks are key to raising awareness of I&D, promoting inclusion, equal rights and increasing visibility. Initiatives include
mentoring, leadership development of under-represented groups as well as conferences and discussions open to all
employees.
The annual Ability Weeks campaign aims to raise awareness on disability across the Company and worldwide. This includes
a series of workshops and awareness sessions on topics such as: digital accessibility, workplace adaptations, mental health
care. During 2021 more than 1,600 employees participated in live workshops, and over 50 events were organised worldwide.
Our Airbus Humanity Lab also showcased prosthetic blades made from recycled carbon from our production lines.
Highlighting that being unique is valued and that difference is welcome, the Company ran an awareness campaign during
2021 to promote awareness of the importance of digital accessibility for employees with disabilities as a means for inclusion.
The Company also engaged in various social diversity programmes during 2021 in partnership with a number of different
associations to promote quality education and mentorship for young people from underprivileged areas. For example, the
Company participated in the La France, une chance. Les entreprises s’engagent !” initiated in 2018 by the French
government to encourage business to get involved in helping everyone find their place in society by, for example, recruiting
from underprivileged areas promoting education learning and responsible purchasing and creating a link between these
underprivileged areas and businesses.
During 2021, the Company disclosed its gender pay gap as required through both French and UK legislation and continues to
put measures in place to ensure gender pay parity worldwide.
V. Outlook
Priorities for 2022 include continuing the Company’s focus on gender parity. Upcoming actions on I&D include:
eliminating systemic barriers during talent recruitment, development and management;
agreeing on targets for external recruitment of women, external recruitment from non-EU countries and external
recruitment of people with disabilities;
extending leadership development programmes to include a focus on I&D and in particular on gender diversity;
increasing awareness and training on inclusive leadership and unconscious bias;
leveraging and reinforcing business ownership and accountability through the Company’s network of diversity
champions;
continued support to encourage STEM studies for young women in schools and universities through mentorship,
tutorship, directly or through the associations sponsored by the Company.
C. Labour relations
I. Introduction
In 2021 again, the Company has continued its numerous discussions, consultations and negotiations with its social partners,
sometimes on a daily basis in order to discuss company transformation projects aiming at adapting to the evolving situation
partly resulting from the health and economic crisis.
These various transformations were carried out in line with the common principles and standards of the ILO convention, the
OECD Guidelines for Multinational Enterprises and the principles laid down by the UN Global Compact.
Employee relations are underpinned by the Company commitments made in the Company’s Code of Conduct and the Airbus
International Framework Agreement, signed in 2005.
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Additional resources: Code of Conduct, Airbus International Framework Agreement
ILO’s Declaration on Fundamental Principles and Rights
OECD Guidelines for Multinational Enterprises, the Global Deal Initiative
II. Governance
In the International Framework Agreement (“IFA”), the Company reaffirms its willingness to respect the regulation regarding
fundamental human rights, equal opportunities, free choice of employment, as well as prohibition of child labour and respect
and ensuring the conditions for social dialogue.
The Company intends, via its agreements, to respect the disposition of the following ILO conventions: numbers 111
(discrimination employee and occupation), 100 (equal remuneration), 135 (workers’ representatives), 29 (forced labour),
105 (abolition of forced labour), 182 (child labour), 138 (minimum age), 87 (freedom of association and protection of the
right to organise) and 98 (right to organise and collective bargaining).
The head of each business is responsible for ensuring compliance with these principles. The provisions of this framework
agreement define the Company’s standards to be applied wherever the Company operates provided they are not in
contravention of local law, insofar as more favourable conditions do not exist already. Dedicated processes ensure that the
provisions of this agreement are not breached wherever the Company operates.
The Company is in continuous dialogue with social partners on its sites in Europe, principally through meetings with
management at the European Committee level but also through meetings and negotiations at national or local level. Sites
outside Europe are also covered by the Company’s IFA framing the social dialogue and social culture in line with local labour
legislation, culture and practices of respective countries.
Regular social dialogue is ensured as per ILO requirements and local legislation and company agreements about social
dialogue, for instance in Europe, thanks to the Company’s SE-WC agreement which was updated in 2018.
Labour relations and social dialogue are fully part of the Company’s DNA and therefore, its continuous evolution and
improvement are embedded in the Company’s Human Resources strategy supporting the Company’s business challenges.
Especially, in cases of restructuring, the Company strives to limit as much as possible the negative impacts on its workforce,
and considers employment as a priority.
In line with our global social dialogue strategy and since 2019, the discussions with our social partners at Airbus have not
only been assured at local or European level but have also happened at global level with the creation of the Airbus Global
Forum. In line with the Company’s commitments in terms of Sustainability, the AGF is a clear illustration of the company’s
engagement for a responsible social dialogue. The seat allocation for employee representatives is based upon Airbus
headcount distribution across the globe and conditional to existing legal employee representation as per applicable
regulations and practices in the relevant countries.
In addition, the Company is an active member of the Global Deal for Decent Work and Inclusive Growth initiative ("Global
Deal") that was developed in cooperation with the ILO and OECD. The Global Deal is a multi-stakeholder partnership between
governments, business and employers’ organisations, trade unions, civil society and other organisations that seeks to make
economic growth work for all against a backdrop of rapid changes in the world of work.
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III. Risk management
The European labour relations’ management of the four home countries of the Company (France, Germany, UK, Spain) is
also part of the Company risk management processes and these risks are reviewed internally on a regular basis. For example
during 2021, employee relations continued to focus on ensuring legal compliance regarding national labour laws and
investing in training the Company's HR professionals about labour law. The Company’s approach to risk management is also
reinforced by the OpenLine reporting system, which allows employees to report concerns anonymously (where legally
permitted).
IV. Implementation / activities
During 2021, the Company continued activities aimed at strengthening collaborative and partnership approaches with unions
in various countries. The main focus has been on preserving global social dialogue, addressing company transformation
projects, and monitoring the implementation and the effects of the COVID-19 adaptation plan and sharing our progress
about sustainability.
Preserving a global social dialogue
The second Airbus Global Forum (AGF) took place early July 2021 in a digital format and has proven again to be an effective
exchange platform between our top leaders in the regions and our employee representatives from our home countries,
Poland, Romania, Morocco, Tunisia, Brazil, New Zealand, Australia, Mexico, Canada and China. The AGF agenda triggered
insightful discussions around business highlights including the challenges and priorities for 2021 and 2022 as well as I&D,
People Ethics & Compliance - especially anti-harassment - and our well-being strategy. It also served as an opportunity to
enhance the perspective of our social partners on local and regional practices with regards to social matters, especially out
of our European home countries.
At the Company's Airbus Helicopters Division, four European committees have taken place. The main topics have been the
follow up of the Division's performance and strategy, the site specialisation strategy and more globally the company
transformation, focusing in particular on competitiveness.
At the Company's Airbus Defence and Space Division, six European committees have taken place. The main topics have been
the follow up of the adaptation plan, known as Future Planning, including financial competitiveness, the strategy and
performance of the Division with a focus on sustainable transformation, including the AD 4.1 reorganisation during the later
part of 2021.
Supporting Company transformation
“Reshape Supply chain” (RSC) was one of the major company transformation projects in 2021, which was subject to
numerous discussions with our social partners at European and local levels. This project aims at creating two aerostructures
companies of equivalent position and size in France and Germany (ca. 9,500 employees each) to prepare the future of
fuselage aerostructures. As part of the discussions, the SE-WC nominated independent external experts to analyse the social,
economic and financial impact of the project. Based on extensive data analysis and interviews, the report supported the
project’s principles and acknowledged the transparent sharing of information and data by Airbus management that
permitted the experts to formulate their opinion. The constructive discussions at European and national level finally resulted
in the creation of Airbus Atlantic as of January 2022. The negotiations about the creation of the aerostructures company and
its impact on the detail parts activities is continuing with our social partners at company level in Germany, as well as with IG-
Metall as legally required by Works Constitution Act and Tariff agreements.
In Spain, many discussions took place to address the consolidation of the industrial activities and the maintenance of the full
workload in the Province of Cádiz in the CBC work Centre. National and regional authorities, Airbus, both the internal works
council and main national unions agreed to have a commission to monitor fulfillment of the agreements.
Finalising the implementation of the COVID-19 adaptation plan
In 2020, COVID-19 adaptation plan discussions resulted in the signature of various collective agreements by the main unions
or staff body representatives in France, Germany, Spain and the UK covering all employees in Airbus’ commercial aircraft
business within these countries so that the overall adaptation plan could be completed in 2021 and compulsory redundancies
avoided. The agreements provided for a range of social measures including: trainings, internal mobilities, working time
adaptations, voluntary departure schemes, early retirement and the opportunity to pursue personal or professional
opportunities outside of the Company, such as business creation as well as dedicated partial unemployment schemes to be
implemented in order to adapt activities and the workforce in 2021. In particular the signature of agreements about shorter
working week in the UK, long-term partial unemployment in France and the long-term partial unemployment scheme in
Spain (ERTE) have been agreed with the majority of the social partners. In addition a substantial portion of jobs have been
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secured due to external funding for research and technology programmes, anticipating that these jobs would be needed in
the post pandemic recovery phase.
Preparing the future
The Company is committed to preparing for the future of employment and working conditions together with the social
partners:
In Spain, the VI CBA (Collective Bargaining Agreement) has been signed in 2021 with the majority of the social partners from
the commercial aircraft business and its two Divisions for a four-year period (2020/2023). The main aspects covered were:
salary conditions, working from home, training to face new technologies, early retirement scheme and both employment
and gender equality plans.
In France, the Company also started a long-term social dialogue with employee representatives in 2021 in the frame of a
project named “Reload” which aims at simplifying and harmonising company agreements related to compensation, benefits,
grading, working time duration, health, safety and working conditions to make them more readable for its people and
adapted to the Company’s challenges. This project aims also at integrating the evolution of the Metallurgic Branch
Agreement.
In Germany, apart from the RSC project, the social dialogue was mainly focussed on ensuring industrial and financial
performance as a foundation for job security and future programs in a ramp-up context. Agreements on mandatory work on
defined Saturdays at reduced premium rates (compared to similar agreements from 2019) have been achieved for 2021.
Approval of additional (flex) capacity is a second brick to ensure ramp-up activities particularly in production areas.
Enabling for sustainability plans
In Europe, the Company’s social partners were also closely involved in discussions on the health and safety measures taken
in the workplace to protect workers and prevent the spread of COVID-19. This included the provision of additional personal
protective equipment (PPE), team rotations, homeworking, social distancing and regular communication particularly on any
special site measures. The social partners in Europe have also been informed about the actions taken and the future
endeavours of the Company with regards to the identification and mitigation of risks inherent to Airbus activities and those
of its suppliers with regards to human rights, environment and health and safety.
V. Outlook
In 2021, the Company maintained the accident frequency rate as one of the KPIs integrated in its executive and employee
success sharing scheme. It is the Company's intention to continue in this direction; notably it has already engaged further in
discussing with social partners about the possible inclusion of another sustainability criteria (CO2) in the remuneration of
senior managers from the year 2022.
The Company will continue its dialogue with social partners, sharing its strategy and organisational changes and preparing
for our evolving ways of working, as it was done in 2021. The RSC project will continue to be a key area to ensure the
successful creation of an aerostructures company in Germany. Other key areas will be the ramp-up of our activities in 2022
and the transformation projects which will be essential to Airbus’ future successes.
D. People
I. Introduction
The Company’s people draw on each other’s expertise and experience and puts all our passion and determination to
pioneering sustainable aerospace. Human Resources (HR) is at the heart of the Company.
The current priorities of the Company’s HR function are:
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Engaging, inclusive and high performing leadership
Skilled workforce and an agile learning organisation
Inclusive workplace and simplified ways of working
As of 31 December 2021, the Company’s workforce amounted to 126,495 employees (compared to 131,349 employees in
2020), 95.7% of which consisted of full-time employees. These statistics take into account consolidation effects and
perimeter changes throughout 2021. Depending on country and hierarchy level, the average contractual working time is
between 35 and 40 hours per week.
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The decrease in total headcount was the result of the COVID-19 adaptation plan in the Company’s commercial aircraft
business and the already planned restructuring of the Company’s Defence and Space Division. Consequently, the number of
newcomers had significantly decreased. The decision to restrict new hires in all businesses impacted by the crisis had been
taken and the number of leavers had significantly increased as a result of the voluntary departures in the framework of the
adaptation plans. Despite the crisis, the Company fulfilled commitments towards candidates already selected prior to the
crisis and welcomed 5,655 newcomers. Voluntary departures have triggered an increase in the Company's attrition rate,
which in 2021, is 7.4% overall (including subsidiaries) and 12.2% in subsidiaries only.
Reflecting the fact that the Company is an international company, 35.4% of its employees are from France, 31.5% from
Germany, 7.7% from the UK and 10.3% from Spain. The remaining 15.1% are employees coming from a total of 134 other
countries. In total, 89.1% of the Company’s active workforce is located in Europe on more than 100 sites. Furthermore, the
Company expects its workforce to evolve naturally to support the business.
Workforce by business segment, geographic area
The breakdown of the Company's employees by business segment and geographic area, including the percentage of part-
time employees, is available in " 6.1.8 ESG Data Board".
The workforce of the Company’s Helicopters Division remained stable in line with its business resilience during COVID-19
crisis, while the adaptation plans in the Company’s commercial aircraft business and the Company’s Defence and Space
Division has started to materialise with a significant decrease.
Additional resources: Code of Conduct, Airbus Global Workforce Forecast Book, Working at Airbus Airbus International Framework
Agreement, European Commission - Pact for Skills
Employer awards 2021: Universum, Glassdoor, Fortune, Top Employer Institute, Forbes
II. Governance
The Company’s workforce is managed by the HR function thanks to a set of HR policies and a strong labour structure.
HR policies are discussed and agreed with social partners through continuous and regular meetings at global and local levels.
The overarching Human Resource policy in place is applicable to all employees and provides them with the description of
the core values, mission, vision and top level initiatives for Human Resources Management in accordance with Airbus Mid-
term Strategic Plan and external requirements.
The Chief Human Resource Officer is a member of the Executive Committee. HR teams work together across Divisions and
geographical boundaries to support regional activities and adapt to business needs.
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III. Risk management
Any identified risks related to the workforce and its skills and development are recorded in the Company’s ERM and
appropriate action plans agreed.
In addition, the Company periodically measures the perception of its employees on where the Company stands in terms of
company culture and engagement through the “My Working Environment” Company Survey. The employees’ feedback
provides valuable input to define an action plan, leveraging the Company's cultural strengths to build on and addressing the
pain points to be improved. The Company culture and engagement are regularly measured to keep track of the progress and
adjust actions.
IV. Implementation / activities
People development and competence assessment
The development of all employees is essential to deliver business success. The Company strives to provide an environment
that offers opportunities and the means for continuous growth and development in line with its strategy.
A yearly process derives a short, mid- and long-term competence strategy out of the Company's business strategy by:
Anticipating the supply and demand of competencies
Identifying, securing and developing key competencies
Creating added value through synergies, networking and best practices.
Investments in training and learning are prioritised in relation to this competence strategy.
In addition, emerging long-term competence needs are analysed which might not exist today, and for which specific
measures need to be taken, e.g. with universities. The Company is actively participating in external forums on competence
evolution, such as the World Economic Forum and European Commission.
In order to ensure quality time is dedicated to discuss employee's development, Airbus has, as part of its “manage employee
developmentprocess, implemented the Development Talk, which is an exchange between the manager and employee that
can take place as often as needed but at least once a year. The purpose of this talk is to discuss the individual development
plan of the employee and to bring individual expectations in line with company expectations.
Competence Assessment supports employee development and has to be performed at least every two years.
The company provides to the employee a portfolio of self-awareness solutions and feedback tools, that can be used on a
voluntary basis, to prepare, in advance, the development talk and development plan. All agreed development actions are
formalised in the employee development plan which has to be validated by the manager. These actions may consist of:
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Workplace learning or “on the job solutions” including development via mobility, project assignment, etc.
Social learning, such as mentoring
Formal training.
Training & mobility
COVID-19 has been destabilising and has had a significant impact on the Company’s learning activities, resulting from the
need to reduce cash spend to secure business continuity. While the various restrictions and national lockdown measures
have limited the Company’s ability to deploy physical classroom sessions, the Company invested further in its digital learning
platforms to increase digital learning that more than doubled compared to 2019.
Measures were taken in parallel to adapt physical classroom training sessions to comply with the strictest health and safety
measures ensuring the delivery of the mandatory and critical training without disruption to operations. The acceleration of
the digital learning strategy has allowed employees to remain active in their development during periods of remote working
and partial unemployment (according to social agreements).
In addition, in 2021, to support the skills foundations and Top Company Objectives , the Company has defined and assigned
compulsory learning plans directly to its employees, covering Ethics & Compliance, Export Control, Data Governance &
Protection, Product Safety, Cybersecurity, Internal Controls, Environmental Awareness and other topics. This new approach
allows us to secure the needed training and awareness on major company priorities.
In 2021, the Company provided almost 1.2 million training hours to employees. On top of the physical classroom and digital
training, in 2021 more than 39,500 employees benefited from leadership development and transformation solutions
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proposed by the Airbus Leadership University. The university continues to strengthen the Company’s approach to leadership,
offering opportunities for all leaders to drive their development one step further, while accelerating the culture evolution
and human transformation of the Company.
Learning solutions and managerial opportunities are not the only way to develop people in the Company. Development paths
give also possibilities to employees to develop specific skills, competence and jobs, such as Project & Program Manager,
Architects & Integrator and Expert career paths.
The Company is also involved in the “Pact for Skills” initiative launched by the European Commission to address the up-
skilling and reskilling challenge in Europe. It is working together with aerospace and defence industrial companies, public
authorities, and education and training providers, to build common upskilling and reskilling programs and explore ways of
working together in skills partnerships.
Mobility of employees within the Company’s commercial aircraft business and its two Divisions provides overall benefit and
value to the Company. Mobility helps employees develop new skills and competences and serves the business by bringing
new ideas and broader perspectives to teams while ensuring to have the right skills in the right place to secure the future. In
2021, as of end of December, more than 10,400 employees have changed jobs through internal mobility.
Remuneration
The Company’s overall remuneration policy is in line with local practices and provides employees with a competitive overall
compensation package. It is also an enabler to attract new talents and retain talented employees contributing to the
Company’s business success. Airbus will compensate its own employees with, at a minimum, a living wage covering their
basic needs calculated in-line with best practice.
For employees below manager level, collective labour agreements are applied in the Company’s home countries (France,
Germany, UK and Spain). This includes wage levels and increases, supplementary grants and gratifications (e.g. end of year
gratification). Starting at manager level, compensation of employees can contain a variable part. The percentage of such
variable pay in total compensation increases at higher hierarchical levels.
Support for health care, unemployment insurance, national and company pension systems as well as social security
contributions are mainly subject to national regulations and regulations implemented earlier by the founding companies.
Some benefits or specific worldwide schemes are implemented such as sharing the financial and operational success of the
Company with the employees (success sharing scheme) or developing the Company ownership culture (Employee Share
Ownership Plan - "ESOP").
Employee Share Ownership Plan
The ESOP allows employees to participate in the success of the Company. This plan is an investment option open to eligible*
employees to acquire a certain number of Airbus shares. The ESOP scheme has been running in different formats since the
foundation of the Company in 2000. The ESOP scheme since 2011 is a “share matching plan” in which the Company matches
the number of shares bought by the employee according to set criteria.
In 2021, more than 54,750 eligible employees from 40 countries have seized the opportunity to subscribe and now own 1.97
million shares. (Eligibility rules: an eligible employee in the frame of ESOP 2021 is part of an entity which is at least 50 %
owned by Airbus, and has been an employee between 31 December 2020 and 17 March 2021.)
V. Outlook
Starting in 2022 and over the next three years, the Company is expected to resume recruitment with several thousand
positions to be filled in the different functional and geographical areas of the Company to support the recovery and future
activity growth, to prepare for the development of future programmes and to continue its generational renewal. A quarter
of these recruitments will concern new skills on projects such as those linked to the development of hydrogen aircraft.
Leveraging global attraction campaigns and strengthening collaboration with the business to deliver on staffing needs is key.
The staffing challenge will be a joint responsibility between HR and business to deliver on expectations.
In the meantime, the Company will continuously focus on people development to close the gap on critical skills needed and
will invest into emerging skills development. The Company aims at becoming an agile learning organisation as reskilling is
considered as a major part of the learning culture: in the short term, to support critical ramp-up projects, and in the long
term to sustain the acceleration of skills shift driven by the Airbus context and external trends.
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6.1.5 EXEMPLIFY BUSINESS INTEGRITY
I. Introduction
The Company’s Ethics & Compliance programme seeks to ensure that the Company’s business practices conform to
applicable laws, regulations and ethical business principles, as well as reinforcing a culture of integrity and speak-up.
In 2021, Ethics & Compliance continued to be a top priority for the Company, following the completion of the first phase of
the ongoing monitorship by the Agence Française Anticorruption within the context of the settlement agreements reached
between Airbus and the authorities on 29 January 2020. In its list of priorities for the year, the Company set the objective to
Speak Up, Listen Up and act with integrity and respect.
The Company has worked over the past several years to develop an Ethics & Compliance programme that is structured
around the following key risk areas: Business Ethics / AntiCorruption Compliance, Export Compliance and Data Privacy
Compliance. Each of these areas is, in turn, supported by dedicated compliance policies and a team responsible for their
implementation, together with the identification and proposal of new measures to adapt to a constantly evolving regulatory
landscape.
Improving the Ethics & Compliance programme remains a constant and ongoing process, in cooperation with other functions
within the Company, in order to sustain and capitalise on our values.
Additional
resources
Airbus Ethics & Compliance webpage, including CEO statement, Airbus Values
Anti Corruption Policy, Responsible Lobbying Charter, Airbus’ commitment on the protection of Personal Data,
Code of Conduct, Supplier Code of Conduct, OpenLine, Compliance at Airbus
IFBEC website , Global Foreign Exchange Committee website
II. Governance
The Ethics & Compliance organisation is part of the Legal Department under the ultimate responsibility of the Company’s
General Counsel. The aim is to provide strong governance throughout the Company with the global presence of qualified
Compliance officers who ensure the Ethics & Compliance programme is implemented consistently in the different functional
and operational areas.
The Company’s Chief Ethics & Compliance Officer, who reports to both the General Counsel and the ECSC of the Board of
Directors, leads a dedicated team of Compliance professionals who are responsible for supporting and advising across the
Company on compliance related topics, supporting the day to day business, performing risk assessments, drafting policies,
conducting third party due diligence, investigating compliance allegations, implementing tools and controls and delivering
compliance training.
The ECSC also plays a key role in the oversight and continued development of the Company’s Ethics & Compliance
programme, organisation and framework for the effective governance of Ethics & Compliance.
In addition to the dedicated Compliance professionals, the Company is coordinating a network of part-time ethics &
compliance representatives (“ECRs”), spanning all Divisions, functions, and regions. The number of ECRs slightly increased in
2021, with a total of 340 ECRs at the end of 2021 (compared to 335 at the end of 2020). Although the ECR network members
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are not compliance experts, they play an important role in promoting the Ethics & Compliance programme and culture and
serve as points of contact for any employee who has questions about the Ethics & Compliance programme or wishes to raise
an Ethics & Compliance concern, including but not limited to bribery or corruption. The Ethics & Compliance team is
animating the ECRs network, providing continuous training and information of the ECRs.
Likewise, the Personal Data Protection Officer (“DPO”) relies on a team of data privacy experts to guide, train and advise the
business with respect to data privacy requirements, and a network of Data Privacy Focal Points in the business functions and
affiliates, to support the Airbus data privacy programme. In 2021, the DPO and the data privacy team were integrated in the
Legal & Compliance function.
III. Risk management
The Company is required to comply with numerous laws and regulations in jurisdictions around the world where it conducts
business. This includes countries perceived as presenting an increased risk of corruption.
Accordingly, since 2017, the Company has been conducting a thorough bribery and corruption risk assessment across its two
Divisions and different businesses. The results of this risk assessment are embedded and monitored within the Company’s
ERM framework and highlight, among others, the risk of improper payments being made to or via third parties such as sales
intermediaries, lobbyists and special advisors, suppliers, distributors and joint venture or offset partners. Further corruption
risks include the use of sponsorships, donations, or political contributions to improperly benefit decision-makers, or the
provision of excessive or overly frequent gifts and hospitality by Airbus employees. In order to ensure its compliance with
Export Control regulations and laws in the EU, US and internationally, the Company continues to review its Export Control
compliance programme to ensure it is fit for purpose. Where risks are identified, they are embedded and monitored in the
Company’s ERM. Identified risks include potential unauthorised access to export controlled data and hardware by third
parties and non-compliance with the International Traffic in Arms Regulations (“ITAR”).
Regarding Data Privacy, the Company undertakes privacy impact assessments depending on the nature of the personal data
processed or scale of the processing. In addition, risks relating to the protection of personal data are also assessed in the
context of the ERM and kept updated.
Specific directives have been adopted to address the Company’s key compliance risk areas. These include among others:
Requirements for Gifts & Hospitality;
Requirements for Sponsorships, Donations and Corporate Memberships;
Requirements for the Prevention of Corruption in the Engagement of Sales Intermediaries;
Requirements for the Prevention of Corruption in the Engagement of Lobbyists & Special Advisors;
Requirements for Supplier Compliance Review;
Requirements for Compliance Block List;
Requirements for Preventing and Declaring Conflicts of Interest;
Requirements for the Prevention of Corruption related to Mergers & Acquisitions, Joint Ventures, Partnerships
and similar Transactions;
Method for the Prevention of Corruption in the Context of International Cooperation & Offset Activities;
Requirements for Anti-Money Laundering/Know your Customer;
Guidelines for Competitive Intelligence Gathering Activities
Requirements for Export Control Sanctions, Embargoes and Screening;
Requirements for Export Control Framework;
Requirements for Export Control Escalation and Voluntary Disclosure;
Requirements for Export Control Brokering;
Requirements for Export Control Classification;
Requirements for Export Control Licences and Agreements;
Requirements for ITAR Part 130 Reporting;
Personal Data Protection Directive, Method and Binding Corporate Rules.
The Ethics & Compliance organisation is charged with oversight and monitoring of these directives to ensure that they are
being implemented effectively. Periodic controls on key processes are performed and reports provided to the Company’s
Executive Committee and the ECSC, including recommendations to strengthen the Ethics & Compliance programme where
necessary.
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In addition, the Corporate Audit & Forensic Department conducts periodic, independent audits of the Company’s compliance
processes to assess the effectiveness of internal controls and procedures and allow the Company to develop action plans for
strengthening such controls.
IV. Implementation / activities
Awareness and training
All Company employees are required to undergo a minimum amount of compliance training via e-learning. Additionally,
depending on the function, the country and the level of risk implied by their role, certain employees are selected to attend
live classroom training as well. Attendance in such cases is mandatory, and managers have a responsibility to ensure that
their team members do so.
From 1 October 2020 to 30 September 2021, the Company’s employees followed 284,774 Ethics & Compliance e-learning
sessions, including on bribery, corruption and export control. Furthermore, 5,050 employees attended live classroom training
on different Ethics & Compliance topics in 2021, the majority of which were delivered in virtual classroom settings due to
the pandemic.
Likewise the Company also delivered anti-bribery and corruption training towards higher risk third parties, including sales
intermediaries, lobbyists and special advisors. In 2021, 81% higher risk third parties were trained on Ethics & Compliance
requirements and expectations.
The Company continued the roll out of the data privacy e-learning as part of the Ethics & Compliance compulsory training
catalogue. Approximately 9,500 data privacy training sessions were performed in 2021 (reporting period from 1 October
2020 to 30 September 2021). Since the entry into force of the EU General Data Protection Regulation in 2018, the Company’s
employees performed approximately 90,000 data privacy e-learning sessions.
“Speak-upChannel: OpenLine
The Company recognises that the Code of Conduct cannot address every challenging situation that may arise, and therefore
encourages its employees to speak up through various channels, including through OpenLine (available at https://www.
airbusopenline.com). The OpenLine enables users to submit an alert securely and confidentially, and also to ask questions
related to Ethics & Compliance.
In 2020, I&D was expressly added to the definition of the “Human Resources” topic. Product safety, previously covered by a
broader “Procurement and Product Security” topic, is now displayed as a separate category as well.
In addition, the dataprotection@airbus.com mailbox is systematically published in the Company’s data privacy policies and
information notices specific to the various applications, to ensure that data subjects can exercise their rights and/or lodge
complaints.
The Company protects those who speak up and raise concerns appropriately and in good faith. The Company does not
retaliate against anyone who raises a concern, or against those who assist in investigations of suspected violations.
Policies and procedures
In 2021, the Company continued maintaining its policies and procedures framework, issuing a guidance on third parties
categorisation, the compliance block list and translating the Code of Conduct in seven additional languages to maximise the
reach of this foundational document. All policies and guidelines are made available to employees on the Intranet, and
classroom training is delivered to employees who are particularly exposed to the underlying risks as described above.
On the Export Control side, the Company created an Export Control Compliance programme in early 2020 and has launched
the cascade of its Export Control requirements through nine directives and methods throughout the Company. The cascade
triggers an update of the relevant business processes and is targeted to be completed early 2022.
Under the terms of the Consent Agreement with the US Department of State (DoS) made public on 31 January 2020, the DoS
agreed to settle all civil violations of the ITAR outlined in the Company’s voluntary disclosures identified in the Consent
Agreement, and the Company agreed to retain an independent Special Compliance Officer (SCO), who is monitoring the
effectiveness of the Company’s compliance with the ITAR for a duration of three years. In 2021, as required under the
Consent Agreement, an audit of the Company’s ITAR compliance programme was undertaken by external counsel. For further
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information, please refer to “Notes to the IFRS Consolidated Financial Statements – Note 38: Litigation and Claims
(Investigation by the UK SFO, France’s PNF, US Departments of State and Justice and Related Commercial Litigation)"
Responsible Lobbying Charter
The Company is committed to ensuring that any lobbying activity is undertaken in compliance with all applicable laws and
its anti-corruption programme. During 2021, the Company launched a Responsible Lobbying Charter (link in table above)
aimed at anybody who engages with public officials in any capacity, including third party representatives retained by the
Company. The charter outlines the Airbus core principles for responsible lobbying and brings together the key Airbus codes
and directives relevant to this topic. The principles are also reinforced by a training module available to all employees.
V. Outlook
An effective Ethics & Compliance programme is one that, by definition, continuously adapts to changes and improves over
time. Going forward, the Company will continue to assess its risks and monitor and test the implementation of mitigation
measures at all levels: corporate level, Divisions, regions and local entities.
When misconduct reveals a gap in compliance policies, procedures or tools, the Company undertakes revisions to its Ethics
& Compliance programme commensurate with the wrongdoing and in light of lessons learned. While compliance at the
Company will therefore always be a work in progress, the Company is committed to this endeavour, as it aims to make its
Ethics & Compliance programme sustainable over time.
6.1.6 RESPONSIBLE SUPPLY CHAIN
I. Introduction
At the end of 2020, approximately 21,000 suppliers from more than 80 countries supply parts, components, systems and
services to the Company.
In 2020, the overall external sourcing volume of the Company
was valued at around €41 billion and shared between
Divisions with 76% for the Company’s commercial aircraft
business, 15% for the Company’s Defence and Space Division
and 8% for the Company’s Helicopters Division.
Whilst the Company’s products and services are sold all over the
world, the majority of its supply chain is based in Europe and
OECD countries. However, in the past few years, the supply
chain has become concentrated and more international. In
addition, and due to increasing consolidation within the
aerospace and defence sector, larger work packages are being
placed with a smaller number of lead suppliers.
Also, Airbus regionally supports Small and Medium Enterprises
to contribute to its supply chain, particularly through tier one
lead suppliers.
The Company’s global sourcing footprint is represented as follows based on Tier1 and sub tiers, based on 2020 Airbus International
Footprint data (formerly known as value chain analysis, VCA):
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To promote further globalisation of its sourcing footprint, the Company has established regional procurement offices in
North America (Washington, DC), India (Bangalore), Asia Pacific (Singapore) and China (Beijing). For the regional sourcing of
indirect goods and services, the Airbus General Procurement function is represented in the regional procurement offices. As
the Company’s commercial aircraft business and its two Divisions are certified ISO14001, the Procurement function acts in
adherence with ISO 14001 requirements.
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Additional resources
Supplier Code of Conduct, Environmental Policy Statement, Responsible Mineral Policy statement,
Be an Airbus supplier on Airbus.com
IFBEC, Responsible Minerals initiative, OECD Due Diligence Guidelines for Responsible business
Conduct
II. Governance
The Company strives to make environmental and social responsibility a core element of its procurement strategy. This
includes managing the relationships with suppliers throughout the sourcing strategy, supplier selection, contract
management, supplier monitoring and development. The Company’s suppliers must comply with all applicable laws and
regulations. In addition, all business shall be conducted by suppliers in compliance with the principles of the Company’s
Supplier Code of Conduct, which is the document of reference for the Company’s responsible supplier management. This
Supplier Code of Conduct represents the group-wide values and principles in line with internationally recognised standards
and conventions (such as OECD and ILO).
In 2021, the Sustainable Supply Chain Roadmap (SSCR) steering committee validated the supply chain sustainability ambition:
to engage and commit our supply chain around Airbus’ principles and core values. It translates into four main priorities for a
more sustainable supply chain.
Lead towards clean aerospace, reflected in the decarbonisation of our supply chain, as well as transparency on
substances in products and processes.
Respect human rights and foster inclusion through zero tolerance for forced labour and use of conflict minerals.
Build our business on the foundation of safety and quality, by spreading the culture of product safety to key
suppliers and requiring a safe workplace environment for suppliers’ employees.
Exemplify business integrity expressed thanks to zero tolerance for corruption and screen and approve all our
suppliers (see " 6.1.5 Exemplify Business Integrity").
Those priorities are consistent with the most material topics identified in the Airbus supply chain.
Concrete sustainability targets have been included in the 2021 objectives of the Chief Procurement Officer of Airbus
commercial and all direct reports. This includes the deployment of the Supplier Code of Conduct for 50% of the Company
spend, the evaluation of all suppliers identified as having sustainability risks, and the assessment of the supplier strategy on
climate change for 50% of the Company spend.
The SSCR reports to a steering committee chaired by the Head of Sustainability & Environment, and the Head of Procurement
Transformation & Central Services. The steering committee includes the representative of the Chief Procurement Officer of
Airbus Commercial and the Chief Procurement Officers of Airbus Helicopters and of Airbus Defence & Space, as well as the
Head of Health & Safety, the Head of Product Safety and the Head of Ethics & Compliance, or their nominated
representatives. The Executive Vice President Communication and Corporate Affairs and the Chief Procurement Officer of
the Company act as sponsors of the SSCR. In addition, the Head of Procurement Transformation & Central Services is part of
the procurement leadership team (PLT) and is responsible for facilitating the communication on sustainability activities
between the SSCR and the PLT on a regular basis.
The Chief Procurement Officer of Airbus also reports to the ECSC on the progress of Airbus responsible sourcing strategy
implementation.
All sustainability activities in the supply chain are based on the following key elements and principles of due diligence
following the OECD Due Diligence Guidance for Responsible Business Conduct:
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supply base risk mapping;
supplier engagement and contractual requirements;
supplier assessment/audits and development plans;
policies, tools and reporting.
For any anti-corruption topics in the supply chain, the Procurement function cooperates closely with the Legal & Compliance
department.
III. Risk management
The Company’s direct procurement-related risks are embedded into the Company’s ERM system. A specific risk category
regarding sustainability-related risks in the supply chain has been integrated into the risk management plan.
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1. Regulatory non-compliance
The Company may not receive sufficient visibility and information from its supply chain in regards to compliance with
environmental, human rights, health & safety laws and regulations. In the event of an industrial accident or other serious
incident in the supply chain, or any problems of the supplier to fulfill its operational or product compliance, this may also
have a significant adverse effect on the reputation of the Company and its products and services. The Company’s reputation
may also be affected by the public perception of social and/or environmental impacts of its supply chain’s industrial
operations on local environments, communities, biodiversity and the general public’s health.
2. Supplier’s impact on local environment
From the extraction of raw materials to the manufacturing of parts delivered to the Company, a supplier’s industrial
operations may have significant adverse environmental impacts on the local environment where the activity is performed,
with possible impacts on air, water, soil, biodiversity, workers’ occupational health and safety, on the health of the general
public, on the land rights of the local or indigenous communities and on forced & child labour.
3. Disruption risk
In the event that a supplier fails to comply with environmental, human/labour rights, health and safety laws and regulations,
even if caused by factors beyond its control, that failure may result in the levying of civil or criminal penalties and fines
against the supplier. Regulatory authorities may require them to conduct investigations and undertake remedial activities,
curtail operations or close installations or facilities temporarily to prevent imminent risks.
In response to the above 1. to 3., the Company deploys responsible sourcing activities and specific supplier due diligence
actions in the frame of the SSCR.
4. Risk of product non-compliance
The various products manufactured and sold by suppliers must, as a minimum, comply with applicable environmental,
human/labour rights, health and safety laws and regulations, for example those covering substances and product
composition. Even if a supplier seeks to ensure that its products meet the highest quality standards, increasingly stringent
and complex laws and regulations, new scientific discoveries, delivery of defective products or the obligation to notify or
provide regulatory authorities or others with required information (such as under the REACH regulation) may force it to
adapt, redesign, redevelop, recertify and/or remove its products from the market.
Seizures of defective products may be pronounced and could prevent delivery to the Company.
In response, a Procurement Task Force has been established to ensure group-wide governance for supplier management
and assessment of chemical regulations and obsolescence impact. This task force also coordinates communication to
suppliers on substance issues and on substitution solutions qualified by the Company.
IV. Implementation / activities: Airbus Supplier Vigilance Plan
1. Supply base risk mapping
Sustainability compliance risks
Since 2018, the Procurement Responsibility & Sustainability department has carried out proactive social risk mapping in line
with international guidance, internal commodity expertise and externally available country indices. In 2021, with the support
of external advisors, Airbus upgraded its risk mapping methodology building on risk indexes considering the location and the
type of activity performed by the suppliers and delivering an on-going and up to date risk assessment. This risk mapping will
be incorporated in 2022 into the Company’s supply chain management tools to provide visibility of those risks to the whole
procurement organisation.
Number of business-relevant external risk suppliers identified in 2021 (including tier ones and lower tiers)
Based on the Company’s active supply base and new suppliers identified as possible future partners, 837 suppliers were
identified as possible risky suppliers. After business impact and business strategy analysis, 412 suppliers were confirmed as
high risk in 2019. In 2021, analysis was updated in consideration of business context evolution, leading to 395 business-
relevant high risk suppliers.
2. Supplier assessment / audit and development
Since 2019, the Company has worked with external expert companies to conduct sustainability-related, evidence based
desktop assessments and specific on-site audits. The assessments cover social compliance criteria such as human rights,
labour practices, health & safety and anti-corruption as well as environmental regulations and sustainability criteria based
on an environmental questionnaire developed by IAEG. At the end of 2020, 63% of the suppliers identified as high risk
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following the Company’s 2019 risk mapping methodology have completed an evidence based desktop assessment. In 2021,
the rate of risky suppliers assessed has increased to 95% compared to a target set at 100%.
The progress and results of those assessments have been communicated during events with suppliers and engagement took
place with all suppliers presenting findings.
Of the 95% of suppliers completing an assessment, 13% of which (53) have at least one red flag (mainly linked to
environmental issues). In 2021, the Company has started to engage on the results asking those suppliers to complete action
plans to close any finding.
During 2021, the Company reviewed the self-assessment questionnaire and assessment grid to ensure that a) they are fit for
purpose, b) that critical issues are identified and c) there is more efficient completion. Proposed changes include adapting
the questions, particularly on environmental topics, to take into account the size of supplier (e.g. feedback has told us that
smaller suppliers don’t necessarily have the resources to complete such a demanding questionnaire) and to the assessment
grid to identify critical issues, particularly with regard to human rights and health & safety. In addition, the Company is
currently reviewing its relationship with suppliers who refuse to participate in its assessment programme.
Specifically on environmental matters, the Company further fostered REACH awareness in the supply chain and engaged
with suppliers to accelerate the substitution and manage the use of the most hazardous substances.
In particular, regarding the REACH EHS readiness of suppliers, the Company focused on:
engagement with 238 in-situ suppliers through webinars and supplier conferences to develop their readiness to comply
with enhanced REACH EHS conditions when working on the Company’s sites. Further direct exchanges with the Company’s
EHS experts has been organised with 42% of them;
evaluation of the maturity of external suppliers in the Company qualified processes in regards to the future enhanced
protection requirements that are being defined by the European Commission:
out of 357 suppliers of the Company qualified processes using chromates in industrial operations, the 96 most impacting
suppliers have been assessed on-site by a third party on behalf of the Company. The Company engaged with those suppliers,
which revealed findings and requested them to demonstrate and launch action plans for improvement. By end of 2021, all
the suppliers have either a comprehensive action plan or successfully closed the major findings.
In 2019, the Company introduced supplier factory visits called “the Gemba Walk” pocketbook, applicable to commercial
aircraft activities, which is a practical and visual guide for the Company’s employees when visiting the shop floor of a supplier,
supporting the identification and reporting of risks or improvement opportunities observed during factory visits. A dedicated
pocketbook covering environment, health & safety and human rights risks was also developed in 2019 and published on the
Airbus intranet. Unfortunately, restrictions put in place since 2020 due to COVID-19 significantly reduced the effectiveness
of identifying risks through supplier shop floor visits.
3. Supplier engagement
Contractual requirements
The Company’s standard procurement contract templates have evolved over the last few years to reinforce clauses relating
to sustainability and environment which require suppliers to:
comply with all applicable laws and regulations relating to production, products and services;
provide information on substances used in manufacturing processes and contained in the product itself (covering both
hazardous substances and conflict minerals);
provide information on environmental, health & safety matters such as safe usage and management of products across its
lifecycle (including waste management);
implement an Environmental Management System based on ISO 14001 or equivalent;
– comply with the Company’s anti-corruption and bribery requirements; and
commit to apply and cascade across its supply chain the principles of the Company’s Supplier Code of Conduct, including
with regard to environment, human rights, labour practices, responsible sourcing of minerals and anti-corruption. In
addition, since 2020, the Company’s Defence and Space Division implemented criteria on sustainability in the call-for-tender
procurement process. Only those suppliers which meet criteria, including in particular agreement to comply with the
Company’s Supplier Code of Conduct, can continue with the call for tender procurement process. Positive answers to
additional criteria, such as commitment to the SDGs, sustainable projects, life-cycle assessment, waste and packaging
reduction, will prioritise suppliers for further selection. It has been agreed that this approach will be extended to the whole
Company in January 2022.
In 2021, the SSCR steering committee agreed to anchor sustainability requirements into the Company’s procurement
processes. This will be implemented in 2022 and will include an obligation to get confirmation from suppliers to apply and
cascade our sustainability principles and environmental requirements. It also includes the agreement from suppliers to
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regularly fulfil the evidence-based assessment on sustainability and for our most important suppliers to be transparent about
their climate change strategy. This will ultimately require suppliers to cooperate when a sustainability risk is identified,
including with deep diving in the supplier’s supply chain, and require Airbus to take advantage of supplier visits to evaluate
operational sustainability management.
In 2020, the process to obtain a commitment from the Company’s suppliers to apply the principles of the Company’s Supplier
Code of Conduct was reviewed. During 2021, 79% of the Company's sourcing volume had committed to its principles (based
on a target of 50% in 2021 and 80% by 2022).
In 2021, the Annual Supplier Conference for the Company’s commercial aircraft business took place virtually and
sustainability was part of the discussions. Three of the Company’s suppliers were nominated for the Sustainability Award,
which was awarded to Dynamatic Technologies for creating a safe working environment for employees, suppliers and
customers whilst at the same time helping society by developing low cost ventilators. For the first time, Airbus Defence and
Space awarded a supplier for outstanding sustainable behaviour during its supplier conference 2021. Premium AEROTEC
GmbH was awarded for its good transparency with regards to chemical substance traceability (REACH), for the extensive
collaboration during EHS audits and the immediate implementation of all improvement recommendations.
However, on top of this annual event, discussions with suppliers on sustainability continued during various supplier meetings
or virtual supplier conferences for specific commodities.
4. Training & awareness
Throughout 2021, the Procurement Responsibility & Sustainability department supported both internal awareness sessions
and workshops as well as external supplier meetings on sustainability topics in the supply chain. The Company’s internal
Procurement Academy provides training on core competencies and skills to develop procurement expertise and prepare
employees within the Procurement department for the challenges of the future. Sustainability modules are embedded in
Procurement’s newcomer induction path and manager development programme. This training targets supply chain quality
managers, ordering officers and buyers.
Additional means have been developed in 2021:
-
A toolkit was developed presenting the sustainable supply chain roadmap. It is built around three main chapters:
The first chapter focuses on Airbus' ambition for sustainability at the group level, with its four commitments
around the environment, human rights, health & product safety and business integrity.
The second one, more specifically, concerns the sustainable supply chain, its ambitions and priorities. The three-
step approach has also been developed, which consists of commitment, assessment and engagement &
development of suppliers.
The third chapter focuses on the initiatives detailed earlier in this report: Airbus Supplier Code of Conduct,
Supplier Sustainability Assessment notably led by Intertek , the decarbonisation of the Supply Chain
including CDP targets , data transparency in products and processes, product safety and business integrity.
It gives a clear overview of the actions underway as part of the roadmap with tangible targets and ambitions.
The purpose of this document is to raise general employee awareness and provide Procurement teams with the
necessary visibility on related processes with suppliers. It also provides tangible figures and targets, and a better
understanding of the sustainable supply chain roadmap. For the external audience (this toolkit has also been made
available to suppliers in the Airbus suppliers portals), it aims to provide greater transparency into the Company’s’ values,
initiatives and the direction it wants to take.
-
An internal website has been created to communicate Airbussustainability progress in the supply chain and to give a
better understanding about the initiatives to Procurement teams.
Two trainings will be developed in 2022: one aimed at increasing employee awareness of supply chain sustainability
management, the other one intended to develop buyers' awareness of environmental clauses in contracts.
5. Grievance mechanism
From 2019, the Company’s OpenLine has been accessible to external stakeholders, such as suppliers and their employees,
as a secure and confidential channel through which they may, on a voluntary basis, raise alerts related to the Company in
the areas of bribery, human rights, environment and health and safety. This medium is available through the Company’s
Business Integrity”. Access to this OpenLine has been reiterated in the updated Supplier Code of Conduct.
In addition to OpenLine, the Company’s sustainable supply chain roadmap may receive alerts from other sources including
through the supplier onboarding process, media or directly from employees. During 2021, the sustainable supply chain
roadmap received alerts on 12 potential allegations relating to environment damages and human rights (forced labour and
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land rights of the indigenous communities) in its supply chain. Analysis and/or investigations of those alerts have been
completed or are in progress according to best practice developed by the Legal & Compliance team including:
Initial review to determine if an investigation is needed,
Investigation: prepare investigation plan, collect documentary evidence, and conduct interviews in a (confidential)
and timely manner,
Assessment: analyse information and documentation collected during the investigation, prepare an investigation
report summarising the findings and propose remedial actions necessary to reasonably respond to and prevent
the recurrence of the conduct, if any,
Closing the investigation and reporting,
Monitoring of the implementation of remedial actions.
6. Work with External Stakeholders
As mentioned under “Environment” in section 6.1.2, the Company is a founding member of IAEG, which is working on
common aerospace industry standards and tools to manage environmental obligations. More specifically, for the supply
chain, IAEG has developed:
a supply chain environmental survey, which the Company implemented in 2019 and which will be used as environmental
assessment module, as mentioned in section 2 above;
an EMS implementation guideline to encourage a wider uptake of EMSs as appropriate for each supplier in a phased
approach and cost effective, consistent and supportive manner;
the definition of an Environmental Qualification Program to assess and develop the environmental maturity of suppliers.
Under Airbus leadership, the IAEG extended this qualification programme to other sustainability topics.
Concretely, the IAEG terms of reference have been reviewed to allow such an extension, presentation by expert companies
on supply chain risk assessment and management have been received, benchmark with the IAQG (International Aerospace
Quality Group) has been performed and a request for information has been launched to build a sectoral approach for supplier
engagement.
In December 2021, the IAEG Board of Directors approved the creation of a working group to develop an ESG supplier
engagement programme.
As a co-founder of the International Forum on Business Ethical Conduct (“IFBEC”), the Company is supporting the application
of global standards for business ethics and compliance. IFBEC members have established a Model Supplier Code of Conduct,
which expresses the minimum ethical standards to be applied by suppliers throughout the aerospace and defence industries.
It also encourages suppliers to go beyond legal compliance, drawing upon internationally recognised standards in order to
advance in social and environmental responsibility and business ethics.
All suppliers will now be asked to sign a confirmation of compliance with the principles of the revised Supplier Code of
Conduct (or to confirm their own practices are aligned with the principles set out in this code), and to cascade these principles
throughout their own supply chains. The Company is committed to support suppliers, where necessary, to improve their
own human rights due diligence.
In October 2019, the Company joined the Responsible Business Alliance’s Responsible Mineral Initiative (“RMI”), in order to
further enforce activities of responsible sourcing while applying industry standards for supplier due diligence and data
management in accordance with the OECD framework.
7. Promoting disability-friendly companies
Since 2011, in France the Company has been promoting employment of disabled people by its suppliers. This includes a
request for relevant bidding suppliers to propose a partnership with disability-friendly companies during the call for tender
process. In 2020, the Company’s subcontracting activities have decreased due to the COVID-19 crisis. This decrease also
affected disability-friendly companies, but the Company has been committed to support them during the crisis. In 2020, the
global volume of business with disability-friendly companies in France was around €40 million, which represents minus 20%
compared to 2019 figures. However this number has been multiplied by five for the last ten years and the ambition is to
reach around €100 million in 2025, by developing contracts in engineering and IT services thanks to the Digital Consortium
(composed of 65 French disability-friendly companies). At the end of 2021, around 60 disability-friendly companies are
working with the Company. In November 2021, the Company organised a (Dis)Ability Forum in Toulouse with 35 disability-
friendly companies and 150 participants. In 2022, depending on the sanitary crisis, (Dis)Ability Forums could also be
organised in Spain and Germany.
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8. Responsible mineral sourcing
The Company places great importance on the responsible sourcing of materials used in manufacturing. Some minerals
including 3TG (tin, tungsten, tantalum and gold) are necessary for the proper functioning of components within its products.
The Company largely does not directly import minerals but these minerals are found in certain products the Company
procures. In that context, the Company requires all suppliers to comply with applicable laws and regulations on conflict
minerals, including any 3TG conflict minerals. To outline the Company’s commitment to responsible business, the
Responsible Mineral Policy was released in 2019, which details its engagement to improve safety and human rights
conditions in the mineral supply chains. As introduced in §6. Work with External Stakeholders, the company will benefit from
the RMI experience and available audits, tools and standardised ways of working. The Company is also monitoring
developments at the European Commission on critical raw materials (CRM) and is investigating the possibilities to take a
deeper look at its related supply chain, through direct involvement and/or trade associations. The update of the Supplier
Code of Conduct (available since Q1 2021) also requires suppliers to pay more attention to CRM responsible sourcing. The
new Supplier Code of Conduct formally requires suppliers to establish a policy and a management system to assure that
critical raw materials are sourced responsibly. For the small portion of direct procurement of minerals in the Company’s
Defence and Space Division, the Company has established a dedicated Conflict Mineral Management System, which
describes the necessary activities needed to monitor potential future legal obligations linked to the upcoming EU regulations
on the importation of 3TG. For this small portion of direct import, the Defence and Space Division is proactively asking
suppliers to disclose proof of responsible sourcing and is cross-checking this data with third parties audits available through
the RMI trade association.
9. Plastic-free supply chain
Based on the SDGs, specifically SDG 12 (responsible consumption and production), a plastic-free supply chain project was
launched in 2019 within the Company’s Defence and Space Division, with the aim of reducing, reusing and recycling plastic
waste and packaging in the Division’s scope of involvement by 2025 (for example, production/maintenance, logistics, offices
and supply). As a result of this project, Airbus Defence and Space defined for the first time a single-use plastic reduction total
cost of ownership of 5% for the production area. Due to the implementation of plastic-free packaging alternatives, a 14%
reduction of single use plastic in the logistics area of all Airbus Defence and Space sites has been achieved for 2021,
corresponding to 127 991m² of single-use plastic replacement based on inventory done. In addition to this great achievement
in logistics, plastic-free alternatives have been tested in the clean rooms of Toulouse-Labege and in the production and
maintenance areas in Manching.
By the inclusion of the packaging paragraph in the new Supplier Code of Conduct and by the inclusion of single use plastic
clauses in some contractual requirements, we aim to move progressively from the current take-make-waste extractive
industrial model to a circular economy approach towards a sustainable way to use plastic.
10. CO2 emissions
During 2021, the Company engaged with its top suppliers by requesting them to respond to the CDP climate change
questionnaire. 169 of the Company’s top suppliers, covering 80% of the Company’s sourcing volume, were contacted and
121 suppliers have completed the CDP questionnaire (68% in spent). The results from this questionnaire will allow the
Company to identify supplier strengths and potential areas of improvement and to engage with non-responsive suppliers in
order to improve the response rate in 2022. Next year the Company plans to get responses from 75% in spent of the
Company’s supply chain.
In 2021, 53% of responding suppliers received an A or B score, representing 61 suppliers. In 2020, 56% of the responding
suppliers had received an A or B score representing 25 suppliers. The Company plans to request an improvement plan from
suppliers with identified weaknesses and aims to define cooperation activities with suppliers that have already reached an
A score. In the years to come, the Company will be able to provide measures and analyses on how the scoring is improving.
The Company also evaluated the carbon footprint of its supply chain, by applying the methodology developed by the IAEG.
For further details, see " 6.1.2. Lead the journey towards clean aerospace".
V. Outlook
The sustainable supply chain roadmap will evolve to actively mitigate sustainability risks in the supply chain, adapt to evolving
sustainability requirements and support the Company’s ambition to be more sustainable.
Actions to be progressed during 2022 include:
the formalisation and reinforcement of the process to collect sustainability-related alerts, the management of those alerts,
the engagement with external stakeholders, as well as the communication and reporting on the effectiveness of our actions.
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This action has been launched into consideration the analysis of the Company’s supply chain due diligence performed in
2021 and the German act on supply chain due diligence.
– reinforcing the adherence of the Company’s Supplier Code of Conduct principles throughout the Company’s supply base;
extending the scope of supplier sustainability assessments by requesting new suppliers to perform such an assessment and
by extending to existing contracts in order to reach 80% of the spend volume in 2025;
engaging with target suppliers based on supplier assessment outcome,- and developing action plans when required;
further integrating sustainability elements into procurement processes;
developing specific training modules on sustainability and other solutions to support internal awareness in purchasing
commodities. This will include awareness on the Company’s new Supplier Code of Conduct;
the deployment of a digital solution to further enhance the collection of data from suppliers on conflict minerals, critical
materials and regulated substances in the products delivered to the Company.
Regarding environmental sustainability and substance management, the Company will focus on the following in 2022:
engaging and discussing with key CO2 contributors in its supply chain, leveraging the CDP to identify opportunities to
improve their climate change management and reduce emissions.
Cooperating with equipment suppliers to better assess the environmental impact of the Company’s products, improve the
Company’s ecodesign practices and drive supplier innovations that mitigate their products’ impact over their entire lifecycle.
6.1.7 COMMUNITY IMPACT
I. Introduction
Airbus strives to support vulnerable communities and young people throughout the world where it operates and beyond
by mobilising its products, services and employees focusing on equitable and measurable solutions, in line with the
Company Purpose.
Add ressources Community engagement on Airbus.com, The Airbus Foundation, Supporting Education
II. Governance
The Sustainability - Develop & Engage department manages the global strategy and framework for community impact at
Airbus and supports the operations of the Airbus Foundation. A global network of community impact focal points
representing France, Germany, Spain, the UK, the Americas, India, China, Asia Pacific and the Divisions has been established,
as well as a committee of specific topic experts who provide guidance, assessment and recommendations according to the
community impact priority themes. Additionally, the Company’s voluntary network of Sustainability Ambassadors has been
launched and these passionate employees are key for helping raise awareness of and championing sustainability and
community impact initiatives. Launched in June 2021, this network currently has over 200 members onboarded, representing
19 sites in Europe, China, and the US. At a business level, there are standard reporting lines to the Sustainability &
Environment organisation with top level oversight provided by the ECSC at the Company's Board of Director level.
The Airbus Foundation and Airbus Foundation Endowment Funds are registered as non-profit entities of general interest
under French law, with specific articles of association that define their respective mission and remit. Their strategy and
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operations are led by the Managing Director and each entity has formal governance with its own Board of Directors. The
Airbus Foundation Board of Directors is chaired by Julie Kitcher, EVP Communication & Corporate Affairs and comprises
membership from across the Company including:
Thierry Baril, Chief HR and Workplace Officer
Bruno Even, CEO Airbus Helicopters
Michael Schoelhorn, CEO Airbus Defence & Space
Amparo Moraleda, Representative of the Company's Board of Directors
Additionally the Board comprises employee representatives and external experts.
The Airbus Foundation and Airbus Foundation Endowment Fund annual reports and accounts are submitted annually to the
French authorities.
III. Implementation / activities
As the world faces this challenging era, it is critical for the Company and its employees around the world to unite to address
the growing societal challenges and invest in developing the future generation.
Supporting vulnerable communities
During 2021, focus continued on supporting vulnerable communities through disaster response, innovation or fundraising
to tackle topics such as poverty, hunger and healthcare. In the Asia Pacific region, the fight against COVID-19 continued
through several cross-divisional initiatives to deliver medical equipment and supplies to healthcare systems in Indonesia,
Malaysia, the Philippines, Thailand and Vietnam. Wherever possible, the equipment and supplies were sourced locally and
reacted to local needs, with the donations arranged by the teams based in the region. Airbus India responded to the COVID-
19 crisis by procuring and delivering more than 36 tonnes of medical equipment to the Indian Red Cross Society, including
oxygen plants and mobile intensive care units, and deploying humanitarian flights to transport supplies from abroad. In the
Americas, employees from all Divisions participated in a four-month virtual, inter-site competition. The Airbus End Hunger
Games competition raised funds to benefit non-profit organisations fighting child hunger and located across the US, Canada
and Latin America. Beneficiary organisations included Feed the Children, World Central Kitchen, Food Banks Canada, Nutre
a un Niño, Da Rua and TECHO. Along the same theme of fighting hunger in vulnerable communities, employees in Seville
donated more than 1,200 kg of basic supplies to the Seville Food Bank Foundation.
The Airbus Foundation, the Company's philanthropic arm, also continued to support its partners in COVID-19 and disaster
response by coordinating humanitarian flights carrying more than 16 tonnes of aid to the Ivory Coast, Uganda and Nepal.
Additionally, 110 helicopter flight hours were chartered in Chile and Papua New Guinea to support communities impacted
by COVID-19, and in Haiti to conduct aerial assessment following the earthquake in 2021. The Airbus Foundation also
responded to over 80 satellite imagery requests from partners representing around 43,000 km2 for disaster assessment and
response plans. In addition, a bespoke satellite imagery training session was provided to Action Against Hunger to increase
their capacity in satellite imagery analysis and interpretation.
The Airbus Foundation also participated in the Action Against Hunger (AAH) global wellbeing challenge Connected Against
Hunger’. During four weeks, over 600 Airbus employees collectively walked, ran and cycled more than 182,000 kilometres
to raise funds to contribute to the work of AAH.
Supporting the future generation
Young people are the lifeblood of our future and of society. It is crucial that we inspire and engage young people, particularly
by playing an active role in fostering inclusion, diversity and community values at an early age. The Company continued to
offer support through mentorship and education to enable students to develop the creativity, innovation, leadership and
critical thinking skills that will serve them well in the future and help them to tackle their communities' challenges.
Specific actions ranged from the provision of 40 scholarships from Airbus Canada at McGill and Polytechnique Montréal (10
scholarships per year for four years), to online and offline classes across five cities in China reaching 3,000 students, plus a
mentorship and funding scheme supporting around 40 university students in China who were struggling economically.
Bringing science to life in the classroom, the employee-led initiative, Humanity Lab, developed an educational wind-tunnel
for use in schools in Africa, prioritising low-cost designs with components that could easily be sourced or 3D printed locally.
Since 2018, Humanity Lab projects have been supported by more than 150 committed employee volunteers to innovate
solutions for disability, environment, education or humanitarian issues.
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The Airbus Foundation has enriched its STEM (Science, Technology, Engineering and Mathematics) digital platform - The
Airbus Foundation Discovery Space (AFDS) - with new educational videos and activities to support its youth programmes
across 17 countries in Europe, Africa, Asia, and the Americas. In 2021, the programmes involved over 400 volunteers and
directly reached around 4,700 young students. The fourth edition of the AFDS Moon Camp Challenge built on the success of
previous years with 1,823 projects submitted from 53 countries by over 4,100 students and supported by over 600 teachers.
Protecting the future of our planet
2021 saw a multitude of employee-led initiatives aimed at positive environmental action. Employees from several countries
including China, Spain, Germany, France and the UK volunteered in projects organised in partnership with local infrastructure
organisations to support activities such as local waste cleanup and tree planting.
In addition to its long running humanitarian response and youth development actions, in 2021 the Airbus Foundation
launched the development of a third pillar focusing on nature preservation and minimising the environmental impact of
humans. As part of its pilot phase, the Airbus Foundation joined forces with the Connected Conservation Foundation in a
new partnership that aims to help preserve wildlife and natural ecosystems through shared technologies and resources.
Under the agreement, Airbus’ high-resolution satellite imagery is being provided and teams are working together with the
Connected Conservation Foundation’s on-the-ground digital technologies to help recover populations of threatened species
and stop habitat degradation. The partnership’s first project is focusing on novel approaches, using artificial intelligence to
search high-resolution imagery pixel by pixel to detect large animals in Madikwe, South Africa and in Northern Rangelands
Trust conservancies in northern Kenya.
V. Outlook
In order to strengthen the Company's collective approach to community impact, a new global framework is in development
to be launched early 2022. Aiming to bring together the various business and philanthropic channels for community impact
under a common direction, the framework will focus on sustainable, equitable and measurable initiatives focused on three
pillars: advancing the support to vulnerable communities, the development of the future generation and protecting the
future of our planet.
As part of the development of the community impact framework, 23 pilot projects have been selected from across 19
countries with a focus on contribution to the priority themes, ensuring community involvement in the identification of needs
and solutions, and embedding impact requirements to ensure that the projects achieve positive, lasting impact for
beneficiaries and communities. The outcomes of these projects will contribute to the definition of our impact measurement
in 2022.
In addition, to support the framework and encourage employee engagement, Airbus, in cooperation with the Airbus
Foundation, will deploy a new digital platform in early 2022 that facilitates a direct connection with almost two million
community causes around the world.
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6.1.8 ESG DATA BOARD
ENVIRONMENTAL PERFORMANCE
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SOCIAL PERFORMANCE
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GOVERNANCE
6.1.9 DEPLOYMENT OF VIGILANCE PLAN (DEVOIR DE VIGILANCE)
The Company’s Vigilance Plan is embedded in its comprehensive approach to sustainability. This section gathers key
information highlighting the Vigilance Plan’s deployment status and provides further granularity to the “materiality matrix”
risk assessment, on the topics of environment, health and safety, human rights and fundamental freedoms. While this section
provides an overview of performance measurement and analysis as well as controls and processes, further descriptive
elements including implementation progress can be found in the respective material topic sections.
1- Risk mapping
(1) CO2 largest impact from Scope 3 - Use of Sold Product. For further information, see " 6.1.2 “Lead the Journey towards Clean Aerospace”.
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Methodology and stakeholders involvement: The Vigilance plan approach is aligned with the materiality matrix
methodology detailed in " 6.1.1 The Company’s Approach to Sustainability” and any relevant additional topic specific
information can be found in the respective material topic sections.
2- Procedures for regularly assessing the situation of relevant subsidiaries, subcontractors and suppliers
The table below summarises effective procedures for regularly assessing the situation of relevant subsidiaries, subcontractors
and suppliers. Specific relevant complementary information can be found in the respective material topic sections.
3- Prevention and mitigation actions
The table below summarises transversal mitigation/ preventive actions. Specific relevant complementary actions are
detailed in the respective material topic sections.
4- Alert mechanism
The Company's OpenLine mechanism is introduced in " 6.1.1 The Company’s Approach to Sustainability” and described in
more detail in " 6.1.5 Exemplify Business Integrity".
5- Monitoring system
The table below shows an overview of the monitoring system in place. More detailed descriptions as well as performance
measures and analysis can be found in the respective material topic sections.
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6.1.10 EU TAXONOMY DISCLOSURE
The EU Taxonomy is a classification system establishing a list of environmentally sustainable economic activities by defining
technical screening criteria for the six environmental objectives defined by the EU Taxonomy, as well as disclosure
requirements for corporations. It aims to direct investments towards sustainable projects and activities in order to meet the
EU’s climate and energy targets for 2030 and reach the objectives of the European green deal.
Recommendations for technical screening criteria were published in August 2021 (Annex to the draft report by the Platform
on Sustainable Finance on preliminary recommendations for technical screening criteria for the EU taxonomy). Based on this
report, the proposed inclusion of aviation in the EU Taxonomy acknowledges its potential to transition to low carbon
activities, through a number of measures including a “best-in-class” approach: in the short term, aging fleet renewal by
Airbus’ latest generation aircraft is recognised as having a significant potential for CO2 reductions. The Company roadmap
to decarbonisation is aligned with the taxonomy approach, as explained below.
Estimated eligibility and alignment if aviation-related technical screening criteria were to be adopted as per draft
recommendation:
Aviation-related criteria are expected to be included in the Taxonomy in 2022. According to the published recommendations
for technical screening criteria, a majority of the Company's 2021 turnover would be eligible, mainly including the turnover
generated by sales of commercial aircraft. Based on the same information, the Company estimates that a significant portion
of this eligible turnover could be taxonomy aligned, while meeting ‘do-not-significant-harmcriteria and minimum
safeguards. As per criteria recommendations, the alignment factor would correspond to the proportion of new aircraft sold
that will replace less efficient older generation aircraft, and therefore contributing to reducing the overall carbon footprint
of aviation. Activities from the Company’s two Divisions may be covered to some extent in future developments of the
Taxonomy, while current level of information available does not enable the Company to provide an estimate. Accordingly,
‘best-in-class’ aircraft programme related capital expenditures, and R&D (operating expenses) should be respectively eligible
and aligned in similar proportions.
Under the proposed text available at the time of this report, Airbus commercial aircraft activity corresponding to NACE code
30.3 is described under section 8.9 Manufacturing of aircraft of the document “PLATFORM ON SUSTAINABLE FINANCE:
TECHNICAL WORKING GROUP / PART B – Annex: Full list of Technical Screening Criteria August 2021” and therefore it could
be considered an eligible activity once the corresponding delegated act is adopted.
Reported eligibility as per December 2021 adopted Delegated Act:
The Delegated Act covering Manufacturing of Commercial Aircraft technical screening criteria is expected to be adopted by
the European Commission in 2022.
The Company performed an analysis of its exposure to Taxonomy-eligible activities referenced in the Climate Delegated Act
adopted before 31 December 2021(1): Data-driven solutions for GHG emissions reductions, Renovation of existing buildings
Construction of new buildings, Electricity generation using solar photovoltaic technology, Installation, maintenance and
repair of renewable energy technologies, Freight transport services by road. The proportions of its turnover, capital
expenditures and operating expenses as of 31 December 2021, as reported in the Financial Statements were assessed as
immaterial with currently available data, which includes certain limitations mainly linked to data granularity for capital
expenditures and operating expenses. The Company is working on improving financial data tagging to enable more accurate
reporting in upcoming disclosures.
As a result of this assessment, as of 31 December 2021, the Company reports 0% eligibility (100% non-eligibility) of its total
turnover (52,149m€), capital expenditures (1,928m€), and operating expenses (R&D 2,746m€) respectively.
(1) COMMISSION DELEGATED REGULATION (EU) 2021/2139 of 4 June 2021 supplementing Regulation (EU) 2020/852 of the
European Parliament and of the Council by establishing the technical screening criteria for determining the conditions under
which an economic activity qualifies as contributing substantially to climate change mitigation or climate change adaptation
and for determining whether that economic activity causes no significant harm to any of the other environmental objectives,
published in the Official Journal of the European Union on 9 December 2021)
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6.2 Other Corporate Activities
Digital and information management at Airbus, overview
The five years of digital transformation paved the way for Airbus to become an advanced digital company from the early
design of its products to the digital services the Company is offering to its Customers.
The impact in 2020 and 2021 of the COVID-19 crisis highlighted the need for long-term resilience and business continuity.
Digital has enabled new ways of working and flexibility, and continuously enhanced our industry. Putting in place strong and
modern information management, cybersecurity, data governance and skills was the foundation for reaching this objective.
The five years of digital exploration, incubation and industrialisation have resulted in mature industrial-grade digital aviation
platforms such as Skywise, Digital Design Manufacturing and Services, Artificial Intelligence, Advanced Analytics, Airline
Sciences and Augmented Reality. These capabilities have been embedded into the Company's mainstream activities to
create a seamless digital experience. This is vital for the production rate adaptation and also for deliveries.
Digitisation brought a wind of change in our mind-sets, and as the world evolves, the strategy does too, to push the
boundaries on processes, people, products and services and to capture opportunities. This will further prepare the Company
to embrace the challenges of delivering its programmes with highest flexibility, while laying the ground for a sustainable
future.
Digitally enabled end-to-end processes
Digital design, manufacturing and services (“DDMS”)
DDMS is a group-wide transformation programme aiming at creating a digital environment, where our future generation
aerospace products, their industrial and support and services systems will be virtually designed and qualified in a connected
way for greater speed, efficiency and quality.
It is enabled by the definition of collaborative business processes and data continuity across the entire programme lifecycle,
the use of model-based system engineering, and the application of a flexible and modular architecture approach to the co-
development of our products, industrial and support and services systems. Furthermore, digital twins will link the product,
industrial and operational systems.
The mandate is to be launch-ready for the next aircraft programme, while securing early benefits by progressively deploying
the developed processes and capabilities on early adopter programmes in all Divisions.
The major achievements this year were:
Single-Aisle Fit for Future: Increased availability of 3D-configured Digital Mock Up (DMU), a sharp reduction in the lead-
time for cabin and structure heads of version designs and improved quality have been demonstrated. Further, key steps
have been made on the information system upgrade for the Single-Aisle programme with the development of lean product
lifecycle management. The savings provided by the DDMS capabilities have already been factored into the operation
planning for the upcoming years. Lastly, key contributions have been made to secure the solution development of the A321
XLR programme.
A350 Freighter: Key contributions have been made to secure the opportunity of the programme with solutions such as
new airframe sizing, system design, virtual testing and industrial assembly simulation capabilities.
Eurodrone and FCAS: Major capabilities (including design and configuration management) have been delivered to secure
the start of the programme for the Eurodrone. The common working environment has been delivered to the Eurodrone and
the FCAS programmes, with a growing base of users and the connection with the extended enterprise.
H175, H225 and LH programmes: Major contributions with the deployment of digital shop floor solutions in the frame of
Meca 4.0 factory in line with the programme milestones.
ZeroE concept: Delivery of the collaborative development logic for the early phases for the ZeroE concept. Several other
capabilities have been delivered notably - System Of Systems (SOS) trades to ease early-stage fact and model-based decision
making; industrial design space exploration capability to speed up the industrial architecture phase; top-down modular
architecture and commonality policy to accelerate the product lines approach.
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Significant progress has also been made in terms of developing learning solutions and up-skilling teams working on all the
above programmes, in order to ease the deployment of the new concepts, capabilities and ways of working.
On the sustainability front, a digital model has been built to evaluate associated transition risks that might challenge the
assumptions for our next generation of developments, such as evolution of travel demand or energy price and availability.
This digital model has been recognised and adopted for open and shared development with key financial stakeholders in
the OS-Climate consortium.
Airline Sciences
The aim of the Airline Sciences team is to provide an operational digital representation of an airline in all its complexities
and business models. Having a bottom-up approach enables the Company to test out different aircraft technologies and
concepts, validate product strategy, help out in sales campaigns, develop new services and, more importantly, understand
the customers' perspective across all layers of the Company.
Against the backdrop of the ongoing COVID-19 crisis, and of the greater shift towards reducing aviation’s global
environmental footprint, the Airline Digital Twin capability was heavily used to assess CO2 and non-CO2 effects, including
comprehensive emissions calculations as well as operational sensitivities around contrail avoidance.
Beyond the traditional emissions calculations, we have also started incorporating the predicted climate impact. This
exploration will take several years, but is key in buttressing any future global climate impact legislation and key technologies
development.
Finally, in the context of Aircraft Sales campaigns, the Airline Digital Twin was used in supporting Ultra-long-haul A350
studies for various potential customers. A comprehensive market assessment was carried out, including building an optimal
airline fleet and product strategy to maximise airline profitability.
Artificial intelligence (“AI”)
After successfully applying AI across the business domains, the Company is now accelerating and maturing its industrial
setup to deliver AI at scale. This includes a focus on making available reusable and accessible core AI technology capabilities
and patterns, to accelerate the time to market as well as increase the capacity to deliver AI products and services. These
capabilities include:
Computer vision to enable visual quality inspection and improve the safety and quality of our manufacturing environment,
Pattern recognition and time series analysis to detect anomalies and avoid failure in our industrial machines and aircraft,
Natural language understanding and processing to classify data (e.g. export control) and secure our compliance,
Optimisation to improve scheduling and planning activities,
Hybrid modelling through machine learning to build surrogate models of physical systems, accelerating design activities
and increasing potential design space.
They are being complemented with a central governance and life cycle management of a wide range of operationalised
artificial intelligence and decision models (ModelOps) framework which will further pave the way to ensure compliance for
using AI in safety relevant systems in line with upcoming regulations.
Internet of Things (“IoT”)
In 2021, the IoT platform has become the core standard industrial platform aiming at transforming any connected object
data into a standardised, structured data-set, usable from any industrial application. A self-service dashboard has been
created to allow any user to connect its objects and create its own data flow and alerting system.
The platform is ready to support hundreds of thousands of objects with industrially automated operations. Any industrial
application in the DDMS landscape can then be developed using IoT data: track and trace (tracking objects), metering
(getting sensors level), traceability (using RFID technology) or machine data (robots or industrial machines).
Virtual, augmented and mixed reality
The presence of mixed reality is increasing and will be used everywhere in our lives in the coming years. In 2021, we have
prepared a common Airbus wide platform aiming to support use cases needing augmented or virtual reality. Augmented
and virtual reality solutions are already implemented in Airbus Defence and Space, and Airbus Helicopters; they will be
implemented in Airbus Commercial in 2022.
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Augmented reality coupled with IoT and data flows, bringing contextualised data closer to the worker, will increase efficiency
and product quality for the augmented worker.
Automation and robotics
In 2021, Digital & Information Management has created and formalised the necessary architecture foundations for an
implementation of production robotics.
All data coming from the shop floor to Airbus Information Systems goes through the Airbus manufacturing integration layer
before being transferred to manufacturing execution system (MES), IoT Platform or shop floor monitoring applications. This
manufacturing integration layer is securing cyber security of operations, data safety and data integrity, along with additional
features like data contextualization and edge computing covering high frequency data acquisition. It is providing a single
source of industrial automation data to all applications, and making ready for a harmonised and secure connection of
production robotics.
Additionally, a test bench for autonomous guided vehicles (AGVs) was established in the industrial environment in order to
allow the testing of AGVs in a robot-human interface, as well as the development of tracking solutions.
Cyber security
In 2021 we have seen a new step on the cyber security transformation journey with the introduction of the new
management team and the growth of the internal team in Europe, as well as in India. Together, we have built on the great
foundations that have been put in place over the last few years. We have introduced more structure, with the associated
routines and rituals, but importantly more collaboration with the other information management domains, the other Airbus
Divisions, the subsidiaries and affiliates and the corporate security teams. All of this will enable us to develop a greater cyber
security capability right across Airbus. This year we achieved another increase in Cyber Security maturity, translated into an
important reduction of the 16 high-level risks we use to track, report and prioritise.
We saw key extensions to the Security Operations Centre and remediated a further 68 critical systems. All supplier pool
rooms were migrated to standard secure connections and 182 industrial assets have been segregated on a dedicated
network. This all in parallel to providing key architecture and consultancy services across the Company.
The next phase of our transformation journey will be to continue the stabilisation of the information management cyber
security position through our continued achievements, with a focus on further enhancing coverage of cyber controls and
reinforcing our cyber products in their run mode. Let’s continue to identify, protect, detect, respond, and recover to the
ever evolving threats and challenges.
Digitally enabled products and services
Skywise
At its origin in 2015, Skywise was launched to make the data locked in our discrete legacy systems accessible and actionable
by those needing it for their day-to-day operations. Now fully industrialised, Skywise is in 2021 adopted by more than 20,000
Airbus employees, it has also become an airline favourite. Skywise is the flagship platform of the aerospace industry's digital
transformation, linking original equipment manufacturers, airline customers and aerospace suppliers. In 2021, the
Company's open aerospace data platform continued to grow despite the COVID-19 crisis, and proved how the Company's
strategy to place data at the heart of the transformation was a successful bet. With data unlocked from previous siloes, a
virtuous circle has been created: with in-service data flowing back into operations and aircraft design, delivering incremental
ameliorations and improvements. Data architecture ensures that data becomes the single source of truth powering the
Company's operations and products, transforming the Company into a more fact-based, agile, empowered and data-driven
organisation.
Building on the successful industrial use cases, Airbus initiated the implementation of its Airbus data product strategy that
aims at supporting end-to-end business processes with an integrated data flow, recreating hence the digital continuity for
Airbus legacy programmes. This effort is paving the way for DDMS digital continuity framework.
Every airline or supplier reported improvement to their workflows and operations after adopting Skywise. With more than
140 airlines now using Skywise, based on their testimonials we estimate that Skywise has saved the airline industry at least
US$ 200 million a year and has accelerated their return-to-service across their entire fleets. 2021 was also the year of the
launch of Skywise Store and the 3rd party Applications Editor programs, enabling airlines to benefit from value propositions
of Airbus as well as other independent applications vendors. Furthermore, 2021 was the year of Digital Alliance expansion
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with new members.
This exponential growth was sustained because Skywise was designed from the start with the right security framework, a
strict data governance implementation and industrial scalability. This made it possible to start small and then scale up. The
technology partner's world-leading capabilities in data integration played a key role in the adoption; yet this exponential
growth was driven by the focus on value creation and engagement with the business, more than by the technology itself.
Digital services for helicopters
Airbus Helicopters has launched a transformation plan to drastically change the customer digital journey throughout its
products lifecycle and operations. A new collaborative platform was created to reinforce the link between customers,
employees & partners.
Collaboration is at the heart of the design of the new AirbusWorld Platform launched in 2020 with a completely renewed
experience, a set of new services and functionalities to boost the efficiency of the Helicopters ecosystem.
The single platform to share information and support activities with customers and partners has more than 40,000 users,
customers, partners and employees It is embedded in our new support and services practices, keeping the proximity
especially in the specific context of the COVID-19 crisis.
The platform is continuously enriched with improvement, new services and new increments delivered every three months,
embedding customer feedback, innovations and new standards.
Digitally enabled people
Google Workspace deployment
Google and Airbus continue to partner to further improve the functionalities of Google Workplace. 2021 has seen the
improvement of offline capabilities, of user experience on mobile devices, of automatic translation features, but also the
development of the client side encryption capability, allowing end users to encrypt their most sensitive documents with
Airbus encryption keys. 2022 will see further deployments in Airbus Helicopters, Airbus Defence and Space and Airbus
Atlantic.
Data analysts certification
Proving that our employees are hungry to learn and develop the key skills necessary to drive our digital future, the Digital
Academy continued to push for Airbus Data Analytics & Artificial Intelligence certification throughout 2021 at great pace
with 220 further graduates within All Airbus Divisions, functions and countries. This initiative takes the total to more than
1,000 graduates from 15 countries, across all Divisions and subsidiaries, which continues into its fifth year in 2022.
Digitally inspired new business
Connected cabin
In 2021, Digital, Program Cabin, Engineering and Customer Services joined together to build a platform, distributed from the
ground to the Aircraft for Airlines and Entertainment Furniture Equipment providers. Many use cases will be designed and
based on this platform: for instance, in-flight entertainment adoption has already started. In 2022, a minimum value product
is planned to be delivered to first customers.
Concluding remarks and 2022 challenges
The collective effort done in 2021 by all the Company’s stakeholders let to the success of the information management
simplification. It also highlighted and strengthened the value delivered to businesses and customers thanks to a more
comprehensive and coordinated central value management. This effort will continue in 2022.
In 2021, Airbus set the scene of the future, raising digital at the heart of the Company. In 2022, the evolution will continue
with a compilation of developments and rationalisations in all digital initiatives. Starting with the DDMS programme, that
will endeavour the journey to carry out more efficient production processes while also rolling out the digital landscape of
the future. Cybersecurity will continue to boost its ability to handle future threats by deploying cutting-edge organisation
and technologies, which will bolster measures to prevent incidents across the group. The journey will be also coloured by
'green' IT, so contributing to a sustainable decarbonised future.
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The digital potential for continuity and end-to-end industrial resilience has been demonstrated for two years in a row.
Nevertheless, the possibilities have to be further implemented. We progressed a lot in setting the ground for the 'cloud' shift
and in better understanding how our already efficient industry can be improved even further. There are still margins to be
tackled where digital has a major role to play to make Airbus ready to shape the future of the aerospace industry.
These initiatives will continue to succeed if they are addressed in a transverse, open and bold way, by taking an even closer,
more granular and at the same time holistic view of the entire ecosystem. What will make the difference is our readiness to
take a pragmatic look at them and to act collectively and collaboratively.
Research and technology
The Airbus Engineering and Technology Department is led by the Chief Technical Officer (“CTO”). Part of its responsibility is
to define, deliver and protect all the Company’s research and technology (“R&T”), enable technology synergies across the
group, federate the Company’s innovation activities and ensure expertise in breakthrough technologies. The department
applies a lean project-based approach, tracked and managed using earned value management, technology readiness levels
and figures of merit. Technological collaboration with external research communities and partners is encouraged and
coordinated through the department with technical and scientific experts. These duties are delivered through the capabilities
outlined here below.
The Company-wide integration of R&T technology and alignment with institutional research partners is achieved through
cross-portfolio technology planning and roadmapping, giving an exhaustive view of technology targets and investments. In
addition, Company-wide engagement for joint funding with public agencies is achieved through a common R&T Funding
contract management.
Central R&T (“CRT”) is the cross-divisional R&T organisation that prepares the Company’s long-term technological
capabilities. CRT leads specific investigations in emerging areas of research and conducts ambitious research projects while
leveraging leading academic, scientific and research institutions to best utilise their expertise for achieving the Company’s
ambitions.
Development of selected breakthrough technologies is accelerated through Airbus demonstrators, by employing rapid
maturation methods. This function delivers, thanks to its fully owned Airbus UpNext subsidiary, flight and ground
demonstrator projects that drive collaborative new ways of working, provide the highest level of transparency and challenge
the status quo by embedding Airbustechnology DNA in a highly dynamic environment.
Each Division has its own R&T function, defining and delivering the divisional projects. The divisional R&T functions are
primarily planning, decision making and arbitration teams, which are accountable within their perimeters to both
Technology, Divisional Engineering and Product Strategy. Their responsibilities include securing continuous improvement in
divisional competitiveness and the ability to develop business. Within the Company, commercial specific priority is given to
technologies for sustainable next-generation aircraft, bringing together product, production system and services.
In order to maximise the Company’s R&T activities, the Divisions leverage the external ecosystem, utilising the portfolio of
projects for funding opportunities and engagement with global partnerships, research institutes and universities. This
ensures efficient R&T portfolio execution, and benefits from new ways of working including but not limited to agile
methodology and minimum viable product demonstration strategy. Responsibilities include securing continuous
improvement in divisional competitiveness and the ability to develop business by establishing and driving the Company’s
R&T ambitions.
Fast-track roadmap owners serve as principal advisors to the CTO on technical vision and roadmaps for associated technology
areas. Fast-track roadmaps ensure coherency in the portfolio of activities and for the rapid advance of strategic priorities.
Current fast-track roadmaps cover:
- Electrification;
- Industrial systems and manufacturing;
- Connectivity;
- Autonomy;
- Materials;
- Artificial intelligence.
The Company’s intellectual property is protected, secured and defended through a central intellectual property function
responsible for patent applications, portfolio investigations and portfolio defence.
Technological innovation and outreach to expertise in specific regions is delivered through three units: Acubed in Silicon
Valley; Airbus Innovation Centre in China; and Airbus Scale, bringing together corporate innovation, start-up engagement
and company building activities.
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Key progress in 2021
Airbus Demonstrators Airbus UpNext
Airbus UpNext is actively shaping the future of the aerospace industry as part of the Airbus innovation ecosystem by building
demonstrators at speed and scale, in order to evaluate, mature and validate potential new products and services that
encompass radical technological breakthroughs.
The fello’fly demonstrator, with the objective to prove the technical, operational and economic viability of wake energy
retrieval for commercial aircraft, was successfully handed over from Airbus UpNext to Airbus Commercial in December 2021.
This was done after the project had successfully performed the first long-haul demonstration of formation flight in general
air traffic (GAT) regulated transatlantic airspace, with two A350 aircraft flying at three kilometres apart from Toulouse, France
to Montreal, Canada. The aircraft were greeted at Montreal-Trudeau International Airport. Over six tons of CO2 emissions
were saved on the trip, confirming the potential for more than a 5% fuel saving on long-haul flights.
The Airbus UpNext TELEO demonstrator project proved the feasibility to provide a communications experience in the air at
the same level of quality as customers have come to expect on the ground, thanks to a smart usage of the various
communication channels available on board. This so-called Airbus UpNext TELEO smart routing is the result of a broad review
of the commercial software defined networking solutions (13 suppliers), most of them tested in a dedicated benchmark lab.
The selected solution has then been implemented on commercial avionics, validated through rigorous lab testing, field tested
on ground vehicles and finally flight tested on an A350-XWB all within three years, and is recognised as having reached the
point of a minimum viable service.
In parallel, by developing a very high-capacity analogue optical feeder link communication, TELEO demonstrated the
potential for space solutions to offer data rates beyond current radio frequency transmission limits. Although the solution
will only be fully proven and validated in 2023 (in space demonstration onboard the Arabsat BADR 8 satellite), it is already
part of Airbus Defence & Space’ ongoing product solutions, and will continue to be developed and deployed in the years
ahead.
In September 2021, Airbus UpNext launched an extra-performance wing demonstrator project focused on accelerating and
validating technologies that will improve and optimise wing aerodynamics and performance for any future aircraft. This
scaled demonstrator will integrate and fly breakthrough wing technologies on a Cessna Citation VII business jet platform in
representative flight conditions. The applications of the extra-performance wing would be compatible with any propulsion
solution and aircraft configuration and would reduce CO₂ emissions, contributing greatly to Airbus’ decarbonisation
roadmap.
In April 2021 Airbus UpNext announced VERTEX, a demonstrator with the aim to simplify mission preparation and
management, reduce helicopter pilot workload, and further increase safety.
The autonomous technology bricks set to integrate the Flightlab are: vision-based sensors and algorithms for situational
awareness and obstacle detection; fly-by-wire for enhanced auto-pilot; and an advanced human-machine-interface - in the
form of a touchscreen and head worn display for inflight monitoring and control. The combination of these technologies will
enable a system that can manage navigation and route preparation, automatic take-off and landing, as well as following a
predefined flight path. The incremental integration of these technologies onto the helicopter Flightlab has begun ahead of a
complete demonstration in 2023.
In March 2021, Airbus UpNext announced ASCEND “Advanced Superconducting and Cryogenic Experimental powertraiN
Demonstrator” to break through the performance of electric propulsion systems below 1MW and enable high-power
propulsion (>1MW) using superconducting materials and cryogenic temperatures. These technologies will also optimise or
enable new propulsion architectures for low and zero emission flight. The results are expected to show the potential for a
50% reduction in component weight and an increase in efficiency of more than 5%. It will also show a reduction in the volume
of electrical components, the complexity of the installation as well as a reduction of the voltage below 500V, compared to
current systems.
The ZEROe concept planes revealed in September 2020 unveiled the Company's investigation and research into hydrogen-
based propulsion. Airbus UpNext is preparing the ground for technology maturation and demonstration, actively identifying
and de-risking the main technology bricks to support Airbus' 2035 ambition.
The Autonomous Taxi, Take-off and Landing (“ATTOL”) demonstrator leveraging computer vision technologies and
techniques successfully finished in 2020 is progressing. Further work on safety enhancing systems that goes beyond ATTOL
state-of-the-art is ongoing.
In December 2021, Airbus increased its presence in Spain with the launch of an Airbus UpNext entity, a wholly-owned
innovation subsidiary. The Spanish Airbus UpNext entity will initially be accountable for the study and demonstration of
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hydrogen-powered non-propulsive energies, as well as autonomous air-to-air refuelling operations applying advancements
in vision-based technology. This new presence will leverage the expertise of Airbus Commercial Aircraft, Airbus Helicopters
and Airbus Defence and Space in Spain.
Acubed
Acubed is the Company’s innovation centre based in Silicon Valley, an epicenter of tech talent and investment. Acubed’s
mission is to develop and deliver breakthrough technologies at the intersection of software and hardware. Since 2015,
Acubed has been a driving force to help Airbus build the future of flight. Initially set up to disrupt Airbus from within to
mitigate disruption from external forces, Acubed kick-started Airbus’ exploration of areas such as electric vertical take off
and landing aircraft (Vahana), mobility-as-a-service (Voom), Unmanned Traffic Management (Airbus UTM), Advanced Digital
Design and Manufacturing (ADAM), and modular cabin concepts (Transpose), among other emerging trends.
With over six years of operations, Acubed’s model has evolved to ensure it injects lasting value and expertise from Silicon
Valley into Airbus. Its current flagship projects are closely aligned to Airbus’ strategic priorities and aim to help Airbus secure
and maintain leading positions in new and emerging aerospace markets.
Acubed’s Wayfinder team is developing certifiable autonomous flight and machine learning solutions to help Airbus bring
about a significant increase in safety and efficiency in the next generation of commercial aircraft. In 2021, the team
progressed its vision-based landing flight test program, adding new cameras and processing to handle night-time imagery to
its flying testbed operating out of Palo Alto Airport, in order to continue laying the groundwork for more autonomous aircraft
systems. The Wayfinder team, which delivered AI algorithms in 2021 for vision-based landing and taxi functions for testing
on an A350 flight test aircraft, is working hand-in-hand with Airbus’ teams in Europe to continue to improve and iterate on
their computer vision-based autonomous systems and data-driven development in order to support the Company’s wider
autonomy goals.
The Advanced Digital Design and Manufacturing (ADAM) team at Acubed is seeking to future-proof the aerospace industry
through the application of digital innovation to design and manufacturing. Whether adapting manufacturing processes to
gain efficiencies or to cope with disruptions, ADAM is helping to reduce lead times, production costs and to improve
workflows dynamically, while helping to blend software and hardware expertise, an emerging skill set required for future
aerospace careers. In 2021, the ADAM team actively delivered on a number of engagements, namely for the DDMS
organisation in Europe to digitally generate cabin layout options for customers’ quick turn-around service upgrade offers; to
the US final assembly line in Mobile, USA, generating measurable improvements in logistics, AOS and quality; and to the
engineering department in the US and Europe implementing the automation of stress analysis processes (e.g. A321XLR ribs,
spars, and covers).
The Airbus Unmanned Traffic Management (UTM) team at Acubed is enabling autonomous and digital operations to ensure
a safe, fair and efficient airspace through research, simulations and industry collaboration. The team is building a suite of
products to provide an extensible baseline UTM ecosystem, which includes the provision of essential aeronautical
information services such as the FAA-approved Low Altitude Authorisation and Notification Capability (LAANC) airspace
authorisation. Airbus UTM is partnering with Metron Aviation to participate in NASA's Advanced Air Mobility National
Campaign, in which they successfully completed all required testing and development of UTM concepts as part of the X3
phase, and have now entered into the next X4 phase. The team is currently focused on industry needs and adoption of
simulation-as-a-service to validate UTM concepts, as well as on growing the number of operators using their authoritative
data products.
Airbus China Innovation Center ("ACIC")
ACIC, based in Shenzhen, is the first innovation centre set up by the Company in Asia. Its mission is to fully leverage Chinas
local innovation ecosystem including talents, partners and resources, combined with the Companys expertise in aerospace,
to discover promising technologies, to identify solutions enabling new services, and to fast-track delivery of innovation
projects.
Manufacturing innovation
The team is tasked to explore industry 4.0 technologies to improve efficiency and safety on shop floor, as well as to leverage
Airbus’ industrial sites in China for accelerated local testing and global dissemination. The team is working on computer
vision, AGV, 5G industrial connectivity, smart tooling, remote inspection, green factory and IoT. Various applications are
handed over to business and implemented in daily operation.
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Cabin experience
The team is tasked with providing innovation for the cabin and cargo of tomorrow, to enhance Airbuslocal cabin offering
(localisation) and to increase value for Airbus global cabin products (from local to global). The team is working on broadband
connectivity with 5G, a smart cabin operation system contributing to Airspace Link, flexible displays and cabin hygienic
solutions.
Tech lab
The team is working on computer vision algorithm development, battery scouting and testing, various types of sensors fit to
different scenarios and fast electronics prototypes building. The team is also starting to engage with certain industry standard
making organisations, to influence standards with aeronautic requirements.
Airbus Scale
Airbus Scale focuses on active innovation delivery and operates on three different levels all integrated under one “roof”:
Corporate Innovation: Fostering entrepreneurship and out-of-the-box thinking within Airbus’ own culture. The vehicle by
which Airbus “intrapreneurs” can submit a business strategy or an idea, after which Scale will vet it against the Company’s
growth strategy. If there is a match, Scale will deliver a business model and develop a viable product or service.
Start-up engagement: The team combines Airbus’ corporate expertise with its ability to identify start-ups, partnering with
those which are at a later stage in order to mature and scale ideas through mutually-beneficial collaborations.
Company building: The team builds and launches new businesses that will support the recovery and future growth of
Airbus, based on existing non-strategic assets.
On top of those activities, Airbus Scale aims to support the business with global technology scouting (GTS). GTS is an efficient
team spanning (almost) all continents in order to reach the top innovation hotspots to lead the objective detection of
technology and trends that support or disrupt Airbus’ business.
Airbus Commercial Aircraft
In response to the COVID-19 crisis, Airbus Commercial’s R&T activity was refocused on zero emission technologies for next
generation aircraft, as well as other aircraft technologies, including propulsion, wing, systems, fuselage, empennage and
cabin. There is also a transverse technology stream comprising industrialisation, sustainability and maintenance
technologies.
As part of its ambition to lead the decarbonisation of our industry, Airbus will continue to develop hydrogen technologies
around the propulsion and liquid hydrogen storage and distribution systems. Airbus already started in 2021 to capitalise
early on learnings in hydrogen technologies thanks to laboratory testing. This will accelerate in 2022 with more integrated
ground testing, as well as the preparation of the forthcoming flight demonstrations. On top of that, different aircraft
configurations will be explored and matured in 2022, to assess the most efficient way to integrate those technologies inside
the aircraft. The Company will also continue its effort to support our customers to build their route-to-net-zero, and to grow
its partnership landscape for critical technology bricks and the future infrastructure.
Wing engineering and manufacturing demonstrators have made further progress, with the assembly in Broughton of the first
full-scale wing box using elements from various plants and partners, with learnings both for the product itself and its
industrial system. Airbus explored in 2021 the potential, the feasibility and the enablers of high aspect ratio wings.
In the propulsion perimeter, various types of future propulsion architectures, product solutions, industrial technologies and
capabilities are being explored to unlock strong improvements in performance and cost. Partnerships with engine and
equipment manufacturers were developed.
Research projects are also looking into the fuselage architecture, its materials and industrial strategies, with academic and
supply chain partners. As part of the Clean Sky 2 EU research programme, assembly of a full-scale barrel thermoplastic
demonstrator began in 2021. Use cases of sustainable materials for cabin parts have increased in maturity. Disruptive
product and assembly techniques for empennages have proven their feasibility and value.
Systems teams continued exploring platforms and components for aircraft systems and landing gear, and researching areas
with potential for aiding more autonomous flights in the future.
Airbus Commercial progressed further in 2021 on the road to developing robotic and automation solutions in aircraft
industrial systems. Technological concepts to reduce in-service operational interruptions and maintenance burdens have
been defined.
Technology development in 2021 also included delivering options for the continuous improvement of serial programmes
such as the A320 and A350 aircraft.
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Airbus Helicopters
Significant steps forward were made in 2021 in the Research and Innovation department, with activities focused on the main
demonstrators and techno-bricks.
The Flightlab, the Airbus Helicopters’ techno bricks demonstrator, performed several tests in 2021:
Eye for Autonomous Guidance Landing Extension (EAGLE), based on a gyro-stabilised camera, was validated using an
artificial intelligence image processing software.
Rotor Strike Alerting System was fully validated for handover to R&D for light helicopters
Health and Usage Monitoring System (HUMS) was successfully demonstrated for light helicopters using neural network
and wireless sensors.
Engine Back Up System function was demonstrated on a single engine helicopter.
The delivery of RACER’s flight components by the programme's European partners has started. The main fuselage was
delivered from Romania to Donauworth to finish the installation of the fuel system, and the canopy and was then transferred
to Marignane. The tail boom and wings were delivered from Airbus Helicopters in Spain and Hamble Aerostructures Ltd
according to the planning. The development of the main gear box and lateral rotor gear boxes is ongoing in collaboration
with Avio Aero. The supercritical rear transmission was validated for flight. The first flight is now planned for the second half
of 2022.
The CityAirbus demonstrator, which is a fully electric urban air mobility (UAM) vehicle, successfully finished its flight
campaign in Manching. The new eVTOL prototype, CityAirbus NextGen, was unveiled during the Airbus Summit in September
2021, showing excellent potential in terms of performance (range and speed) for the future UAM applications. The first flight
is foreseen in 2023, paving the way for certification in 2025.
Airbus Defence and Space
During 2021, we still faced a challenging situation in the frame of R&T, so it was necessary to further review and streamline
the portfolio of R&T priorities and projects for the Division. The concept of technology flagships has been essential to
facilitate and optimise this exercise of prioritisation. Five different technology flagships define the main capabilities and
competences required in the Division while maintaining a full alignment across the programme lines and products portfolio:
“Connectivity and Combat Cloud”, “Mission Management and Data Exploitation”, “Cost Efficiency and Industrial
Performance”, “Air Systems and Platforms”, and “Spacepower”.
This optimisation of the technology landscape also took into account the reinforcement of links between R&T and R&D, and
emphasised technologies reaching an “adoption” by the business and the programme lines, once the technologies reach a
maturity level that allow their industrialisation and insertion into a product.
In order to maintain a proper balance between short- and long-term technologies, part of the R&T portfolio has been ring
fenced to secure the activities focussing on strategic technologies, even if not time-critically demanded by the programmes
at this stage, under the assumption that mastering those technologies will be key to maintain Airbuscompetitive positioning
in the mid to -long term (e.g. Quantum, advanced AI applications).
In terms of the main technology achievements, we achieved significant progress across all flagships. Several deliveries for
direct insertion into products took place in the area of advanced algorithms for data exploitation and automatic processing
of information from multiple sources (mission management flagship). We also achieved the further delivery of core
technology bricks especially for the OneSat program in several areas as thermal, propulsion, avionics, (Spacepower Flagship).
In the Air Systems and Platforms flagship it is relevant to highlight the milestones achieved in the Integrated Safety Critical
Control Chain Computer technology for fighter aircraft, as well as the preparation for the CleanSky 2 Flight Test Bed
demonstration flight that will take place in the first part of 2022, being the only flight demonstration of the CleanSky 2
European Framework Programme.
Regarding the Combat Cloud and Connectivity flagship 2021’s main achievements were in the area of technology bricks and
elements that contributed to successful campaigns in Skynet 6, as well as significant progress made on the Optical roadmap
for Space, with several elements further maturing and ready for adoption and insertion into the TELEO demonstrator.
On the Cost Efficiency and Industrial performance flagship, several elements of the additive manufacturing global roadmap
achieved maturity for industrialisation to be used into products both in the space and aircraft environments, and a full set of
technology solutions was delivered to optimise and reduce time/cost in the manufacturing and industrial environment,
ranging from integration of digital solutions and tools to share data, to dedicated solutions for improved ground electrical
testing and troubleshooting.
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Finally, strong efforts were placed on reinforcing the different national eco-systems footprint in the core nations. This is
intended to maximise public-private collaboration, especially to recover from COVID crisis. This has led to an improvement
in the ecosystems, which will be further leveraged when preparing different campaigns and proposals in the European
framework, with strong emphasis on the Clean Aviation and European Defence Funds Programs.
Central Research and Technology (CRT)
CRT pioneers the future of aerospace by exploring and delivering ambitious new technologies of maximum potential impact
on Airbus future products and services. CRT operates at the junction of the Airbus core and global research excellence with
two main objectives:
- Be a technical trailblazer: explore and deliver relevant new technologies, as well as de-risk and create new opportunities.
- Prepare the skills of Airbus Tomorrow: Build internal capabilities in strategic emerging technologies and provide the relevant
expertise to internal customers for technical support and decision-making.
In 2021, CRT had 57 projects running concurrently across its domains. Highlights from these activities include the following.
- Blue Sky: A function responsible for exploring early breakthrough technologies that might change the game for the
aerospace industry. After having successfully advanced research on terminals for quantum communications, and on
materials recycling using novel biotechnologies. The function has evolved to cover a wider scope of technological and societal
factors, and focus on strategic value returns for Airbus. New clusters have been launched: Future Energies (new ways to
generate, convey and manage energy), Future Matter (manipulating matter to generate new applications), Future Brains
(new dimensions enabled by advances information capture, processing, distribution, virtualisation), and Future Links (re-
thinking the transport of people, goods and information).
- Communications: The team is pioneering novel communication system architectures and technologies for pervasive and
secure connectivity on our airborne platforms. Several projects came to their final phase this year including lab and flight
demonstrations for ultra-high speed links between flying platforms, a new wireless communication/sensing system
architecture for an aircraft cabin including remote powering and a first implementation of a many-core processor design for
highly -critical applications. Further research is ongoing to exploit quantum communication technologies to achieve
maximum security for our airborne/space-borne communication links.
- Materials: 2021 saw a further push towards new technical solutions in the areas of circular raw materials,
simulation/digitalisation in materials, advanced processing and surface technologies. These key areas will support
sustainability targets, products mission performance and competitiveness. Organic and in-organic approaches are covered.
An optimisation of the lab operational organisation was done to enable further focus on key strategic areas.
Sustainability aspects are in the centre of the activities and further ramping up. Progress on the CO2 negative carbon fibre
gives confidence that the first physical hardware will be available in 2022. Alternative recycling routes for composites are
being explored further (e.g. enzymatic recycling). Circularity for titanium materials is showing good progress and will open
new opportunities regarding eco-friendliness and optimised waste channels. A new project towards all green surface
preparation and protection has been started. Advanced materials technologies for efficient and robust hydrogen storage
solutions have been initiated and accelerated.
In the area of digitalisation of materials (from materials definition, to characterisation and analytics), the first AI based
solutions for image analytics have been handed over for divisional application. AI in material design is being pushed for the
first time to develop smart, indicative coatings. Further projects on digital twin development are progressing.
Additive manufacturing of advanced materials is progressing towards multi-material printing opportunities or robust printing
of embedded electronics in structures.
- Electrification technologies: During 2021, we made significant progress on several aspects of electrification and electric
propulsion techno bricks.
One related to electrical motor working at very high temperatures yielded improvements in material sustainability,
innovative windings and heat exchanger technologies.
Another significant step was the successful demonstration of power electronics components and systems working at
cryogenic temperatures, with a world premiere on a functional prototype of DC-DC converter immersed in liquid nitrogen.
Finally, wireless power transfer technology for aeronautic applications was demonstrated. We significantly improved the
maximum power transmitted over a few tens of centimetre air gap. This technology has a clear application for UAV battery
charging with contact.
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- Virtual product engineering: The team has investigated advanced model based systems engineering technology bricks to
support co-development of product and industrial systems, and has successfully demonstrated approaches to be handed
over to the DDMS (Digital Design Manufacturing and Services) programme for industrialisation. In addition, projects are
running to support modelling and simulation needs for future sustainable aircraft, including the use of hybrid AI techniques
to support traditional computational approaches.
- Data science: The team has concluded two projects this year. One focused on learning local communication routing policies
and improving communication protocols for heterogeneous and highly dynamic networks. Another one focused on providing
proofs of neural networks’ robustness that will be needed to certify systems embedding machine learning components. Both
projects were handed over to the relevant divisional customers and will trigger new research projects in the near future.
Ongoing projects include virtual assistance integrating decision support for manufacturing and cockpit scenarios, usage of
natural language to interact with robots and development of in-process AI to support qualified industrial processes.
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7. Airbus Strategy
7.1 Commercial leadership, value creation and profitability
2020 was an unprecedented year for the aviation industry across the globe, and 2021 became a turning point setting the
direction for both a managed recovery and the longer term transformation of aviation. The COVID-19 outbreak
demonstrated how severe and unpredictable events can impact a global business like Airbus. It also demonstrated that when
industry, customers and governments work together, it is possible both to effectively manage what can be considered as the
deepest crisis in the history of aviation, and progressively learn how to better prepare for the overall direction of travel in
the future. Another key shift happening in parallel has been acceleration in the demand for sustainability and zero emissions
targets. Addressing this challenge is, in effect, key to ensuring airlines’ continued license to operate. In this new environment,
the Airbus purpose “We pioneer sustainable aerospace for a safe and united world” is the Company’s guiding star. The Airbus
strategy is designed to set out the strategic priorities to enable the Company to deliver on this purpose.
The strategic priorities focus on the geopolitical situation, sovereignty, resilience and sustainability and are underpinned by
the leadership role that the company expects to take and which will be so important to its success.
1. continue to grow Airbus as an aerospace and defence leader;
2. leverage its roots to pursue global reach through local actions;
3. continue to invest in the future in an evolving and highly competitive environment;
4. lead the transformation of the aerospace industry while meeting the highest environmental, social and governance
standards.
1. Continue to grow Airbus as an aerospace and defence leader
Leadership today is not a guarantee for leadership tomorrow. The Company believes that its ability to win in the future will
be earned through continuous innovation, both in and around its current portfolio as well as when preparing the future
generation of products and related services. All activities must be executed to the highest quality and safety standards
possible.
1.1 Keep current portfolio young and competitive
The Company’s financial success is strongly linked to capitalising on the current commercial aircraft portfolio through
incremental improvements. Airbus estimates that all current products have a substantial upside leading to exceptional
longevity. This has been demonstrated by the New Engine Option (NEO) versions of A320 and A330 and stretch versions such
as the A321XLR, but also in smaller incremental improvements on every product. The A330neo and the A350 XWB both
deliver high levels of fuel efficiency (25% fuel consumption saving compared to previous generation aircraft), accelerated
pilot on boarding (all wide-body aircraft benefit from a common type rating making pilot training shorter, smoother and
lower cost), and comfort through the exclusive airspace cabin, setting a modern benchmark in passenger comfort and
wellbeing. Airbus aircraft are also well suited to serve freighter and VIP markets and are proven to be competitive in selected
military niches. The decision to launch the A350 Freighter version in 2021 is a typical example, setting a new standard for
airfreight efficiency. With the same logic, the helicopter portfolio is expanding through military versions of commercially
successful products. In the military field, Eurofighter has a performance today beyond customer’s initial targets through
intelligent upgrades, and remains a very strong competitor for export markets.
1.2 Pioneering for the next generation
In preparing the next generation of aircraft, the requirement for improved sustainability will be the catalyst that allows
aviation to continue to meet its larger purpose of uniting the world. The quest for zero emissions air travel will fundamentally
change aerospace. Not since the introduction of the jet engine has the industry faced such a challenge, in particular around
new energy sources. However, new certification challenges, new materials, new designs, new industrial processes and new
business models will also be assessed, which will provide sources of opportunity. In short, the Company aims to set the
standards and mature the technologies of sustainable aviation for the benefit of the environment and society at large,
delivering products that are attractive and efficient for our customers while remaining viable and feasible for Airbus.
1.3 Build advantages through a broad span within aerospace and defence
The resilience provided by a broad portfolio of products and services is essential for Airbus today and will continue to be in
the future. Most aerospace companies nurture a substantial defence and space element in their portfolio to gain synergies
and increase stability. This is also true for Airbus, with commercial aircraft, helicopters, defence, space, and security activities
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all part of the portfolio. Hence governmental, military and commercial business, products and services, fixed wing and rotary
platforms, satellites and launchers, both self- and customer-funded, are all elements which balance market variations,
provide synergies, and help to smooth investment cycles. Additionally, as digital design, manufacturing & services require
similar capabilities across aerospace segments, owning a broad portfolio delivers flexibility in resource allocation and the
reuse of investments in core capabilities. The COVID-19 crisis demonstrated the importance of having strong and
complementary helicopter, defence, space and security businesses alongside commercial aviation within the portfolio,
enhancing the resilience of the overall group.
1.4 Expand as a leader towards new territories
Urban air mobility (“UAM”) is at the forefront of a revolution to make urban mobility three dimensional in the future.
Capturing growth in new vertical take-off and landing (VTOL) and UAM markets, for both platforms and services, is a major
driver for the Company’s helicopter strategy. Airbus launched its NextGen eVTOL in 2021 for this purpose. Shaping air and
space power which integrates aircraft, unmanned systems and space assets with a cloud structure for command and control,
will revolutionise the performance of Airbus’ defence customers in future and aims to secure the Company’s long-term
presence in defence markets. In commercial aviation, the quest for climate neutral solutions will play out globally and will
drive demand for our products and services.
2. Leverage its roots to pursue global reach through local actions
Over the past 50 years, Airbus has grown from being a cooperation of national aerospace companies, in four European
countries, to a global leader in commercial aerospace with a strong foothold in helicopters, defence, space and security. The
ambition of European industrialists to work together towards a common goal of creating one leading player in commercial
aerospace was decisive to the success story of the Company. Then, as today, that European vision saw the UK as being
integral to its global success. No aerospace and defence company is more culturally and humanly diverse than Airbus. More
than 140 nationalities make up the Company’s workforce and over 20 languages are spoken at Airbus, reflecting the diversity
of its employees and customer base. This is a key strength of the Company in addressing global markets. Airbus has built on
its strong European heritage to become truly international, operating across more than 180 locations. The Company has
invested in and grown aircraft and helicopter final assembly lines across Asia, Europe and the Americas.
3. Continue to invest in the future in an evolving and highly competitive environment
The COVID-19 pandemic has required Airbus to face the deepest crisis in the Company’s history, focusing on cash
containment to ensure survival. The right combination of growth, profitability and resilience is vital to the Company’s long-
term competitiveness.
Aerospace remains a major backbone of the global economy and a vital service to people and businesses. Airbus is committed
to playing its role in ensuring that its sectors consistently deliver on their vital role in the global economy by building resilience
through having sufficient funds available to withstand the shocks; through close cooperation with stakeholders to ensure
the overall travel value chain survives; through seamless coordination along the supply chain to detect issues rapidly; and
through reinforcement of the balance sheet to continue investing in future competitiveness.
The Company believes that the way to remain attractive to investors, employees and society at large is to be at the forefront
of innovation and to be a leader in the global market. This requires discipline on both revenues and the cost base, throughout
all Airbus businesses, to gain sufficient volume and profitability to continuously drive the industry forward. Having
successfully increased revenue and profit in the years before the Covid-19 crisis, continuous improvement is essential to
further support Airbus’ resilience and prepare for future investments. As the Company delivers on its strategy as a leader
with European roots and global reach, the Company is uniquely positioned to pioneer the industry, deepen relations with its
customers, expand its role in defence, space and helicopters, while delivering shareholder value in line with market
expectations.
4. Lead the transformation of the aerospace industry while meeting the highest environmental, social and governance
standards
Aviation’s licence to grow and operate in the future is inherently linked to sustainability. Improving the environmental impact
of our day-to-day lives is at the top of agendas throughout the world. While some argue for limiting mobility, the Company
believes the solution should not hinder people’s ability to connect and unite across the world. Making the world a smaller
and more transparent place to live makes it safer and more rewarding. The ability to discover, learn, share and remain safe
are basic human needs and a guiding star for the Company. Air travel brings prosperity through the connections it makes.
One in ten jobs around the world is in the travel and tourism industry, and air travel routes are the arteries of this system.
Sufficient prosperity will be required to deliver the climate neutral transformation of industry that society demands. Hence,
the purpose of the Company is to pioneer sustainable aerospace for a safe and united world.
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The Company does not, however, operate in a vacuum. Social sustainability and good governance are integral elements in
managing the Company’s vision for a sustainable future. Airbus’ business is deeply connected with environmental, social,
and governance (“ESG”) objectives through various international standards, frameworks and initiatives.
Airbus is also a global leader in the defence sector. Defence is a crucial component of security, and security is the precondition
for a responsible and sustainable world. In this endeavour, Airbus is committed to sustainable and responsible business
practices, and maintaining the strictest legal and highest ethical standards in full compliance with international laws and
European and national export control regulations. Our defence capabilities provide countries with the means to protect their
citizens, democratic values and vital infrastructure, which is of incalculable societal value.
4.1 Lead the journey towards clean aerospace
Airbus and the industry at large must ultimately determine ways to eliminate the impact of its activities on the climate. This
must be achieved by the current generation. This is a clear expectation of the flying public and society at large. Working with
international aviation organisations, Airbus is striving to lead the industry on a strong path to the lowest climate impact
solutions as part of the industry’s commitment to the Paris Agreement.
A major focus of the Company’s sustainability strategy is reducing the CO2 emissions of its aircraft, as well as its industrial
environmental footprint at its sites worldwide and throughout the supply chain. To this end, the Company is contributing to
meeting key industry-wide environmental performance targets. As well as investing in and developing viable products that
are attractive and efficient for its customers by maturing the technologies related to sustainable aviation fuels, industrial
systems, aircraft architectures based on next generation engines, future wing and fuselage design and automation, the
Company also remains focused on maturing hydrogen ecosystems and transport and refuelling infrastructure to deliver on
its ambition to bring the world’s first zero-emission commercial aircraft to market by 2035, known as ZEROe.
4.2 Build our business on the foundation of safety and quality
Safety cannot be compromised. That’s why the number one priority for the Company is to protect and safeguard its people,
suppliers, communities, customers and assets from health and safety risks arising from the Company’s activities. This is why
fostering a safety culture which goes beyond regulatory compliance in product safety and quality, and championing a “zero-
harm” mind-set in which the Company takes responsibility for itself and others, is a core commitment of the Company’s
sustainability strategy. The Company focuses on developing rigorous safety management guidelines to ensure its long-term
competitiveness.
4.3 Respect human rights and foster inclusion
The Company’s respect for human rights is an essential part of responsible business conduct in its business activities and
throughout the value chain.
Airbus believes that everyone who works either for or with the Company, both within its business operations and the supply
chain, contributes to its continued innovation, creativity, and business success. Therefore, it’s imperative that the Company
fosters empowerment, collaborative working, inclusiveness and diversity to enable a workplace to which people can bring
their best selves. The Company ensures that its employees have access to a wealth of education and employee mobility
opportunities to grow their skills because the Company strongly believes a more educated workforce is a more empowered
workforce.
4.4 Exemplify business integrity
Business integrity is non-negotiable. As the Company’s operations reach across more than 100 countries worldwide, it has a
clear obligation to comply with laws and regulations wherever the Company operates. The Company conducts its business
ethically, based on its values, and not only in compliance with laws and regulations. Furthermore, the Company strives for a
culture of integrity in its people, partners and suppliers. In an effort to improve accountability, the Company is strengthening
its current compliance programmes with the intention of becoming a benchmark in this area. To this end, the Company has
established a dedicated Ethics & Compliance programme and organisation, ensuring that ethical and compliant behaviour is
deeply embedded throughout the Company.
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7.2 TOP COMPANY OBJECTIVES 2022
Customer
Establish ourselves as the partner of choice by building strong customer relationships through the excellence of our people,
products and services.
Operational performance
Achieve 2022 requirements on A320 Family ramp-up and prepare the future, with product safety and quality as a foundation.
Financial performance
Strengthen the Company’s financial situation and ensure competitiveness by driving a sound cost base.
People
Build an inclusive workplace for all employees, with safety at work and compliance fully embedded in our business. Ensure
that our leadership drives change and engagement.
Sustainability
Move forward on our decarbonisation ambition, engage our value chain and reduce our environmental footprint.
Enable the Future
- Grow our people competencies needed to deliver today and secure tomorrow
- Prepare our future industrial system by embracing new ways of collaborative working, built on a foundation of robust data
and digital continuity
- Develop the key decarbonisation technologies. Promote our current product portfolio while implementing our sustainability
roadmap
- Engage with external stakeholders to decarbonise aviation by accelerating the production and usage of Sustainable Aviation
Fuels (SAF)
Aiming to bring the first zero emission commercial aircraft to market by 2035.
The Company always:
- Keeps customers at the heart of what we do to deliver value and reliability;
- Considers health, safety and quality as vital to our business;
- Optimises and adheres to end-to-end processes;
- Drives change and transformation for performance and competitiveness;
- Protects business from security threats and malicious actions;
- Fosters innovation by being open-minded and creative in all we do;
- Instils a culture of inclusiveness and continuous learning;
- Speaks up, listens up, and acts with integrity and respect.
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The information contained in this Board Report will enable you to form an opinion on the situation of the Company and the
operations, which are submitted to you for approval.
For further information and detail regarding the Company's activities, finances, corporate governance and in particular risk
The Board of Directors hereby declares that, to the best of its knowledge:
- the financial statements for the year ended 31 December 2021 give a true and fair view of the assets, liabilities, financial
position and profits or losses of the Company and undertakings included in the consolidation taken as a whole; and
- this Board Report gives a true and fair view of the position as per the balance sheet date, and of the development and
performance during the 2021 financial year of the Company and undertakings included in the consolidation taken as a
whole, and the principal risks facing the Company have been described herein.
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8. Financial targets for 2022
As the basis for its 2022 guidance, the Company assumes:
No further disruptions to the world economy, air traffic, the Company’s internal operations, and its ability to deliver
products and services.
The Company’s 2022 guidance is before M&A.
On that basis, the Company targets to achieve in 2022 around:
720 commercial aircraft deliveries;
EBIT Adjusted of € 5.5 billion;
Free Cash Flow before M&A and Customer Financing of € 3.5 billion.
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The Board of Directors
René Obermann, Chairman of the Board of Directors
Guillaume Faury, Chief Executive Officer
Victor Chu, Director
Jean-Pierre Clamadieu, Director
Ralph D. Crosby, Jr., Director
Lord Paul Drayson, Director
Mark Dunkerley, Director
Stephan Gemkow, Director
Catherine Guillouard, Director
Amparo Moraleda, Director
Claudia Nemat, Director
Carlos Tavares, Director
Leiden, 16 February 2022
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