2010考研英語閱讀精讀100篇(高分版)TEXT  NINE
　　Despite bulging order books, the mood at Airbus and Boeing is far from celebratory. Both aviation giants are moaning loudly that their production systems and supply chains are flawed, albeit for ostensibly different reasons. This week Louis Gallois, the boss of EADS, the Franco-German aerospace consortium that owns Airbus, added substance to warnings a week earlier by the planemaker's chief executive, Tom Enders, that the dollar's decline was “l(fā)ife-threatening” for the firm. Mr Gallois said it was no longer just a possibility that Airbus would have to move a large part of its production to “the dollar zone” or low-cost countries, but a certainty.

　　Airbus is already in the middle of Power8, a big restructuring plan that involves the loss of 10,000 jobs and the sale of several plants, which is meant to offset the losses caused by the delays in delivering the A380 superjumbo. But Power8 assumed that a euro was worth $1.35, not today's $1.47. Mr Gallois estimates that each 10-cent rise in the euro costs Airbus �1 billion. At present, Airbus makes 76% of its purchases within Europe, but generates over 60% of its sales elsewhere. It must now shift some production abroad.

　　Airbus is now likely to forge ahead much further. Mr Gallois suggests that when the A350 enters service in 2013, 70% of it will have been “purchased” in dollars, against 50% for the A380 and an average 24% of Airbus production today. Because Airbus insists that some of its European suppliers price in dollars that means about 50% of the A350's production will be outsourced. New aircraft, such as the A320's successor, may be made almost entirely outside the euro-zone.

　　Airbus maintains that exchange rates are not the only reason for outsourcing: it is keen to tap into composite-manufacturing expertise wherever it exists. It also insists that it will not repeat the mistakes Boeing has made with its new 787 Dreamliner, about 80% of which has been outsourced. A few weeks ago Mike Bair, the executive responsible for the 787 programme, who was recently moved sideways after mounting production delays, launched a withering attack on some of the companies recruited to build the plane. He said that in future Boeing would not entrust design work to partners who “proved incapable of doing it”, and would make suppliers build factories close to Boeing's main assembly operation, rather than flying semi-finished sections of the aircraft round the world on huge Dreamlifter transporters.

　　It is too early to conclude that the two rivals are heading in opposite directions—Boeing renouncing the global supply chain just as Airbus adopts it. Each company has its own axe to grind. Airbus needs greater flexibility, and the weak dollar provides helpful cover as it takes on its grumbling unions. Boeing, for its part, wants to shift the blame for delays to the 787 on to its partners. The logic of global outsourcing in the aerospace industry remains powerful. Whatever they may be saying now, Airbus and Boeing are more likely to converge than to diverge.

　　1. Airbus carries out Power 8 because_____

　　[A] it cannot make up the deficits caused by the dalays in delivering A380.

　　[B] it wants to move its production abroad to handle the problem of dollar’s decline.

　　[C] it has not predicted the dollar decline at the beginning.

　　[D] it wants to raise money to build new production sector in low-cost countries.

　　2. The lesson Airbus learns from Boeing’s case of 787 Dreamliner is_____

　　[A] it should not adopt outsourcing at all given its uncertainty and insecurity.

　　[B] it should not coopearte with partners in designing.

　　[C] it should not waste time in flying the semi-finished sections of the aircraft.

　　[D] it should make use of the local manufacturing expertise instead of international partners.

　　3. According to the passage, the 787 programme is delayed probably because_____

　　[A] the parteners are not incapable of building the plane.

　　[B] The suppliers are far away from the main assembly operation.

　　[C] 80% of it has been outsourced to other countries which affected efficiency.

　　[D] the executive is not qualified incapable of finding qualified partners.

　　4. The word “converge” (Line 6, Paragraph 5) most probably means_____

　　[A] unite.

　　[B] combine.

　　[C] meet.

　　[D] cooperate.

　　5. Why Airbus and Boeing are more likely to converge than to diverge?

　　[A] Boeing quits the global supply chain while Airbus adopts it.

　　[B] Both of them need to adopt greater flexibility in the working process.

　　[C] Both of them need to make their foreign purchases and outsourcing more skillful and powerful.

　　[D] Both of them have to take measures to deal with problmes caused by weak dollar.

　　篇章剖析：

　　這篇文章主要介紹了空中客車目前在生產(chǎn)和采購方面的一些新的動向和調(diào)整，也提到了波音公司的一些調(diào)整。第一段講述空中客車和波音兩大飛機公司目前在生產(chǎn)、供應(yīng)方面都面臨一些新的問題，空中客車已決定要采取海外計劃;第二段講述空中客車目前的一些問題;第三段講述空中客車將來在采購方面的計劃;第四段講述空中客車海外計劃的另外一個原因;第五段講述空中客車和波音公司雖然表面看起來采取的措施不同，但其海外采購的大方向是確定的。

　　詞匯注釋：

　　albeit conj. 雖然

　　ostensibly adv. 表面上

　　consortium n. 社團，協(xié)會

　　superjumbo n. 巨型噴氣式飛機

　　forge ahead v. 向前邁進

　　outsource v. 外部買辦，采購

　　tap into v. 接入

　　renounce v. 放棄

　　grumbling adj. 嘟嘟囔囔的, 抱怨的; 疼痛的

　　converge v. 會聚， 會合

　　難句突破：

　　(1) This week Louis Gallois, the boss of EADS, the Franco-German aerospace consortium that owns Airbus, added substance to warnings a week earlier by the planemaker's chief executive, Tom Enders, that the dollar's decline was “l(fā)ife-threatening” for the firm.

　　[主體句式] Louis Gallois added substance to warnings.

　　[結(jié)構(gòu)分析] 這是一個復(fù)合句，the boss of EADS是主語的同位語，而the Franco-German aerospace consortium that owns Airbus又是EADS的同位語;最后that引導(dǎo)的定語從句是用來修飾前面的warnings。

　　[句子譯文] 法德航天財團EADS(空中客車屬于該財團)老總Louis Galloi本周強調(diào)了一周前飛機制造首席執(zhí)行官Tom Enders的警告，指出美元的貶值對于公司造成了生命威脅。

　　(2) A few weeks ago Mike Bair, the executive responsible for the 787 programme, who was recently moved sideways after mounting production delays, launched a withering attack on some of the companies recruited to build the plane.

　　[主體句式] Mike Bair launched …

　　[結(jié)構(gòu)分析] 這是一個復(fù)合句，短語the executive…是主語的同位語，后面who 引導(dǎo)的定語從句是修飾主語的。

　　[句子譯文]負負責787項目的主管Mike Bair因為延誤了生產(chǎn)近期換到別處，幾周前他對一些已參與制造該飛機的公司進行了毀滅性的攻擊。

　　題目分析：

　　[答案] A

　　[難度系數(shù)] ☆☆

　　[分析]推理題。文章第一段指出Gallois已經(jīng)決定將一大部門生產(chǎn)放到海外，同時第二段緊接著就說空中客車已經(jīng)實施能量8計劃了，目的就是要彌補因為A380交付延誤造成的損失。那么，選項A最為符合文章內(nèi)容。B選項不是實施這一計劃的直接原因，可以排除。C選項是無中生有，而最后一個選項是該計劃的一個結(jié)果之一，而不是原因。

　　[答案]D

　　[難度系數(shù)] ☆☆☆

　　[分析]推理題。第四段中提到了波音787計劃，提到其主管指出波音公司今后不會再將設(shè)計工作交給不能勝任的合作人，還會在裝配車間旁邊直接讓供應(yīng)商建工廠以免去運輸飛機半成品部件的費用。那么可見波音在該項目中主要的問題就是這兩方面的，而本段主要是講述空中客車指出要海外采購的另外一方面原因是如果當?shù)赜兄圃旒夹g(shù)那么就直接運用該技術(shù)。從這兩方面可以看出，空中客車得到的經(jīng)驗應(yīng)該是制造方面應(yīng)利用本地資源。那么，答案D最為符合。

　　[答案]B

　　[難度系數(shù)] ☆☆☆

　　[分析]推理題。文章第四段中提到了波音787計劃，提到其主管指出波音公司今后不會再將設(shè)計工作交給不能勝任的合作人，還會在裝配車間旁邊直接讓供應(yīng)商建工廠以免去運輸飛機半成品部件的費用。那么可以推斷，延誤的主要原因可能就是這兩方面，答案A、B涉及這兩個方面，但A與原文不符，原文是合作人在設(shè)計飛機方面不能勝任，而不是制造飛機方面;B是原文提到的第二方面，符合題意，為正確答案。C和D選項可以比較容易地排除，首先相關(guān)段落沒有提到效率的問題，因此可以排除C選項。而D選項利用了文章中executive，qualified partners這些詞匯，但組成的句子卻是與原文無關(guān)的。

　　[答案]C

　　[難度系數(shù)] ☆☆☆☆

　　[分析]猜詞題。根據(jù)上下文來理解這個詞，文章最后一段提到現(xiàn)在就下結(jié)論說這兩個公司今后會向不同方向發(fā)展還為時尚早，雖然他們說法不同，但對于海外采購的態(tài)度還是肯定的，因此說它們今后更可能是向同一個方向會合而不是各自走上不同的道路。另外，從最后一句話可以大致分析，converge和diverge應(yīng)該是相反的意思，那么也可以猜出這個詞的意思應(yīng)當是“會合”，答案C最為符合。

　　[答案]C

　　[難度系數(shù)] ☆☆

　　[分析]推理題。文章最后一段提出，表面上看好像它們采取的方法會有很大不同，波音要放棄全球供應(yīng)鏈但空中巴士卻決定要采取這個方案，但每個公司故事不同，空中客車需要更大的靈活度，而波音卻是向要通過這個決定把787項目的責任轉(zhuǎn)移到合作商身上，但其實全球采購這個邏輯在這個行業(yè)還是盛行的�？梢�，它們終究還是需要進行海外采購，同時文章也指出了他們的海外采購需要有所改進，分別都要改進靈活性并且時海外采購變得更加強大。文章最后一句指出，兩個公司其實是走得更近而不是兵分兩路，也是C選項的佐證。因此，之所以說它們向一個方向會合就是在全球采購這方面而言的，因此，答案為C選項。

　　參考譯文：

　　盡管收到大量的訂單，空中客車和波音公司中卻絲毫沒有慶祝的氣氛。兩個航空巨頭都在大聲抱怨其生產(chǎn)系統(tǒng)和供應(yīng)鏈有缺陷，雖然表面上看起來其原因不同。法德航天財團EADS(空中客車屬于該財團)老總Louis Galloi本周強調(diào)了一周前飛機制造首席執(zhí)行官Tom Enders的警告，指出美元的貶值對于公司造成了生命威脅。Gallois先生表示，空中客車將其很大一部分生產(chǎn)轉(zhuǎn)移到“美元區(qū)”或低成本國家不再是一種可能，而成為了一種必然。

　　空中客車正在進行能量8計劃，這項大型重組計劃將導(dǎo)致一萬名員工喪失工作，以及出售數(shù)家工廠，目的是彌補在因延遲交付A380巨型噴氣式飛機造成的損失。但開始時能量8假定1歐元對1.35美元，而不是現(xiàn)在的1.47美元。Gallois先生估計歐元每升值10分，空中客車就要損失10億歐元。目前，空中客車75%的采購都在歐洲，但60%的銷售卻在別的地方�，F(xiàn)在它必須將一些生產(chǎn)轉(zhuǎn)移到海外去。

　　現(xiàn)在空中客車可能要往前更進一步。Gallois先生建議2013年A350進入市場后，其70%的采購將以美元進行，而目前A38050%的美元采購和空中客車平均24%的生產(chǎn)為美元采購。因為空中客車強調(diào)其歐洲供應(yīng)商必須以美元定價，也就是A350 50%的生產(chǎn)將在海外采購。新的飛機如下一代A32可能全部都要在歐元區(qū)之外的地方生產(chǎn)。

　　空中客車認為匯率并不是海外采購的唯一原因，它還希望接納復(fù)合的制造技術(shù)，無論哪里有這種技術(shù)。公司還強調(diào)不會重復(fù)波音在新的787“夢之機”上已經(jīng)犯過的錯誤，該機型80%的采購都外包出去了。負責787項目的主管Mike Bair因為延誤了生產(chǎn)近期換到別處，幾周前他對一些已參與制造該飛機的公司進行了毀滅性的攻擊。他說未來波音公司不會將任何設(shè)計工作委托給“被證明不能勝任”的合作者，也將會讓供應(yīng)商在波音主要的組裝車間旁建立工廠，而不再用大型的Dreamlifter運輸機將飛機的半成品部分進行環(huán)繞世界的運輸。

　　正當空中客車剛剛采用了全球供應(yīng)鏈時波音公司卻放棄了這種模式，但是現(xiàn)在就下結(jié)論說這兩個對手正朝兩個不同的方向發(fā)展還為時太早。每個公司都有自己的斧頭需要研磨，空中客車需要更大的靈活性，而疲軟的美元為這家受工會抱怨地公司提供了很好的掩蓋。而波音卻想將787項目延遲的責任推到其合作者身上。航空業(yè)全球外包邏輯還是非常強大的，不管空中客車和波音公司現(xiàn)在說的是什么，它們其實是在走得更近而不是兵分兩路。