At the dawn of the twenty-first century, Boeing and Airbus, the leading manufacturers of large commercial aircraft, were locked in a battle for market share that drove down prices for their new planes. At about the same time, the two industry heavyweights began developing new aircraft families to address their projected future market needs. Large commercial aircraft (generally defined as those carrying more than 100 passengers) were among the world's most complex and expensive manufactured products. A wide-body jet comprising millions of parts and nearly 200 miles of wires and tubing could be priced at $300 million or more. Design and manufacturing took up to ten years, from initial research to a finished product. The process required large numbers of highly trained and specialized workers. It also took large amounts of capital; recent aircraft programs were estimated to cost more than $13 billion. Manufacturers had to invest in extensive and highly specialized facilities and equipment and commit to high attendant fixed costs. To maximize their development investment, manufacturers created aircraft "families" that used the same airframe or body as a platform for multiple models. Within each family were aircraft that varied in numerous dimensions, the most important of which were passenger capacity and flight range--critical determinants of the airline's strategy. In October 2007, the Airbus superjumbo A380 made its first flight. The A380 carried more passengers than any other plane in history and had as a solution to increased congestion at global mega-hub airports. Four years later, the Boeing 787, a smaller long-range aircraft, was launched to serve secondary cities in a point-to-point network. When these planes made their inaugural flights, the global environment had significantly changed from when they were first planned. China and other emerging Asian economies were growing rapidly, spawning immediate and long-term demand for more aircraft. At the same time, changes to the market for air travel had created opportunities for new products. These opportunities had not gone unnoticed by potential new entrants, which were positioning themselves to compete against the market leaders. The case provides students with an opportunity to analyze the profit potential of the global aircraft manufacturing industry in 2002 and 2011. Students can also identify the actions of participants that weakened or intensified the pressure on profits within the industry.

Little more than a year had passed since Chrissy Taylor, granddaughter of the company's founder and daughter of its longest-serving CEO, had been promoted, in December 2019, to CEO of Enterprise Holdings, the parent company of Enterprise Rent-A-Car. Taylor had spent her entire career in the family-owned business, but like all Enterprise employees, she started as a management trainee at a branch office. "Just like everybody else in our upper management, I started behind a rental counter," Taylor said in an interview at the time of her promotion. "I worked my way up in various roles, learning the job by doing it: washing cars, picking up customers." She was determined to continue the legacy of her family's company, which her father famously described as being committed to three things: "listening to and satisfying our customers, creating opportunities for our employees, and achieving long-term, sustainable growth."

Within a decade, Apple twice changed its mind about where the boundaries of the firm should lie. In 2010 the company introduced an Apple-designed custom "system on a chip" (SoC) for its iPhone and iPad products, which replaced non-customized Samsung chips. Then in 2020, Apple announced that it would end its 15-year partnership with Intel and begin designing the microprocessors inside its new Mac computers. This was the second time Apple had switched microprocessors in its computers. From 1994 to 2005, Apple computers ran on IBM PowerPC microprocessors, which were incompatible with the dominant Intel x86 chip architecture. At the time, Apple had only a 4 percent share of the personal computer market. In 2005, the company announced it would switch its Mac computers to Intel chips to take advantage of Intel's industry-standard architecture and superior product roadmap, which would enable Apple to build the products it envisioned. In November 2020, Apple unveiled three Mac computers that used its new custom M1 processor. Apple's custom chip contained numerous special-purpose accelerators that enabled performance and capabilities not accessible with off-the-shelf chips. As it did when it switched to Intel microprocessors, Apple provided software emulation technology that enabled existing Intel-based apps to run on the new Macs until they were updated to work with the new Apple chips. Huawei and Samsung had developed custom SoCs for their smartphones, but no other personal computer company followed Apple's path.

Since 1989, US companies have been trying--mostly unsuccessfully--to marry the ease of ordering groceries online with the convenience of home delivery. All have learned that the combination of customer demands and logistical challenges has made it difficult to be profitable in this space. Unlike retailers of standard items (such as books), sellers of groceries had to exercise judgment when selecting fresh meat, fruits, and vegetables to satisfy consumers' tastes. Once selected, many items needed to be packed in specific ways and required timely delivery to maintain freshness and quality. In addition, the "last mile" of delivery was costly and highly variable between high-density urban customers and those in more dispersed suburban and rural communities. Customers were familiar with in-store prices and resisted paying more, a preference reinforced by Amazon and other online retailers, which had created an expectation that online prices should be the same as--or even lower than--prices in stores. In addition, customers had a strong aversion to delivery charges, even if delivery saved them time. They also much preferred the convenience of narrow time windows for delivery and had a low tolerance for mistakes.

CF Industries' products-nitrogen fertilizers-are a crucial input to making agriculture productive enough to feed the world. However, its products are undifferentiated commodities. Throughout parts of its history, CF has struggled to be consistently profitable, yet over the last decade it has been very profitable. The case provides an opportunity to examine how CF manages to create value and capture it as profits despite being in a commodity business.

Founded in 1971 and acquired by CEO Howard Schultz in 1987, Starbucks was an American success story. In forty years it grew from a single-location coffee roaster in Seattle, Washington to a multibillion-dollar global enterprise that operated more than 17,000 retail coffee shops in fifty countries and sold coffee beans, instant coffee, tea, and ready-to-drink beverages in tens of thousands of grocery and mass merchandise stores. However, as Starbucks moved into new market contexts as part of its aggressive growth strategy, the assets and activities central to its competitive advantage in its retail coffee shops were altered or weakened, which made it more vulnerable to competitive threats from both higher and lower quality entrants. The company also had to make decisions on vertical integration related to its expansion into consumer packaged goods.

An industry adage held that "there are two types of rental car companies: those that lose money and Enterprise." The company that would become Enterprise Rent-A-Car was started in 1957 in St. Louis, Missouri, by Jack Taylor. Taylor set up Enterprise offices in neighborhoods rather than at airports because he believed that Americans would welcome a local option for renting cars when their own vehicles were being repaired. In 2010 Enterprise had more than 6,000 rental locations in the United States and a fleet of 850,000 cars in service. Its parent, Enterprise Holdings (comprising Enterprise, National, and Alamo brands) accounted for nearly half of the car rental market and was more than twice the size of Hertz, the number two competitor. Enterprise's competitive advantage was the result of the combination of its practices in hiring, training, compensation, organization, customer service, IT, and fleet management, among others.