A multi-article spotlight on the company is the highlight of the current FI
detailing it's restructuring, business decisions, the BCA and defense arms, as well as new businesses and the Phantom Works. Phil Condit and Alan Mullally both affirm the committment to the 7E7 and deny speculation that the company has become reticent to invest in new aircraft. There's an admission from an exec that due to Boeing's beauracracy, some customers have said it's easier to do business with Airbus. A question is raised by exec. VP
of sales, Toby Bright about whether they can wait for the U.S. domestics to come back to the 757, supporting rumors of it's near-term demise. Things seem to be looking up for the 717 with much activity in the last 6 months but the 747's future is tied to recovery of Asian carriers (all talks with them now on hold) with the -400F the key player. Good articles, though I'm disappointed that they don't touch on Boeing's apparent competitive disadvantage with Airbus. Elsewhere in the issue, they touch on the 7E7's 3-day assembly plan and the large composite structures that will allow this. Also, there's an article on the engine makers plans for 7E7 powerplants. Rolls-Royce plans a 10:1 bypass ratio, P&W is thinking 11:1 and GE
is planning between 11:1 and 12:1! Wow! It also says all 3 designs are likely to be bleedless as Boeing shifts to a more electric airplane; this will make it hard for Airbus to adopt any of them for the heavier A330. And also, one MORE blurb on 747 stretch plans, this one using technology and maybe engines from the 7E7. A successor to the recent -800X study, it will be discussed with airlines over the next 2-3 years and if launched, will fly 2-3 years after the 7E7, by which time there will be a replacement market for the -400. It would be stretched to add 4 more seat rows, bumping capacity to 440-450 pax and range would be increased 500 nm over the -400ER. On that last note, here we go again!