I hate breaking it this way to you, but it seems you havent read through the various press releases (independent of those from Boeing mind you) and understand the manner in which you were 'spun'.
To borrow from a popular childrens song..
"Ding Dong!..The 747X is dead!"
Boeing "shelved" it's 747-500 and -600 a few years ago, now they have shelved the 747X. Doesnt it get -any- more obvious?
Boeing's short term effort was a campaign to undercut the A380 in price, talk the market for it down, revise it's market projections a few times, and now today, they effectively canned their 747X "threat" to the A380. The 747X is effectively "histoire". In my view, the sole intent of the 747X campaign was to see how far they could be used as a pricing leverage to Airbus in the negotiation of purchases. It was a competitive 'tool' to bargain with and nothing more. Now that the A380 has settled into some sales and none for the 747X, Boeing has realized it's time to move on and market what they believe is their next hot seller.
The "Yellowstone" project (the new Mach .95 jet they have just announced) will now purportedly commence and their efforts will focus on the enhanced 747-400 (which is NOT a 747X), the 767-400 and 777LR variants. It will be interesting to see the fuel sitaution in a few years is and what the fuel consumption of the Yellowstone will be by the time it's into it's flight test phase.
The 747 is a wondrous aircraft, has done an incredible job, established mass travel worldwide and brought accessibility to air travel to bilions of people. But alas it's production lineage will -probably- end with the 747-400IGW model.
Time for a brief journey down history lane..shall we?
I wished there still was a McDonnell Douglas around, and yes I wished there still were DC-8's being made, they were tough as nails, proven in engineering and capability, a JOY to fly on -nothing like those huge windows they had on them. That plane too evolved on paper into the -original- DC-8-70 series (using souped up JT3D's -not- CFM56s that we know the DC-8-70 from the later Cammacorp/CFM conversion vintage) and even a SUPER Stretch DC-8-80 variant. But the airlines these were proposed to didnt bite because of the newer DC-10, L1011 and 747 widebodies at that time. Alas, The DC-8 ended production in the early 70's, many pundits, observers and fans of which said was well too early (considering it only started flying in 1958). The 747 has had an excellent run and proven itself very well. It's time to move on.
Just a few drachmas on this.