7E7 May Fly With P&W, GE, R-R

Boeing's reporters' conference call on the 7E7 held a few surprises, one of which was Program VP Mike Bair's statement on motive power: "Rather than trying to decide on the engine manufacturer or manufacturers by the end of this year we're probably going to push that out into kind of the mid part of '04."

Wow. Within the last week or so, Boeing's intention to offer the plane in two (or, counting variants, three) configurations may have something to do with it; engine designs not yet public may also be holding things up. A shorter-range version may require engines from a different manufacturer than the longest-range version, for instance. Cargo or PAX? Standard or stretched?

The 7E7 is a mid-size twin jet, at any rate, aimed to replace everything from A300s to 767s, and its goal is to offer the lowest seat-mile costs and quick turnarounds. The engines are a huge part of the operating cost part of the algorithm -- fuel burn, overhaul time and cost, reliability -- every major factor is a potential deal-breaker. Still important, of course, are maintainability, accessibility, mounting systems and requirements, overall packaging size, required ancillary systems, support networks, and mechanic training; as well as monitoring, recording and telemetry, compatibility with planned technology and existing training -- can you name a humdred more? They're all important.

As Boeing plans their next generation of midsize jets, a fleet that will likely outlive most of us, each decision is going to be lived with for a long time. Why rush possibly the biggest decision, over equipment that Boeing doesn't control?

When? Boeing says you'll be flying in them in five years.

FMI: www.boeing.com