Boeing 787 Dreamliner - Mark Wagner [28]
But just when everyone thought they’d heard everything there was to know about the technology on the Dreamliner, Boeing would keep the surprises coming.
One totally unexpected design feature revealed in 2004 was a novel form of a common engine attachment point that would allow a different engine type to be installed within twenty-four hours. “That could offer airlines a lot of downstream flexibility and will increase the financeability of the aircraft,” commented Bair, who added that the conventional engine-airframe designs were essentially unique to each combination, inevitably impacting on asset value later in the life of the aircraft.
Meanwhile, the engine choice itself was approaching, with GE, P&W, and Rolls all submitting final bids by the end of February. The agonizing decision over the winners was announced on April 6, when GE and Rolls were announced as the victors, leaving P&W out in the cold. “It was not an easy decision; all three manufacturers provided wonderful engines, and they all have really strong relationships with the airlines. Quite frankly it was also a very close decision, but we are happy with that this represents the best value for everyone that’s going to be involved in this aircraft, from our customers to the 7E7 team,” said Bair. (See chapter 6.)
“It was a combination of all aspects,” he added, saying that airlines “were more nervous when it wasn’t clear that they’d have a choice at all, than with this decision.” Bair also unexpectedly revealed a distinctly un-Boeing naming convention for the new jet. The 7E7SR became the 7E7-3, the baseline 7E7 the 7E7-8, and the 7E7STR stretch the 7E7-9. “It’s a simpler naming structure, and it kind of makes it easier to help us finalize the seat counts,” said Bair, who explained that the basic classification was driven by range—the 7E7-3 being a 3,500 nautical miles design, and the 7E7-8 being designed for 8,500 nautical miles. The stretch 7E7-9 designation therefore was a fallout from the 7E7-8, even though its design range would be slightly less, at 8,300 nautical miles. Seating plans at this stage saw the 7E7-3 configured in three classes for about 289 to 300, while the 7E7-8 held 200 to 217, and the 7E7-9 held 250 to 257.
Meanwhile, the battle to finally launch the 7E7 was reaching a crescendo, particularly in Japan, where ANA was still the leading candidate. Airbus was determined to head off the 7E7 at the pass by proposing a notional, new wide-body design purpose-made for the short-haul market. Dubbed the A30X, the aircraft was optimized for stage lengths of 1,000 nautical miles and would be available in 2014–2015 if launched by 2009–2010, said Airbus’s irrepressible chief commercial officer, John Leahy.
The problem for Airbus was that ANA still had not issued a formal RFP for a 767 replacement, unlike JAL, which had gone through the initial stages the previous October before delaying its decision. Instead, ANA was looking at the 7E7 without an open tender, egged on by Boeing’s performance promises for both the 7E7-3 and longer-range 7E7-8. However, with its next shareholder meeting not scheduled until June 2004, no major order announcement was expected before then.
To further boost 7E7 marketability, the aircraft was designed with a standard engine interface to allow a complete change from one engine option to another within twenty-four hours. Similar to the engine interchangeability designed into the Lockheed Martin F-35 Joint Strike Fighter, it was a first for any commercial jet airliner. In reality it proved a longer exercise than first thought, taking almost four days in initial trials. Boeing’s eventual target was a six-hour change time. Mark Wagner
GO FOR LAUNCH
It was with some surprise, therefore, that Boeing quietly put the word out to journalists on the evening of the April 25 to expect a big 7E7 announcement the next day. Calling in from all over the world on the twenty-sixth, the media heard the big news that the board of directors had officially launched the 7E7 on the back of firm orders for fifty aircraft