How will Boeing sell its 747 derivatives against the all-new, high-technology A3XX? Easily, according to Alan Mulally, president of Boeing Commercial Airplane Group.

For starters, commonality and familiarity. About 1,100 747s are in service today, 80% of them in the hands of just 12-14 operators, Mulally said. These airlines "know and love" the 747, and already have trained crew and logistics systems in-place. Adding a new derivative model would require little effort or investment other than the cost of the aircraft itself.

Reliability is another plus. There won't be the months and maybe years of working out the "teething" glitches common to most new aircraft. A derivative likely will fit into an airline's existing operations smoothly and efficiently.

Ease of upgrade: The 747X has the same range as the 777, which means an operator with building traffic on a 777 route can swap over to a 747X quickly and easily. Ditto the 747-400 to the bigger 747X Stretch.

Cost: As a derivative, the 747X series should have a lower price tag than the all-new A3XX, which has to amortize a $12.5 billion development bill. The 747X Stretch also will meet the seat-mile costs the A3XX is promising, Mulally said, while its trip-mile costs will be 10% less. The A3XX freighter is a 100,000 lbs heavier than the proposed 747X Stretch freighter, which should give the big Boeing cargohauler substantially lower trip- and ton-mile costs.

All told, with a 747X "you get more range, more capability for no risk," Mulally claimed. As for the A3XX's planned shopping malls and hotel-like bedrooms, "Remember to fasten your seatbelts," Mulally said.

By Paul Proctor