and Safran, two engine-makers, has nearly 1,000 engineers working on Rise, an open rotor-engine that does away with the cowling the covers the fan blades. Rolls-Royce and Pratt & Whitney, two other big engine-makers, are also beavering away on their own ideas. But neither engine is likely to provide the efficiency gains that Boeing is after.320 short-haul jets with composite wings that can carry larger, more efficient engines, may help—but only a bit.
The most promising something on offer is sustainable fuel, which though not fully carbon-free does emit 80% less greenhouse gas than kerosene. Such fuels are currently produced from old cooking fat, and occasionally blended in small quantities with the conventional stuff. Boeing has promised that all of its planes will be capable of running on 100% sustainable fuels by 2030.
A new plane programme that might cost up to $30bn and take ten years from launch to commercialisation would not sit well with Boeing’s aim: to resume returning money to shareholders by 2026. Airbus’s finances are healthier. But it, too, has little incentive to place a giant bet on an untested new technology with its American nemesis in no position to exert competitive pressure. As it is, the European company’s orders are already around 7,000 planes, roughly 50% bigger than Boeing’s.