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{{infobox Aircraft|subtemplate={{Infobox Boeing Aircraft--> |name =Boeing 787 ''Dreamliner'' |type = [Wide-body aircraft [jet airliner |manufacturer =[Boeing Commercial Airplanes |image =Image:Boeing 787 Roll-out.jpg |caption =Boeing 787 Dreamliner at roll-out ceremony |designer = |first flight = Targeted for Spring 2008 |introduction = |status = Production |primary user = |more users = |number built = |unit cost = '''787-3:''' US$146-151.5 millionhttp://www.boeing.com/commercial/prices/ Boeing Commercial Airplanes prices, retrived June 26, [.''http://www.atwonline.com/news/story.html?storyID=9337 "Boeing boosts aircraft prices 5.5% on rising cost of labor, materials"'', Air Transport World, retrieved [June 26 [.
'''787-8:''' US$157-167 million
'''787-9:''' US$189-200 million |variants with their own articles = -->

The Boeing 787 Dreamliner is a mid-sized, Wide-body aircraft, twinjet jet airliner currently in production by Boeing Commercial Airplanes and scheduled to enter service in November 2008." ANA rules out swapping delivery slots for 787." Reuters. November 12, 2006." 787's big sections may be in Everett by February." Wallace, J. Seattle Post-Intelligencer. November 7, 2006. It will carry between 210 and 330 passengers depending on variant and seating configuration. Boeing has stated that it will be more fuel efficiency than earlier Boeing airliners. It will also be the first major airliner to use composite material for most of its construction.

Until January 28, 2005, the 787 was known by the developmental designator 7E7. Early released concept images depicted a radical design with highly curved surfaces. On April 26, 2005, a year to the day after the launch of the program, the final look of the external 787 design was frozen, with a less rakish nose and a more conventional vertical stabilizer. Boeing featured its first 787 in a roll out ceremony on July 8, 2007 at its assembly factory in Everett, Washington. The first test flights are not on a fixed schedule but are expected in spring 2008 after having been planned to start earlier.

Background In the late 1990s, Boeing began considering a replacement for the Boeing 767 when sales weakened due to the competing Airbus Airbus A330. As sales of the Boeing 747-400 were also slowing, the company proposed two new aircraft: The Boeing Sonic Cruiser and the Boeing 747#747X.2FX Stretch. The Sonic Cruiser would have achieved higher speeds (approximately Mach number 0.98) while burning fuel at the same rate as the existing 767 or A330. The 747X, competing with the Airbus A380, would have lengthened the 747-400 and improved efficiency by using a composite Supercritical airfoil.

, a proposed replacement for the 767.

Market interest for the 747X was tepid, but the Sonic Cruiser had brighter prospects. Several major airlines in the United States, including Continental Airlines, initially showed enthusiasm for the Sonic Cruiser concept, although they also expressed concerns about the operating cost. By decreasing travel time, they would be able to increase customer satisfaction and aircraft utilization.

The September 11, 2001 attacks upended the global airline market. Airlines could not justify large capital expenditures and increased petroleum prices made them more interested in efficiency than speed. The worst affected airlines, in the United States, were considered the most likely customers of the Sonic Cruiser. Boeing offered airlines the option of using the airframe for either higher speed or increased efficiency, but the high projected airframe costs caused demand to slacken further. Boeing canceled the 747X once Airbus launched production of the Airbus A380, and switched tracks by offering an alternative product, the 7E7.

On April 26, 2004, the Japanese airline All Nippon Airways (ANA) became the launch customer for the 787, then still known as the 7E7, by announcing a firm order for 50 aircraft to be delivered at the end of 2008. ANA's order included thirty 787-3, 290–330 seat, one-class domestic aircraft, and twenty 787-8, long-haul, 210–250 seat, two-class aircraft for regional international routes such as Tokyo Narita–Beijing. The aircraft will allow ANA to open new routes to mid-sized cities not previously served, such as Denver, Colorado and Montreal, Quebec. As is common for launch customers, ANA is rumored to have received a discount of 40–50% from list price.



Early concept images of the 787 included rakish cockpit windows, a dropped nose and a distinctive "shark-fin" vertical stabilizer. The final styling of the aircraft was more conservative, the fin appearing visually similar to those of aircraft currently in service. The nose and cockpit windows were also changed to a more conventional form.

The 787-3 and 787-8 will be the initial variants with the 787-9 entering service in 2010, despite industry rumors that it would be delayed as orders for the 787-3 and 787-8 sold out early production.

Boeing initially priced the 787-8 variant at US$120 million, a low figure that surprised the industry, and it has since been increased twice. As of 2007, the list price was US$146–151.5 million for the 787-3, US$157–167 million for the 787-8 and US$189–200 million for the 787-9." Commercial airplane - jet prices." Boeing.

Customer-announced orders and commitments for the 787 reached 237 aircraft during the first year of sales, with firm orders numbering 677 by the 787's premiere on July 8, 2007 and well before entry into service (EIS)." Boeing's 787 Dreamliner Surpasses 500 Customer Orders in under Three Years." Boeing press release. April 3, 2007. This makes the 787 the fastest-selling wide body airliner ever before Entry Into Service." Boeing/McDonnell Douglas Orders and Deliveries." Boeing. 47th International Paris Air Show 2007: 787 Progress Report. Mike Bair, Vice President and General Manager, 787, Boeing Commercial Airplanes. June 19, 2007." Corporate Information - Orders and Deliveries." EADS Airbus.

Development

The replacement for the Sonic Cruiser project was dubbed the 7E7 (with a development code name of Y2.) The "E" was said to stand for various things, depending upon the audience. To some, it stood for "efficiency", to others it stood for "environmentally friendly". In the end, Boeing claimed it merely stood for "Eight", after the aircraft was eventually rechristened "787". A public naming competition was also held, for which out of 500,000 votes cast online the winning title was Dreamliner.



The 787 uses the same technology proposed for the Sonic Cruiser in a more conventional configuration (see #Features). Boeing claims the 787 will be at least 20% more fuel-efficient than current competing aircraft. One third of the efficiency gain will come from the engines, another third from aerodynamic improvements and the increased use of lighter weight composite materials and the final third from advanced systems. The most notable contribution to efficiency is the electric architecture which replaces bleed air and hydraulic power with electrically powered compressors and pumps. Technology from the Sonic Cruiser and 787 will be used as part of Boeing's project to replace its entire airliner product line, an endeavor called the Boeing Yellowstone Project (of which the 787 is the first stage).

Boeing selected two engine types, the General Electric GEnx and Rolls-Royce Trent 1000, to power the 787, both placed in podded engines. Significantly, this leaves Pratt & Whitney, which normally has an entrant in the market, unable to offer one of its engines to 787 customers. According to UTC CEO George David, Pratt & Whitney "couldn't make the business case work for that engine."" Rolls-Royce At Your Service." BusinessWeek. November 14, 2006. Also, according to industry sources, Boeing may have wished to rely on evolved versions of existing engines rather than the higher-risk option of an all new engine from Pratt & Whitney. For the first time in commercial aviation, both engine types will have a standard interface with the aircraft, allowing any 787 to be fitted with either a GE or Rolls-Royce engine at any time. Engine interchangeability makes the 787 a more flexible asset to airlines, allowing them to change easily from one manufacturer's engine to the other's if required. The engine market for the 787 is estimated at US$40 billion over the next 25 years. The launch engine for all three current 787 variants is the Rolls-Royce Trent 1000. Airbus has offered the competing Airbus A350 powered by a development of the Rolls Royce Trent turbofan, the Rolls Royce Trent#Trent XWB.

The launch of a new airliner can be expected to draw scathing comments from competitors, Boeing's doubt over the Airbus A380 and Airbus's mocking of the Sonic Cruiser being recent examples. The 787 is no exception as Airbus's John Leahy attempted to refute all of Boeing's claims. Leahy openly criticized the large-scale use of composites in the 787's fuselage as being "rushed and ridiculous". Despite this criticism, Boeing built and tested the first composite section while examining the Sonic Cruiser concept nearly five years ago," Boeing Testing Sample Sonic Cruiser Fuselage." Boeing. making the 787 a significantly refined product." Development Work on Boeing 787 Noses Ahead." Boeing. July 13, 2005.



The 787 underwent wind-tunnel testing at Boeing's Transonic Wind Tunnel, QinetiQ's five-meter wind tunnel at Farnborough Airfield, UK, and NASA Ames Research Center's wind tunnel, as well as at the French aerodynamics research agency, ONERA. Since its inception in 2004, the 787 has had research and development costs ranging from $10-12 billion+ USD.

Boeing has stated it is likely to develop a "stretched" version, the 787-10, with seating capacity between 290 and 310." Everett work force for 787 pegged at 1,000." Wallace, J. Seattle Post-Intelligencer. December 22, 2005. This proposed model is intended to compete with the planned Airbus Airbus A350. The 787-10 would supersede the Boeing 777-200ER in Boeing’s current catalog and could also compete against the Airbus Airbus A330 and Airbus A340. Emirates Airlines and Qantas have shown interest in such a variant that would enter service in 2013. This variant has not yet been officially launched by Boeing but Mike Bair, head of the 787 Program, has stated that "It's not a matter of if, but when we are going to do it... The 787-10 will be a stretched version of the 787-9 and sacrifice some range to add extra seat and cargo capacity."" Boeing to Build Stretch 787 Jet," The Wall Street Journal, March 27, 2006.

In order to speed delivery of the 787's major components, Boeing has modified three Boeing 747 purchased from Chinese and Taiwanese airlines. Called the Dreamlifters, these widened airplanes can house the wings and fuselage of the 787, as well as other smaller parts. As the major components are pre-assembled before delivery to the final assembly plant, final construction time is reduced to only three days. This is less than a fourth of the time traditionally needed for Boeing's final assembly process.

Boeing premiered the first 787 on July 8 2007, which matches the aircraft's designation in the US-style month-day-year format (7/08/07).

An important milestone in the launch of the 787 was the certification of the Rolls-Royce plc Rolls-Royce Trent#Trent 1000 on August 7, 2007 by both European and US regulators. European and US regulators certify Trent 1000 for Boeing 787 The engine has 7 different variants and 500 orders have already been placed. It is the first engine to be certified for use on the Boeing 787.

Description Features The 787 features lighter weight construction. Its materials (by weight) are: 50% composite material, 20% aluminium, 15% titanium, 10% steel, 5% other. Composite materials are significantly lighter and stronger than traditional aircraft materials, making the 787 a very light aircraft for its capabilities. By volume, the 787 will be 80% composite. Each 787 contains approximately 35 tonnes of carbon fiber reinforced plastic, made with 23 tonnes of carbon fiber.

The longest range 787 variant can fly 8,000 to 8,500 nautical miles (14,800 to 15,700 km), enough to cover the Los Angeles to Bangkok or New York City to Taipei routes. It will have a cruise speed of Mach number 0.85 Boeing 787 program background, Accessed 2007-05-04. (561 mph, 903 km/h at typical cruise altitudes).



The 787 will seat 240 in two-class domestic configuration, with 46 in (116.8 cm) first-class pitch and 34 in (86.4 cm) coach class. 296 passengers can be seated in a high density 3+2+3 coach arrangement with 36 in (91.4 cm) Business and 32 in (81.3 cm) Coach pitch. Up to 234 passengers may be seated in a three-class setup that uses 61 in (154.9 cm) pitch in First Class (2+2+2 or 2+1+2), 39 in (99 cm) pitch for Business (2+3+2 or 2+2+2) and 32 in (81.3 cm) for Coach (2+4+2).{{cite web ], 2005. The 787's interior cabin width is a full 15 in (38 cm) greater than that of the Airbus A330 and A340, Airbus A330 and A340 family specifications but 5 in (13 cm) narrower than the proposed Airbus A350. Airbus - A350 XWB Xtra comfort For economy class in 2+4+2 or 3+2+3 arrangements, seat-bottom widths will be 18.5 in (47 cm), comparable to that found on the Boeing 777. For 3+3+3 seating, the seat widths would be approximately 17.2 in (43.7 cm), the same as those found on the Boeing 737. The vast majority of airlines are expected to select the 3+3+3 configuration on the 787. Aerospace Notebook More seats sought on 787, James Wallace Seattle-PI February 22, 2006

The cabin windows are larger than others currently on in-service civil air transport (27 cm by 47 cm), with a higher eye level, so passengers can see the horizon, with Electrochromism-based "auto-dimming" to reduce cabin glare and maintain transparency. These are to be supplied by PPG Industries." Qantas deal sees launch of 787-9." Norris, G. Flight International. December 20, 2005. Light-emitting diode (LED) cabin lighting (three color) will be used instead of fluorescent tubes, allowing the aircraft to be entirely 'bulbless' and have 128 color combinations.

A version of Ethernet—Avionics Full-Duplex Switched Ethernet (AFDX) / ARINC 664—will be used to transmit data between the flight deck and aircraft systems. The flight deck features LCD multi-function displays, all of which will use an industry standard GUI widget toolkit (Cockpit Display System Interfaces to User Systems / ARINC 661)." What is ARINC 661?" Web archive of Engenuity Technologes page. The Lockheed Martin Orion (spacecraft) will use a glass cockpit derived from Rockwell Collins's 787 flight deck. Like other Boeing airliners, the 787 will use a yoke (aircraft) instead of a sidestick.

The internal pressure will be increased to the equivalent of 6000 feet (1800 m) altitude instead of the 8000 feet (2400 m) on conventional aircraft. According to Boeing, in a joint study with Oklahoma State University, this will significantly improve passenger comfort." Boeing Unveils 787 Dreamliner Flight Deck." Boeing press release. August 31, 2005. Higher humidity in the passenger cabin is possible because of the use of composites (which do not corrode). Cabin air is provided by electrically driven compressors using no engine bleed air. An advanced cabin air-conditioning system provides better air quality: Ozone is removed from outside air; HEPA filters remove bacteria, viruses and fungi; and a gaseous filtration system removes odors, irritants and gaseous contaminants.

Bleed-air turbofans allow the elimination of superheated air conduits normally used for de-icing, aircraft power, and other functions. These systems are to be replaced by an all-electrical system.

An Active Gust Alleviation system, similar to the system that Boeing built for the B-2 Spirit bomber, improves ride quality. Boeing, as part of its "Quiet Technology Demonstrator 2" project, is experimenting with several engine noise-reducing technologies for the 787. Among these are a redesigned air inlet containing sound-absorbing materials and redesigned exhaust duct covers whose rims are tipped in a toothed pattern to allow for quieter mixing of exhaust and outside air. Boeing expects these developments to make the 787 significantly quieter both inside and out.

Boeing engineers designed the 787 interior to better accommodate persons with mobility, sensory and cognitive disabilities. For example, a 56-inch by 57-inch convertible lavatory includes a movable center wall that allows two separate lavatories to become one large, wheelchair-accessible facility.

Production .

Boeing manufactures the 787's tail fin at its plant in Frederickson, Washington, the ailerons and flaps at Boeing Australia, and fairings at Boeing Canada Technology. For its entire history, Boeing has guarded its techniques for designing and mass producing commercial jetliner wings. For economic reasons, the wings are manufactured by Japanese companies in Nagoya, e.g. Mitsubishi Heavy Industries; the horizontal stabilizers are manufactured by Alenia Aeronautica in Italy; and the fuselage sections by Vought in Charleston, South Carolina, South Carolina (USA), Alenia Aeronautica in Italy, Kawasaki Heavy Industries in Japan and Spirit AeroSystems, Inc., in Wichita, Kansas (USA). "Boeing 787: Parts from around world will be swiftly integrated". Gates, D. The Seattle Times, September 11, 2005.



The passenger doors are made by Latecoere group (France) and the cargo doors, access doors and crew escape door are made by Saab (Sweden). Japanese industrial participation is very important to the project, with 35% work share, with many of the subcontractors supported and funded by the Japanese government. Boeing’s Diffusion of Commercial Aircraft Design and Manufacturing Technology to Japan On April 26 2006, Japanese manufacturer Toray Industries and Boeing announced a production agreement involving $6 billion worth of carbon fiber. The deal is an extension of a contract signed in 2004 between the two companies and eases some concerns that Boeing might have difficulty maintaining its production goals for the 787.

From France, Messier-Dowty builds the landing gear and Thales Group supplies the integrated standby flight display and electrical power conversion system.

Honeywell and Rockwell-Collins provide flight control, guidance and other avionics systems, including standard dual head up guidance systems. Future integration of forward-looking infrared is being considered by Flight Dynamics allowing improved visibility using thermal sensing as part of the HUD system, allowing pilots to "see" through the clouds.

Connecticut (USA)-based Hamilton Sundstrand provides power distribution and management systems for the aircraft, including manufacture and production of Generator Control Units (GCUs) as well as integration of power transfer systems that can move power from the Auxiliary Power Unit (APU) and the main engines to the necessary parts and machinery of the aircraft. Cold weather test of the APU took place in Alaska.

The final assembly consists of attaching fully completed subassemblies," Boeing Unveils 787 Final Assembly Factory Flow." Boeing. December 6, 2006. instead of building the complete aircraft from the ground up. This is a technique that Boeing has previously used on the Boeing 737 program, which involves shipping fuselage barrel sections by rail transport from Spirit's Wichita, Kansas, Kansas facility to Boeing's narrowbody final assembly plant in Renton, Washington, Washington. After stiff competition, Boeing announced on December 16, 2003 that assembly would take place in Everett, Washington, employing 800 to 1,200 people. The 787 production line is expected to finish assembly on an aircraft in as little as three days, compared with 11 days for the 737.



The first composite fuselage section rolled out in January 2005 and final external design was set in April 2005. On June 30, 2006 Boeing celebrated the start of major assembly of the first 787 at Fuji Heavy Industries' new factory in Handa, Japan, near Nagoya." Major Assembly of First Boeing 787 Dreamliner Starts." Boeing press release. June 30, 2006.

Boeing intends to deliver 118 aircraft during the first 18 months of production. Because of customer demand, Boeing is currently considering whether to increase production, if the production capacity of suppliers allows. "Boeing may need 10 Dreamliner fuselages a month." Gunsalus, J. Bloomberg News Seattle Post-Intelligencer. March 6, 2007]

On December 6, 2006, Boeing conducted a "virtual rollout" of the 787. Unlike a traditional rollout (which occurred later), it took place without a physical airframe present. Taking computer aided design beyond the aircraft itself, Boeing modeled the manufacturing process, step-by-step and end-to-end, in software. The virtual rollout is intended to discover production issues prior to assembly of the first airframe, when they are cheaper to fix." Virtual rollout of the 787." Wallace, J. Seattle Post-Intelligencer. December 7, 2006.

On January 12, 2007, first major assemblies, forward fuselage, center wing and center wheel well built by Fuji Heavy Industries and Kawasaki Heavy Industries were shipped on Boeing 747 Large Cargo Freighter from Nagoya, Japan. They were delivered to Global Aeronautica in Charleston, South Carolina on January 15." Boeing Closer to Assembling First 787 Dreamliner." Boeing press release. January 12, 2007.

On February 15, 2007, the first production nose section (Section 41) was unveiled at Spirit AeroSystems in Wichita, Kansas. This was the first production nose section, used in the first complete flight-test 787 and represents those used in all subsequent production 787s. It encompasses the cockpit area, nose landing gear well and the forward-most section of the passenger area. The section is oval-shaped (as is the entire fuselage) and is 21 feet (6.4 m) in height, 19 feet (5.74 m) in width and 42 feet (12.8 m) in length.

On March 14, 2007, the first production vertical tail fin was rolled out at Boeing's Composite Manufacturing Center in Frederickson, Washington." Boeing Rolls Out First 787 Vertical Fin" Boeing press release. March 14, 2007. On April 16, the first production all-composite nose-and-cockpit section was rolled out at Spirit Aerosystem's plant in Wichita, Kansas." Dreamliner sticks its nose out in public" Seattle Times article. April 16, 2007. The 747-400 LCF Dreamlifter delivered the first horizontal stabilizer manufactured by Alenia Aeronautica at its facility in Grottaglie, Italy to Everett on April 24. " Alenia Aeronautica Delivers the First Boeing 787 Dreamliner Horizontal Stabiliser" Finmeccanica Inc. News. April 24, 2007.

On May 8, 2007, Vought rolled out completed rear Sections 47 and 48 from its factory in Charleston, SC." Vought Completes, Delivers First Boeing 787 Aft Fuselage" Vought press release. May 11, 2007. The sections were flown via the Dreamlifter to Everett, arriving on May 11 along with the all-composite forward section (section 41) manufactured by Spirit AeroSystems." Fuselage Sections for Boeing 787 Dreamliner Delivered to Everett" Boeing press release. May 11, 2007.

Mitsubishi Heavy Industries Ltd. shipped the first 787 carbon-fiber wings from its factory in Nagoya, Japan to Boeing's main assembly plant in Everett on May 15, 2007." Boeing's First Wing for 787 Arrives From Japan in May" Suga, Masumi and Johnson, Nicolas. Bloomberg. April 24, 2007." Wings for Boeing 787 Dreamliner Delivered to Everett" Boeing press release. May 15, 2007.



The Dreamlifter delivered the final major assembly, the integrated midbody fuselage, to Everett on May 16." Final Major Structure for Boeing 787 Dreamliner Delivered to Everett" Boeing press release. May 16, 2007. Final assembly began on May 21 in Everett, Washington." Final Assembly Begins on First Boeing 787 Dreamliner" Boeing press release. May 21, 2007. Rolls-Royce shipped the first pair of Trent 1000 engines from their Derby, UK facilities on schedule on June 7 for installation on the Boeing 787.{{cite news ] |date= June 7, 2007 ], 2007 LN1/ZA001 had finished major assembly and was towed to the paint hangar in the early morning.

Boeing started construction of a second 787. This one will be used for static testing and will not be flown. It will not be built with engines or horizontal stabilizers. Also, Boeing has stated reluctance in breaking the composite wing during the test, which would require an expensive cleanup afterwards. Must 787 tests break the wing? by James Wallace Seattle-PI May 25, 2007

On August 10, 2007 Boeing spokeswoman Yvonne Leach said that the date of the first flight may slip, "That date could move into fall as we proceed to do all the work in front of us." Leach cited many factors that could delay the first flight, including final assembly, avionics integration, along with the completion of software, hydraulic, electronic and other systems. The first flight also depends on the outcome of structural testing on the second plane on the assembly line.

On August 20, 2007, Hamilton Sundstrand stated that it had delivered its first two cabin air conditioning packs to Boeing for the initial flight-test of the 787 Dreamliner.

The current production goal for Boeing is to produce around 112 aircraft in 2008 and 2009, on average one per 3 days, while almost doubling production in 2010 to 10 aircraft a month. A United Kingdom electronics company however is talking with Boeing about possibly increasing production to up to 16 a month. Boeing 787 production could reach 16 a month 6 August, 2007

787 deliveries are planned to be delayed by 6 months. A three month delay was forcasted on September 5, 2007, citing a shortage of fasteners and rivets and incomplete software. Boeing Delays 787's First Flight to November-December 5 September, 2007 An additional three month delay, six months in total, was announced on October 10, 2007. The target for first flight is now the second quarter of 2008, with deliveries beginning in December. Boeing cited problems with its foreign and domestic supply chain in explaining the delay, especially the ongoing fastener shortage, the lack of documentation from overseas suppliers, and continuing delays in the flight guidance software provided by Honeywell. Less than a week later, the 787 program manager was replaced although the delivery delays were not cited as a reason for the change. http://www.nytimes.com/2007/10/17/business/17boeing.html?_r=1&oref=sloginm

Technical concerns Engine interchangeability The two types of engines compatible with the 787 will use a standard electrical interface, potentially allowing any aircraft to be fitted with Rolls-Royce or GE engines at any time. This flexibility will allow an airline to switch from one manufacturer to the other in the event of technological developments that conform more closely to their operating profile. Boeing's goal is to make changing engine types as simple as a standard same-manufacturer replacement.

According to International Lease Finance Corporation's Vice President of Marketing, Marty Olson, changing engine types on a 787 could take as long as 15 days and so be economically infeasible. "You'd have to take all the pylon, everything from the wing down, off" Olson said. He went on to complain that Boeing is still promoting the 24 hours change in spite of promises to alter their marketing. Current aircraft can have engines changed to those of a different manufacturer but this rarely happens due to the costs involved. Boeing's response is that the design is not yet finalized and 24 hours remains their goal." 787 Isn't Meeting 24hour-Engine Change Promo, lessor says." Leeham Co. LLC. July 18, 2005.

Composite fuselage

The 787's composite material fuselage makes it the first composite airliner in production. While the Boeing 777 contains 50% aluminium and 12% composites, the numbers for the new airplane are 15% aluminum, 50% composite (mostly carbon fiber reinforced plastic) and 12% titanium. Each fuselage barrel will be manufactured in one piece, and the barrel sections joined end to end to form the fuselage. This will eliminate the need for about 50,000 fasteners used in conventional airplane building. According to the manufacturer the composite is also more durable, allowing a higher cabin pressure during flight compared to aluminum. It was suggested by many that the risks of having a composite fuselage have not been fully assessed and should not be attempted. It was also added that carbon fiber, unlike metal, does not visibly show cracks and fatigue and repairing any damage done to the aircraft would not be easy. "The 787 Encounters Turbulence." BusinessWeek. June 19, 2006. Boeing has dismissed such notions insisting that composites have been used on wings and other passenger aircraft parts for years and they have not been an issue. They have also stated that special defect detection procedures will be put in place to detect any potential hidden damage. "Airbus to use composites." Wallace, J. Seattle Post-Intelligencer. January 10, 2006.

In 2006, Boeing launched the 787 GoldCare program. This is an optional, comprehensive life-cycle management service whereby aircraft in the program are routinely monitored and repaired as needed. This is the first program of its kind from Boeing: Post-sale protection programs are not new, but have usually been offered by third party service centers. Boeing is also designing and testing composite hardware so inspections are mainly visual. This will reduce the need for ultrasonic and other non-visual inspection methods, saving time and money. "Boeing coining plan for composite parts", Johnsson, J. Chicago Tribune, September 2, 2007.

According to Boeing Vice President Jeff Hawk, who heads the effort to certify the 787 for airline service, a crash test involving a vertical drop of a partial fuselage section from about 15 feet onto a one inch-thick steel plate went ahead as planned August 23, 2007 in Mesa, Arizona. Boeing spokeswoman Lori Gunter stated on September 6, 2007 that results matched what Boeing's engineers had predicted. As a result the company can model various crash scenarios using computational analysis rather than performing more tests on actual pieces of the plane.{{cite web]--> However, it has also been suggested that in the event of a crash landing, survivable in a metal plane, the composite fuselage could shatter and burn with toxic fumes. "Fired engineer calls 787's plastic fuselage unsafe" September 18, 2007.

Weight issues Boeing had been working to trim excess weight since assembly of the first airframe began in 2006. This is typical for new aircraft during their development phase. The aircraft is first designed on computers and an empty weight is promised to customers to ensure fuel efficiency and payload obligations. However, upon assembly, some parts may be manufactured with minor variances that multiply dramatically if the part is used frequently.

The first six 787s, which are to be used as part of the test program, will be overweight according to Boeing Commercial Airplanes CEO Scott Carson. After the flight test program, these aircraft will be delivered to airline customers All Nippon Airways, Northwest Airlines and Royal Air Maroc at speculated deeper than usual discounts. Boeing to deliver test 787s to its customers Financial Times: July 6, 2007 The seventh and subsequent aircraft will be the first optimized 787s and are expected to meet all goals. Boeing has redesigned some parts and made more use of titanium. The weight reduction program has been a success but was completed too late for the changes to be incorporated into line numbers 1-6.

First flight & delivery delays As of October 2007, the 787 has had several delays to its first flight. Boeing originally planned for a first flight on August 27, but this was later moved back to September/October, and then November/December 2007. The first test aircraft was unveiled on July 8, 2007 with many parts being attached with non-aerospace fasteners, requiring the aircraft to be partly disassembled to replace with flight fasteners afterwards. It is also understood that the airplane's major systems and cockpit have not yet been installed, and the planned date for the initial 'power up' is not set at this time. Boeing announced in October that 787 deliveries would be delayed by six months with the first flight targeted for spring 2008, and deliveries beginning in December 2008. Boeing cited problems completing assembly of the first airplanes.

Variants

There are three variants of the 787 and all launched at the same time in 2004. The 787-8 will enter service in 2008. The 787-3 will enter service next in 2010. The last to enter service will be the 787-9 in 2010.

787-3 This will be a 223 seat (three class) or 296 seat (two class) short-range version targeted at high-density flights, with a range of 2,500 to 3,050 nautical miles (4,650 to 5,650 km) when fully loaded. It is designed to replace the Airbus A300, Boeing 757-300, Boeing 767. The 787-3's intended entry into service is 2010. This model is limited in its range, not by fuel capacity but by a low maximum take-off weight of 360,000 lb (163,290 kg). It currently has the same fuel capacity as the 787-8. Actual range is calculated by the remaining available weight capacity for the fuel after the aircraft weight and payload is subtracted from the Maximum Take-Off Weight (MTOW). With a full load of passengers and cargo, it will be limited by the amount of fuel it can take on board. This is an advantage on shorter, high-density routes especially those separated by water such as Tokyo to Shanghai, Osaka to Seoul or London to Berlin. Many airports charge landing fees depending on the weight of the aircraft, thus an airliner rated at a lower MTOW would pay lower fees.



The 787-3's wing will be different from the other versions. It will use large Wingtip device#Winglet instead of Wingtip device#Raked wingtip used on other variants. This decreases the wingspan and the aircraft weight. The wing will be the same except for the last 13 feet" The Boeing 787 Dreamliner: More Than Just an Airplane." Nielson, D. Boeing. May 17, 2005. outboard of the ailerons. Due to the decrease in weight, winglets provide better efficiency over short distances than raked wingtips. The 787-3 having a MTOW considerably lower than the -8 variant does not need the lift the extra span provides. A lower than optimal wing loading decreases efficiency. The twenty-six feet wingspan reduction also enables the -3 to use gates reserved for medium sized planes.

Thirty years ago it was common to fly from New York to Los Angeles in a Boeing 747. Typically, four or five flights occurred per day, one per major airline. With deregulation, more and more airlines joined the route. Overcapacity has led to airlines using ever smaller planes. Now there are around 47 direct flights per day mostly on Boeing 737 or Airbus A320 or reconfigured Boeing 757s and Boeing 767-200s between the two cities, with each flight usually carrying around 100-160 passengers (70% load factor). This has led to higher congestion and more pollution. This same phenomenon is occurring in Asia, Europe, and South America. With the proliferation of Open skies, numerous airlines have been started in countries like Brazil, India, China, and throughout Europe. These start-ups have placed more pressure on capacity on trunk routes and have encouraged the usage of ever smaller planes between very large cities. Routes like São Paulo to Buenos Aires, Berlin to Paris, Mumbai to Calcutta are now increasingly being served by single aisle planes when larger ones would be more logical in terms of air traffic congestion. Boeing believes that the pendulum has swung too far and the future of aviation between very large (but close) cities of five million or more would stabilize around the capacity level of the 787-3. It also believes legacy carriers that want to battle with low cost airlines can use this plane with twice the capacity of a single aisle craft but less than twice its operating cost (fuel, landing fees, maintenance, number of flight crew, airspace fees, parking fees, gate fees, etc.). Boeing sees the 787 family as a game changer with this variant as the most unique of the three.

Regions such as India and East Asia, where large population centers are in close proximity, can make good use of the 787-3. Approximately 3.1 billion people live within the range of the 787-3 if used in India or China. The 787-3's efficiency may offset the higher landing fees and acquisition costs (compared to a single-aisle plane) and make it useful on such routes. A 3,050 nm (5,600 km) range, or flight time of roughly six hours, is sufficient to connect many major cities and improve comfort and efficiency. The 787-3 is not a replacement for single aisle planes, but can relegate them to cities with fewer than 2 million people.

To date, however, only Japanese airlines have ordered this model for routes within East Asia.

787-8 This variant is similar to the 787-3 with the exceptions of longer wings with Wingtip device#Raked wingtip for long-range efficiency and a substantially longer range of 7,650 to 8,200 nautical miles (14,200 to 15,200 km). The 787-8 seats 223 passengers in three classes. The variant will be the first of the 787 line to enter service in 2008. Boeing is targeting the 787-8 to replace the Boeing 767#767-200 and Boeing 767#767-300. It is also a replacement for the Airbus A310.

787-9 This will be a "stretched" variant, seating 263 in three classes with a range of 8,000 to 8,500 nautical miles (14,800 to 15,750 km). The targeted entry into service (EIS) is set for 2010." Aerospace Notebook: New 787 is taking off." Wallace, J. Seattle Post-Intelligencer. April 27, 2005. Boeing is targeting the 787-9 to compete with Airbus's Airbus A330 and Airbus A340 and to replace their own Boeing 767#767-400ER. This variant is identical to the 787-8 except for structural strengthening, the lengthened fuselage and a higher fuel capacity. The 787-9 also has a slightly wider wingspan compared to the 787-8. Each wingtip has been further extended by three feet. When first launched, it had the same fuel capacity as the other two variants. These differences meant higher weight and resulted in a slightly shorter range than the 787-8. After further consultation with airlines, design changes were incorporated to add a forward tank to increase its fuel capacity. It will have a longer range and a higher maximum take-off weight (MTOW) than the other two variants. The -9 will be able to fly non-stop from New York to Manila or from Moscow to São Paulo and will have the lowest Available seat miles of the three 787 variants.

Early sales of this variant were limited by its 2010 entry into service. The 787-8's smaller size and earlier entry date were attractive to most airlines and led to the 787-8 receiving the most orders. With the first four years of production completely sold out, airlines have begun weighing the option of the 787-8 against the 787-9 since either one can be delivered after 2010. Analysts speculat {{infobox Aircraft|subtemplate={{Infobox Boeing Aircraft--> |name =Boeing 787 ''Dreamliner'' |type = [Wide-body aircraft [jet airliner |manufacturer =[Boeing Commercial Airplanes |image =Image:Boeing 787 Roll-out.jpg |caption =Boeing 787 Dreamliner at roll-out ceremony |designer = |first flight = Targeted for Spring 2008 |introduction = |status = Production |primary user = |more users = |number built = |unit cost = '''787-3:''' US$146-151.5 millionhttp://www.boeing.com/commercial/prices/ Boeing Commercial Airplanes prices, retrived June 26, [.''http://www.atwonline.com/news/story.html?storyID=9337 "Boeing boosts aircraft prices 5.5% on rising cost of labor, materials"'', Air Transport World, retrieved [June 26 [.
'''787-8:''' US$157-167 million
'''787-9:''' US$189-200 million |variants with their own articles = -->

The Boeing 787 Dreamliner is a mid-sized, Wide-body aircraft, twinjet jet airliner currently in production by Boeing Commercial Airplanes and scheduled to enter service in November 2008." ANA rules out swapping delivery slots for 787." Reuters. November 12, 2006." 787's big sections may be in Everett by February." Wallace, J. Seattle Post-Intelligencer. November 7, 2006. It will carry between 210 and 330 passengers depending on variant and seating configuration. Boeing has stated that it will be more fuel efficiency than earlier Boeing airliners. It will also be the first major airliner to use composite material for most of its construction.

Until January 28, 2005, the 787 was known by the developmental designator 7E7. Early released concept images depicted a radical design with highly curved surfaces. On April 26, 2005, a year to the day after the launch of the program, the final look of the external 787 design was frozen, with a less rakish nose and a more conventional vertical stabilizer. Boeing featured its first 787 in a roll out ceremony on July 8, 2007 at its assembly factory in Everett, Washington. The first test flights are not on a fixed schedule but are expected in spring 2008 after having been planned to start earlier.

Background In the late 1990s, Boeing began considering a replacement for the Boeing 767 when sales weakened due to the competing Airbus Airbus A330. As sales of the Boeing 747-400 were also slowing, the company proposed two new aircraft: The Boeing Sonic Cruiser and the Boeing 747#747X.2FX Stretch. The Sonic Cruiser would have achieved higher speeds (approximately Mach number 0.98) while burning fuel at the same rate as the existing 767 or A330. The 747X, competing with the Airbus A380, would have lengthened the 747-400 and improved efficiency by using a composite Supercritical airfoil.

, a proposed replacement for the 767.

Market interest for the 747X was tepid, but the Sonic Cruiser had brighter prospects. Several major airlines in the United States, including Continental Airlines, initially showed enthusiasm for the Sonic Cruiser concept, although they also expressed concerns about the operating cost. By decreasing travel time, they would be able to increase customer satisfaction and aircraft utilization.

The September 11, 2001 attacks upended the global airline market. Airlines could not justify large capital expenditures and increased petroleum prices made them more interested in efficiency than speed. The worst affected airlines, in the United States, were considered the most likely customers of the Sonic Cruiser. Boeing offered airlines the option of using the airframe for either higher speed or increased efficiency, but the high projected airframe costs caused demand to slacken further. Boeing canceled the 747X once Airbus launched production of the Airbus A380, and switched tracks by offering an alternative product, the 7E7.

On April 26, 2004, the Japanese airline All Nippon Airways (ANA) became the launch customer for the 787, then still known as the 7E7, by announcing a firm order for 50 aircraft to be delivered at the end of 2008. ANA's order included thirty 787-3, 290–330 seat, one-class domestic aircraft, and twenty 787-8, long-haul, 210–250 seat, two-class aircraft for regional international routes such as Tokyo Narita–Beijing. The aircraft will allow ANA to open new routes to mid-sized cities not previously served, such as Denver, Colorado and Montreal, Quebec. As is common for launch customers, ANA is rumored to have received a discount of 40–50% from list price.



Early concept images of the 787 included rakish cockpit windows, a dropped nose and a distinctive "shark-fin" vertical stabilizer. The final styling of the aircraft was more conservative, the fin appearing visually similar to those of aircraft currently in service. The nose and cockpit windows were also changed to a more conventional form.

The 787-3 and 787-8 will be the initial variants with the 787-9 entering service in 2010, despite industry rumors that it would be delayed as orders for the 787-3 and 787-8 sold out early production.

Boeing initially priced the 787-8 variant at US$120 million, a low figure that surprised the industry, and it has since been increased twice. As of 2007, the list price was US$146–151.5 million for the 787-3, US$157–167 million for the 787-8 and US$189–200 million for the 787-9." Commercial airplane - jet prices." Boeing.

Customer-announced orders and commitments for the 787 reached 237 aircraft during the first year of sales, with firm orders numbering 677 by the 787's premiere on July 8, 2007 and well before entry into service (EIS)." Boeing's 787 Dreamliner Surpasses 500 Customer Orders in under Three Years." Boeing press release. April 3, 2007. This makes the 787 the fastest-selling wide body airliner ever before Entry Into Service." Boeing/McDonnell Douglas Orders and Deliveries." Boeing. 47th International Paris Air Show 2007: 787 Progress Report. Mike Bair, Vice President and General Manager, 787, Boeing Commercial Airplanes. June 19, 2007." Corporate Information - Orders and Deliveries." EADS Airbus.

Development

The replacement for the Sonic Cruiser project was dubbed the 7E7 (with a development code name of Y2.) The "E" was said to stand for various things, depending upon the audience. To some, it stood for "efficiency", to others it stood for "environmentally friendly". In the end, Boeing claimed it merely stood for "Eight", after the aircraft was eventually rechristened "787". A public naming competition was also held, for which out of 500,000 votes cast online the winning title was Dreamliner.



The 787 uses the same technology proposed for the Sonic Cruiser in a more conventional configuration (see #Features). Boeing claims the 787 will be at least 20% more fuel-efficient than current competing aircraft. One third of the efficiency gain will come from the engines, another third from aerodynamic improvements and the increased use of lighter weight composite materials and the final third from advanced systems. The most notable contribution to efficiency is the electric architecture which replaces bleed air and hydraulic power with electrically powered compressors and pumps. Technology from the Sonic Cruiser and 787 will be used as part of Boeing's project to replace its entire airliner product line, an endeavor called the Boeing Yellowstone Project (of which the 787 is the first stage).

Boeing selected two engine types, the General Electric GEnx and Rolls-Royce Trent 1000, to power the 787, both placed in podded engines. Significantly, this leaves Pratt & Whitney, which normally has an entrant in the market, unable to offer one of its engines to 787 customers. According to UTC CEO George David, Pratt & Whitney "couldn't make the business case work for that engine."" Rolls-Royce At Your Service." BusinessWeek. November 14, 2006. Also, according to industry sources, Boeing may have wished to rely on evolved versions of existing engines rather than the higher-risk option of an all new engine from Pratt & Whitney. For the first time in commercial aviation, both engine types will have a standard interface with the aircraft, allowing any 787 to be fitted with either a GE or Rolls-Royce engine at any time. Engine interchangeability makes the 787 a more flexible asset to airlines, allowing them to change easily from one manufacturer's engine to the other's if required. The engine market for the 787 is estimated at US$40 billion over the next 25 years. The launch engine for all three current 787 variants is the Rolls-Royce Trent 1000. Airbus has offered the competing Airbus A350 powered by a development of the Rolls Royce Trent turbofan, the Rolls Royce Trent#Trent XWB.

The launch of a new airliner can be expected to draw scathing comments from competitors, Boeing's doubt over the Airbus A380 and Airbus's mocking of the Sonic Cruiser being recent examples. The 787 is no exception as Airbus's John Leahy attempted to refute all of Boeing's claims. Leahy openly criticized the large-scale use of composites in the 787's fuselage as being "rushed and ridiculous". Despite this criticism, Boeing built and tested the first composite section while examining the Sonic Cruiser concept nearly five years ago," Boeing Testing Sample Sonic Cruiser Fuselage." Boeing. making the 787 a significantly refined product." Development Work on Boeing 787 Noses Ahead." Boeing. July 13, 2005.



The 787 underwent wind-tunnel testing at Boeing's Transonic Wind Tunnel, QinetiQ's five-meter wind tunnel at Farnborough Airfield, UK, and NASA Ames Research Center's wind tunnel, as well as at the French aerodynamics research agency, ONERA. Since its inception in 2004, the 787 has had research and development costs ranging from $10-12 billion+ USD.

Boeing has stated it is likely to develop a "stretched" version, the 787-10, with seating capacity between 290 and 310." Everett work force for 787 pegged at 1,000." Wallace, J. Seattle Post-Intelligencer. December 22, 2005. This proposed model is intended to compete with the planned Airbus Airbus A350. The 787-10 would supersede the Boeing 777-200ER in Boeing’s current catalog and could also compete against the Airbus Airbus A330 and Airbus A340. Emirates Airlines and Qantas have shown interest in such a variant that would enter service in 2013. This variant has not yet been officially launched by Boeing but Mike Bair, head of the 787 Program, has stated that "It's not a matter of if, but when we are going to do it... The 787-10 will be a stretched version of the 787-9 and sacrifice some range to add extra seat and cargo capacity."" Boeing to Build Stretch 787 Jet," The Wall Street Journal, March 27, 2006.

In order to speed delivery of the 787's major components, Boeing has modified three Boeing 747 purchased from Chinese and Taiwanese airlines. Called the Dreamlifters, these widened airplanes can house the wings and fuselage of the 787, as well as other smaller parts. As the major components are pre-assembled before delivery to the final assembly plant, final construction time is reduced to only three days. This is less than a fourth of the time traditionally needed for Boeing's final assembly process.

Boeing premiered the first 787 on July 8 2007, which matches the aircraft's designation in the US-style month-day-year format (7/08/07).

An important milestone in the launch of the 787 was the certification of the Rolls-Royce plc Rolls-Royce Trent#Trent 1000 on August 7, 2007 by both European and US regulators. European and US regulators certify Trent 1000 for Boeing 787 The engine has 7 different variants and 500 orders have already been placed. It is the first engine to be certified for use on the Boeing 787.

Description Features The 787 features lighter weight construction. Its materials (by weight) are: 50% composite material, 20% aluminium, 15% titanium, 10% steel, 5% other. Composite materials are significantly lighter and stronger than traditional aircraft materials, making the 787 a very light aircraft for its capabilities. By volume, the 787 will be 80% composite. Each 787 contains approximately 35 tonnes of carbon fiber reinforced plastic, made with 23 tonnes of carbon fiber.

The longest range 787 variant can fly 8,000 to 8,500 nautical miles (14,800 to 15,700 km), enough to cover the Los Angeles to Bangkok or New York City to Taipei routes. It will have a cruise speed of Mach number 0.85 Boeing 787 program background, Accessed 2007-05-04. (561 mph, 903 km/h at typical cruise altitudes).



The 787 will seat 240 in two-class domestic configuration, with 46 in (116.8 cm) first-class pitch and 34 in (86.4 cm) coach class. 296 passengers can be seated in a high density 3+2+3 coach arrangement with 36 in (91.4 cm) Business and 32 in (81.3 cm) Coach pitch. Up to 234 passengers may be seated in a three-class setup that uses 61 in (154.9 cm) pitch in First Class (2+2+2 or 2+1+2), 39 in (99 cm) pitch for Business (2+3+2 or 2+2+2) and 32 in (81.3 cm) for Coach (2+4+2).{{cite web ], 2005. The 787's interior cabin width is a full 15 in (38 cm) greater than that of the Airbus A330 and A340, Airbus A330 and A340 family specifications but 5 in (13 cm) narrower than the proposed Airbus A350. Airbus - A350 XWB Xtra comfort For economy class in 2+4+2 or 3+2+3 arrangements, seat-bottom widths will be 18.5 in (47 cm), comparable to that found on the Boeing 777. For 3+3+3 seating, the seat widths would be approximately 17.2 in (43.7 cm), the same as those found on the Boeing 737. The vast majority of airlines are expected to select the 3+3+3 configuration on the 787. Aerospace Notebook More seats sought on 787, James Wallace Seattle-PI February 22, 2006

The cabin windows are larger than others currently on in-service civil air transport (27 cm by 47 cm), with a higher eye level, so passengers can see the horizon, with Electrochromism-based "auto-dimming" to reduce cabin glare and maintain transparency. These are to be supplied by PPG Industries." Qantas deal sees launch of 787-9." Norris, G. Flight International. December 20, 2005. Light-emitting diode (LED) cabin lighting (three color) will be used instead of fluorescent tubes, allowing the aircraft to be entirely 'bulbless' and have 128 color combinations.

A version of Ethernet—Avionics Full-Duplex Switched Ethernet (AFDX) / ARINC 664—will be used to transmit data between the flight deck and aircraft systems. The flight deck features LCD multi-function displays, all of which will use an industry standard GUI widget toolkit (Cockpit Display System Interfaces to User Systems / ARINC 661)." What is ARINC 661?" Web archive of Engenuity Technologes page. The Lockheed Martin Orion (spacecraft) will use a glass cockpit derived from Rockwell Collins's 787 flight deck. Like other Boeing airliners, the 787 will use a yoke (aircraft) instead of a sidestick.

The internal pressure will be increased to the equivalent of 6000 feet (1800 m) altitude instead of the 8000 feet (2400 m) on conventional aircraft. According to Boeing, in a joint study with Oklahoma State University, this will significantly improve passenger comfort." Boeing Unveils 787 Dreamliner Flight Deck." Boeing press release. August 31, 2005. Higher humidity in the passenger cabin is possible because of the use of composites (which do not corrode). Cabin air is provided by electrically driven compressors using no engine bleed air. An advanced cabin air-conditioning system provides better air quality: Ozone is removed from outside air; HEPA filters remove bacteria, viruses and fungi; and a gaseous filtration system removes odors, irritants and gaseous contaminants.

Bleed-air turbofans allow the elimination of superheated air conduits normally used for de-icing, aircraft power, and other functions. These systems are to be replaced by an all-electrical system.

An Active Gust Alleviation system, similar to the system that Boeing built for the B-2 Spirit bomber, improves ride quality. Boeing, as part of its "Quiet Technology Demonstrator 2" project, is experimenting with several engine noise-reducing technologies for the 787. Among these are a redesigned air inlet containing sound-absorbing materials and redesigned exhaust duct covers whose rims are tipped in a toothed pattern to allow for quieter mixing of exhaust and outside air. Boeing expects these developments to make the 787 significantly quieter both inside and out.

Boeing engineers designed the 787 interior to better accommodate persons with mobility, sensory and cognitive disabilities. For example, a 56-inch by 57-inch convertible lavatory includes a movable center wall that allows two separate lavatories to become one large, wheelchair-accessible facility.

Production .

Boeing manufactures the 787's tail fin at its plant in Frederickson, Washington, the ailerons and flaps at Boeing Australia, and fairings at Boeing Canada Technology. For its entire history, Boeing has guarded its techniques for designing and mass producing commercial jetliner wings. For economic reasons, the wings are manufactured by Japanese companies in Nagoya, e.g. Mitsubishi Heavy Industries; the horizontal stabilizers are manufactured by Alenia Aeronautica in Italy; and the fuselage sections by Vought in Charleston, South Carolina, South Carolina (USA), Alenia Aeronautica in Italy, Kawasaki Heavy Industries in Japan and Spirit AeroSystems, Inc., in Wichita, Kansas (USA). "Boeing 787: Parts from around world will be swiftly integrated". Gates, D. The Seattle Times, September 11, 2005.



The passenger doors are made by Latecoere group (France) and the cargo doors, access doors and crew escape door are made by Saab (Sweden). Japanese industrial participation is very important to the project, with 35% work share, with many of the subcontractors supported and funded by the Japanese government. Boeing’s Diffusion of Commercial Aircraft Design and Manufacturing Technology to Japan On April 26 2006, Japanese manufacturer Toray Industries and Boeing announced a production agreement involving $6 billion worth of carbon fiber. The deal is an extension of a contract signed in 2004 between the two companies and eases some concerns that Boeing might have difficulty maintaining its production goals for the 787.

From France, Messier-Dowty builds the landing gear and Thales Group supplies the integrated standby flight display and electrical power conversion system.

Honeywell and Rockwell-Collins provide flight control, guidance and other avionics systems, including standard dual head up guidance systems. Future integration of forward-looking infrared is being considered by Flight Dynamics allowing improved visibility using thermal sensing as part of the HUD system, allowing pilots to "see" through the clouds.

Connecticut (USA)-based Hamilton Sundstrand provides power distribution and management systems for the aircraft, including manufacture and production of Generator Control Units (GCUs) as well as integration of power transfer systems that can move power from the Auxiliary Power Unit (APU) and the main engines to the necessary parts and machinery of the aircraft. Cold weather test of the APU took place in Alaska.

The final assembly consists of attaching fully completed subassemblies," Boeing Unveils 787 Final Assembly Factory Flow." Boeing. December 6, 2006. instead of building the complete aircraft from the ground up. This is a technique that Boeing has previously used on the Boeing 737 program, which involves shipping fuselage barrel sections by rail transport from Spirit's Wichita, Kansas, Kansas facility to Boeing's narrowbody final assembly plant in Renton, Washington, Washington. After stiff competition, Boeing announced on December 16, 2003 that assembly would take place in Everett, Washington, employing 800 to 1,200 people. The 787 production line is expected to finish assembly on an aircraft in as little as three days, compared with 11 days for the 737.



The first composite fuselage section rolled out in January 2005 and final external design was set in April 2005. On June 30, 2006 Boeing celebrated the start of major assembly of the first 787 at Fuji Heavy Industries' new factory in Handa, Japan, near Nagoya." Major Assembly of First Boeing 787 Dreamliner Starts." Boeing press release. June 30, 2006.

Boeing intends to deliver 118 aircraft during the first 18 months of production. Because of customer demand, Boeing is currently considering whether to increase production, if the production capacity of suppliers allows. "Boeing may need 10 Dreamliner fuselages a month." Gunsalus, J. Bloomberg News Seattle Post-Intelligencer. March 6, 2007]

On December 6, 2006, Boeing conducted a "virtual rollout" of the 787. Unlike a traditional rollout (which occurred later), it took place without a physical airframe present. Taking computer aided design beyond the aircraft itself, Boeing modeled the manufacturing process, step-by-step and end-to-end, in software. The virtual rollout is intended to discover production issues prior to assembly of the first airframe, when they are cheaper to fix." Virtual rollout of the 787." Wallace, J. Seattle Post-Intelligencer. December 7, 2006.

On January 12, 2007, first major assemblies, forward fuselage, center wing and center wheel well built by Fuji Heavy Industries and Kawasaki Heavy Industries were shipped on Boeing 747 Large Cargo Freighter from Nagoya, Japan. They were delivered to Global Aeronautica in Charleston, South Carolina on January 15." Boeing Closer to Assembling First 787 Dreamliner." Boeing press release. January 12, 2007.

On February 15, 2007, the first production nose section (Section 41) was unveiled at Spirit AeroSystems in Wichita, Kansas. This was the first production nose section, used in the first complete flight-test 787 and represents those used in all subsequent production 787s. It encompasses the cockpit area, nose landing gear well and the forward-most section of the passenger area. The section is oval-shaped (as is the entire fuselage) and is 21 feet (6.4 m) in height, 19 feet (5.74 m) in width and 42 feet (12.8 m) in length.

On March 14, 2007, the first production vertical tail fin was rolled out at Boeing's Composite Manufacturing Center in Frederickson, Washington." Boeing Rolls Out First 787 Vertical Fin" Boeing press release. March 14, 2007. On April 16, the first production all-composite nose-and-cockpit section was rolled out at Spirit Aerosystem's plant in Wichita, Kansas." Dreamliner sticks its nose out in public" Seattle Times article. April 16, 2007. The 747-400 LCF Dreamlifter delivered the first horizontal stabilizer manufactured by Alenia Aeronautica at its facility in Grottaglie, Italy to Everett on April 24. " Alenia Aeronautica Delivers the First Boeing 787 Dreamliner Horizontal Stabiliser" Finmeccanica Inc. News. April 24, 2007.

On May 8, 2007, Vought rolled out completed rear Sections 47 and 48 from its factory in Charleston, SC." Vought Completes, Delivers First Boeing 787 Aft Fuselage" Vought press release. May 11, 2007. The sections were flown via the Dreamlifter to Everett, arriving on May 11 along with the all-composite forward section (section 41) manufactured by Spirit AeroSystems." Fuselage Sections for Boeing 787 Dreamliner Delivered to Everett" Boeing press release. May 11, 2007.

Mitsubishi Heavy Industries Ltd. shipped the first 787 carbon-fiber wings from its factory in Nagoya, Japan to Boeing's main assembly plant in Everett on May 15, 2007." Boeing's First Wing for 787 Arrives From Japan in May" Suga, Masumi and Johnson, Nicolas. Bloomberg. April 24, 2007." Wings for Boeing 787 Dreamliner Delivered to Everett" Boeing press release. May 15, 2007.



The Dreamlifter delivered the final major assembly, the integrated midbody fuselage, to Everett on May 16." Final Major Structure for Boeing 787 Dreamliner Delivered to Everett" Boeing press release. May 16, 2007. Final assembly began on May 21 in Everett, Washington." Final Assembly Begins on First Boeing 787 Dreamliner" Boeing press release. May 21, 2007. Rolls-Royce shipped the first pair of Trent 1000 engines from their Derby, UK facilities on schedule on June 7 for installation on the Boeing 787.{{cite news ] |date= June 7, 2007 ], 2007 LN1/ZA001 had finished major assembly and was towed to the paint hangar in the early morning.

Boeing started construction of a second 787. This one will be used for static testing and will not be flown. It will not be built with engines or horizontal stabilizers. Also, Boeing has stated reluctance in breaking the composite wing during the test, which would require an expensive cleanup afterwards. Must 787 tests break the wing? by James Wallace Seattle-PI May 25, 2007

On August 10, 2007 Boeing spokeswoman Yvonne Leach said that the date of the first flight may slip, "That date could move into fall as we proceed to do all the work in front of us." Leach cited many factors that could delay the first flight, including final assembly, avionics integration, along with the completion of software, hydraulic, electronic and other systems. The first flight also depends on the outcome of structural testing on the second plane on the assembly line.

On August 20, 2007, Hamilton Sundstrand stated that it had delivered its first two cabin air conditioning packs to Boeing for the initial flight-test of the 787 Dreamliner.

The current production goal for Boeing is to produce around 112 aircraft in 2008 and 2009, on average one per 3 days, while almost doubling production in 2010 to 10 aircraft a month. A United Kingdom electronics company however is talking with Boeing about possibly increasing production to up to 16 a month. Boeing 787 production could reach 16 a month 6 August, 2007

787 deliveries are planned to be delayed by 6 months. A three month delay was forcasted on September 5, 2007, citing a shortage of fasteners and rivets and incomplete software. Boeing Delays 787's First Flight to November-December 5 September, 2007 An additional three month delay, six months in total, was announced on October 10, 2007. The target for first flight is now the second quarter of 2008, with deliveries beginning in December. Boeing cited problems with its foreign and domestic supply chain in explaining the delay, especially the ongoing fastener shortage, the lack of documentation from overseas suppliers, and continuing delays in the flight guidance software provided by Honeywell. Less than a week later, the 787 program manager was replaced although the delivery delays were not cited as a reason for the change. http://www.nytimes.com/2007/10/17/business/17boeing.html?_r=1&oref=sloginm

Technical concerns Engine interchangeability The two types of engines compatible with the 787 will use a standard electrical interface, potentially allowing any aircraft to be fitted with Rolls-Royce or GE engines at any time. This flexibility will allow an airline to switch from one manufacturer to the other in the event of technological developments that conform more closely to their operating profile. Boeing's goal is to make changing engine types as simple as a standard same-manufacturer replacement.

According to International Lease Finance Corporation's Vice President of Marketing, Marty Olson, changing engine types on a 787 could take as long as 15 days and so be economically infeasible. "You'd have to take all the pylon, everything from the wing down, off" Olson said. He went on to complain that Boeing is still promoting the 24 hours change in spite of promises to alter their marketing. Current aircraft can have engines changed to those of a different manufacturer but this rarely happens due to the costs involved. Boeing's response is that the design is not yet finalized and 24 hours remains their goal." 787 Isn't Meeting 24hour-Engine Change Promo, lessor says." Leeham Co. LLC. July 18, 2005.

Composite fuselage

The 787's composite material fuselage makes it the first composite airliner in production. While the Boeing 777 contains 50% aluminium and 12% composites, the numbers for the new airplane are 15% aluminum, 50% composite (mostly carbon fiber reinforced plastic) and 12% titanium. Each fuselage barrel will be manufactured in one piece, and the barrel sections joined end to end to form the fuselage. This will eliminate the need for about 50,000 fasteners used in conventional airplane building. According to the manufacturer the composite is also more durable, allowing a higher cabin pressure during flight compared to aluminum. It was suggested by many that the risks of having a composite fuselage have not been fully assessed and should not be attempted. It was also added that carbon fiber, unlike metal, does not visibly show cracks and fatigue and repairing any damage done to the aircraft would not be easy. "The 787 Encounters Turbulence." BusinessWeek. June 19, 2006. Boeing has dismissed such notions insisting that composites have been used on wings and other passenger aircraft parts for years and they have not been an issue. They have also stated that special defect detection procedures will be put in place to detect any potential hidden damage. "Airbus to use composites." Wallace, J. Seattle Post-Intelligencer. January 10, 2006.

In 2006, Boeing launched the 787 GoldCare program. This is an optional, comprehensive life-cycle management service whereby aircraft in the program are routinely monitored and repaired as needed. This is the first program of its kind from Boeing: Post-sale protection programs are not new, but have usually been offered by third party service centers. Boeing is also designing and testing composite hardware so inspections are mainly visual. This will reduce the need for ultrasonic and other non-visual inspection methods, saving time and money. "Boeing coining plan for composite parts", Johnsson, J. Chicago Tribune, September 2, 2007.

According to Boeing Vice President Jeff Hawk, who heads the effort to certify the 787 for airline service, a crash test involving a vertical drop of a partial fuselage section from about 15 feet onto a one inch-thick steel plate went ahead as planned August 23, 2007 in Mesa, Arizona. Boeing spokeswoman Lori Gunter stated on September 6, 2007 that results matched what Boeing's engineers had predicted. As a result the company can model various crash scenarios using computational analysis rather than performing more tests on actual pieces of the plane.{{cite web]--> However, it has also been suggested that in the event of a crash landing, survivable in a metal plane, the composite fuselage could shatter and burn with toxic fumes. "Fired engineer calls 787's plastic fuselage unsafe" September 18, 2007.

Weight issues Boeing had been working to trim excess weight since assembly of the first airframe began in 2006. This is typical for new aircraft during their development phase. The aircraft is first designed on computers and an empty weight is promised to customers to ensure fuel efficiency and payload obligations. However, upon assembly, some parts may be manufactured with minor variances that multiply dramatically if the part is used frequently.

The first six 787s, which are to be used as part of the test program, will be overweight according to Boeing Commercial Airplanes CEO Scott Carson. After the flight test program, these aircraft will be delivered to airline customers All Nippon Airways, Northwest Airlines and Royal Air Maroc at speculated deeper than usual discounts. Boeing to deliver test 787s to its customers Financial Times: July 6, 2007 The seventh and subsequent aircraft will be the first optimized 787s and are expected to meet all goals. Boeing has redesigned some parts and made more use of titanium. The weight reduction program has been a success but was completed too late for the changes to be incorporated into line numbers 1-6.

First flight & delivery delays As of October 2007, the 787 has had several delays to its first flight. Boeing originally planned for a first flight on August 27, but this was later moved back to September/October, and then November/December 2007. The first test aircraft was unveiled on July 8, 2007 with many parts being attached with non-aerospace fasteners, requiring the aircraft to be partly disassembled to replace with flight fasteners afterwards. It is also understood that the airplane's major systems and cockpit have not yet been installed, and the planned date for the initial 'power up' is not set at this time. Boeing announced in October that 787 deliveries would be delayed by six months with the first flight targeted for spring 2008, and deliveries beginning in December 2008. Boeing cited problems completing assembly of the first airplanes.

Variants

There are three variants of the 787 and all launched at the same time in 2004. The 787-8 will enter service in 2008. The 787-3 will enter service next in 2010. The last to enter service will be the 787-9 in 2010.

787-3 This will be a 223 seat (three class) or 296 seat (two class) short-range version targeted at high-density flights, with a range of 2,500 to 3,050 nautical miles (4,650 to 5,650 km) when fully loaded. It is designed to replace the Airbus A300, Boeing 757-300, Boeing 767. The 787-3's intended entry into service is 2010. This model is limited in its range, not by fuel capacity but by a low maximum take-off weight of 360,000 lb (163,290 kg). It currently has the same fuel capacity as the 787-8. Actual range is calculated by the remaining available weight capacity for the fuel after the aircraft weight and payload is subtracted from the Maximum Take-Off Weight (MTOW). With a full load of passengers and cargo, it will be limited by the amount of fuel it can take on board. This is an advantage on shorter, high-density routes especially those separated by water such as Tokyo to Shanghai, Osaka to Seoul or London to Berlin. Many airports charge landing fees depending on the weight of the aircraft, thus an airliner rated at a lower MTOW would pay lower fees.



The 787-3's wing will be different from the other versions. It will use large Wingtip device#Winglet instead of Wingtip device#Raked wingtip used on other variants. This decreases the wingspan and the aircraft weight. The wing will be the same except for the last 13 feet" The Boeing 787 Dreamliner: More Than Just an Airplane." Nielson, D. Boeing. May 17, 2005. outboard of the ailerons. Due to the decrease in weight, winglets provide better efficiency over short distances than raked wingtips. The 787-3 having a MTOW considerably lower than the -8 variant does not need the lift the extra span provides. A lower than optimal wing loading decreases efficiency. The twenty-six feet wingspan reduction also enables the -3 to use gates reserved for medium sized planes.

Thirty years ago it was common to fly from New York to Los Angeles in a Boeing 747. Typically, four or five flights occurred per day, one per major airline. With deregulation, more and more airlines joined the route. Overcapacity has led to airlines using ever smaller planes. Now there are around 47 direct flights per day mostly on Boeing 737 or Airbus A320 or reconfigured Boeing 757s and Boeing 767-200s between the two cities, with each flight usually carrying around 100-160 passengers (70% load factor). This has led to higher congestion and more pollution. This same phenomenon is occurring in Asia, Europe, and South America. With the proliferation of Open skies, numerous airlines have been started in countries like Brazil, India, China, and throughout Europe. These start-ups have placed more pressure on capacity on trunk routes and have encouraged the usage of ever smaller planes between very large cities. Routes like São Paulo to Buenos Aires, Berlin to Paris, Mumbai to Calcutta are now increasingly being served by single aisle planes when larger ones would be more logical in terms of air traffic congestion. Boeing believes that the pendulum has swung too far and the future of aviation between very large (but close) cities of five million or more would stabilize around the capacity level of the 787-3. It also believes legacy carriers that want to battle with low cost airlines can use this plane with twice the capacity of a single aisle craft but less than twice its operating cost (fuel, landing fees, maintenance, number of flight crew, airspace fees, parking fees, gate fees, etc.). Boeing sees the 787 family as a game changer with this variant as the most unique of the three.

Regions such as India and East Asia, where large population centers are in close proximity, can make good use of the 787-3. Approximately 3.1 billion people live within the range of the 787-3 if used in India or China. The 787-3's efficiency may offset the higher landing fees and acquisition costs (compared to a single-aisle plane) and make it useful on such routes. A 3,050 nm (5,600 km) range, or flight time of roughly six hours, is sufficient to connect many major cities and improve comfort and efficiency. The 787-3 is not a replacement for single aisle planes, but can relegate them to cities with fewer than 2 million people.

To date, however, only Japanese airlines have ordered this model for routes within East Asia.

787-8 This variant is similar to the 787-3 with the exceptions of longer wings with Wingtip device#Raked wingtip for long-range efficiency and a substantially longer range of 7,650 to 8,200 nautical miles (14,200 to 15,200 km). The 787-8 seats 223 passengers in three classes. The variant will be the first of the 787 line to enter service in 2008. Boeing is targeting the 787-8 to replace the Boeing 767#767-200 and Boeing 767#767-300. It is also a replacement for the Airbus A310.

787-9 This will be a "stretched" variant, seating 263 in three classes with a range of 8,000 to 8,500 nautical miles (14,800 to 15,750 km). The targeted entry into service (EIS) is set for 2010." Aerospace Notebook: New 787 is taking off." Wallace, J. Seattle Post-Intelligencer. April 27, 2005. Boeing is targeting the 787-9 to compete with Airbus's Airbus A330 and Airbus A340 and to replace their own Boeing 767#767-400ER. This variant is identical to the 787-8 except for structural strengthening, the lengthened fuselage and a higher fuel capacity. The 787-9 also has a slightly wider wingspan compared to the 787-8. Each wingtip has been further extended by three feet. When first launched, it had the same fuel capacity as the other two variants. These differences meant higher weight and resulted in a slightly shorter range than the 787-8. After further consultation with airlines, design changes were incorporated to add a forward tank to increase its fuel capacity. It will have a longer range and a higher maximum take-off weight (MTOW) than the other two variants. The -9 will be able to fly non-stop from New York to Manila or from Moscow to São Paulo and will have the lowest Available seat miles of the three 787 variants.

Early sales of this variant were limited by its 2010 entry into service. The 787-8's smaller size and earlier entry date were attractive to most airlines and led to the 787-8 receiving the most orders. With the first four years of production completely sold out, airlines have begun weighing the option of the 787-8 against the 787-9 since either one can be delivered after 2010. Analysts speculat