Jump to content

Boeing 787 Dreamliner: Difference between revisions

From Wikipedia, the free encyclopedia
Browse history interactively
← Previous editNext edit →
Content deleted Content added
VisualWikitext
→Flight test program: condense wording again. it already said company flight testing & nothing about cert testing
Hamham500 (talk | contribs)
27 edits
Tag: possible conflict of interest
Line 372: Line 372:
See [[WP:Air/PC]] for more explanation of these fields. -->
See [[WP:Air/PC]] for more explanation of these fields. -->
}}
}}
'''
More information about the 787:'''
*[http://www.hamham500.com/2008/11/blog-post.html More 787 Information]


==References==
==References==

Revision as of 17:01, 4 January 2011

Boeing 787 Dreamliner
The first Boeing 787-8 Dreamliner on its maiden flight
Role Wide-body jet airliner
National origin United States, with international partners
Manufacturer Boeing Commercial Airplanes
First flight December 15, 2009
Status In development, flight testing and early production
Number built 6[1]

The Boeing 787 Dreamliner is a long range, mid-sized, wide-body, twin-engine jet airliner developed by Boeing Commercial Airplanes. It seats 210 to 330 passengers, depending on the variant. Boeing states that it is the company's most fuel-efficient airliner and the world's first major airliner to use composite materials for most of its construction.[2] The 787 consumes 20% less fuel than the similarly-sized Boeing 767.[3] Its development and production has involved a large-scale collaboration with numerous suppliers around the globe.

The aircraft's initial designation 7E7 was changed to 787 in January 2005.[4] The first 787 was unveiled in a roll-out ceremony on July 8, 2007, at Boeing's Everett assembly factory, by which time it had become the fastest-selling wide-body airliner in history with 677 orders.[5] By September 2010, 847 Boeing 787s had been ordered by 56 customers.[6] As of 2010, launch customer All Nippon Airways has the largest number of 787s on order.

The 787 is being assembled at the Boeing Everett Factory in Everett, Washington. Aircraft will also be assembled at a new factory in North Charleston, South Carolina. Both sites will deliver 787s to airline customers. Originally planned to enter service in May 2008, the project has suffered from repeated delays and is now more than three years behind schedule. The airliner's maiden flight took place on December 15, 2009,[7] and it is currently undergoing flight testing with a goal of receiving certification in early 2011 and entering service in mid 2011.[8]

Development

Background

During the late 1990s, Boeing began considering replacement aircraft programs as sales for the 767 and Boeing 747-400 slowed. The company proposed two new aircraft, the 747X, which would have lengthened the 747-400 and improved efficiency, and the Sonic Cruiser, which would have achieved 15% higher speeds (approximately Mach 0.98) while burning fuel at the same rate as the existing 767.[9] 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.[10]

File:Boeing787 model dreamliner-1.png
Earlier proposed design configuration of the Boeing 7E7

The global airline market was upended by the September 11, 2001 attacks and increased petroleum prices, making airlines more interested in efficiency than speed. The worst-affected airlines, those in the United States, had been considered the most likely customers of the Sonic Cruiser, and thus Boeing officially canceled the Sonic Cruiser on December 20, 2002. Switching tracks, the company announced an alternative product using Sonic Cruiser technology in a more conventional configuration, the 7E7, on January 29, 2003.[2][11] The emphasis on a smaller midsize twinjet rather than a large 747-size aircraft represented a shift from hub-and-spoke theory towards the point-to-point theory,[12] in response to analysis of focus groups.[13]

The 7E7 looks fairly traditional on the outside, but it will be dramatically different on the inside.

— Time[14]

The replacement for the Sonic Cruiser project was dubbed the "7E7"[15] (with a development code name of "Y2"). Technology from the Sonic Cruiser and 7E7 was to be used as part of Boeing's project to replace its entire airliner product line, an endeavor called the Yellowstone Project (of which the 7E7 became the first stage).[16] Early concept images of the 7E7 included rakish cockpit windows, a dropped nose and a distinctive "shark-fin" tail.[17] The "E" was said to stand for various things, such as "efficiency" or "environmentally friendly"; however, Boeing ultimately claimed it merely stood for "Eight".[2]

Design effort

In July 2003, a public naming competition was held for the 7E7, for which out of 500,000 votes cast online the winning title was Dreamliner.[18] On April 26, 2004, Japanese airline All Nippon Airways became the launch customer for the 7E7 Dreamliner, by announcing a firm order for 50 aircraft with deliveries to begin in late 2008.[19] The aircraft was eventually rechristened 787 Dreamliner, and All Nippon Airways's order was initially specified as 30 787-3, 290–330 seat, one-class domestic aircraft, and 20 787-8, long-haul, 210–250 seat, two-class aircraft for regional international routes such as Tokyo Narita–Beijing. The aircraft would allow All Nippon Airways to open new routes to cities not previously served, such as Denver, Moscow, and New Delhi.[20] The 787-3 and 787-8 were to be the initial variants, with the 787-9 entering service in 2010.

All Nippon Airways launched the 787 Dreamliner program with an order for 50 aircraft in 2004. This aircraft made an emergency landing during test flight in Texas, on November 9, 2010.

The 787 was designed to become the first production composite airliner, with the fuselage assembled in one-piece composite barrel sections instead of the multiple aluminum sheets and some 50,000 fasteners used on existing aircraft.[21][22] Boeing selected two new engine types to power the 787, the General Electric GEnx and Rolls-Royce Trent 1000.[2] Boeing claimed the 787 would be near to 20% more fuel-efficient than the 767,[23] with one-third of the efficiency gain from the engines, another third from aerodynamic improvements and the increased use of lighter weight composite materials, and the final third from advanced systems.

During the design phase the 787 underwent extensive wind tunnel testing at Boeing's Transonic Wind Tunnel, QinetiQ's five-meter wind tunnel at Farnborough, UK, and NASA Ames Research Center's wind tunnel, as well as at the French aerodynamics research agency, ONERA. The final styling of the aircraft was more conservative than earlier proposals, with the fin, nose, and cockpit windows changed to a more conventional form. By the end of 2004, customer-announced orders and commitments for the 787 reached 237 aircraft.[24] Boeing initially priced the 787-8 variant at US$120 million, a low figure that surprised the industry. In 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.[25]

Manufacturing and suppliers

After stiff competition, Boeing announced on December 16, 2003, that the 787 would be assembled in its factory in Everett, Washington.[2] Instead of building the complete aircraft from the ground up in the traditional manner, final assembly would employ just 800 to 1,200 people to join completed subassemblies and to integrate systems.[26] Boeing assigned its global subcontractors to do more assembly themselves and deliver completed subassemblies to Boeing for final assembly. This approach was intended to result in a leaner and simpler assembly line and lower inventory,[27] with pre-installed systems reducing final assembly time by three-quarters to three days.[28][29]

Assembly of Section 41 of a Boeing 787

Subcontracted assemblies included wing manufacture (Mitsubishi Heavy Industries, Japan, central wing box)[30] horizontal stabilizers (Alenia Aeronautica, Italy; Korea Aerospace Industries, South Korea);[31] fuselage sections (Global Aeronautica, Italy; Boeing, North Charleston, USA; Kawasaki Heavy Industries, Japan; Spirit AeroSystems, Wichita, USA; Korean Air, South Korea);[32][33][34] passenger doors (Latécoère, France); cargo doors, access doors, and crew escape door (Saab, Sweden); floor beams (TAL Manufacturing Solutions Limited, India);[35][36] wiring (Labinal, France);[37] wing-tips, flap support fairings, wheel well bulkhead, and longerons (Korean Air, South Korea);[38] landing gear (Messier-Dowty, France);[39] and power distribution and management systems, air conditioning packs (Hamilton Sundstrand, Connecticut, USA).[37][40] Boeing is considering bringing construction of the 787-9 tail "in house"; the tail of the 787-8 is currently made by Alenia.[41]

To speed delivery of the 787's major components, Boeing modified several used 747-400s into 747 Dreamlifters to transport 787 wings, fuselage sections, and other smaller parts. Japanese industrial participation was very important to the project, with a 35% work share, the first time Japanese firms had taken a lead role in mass production of Boeing airliner wings, and many of the subcontractors supported and funded by the Japanese government.[42] On April 26, 2006, Japanese manufacturer Toray Industries and Boeing announced a production agreement involving US$6 billion worth of carbon fiber, extending a 2004 contract and aimed at easing production concerns.[2]

Production and delivery delays

Boeing had originally planned for a first flight by the end of August 2007 and premiered the first 787 at a rollout ceremony on July 8, 2007, which matches the aircraft's designation in the US-style month-day-year format (7/8/07).[43] However, the aircraft's major systems had not been installed at that time, and many parts were attached with temporary non-aerospace fasteners requiring their later replacement with flight fasteners.[44] Although intended to shorten the production process, 787 subcontractors initially had difficulty completing the extra work, because they could not procure the needed parts, perform the subassembly on schedule, or both, leaving remaining assembly work for Boeing to complete as "traveled work".[45][46][47]

The 787 Dreamliner's first public appearance was webcast live on July 8, 2007.

On September 5 Boeing announced a three-month delay, blaming a shortage of fasteners as well as incomplete software.[48] On October 10, 2007, a second three-month delay to the first flight and a six-month delay to first deliveries was announced due to problems with the foreign and domestic supply chain, including an ongoing fastener shortage, the lack of documentation from overseas suppliers, and continuing delays with the flight guidance software.[49][50][51] Less than a week later, Mike Bair, the 787 program manager was replaced.[52] On January 16, 2008, Boeing announced a third three-month delay to the first flight of the 787, citing insufficient progress on "traveled work".[53] On March 28, 2008, in an effort to gain more control over the supply chain, Boeing announced that it planned to buy Vought Aircraft Industries' interest in Global Aeronautica;[54] the company later agreed to also purchase Vought's North Charleston, S.C. factory.[55]

On April 9, 2008, Boeing officially announced a fourth delay, shifting the maiden flight to the fourth quarter of 2008, and delaying initial deliveries by around 15 months to the third quarter of 2009. The 787-9 variant was postponed to 2012 and the 787-3 variant was to follow with no firm delivery date.[56] On November 4, 2008, the company announced a fifth delay due to incorrect fastener installation and the Boeing machinists strike, stating that the first test flight would not occur in the fourth quarter of 2008.[57][58] After assessing the 787 program schedule with its suppliers,[59] Boeing confirmed on December 11, 2008 that the first flight would be delayed until the second quarter of 2009.[60]

On June 15, 2009, during the Paris Air Show, Boeing said that the 787 would make its first flight within two weeks. However, on June 23, 2009, Boeing announced that the first flight is postponed "due to a need to reinforce an area within the side-of-body section of the aircraft".[61][62][63] Boeing provided an updated 787 schedule on August 27, 2009, with the first flight planned to occur by the end of 2009 and deliveries to begin at the end of 2010.[64] The company expects to write off US$2.5 billion because it considers the first three Dreamliners built unsellable and suitable only for flight tests.[65]

Boeing announced on July 15, 2010, that the first delivery could slip into 2011,[66] and on August 27, 2010 it confirmed that the first delivery, to launch customer All Nippon Airways, would be delayed until early 2011[8] due to a blowout in the Trent 1000 on August 2 at Rolls-Royce test facility,[67] although Rolls-Royce claims that a lack of engines is unrelated to the test incident.[68] In August 2010, it was announced that Boeing was facing a US$1 billion compensation claim from Air India due to the delays for the 27 787s it has on order.[69] In October 2010, Boeing announced that its deliveries of parts from suppliers would be frozen for two weeks, while dealing with delays from Alenia.[70] In November 2010, it was reported that some early 787 deliveries may be delayed, in one case some three months, to allow for rework to address issues found during flight testing.[71][72]

Pre-flight ground testing

The first Boeing 787 underwent taxi tests at Paine Field in November and December 2009.

As Boeing worked with its suppliers on early 787 production, the aircraft design had proceeded through a series of test goals. On August 7, 2007, on-time certification of the Rolls-Royce Trent 1000 engine by European and US regulators was received.[73] On August 23, 2007, a crash test involving a vertical drop of a partial composite fuselage section from about 15 ft (4.6 m) onto a 1 in (25 mm)-thick steel plate occurred in Mesa, Arizona;[74][75] the results matched what Boeing's engineers had predicted, allowing modeling of various crash scenarios using computational analysis instead of further physical tests.[76][77] The alternative GE GEnx-1B engine achieved certification on March 31, 2008.[78] On June 20, 2008, the 787 team achieved "Power On" of the first aircraft, powering and testing the aircraft's electrical supply and distribution systems.[16] A non-flight 787 test airframe was built for static testing, and on September 27, 2008, over a period of nearly two hours, the fuselage was successfully tested at 14.9 psi (102.7 kPa), which is 150 percent of the maximum pressure expected in commercial service (i.e., when flying at maximum cruising altitude).[79] In December 2008, the Federal Aviation Administration (FAA) passed the maintenance program for the 787.[80]

On May 3, 2009, the first test 787 was moved to the flight line following extensive factory testing, including landing gear swings, systems integration verification, and a total run through of the first flight.[81] Boeing spent most of May 2009 conducting tests on the first 787 prototype in preparation for the first flight. On March 28, 2010 the 787 completed the ultimate wing load test which requires that the wings of a fully assembled aircraft be loaded to 150% of design limit load and held for 3 seconds. The wings were flexed approximately 25 ft (7.6 m) upward during the test.[82] Unlike past aircraft however, the wings were not tested to failure.[83][84] On April 7, Boeing announced that analysis of the data showed the test was a success.[85] Boeing provided an updated 787 schedule on August 27, 2009, with the first flight planned to occur by the end of 2009 and deliveries to begin at the end of 2010.[64] On December 12, 2009, the prototype 787 completed high speed taxi tests, the last major step before flight.[86][87][88]

Takeoff of the first Boeing 787 built on its maiden flight

Flight test program

On December 15, 2009, Boeing conducted the Dreamliner's maiden flight with the first 787-8, originating from Snohomish County Airport in Everett, Washington at 10:27 am PST,[89] and landing at Boeing Field in King County, Washington at 1:35 pm PST.[90] Originally scheduled for four hours, the test flight was shortened to three hours because of bad weather.[91] Boeing's schedule called for a 9-month flight test campaign (later revised to 8.5 months).[92][93] The company's previous major aircraft, the 777, took 11 months with nine aircraft, partly to demonstrate 180-min ETOPS, one of its main features.[94]

The 787 flight test program is composed of 6 aircraft, ZA001 through ZA006, four with Rolls-Royce Trent 1000 engines and two with GE GEnx-1B64 engines. The second 787, ZA002 in All Nippon Airways livery, flew to Boeing Field on December 22, 2009 to join the flight test program;[95][96] the third 787, ZA004 joined the test fleet with its first flight on February 24, 2010, followed by ZA003 on March 14, 2010.[1] On March 24, 2010, testing for flutter and ground effects was completed, clearing the aircraft to fly its entire flight envelope.[97]

The first 787 to visit Europe, ZA003 on display at the 2010 Farnborough Airshow

On April 23, 2010 Boeing delivered their latest 787 to a hangar at Eglin Air Force Base, Florida for extreme weather testing in temperatures ranging from 115 °F to -45 °F (46 °C to -42 °C), with all steps necessary to prepare for takeoff taken once the plane stabilizes at either temperature extreme.[98] Dreamliner ZA005, the fifth 787 and the first with General Electric GEnx engines began ground engine tests in May 2010.[99] ZA005 made its first flight on June 16, 2010 and joined the flight test program.[100] In June 2010, gaps were discovered in the horizontal stabilizers of test aircraft, due to improperly installed shims; all aircraft produced then were to be inspected and repaired.[101] The 787 made its first appearance at an international air show at the Farnborough Airshow, UK on July 18, 2010.[102]

In September 2010, it was reported that a further two 787s might join the test fleet, making a total of eight flight test aircraft.[103] On September 10, 2010, a partial engine surge or runaway occurred in a Trent engine on ZA001 at Roswell.[104] On October 4, 2010, the sixth 787, ZA006 joined the test program with its first flight.[105] As of November 8, 2010, the six 787 test aircraft have flown 2,290 hours in 735 flights combined.[1]

On November 9, 2010, Boeing 787, ZA002 made an emergency landing after smoke and flames were detected in the main cabin during a test flight over Texas. A Boeing spokeswoman said the airliner landed safely and the crew was evacuated after landing at the Laredo International Airport, Texas.[106][107][108] The electrical fire caused some systems to fail before landing.[109] Following this incident, Boeing suspended flight testing on November 10, 2010. Ground testing has been performed instead.[110][111] On November 22, 2010, Boeing announced that the in-flight fire can be primarily attributed to foreign object debris (FOD) that was present in the electrical bay.[112] After electrical system and software changes, the 787 resumed company flight testing on December 23, 2010 .[113][114]

Design

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 cruising airspeed of Mach 0.85[115] (561 mph, 903 km/h at typical cruise altitudes). External features include raked wingtips and engine nacelles with noise-reducing serrated edges. The two different engine models compatible with the 787 use a standard electrical interface to allow an aircraft to be fitted with either Rolls-Royce or General Electric engines. This aims to save time and cost when changing engine types; while previous aircraft can have engines changed to those of a different manufacturer, the high cost and time required makes it rare.[116][117] In 2006, Boeing addressed reports of an extended change period by stating that the 787 engine swap was intended to take 24 hours;[117] engine interchangeability reportedly makes the 787 a more flexible asset to airlines, allowing them to change easily from one manufacturer's engine to the other if required.[2]

Airframe

Size comparison of the Boeing 787-8 (black outline) with the Boeing 777-300 (pink), 767-300 (cyan), and 737-800 (green).

The 787 features lighter-weight construction. Its materials (by weight) are: 50% composite, 20% aluminum, 15% titanium, 10% steel, 5% other.;[118][119] the craft will be 80% composite by volume.[120] Each 787 contains approximately 35 short tons of carbon fiber reinforced plastic, made with 23 tons of carbon fiber.[121] Aluminum is used on wing and tail leading edges, titanium used mainly on engines and fasteners, with steel used in various places.[119]

Carbon fiber composites have a higher strength to weight ratio than traditional aircraft materials, and help make the 787 a lighter aircraft.[119] Composites are used on fuselage, wings, tail, doors, and interior. Boeing had built and tested the first commercial aircraft composite section while examining the Sonic Cruiser concept nearly five years before,[122][123] the Bell Boeing V-22 Osprey military transport uses over 50% composites,[124] and the C-17 has over 16,000 lb (7,300 kg) of structural composites.[125]

In 2006, Boeing launched the 787 GoldCare program.[126] 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.[127]

Boeing 787 flight deck

Flight systems

On the 787, Honeywell and Rockwell-Collins provide flight control, guidance, and other avionics systems, including standard dual head up guidance systems,[2] while Thales supplies the integrated standby flight display and electrical power conversion system.[2] 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.[128] 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).[129] The Lockheed Martin Orion spacecraft will use a glass cockpit derived from Honeywell International's 787 flight deck.[130] The 787 flight deck includes two head-up displays (HUDs) as a standard feature.[131] Like other Boeing airliners, the 787 will use a yoke instead of a side-stick. The future integration of forward looking infrared into the HUD system for thermal sensing so the pilots can "see" through the clouds is under consideration.[2]

Angled planform view of the second 787 Dreamliner during flight testing

The most notable contribution to efficiency is the new electrical architecture which replaces bleed air and hydraulic power sources with electrically powered compressors and pumps, as well as completely eliminating pneumatics and hydraulics from some subsystems (e.g., engine starters or brakes).[132] The 787's engines use all-electrical bleedless systems, eliminating the superheated air conduits normally used for aircraft power, de-icing, and other functions.[2] Another new system is a wing ice protection system that uses electro-thermal heater mats on the wing slats instead of hot bleed air that has been traditionally used.[133][134]

An active gust alleviation system, similar to the system used on the B-2 bomber, improves ride quality during turbulence.[135][136] 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.[137]

Interior

The 787-8 is designed to seat 234 passengers in a three-class setup, 240 in two-class domestic configuration, and 296 passengers in a high-density economy arrangement.[138] Seat rows can be arranged in four to six abreast in first or business (e.g. 1-2-1, 2-2-2), with eight or nine abreast in economy (e.g. 3-2-3, 2-4-2, 3-3-3). Typical seat room ranges from 46 to 61 in (120 to 150 cm) pitch in first, 36 to 39 in (91 to 99 cm) in business, and 32 to 34 in (81 to 86 cm) in economy.[138]

Mockup of early Dreamliner cabin concept

Cabin interior width is approximately 18 feet (547 cm) at armrest,[138] 1 inch (2.5 cm) over what was originally planned,[139] and 15 in (38 cm) greater than that of the Airbus A330 and A340,[140] while 5 in (13 cm) and 16 in (41 cm) less than the A350[141] and 777 respectively.[142] For economy class in 3-2-3 or 2-4-2 arrangements, seat-bottom widths will be 18.5 in (47 cm), comparable to that found on the Boeing 777, and recommended by detailed passenger ergonomics studies; for 3-3-3 and the 2-5-2 maximum passenger density layout, seat widths would be 17.18 in (43.55 cm), with most airlines expected to select the 3-3-3 maximum passenger density configuration.[143] Boeing engineers designed the 787 interior to better accommodate persons with mobility, sensory, and cognitive disabilities. For example, a 56-inch (142 cm) by 57-inch (145 cm) convertible lavatory includes a movable center wall that allows two separate lavatories to become one large, wheelchair-accessible facility.[144]

Interior mockup photo showing windows and LED mood lighting options for the 787 Dreamliner.

The 787's cabin windows are larger in area than all other civil air transports in-service or in development,[145] with dimensions of 10.7 by 18.4 in (27 by 47 cm),[145] and a higher eye level so passengers can maintain a view of the horizon.[146] Electrochromism-based "auto-dimming" (smart glass) instead of window shades reduces cabin glare while maintaining transparency.[146] These are to be supplied by PPG Industries.[147] Standard for the first time on a jetliner, cabin lighting uses light-emitting diode (LED)[148] in three colors instead of fluorescent tubes,[148] allowing the aircraft to be entirely 'bulbless' and have 128 color combinations.

The internal pressure will be increased to the equivalent of 6,000 feet (1,800 m) altitude instead of the 8,000 feet (2,400 m) on conventional aircraft. According to Boeing, in a joint study with Oklahoma State University, this will significantly improve passenger comfort.[135][149] A higher cabin pressure is possible in part because of better properties of composite materials.[22] 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.[150] 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.[119]

Technical concerns

Composites

Disassembled composite fuselage section of the Boeing 787

The risks of using a composite fuselage have been questioned by a former Boeing engineer,[151][152] noting that carbon fiber, unlike metal, does not visibly show cracks and fatigue;[153] the rival A350 was later announced to be using composite panels on a frame, a more traditional approach which its contractors regarded as less risky.[154] Further concerns include that during crash landings, survivable in metal planes, a composite fuselage could shatter and burn with toxic fumes.[151][154] The porous properties of composite materials, allowing them to absorb unwanted moisture, have been questioned. As the aircraft reaches altitude, the moisture expands, and may cause delamination of the composite materials, and structural weakness over time.[155] Boeing has dismissed criticisms of its fuselage materials, insisting that composites have been used on wings and other passenger aircraft parts for many 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.[156] Another concern arises from the risk of lightning strikes,[157] with composite having as much as 1,000 times less electrical conductivity than aluminum, increasing the risk of damage.[158] Boeing has stated that the 787's lightning protection will meet FAA requirements,[151] and FAA management was planning to adjust some requirements, which will help the 787 show compliance.[159] In summer 2010, a 787 experienced an in-flight lightning strike without damage.[160]

Weight issues

While Boeing had been working to trim excess weight since assembly of the first airframe began, common for new aircraft in development, the company has stated that the first six 787s will be overweight,[161] with the first aircraft expected to be 5,000 lb (2,270 kg) heavier than specified. The seventh and subsequent aircraft will be the first optimized 787s and are expected to meet all goals, with Boeing working on weight reductions.[162] Boeing has redesigned some parts and made more use of titanium.[163] According to International Lease Finance Corporation's (ILFC) Steven Udvar-Hazy, the 787-9's operating empty weight is around 14,000 lb (6,350 kg) overweight, which also could be a problem for the proposed 787-10.[164] In early 2009 a number of 787 customers started to publicly mention their dissatisfaction with the weight and range issues.

The first Boeing 787 at Paine Field

In May 2009, a press report indicated a 10–15% range reduction, about 6,900 nmi (12,800 km) instead of the originally promised 7,700 to 8,200 nmi (14,800–15,700 km), for early aircraft that were about 8% overweight. Substantial redesign work is expected to correct this, which will complicate increases in production rates;[165] Boeing stated the early 787-8s will have a range of almost 8,000 nmi (14,800 km).[166] There have also been reports that this led Delta to delay deliveries of 787s it inherited from Northwest in order to take later planes which may be closer to the original estimates. Other airlines are suspected to have been given discounts to take the earlier models.[167] Shanghai Airlines stated in March 2009 it wished to either delay or cancel its first order. Boeing expects to have the weight issues addressed by the 21st production model.[168]

Computer networks

In January 2008, previous FAA concerns came to light regarding protection of the 787's computer networks from possible intentional or unintentional passenger access.[169][170] The computer network in the passenger compartment, designed to give passengers in-flight internet access, is connected to the airplane's control, navigation and communication systems.[169] Boeing called the report "misleading", saying that various hardware and software solutions are employed to protect the airplane systems, including air gaps for the physical separation of the networks, and firewalls for their software separation. Measures are provided so data cannot be transferred from the passenger internet system to the maintenance or navigation systems. As part of certification Boeing plans to demonstrate to the FAA that these provisions are acceptable.[169]

Variants

The Boeing 787-8, the first model of the aircraft under production

Boeing has offered three variants of the 787 from the program launch in 2004. The 787-8 is scheduled to enter service in 2011; the 787-9 is to enter service in 2013.

787-8

The 787-8 is the base model of the 787 family with a length of 186 feet (57 m) and a wingspan of 197 feet (60 m) and a range of 7,650 to 8,200 nautical miles (14,200 to 15,200 km) depending on seating configuration. The 787-8 seats 210 passengers in a three class configuration. The variant will be the first of the 787 line to enter service in 2011. Boeing is targeting the 787-8 to replace the 767-200ER and 767-300ER, as well as expand into new non-stop markets where larger planes would not be economically viable. The bulk of 787 orders are for the 787-8.

787-9

The 787-9 will be the first variant of the 787 with a "stretched" or lengthened fuselage, seating 250–290 in three classes with a range of 8,000 to 8,500 nautical miles (14,800 to 15,750 km). This variant differs from the 787-8 in several ways, including structural strengthening, a lengthened fuselage, a higher fuel capacity, a higher maximum take-off weight (MTOW), but with the same wingspan as the 787-8.[171] The targeted date for entry into service (EIS), originally planned for 2010,[172] was scheduled for early 2013 in December 2008.[173] Boeing is targeting the 787-9 to compete with both passenger variants of the Airbus A330 and to replace their own 767-400ER. Like the 787-8, it will also open up new non-stop routes, flying more cargo and fewer passengers more efficiently than the 777-200ER or A340-300/500. The firm configuration was finalised on July 1, 2010.[174]

Artist's impression of the stretched 787-9, designed with greater range and payload capability

When first launched, the 787-9 had the same fuel capacity as the other two variants. The design 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 now have a longer range and a higher 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 or Bogota to Sydney and will have the lowest seat-mile cost of the three 787 variants.

Air New Zealand is the launch customer for the 787-9 and the second customer ever for the 787 behind ANA. Qantas, Etihad Airways and Singapore Airlines have placed the largest orders for the 787-9.

Other variants

787-3

This variant was designed to be a 290-seat (two-class) short-range version of the 787 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 was designed to replace the Airbus A300/A310 and Boeing 757-300/767-200 on regional routes from airports with restricted gate spacing. It would have used the same fuselage as the 787-8, though with some areas of the fuselage strengthened for higher cycles. The wing would have been derived from the 787-8, with blended winglets replacing raked wingtips. The change would have decreased the wingspan by roughly 25 feet (7.6 m), allowing the 787-3 to fit into more domestic gates, particularly in Japan. This model would have been limited in its range by a reduced maximum take-off weight (MTOW) of 364,000 lb (163,290 kg). (Actual range is based on remaining available weight for fuel after the aircraft empty weight and payload are subtracted from the MTOW.)

An artist's impression of the 787-3, which would have featured a shorter wing with winglets.

A full load of passengers and cargo would limit the amount of fuel it could take on board, as with the 747-400D. This is only viable on shorter, high-density routes, such as Tokyo to Shanghai, Osaka to Seoul, or London to Berlin. Many airports charge landing fees based on aircraft weight; thus, an airliner rated at a lower MTOW, though otherwise identical to its sibling, would pay lower fees.

Boeing has projected that the future of aviation between very large (but close) cities of five million or more may stabilize around the capacity level of the 787-3.[175][176] Boeing also believed legacy carriers could have used this variant to compete with low-cost airlines by running twice the capacity of a single-aisle craft for less than twice its operating cost (fuel, landing fees, maintenance, number of flight crew, airspace fees, parking fees, gate fees, etc.).

Forty-three 787-3s were ordered by the two Japanese airlines, but production problems on the base 787-8 model led Boeing to postpone the introduction of the 787-3 in April 2008, following the 787-9 but without a firm delivery date.[56] By December 2009, all 787-3 orders had been converted to the 787-8.[177] At the time, it was likely the 787-3 variant would be shelved entirely following the lack of interest by potential customers caused by it being designed specifically for the Japanese market.[178] On December 13, 2010, Boeing did cancel the 787-3, since it was no longer financially viable after its orders were canceled.[179]

787-10

Boeing has stated that it is likely to develop another version, the longer 787-10, with seating capacity between 290 and 310.[180][181] This proposed model is intended to compete with the planned Airbus A350-900.[182] The 787-10 would supersede the 777-200ER in Boeing's current catalog and could also compete against the Airbus A330-300 and A340-300. Boeing was having discussions with potential customers about the 787-10 in 2006 and 2007.[183][184][185] This variant has not yet been officially launched by Boeing, but Mike Bair, at that time head of the 787 program, 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."[186] The 787-10 has remained under consideration by Boeing.[187][188]

Further proposals

Although no date has been set, Boeing expects to build a freighter version, possibly in 10 to 15 years.[189] Boeing is reported to be also considering a 787 variant as a candidate to replace the 747-based VC-25 as Air Force One.[190]

Orders and deliveries

Main article: List of Boeing 787 orders

The Boeing 787 has not entered service. The first 787 is scheduled to enter passenger service in 2011 with All Nippon Airways.[191] ILFC is its largest customer ordering a total of 74 Boeing 787s, comprising 67 -8s and 7 -9s.[6][192]

Net orders (cumulative by year)
Data through December 22, 2010.
Sources:[193][194]
Boeing 787 total firm orders
787-8 787-9 Total firm orders
621 226 847
Orders and deliveries by year
2004 2005 2006 2007 2008 2009 2010 2011 Total
Net orders 56 235 157 369 93 -59 -4 0 847
Deliveries - - - - - - - - -

Specifications

Model 787-8 787-9
Cockpit crew Two
Seating, typical 210-250
224 (3-class)		 250-290
280 (3-class)
Length 186 ft (56.7 m) 206 ft (62.8 m)
Wingspan 170 ft 6 in (52.0 m) 197 ft 3 in (60.1 m)
Wing area 3,501 sq ft (325 m2)
Wing sweepback 32.2 degrees
Height 55 ft 6 in (16.92 m)
Fuselage dimensions Width: 18 ft 11 in (5.77 m) / Height: 19 ft 7 in (5.97 m)
Maximum cabin width 18 ft (5.49 m)
Cargo capacity 4,822 cu ft (137 m3)
28× LD3
or 9x (88x125) pallets
or 8x (96x125) pallets + 2x LD3		 6,086 cu ft (172 m3)
36× LD3
or 11x (88x125) pallets
or 11x (96x125) pallets
Maximum takeoff weight 502,500 lb (228,000 kg) 545,000 lb (247,000 kg)
Maximum landing weight 380,000 lb (172,000 kg) 425,000 lb (193,000 kg)
Operating empty weight 242,000 lb (110,000 kg) 254,000 lb (115,000 kg)
Cruising speed Mach 0.85 (567 mph, 490 knots, 913 km/h at 35,000 ft/10,700 m)[195]
Maximum speed Mach 0.89 (593 mph, 515 knots, 954 km/h at 35,000 ft/10,700 m)
Range, fully loaded 7,650–8,200 nmi (14,200–15,200 km; 8,800–9,440 mi) 8,000–8,500 nmi (14,800–15,700 km; 9,210–9,780 mi)
Maximum fuel capacity 33,528 US gal (126,920 L) 33,428 US gal (126,540 L)
Service ceiling 43,000 ft (13,100 m)
Engines (×2) General Electric GEnx or Rolls-Royce Trent 1000
Thrust (×2) 64,000 lbf (280 kN) 71,000 lbf (320 kN)

Sources: 787 brochure,[171] 787-8 Airport report,[138] 787 fact sheets[196][197][198]

See also

Wikinews has related news:

Related development

Aircraft of comparable role, configuration, and era

Related lists

More information about the 787:

References

  1. ^ a b c "787 Dreamliner Flight Test site". Boeing. Retrieved November 8, 2010.
  2. ^ a b c d e f g h i j k Norris, G.; Thomas, G.; Wagner, M. and Forbes Smith, C. (2005). Boeing 787 Dreamliner – Flying Redefined. Aerospace Technical Publications International. ISBN 0-9752341-2-9.{{cite book}}: CS1 maint: multiple names: authors list (link)
  3. ^ "Commercial Airplanes - 787 Dreamliner - Background". Boeing. Retrieved December 14, 2010.
  4. ^ "Boeing Gives the 7E7 Dreamliner a Model Designation". Boeing, January 28, 2005.
  5. ^ "Boeing Celebrates the Premiere of the 787 Dreamliner." Boeing.
  6. ^ a b c 787 Model Orders and Deliveries summary. Boeing, September 2010. Retrieved: September 03, 2010.
  7. ^ Ostrower, Jon. "Boeing completes 787 maiden sortie". Flightglobal, December 16, 2009.
  8. ^ a b "Boeing delays delivery of 787 aircraft until next year". BBC. August 27, 2010. Retrieved August 27, 2010.
  9. ^ Gunter, Lori. "The Need for Speed, Boeing's Sonic Cruiser team focuses on the future". Boeing Frontier magazine, July 2002.
  10. ^ Banks, Howard (May 28, 2001). "Paper plane: That Mach 0.95 Sonic Cruiser from Boeing will never fly. Here's why". Forbes. Retrieved June 7, 2007.
  11. ^ Associated Press. "History of the Boeing 787". ABC News, June 23, 2009. Retrieved: June 23, 2009.
  12. ^ Cannegieter, Roger. Long Range vs. Ultra High Capacity Aerlines Magazine, e-zine edition, Issue 31, undated. Retrieved: 8 April 2010.
  13. ^ Marc E. Babej and Tim Pollak. Boeing Versus Airbus Forbes, 24 May 2006. Retrieved: 8 April 2010.
  14. ^ "Can This Plane Save Boeing?". TIME (magazine). October 20, 2003. Retrieved September 21, 2010.
  15. ^ "Maximizing the Middle, Finding the sweet spot in the market". Boeing Frontier magazine, March 2003.
  16. ^ a b "Boeing Achieves 787 Power On", Boeing, June 20, 2008. Cite error: The named reference "Boe_787_power_on" was defined multiple times with different content (see the help page).
  17. ^ "Daydream believer: How different is the Boeing 787?". Flightglobal.com. Retrieved December 14, 2010.
  18. ^ "'Name Your Plane' sweepstakes". Boeing Frontiers Online. 2003. Retrieved September 28, 2007.
  19. ^ "Boeing Launches 7E7 Dreamliner". Boeing, April 26, 2009.
  20. ^ "ANA says Denver still in hunt for non-stop to Tokyo". Metrodenver.org. April 8, 2009. Retrieved December 14, 2010.
  21. ^ "The Dream of Composites - R&D Magazine". Rdmag.com. November 20, 2006. Retrieved December 14, 2010.
  22. ^ a b Walz, Martha. "The Dream of Composites". www.rdmag.com. Advantage Business Media. Retrieved July 9, 2007.
  23. ^ Norris, Guy (January 9, 2009). "Boeing Rules Out 787 Window Change". Aviation Week. Retrieved January 11, 2009.
  24. ^ Marsh, George. "Boeing's 787: trials, tribulations, and restoring the dream". Reinforced Plastics. Retrieved July 29, 2010.
  25. ^ "Boeing boosts aircraft prices 5.5% on rising cost of labor, materials". Air Transport World, June 26, 2007.
  26. ^ "Boeing Unveils 787 Final Assembly Factory Flow." Boeing. December 6, 2006.
  27. ^ "Boeing's Big Dream", Fortune Magazine, May 5, 2008, p. 182. (online version).
  28. ^ "Boeing unveils 787 Dreamliner; Airbus sends congrats". USA Today. July 9, 2007.
  29. ^ Boeing's Big Dream, Fortune, May 5, 2008, p. 187.
  30. ^ "Boeing's Big Dream", Fortune, May 5, 2008, p. 184
  31. ^ "Boeing 787 Supplier Korea Aerospace Hires Share-Sale Arrangers". Bloomberg. September 29, 2010.
  32. ^ "Boeing Completes Acquisition of Vought Operations in South Carolina – Jul 30, 2009". Boeing.mediaroom.com. July 30, 2009. Retrieved December 15, 2009.
  33. ^ Gates, D. "Boeing 787: Parts from around world will be swiftly integrated". The Seattle Times, September 11, 2005.
  34. ^ "Korean Air to Buy 10 '787 Dreamliners'". KoreaTimes. July 12, 2007.
  35. ^ "India's Tata Group to supply parts for Boeing Dreamliner". AFP. February 6, 2008. Retrieved February 7, 2008.
  36. ^ Bhagwat, Ramu (February 7, 2008). "Tatas to make Boeing 787 parts at Mihan". Times News Network. Retrieved February 7, 2008.
  37. ^ a b 787 Dreamliner International team facts. Boeing. Retrieved: June 10, 2010.
  38. ^ "Korean Air ready for 787 ramp up". BrisbaneTimes. September 30, 2010.
  39. ^ Boeing's Big Dream, Fortune May 5, 2008, p.189
  40. ^ Coulom, Dan (August 20, 2007). "Hamilton Sundstrand delivers first cabin air conditioning packs for Boeing 787 Dreamliner". Press Release. Hamilton Sundstrand. Retrieved August 21, 2007.
  41. ^ "Boeing considers moving 787-9 tail build in-house". October 30, 2010. Retrieved October 30, 2010. {{cite web}}: Text "ATW Online" ignored (help)
  42. ^ "Boeing shares work, but guards its secrets". Seattle Times, May 15, 2007.
  43. ^ Boeing Celebrates the Premiere of the 787 Dreamliner July 8, 2007.
  44. ^ Trimble, Stephen (September 10, 2007). "Boeing 787 first flight suffers two-month delay". Flight International.
  45. ^ "Boeing Revises 787 First Flight and Delivery Plans; Adds Schedule Margin to Reduce Risk of Further Delays". Boeing, April 9, 2008
  46. ^ "Final Assembly Begins on Another Boeing 787 Dreamliner". Boeing, February 15, 2008
  47. ^ "Boeing's Big Dream", Fortune Magazine, May 5, 2008, p. 182.
  48. ^ "Boeing Delays 787's First Flight to November-December". Bloomberg, September 5, 2007.
  49. ^ Carpenter, Dave (October 10, 2007). "Boeing Delays First 787s by Six Months". Yahoo!. Associated Press. Archived from the original on October 12, 2007. Retrieved December 22, 2007.
  50. ^ Clark, Nicola (October 10, 2007). "Boeing Delays Deliveries of 787". The New York Times. Retrieved December 22, 2007.
  51. ^ "Boeing Reschedules Initial 787 Deliveries and First Flight". Boeing. October 10, 2007.
  52. ^ "787 Program Chief Replaced at Boeing". New York Times. Associated Press. October 17, 2007. Retrieved November 24, 2007.
  53. ^ "Boeing Shifts Schedule for 787 First Flight", Boeing, January 16, 2008.
  54. ^ "Boeing Buys Vought Share Of Fuselage Builder", Aviation Week, March 28, 2008.
  55. ^ "Boeing Sets Deal to Buy a Dreamliner Plant". Wall Street Journal
  56. ^ a b "787 variants delayed to at least 2012". Flight International, April 4, 2008.
  57. ^ Fasteners incorrectly installed Retrieved: 11 November 2008
  58. ^ New delay[dead link‍]
  59. ^ "Boeing Reviews Dreamliner Schedule for More Delays" (Update2). Bloomberg, December 4, 2008.
  60. ^ "Boeing confirms 787 first flight pushed back to 2Q 2009". Flightglobal.com. Retrieved December 14, 2010.
  61. ^ "Boeing Postpones 787 First Flight". Boeing, June 23, 2009.
  62. ^ Gates, Dominic (July 30, 2009). "Boeing 787 wing flaw extends inside plane". Seattletimes.nwsource.com. Retrieved December 14, 2010.
  63. ^ "Dreamliner 787 Composites Approach Takes Another Big Hit". Design News. September 10, 2009. Retrieved September 11, 2009.
  64. ^ a b "Boeing Announces New 787 Schedule and Third-Quarter Charge". Boeing, August 27, 2009.
  65. ^ Gates, Dominic (August 28, 2009). "Boeing still sure delayed 787 will be profitable". The Seattle Times. Retrieved September 23, 2009.
  66. ^ Karp, Aaron (July 16, 2010). "Boeing: 787 first delivery may be delayed to 2011". Air Transport World. Retrieved July 30, 2010.
  67. ^ Mustoe, Howard. Rolls-Royce Blowout Shutters Boeing, Airbus Test Bed Bloomberg, August 24, 2010. Retrieved: August 29, 2010.
  68. ^ Ostrower, Jon. "Lack of production engine for Airplane Nine drives 787 delay" Flight Global, August 28, 2010. Retrieved: August 29, 2010.
  69. ^ "Boeing faces claim on 787 delays; sixth flight test aircraft won't fly until September". ATW Online. August 16, 2010. Retrieved August 16, 2010. $1 billion claim from Air India
  70. ^ "Boeing stops shipments of 787 parts for two weeks". ATW Online. October 30, 2010. Retrieved October 30, 2010.
  71. ^ "Boeing faces prospect of further 787 delay". Flight International. November 5, 2010. Retrieved November 6, 2010.
  72. ^ "JAL hit by further 787 delivery delay". Air Transport Intelligence news via FlightGlobal.com. November 4, 2010. Retrieved November 6, 2010.
  73. ^ "European and US regulators certify Trent 1000 for Boeing 787". Flightglobal.com. Retrieved December 14, 2010.
  74. ^ "Boeing performs crash test on 787 fuselage section". KOMO News. August 23, 2007. Retrieved September 28, 2009.
  75. ^ Snyder, Sean, Associate Editor (August 29, 2007). "Boeing Performs Crash Test on 787 Dreamliner: Tests currently under analysis". Design News. Reed Business Information, a division of Reed Elsevier Inc. Retrieved August 30, 2007. {{cite web}}: |author= has generic name (help)CS1 maint: multiple names: authors list (link)
  76. ^ Gillespie, Elizabeth M. (September 6, 2007). "Boeing Says 787 Fuselage Test a Success". Forbes. Retrieved September 7, 2007.[dead link‍]
  77. ^ Snyder, Sean, Associate Editor (September 6, 2007). "Announcement of Boeing Fuselage Crash Test Results". Design News. Reed Business Information, a division of Reed Elsevier Inc. Retrieved September 7, 2007. {{cite web}}: |author= has generic name (help)CS1 maint: multiple names: authors list (link)
  78. ^ "GEnx-1B Engine Receives FAA Certification". Press Release. GE Aviation. March 31, 2008. Retrieved July 4, 2008.
  79. ^ "Boeing Completes 787 Dreamliner 'High Blow' Test". Boeing, September 27, 2008]
  80. ^ "FAA Approves Boeing 787 Dreamliner Maintenance Program". Boeing, December 22, 2008.
  81. ^ "Boeing 787 Dreamliner Moves to Flight Line for Testing". Boeing, May 3, 2009. Retrieved on May 3, 2009.
  82. ^ "Boeing Completes Ultimate-Load Wing Test on 787". Boeing, March 28, 2010. Retrieved: March 30, 2010.
  83. ^ "Boeing's Dreamliner Lags Testing Schedule". Wall Street Journal, March 30, 2010.
  84. ^ "Boeing 787 Passes Incredible Wing Flex Test". Wired.com, March 29, 2010.
  85. ^ "Boeing Confirms Success on 787 Wing, Fuselage Ultimate Load Test". Boeing, April 7, 2010.
  86. ^ Ostrower, Jon. "Boeing clears 787 to fly 15 December". Air Transport Intelligence news via Flightglobal.com, December 13, 2009.
  87. ^ "Boeing Completes 787 Dreamliner High-Speed Taxi Test". Boeing, December 12, 2009.
  88. ^ "787 approaches final gauntlet testing". Flightglobal.com. December 8, 2009. Retrieved December 15, 2009.
  89. ^ Ostrower, Jon. "Boeing 787 Dreamliner lifts off on maiden flight". Flightglobal.com, December 15, 2009.
  90. ^ "Boeing 787 jet lands after maiden flight". Yahoo!7 News
  91. ^ "Boeing Dreamliner completes first flight". BBC News. December 15, 2009. Retrieved March 26, 2010.
  92. ^ "Dreamliner flight delayed". FLUG Revue, September 9, 2007.
  93. ^ Mecham, Michael and Guy Norris. "Boeing Plans 8.5 Months Of 787 Testing". Aviation Week, December 18, 2009.
  94. ^ "The B777". Triple7 World site
  95. ^ Boeing Commercial Airplane Group #2 > 22-Dec-2009 > KPAE-KBFI. FlightAware.com
  96. ^ "Second Boeing 787 Dreamliner Completes First Flight". Boeing, December 22, 2009.
  97. ^ Ostrower, Jon. "Boeing completes 787 flutter and ground effects testing". Flight International, March 24, 2010.
  98. ^ "Boeing 787 in hot/cold testing in Florida". UPI.com, April 23, 2010.
  99. ^ "First 787 GEnx Engine Runs Complete". Boeing, May 12, 2010.
  100. ^ "VIDEO: GEnx powered 787 completes maiden flight". Flightglobal.com. Retrieved July 21, 2010.
  101. ^ "Horizontal stabiliser gaps force 787 inspections and reduced flight envelope". flightglobal. 2010. Retrieved June 26, 2010.
  102. ^ "Dreamliner lands at Farnborough". BBC News, July 18, 2010. Retrieved: July 18, 2010.
  103. ^ "787 flight test fleet to expand". ATW Online. September 10, 2010. Retrieved September 9, 2010.
  104. ^ Norris, Guy. "Boeing 787 Suffers Engine Surge During Tests". Aviation Week, September 16, 2010. Retrieved: September 16, 2010.
  105. ^ "Sixth Boeing 787 Makes First Flight, Testing Program Making Good Progress". Boeing, October 4, 2010.
  106. ^ "Boeing 787 makes emergency landing on test flight". Associated Press. November 9, 2010. Retrieved November 9, 2010.
  107. ^ Gates, Dominic (November 9, 2010). "Electrical fire forces emergency landing of 787 test plane". The Seattle Times. Retrieved November 9, 2010.
  108. ^ "Boeing 787 Makes Emergency Landing On Test Flight". National Public Radio. Associated Press. November 9, 2010. Retrieved November 9, 2010.
  109. ^ "787 electrical fire raises prospect of further delay". Retrieved November 15, 2010.
  110. ^ Norris, Guy. "787s Grounded After Emergency Landing". Aviation Week, November 10, 2010.
  111. ^ Norris, Guy. "787s Remain Grounded". Aviation Week, November 11, 2010.
  112. ^ Rothman, Andrea. "Boeing 787 Fire Sparked by Stray Tool". Bloomberg, November 25, 2010.
  113. ^ Ostrower, Jon. "787 flight tests resume, final schedule unclear". Air Transport Intelligence news via flightglobal.com, December 23, 2010.
  114. ^ "Boeing Resumes 787 Flight Testing". Boeing, December 23, 2010.
  115. ^ "Boeing 787 program background". Retrieved May 4, 2007.
  116. ^ Corliss, Bryan. "What's new, different about the 787". The Daily Herald, June 21, 2009.
  117. ^ a b "787 Is not Meeting 24hour-Engine Change Promo, lessor says." Leeham Co. LLC. July 18, 2005.
  118. ^ "787 Dreamliner Program Fact Sheet". Boeing web page. The Boeing Company. Retrieved July 10, 2007.
  119. ^ a b c d Hawk, Jeff (Director Certification, Government and Environment 787 Programs) (May 25, 2005). "The Boeing 787 Dreamliner: More Than an Airplane" (PDF). Presentation to AIAA/AAAF Aircraft Noise and Emissions Reduction Symposium. American Institute of Aeronautics and Astronautics and Association Aéronautique et Astronautique de France. Retrieved July 15, 2007.{{cite web}}: CS1 maint: multiple names: authors list (link) CS1 maint: numeric names: authors list (link)
  120. ^ "Boeing 787: A Matter of Materials – Special Report: Anatomy of a Supply Chain". IndustryWeek.com, December 1, 2007
  121. ^ "Market Research Report: Strategic Business Expansion of Carbon Fiber, Torayca" (PDF). Toray Industries press release. Toray Industries. April 12, 2005. Archived from the original (PDF) on February 4, 2007. Retrieved July 9, 2007.
  122. ^ "Boeing Testing Sample Sonic Cruiser Fuselage". Boeing, July 24, 2002.
  123. ^ "Development Work on Boeing 787 Noses Ahead." Boeing. July 13, 2005.
  124. ^ "Low-Cost Composite Materials and Structures for Aircraft Applications" (PDF). Retrieved July 21, 2010.
  125. ^ John Pike. "C-17 Globemaster III". Globalsecurity.org. Retrieved July 21, 2010.
  126. ^ Bickers, Chaz (2006). "Good as GoldCare: Revolutionary 787 fleet support program complements airplane's technical achievements" (PDF). Boeing Frontiers. {{cite news}}: Unknown parameter |month= ignored (help)
  127. ^ Johnsson, J. "Boeing coining plan for composite parts". Chicago Tribune, September 2, 2007.
  128. ^ McHale, John (2005). "AFDX technology to improve communications on Boeing 787". Military & Aerospace Electronics Magazine. PennWell. Retrieved July 8, 2007. {{cite news}}: Unknown parameter |month= ignored (help)
  129. ^ "What is ARINC 661?" Web archive of Engenuity Technologies page.
  130. ^ Coppinger, Rob (October 6, 2006). "NASA Orion crew vehicle will use voice controls in Boeing 787-style Honeywell smart cockpit". Flight International. Retrieved October 6, 2006.
  131. ^ "Boeing Unveils 787 Dreamliner Flight Deck." Boeing press release. August 31, 2005.
  132. ^ "Boeing 787 from the Ground Up". Boeing, AERO magazine, QTR_04/06
  133. ^ "787 No Bleed Systems". Boeing AERO magazine, Quarter 4, 2007.
  134. ^ 787 integrates new composite wing deicing system. Composites World, 12/30/2008.
  135. ^ a b Croft, John (2006). "Airbus and Boeing spar for middleweight" (PDF). Aerospace America. American Institute of Aeronautics and Astronautics. Retrieved July 8, 2007. {{cite news}}: Unknown parameter |month= ignored (help)
  136. ^ Universal-type gust alleviation system for aircraft, United States Patent 4905934. freepatentsonline.com, original publication March 6, 1990. Accessed: December 9, 2009.
  137. ^ "GR & Boeing Demo. Quiet Technology". Goodrich press release. Goodrich Corporation. August 16, 2005. Archived from the original on October 19, 2007. Retrieved July 10, 2007.
  138. ^ a b c d "787Airplane Characteristics for Airport Planning (Preliminary), Document D6-58331" (PDF). Boeing Commercial Aircraft. 2006. pp. Section 2.4 Interior Arrangements (page 10), Section 2.5 Cabin Cross-Sections (page 13). Retrieved August 5, 2007. {{cite web}}: Unknown parameter |month= ignored (help)
  139. ^ "Boeing details 787 improvements". Seattle Post-Intelligencer, November 18, 2005.
  140. ^ "Airbus A330 and A340 family specifications".
  141. ^ "Airbus – A350 XWB Xtra comfort". Archived from the original on February 5, 2008.
  142. ^ "Airbus unveils widebody, says A350 XWB will top 787 and 777". Seattlepi.com. July 18, 2006. Retrieved December 14, 2010.
  143. ^ Wallace, James. Aerospace Notebook More seats sought on 787, Seattle-PI, February 22, 2006.
  144. ^ Cram, Jennifer (March 26, 2007). "Boeing Unveils Improved Access Features on the 787". Boeing press release. The Boeing Company. Archived from the original on October 11, 2007. Retrieved July 10, 2007.
  145. ^ a b Wallace, James. "Aerospace Notebook: In Airbus, Boeing duel, jet windows a shut case". Seattle Post-Intelligencer. Retrieved June 6, 2007.
  146. ^ a b Wallace, James (November 26, 2008). "Continental plans Dreamliner seats to be roomy, with a view". Seattle Post-Intelligencer. Retrieved November 28, 2008.
  147. ^ Norris, G. "Qantas deal sees launch of 787-9". Flight International, December 20, 2005.
  148. ^ a b "Cabin Interior, Mood Lighting". Diehl Aerospace, Germany. Archived from the original on September 27, 2007. Retrieved May 1, 2007.
  149. ^ "Boeing 7E7 Offers Preferred Cabin Environment, Study Finds." Boeing, July 19, 2004.
  150. ^ Ogando, Joseph, Senior Editor (June 4, 2007). "Boeing's 'More Electric' 787 Dreamliner Spurs Engine Evolution: On the 787, Boeing eliminated bleed air and relied heavily on electric starter generators". Design News. Retrieved July 8, 2007. {{cite news}}: |author= has generic name (help)CS1 maint: multiple names: authors list (link)
  151. ^ a b c Gates, Dominic (September 18, 2007). "Fired engineer calls 787's plastic fuselage unsafe". Seattle Times. Retrieved November 24, 2007.
  152. ^ "Dan Rather Reports – Boeing 787 composite concerns (1 of 4)". YouTube. November 7, 2007. Retrieved December 15, 2009.
  153. ^ "The 787 Encounters Turbulence." BusinessWeek. June 19, 2006.
  154. ^ a b Matlack, Carol (June 26, 2009). "More Boeing 787 Woes as Qantas Drops Order". Businessweek.com. Retrieved December 14, 2010.
  155. ^ "Does composite use in airplane manufacturing trade passenger safety for profits?". Star-Telegram. December 3, 2009.
  156. ^ Wallace, J. (January 10, 2006). "Airbus to use composites". Seattle Post-Intelligencer.
  157. ^ Gates, Dominic. "Building the 787, When lightning strikes". Seattle Times, March 5, 2006.
  158. ^ "FAA Probes American's Inspections". Wall Street Journal, May 16, 2008, p. B1
  159. ^ Gates, Dominic (February 8, 2009). "FAA to loosen fuel-tank safety rules, benefiting Boeing's 787". The Seattle Times.
  160. ^ Jason Paur (June 17, 2010). "Boeing 787 Withstands Lightning Strike".
  161. ^ "Boeing to deliver test 787s to its customers" Financial Times, July 6, 2007.
  162. ^ Boeing Still Working On 787 Weight Issue, Carson Says." Associated Press. December 7, 2006
  163. ^ Wallace, J. (December 7, 2006). "Virtual rollout of the 78". Seattle Post-Intelligencer.
  164. ^ International Lease Finance Corp. ATW Online, November 12, 2007.
  165. ^ "Bernstein Research sees further 787 delays, bigger range shortfall". ATW Daily News, May 4, 2009.
  166. ^ Ostrower, Jon. "Boeing confirms 787 weight issues". Flight International, May 7, 2009.
  167. ^ Ostrower, Jon. "Concerns raised over expected 787 range shortfall". Flight International, March 9, 2009.
  168. ^ Ostrower, Jon. "Shanghai casts doubt over early 787 delivery slots". Flight International, March 14, 2009.
  169. ^ a b c Zetter, Kim (January 4, 2008). "FAA: Boeing's New 787 May Be Vulnerable to Hacker Attack". Wired. Retrieved January 6, 2008.
  170. ^ "Special Conditions: Boeing Model 787-8 Airplane; Systems and Data Networks Security—Isolation or Protection From unauthorized Passenger Domain Systems Access". Federal Aviation Administration. January 3, 2008. Retrieved January 6, 2008. For these design features, the applicable airworthiness regulations do not contain adequate or appropriate safety standards for protection and security of airplane systems and data networks against unauthorized access.
  171. ^ a b Boeing 787 Airport Compatibility Brochure. Boeing, December 2009.
  172. ^ Wallace, J."Aerospace Notebook: New 787 is taking off". Seattle Post-Intelligencer, April 27, 2005.
  173. ^ December, Royceon. "Good news, bad news: 787-9 delivery now set for early 2013 – FlightBlogger – Aviation News, Commentary and Analysis". Flightglobal.com. Retrieved December 15, 2009.
  174. ^ "Boeing clears firm configuration hurdle for 787-9". flightglobal. 2010. Retrieved July 2, 2010.
  175. ^ Baseler, Randy (May 20, 2005). "Kangaroo hop". Randy's Journal. The Boeing Company. Retrieved July 10, 2007.
  176. ^ Pate, R. Hewitt (Assistant Attorney General, Antitrust Division); McDonald, Bruce (Deputy Assistant Attorney General, Antitrust Division) and Gillespie, William H. (Economist) (May 24, 2005). "Congestion And Delay Reduction At Chicago O'Hare International Airport: Docket No. FAA-2005-20704". Comments of The United States Department of Justice. Before The Federal Aviation Administration Department of Transportation. Retrieved July 10, 2007.{{cite web}}: CS1 maint: multiple names: authors list (link)
  177. ^ Orders and Deliveries search page. Boeing. Retrieved: July 21, 2010.
  178. ^ "Boeing will likely scrap 787-3". The Seattle Times. February 2, 2010. Retrieved February 7, 2010.
  179. ^ "Boeing raises aircraft prices 5.2%, cancels short-haul 787". Seattle Times, December 13, 2010.
  180. ^ Wallace, James. "Everett work force for 787 pegged at 1,000". Seattle Post-Intelligencer. December 22, 2005.
  181. ^ Thomas, G. (September 26, 2005). "Boeing looks at larger Dreamliner to meet Emirates, BA requirements". Air Transport World. ATW Media Group.
  182. ^ Thomas, G. (December 23, 2005). "Boeing bullish on 787-10, Dreamliner production". Air Transport World. ATW Media Group.
  183. ^ Baseler, Randy. "Dash 10". Boeing Blog. Retrieved February 8, 2006.
  184. ^ Cameron, Doug and Done, Kevin (July 8, 2007). "Customers guard Boeing 787 delivery slots". Financial Times. Retrieved July 8, 2007.{{cite news}}: CS1 maint: multiple names: authors list (link)
  185. ^ Leach, Yvonne and Gunter, Lori (June 19, 2007). "Boeing Highlights Progress on First 787, Subsequent Airplanes". Boeing Press Release. Retrieved June 23, 2007.{{cite web}}: CS1 maint: multiple names: authors list (link)
  186. ^ "Boeing to Build Stretch 787 Jet". The Wall Street Journal, March 27, 2006.
  187. ^ Wall, Robert (June 20, 2008). "Boeing Reconsiders Plan for 787-10". Aviation Week & Space Technology. Retrieved April 3, 2010.
  188. ^ "Bernstein: 787-10 could be back on the table". ATW Daily News, March 31, 2010.
  189. ^ Ng, J. Boeing executive says no freighter version of 787 is likely for 10 years, Marketwatch from Dow Jones. Retrieved 2008-01-02.
  190. ^ Butler, Amy "Boeing Only Contender for New Air Force One". AviationWeek.com. Retrieved: 2009-01-28.
  191. ^ "Boeing Announces New 787 Schedule and Third-Quarter Charge". Boeing. Retrieved August 27, 2009.
  192. ^ "Boeing resumes 787 production". Flightglobal.com, January 30, 2009.
  193. ^ a b Annual Orders Summary. Boeing. Retrieved on December 22, 2010.
  194. ^ a b c Current orders. Boeing. Retrieved on December 22, 2010.
  195. ^ For same speed of Mach 0.85 at 35,000 ft, Boeing lists 567 mph and 913 km/h on the 747-400's technical characteristics page
  196. ^ "Boeing 787-3 Dreamliner Fact Sheet". Boeing. Archived from the original on November 19, 2007. Retrieved November 23, 2007.
  197. ^ "Boeing 787-8 Dreamliner Fact Sheet". Boeing. Retrieved November 23, 2007.
  198. ^ "Boeing 787-9 Dreamliner Fact Sheet". Boeing. Retrieved November 23, 2007.

Further reading

  • Norris, Guy (2009). Boeing 787 Dreamliner. USA: Zenith Press. p. 160. ISBN 978-0-7603-2815-6. {{cite book}}: Unknown parameter |coauthors= ignored (|author= suggested) (help)
Wikimedia Commons has media related to:
Boeing 787 (category)

Template:Link FA

Retrieved from "https://en.wikipedia.org/w/index.php?title=Boeing_787_Dreamliner&oldid=405914897"