Yesterday (8 July) Boeing Commercial Aircraft Company rolled out at its Everett plant, 30 miles north of Seattle, the prototype 787 DreamLiner jet. Initial lift off is expected in early September with lead airline ANA taking delivery of the first of 100 on order in May of next year. Six aircraft will be used in the flight test programme.
Lead airline in Europe is the British charter airline First Choice, not far behind ANA, (and also Air New Zealand) in committing to the aircraft off the drawing board in 2004.
From being down on its knees just four years ago Boeing has conceived, designed and assembled a complex and advanced aircraft that has attracted 677 orders from 47 customers airlines before it has flown worth more than $110bn at current list prices.
There are three 787 models. The 787-8 DreamLiner will carry 210-250 passengers on routes of 7,650 to 8,200nm (14,200 to 15,200km), while the 787-9 DreamLiner has space for 250-290 passengers on stage lengths of 8,000 to 8,500nm (14,800 to 15,750km). A third 787 family member, the 787-3, will accommodate 290-330 passengers and is essentially for routes in the 2,500 to 3,000nm range (4,600 to 5,650km).
Boeing is working with interested customers to define the very long range 787-10, which has yet to be launched. It would need to fly London ” Sydney, non-stop in either direction, all year round.
"It's not a matter of if for the 787-10, it's a matter of when," said 787 programme vice-president and general manager, Mike Bair, reporting on the aircraft”s progress at the Paris Air Show. "We continue to see good interest in this airplane and are working to define what the best offering will be. We have time. In fact, we've moved out the anticipated entry into service for the -10 because there is such high demand for the initial versions of the airplane. We see the 787-10 being introduced sometime around 2013."
Last Friday Qantas increased its order by 20 to 85 firm commitments (plus 20 options) without detailing the actual specifications, increasing speculation that it will go for the -10 series aircraft.
From a passenger point of view the most obvious advancement of the 787 will be the massive windows. In the Boeing 777, currently the industry”s largest, they are 15” (38.1cm) x 10” (25.4cm). The 787 comes in at 18.4” (46.73cm) x 10.7” (27.2cm). These are liquid crystal display (LCD)-based "auto-dimming" to reduce cabin glare and maintain transparency.
The interior cross section at 18 ft 7 in (566 cm) is much the same as the A330/350 and significantly wider than the 767 that it replaces. Advanced new seats, particularly in economy class, are designed for far better comfort, and completely new cabin architecture will be a big improvement. Perhaps the most important innovation is the increase in air pressure, from the common 8,000ft to 6,000ft, said to be not noticeable from that at sea level. Light-emitting diode (LED) cabin lighting will be used instead of fluorescent tubes, allowing the aircraft to be entirely 'bulbless'. Flying in the 787 is likely to be far less tiring and significantly less noisy than in present aircraft.
Passengers will also benefit from use of composites in the aircraft”s structure, a major breakthrough, although not quite as revolutionary as depicted by some more consumer focused publications. Since corrosion will not be a problem Boeing is able to raise cabin humidity from 5% to 20%. Many aircraft now have ”plastic” components including versions of the Harrier and C-130 Hercules as used by the Royal Australian Air Force. The wing and fuselage barrel of the 787 are all composite, as is the rear structure. Not only is the material lighter but it is maintenance free too, another big saving.
The assembly and roll-out of the 787 prototype at Everett is the culmination of an extraordinary multi-national engineering programme that stretches all around the globe. About 35% of the aircraft”s structural components come from Japan with Fuji, Kawasaki and Mitsubishi supplying major items including wing boxes and part of the fuselage. Korean Air”s Aerospace Division builds the complete rear fuselage and the wing tips. From Italy Alenia Aeronautica, a long time Boeing supplier, builds part of the hull. Boeing has commissioned two DreamFreighters, with two more on the way, specially converted 747s, to transfer these sometimes massive pieces to Everett.
The programme brings together 43 major suppliers housed in 135 sites around the world. From the UK these include Smiths (with a long list of advanced electronic equipment), Eaton Aerospace (pumps and valves), Ultra (who supply the wing ice protection system), GKN (more de-icing equipment, and Ipeco (who supply the flight deck seats). Plus of course Rolls-Royce.
The engines represent about one third of the value of the aircraft; massive, complex and environmentally advanced units, Rolls, the lead supplier, but General Electric narrowly with the most orders. Many airlines, including Singapore, have not yet specified their choice. In theory at any rate the aircraft is designed in such a way that it can take either of the manufacturers” motors without modification.
Boeing is being tight-lipped about production schedules with an annual output of 112 units being suggested by 2010. The problem is being able to balance demand with future requirements. More aircraft means more employment, but more employment also means redundancies at some stage! Raised production should mean raised profit but it can mean quality problems. A nice one for Boeing to work out.
With the first aircraft now under public gaze all eyes are on the first flight scheduled for September and the June service date for next year. British Airways remains an enigma. Does it order the aircraft and if it does when is it needed and can Boeing find slots? It can take from the ILFC (International Lease Finance Corporation) portfolio or even purchase production line aircraft from another airline. Airbus will be interested too.
ABTN looks forward to its first flight in the 787 and returning to once again sample the delights of ANA.
Boeing line-up from right to left: an Omega Air 707; AirTran Airways 717; FedEx 727; Alaska Airlines 737-800; Rolls-Royce Trent 1000 Flying Test Bed 747-200; Continental Airlines 757; Delta Air Lines 767; and Air France 777-300ER (Extended Range).