Building the 787: part 1

So here it is finally: the first in a series of three articles on this long, painful yet exciting process of building one of the most promising airplanes of the future.

PART 1: The ultra-efficient dream

The 787, Boeing’s all-new family of mid-sized commercial airplanes, consists of three versions. The 787-8, the first model in production, will carry 223 passengers in three classes of seating with a range of up to 15,700 kilometers. The derivatives 787-3 and 787-9, optimized for shorter and longer flights, will carry 296 and 259 passengers over 6,500 and 15,400 km respectively. First flight for the 787-8 is expected in late 2007; with certification, delivery and entry into service in 2008.
Responding to airlines around the world, Boeing has designed an airplane that will use 20% less fuel for comparable missions than any similarly sized aircraft, while traveling at speeds similar to today’s fastest wide bodies at Mach 0.85. Another major sales argument for the 787 is the significant decrease in operating costs. Moreover, passengers will be spoiled with unparalleled comfort and an optimal flying experience due to its larger windows (~ 30x50cm), unique interior architecture (cabin lighting LED’s allowing 128 color combinations), and higher cabin pressure level (equivalent to 1800m altitude instead of current 2400m). No wonder Boeing named this magnificent airplane the "Dreamliner"...

The world has embraced this new bird: Sales have taken off and airlines are wildly enthusiastic, with Boeing receiving over 450 orders and commitments from more than 30 customers.

A 20% benefit jump is huge and one might wonder what revolutionary technology makes this possible. Roughly one-third of this efficiency improvement comes from the engines; another third from aerodynamic improvements and the increased use of lighter weight composite materials; and the other third from advanced systems.

The spectacular increase in the use of composites is a radical change with the past and has caused a revolution in modern aeronautical engineering. No commercial aircraft has used composites on such an extensive scale. The 787 will contain more than 50% composites and just 20 percent aluminum. By comparison, the Boeing 777 is only 12 percent composites and 50 percent aluminum.

Composites are strong, very light, and leave out the corrosion or fatigue problems that drive metal designs. Bigger subassemblies can be made, leading to lower maintenance and final assembly times (a 787 production line will be able to finish an aircraft in as little as three days compared to 11 days for the 737).

In order to compete with Boeing, Airbus launched the all composite A350 XWB in December 2006, radically stepping down from the previous design (Aluminum-Lithium fuselage, composite wing). Hereby, Airbus joins Boeing in its vision of the all composite aircraft as the course of the future.

Conversely, radical changes in technology come with many problems – composites not visibly showing cracks, complicating the repair of damage done to the aircraft; and big monocoque subassemblies requiring to build the enormous “Dreamlifter” (a modified 747 cargo plane (see pic)). But Boeing (and Airbus) are confident that all these obstacles will be overcome, and what only a few years ago seemed an insane venture, will prove to be a genius move.