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Boeing 787 Boeing
787 Dreamliner
Medium to Long-Range Jetliner

DESCRIPTION:
The 787 Dreamliner program began as a response to the enormous Airbus A380. While Airbus was developing its first "super jumbo jet," Boeing chose to focus its resources on the more lucrative midsize market by developing a replacement for the 767 and A300. Boeing first explored a revolutionary design dubbed the Sonic Cruiser hoping to attract customers with increased speed, but studies of a more conventional concept continued as well. While not as radical looking as the Sonic Cruiser, this conventional design's promise to significantly cut operating costs through the use of advanced fuel efficient technologies proved very attractive to the airline market.
Boeing has stated the 787 will be 15% to 20% more efficient and burn 17% less fuel than the 767 due to the innovative use of new technology. Perhaps the most challenging of these advances is the extensive use of lightweight composite materials that make up much of the wing and fuselage structures. While composites have been widely used in aviation since the 1980s, the 787 is the first commercial airliner to use the materials for the majority of its construction. The reduced weight of its structure coupled with aerodynamic improvements to reduce drag are said to account for about a third of the Dreamliner's fuel savings. Another third comes from improvements in engine technology while the remainder is due to advanced systems like its electrical architecture that doesn't require bleed air from the engines.
The program was officially launched in 2004 under the name 7E7, the "E" representing efficient, when All Nippon Airways of Japan placed an order for 50 of the airliners. The name was later changed to the more conventional 787 in 2005, and the type has since attracted orders faster than any other airliner in Boeing's history.
Unfortunately, its revolutionary technologies have come at the cost of significant development and production problems. The largest delays have resulted from Boeing's decision to make greater use of subcontractors in assembling the 787. Rather than building the entire aircraft at its factory near Seattle, Boeing chose to have complete subsystems built around the world and transported to Washington for final assembly. Major suppliers are located in Italy, Japan, Australia, Canada, as well as sites across the United States. Many of these subcontractors have had difficulties performing more complex subassembly tasks within Boeing's aggressive schedule. Part shortages, labor strikes, flight control software issues, and redesign efforts prompted by excess weight have also contributed to delays that have extended development by at least two years. Thanks to these problems, Boeing has been forced to pay compensation to many of its customers as well as offer steep discounts on replacement aircraft until the 787 is ready for service.
First flight had been planned for mid-2007 but did not finally occur until December 2009. Boeing must also maintain a very brisk flight test program in hope of meeting the first delivery date, currently scheduled for late 2010.
The first version to enter service will be the 787-8 base model. Boeing has also launched the lengthened 787-9 with higher passenger capacity and greater range. A high-density variant with reduced fuel capacity for shorter routes called the 787-3 is also under development, but this model will likely be delayed indefinitely due to weak demand. Boeing is planning a further stretched model called the 787-10 as well as a freighter version. Counting the three 787 variants currently in development, a record total of 851 firm orders had been placed by December 2009, even after 84 cancellations.
Last modified 02 May 2011

HISTORY:

First Flight (787-8) 15 December 2009

Service Entry (787-8) planned for late 2010 (with All Nippon Airways)
(787-9) planned for 2012 (with Air New Zealand)

CREW: two flight crew: pilot, co-pilot

PASSENGERS: (787-3) 290 in two classes, 330 in one class
(787-8) 210 in three classes, 250 in one class
(787-9) 280 in three classes

COST: (787-3) $146 to $152 million [2007$]
(787-8) $157 to $167 million [2007$]
(787-9) $189 to $200 million [2007$]

DIMENSIONS:

Length (787-3) 186.08 ft (56.72 m)
(787-8) 186.08 ft (56.72 m)
(787-9) 206.08 ft (62.81 m)

Wingspan (787-3) 169.67 ft (51.72 m)
(787-8) 197.25 ft (60.12 m)
(787-9) 208.00 ft (63.40 m)

Height (787-3) 55.50 ft (16.92 m)
(787-8) 55.50 ft (16.92 m)
(787-9) 55.67 ft (16.97 m)

Fuselage Diameter 19.40 ft (5.91 m)

CABIN:

Length (787-8) 138.75 ft (42.29 m)
(787-9) 158.75 ft (48.39 m)

Width (787-3) 18.83 ft (5.74 m)
(787-8) 18.83 ft (5.74 m)
(787-8 VIP) 17.92 ft (5.46 m)
(787-9) 18.83 ft (5.74 m)
(787-9 VIP) 17.92 ft (5.46 m)

Height 7.5 ft (2.29 m)

Main Passenger Door unknown

CARGO CAPACITY:

Baggage Volume (787-8) 4,826.0 ft³ (136.7 m³)

Cargo Volume (787-3) 4,400.0 ft³ (124.6 m³)
(787-8) 4,400.0 ft³ (124.6 m³)
(787-8 VIP) 4,826.0 ft³ (136.7 m³)
(787-9) 5,400.0 ft³ (152.9 m³)
(787-9 VIP) 6,090.0 ft³ (172.4 m³)

Container Capacity (787-3) 28 LD3 or 9 standard pallets
(787-8) 28 LD3 or 9 standard pallets
(787-9) 36 LD3 or 11 standard pallets

Freight Doors unknown

WING:

Root Airfoil Section unknown

Tip Airfoil Section unknown

Area unknown

Aspect Ratio unknown

Sweepback Angle 32.2° at quarter chord

Control Surface Areas outboard ailerons: unknown
inboard ailerons: unknown
outboard flaps: unknown
inboard flaps: unknown
spoilers: unknown

TAIL:

Tailplane Span 65.00 ft (19.81 m)

Tailplane Area unknown

Tailfin Area unknown

Control Surface Areas elevator: unknown
rudder: unknown

UNDERCARRIAGE:

Type Retractable tricycle with two main gear and single steerable nose gear

Main Gear Four wheels per unit, tire size 50 x 20.0R22/34PR

Tire Pressure (787-3) 173 psi (1,193 kPa)
(787-8) 221 psi (1,524 kPa)
(787-9) 213 psi (1,468 kPa)

Nose Gear Twin wheels per unit, tire size 40 x 16.0P16/26PR

Tire Pressure 187 psi (1,289 kPa)

Steering Angle 65°

Wheel Track 32.17 ft (9.80 m)

Wheel Base (787-3) 74.75 ft (22.78 m)
(787-8) 74.75 ft (22.78 m)
(787-9) 84.75 ft (25.83 m)

WEIGHTS & LOADINGS:

Empty (787-3) 223,100 lb (101,195 kg)
(787-8) 242,000 lb (109,770 kg)
(787-8 VIP) 261,100 lb (118,430 kg)
(787-9) 254,300 lb (115,350 kg)
(787-9 VIP) 281,800 lb (127,820 kg)

Normal Takeoff unknown

Maximum Takeoff (787-3) 364,000 lb (165,105 kg)
(787-8) 484,000 lb (219,540 kg)
(787-9) 540,000 lb (244,940 kg)

Maximum Landing (787-3) 355,000 lb (161,025 kg)
(787-8) 370,000 lb (167,825 kg)
(787-9) 421,000 lb (190,950 kg)

Fuel Capacity (787-3) 75,820 lb (34,390 kg) in 11,085 gal (41,960 L) wing tanks
(787-8) 229,330 lb (104,025 kg) in 33,530 gal (126,915 L) wing tanks
(787-9) 250,980 lb (113,840 kg) in 36,695 gal (138,900 L) wing tanks

Maximum Payload (787-8) 100,000 lb (45,360 kg)

Wing Loading unknown

Thrust/Weight Ratio unknown

PROPULSION:

Powerplant General Electric GEnx or
Rolls-Royce Trent 1000

Engine Rating (787-3) 2 x 53,000 lb (235.8 kN)
(787-8) 2 x 64,000 lb (284.7 kN)
(787-9) 2 x 70,000 lb (311.3 kN)

Engine Intakes Two nacelles on wing pylons

Fuel Type Jet A, Jet A-1

PERFORMANCE:

Max Level Speed
(at altitude) 585 mph (945 km/h) at 40,000 ft (12,190 m), Mach 0.89

Max Level Speed
(at sea level) unknown

Cruise Speed 560 mph (900 km/h) at 40,000 ft (12,190 m), Mach 0.85

Takeoff Speed unknown

Landing Speed unknown

Takeoff Distance unknown

Landing Distance unknown

Maximum Climb Rate unknown

Service Ceiling 43,000 ft (13,105 m)

Range (787-3) 3,000 to 3,500 nmi (5,555 to 6,480 km)
(787-8) 8,000 to 8,500 nmi (14,815 to 15,740 km)
(787-8 VIP) 9,285 to 10,440 nmi (17,195 to 19,335 km)
(787-9) 8,600 to 8,800 nmi (15,925 to 16,295 km)
(787-9 VIP) 9,850 to 10,250 nmi (18,985 to 18,240 km)

g-Limits unknown

SYSTEMS:

Avionics Honeywell crew information system/management system, Smiths Aerospace common core system comprising two common computing resources cabinets, ARINC 664 deterministic ethernet/advanced communications network, Thales integrated flight displays, Rockwell Collins communications and surveillance systems, dual head up displays

Flight Controls Digital fly-by-wire

Electrical Variable-frequency electrical system powered by Hamilton Sundstrand power generators and APU

Hydraulics 5,000 psi (34,475 kPa)

Braking Goodrich or Messier Bugatti electric brakes

COMPOSITION:
Composites: 50% of primary structural weight including major sections of the fuselage, wings, and tail unit as well as doors and the cabin interior consist of carbon fiber reinforced plastic or other composite materials
Aluminum: 20% of structure consists of lightweight aluminum alloys including the wing and tail leading edges

Titanium: 15% of structural weight including engine components

Steel: 10% of structural weight including landing gear

Other: 5% of structural weight

VARIANTS:

7E7 Original designation for the 787

787-3 Short-range, high-density model using the same fuselage as the 787-8 but with increased passenger capacity and decreased fuel load for shorter domestic routes, also replaces the raked wingtips of the 787-8 with winglets to reduce wingspan and fit into smaller gates; all orders cancelled or converted to other models so further development may be stopped

787-8 First production model designed to replace the 767-200ER and 767-300ER; 656 ordered by December 2009

787-8 VIP Luxury model for the Boeing Business Jet division based on the 787-8

787-9 Stretched model designed to replace the 767-400ER that carries more passengers than the 787-8 over longer distances by lengthening the fuselage, increasing the wingspan, and increasing fuel capacity; 195 ordered by December 2009

787-9 VIP Luxury model for the Boeing Business Jet division based on the 787-9

787-10X Proposed stretch model based on the 787-9 but with reduced range to carry 290 to 310 passengers and increase cargo capacity, would replace the 777-200ER and compete with the A350-900

787F Proposed cargo freighter

OPERATORS:

Aeroflot
Aeroméxico
Air Astana
Air Berlin
Air Canada
Air China
Air Europa
Air India
Air New Zealand
Air Niugini
All Nippon Airways
American Airlines
Aviation Lease and Finance Company (ALAFCO)
Arik Air
Arkia Israel Airlines
Avianca
Aviation Capital Group
AWAS
Azerbaijan Airlines
Biman Bangladesh Airlines
Boeing Business Jet (BBJ)
British Airways
China Aviation Supplies Import and Export Group Corporation (CASGC)
China Eastern Airlines
China Southern Airlines
CIT Aerospace Group
Continental Airlines
Dubai Aerospace Enterprise
Ethiopian Airlines
Etihad Airways
Garuda Indonesia
Grand China Airlines
Gulf Air
Hainan Airlines
Hong Kong Airlines
Icelandair
International Lease Finance Corporation (ILFC)
Iraqi Airways
Japan Airlines
Jet Airways
Kenya Airways
Korean Air
LAN Chile Airlines
LCAL
LOT Polish Airlines
Monarch Airlines
Northwest Airlines
PrivatAir (BBJ)
Qantas
Qatar Airways
Royal Air Maroc
Royal Jordanian Airlines
Shanghai Airlines
Singapore Airlines
Thomson Airways
Travel Service
United Airlines
Uzbekistan Airways
Vietnam Airlines
Vietnam Aircraft Leasing Company (VALC)
Virgin Atlantic Airways

3-VIEW DIAGRAM:

Boeing 787

SOURCES:

Boeing 787 site

Flight International 787 site

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DESCRIPTION: The 787 Dreamliner program began as a response to the enormous Airbus A380. While Airbus was developing its first "super jumbo jet," Boeing chose to focus its resources on the more lucrative midsize market by developing a replacement for the 767 and A300. Boeing first explored a revolutionary design dubbed the Sonic Cruiser hoping to attract customers with increased speed, but studies of a more conventional concept continued as well. While not as radical looking as the Sonic Cruiser, this conventional design's promise to significantly cut operating costs through the use of advanced fuel efficient technologies proved very attractive to the airline market. Boeing has stated the 787 will be 15% to 20% more efficient and burn 17% less fuel than the 767 due to the innovative use of new technology. Perhaps the most challenging of these advances is the extensive use of lightweight composite materials that make up much of the wing and fuselage structures. While composites have been widely used in aviation since the 1980s, the 787 is the first commercial airliner to use the materials for the majority of its construction. The reduced weight of its structure coupled with aerodynamic improvements to reduce drag are said to account for about a third of the Dreamliner's fuel savings. Another third comes from improvements in engine technology while the remainder is due to advanced systems like its electrical architecture that doesn't require bleed air from the engines. The program was officially launched in 2004 under the name 7E7, the "E" representing efficient, when All Nippon Airways of Japan placed an order for 50 of the airliners. The name was later changed to the more conventional 787 in 2005, and the type has since attracted orders faster than any other airliner in Boeing's history. Unfortunately, its revolutionary technologies have come at the cost of significant development and production problems. The largest delays have resulted from Boeing's decision to make greater use of subcontractors in assembling the 787. Rather than building the entire aircraft at its factory near Seattle, Boeing chose to have complete subsystems built around the world and transported to Washington for final assembly. Major suppliers are located in Italy, Japan, Australia, Canada, as well as sites across the United States. Many of these subcontractors have had difficulties performing more complex subassembly tasks within Boeing's aggressive schedule. Part shortages, labor strikes, flight control software issues, and redesign efforts prompted by excess weight have also contributed to delays that have extended development by at least two years. Thanks to these problems, Boeing has been forced to pay compensation to many of its customers as well as offer steep discounts on replacement aircraft until the 787 is ready for service. First flight had been planned for mid-2007 but did not finally occur until December 2009. Boeing must also maintain a very brisk flight test program in hope of meeting the first delivery date, currently scheduled for late 2010. The first version to enter service will be the 787-8 base model. Boeing has also launched the lengthened 787-9 with higher passenger capacity and greater range. A high-density variant with reduced fuel capacity for shorter routes called the 787-3 is also under development, but this model will likely be delayed indefinitely due to weak demand. Boeing is planning a further stretched model called the 787-10 as well as a freighter version. Counting the three 787 variants currently in development, a record total of 851 firm orders had been placed by December 2009, even after 84 cancellations. Last modified 02 May 2011

HISTORY:
First Flight	(787-8) 15 December 2009
Service Entry	(787-8) planned for late 2010 (with All Nippon Airways) (787-9) planned for 2012 (with Air New Zealand)

CREW:	two flight crew: pilot, co-pilot

PASSENGERS:	(787-3) 290 in two classes, 330 in one class (787-8) 210 in three classes, 250 in one class (787-9) 280 in three classes

COST:	(787-3) $146 to $152 million [2007$] (787-8) $157 to $167 million [2007$] (787-9) $189 to $200 million [2007$]

DIMENSIONS:
Length	(787-3) 186.08 ft (56.72 m) (787-8) 186.08 ft (56.72 m) (787-9) 206.08 ft (62.81 m)
Wingspan	(787-3) 169.67 ft (51.72 m) (787-8) 197.25 ft (60.12 m) (787-9) 208.00 ft (63.40 m)
Height	(787-3) 55.50 ft (16.92 m) (787-8) 55.50 ft (16.92 m) (787-9) 55.67 ft (16.97 m)
Fuselage Diameter	19.40 ft (5.91 m)

CABIN:
Length	(787-8) 138.75 ft (42.29 m) (787-9) 158.75 ft (48.39 m)
Width	(787-3) 18.83 ft (5.74 m) (787-8) 18.83 ft (5.74 m) (787-8 VIP) 17.92 ft (5.46 m) (787-9) 18.83 ft (5.74 m) (787-9 VIP) 17.92 ft (5.46 m)
Height	7.5 ft (2.29 m)
Main Passenger Door	unknown

CARGO CAPACITY:
Baggage Volume	(787-8) 4,826.0 ft³ (136.7 m³)
Cargo Volume	(787-3) 4,400.0 ft³ (124.6 m³) (787-8) 4,400.0 ft³ (124.6 m³) (787-8 VIP) 4,826.0 ft³ (136.7 m³) (787-9) 5,400.0 ft³ (152.9 m³) (787-9 VIP) 6,090.0 ft³ (172.4 m³)
Container Capacity	(787-3) 28 LD3 or 9 standard pallets (787-8) 28 LD3 or 9 standard pallets (787-9) 36 LD3 or 11 standard pallets
Freight Doors	unknown

WING:
Root Airfoil Section	unknown
Tip Airfoil Section	unknown
Area	unknown
Aspect Ratio	unknown
Sweepback Angle	32.2° at quarter chord
Control Surface Areas	outboard ailerons: unknown inboard ailerons: unknown outboard flaps: unknown inboard flaps: unknown spoilers: unknown

TAIL:
Tailplane Span	65.00 ft (19.81 m)
Tailplane Area	unknown
Tailfin Area	unknown
Control Surface Areas	elevator: unknown rudder: unknown

UNDERCARRIAGE:
Type	Retractable tricycle with two main gear and single steerable nose gear
Main Gear	Four wheels per unit, tire size 50 x 20.0R22/34PR
Tire Pressure	(787-3) 173 psi (1,193 kPa) (787-8) 221 psi (1,524 kPa) (787-9) 213 psi (1,468 kPa)
Nose Gear	Twin wheels per unit, tire size 40 x 16.0P16/26PR
Tire Pressure	187 psi (1,289 kPa)
Steering Angle	65°
Wheel Track	32.17 ft (9.80 m)
Wheel Base	(787-3) 74.75 ft (22.78 m) (787-8) 74.75 ft (22.78 m) (787-9) 84.75 ft (25.83 m)

WEIGHTS & LOADINGS:
Empty	(787-3) 223,100 lb (101,195 kg) (787-8) 242,000 lb (109,770 kg) (787-8 VIP) 261,100 lb (118,430 kg) (787-9) 254,300 lb (115,350 kg) (787-9 VIP) 281,800 lb (127,820 kg)
Normal Takeoff	unknown
Maximum Takeoff	(787-3) 364,000 lb (165,105 kg) (787-8) 484,000 lb (219,540 kg) (787-9) 540,000 lb (244,940 kg)
Maximum Landing	(787-3) 355,000 lb (161,025 kg) (787-8) 370,000 lb (167,825 kg) (787-9) 421,000 lb (190,950 kg)
Fuel Capacity	(787-3) 75,820 lb (34,390 kg) in 11,085 gal (41,960 L) wing tanks (787-8) 229,330 lb (104,025 kg) in 33,530 gal (126,915 L) wing tanks (787-9) 250,980 lb (113,840 kg) in 36,695 gal (138,900 L) wing tanks
Maximum Payload	(787-8) 100,000 lb (45,360 kg)
Wing Loading	unknown
Thrust/Weight Ratio	unknown

PROPULSION:
Powerplant	General Electric GEnx or Rolls-Royce Trent 1000
Engine Rating	(787-3) 2 x 53,000 lb (235.8 kN) (787-8) 2 x 64,000 lb (284.7 kN) (787-9) 2 x 70,000 lb (311.3 kN)
Engine Intakes	Two nacelles on wing pylons
Fuel Type	Jet A, Jet A-1

PERFORMANCE:
Max Level Speed (at altitude)	585 mph (945 km/h) at 40,000 ft (12,190 m), Mach 0.89
Max Level Speed (at sea level)	unknown
Cruise Speed	560 mph (900 km/h) at 40,000 ft (12,190 m), Mach 0.85
Takeoff Speed	unknown
Landing Speed	unknown
Takeoff Distance	unknown
Landing Distance	unknown
Maximum Climb Rate	unknown
Service Ceiling	43,000 ft (13,105 m)
Range	(787-3) 3,000 to 3,500 nmi (5,555 to 6,480 km) (787-8) 8,000 to 8,500 nmi (14,815 to 15,740 km) (787-8 VIP) 9,285 to 10,440 nmi (17,195 to 19,335 km) (787-9) 8,600 to 8,800 nmi (15,925 to 16,295 km) (787-9 VIP) 9,850 to 10,250 nmi (18,985 to 18,240 km)
g-Limits	unknown

SYSTEMS:
Avionics	Honeywell crew information system/management system, Smiths Aerospace common core system comprising two common computing resources cabinets, ARINC 664 deterministic ethernet/advanced communications network, Thales integrated flight displays, Rockwell Collins communications and surveillance systems, dual head up displays
Flight Controls	Digital fly-by-wire
Electrical	Variable-frequency electrical system powered by Hamilton Sundstrand power generators and APU
Hydraulics	5,000 psi (34,475 kPa)
Braking	Goodrich or Messier Bugatti electric brakes

COMPOSITION:	Composites: 50% of primary structural weight including major sections of the fuselage, wings, and tail unit as well as doors and the cabin interior consist of carbon fiber reinforced plastic or other composite materials Aluminum: 20% of structure consists of lightweight aluminum alloys including the wing and tail leading edges Titanium: 15% of structural weight including engine components Steel: 10% of structural weight including landing gear Other: 5% of structural weight

VARIANTS:
7E7	Original designation for the 787
787-3	Short-range, high-density model using the same fuselage as the 787-8 but with increased passenger capacity and decreased fuel load for shorter domestic routes, also replaces the raked wingtips of the 787-8 with winglets to reduce wingspan and fit into smaller gates; all orders cancelled or converted to other models so further development may be stopped
787-8	First production model designed to replace the 767-200ER and 767-300ER; 656 ordered by December 2009
787-8 VIP	Luxury model for the Boeing Business Jet division based on the 787-8
787-9	Stretched model designed to replace the 767-400ER that carries more passengers than the 787-8 over longer distances by lengthening the fuselage, increasing the wingspan, and increasing fuel capacity; 195 ordered by December 2009
787-9 VIP	Luxury model for the Boeing Business Jet division based on the 787-9
787-10X	Proposed stretch model based on the 787-9 but with reduced range to carry 290 to 310 passengers and increase cargo capacity, would replace the 777-200ER and compete with the A350-900
787F	Proposed cargo freighter

OPERATORS:
	Aeroflot Aeroméxico Air Astana Air Berlin Air Canada Air China Air Europa Air India Air New Zealand Air Niugini All Nippon Airways American Airlines Aviation Lease and Finance Company (ALAFCO) Arik Air Arkia Israel Airlines Avianca Aviation Capital Group AWAS Azerbaijan Airlines Biman Bangladesh Airlines Boeing Business Jet (BBJ) British Airways China Aviation Supplies Import and Export Group Corporation (CASGC) China Eastern Airlines China Southern Airlines CIT Aerospace Group Continental Airlines Dubai Aerospace Enterprise Ethiopian Airlines Etihad Airways Garuda Indonesia Grand China Airlines Gulf Air Hainan Airlines Hong Kong Airlines Icelandair International Lease Finance Corporation (ILFC) Iraqi Airways Japan Airlines Jet Airways Kenya Airways Korean Air LAN Chile Airlines LCAL LOT Polish Airlines Monarch Airlines Northwest Airlines PrivatAir (BBJ) Qantas Qatar Airways Royal Air Maroc Royal Jordanian Airlines Shanghai Airlines Singapore Airlines Thomson Airways Travel Service United Airlines Uzbekistan Airways Vietnam Airlines Vietnam Aircraft Leasing Company (VALC) Virgin Atlantic Airways

3-VIEW DIAGRAM:

SOURCES: Boeing 787 site Flight International 787 site
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