Country of origin:

United States of America

Description:

Long-range commercial airliner

Power Plant:

Two 64,000 lbst Rolls Royce Trent 1000 turbofans

Specifications:

History:

The Boeing 787 Dreamliner, initially known as the Boeing 7EA, was launched in 2004. The launch customer was Japanese airline, All Nippon Airways, which, on 26 April 2004, announced an order for 50 aircraft, this order being for 30 Model 787-3s in 300-seat one-class configuration; and 20 Model 787-8s in 230-seat two-class long-haul configuration.

The Model 787 was the first Boeing airliner to be configured by industrial designers for aesthetics before being passed to the aerodynamicists to be converted into reality. This led to the re-design of the shark-like fin and the toning down of the sleek cockpit shape that was a feature of early design studies. However, it did have a distinctive nose and a wide wingspan.

Testing of the Rolls Royce Trent 1000 engines commenced in February 2006. Certification of this engine was due in mid 2007 with an entry into service with All Nippon Airways in mid 2008. By early 2006 detail design was being finalised and digital-design datasets for production hardware were being released. Traditional wind-tunnel work was complemented by the use of Cray super-computers, computational fluid dynamics and digital design tools.

Initial variant was the Model 787-8 and work progressed to develop flight control software for the first flight simulators. Further variants announced were the Models 787-3 and 787-9. Testing of the composite fuselage sections began in 2005, with three test barrels completed, including two versions of the original tail and aft fuselage, plus a constant-diameter section. Testing at that time was also underway on the first full-size structural wingbox, involving tests on an 18.3 m (60 ft) representative outboard wing section. Two engines were available, the Rolls Royce Trent 1000 or General Electric, and assembly took place at Everett in Washington.

By April 2005 Boeing had finalised the design shape of the aircraft, and at this time the Company held firm orders for 217 aircraft. By 14 June that year orders had reached 266 from 21 customers. The first sub-assemblies arrived at Everett at the end of 2006 in time for the start of planned production and the launch of flight testing in mid 2007.

The initial base variant, known as the Model 787-8, with a capacity of 223 passengers in three-class arrangement, had a max take-off weight of 205,250 kg (452,491 lb) and a range of 15,700 km (9,756 miles). The larger Model 787-9 had a fuselage stretch, seating 259 in three classes, a max weight of 222,400 kg (490,300 lb) and a range of 15,374 km (9,553 miles). The short-range variant known as the Model 787-3 could carry 289 passengers in two classes for a range of 6,483 km (4,028 miles). The internal pressure of the aircraft was increased over previous types, the equivalent of 1,800 m (6,000 ft) altitude as compared to 2,400 m (8,000 ft) on other types. The Model 787-10 was also proposed, being a stretched variant seating 300.

In February 2005 Air New Zealand announced it had ordered a fleet of Boeing 777s and two Boeing 787-8s with an option on 16 Boeing 787s to replace its Boeing 767s which, at the time of the introduction of the Model 787 to service, would be nearing the end of their leases. In late 2006 the airline announced the order had been increased to four aircraft, and that they would be the 787-9 model, a third order being placed in early 2007 to bring the number up to a firm eight aircraft.

The Model 787-8 could cruise at Mach 0.85 at 13,106 m (43,000 ft), could carry up to 13 tonnes of cargo and used 20 per cent less fuel than comparable wide-bodied aircraft. It had new seating, wider aisles, and larger 48 cm by 28 cm (18.9 in by 11 in) windows. A new air-conditioning system used waste-water to alleviate the dehydrating effects of the old systems, and the pressurisation system lowered cabin altitude to 1,829 m (6,000 ft).

Air New Zealand chose the Rolls Royce Trent 1000 engine providing 70,000 lbst. First flight was scheduled for July of 2007, with initial deliveries in 2008 but extensive delays meant the first flight was not made until late 2008. To meet the demands of some customers, the flight deck was designed to be as similar as possible to the Boeing 777.

Parts for the new aircraft have been built in Australia, Japan, Italy, the United States, China and Canada, Hawker de Havilland in Australia receiving orders for the manufacture of parts. The 787 series had the highest local content of any new-generation airliner, Melbourne-based Hawker de Havilland at its Fishermens Bend facility being contracted to design and produce the trailing-edge control surfaces, being the sole supplier for flaps and flaperons which have been fabricated from carbon fibre.

Early in its development Boeing studied a faster production ramp-up for the 787 series through the years 2008-2010 to meet customer demand, at the same time stating it would continue to build the 767 series. Initial plans were to deliver 95 Model 787s during 2008-2009, stating “the market would take as many as we could produce”. Before an aircraft had been rolled out the first three years production had been sold, and by early 2007 orders had been placed for 500 aircraft from 37 customers.

The wings have been manufactured by Japanese companies, Fuji Heavy Industries being involved in building the wing centre-section, Mitsubishi Heavy Industries providing the outboard wings, and Kawasaki Heavy Industries the fixed structure. The wing was completed at Everett, where the installation of Boeing-built trailing and leading-edge moving surfaces took place. The horizontal stabilisers have been built by Alenia Aeronautica in Italy and the fuselage sections by Vought in South Carolina, Alenia in Italy, Kawasaki in Japan and Spirit Aero Systems in Wichita, Kansas. The undercarriage has been built by Messier Dowty in France and the flight control, guidance and other avionics systems by Honeywell and Rockwell-Collins. In Australia Boeing Australia Ltd had a composite repair facility in Melbourne, VIC where the trailing-edge flight controls of the 787 series have been manufactured from composites.

In December 2005 Qantas announced it had committed to buying 45 examples of the Model 787, with options on a further 20, the company stating the re-equipment would provide the maximum possible flexibility for the airline, allowing it to allocate new aircraft between Qantas and the international and domestic operations of Jetstar. This order was split 50/50 between the Models 787-8 and 787-9, and it also announced it had rights to purchase a further 40 aircraft.

Qantas also stated the first ten aircraft delivered would go to Jetstar but it would allocate aircraft between Qantas and Jetstar where the airline could get the most viable return. In early 2007 Qantas announced its Model 787s would be fitted with General Electric engines, and in July 2007 the option was taken up, the announcement being that the first 15 would be Model 787-8s followed by 15 Model 787-9s. New routes available to the type would include Beijing, China to Brisbane, QLD, Brisbane to Vancouver in Canada, and Melbourne to Vancouver. The aircraft would be delivered at approximately one a month.

Australian operations were expected to commence in July 2008, Jetstar International to receive the first aircraft and deliveries to Qantas to commence in 2009.

In early 2006 Air Pacific, the Fijian carrier, announced it had ordered five Model 787-9s with an option on three, replacing two Boeing 747-400s and a Boeing 767-300ER.

The prototype Model 787 (N787A) was rolled out on 8 July 2007, at that time some 677 aircraft being on order.

However, by October 2007 there were considerable delays in the program and, although the flight of the prototype was initially expected to take place in September 2007, Boeing announced on 11 October the first flight had been delayed until March 2008, and deliveries to launch customer All Nippon Airways would not commence until November or December 2008. Qantas stated this would not materially impact on its operations, indicating it would mainly delay the retirement of older aircraft.

In January 2008 Boeing announced, due to start up issues in its factory and from extended global supply chains, the prototype would not fly until mid 2008, and deliveries would not begin until early 2009.

First aircraft of the type to be seen in this region was N787BA (c/n ZA001), the first Boeing 787 to fly which was used by the manufacturer as a development aircraft, the aircraft arriving in Sydney, NSW on 15 November 2011 on a three day visit, attending the 91st anniversary celebrations of Qantas, before flying to Melbourne on the 17th and visiting Auckland in New Zealand.

Despite all the problems early on its introduction to service, the 787 series has proceeded into service with production at two facilities in the United States.

The first example to be registered in this part of the world was VH-VKA (c/n 36227), owned by Qantas and operated by Jetstar, being registered in September 2013, making its first flight at the Boeing plant on 14 September 2013, arriving in Melbourne as Flight No JQ7878 on 9 October, and entering service shortly thereafter. By May 2014 seven aircraft had arrived, with VH-VKF (c/n 36231) and VH-VKG (c/n 36232) arriving during that month. In mid 2023 Qantas announced it was ordering further 787s, four 787-9s and eight 787-10s.