الطائرة فعلا مميزة ولاكن ال hud اللي هو نظام الرؤية في الظروف الجوية المنخفضة سبقتها 737ng
واعتقد التصميم مشابه للدريم لاينر حتى مكونات الهيكل طبعا البوينغ تتفوق من ناحية المحلركات رولزرويس افضل بكثير
تقرير من ويكبيديا وممكن تشوف موقع بوينغ
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 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.
[4] Its development has involved a large-scale collaboration with numerous suppliers.
On January 28, 2005, the aircraft's initial designation
7E7 was changed to 787.
[5] Early released concept images depicted a radical design with highly curved surfaces. On April 26, 2005, a year after the launch of the program, the final and more conventional external 787 design was set.
Boeing unveiled its first 787 in a roll-out ceremony on July 8, 2007, at its
Everett assembly factory, by which time it had become the fastest-selling wide-body airliner in history with nearly 600 orders.
[6] By April 2010, 866 Boeing 787s had been ordered by 56 customers.
[7]
The aircraft was originally scheduled to enter service in May 2008, but production had been delayed multiple times, and in August 2009, the scheduled service entry date was pushed back to the fourth quarter of 2010.
[8] The aircraft's
maiden flight, originally planned for August 2007,
[9][10] took place on December 15, 2009 in the
Seattle area.
[11] The 787 is currently undergoing flight testing with a goal of receiving its
type certificate in late 2010.
Background
During the late 1990s, Boeing began considering a replacement for the 767 when sales weakened due to competition from the Airbus A330-200. As sales of the Boeing 747-400 also slowed, the company proposed two new aircraft, the 747X, and the Sonic Cruiser. The 747X, competing with the Airbus A380, would have lengthened the 747-400 and improved efficiency. The Sonic Cruiser would have achieved 15% higher speeds (approximately Mach 0.98) while burning fuel at the same rate as the existing 767.[12] 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.[13]
Earlier proposed design configuration of the Boeing 7E7
The September 11, 2001 attacks upended the global airline market. Increased petroleum prices made airlines more interested in efficiency than speed. The worst-affected airlines, those in the United States, were considered the most likely customers of the Sonic Cruiser. So the company officially canceled the Sonic Cruiser on December 20, 2002, and switched tracks by announcing an alternative product, the 7E7, on January 29, 2003.[4][14] 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,[15] in response to analysis of focus groups.[16]
[edit] Design phase
The replacement for the Sonic Cruiser project was dubbed the "7E7"[17] (with a development code name of "Y2"). The "E" was said to stand for various things, such as "efficiency" or "environmentally friendly". In the end, Boeing claimed it merely stood for "Eight", after the aircraft was eventually rechristened "787".[4] A public naming competition was also held, for which out of 500,000 votes cast online the winning title was Dreamliner.[18]
All Nippon Airways launched the 787 Dreamliner program with an order for 50 aircraft in 2004.
On April 26, 2004, the Japanese airline All Nippon Airways (ANA) became the launch customer for the 787, then known as the 7E7, by announcing a firm order for 50 aircraft with deliveries to begin in late 2008.[19] ANA's order included 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 will allow ANA to open new routes to cities not previously served, such as Denver, Moscow, and New Delhi.[20]
Early concept images of the 787 included rakish cockpit windows, a dropped nose and a distinctive "shark-fin" tail.[21] The final styling of the aircraft was more conservative, the fin appearing visually similar to those of aircraft currently in service. The nose and cockpit windows were also changed to a more conventional form.
Size comparison of the Boeing 787-8 (black outline) with the Boeing 777-300 (pink), 767-300 (cyan), and 737-800 (green).
The 787-3 and 787-8 were to be the initial variants, with the 787-9 entering service in 2010. Boeing initially priced the 787-8 variant at US$120 million, a low figure that surprised the industry. In 2007, the list price was $146–151.5 million for the 787-3, $157–167 million for the 787-8 and $189–200 million for the 787-9.[22] Customer-announced orders and commitments for the 787 reached 237 aircraft during the first year of sales, with firm orders numbering 677 by the 787's premiere on July 8, 2007, and well before entry into service.[23] This makes the 787 the fastest-selling wide-body airliner ever before entry into service.[6]
The 787 uses the same technology proposed for the Sonic Cruiser in a more conventional configuration (see Features). Boeing claims the 787 will be near to 20% more fuel-efficient than the 767.[24] One third of the efficiency gain will come from the engines, another third from aerodynamic improvements and the increased use of lighter weight composite materials, and the final third from advanced systems. The most notable contribution to efficiency is the new electrical architecture which replaces bleed air and hydraulic power sources with electrically powered compressors and *****, as well as completely eliminating pneumatics and hydraulics from some subsystems (e.g., engine starters or brakes).[25] Technology from the Sonic Cruiser and 787 will be used as part of Boeing's project to replace its entire airliner product line, an endeavor called the Yellowstone Project (of which the 787 is the first stage).[26]
External features on the Boeing 787 include raked wingtips and noise-reducing engine nacelles with serrated edges.
Boeing selected two engine types, the General Electric GEnx and Rolls-Royce Trent 1000, to power the 787, both placed in pods. Significantly, this leaves Pratt & Whitney, which normally has an entrant in the market, unable to offer one of its engines to 787 customers. According to United Technologies Corporation CEO George David, Pratt & Whitney "couldn't make the business case work for that engine."[27] For the first time in commercial aviation, both engine types will have a standard interface with the aircraft, allowing any 787 to be fitted with either a GE or Rolls-Royce engine at any time. Engine interchangeability makes the 787 a more flexible asset to airlines, allowing them to change easily from one manufacturer's engine to the other's if required.[4] The engine market for the 787 is estimated at US$40 billion over the next 25 years. The launch engine for all three current 787 variants is the Rolls-Royce Trent 1000. Airbus has offered the competing A350 powered by a development of the Rolls Royce Trent turbofan, the Trent XWB.
Disassembled composite fuselage section of the Boeing 787
The 787's all-composite fuselage makes it the first composite airliner in production. While the Boeing 777 contains 50% aluminum and 12% composites, the new airplane uses 50% composite (mostly carbon fiber reinforced plastic), 15% aluminum, and other materials. The 787 fuselage was designed to be assembled in one-piece composite barrel sections. Each barrel would be manufactured in one piece and joined end to end during final assembly. The composite barrel approach was a departure from the multiple aluminum sheets and fasteners used on existing aircraft,[28] and eliminated the need for some 50,000 fasteners used in conventional airplane assembly.[29] Boeing built and tested the first commercial aircraft composite section while examining the Sonic Cruiser concept nearly five years before,[30] and regarded the 787 as a significantly refined product.[31] Further, the Bell Boeing V-22 Osprey military transport is over 50% composites,[32] and the C-17 has over 16,000 lb of structural composites.[33]
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.
[edit] Production
After stiff competition, Boeing announced on December 16, 2003, that the 787 would be assembled in its factory in Everett, Washington.[4] Instead of building the complete aircraft from the ground up in the traditional manner, final assembly employs just 800 to 1,200 people to join completed subassemblies and to integrate systems.[34] Boeing has assigned its subcontractors to do more assembly themselves and deliver completed subassemblies to Boeing. Boeing would then perform final assembly. This approach results in a leaner and simpler assembly line and lower inventory.[35]
Boeing has previously shipped 737 fuselage barrel sections by rail from Spirit AeroSystems' Wichita, Kansas, facility to Boeing's narrow-body final assembly plant in Renton, Washington. As the major 787 components have many systems pre-installed before delivery to Everett, final assembly time is reduced to three days. This is less than a quarter of the time traditionally needed for Boeing's final assembly process.[36][37] In order to speed delivery of the 787's major components, Boeing has modified a few used 747-400s into 747 Dreamlifters. These widened airplanes can house the wings and fuselage of the 787 and other smaller parts.
[edit] Major components
Boeing manufactures the 787's tail fin at its plant in Frederickson, Washington, the ailerons and flaps at Boeing Australia, and fairings at Boeing Canada Technology. For economic reasons, the wings are manufactured by Japanese companies in Nagoya such as Mitsubishi Heavy Industries, which also makes the central wing box.[38] This was a new and daring step for Boeing, which has historically guarded its techniques for designing and mass producing commercial jetliner wings.[39] The horizontal stabilizers are manufactured by Alenia Aeronautica in Italy; and the fuselage sections by Global Aeronautica and Boeing's Charleston facility[40] in North Charleston, South Carolina (USA), Kawasaki Heavy Industries in Japan and Spirit AeroSystems, in Wichita, Kansas (USA).[41]
The main landing gear of the Boeing 787
The passenger doors are made by Latécoère (France), and the cargo doors, access doors, and crew escape door are made by Saab (Sweden). Japanese industrial participation is very important to the project, with a 35% work share, and many of the subcontractors are supported and funded by the Japanese government.[39] On April 26, 2006, Japanese manufacturer Toray Industries and Boeing announced a production agreement involving $6 billion worth of carbon fiber. The deal is an extension of a contract signed in 2004 between the two companies and eases some concerns that Boeing might have difficulty maintaining its production goals for the 787.[4] On February 6, 2008, TAL Manufacturing Solutions Limited, a subsidiary of the Tata Group (India) announced a deal to provide floor beams for the 787.[42][43]
Assembly of Section 41 of a Boeing 787
Messier-Dowty (France) builds the landing gear, which includes titanium forged in Russia, and brake parts from Italy,[44] and GE Aviation in Yakima WA builds several actuators for the landing gear. Thales supplies the integrated standby flight display and electrical power conversion system.[4] Honeywell and Rockwell-Collins provide flight control, guidance, and other avionics systems, including standard dual head up guidance systems.[4] Connecticut (USA)-based Hamilton Sundstrand provides power distribution and management systems for the aircraft, including manufacture and production of Generator Control Units (GCUs) as well as integration of power transfer systems from the Auxiliary Power Unit (APU).[45] Labinal (France) builds the wiring systems.[45]
On June 26, 2007, the first Dreamliner, LN1/ZA001 finished major assembly and was towed to the paint hangar in the early morning.[46]
التتمة
v