[cpt.abdulkarim]

[edit] Ground testing

An important milestone in the launch of the 787 was the on-time certification of the Rolls-Royce Trent 1000 engine on August 7, 2007, by European and US regulators.[47] The alternative GE GEnx-1B engine achieved certification on March 31, 2008.[48] On August 20, 2007, Hamilton Sundstrand stated that it had delivered its first two cabin air conditioning packs to Boeing for the initial flight-test of the 787 Dreamliner.[49] On June 20, 2008, the 787 team achieved "Power On" of the first aircraft, powering and testing the aircraft's electrical supply and distribution systems.[26]

Major assembly of the first test Boeing 787 was completed on June 26, 2007.


In addition to the flight test aircraft, Boeing has also constructed a non-flight 787 test airframe for static testing. On September 27, 2008, over a period of nearly two hours, the fuselage was successfully tested at 14.9 psi (102.7 kPa), which is 150 percent of the maximum pressure expected in commercial service (i.e., when flying at maximum cruising altitude).[50] In December 2008 FAA passed the maintenance program for the 787.[51]
On March 28, 2010 the 787 completed the ultimate wing load test which requires that the wings of a fully assembled aircraft be loaded to 150% of design limit load and held for 3 seconds. The wings were flexed approximately 25 feet upward during the test.[52] Unlike the 777 however, the wings were not tested to failure.[53][54] On April 7, Boeing announced that analysis of the data showed the test was a success.[55]
On May 3, 2009, the first test 787 was moved to the flight line following extensive factory testing. The tests included landing gear swings, systems integration verification, and a total run through of the first flight. Before first flight, the test aircraft must be put through additional power and systems tests, including engine run-ups.[56] Boeing spent most of May 2009 conducting tests on the first 787 prototype in preparation for the first flight.
[edit] Development problems and delays

For the assembly of the 787, Boeing assigned its subcontractors to do more assembly themselves and deliver completed subsystems with Boeing performing final assembly. Some subcontractors have had difficulty completing the extra work, because they could not procure the needed parts, perform the subassembly on schedule, or both. The remaining assembly work is left for Boeing to complete and is referred to as "traveled work".[57][58][59]

The 787 Dreamliner's first public appearance was webcast live on July 8, 2007.


Boeing premiered the first 787 at a rollout ceremony on July 8, 2007, which matches the aircraft's designation in the US-style month-day-year format (7/8/07).[60] However, the aircraft's major systems had not been installed at that time, and many parts were attached with temporary non-aerospace fasteners requiring their later replacement with flight fasteners.[61] Boeing had originally planned for a first flight by the end of August 2007, but on September 5 announced a three-month delay, blaming a shortage of fasteners as well as incomplete software.[9]
On October 10, 2007, a second three-month delay to the first flight and a six-month delay to first deliveries was announced. Boeing cited problems with its foreign and domestic supply chain for the delay, especially the ongoing fastener shortage, the lack of documentation from overseas suppliers, and continuing delays with the flight guidance software.[62][63][64] Less than a week later, Mike Bair, the 787 program manager was replaced.[65]
On January 16, 2008, Boeing announced a third three-month delay to the first flight of the 787. The company said that insufficient progress had been made on the factory floor to complete work that was originally planned to be carried out by suppliers.[66]

The first Boeing 787 underwent taxi tests at Paine Field in November and December 2009.


On March 28, 2008, in an effort to gain more control over the supply chain, Boeing announced that it plans to buy Vought Aircraft Industries' interest in Global Aeronautica, owner of the South Carolina plant that manufacturers major portions of the 787's fuselage. [67] In July 2009, Boeing also agreed to purchase Vought's facility in North Charleston, S.C. that makes 787 fuselage sections, for a total cost of $1 billion.[68]
On April 9, 2008, Boeing officially announced a fourth delay, shifting the maiden flight to the fourth quarter of 2008, and delaying initial deliveries by around 15 months to the third quarter of 2009. The 787-9 variant was postponed to 2012 and the 787-3 variant will follow but has no firm delivery date.[69]
The program was further delayed by a Boeing machinists strike during September and October 2008. On November 4, 2008, the company announced another delay, this time caused by the incorrect installation of some of the structurally important fasteners, stating that the first test flight would not be accomplished in the fourth quarter of 2008.[70] Boeing continued to emphasize that the new delay could be attributed directly to the strike.[71] After assessing the 787 program schedule with its suppliers,[72] Boeing confirmed on December 11, 2008, that the first flight would be delayed until the second quarter of 2009.[73]
On June 15, 2009, during the Paris Air Show, Boeing said that the 787 would make its first flight within two weeks. However, on June 23, 2009, Boeing announced that the first flight is postponed "due to a need to reinforce an area within the side-of-body section of the aircraft".[74][75][76] Boeing provided an updated 787 schedule on August 27, 2009, with the first flight planned to occur by the end of 2009 and deliveries to begin at the end of 2010.[77] The company expects to write off $2.5 billion because it considers the first three Dreamliners built are unsellable and suitable only for flight tests.[78]
[edit] Flight test program

Wikinews has related news: Boeing 787 "Dreamliner" makes maiden flight Boeing's program called for a 9-month flight test campaign.[79] Boeing's previous major aircraft, the 777, took 11 months with nine aircraft, partly to demonstrate 180-min ETOPS, one of its main features.[80] In December 2009, Boeing expected 787 flight testing to last approximately 8.5 months.[81]

Takeoff of the first Boeing 787 built on its maiden flight


The Boeing 787 flight test program is composed of 6 aircraft, ZA001 through ZA006. The first four aircraft are Rolls-Royce Trent 1000 powered jets while the last two are GE GEnx-1B64 powered. ZA001, on December 12, 2009, completed high speed taxi tests, the last major step before flight.[82][83][84]
On December 15, 2009, Boeing conducted the Dreamliner's maiden flight with the first 787-8, originating from Snohomish County Airport in Everett, Washington at 10:27 am PST,[85] and landing at Boeing Field in King County, Washington at 1:35 pm PST.[86] Originally scheduled for four hours, the test flight was shortened to three hours because of bad weather.[87]
The second 787, ZA002 in ANA livery, flew to Boeing Field on December 22, 2009 to join the flight test program.[88][89] The third 787, ZA004 joined the test fleet with its first flight on February 24, 2010. The fourth 787-8, ZA003 flew its maiden flight on March 14, 2010.[1] On March 24, testing for flutter and ground effects was completed. This cleared the aircraft to fly its entire flight envelope.[90]

The first 787 to visit Europe, ZA003 is on display at the 2010 Farnborough Airshow


On April 23, 2010 Boeing delivered their latest 787 to a hangar at Eglin Air Force Base, Florida for extreme weather testing. The 787 will undergo testing in temperatures ranging from 115 °F to -45 °F (46 °C to -42 °C). Boeing will take the 787 through the steps necessary to prepare for takeoff once the plane stabilizes at either temperature extreme. Various sensors will determine if all airplane operations proceed as anticipated. The weather testing was to be completed by May 7, 2010.[91]
On May 12, 2010 Boeing conducted the first General Electric GEnx engine runs on a Dreamliner. These tests used ZA005, the fifth 787 built, which is the first of two test 787s with the GEnx engine.[92] On June 16, 2010, ZA005 made its first flight and joined the flight test program.[93] The first five 787 test aircraft have flown 1,001 hours and 25 minutes in 311 flights combined as of June 16, 2010.[1]
In June 2010, gaps were discovered in the horizontal stabilizers of test aircraft, due to wrongly installed shims; all aircraft produced so far are to be inspected and repaired.[94] The 787 made its first appearance at an international air show at the Farnborough Airshow, UK on July 18, 2010.[95]

[edit] Design
[edit] Airframe:
The 787 features lighter-weight construction. Its materials (by weight) are: 50% composite, 20% aluminum, 15% titanium, 10% steel, 5% other.[96][97]; the craft will be 80% composite by volume.[98] Each 787 contains approximately 35 short tons of carbon fiber reinforced plastic, made with 23 tons of carbon fiber.[99] Carbon fiber composites have a higher strength to weight ratio than traditional aircraft materials, and help make the 787 a lighter aircraft.[97] Composites are used on fuselage, wings, tail, doors, and interior. Aluminum is used on wing and tail leading edges, titanium used mainly on engines and fasteners, with steel used in various places.[97]
The longest-range 787 variant can fly 8,000 to 8,500 nautical miles (14,800 to 15,700 km), enough to cover the Los Angeles to Bangkok or New York City to Taipei routes. It will have a cruising airspeed of Mach 0.85[100] (561 mph, 903 km/hr at typical cruise altitudes).
[edit] Flight systems


Boeing 787 flight deck


A version of Ethernet—Avionics Full-Duplex Switched Ethernet (AFDX) / ARINC 664—will be used to transmit data between the flight deck and aircraft systems.[101] The flight deck features LCD multi-function displays, all of which will use an industry standard GUI widget toolkit (Cockpit Display System Interfaces to User Systems / ARINC 661).[102] The Lockheed Martin Orion spacecraft will use a glass cockpit derived from Honeywell International's 787 flight deck.[103] The 787 flight deck includes two head-up displays (HUDs) as a standard feature.[104] Like other Boeing airliners, the 787 will use a yoke instead of a side-stick. The future integration of forward looking infrared into the HUD system for thermal sensing so the pilots can "see" through the clouds is under consideration.[4]
The 787 uses turbofan engines that are bleedless, thus eliminating the superheated air conduits normally used for aircraft power, de-icing, and other functions. These systems are to be replaced by all-electrical systems.[4] Another new system is a wing ice protection system that uses electro-thermal heater mats on the wing slats instead of hot bleed air that has been traditionally used.[105][106]
An active gust alleviation system, similar to the system used on the B-2 bomber, improves ride quality during turbulence.[107][108] Boeing, as part of its "Quiet Technology Demonstrator 2" project, is experimenting with several engine noise-reducing technologies for the 787. Among these are a redesigned air inlet containing sound-absorbing materials and redesigned exhaust duct covers whose rims are tipped in a toothed pattern to allow for quieter mixing of exhaust and outside air. Boeing expects these developments to make the 787 significantly quieter both inside and out.[109]
[edit] Interior


Mockup of early Dreamliner cabin concept


The 787 will seat 240 in two-class domestic configuration, with a 46-in (116.8 cm) pitch for first class and a 34-in (86.4 cm) pitch for coach class. 296 passengers can be seated in a high-density 3+2+3 / 2+4+2 coach arrangement with 36-in (91.4 cm) Business and 32-in (81.3 cm) Coach pitch. Up to 234 passengers may be seated in a three-class setup that uses 61-in (154.9 cm) pitch in First Class (2+2+2 or 1+2+1), 39-in (99 cm) pitch for Business (2+3+2 or 2+2+2) and 32-in (81.3 cm) for Coach (2+4+2).[110] Cabin interior width is approximately 18 feet (547 cm) at armrest,[110] and was increased by 1 inch (2.5 cm) over what was originally planned.[111] The 787's interior cabin width is 15 in (38 cm) greater than that of the Airbus A330 and A340,[112] but 5 in (13 cm) narrower than the A350-800 XWB[113] and 16 in (41 cm) less than the Boeing 777.[114] For economy class in 3+2+3 or 2+4+2 arrangements, seat-bottom widths will be 18.5 in (47 cm), comparable to that found on the Boeing 777, and recommended by detailed passenger ergonomics studies. For 3+3+3 and 2+5+2 maximum passenger density layout, the seat widths would be 17.18 in (43.55 cm), smaller than those found on the Boeing 737. The vast majority of airlines are expected to select the 3+3+3 maximum passenger density configuration on the 787.[115] (See wide-body aircraft for a comparison of cabin widths and seating).

Composite photo showing three-color options for Dreamliner cabin LED lighting.


The cabin windows are larger than all other in-service civil air transports (27 cm by 47 cm), with a higher eye level, so passengers can maintain a view of the horizon. Electrochromism-based "auto-dimming" (smart glass) reduces cabin glare while maintaining transparency. These are to be supplied by PPG Industries.[116] Similar to the previous Airbus A320 Enhanced, standard cabin lighting uses Light-emitting diode (LED)[117] in three colors instead of fluorescent tubes,[117] allowing the aircraft to be entirely 'bulbless' and have 128 color combinations.
The internal pressure will be increased to the equivalent of 6,000 feet (1,800 m) altitude instead of the 8,000 feet (2,400 m) on conventional aircraft. According to Boeing, in a joint study with Oklahoma State University, this will significantly improve passenger comfort.[107][118] A higher cabin pressure is possible in part because of better properties of composite materials.[29] Higher humidity in the passenger cabin is possible because of the use of composites, which do not corrode. Cabin air is provided by electrically driven compressors using no engine bleed air.[119] An advanced cabin air-conditioning system provides better air quality: Ozone is removed from outside air; HEPA filters remove bacteria, viruses and fungi; and a gaseous filtration system removes odors, irritants and gaseous contaminants.[97]
Boeing engineers designed the 787 interior to better accommodate persons with mobility, sensory, and cognitive disabilities. For example, a 56-inch (142 cm) by 57-inch (145 cm) convertible lavatory includes a movable center wall that allows two separate lavatories to become one large, wheelchair-accessible facility.[120]
[edit] Technical concerns

[edit] Composite fuselage

The 787's introduction of widespread composite material usage has drawn scrutiny. Former Boeing senior engineer Vince Weldon has suggested that the risks of having a composite fuselage have not been fully assessed and should not be attempted,[121][122] adding that carbon fiber, unlike metal, does not visibly show cracks and fatigue.[123] The rival A350 was later announced to be using composite panels on a frame, a more traditional assembly approach which its contractors regarded as less risky than Boeing's application of composite barrels.[124] Boeing has dismissed criticisms of its fuselage materials, insisting that composites have been used on wings and other passenger aircraft parts for many years and they have not been an issue. They have also stated that special defect detection procedures will be put in place to detect any potential hidden damage.[125]

Demonstration composite Boeing 787 fuselage panel at the Dreamliner Center in Seattle


Concerns have been raised about the porous properties of composite materials, allowing them to absorb unwanted moisture. As the aircraft reaches altitude, the moisture expands, and may cause delamination of the composite materials, and structural weakness over time.[126] Another concern arises from the risk of lightning strikes.[127] The 787 fuselage's composite could have as much as 1,000 times the electrical resistance of aluminum, increasing the risk of damage during a lightning strike.[128] Boeing has stated that the 787's lightning protection will meet FAA requirements.[121] FAA management is planning to relax some lightning strike requirements, which will help the 787.[129]
In 2006, Boeing launched the 787 GoldCare program.[130] This is an optional, comprehensive life-cycle management service whereby aircraft in the program are routinely monitored and repaired as needed. This is the first program of its kind from Boeing: Post-sale protection programs are not new, but have usually been offered by third party service centers. Boeing is also designing and testing composite hardware so inspections are mainly visual. This will reduce the need for ultrasonic and other non-visual inspection methods, saving time and money.[131]
According to Boeing Vice President Jeff Hawk, who heads the effort to certify the 787 for airline service, a crash test involving a vertical drop of a partial fuselage section from about 15 feet onto a one inch-thick steel plate occurred on August 23, 2007, in Mesa, Arizona.[132][133] Boeing spokesperson Lori Gunter stated on September 6, 2007, that results matched what Boeing's engineers had predicted. As a result the company can model various crash scenarios using computational analysis rather than performing more tests on actual pieces of the plane.[134][135] However, it has also been suggested by former Boeing engineer that in the event of a crash landing, survivable in a metal plane, the composite fuselage could shatter and burn with toxic fumes.[121
Weight issues

Boeing had been working to trim excess weight since assembly of the first airframe began in 2006. This is common for new aircraft during their development phase. The first six 787s, which are to be used as part of the flight test program, will be overweight according to Boeing Commercial Airplanes CEO Scott Carson.[136] The first 787 is expected to be 5,000 lb (2,270 kg) overweight. The seventh and subsequent aircraft will be the first optimized 787s and are expected to meet all goals.[137] Boeing has redesigned some parts and made more use of titanium.[138] According to ILFC's Steven Udvar-Hazy, the 787-9's operating empty weight is around 14,000 lb (6,350 kg) overweight, which also could be a problem for the proposed 787-10.[139]

The prototype Boeing 787, used for the aircraft's maiden flight and test program.


In early 2009 a number of 787 customers started to publicly mention their dissatisfaction with the reduced specifications on the 787, specifically weight and range issues. Industry insiders have stated Boeing has reduced its range estimates for the 787-8 from 14,800–15,700 km to 14,150–15,170 km, a reduction of over 500 km. There have also been reports that this led Delta to delay deliveries of 787s it inherited from Northwest in order to take later planes which may be closer to the original estimates. Other airlines are suspected to have been given discounts to take the earlier models.[140] Shanghai Airlines stated in March 2009 it wished to either delay or cancel its first order. Boeing expects to have the weight issues addressed by the 21st production model.[141]
In May 2009, a press report indicated that a 10–15% range reduction for early 787-8 aircraft is anticipated because of these planes being about 8% overweight. This means a range of about 6,900 nmi (12,800 km) instead the originally promised 7,700 to 8,200 nmi (14,800–15,700 km). Substantial redesign work is expected to correct this, which will complicate increases in production rates.[142] Boeing confirmed on May 7 that early 787s would be heavy and is working on weight reductions. The company stated the early 787-8s will have a range of almost 8,000 nmi (14,800 km).[143]
[edit] Computer network vulnerability
In January 2008, previous Federal Aviation Administration concerns came to light regarding protection of the 787's networks from possible intentional or unintentional passenger access.[144][145] The computer network in the passenger compartment, designed to give passengers in-flight internet access, is connected to the airplane's control, navigation and communication systems.[144]

Rolls-Royce Trent 1000 engine fitted to the first Boeing 787.


Boeing called the report "misleading", saying that various hardware and software solutions are employed to protect the airplane systems, including air gaps for the physical separation of the networks, and firewalls for their software separation. Measures are provided so data cannot be transferred from the passenger internet system to the maintenance or navigation systems. As part of certification Boeing plans to demonstrate to the FAA that these provisions are acceptable.[144]

Engine interchangeability

The two different engine models compatible with the 787 will use a standard electrical interface to allow an aircraft to be fitted with either Rolls-Royce or General Electric engines. This will save time and cost when changing engine types.[146] However, ILFC's Vice President of Marketing, Marty Olson, stated that swapping different engines could take up to 15 days, and therefore would cost too much. "You'd have to take all the pylon, everything from the wing down, off," Olson said. Other aircraft can have engines changed to those of a different manufacturer, but the high cost makes it rare. Boeing said that the design is unfinished, and 24 hours is still the goal.[147

Variants

There are three variants of the 787 and all were first offered for sale in 2004. The 787-8 is to enter service in 2011. The 787-9 will enter service next in 2013. The last to enter service will be the 787-3.
[edit] 787-8


The Boeing 787-8, the first model of the aircraft to see production


The 787-8 is the base model of the 787 family with a length of 186 feet (57 m) and a wingspan of 197 feet (60 m) and a range of 7,650 to 8,200 nautical miles (14,200 to 15,200 km) depending on seating configuration. The 787-8 seats 210 passengers in a three class configuration. The variant will be the first of the 787 line to enter service in 2010. Boeing is targeting the 787-8 to replace the 767-200ER and 767-300ER, as well as expand into new non-stop markets where larger planes would not be economically viable. The bulk of 787 orders are for the 787-8.
[edit] 787-3

This variant was designed to be a 290-seat (two-class) short-range version of the 787 targeted at high-density flights, with a range of 2,500 to 3,050 nautical miles (4,650 to 5,650 km) when fully loaded. It was designed to replace the Airbus A300/Airbus A310 and Boeing 757-300/Boeing 767-200 on regional routes from airports with restricted gate spacing. It would have used the same fuselage as the 787-8, though with some areas of the fuselage strengthened for higher cycles. The wing would have been derived from the 787-8, with blended winglets replacing raked wingtips. The change would have decreased the wingspan by roughly 25 feet (7.6 m), allowing the 787-3 to fit into more domestic gates, particularly in Japan.
This model would have been limited in its range by a reduced Maximum Take-Off Weight (MTOW) of 364,000 lb (163,290 kg). (Actual range is calculated by the remaining available weight for fuel after the aircraft empty weight and payload are subtracted from the MTOW). A full load of passengers and cargo would limit the amount of fuel it could take on board, as with the 747-400D. This is only viable on shorter, high-density routes, such as Tokyo to Shanghai, Osaka to Seoul, or London to Berlin. Many airports charge landing fees based on aircraft weight; thus, an airliner rated at a lower MTOW, though otherwise identical to its sibling, would pay lower fees.

An artist's impression of the 787-3, which has winglets and a shorter wingspan


Boeing has projected that the future of aviation between very large (but close) cities of five million or more may stabilize around the capacity level of the 787-3.[148][149] Regions such as India and East Asia, where large population centers are in close proximity, offer many examples. Approximately 3.1 billion people live within the range of the 787-3 if used in India or China. Boeing has also claimed that the 787-3's efficiency could offset the higher landing fees and acquisition costs (compared to a single-aisle plane) and make it useful on such routes.
Boeing also believed legacy carriers could have used this variant to compete with low-cost airlines by running twice the capacity of a single-aisle craft for less than twice its operating cost (fuel, landing fees, maintenance, number of flight crew, airspace fees, parking fees, gate fees, etc.).
Beyond Asia, a range of 3,050 nm (5,600 km), or flight time of roughly six hours is sufficient to connect many major cities. The gate spacing constraint that the 787-3 was intended to overcome is really only a problem in Japan. In Europe, the -3 would still have been too wide for most short-haul gates and in the Middle East, India and China new airports are being built with wider gate spacing. Boeing had not planned to certify the 787-3 in Europe because of lack of interest in the model from potential European customers.
Forty-three 787-3s were ordered by the two Japanese airlines that operate the 747-400D, but production problems on the base 787-8 model led Boeing to postpone the introduction of the 787-3 in April 2008, following the 787-9 but without a firm delivery date.[69] Japan Airlines canceled all of its 787-3 orders, and All Nippon Airways reduced its order to 28 in May 2009 (canceled two from its original 30). All of these canceled 787-3 orders were transferred to 787-8 orders. In December 2009, All Nippon Airways converted their remaining 787-3 orders to the 787-8, leaving no orders for this type.[150] It is likely the 787-3 variant will be shelved entirely following the lack of interest by potential customers caused by it being designed specifically for the Japanese market.[151]
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