Profile:

Principal Dimensions
Overall length: 57 m
Height: 17 m
Fuselage Diameter: 5.91m
Cabin width: 5.49 m
Wingspan: 60 m
Weights
Maximum takeoff weight: 219,540 kg
Empty weight: 110,000 kg
Speeds
Normal cruise: 902 km/h at 40,000 ft
Max cruise: 945 km/h at 40,000 ft
Engine
Category Turbofan
Max thrust 63600 lb
Performance
Range: 14,200 - 15,200 km
Passenger capacity: 210 to 250
Maximum Fuel Capacity: 126,903 L
Service Ceiling: 43,000 ft
Maximum Thrust Capability: 285 kN

The 210-330-seat Boeing 787 is aimed at a potential replacement market for the Boeing 767, Airbus A300-600 and A330-200/-300, estimated at more than 3,500 medium-range airliners. Three versions of the 787 have been approved: The 210-250-passenger 787-8, with a range of 15,700km, 787-9, carrying up to 290 passengers up to 16,300km and the 330-seat, 6,500km range 787-3.

Powered by two 55,000lb – 70,000lb thrust engines from General Electric and Rolls-Royce. GE is developing the new GEnX, Rolls-Royce the Trent 1000. Boeing claims a 20 per cent fuel burn advantage for the 787 over the 767 and an increased cruising speed of Mach 0.85.

A range of new technologies are being incorporated into the Boeing 787. At least half of its primary structure will be built from composite materials, more than any other airliner.

History
The 787 programme came out of the 7E7 study for a conventional aircraft to replace the original Sonic Cruiser programme after Boeing decided it was over-ambitious. Board approval for the Boeing 787 came in late 2003 with full launch and a record order for 50 aircraft from All Nippon Airways. Since then 58 airlines have ordered 896 Boeing 787s, making it the most successful aircraft launch in Boeing’s history.

It’s good news for the 787, albeit a few months later than Boeing had hoped. The company says it is still on track to deliver the first customer 787 by the end of the year. But it is almost half way through it’s scheduled 8.5 month flight test program, and there are still many more hours of testing ahead. The final two flight test airframes are expected to be flying soon, and with all six aircraft flying, it will still be a very busy schedule to complete the more than 3,000 estimated flight test hours needed before certification.

With the TIA in hand, Boeing also announced this week it has finalized the aerodynamic configuration of the 787 according to the program’s manager, Scott Fancher. This is good news for the company as there have been relatively few changes made to the airframe since flight testing began.

“We have completed sufficient testing to decide that no additional changes to the external lines or shape of the airplane are required,” said Fancher.

On Sunday, airframe ZA003 flew from Seattle to Eglin Air Force Base in Florida where it will go through climate testing. ZA003 will be housed in the McKinley Climatic Chamber which can simulate a wide variety of weather conditions from extreme cold to extreme heat. The cold soak test usually gets the most attention as the airplane is put through a variety of tests at temperatures below -35C. ZA003 can be seen parked outside the climatic chamber in the photo above.

Boeing released two videos this week highlighting recent parts of the flight test program. In the first video, chief test pilot Mike Carriker discusses flutter testing, something we witnessed from the ground back in February. With a much better view from chase aircraft, there are several air to air shots including one where wings of the 787 can be seen being “excited” during testing.

In the second video, ZA002 is seen during ground effect testing in Victorville, California. Ground effect testing is important because the disruption of airflow when an airplane is close to the ground changes the aerodynamics and flight characteristics of the airplane. These changes are noticed during the critical phases of flight of take off and landing.

There are several great shots including ZA002 crabbing into a crosswind and some very low passes over the runway. For the ubergeeks, there is a nice close up of the unique raked wingtip of the 787.


Mike Sinnett, Chief Program Engineer on the 787 mentions the completion of ground effects testing also helps Boeing to further refine the training simulators. This fine tuning of the simulators is something test pilot Mark Feuerstein talked about during our visit to the engineering simulator back in January.


Tags: Boeing 787