787 Impressions

I just got my first look at the 787 major assemblies today. Forward section, wing box/center section and aft section were all lined up. No tail cone yet but the horizontal stabilizers were in the tool as was the vertical fin.
The configuration looks to be fairly true to artist's depictions, especially the shape of the nose, layout of cockpit glass and the shape of the the wing tips.

Only 4 pieces of glass in the nose as opposed to the usual 6.

Another note of interest is the exagerated "coke bottle" crossection (horizontal/lengthwise) of the wing-to-body fairing. Very long and exagerated ahead and aft of the wing.

They "plan to roll this thing out 07/08/07

Shortly thereafter of course they will roll it back in for interior fitting of flight test monitoring stations and sensors.

A fascinating time indeed, considering my Dad was born in '26 and still alive to see this amazing evolution of technology.

The company that ushered in the age of affordable commercial flight with the 707 in 1957 is trying to revolutionize the industry again. Boeing’s 787 Dreamliner combines lightweight materials with advanced communications systems and thrifty engines--the company claims the 787 will burn 20 percent less fuel than the comparably sized 767. The innovations also include a completely new manufacturing process. Huge sections of fuselage are produced around the world, then flown via the specially designed 747 Large Cargo Freighter to Everett, Wash., for final assembly. Shown here is the 787-8, scheduled for takeoff in 2008. The 787-3 and 787-9 variants, for shorter and extended hops, respectively, will follow in 2010.

FLIGHT DECK



The 787's cockpit. head-up displays and electronic flight bags (EFB), which hold digital versions of the pilot’s maps, charts and manuals. The EFBs also offer ground navigation systems that help flight crews negotiate unfamiliar airports. Reducing pilot error during taxiing will help cut the risk of runway collisions.

BODY Composite fibers--carbon graphite, held together by epoxy--account for 50 percent of the overall fuselage, versus the 9 percent in the 777, making the 787 lighter and stronger than aluminum-body aircraft.

WINGS The 787’s sweptback wings with variable-camber trailing edges give the craft 2 percent more lift compared to the 767. The Dreamliner’s wings are longer than those of other planes its size, allowing them to flex more. Flaps, electric anti-icing and other systems are mounted on a single piece, simplifying maintenance and reducing the odds of failure.

CARGO STORAGE The flat underside of the fuselage allows the 787 to fit 45 percent more cargo than the 767 does.

PRESSURIZATION Unlike aluminum aircraft, which maintain a cabin pressure of 8000 ft., the 787’s more resiliant composite body can be pressurized to 6000 ft. The 787 reduces complexity by pressurizing the cabin using electric compressors, rather than bleed air from the engines.

CLIMATE CONTROL Airplane air-conditioning systems tend to dehydrate passengers. But the Dreamliner’s noncorrosive body construction allows for higher, more comfortable humidity levels.

SENSORS Many of the sensors in the Dreamliner are connected wirelessly to a central data processor. For instance, an “active gust alleviation” system uses sensors to measure turbulence at the nose, then instantly adjusts wing flaps to counter it.

DIAGNOSTICS A self-monitoring diagnostic system sends real-time data to technicians on the ground via a wireless broadband link. The system can predict mechanical problems, meaning less time in the hangar and fewer delays.

CABIN
The 787's cabin. is only 15 in. wider than that of similar aircraft, the extra space does allow for larger seats and a smidgen of extra room in aisles. Lavatories will be bigger as well, with limited wheelchair access. The most noticeable increase, however, will be in the overhead bins, which will each hold four roll-aboard bags.

Windows will be 18.5 in. tall, the largest on any commercial plane, and have electronically adjustable electrochromic dimmers. An on-board wireless network will stream entertainment to seatback screens and allow passengers to surf the Web over a 250Kbps satellite connection.


Here are a few pictures taken from the External Boeing Website and public domain.
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The generators may be even larger because of the higher demands due to the design of control surfaces being electrically driven, eliminating hydraulics.

 

In the factory.
The join area and an overhead shot of the horizontal stabilizers.
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Airframe weight is high on the A380 thus limiting it's gross somewhat. It would work fine as a package freighter hence the orders from UPS and Fedex but the nose doesn't flip up so it won't be in the market for large items. Because of the location of the cockpit I don't think a "flip-up" is feasable..

 

If WWII hadn't happened there would have been many more Clippers built. Too bad.

If I'm not mistaken the wing and engine combination on the Clipper was the SAME as that used on the B-17.
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Actually the GE offering will be the GEnx engine. High efficincy low emissions etc......

Rolls will be offering the Trent 1000's

 

I'm glad someone around here knows what they are talking about.............

 

Cool!!

 

The A380 Freighter program was canceled a few months ago so they could concentrate their resources on the passenger version and the A350 XWB.