1

PADMABHUSHAN VASANTDADA PATIL PRATISHSTHAN'S

COLLEGE OF ENGINEERING

The Boeing 787

20th October 2008

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PADMABHUHAN VASANTDADA PATIL PRATISHSTHAN'S

COLLEGE OF ENGINEERING

A Report

On

The Boeing 787

Prepared by

Ajit K.

Nikita J.

Nitesh G.

Sameer G.

Sanket D.

Saurabh D.

Saurabh S.

Subodh B.

Tejas G.

Ritesh V.

Rutvij T.

Vikrant P.

Under guidance of

Prof (Mrs.) Ozarde

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All rights are reserved. No part of this report can be reproduced in any form or by any

means without the permission of the writers.

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20th October 2008

To, Prof (Mrs.) Ozarde

Subject: Acknowledgement of Completion of the Project and Delivery of

this Report.

Madam,

The following report is about Boeing 787, an Airplane that will

revolutionise the way Airplanes are Designed, Manufactured and flown

today. The Information used in this report was searched & drafted from

renowned Aviation related sites like those of Boeing, Airbus, Flight

Global, Flight Blogger as well as some other Magazines like Aircraft

Commerce, Flight International and Airline Business.

We hope this report will prove beneficial to the Readers.

Yours Sincerely

With Regards,

Group Leader

(Rutvij Talavdekar)

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ACKNOWLEDGEMENT

Working on this Presentation Report was a truly engrossing experience for

our group.

Timely gathering of valuable Information by each member of our group

ensured that this report was drafted well in time. We profusely thank our Professor

(Mrs.) Ozarde for guiding us in making this Report a success.

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PREFACE

Rarely has a new aircraft attracted - or deserved - as much attention as the

Boeing 787. From its thrusting nose, via flowing lines, to the delicately-rising

wingtips and swept-back tail, there is nothing about this machine that isn't going to

change the way airliners are designed and built. New technologies, new materials

and new construction techniques have been brought together by a design and

production process that is set to change the relationship between Airframers and

Suppliers. If Boeing's Dreamliner is as successful in operation as its pre-launch

Orderbook suggests it will be, Airline Industry will never be the same again.

In this 787 special, we deliver the inside track on the 787 programme.

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CONTENTS

1. Introduction 9

Background 9

Evolution 10

2. Revolutionary Design 11

Aerodynamically Efficient 11

Infrastructure Compatibility 12

3. Going Composite 13

What are Composites? 13

How are they Manufactured? 13

Composites on Old Aircraft? 14

Advantages of Composites 14

On Powerplants? 15

Long Term Perspective 15

4. Going Electric 16

Electric Engines 17

Electric Brakes 18

Keeping it Cool 18

5. Engineered for Performance 19

Advanced Design 19

Interior Construction 19

Engine Efficiency 20

Noise Footprint 21

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6. Breathe Easier 22

VOC Control 22

High Relative Humidity 23

Environment Control 23

Lower Cabin Altitude 23

7. More Comfort in the Sky 24

Dimmable Windows 24

Electrochromic Property 24

Transmittance Capability 25

Biggest Airplane Window Ever 25

Plush Interiors 26

Overall Comfort 26

Point-to-Point Convenience 26

8. More Greener 27

9. Facts and Figures 28

Program Milestones 28

Worldwide Support 29

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CHAPTER 1

Introduction

With more pre-flight orders than any widebody in history, the 787 has

transformed Boeing’s fortunes. But the twinjet is a game-changer in other ways,

from its technology to its design and engineering process, with the US giant

integrating systems of systems from dozens of global partners.

Background

In the late 1990s, Boeing began considering a replacement for the Boeing

767 when sales weakened due to the competing Airbus A330. As sales of the

Boeing 747 were also slowing, the company proposed 2 new aircraft viz. the Sonic

Cruiser and the B747X. The Sonic Cruiser would have achieved higher speeds

(approx Mach 0.98) while burning fuel at the same rate as the existing 767 or A330.

The 747X, competing with the Airbus A380, would have lengthened the 747 and

improved efficiency by using a composite supercritical wing.

Market interest for the 747X was tepid, but the Sonic Cruiser had brighter

prospects. Several major airlines in the US initially showed enthusiasm for the Sonic

Cruiser concept, although they also expressed concerns about the operating costs.

By decreasing travel time, they would be able to increase customer satisfaction &

Aircraft utilization.

The September 11, 2001 attacks upended the global Airline market. Airlines

could not justify large capital expenditures and increased petroleum prices made

them more interested in Efficiency than Speed. The worst affected airlines, in the

US, were considered the most likely customers of the Sonic Cruiser. Boeing offered

airlines the option of using the airframe for either higher speed or increased

efficiency, but the high projected airframe costs caused demand to slacken further.

Boeing canceled the 747X once Airbus launched production of the A380, &

switched tracks by offering an alternative product, the 7E7. The 7E7 later became

the 787.

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Evolution

Early concept images of the B787 included rakish cockpit windows, a

dropped nose and a distinctive "shark-fin" vertical stabilizer. The final styling of the

aircraft was more conservative, the fin appearing visually similar to those of aircraft

currently in service. The cockpit windows were also changed to a more conventional

form. Final Design of the 787 was frozen in 2005. The Shark-Fin tail was replaced

by a conventional Tail & the Nose was redesigned.

The 787-3 and 787-8 will be the initial variants, with the 787-9 entering

service in 2013 despite industry rumours that it would be delayed. The B787-8

Dreamliner will carry 210 - 250 passengers on routes of 7,650 to 8,200 nautical

miles (14,200 to 15,200 kilometers), while the 787-9 Dreamliner will carry 250 -

290 passengers on routes of 8,000 to 8,500 nautical miles (14,800 to 15,750

kilometers). B787-3 Dreamliner will accommodate 290 - 330 passengers and be

optimized for routes of 2,500 to 3,050 nautical miles (4,600 to 5,650 kilometers).

Boeing initially priced the 787-8 variant at US$120 million, a low figure that

surprised the industry, and it has since been increased twice. As of 2007, the list

price was US$146–151.5 million for the 787-3, US$157–167 million for the 787-8

and US$189–200 million for the 787-9.

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 (07-08-07) and well before Entry Into Service (EIS). This

makes the 787 the fastest-selling wide body airliner ever before EIS.

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CHAPTER 2

Revolutionary Design

Rarely has a new aircraft attracted - or deserved - as much attention as the

Boeing 787. From its thrusting Nose, via flowing lines, to the delicately-rising

Raked Wingtips and swept-back Tail, all designed to increase this Aircraft’s

Efficiency to an all new level. This Aircraft’s Fuel Consumption, Passenger &

Cargo carrying capacity & Less Maintenance Expenditures are all advantages that

have contributed to it being the fastest selling Aircraft in the World.

Aerodynamically Efficient

The B787 comes with a Design that was developed from scratch. So as to

make the Airplane more Fuel Efficient, Boeing deflected away from Conventional

Aircraft Designing Process.

New Features came in. Raked Wingtips, with a slight upper curvature, were

incorporated. This not only reduced the Wingspan (Linear Dimension from One

wing end to the other), but also led to reduced Drag Forces. Reduced Drag improves

Fuel Efficiency, as the Airplane consumes much less fuel to fly the same distance.

The B787’s nose was aerodynamically designed in 2003. Lots of simulations

were done in Boeing’s Gold Care Programme, to extract proper data so as to make

this Aircraft aerodynamically efficient.

Because of the sleekly designed 787 nose, Drag reduces. Reduction in drag

results in less fuel consumption. In these days, with Oil becoming totally volatile,

any effort in reducing Fuel Consumption is widely appreciated. The 787 design has

been incorporated from the Sonic Cruiser program and induces some of the

advanced design features developed while examining the Sonic Cruiser concept.

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Infrastructure Compatibility

Just at a time when the B787 was under Design phase, Airbus was already

into manufacturing the A380. The A380 was well on its way to become the World’s

biggest Aircraft, surpassing the Boeing 747 (or the Jumbo Jet). However, the A380

wasn’t compatible with Airports around the world, mainly due to its sheer size.

Issues like the A380’s Wingspan (Cross-Sectional Length between the 2 Wingtips)

being too big than the Runway width meant that the A380 could operate only to a

handful of Airports. Other causes for concern were:

The size of the Aircraft Parking Bays was smaller than the A380’s

size. The A380’s wing could peep into the neighboring Aircraft’s

space while parked at the Terminal.

Airport Ground Equipments like Catering Vehicles, Pushback Tractors

weren’t designed for the A380. This meant that Manufacturers of

these Equipments had to bring in new models that could be compatible

with the A380

Unlike the humongous Airbus A380, the B787 was designed taking into

consideration the present Airport Infrastructure. Hence, Airlines all over the world

had no problems whatsoever in integrating the B787 into their present Aircraft Fleet.

Dimensions of the B787 were comparable to competitive aircrafts; hence there were

no cross compatibility issues with miscellaneous airport infrastructure like Aircraft

Parking Bays & other Ground Service Equipments (GSD).

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CHAPTER 3

Going Composite

The use of composite material in Boeing's 787 Dreamliner is benefiting

manufacturing, the environment, and, ultimately, the entire air travel industry. It is

the first commercial jet ever to have the majority of its primary structure including

the tail, wing and fuselage made of advanced composite materials.

What are Composites?

Composite materials, or composites, are in a class of materials that includes

Glass, Kevlar, Spectra, Vectran, and carbon fiber, which are held in shape by a

hardened resin like Epoxy or Bismaleimide. Today, one can find composites in cars,

golf clubs, snowboards, and medical devices, in addition to aircraft.

How are they Manufactured?

Building the Barrel Piece (including Stringers), starts with computerized

lay-down of composite tape on a huge barrel-shaped mold made from interlocking

mandrels. The tape is comprised of super strong carbon fibers pre-soaked in epoxy.

The large mold is rotated as the tape is applied. The uncured composite material is

then wrapped with caul plates and polymer bags and placed in an autoclave for

curing. The autoclave’s heat triggers a chemical reaction that turns the uncured

composite material into a toughened, reliable and high-strength structure.

The final step is unwrapping, inspection and tool removal. Dreamliner

engineers ran numerous tests to verify structural integrity and have discovered that

the composites are tougher than they initially predicted.

Because composite materials are more durable than aluminum, government

regulators may call for fewer inspections. The corrosion and fatigue benefits of a

composite structure apply well for 787 operators also.

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Composites on Old Aircraft?

The Boeing 777 is comprised of 50% aluminum and only 12% composites.

While Composites were used by Boeing way back since 1950s when the first ever

Jet (Boeing 707) came out, never were Composites used in such proportions for the

construction of primary fuselage structure. The B787 Dreamliner is surely a Game-

changer in this respect.

For its part, the 787 Dreamliner, will be composed of 50% composites, 20%

aluminum, 15% titanium, 10% steel, and 5% other materials. Specifically, carbon

fiber reinforced plastic (CFRP) will be the primary composite for the majority of the

787's structure with titanium graphite composites also being integrated into the

Dreamliner's wings.

Advantages of Composites

The use of composites in the 787 Dreamliner is bringing benefits to every

stage of the aircraft's life. Starting with the design of the airplane, Boeing can

develop larger, more integrated structures because of the way composites are

manufactured. In the build of the airplane, significantly less waste, fewer hazardous

materials, and shorter manufacturing cycle times will be an added Advantage. The

composite barrel fuselage section, for example, will be manufactured in one piece,

resulting in 1,500 fewer aluminum sheets and 40,000 - 50,000 fewer fasteners being

used. This represents an 80% reduction in fasteners over a non-composite barrel

structure.

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Moreover, the 787 Dreamliner series will be 30,000 - 40,000 pounds lighter

than the comparably-sized Airbus A330-200. This will enable the 787 to use 20%

less fuel, resulting in 20% fewer emissions. The lower weight will also result in up

to 45% more cargo revenue capacity as well as cost savings for the airlines. Airlines

will see lower cost because of fewer repairs and lower landing fees, which are often

based on weight.

Using Composites has many other Benefits as well. Due to 787's Low weight

Advantage, Boeing has designed a much larger Airplane in size and integrated

different systems onto it, which were absent in older Aircrafts due to weight Issues.

Big size has also resulted in Longer Range than similar sized Aircrafts, namely the

B767 and A330. Due to this, Route Planning has become much easier and more

City-Pairs can be generated. The 787's Carbon Re-enforced structure has also

allowed Boeing to decrease Cabin Altitude and increase Humidity levels for

increased Passenger comfort.

On the Powerplants?

Even the engines on a portion of the 787 fleet will be constructed using

composites. GE Aviation's GEnx Engine is the world's only jet engine with a front

fan case and fan blades made of composites. Composites give this engine greater

durability, weight reduction, and lower operating cost. The blades are made with

GE90 composite technology which has performed well with no routine ‘on-wing’

maintenance required and which has had no service issues in more than a decade,

according to GE. The fan contains only 18 blades, 50% fewer than GE's CF6 engine

and has noise levels lower than any large GE commercial engine.

Long Term Perspective

It is a widely known fact that Composites don't corrode easily. With

Composites comprising majority of the Fuselage & it being a one-piece structure,

Maintenance hassles are expected to reduce dramatically. Periodic Maintenance

Checks viz. A/B/C/D Checks will now be required to be carried out on the B787

after much longer intervals, thereby enabling very high Aircraft utilisation. Also,

less Maintenance Hassles means high manpower utilisation on other Aircrafts.

Thus, Composites are widely expected to cut Operational Costs on all fronts.

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CHAPTER 4

Going Electric

What Boeing calls a ‘more electric architecture’ for the B787 primarily

involves the use of much larger starter generators than were possible in past years.

This was again possible due to reduced weight of the B787.

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Electric Engines

The 787 engines will be started electrically, a radical change that initially

concerned airlines.

Jetliners are not nearly as efficient as they could be. More pneumatic power,

for eg, is created than is required from a systems standpoint. This power comes from

huge amounts of ‘Bleed Air’ diverted from the jet engines. It not only makes the

engines less efficient but some of the bleed air is dumped overboard before it can be

used, adding to the overall inefficiency of the plane. Carried by a network of ducts

through the plane, the bleed air must go through check valves and pre-coolers before

it can be used. Even then, it is not used as efficiently as electrical power.

On the 787, Boeing will eliminate this bleed air, other than a tiny amount to

help with engine stability at idle settings. As a result, there will be no need for the

network of titanium ducts, which are expensive to make and add hundreds of

pounds to a plane's weight.

Systems once powered pneumatically will use electricity, supplied by two

225-kW generators attached to each of the 787's 2 Engines. The Auxiliary Power

Unit [APU] in the plane's tail will also have two of these generators.

Part of the idea of going to a more electric airplane is that, all components

that are used to generate pneumatic power are eliminated and power developed is

only sufficient to the needs of the Aircraft. Plus, miles of piping, for the Bleed Air,

is eliminated which reduces weight as well as costs. Today's jet engines always

operate at higher thrust settings to create bleed air, even if it is not used.

Standard Electric Interface

The two types of engines compatible with the 787 (namely the Rolls-Royce

Trent 1000 & GE’s GEnx) will use a standard electrical interface, potentially

allowing any aircraft to be fitted with Rolls-Royce or GE Engines at any time. This

flexibility will allow an airline to switch from one manufacturer to the other in the

event of technological developments which conform more closely to their operating

profile. Boeing's goal is to make changing engine types as simple as a standard

same-manufacturer replacement. Boeing says that 24hrs remains their goal for an

Engine change.

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Electric Brakes

Another innovation on the 787 is the first-ever commercial application of

Electric Braking in place of the more conventional hydraulically actuated brakes

used on all previous commercial aircraft.

Electric brakes were a candidate from the start as they suited Boeing's 787

weight and efficiency targets, as well as fitting better with the company's modular

assembly plans. By helping dispense with the need for installation and test of

hydraulic systems, Boeing believed electric brakes would contribute to significant

time savings during assembly and test.

The system was also deemed more advantageous to operators because of its

inherent monitoring and self-checking capabilities, as well as the improved

reliability of the components. The modular design of it enables operators to replace

specific parts on the ramp without necessarily having to remove an entire brake

assembly.

The brake control is a system that detects wheel speed and pressure data, and

combines it with information from the rudder pedal positions, throttle position and

other sensor and avionics data to instruct the brakes what to do. This system is far

more effective and accurate at very low speeds. The absence of hydraulic brake

fluid avoids the risk of leaks and possible fire hazards. When the pilot brakes,

Electrical signals are sent to an On-Board Computer. This converts the Electrical

signals into Electro-Mechanical signals that are sent to the Brake Actuators. The

Actuators then deploy the Disc Brake Assembly, which slows down the Airplane’s

speed and eventually stops it.

Keeping It Cool

Another system where Boeing adopted a more-electric approach is Wing

Leading Edge De-Icing System, which traditionally has been performed using hot

bleed air from the engines. An Electro-thermal system will be the 1st commercial

aircraft application of Technology previously used on the blades of military

rotorcraft. The system will be based on electrically heated elements contained

within a sprayed metal matrix held in place on the leading edges by a polymer

composite material.

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CHAPTER 5

Engineered for Performance

Low Weight of the Engines, mainly due to the use of Composite Material,

has allowed Boeing to incorporate many new Technologies into the B787’s

Powerplants.

Advanced Design

The scalloped chevrons, evident on the secondary nozzle on GE's GEnx test

engine, are a new feature on the 787. It reduces Drag, thereby increasing Fuel

Efficiency.

For reduced weight and noise, GE designed the GEnx with just 18 fan blades,

compared with 22 on the GE90 and 36 in the CF6 family. The case itself is made of

a Composite-fibre braid, unlike all earlier Engines. The composite fan case

introduced as a way of reducing weight, save around 350lb (160kg) / Engine.

Besides, in its 111-inch fan blades and the engine's forward fan case, GE

employs composites for the engine's variable-bleed valve ducts at the exit of the

booster stage.

Interior Construction

The GEnx blades follow the GE90 design methodology, the engines currently

flying on the 777s. They are made with 400 plies of pre-pregged tape, with the plies

thinning out from the base to the tip. Since sharp-edged composite materials tend to

fray, the blades use replaceable titanium cladding for the Leading, Tip and Trailing

Edges. This edging also spreads the energy of Foreign Object Damage (FOD) into

the fan's composite material. After a decade of performance and 6.5 million engine

flight hours, the GE90 has experienced only 3 Composite Blades removed from

service due to bird-hits or FOD.

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For the B787s, as fan sizes grew bigger to improve engine bypass ratios for

quieter operation, so has the weight of engines. Ironically, advances in cooling

technology, improved Hot-section Materials and better Aerodynamic Loading are

reducing Engine Core sizes. The result is a growing shift between the weight of the

engine core and the fan and its casing. The fan for a CF6 series for A330s, 767s and

747s produces a 5.3 bypass ratio and accounts for 21% of the Engine's total weight.

The GEnx-1B for the 787 has a 9.5 bypass ratio, and the Fan accounts for 33% of

the Engine's weight.

The Composite Fan Case grew out of development work GE did on the

Boeing Sonic Cruiser, a 787 predecessor. More than 100 ballistic impact panel tests

were conducted to validate the design. The tests demonstrated that a Composite

Case was more resistant to ballistic FOD damage than Aluminum Cases.

Engine Efficiency

The Engines on the B787 are believed to have a higher By-Pass Ratio,

increasing Efficiency both on Aerodynamic & Fuel Consumption front.

GE also implemented a combustor technology it has been maturing for the

past decade. This Twin Annular Pre-Mixing Swirler (TAPS) system uses 2 swirlers,

adjacent to the fuel nozzles, to pre-mix Fuel and Air prior to burning. This swirl

creates a more homogeneous and leaner mix of fuel and air that burns at lower

temperatures than in previous designs. One result is a significant reduction in NOx

Emissions. Estimates show that the GEnx Engines have 50 % lower NOx emissions,

than comparable CF6 Engines. Other types of emissions and particulate levels fall,

too. TAPS may have a maintenance benefit, as it creates a more uniform

temperature profile, which is a friendlier environment for the engine components.

The TAPS combustor, which pre-mixes the air and fuel before they are

burned, allows the combustion process to be more complete at lower temperatures

and is expected to produce a 30% improvement in emissions over the CF6 Series

Engines. The combustor incorporates a pair of Annular Fuel/Air swirlers that pre-

mix the two before funnelling the mixture to the relatively conventional combustor.

The inner swirler is used for low-thrust requirements in Idle and Taxiing, while the

outer swirler engages for Higher Thrust Settings.

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Noise Footprint

For years now, Airports all over the world have faced Noise Restrictions

when operating to Airports surrounded by Communities. These restrictions meant

that aircrafts can’t descend below a certain Glide-scoped Altitude so as to reduce

Noise footprint. European Union imposed even more Stringent Regulations which

forced Airport Operations at Night time to a screeching halt. This meant that Airport

Operators had to sandwich (or shift) the entire Airline traffic of the night onto Day

time.

When General Electric Aviation (GE) began designing the B787’s GEnx

Engine, reducing the noise footprint was one of the most important factors that

made it to switch to less Fan Blades in the Engines. Heavy Engine testings showed

GE that composite fans run more efficiently--and are quieter--with fewer blades.

Besides cutting weight, lowering the Blade count reduces ‘scrubbing’ -- the drag of

air as it slides over a blade's surface. Hence, the GEnx is 30% quieter than a baseline

CF6.

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CHAPTER 6

Breathe easier

A focus on human factors, such as air and water quality and humidity levels,

should ensure that the 787 cabin offers passengers a new level of comfort.

VOC Control

The 787's cabin is the focus of intense development work. Boeing says it is

real hard science. They worked on human factors as well as areas like cleaner water

and air and improved thermal control.

Through various studies, Boeing has learnt that control of volatile organic

compounds [VOC] is more important than humidity. VOCs are found in a wide

variety of materials that find their way into a cabin from paints and coatings to

under-arm deodorant, and have become a major concern of the US Environmental

Protection Agency (EPA). They have been found to be a major contributing factor

to ozone, a common air pollutant, which has been proven to be a public health

hazard.

So with the suppliers, Boeing developed a gaseous air purification system to

scrub out VOCs. It's not new, but the system is around 99% efficient and integrated

with a HEPA [High Efficiency Particulate Air] filter, the cabin will have some of

the cleanest air in the world. The new system will filter out gaseous irritants and

odours as well as bacteria and viruses.

The system will work in conjunction with a set of cabin air purification filters

as part of the overall air management and environmental control system. The filters

will be used in the cabin as well as the electronics bay, cockpit and lavatory and will

include HEPA filters, electronic equipment cooling filters, heat exchanger filters as

well as galley vent filters. Each 787 air management system requires 15 filters.

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High Relative Humidity

Relative humidity, nonetheless, remains a major selling point of the 787

cabin. Due to its largely composite construction, Boeing believes it will be able to

offer a significantly more comfortable humidity level of around 14% for cruise,

compared with average values in the single digits in current long-haul aircraft. The

average home, by contrast, has a relative humidity in the 50% range.

Environment Control

To offset the effects of this higher cabin humidity, plus the usual high levels

of cold-induced aircraft skin moisture, Boeing is also providing a Zonal Drying

system, as a standard on each aircraft. Each unit consists of a fan, heater and glass-

fibre rotor coated with silica gel. The system takes air from the cabin & removes the

moisture using the silica-coated rotor, before blowing the air (80% of which is now

dry) into the space between the cabin lining and the aircraft's outer skin.

The Zonal Drying system will pump dried-out Air into the space between the

cabin lining & the aircraft skin. The remaining air, which has been warmed by the

heater, is passed through the rotor reabsorbing some moisture and drying out the

rotor at the same time. This moist air is then recirculated into the cabin.

Lower Cabin Altitude

Another passenger environment feature will be a lower cabin altitude of

6,000ft (1,830m), compared with the more traditional 8,000ft. According to a

Boeing-Ohio State University altitude study, the percentage of passengers reporting

overall well-being improves dramatically with a decrease in cabin altitude. At

8,000ft the level of happy passengers was just over 80%, with this increasing to over

95% at 6,000ft. To do this in the aluminium world would have required several

thousand pounds more weight (to reinforce the structure), but with composites this

isn't an issue.

Boeing & Hamilton Sundstrand (the AC Unit provider on 787) believe that

the Air Conditioning Technique will be the most closely controlled environment

ever provided on a commercial aircraft. The PCU at the heart of the system uses

advanced processing features to acquire data from several types of sensor, including

pressure and temperature, as well as providing accurate and real-time control of its

motor control outputs.

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CHAPTER 7

More Comfort in the Sky

When the 787 takes flight, flying as an experience will never be the same

again. Passenger will be the king. A focus on spacious Interiors, such as bigger

windows, Wider Seats & expansive Aisles & Galleys will ensure that the 787 cabin

offers passengers a new level of comfort.

Dimmable Windows

Another of the most advanced B787 cabin systems will be the electrochromic

windows. According to Boeing, traditional pull-down plastic shades are prone to

sticking and are a maintenance headache. Boeing will develop a variably dimmable

cabin window that will allow the passenger to select up to five different levels from

dark to clear. The windows will also have a manual override for use by the flight

crew.

Electrochromic Property

Electrochromic windows center around special materials that have

Electrochromic properties. "Electrochromic" describes materials that can change

color when energized by an electrical current. In these materials, electricity kicks off

a chemical reaction (like any other chemical reaction) and changes the properties of

the material. In this case, the reaction alters the way the material reflects and

absorbs light. In some electrochromic materials, like the one used in the B787, the

change is between Transparency (not reflecting any light) and Dark colours

(reflecting light of some color).

Like other smart windows, electrochromic windows are made by

sandwiching certain materials between two panes of glass.

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Here are the materials inside one basic electrochromic window system and

the order you will find them in:

» Glass or Plastic panel

» Conducting Oxide

» Electrochromic Layer, such as Tungsten Oxide

» Ion Conductor/Electrolyte

» Ion storage

» A 2nd

layer of Conducting Oxide

» A 2nd

Glass or Plastic panel

A low electrical charge will darken a conductive medium between the layers,

with transmissibility or lightness increasing with reduced voltage (or Darkness

directly proportional to Voltage of the Layer). The window systems will not only

provide light control, but also enhance the coolness of the interior of the aircraft.

Transmittance Capabilities

The new windows are also designed to reduce light and heat transmittance

into the cabin, even when on the most open setting. This is expected to reduce the

load on the heating and air conditioning system. This will ensure that the Interiors

will remain pleasant.

Biggest Airplane Window Ever

The actual windows for the 787 which will be 50% larger than typical aircraft

windows and will use specialist coatings more akin to the advanced coatings applied

to fighter aircraft canopies, giving the airline passenger solar protection as well as

containing the IR transmissions given out by the new in-flight passenger

communication systems installed in the 787.

The B787’s Window Dimensions measure 10.7” x 18.4”, a whopping 30%

more than Airplanes flown today. These windows will be a laminated sandwich

design, rather than the more typical air gap construction, which it says, will alleviate

the condensation seen by passengers in many of today's cabin windows.

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Designers were able to create bigger windows because of the lighter

composite materials used to construct the Dreamliner. There is a size limit on what

Boeing could do with metal fuselage in earlier planes, because of the Weight and

Structural Limitations.

Plush Interiors

Interior will feature repeated sweeping arches, dynamic lighting and

electronic window shades whose transparency passengers can change during the

flight. Cabin lighting will include a 'simulated sky' ceiling effect produced by arrays

of Light-Emitting Diodes (LEDs) which can change in colour and brightness.

Overall Comfort

The 787's Bigger Size has allowed Boeing to offer an unprecedented level of

Comfort on-board. Bigger & more comfortable Wider Seats, more Stowage Space &

Wider Aisles are surely going to redefine the concept of Flying. The 787 will have

larger centre-mounted overhead luggage bins that descend for easy loading and then

pivot upward.

Flexibility for Airlines

Also, for the kind of Range the B787 has (15,000nm), more City-Pairs have

popped up. Markets which were unserved due to Range constraints have been

erased. More Point-to-Point Connections are now possible, eliminating the 'Hub-

and-Spoke' headache.

Long-term testing showed GE that composite fans run more efficiently--and

are quieter--with fewer blades. Besides cutting weight, lowering the Blade count

reduces scrubbing" --the drag of air as it slides over a blade's surface. Hence, the

GEnx is 30% quieter than a baseline CF6. Studies show that quieter the engines, the

happier the people are!

27

CHAPTER 8

More Greener

As forecasted, the B787 is slated to become the most Environmental friendly

Aircraft ever, considering its huge size. A revolutionary Design, Composite

structure, a more ‘Electric’ Architecture, advanced Engines and its high Fuel

Efficiency make this any Airline’s choice on any given day.

Lower Emissions of this Aircraft will also help Airlines globally in

containing operating costs. Besides, as and when the European Union decides to

impose Carbon Trading on Airlines in its region, which shouldn’t happen for God

sake, the 787’s liabilities will be the least.

Besides that, a lower Noise Footprint will also help it gain advantage over

competing Airplanes in its class.

It is also expected to revolutionise the way airplanes are designed and

manufactured. The advantages of Composite structure are already tempting many

Airframers to make the switch. Its just a matter of time before this happens!

28

CHAPTER 9

Facts & Figures

Program Milestones

Authority to Offer late 2003

Assembly start 2006

1st Flight in fourth quarter 2008

Certification/Entry into service in 2009

29

Worldwide Support

30

31

32

Summary

In addition to bringing big-jet ranges to mid-size airplanes, the 787 will

provide airlines with unmatched fuel efficiency, resulting in exceptional

environmental performance. The airplane will use Less Fuel for comparable

missions than today's similarly sized airplane. It will also travel at speeds similar to

today's fastest Wide Body Aircrafts. Airlines will enjoy more Cargo Revenue

Capacity. Passengers will also see improvements with the new airplane, from an

Interior Environment with higher humidity to increased comfort and convenience.

Experts were given the freedom to bring all the cutting-edge technologies to

bear on the new B787 Dreamliner, Boeing served as a large-scale integrator,

creating a far-reaching Global Network consisting of Interdisciplinary Design

Teams and a supply chain of more than 70 companies.

Airline Orders and Commitments for the B787 have surpassed more than 800

units, ever since bookings began. This makes the 787 the fastest-selling wide body

airliner ever, before Entry Into Service [EIS].

The 787's Premiere on July 8, 2007 (07-08-07) was a huge success. It

revealed Boeing’s plans to redefine the way how aircrafts are designed,

manufactured and flown.

If initial findings are anything to go by, the B787 has surely addressed some

concerns by Environmentalists, towards reducing COx and NOx Emissions. These

recent developments in Boeing’s strategy to go Greener has further prompted and

encouraged other manufacturers to think beyond Conventional Aircraft

Manufacturing.

If Boeing's Dreamliner is as successful in operation as its pre-launch

Orderbook suggests, Airline Industry will never be the same again.

33

Appendix

Boeing’s Impression of Sonic Cruiser

Earlier Conceptual Design of the B7E7

(Now B787 with changes)

34

Boeing 787 Design

35

B787 Manufacturing

787 Dreamliner Structure Partners

747 Dreamlifter used for 787 Structure Delivery

At Boeing’s Paine Field, Seattle

36

General Electric GENX Powerplant

37

GENX Testing

38

Breathe Easier

VOC Control

Zonal Drying System

39

B787 Cabin Mock-Up

40

B787: Whats Different?

41

LED Mood lighting Onboard the 787

42

Miscellaneous

787 Operational Range, from Seattle

Noise Footprint, at London’s Heathrow Airport

43

References

Sites

o Boeing.com

o Geae.com

o Google.com

o Flightglobal.com

o Flightblogger.com

Magazines

o Flight International

o Airline Business

o Aircraft Commerce

o Aircraft Interiors

o Air Finance Journal

44

Glossary

In Aviation Terms

Airframers - Aircraft Manufacturers

Aisle - Gangway

Bleed air - Hot Air from Engine

Conform - Adapt / Adjust

Dim - Darken

Drag - Retarding Aerodynamic Force

Duct - Channel / Passage

Fray - Scratch

Fuselage - Body

Galley - Stowage Space

Humongous - Large

Extract - Draw out

Pneumatic - Gas / Fluid driven Piston Assembly

Rakish - Smart

Resin - Organic Compound

Slacken - Slow down

Swirler - Mixer

Thrust - Driving Force

Twinjet - Twin Engine Airplane

Variant - Variation

Volatile - Inconsistent

Abbreviations

EIS - Entry Into Service

EPA - Environmental Protection Agency

FAA - Federal Aviation Authority

FOD - Foreign Object Damage

HEPA - High Efficiency Particulate Air

TAPS - Twin Annular Pre-Mixing Swirler

VOC - Volatile Organic Compounds

45

Index 747 9

Aerodynamic 11

Airframers 6,9,27

Aisle 24

Barrel 13

Bleed Air 17

Brakes 18

Comfort 15,22,23,24,26,39

Composites 13,14

Dim 24

Drag 11

Duct 20

Emission 15,20

Engine 13,15,17,19,20,21,22

Fray 19

Fuselage 13

Galley 24

GEnx 15,19,21,26,36,37

Greener 27

Interior 25,39

Mood Lighting 41

Noise 15,19,21,27

Pneumatic 17

Raked 11

Rakish 10

Resin 13

Sonic Cruiser 9

Swirler 20

Thrust 17

Twinjet 9

Variant 10

Volatile 11

Window 10,24,25,26,40

Wingtip 6,11,12

EIS 10

EPA 22

FOD 19

HEPA 22

TAPS 20

VOC 22,38