Least We Forget, It's The 787-10 Coming

The daily research and Winging It Team remains, grabbing  appealing news articles, and commenting on the content. Even though the focus is usually on the stock market darlings, the 787-8 and 787-9, let us not forget the 787-10 and its promising features. So as this blogging tradition uses a duo battle of words ensuing for your consideration and aircraft sensibility. The journaling leading this dance is Aerospacetechnology.com. Please refer to the actual article with the link provided below. Its advertisers and "Aerospace Technology" will appreciate your visit as it has done all the heavy lifting on this article. My commentary is for your own background opinion forming.

Boeing 787-10 Dreamliner, United States of America

"Boeing 787-10 Dreamliner, the latest and longest member in the Boeing 787 family of commercial aircraft, was officially launched at the 2013 Paris Air Show in Le Bourget, France, in June 2013.

The new Dreamliner can reach a distance of 12,964km, covering more than 90% of the world's twin-aisle routes. It is expected to be 25% more fuel efficient compared with other aircraft of similar size.

It is currently being designed at the Everett facility in Washington and final assembly is scheduled to begin in 2017 in North Charleston, South Carolina, US. First delivery is expected in 2018."

12,964 kilometers is about 8,055 miles. I don't know if that represents a full load or an average load aircraft. The claim of 25% improvement from fuel economy over last generation models of like size is remarkable. It does not state whether that is the 767-300 ER or another Boeing 777-200 type aircraft for the improvement comparison. It sounds like I have to do more work on that number.

They are also suggesting a single barrel segment eliminating joining barrels in the main passenger area. I would assume the wing box area is inclusive of the single barrel part of the airplane. Hence the necessary forming is required in the Charleston facility as no special transportation vehicle exist by air for that length of a part. I would also assume a separate nose nose and tail module will be freighted to the Charleston facility. The conclusion: there will be three sections and two joins for Boeing's longest 787.

Orders and deliveries

"The new Dreamliner can reach a distance of 12,964km."

All Nippon Airways (ANA) placed a $1.4bn order for three 787-10 Dreamliners in January 2015. GE Capital Aviation Services (GECAS), meanwhile, placed a $2.9bn order for ten aircraft in September 2013.

Air Lease Corporation (ALC) has also finalised a $9.4bn order for 30 787-10 and three 787-9 aircraft.

Boeing received commitments for 102 787-10 aircraft from five customers at the 2013 Paris Air Show. These include 30 aeroplanes from Air Lease Corporation, ten from GE Capital Aviation Services, 12 from International Airlines Group / British Airways subject to shareholder approval, 30 from Singapore Airlines and 20 from United Airlines.

The 787-10 has significant orders as it will launch and it will turn head. I would expect laminar flow technology inclusive, in addition to the other improvements mention in the article. Future orders will be significant once it proves its worth during testing and numbers can be shared with customers interested in the 787-10.  Important notations are two numbers, the 25% fuel improvement and the 90% of routes are within its claimed range. The computer modeling from Boeing has been spot on throughout the 787 project. These numbers won't be a Boeing boast. In fact a sub category of "long range city pairings with high density traffic", may be closer to 100% after further review. The 787-9 will clean up on all the long range city pairings with any passenger density at all with 100%. This makes the 787-10 the prodigal son coming home and completing the family.

Design features

"The aircraft incorporates a unique one-piece composite barrel and all-composite wing structure integrating small fairings and raked wingtips.

The single-piece barrel construction effectively eliminates all longitudinal skin splices for reducing weight and maintenance costs. It also avoids fuselage lap joints, doublers and skin overlap, resulting in lesser maintenance inspections.

Simple pivot trailing-edge flaps feature fewer parts and ensure much smaller flap-track fairings, resulting in efficient lift-to-drag characteristics for reductions in fuel consumption and costs.

787-10's wing structure, made of composite materials such as carbon laminate and carbon sandwich, provides a higher aspect ratio, which, combined with efficiency-enhancing raked wing tips, enables the aircraft to achieve a maximum cruise speed of up to Mach 0.85 with less fuel consumption."

I mention before laminar flow technology as a 1% er efficiency improvement. The 25% is real on the computer and will be better during testing phase. This is the Ultimate Game Changer (UGC) for those seeking profits when buying aircraft. The word best describing this phenomenon is a 787-10 "Urgency" purchase.

787-10 technical specifications

The aircraft will have a cross section of 574cm, wing span of 60m, length of 68m and height of 17m. Its maximum take-off weight will be 252,651kg and total cargo volume will be 175m³, which is 41% and 13% more than that of the 787-8 and 787-9, respectively.

In standard configuration, it will accommodate 323 passengers, which is 33% more than the capacity of 787-8 and 15% more than 787-9.

In US passenger terms, its 225 inches wide, wing span 196 feet, and 223 feet long. other dimensions. I need a calculator!

Cabin details

"The Boeing 787-10 will be powered by either Rolls-Royce Trent 1000 or GE Aviation GEnx-1B engines."

A spacious and comfortable cabin, with large dimmable windows, adjustable soft LED lighting and a facility to introduce clean and healthy air, can be found on the aircraft.

It also includes spacious stowage bins and quieter interior. The typical seating arrangement includes 247 economy seats, 58 business seats and 18 first-class seats.

The adjustable windows allow passengers to regulate the intensity of light entering from outside. They are fitted with an electrochromic dimming system, which changes the tint of the window from completely transparent to fully dim.

The comfortable feel of the cabin is enhanced by soft LED lighting. This can be adjusted as per the flying modes such as boarding, flight, relaxing, serving meal, sleeping and pre-landing.

Cabin altitude is pressurised to a maximum level of 6,000ft to 2,000ft lower than most other aircraft.

Engine

The Boeing 787-10 will be powered by either Rolls-Royce Trent 1000 or GE Aviation GEnx-1B engines. The Trent 1000 engine will generate a maximum thrust of 78,000lbf, whereas the GEnx-1B will provide a maximum take-off thrust of 76,100lbf.

GEnx engines include high-pressure compressors and twin-annular pre-swirl combustors, as well as lightweight and durable composite materials. They feature 3D aerodynamics in the low pressure turbine and are the first to use Ti Aluminide blades.

Conclusion: Everything right about the 787-9 is stuffed into the 787-10 leaving a lot of weight behind. The 787-10 transitions the market gap from 787 to 777X. Continental routes could go high density on lower fuel demands. Trans Oceanic market has another great tool for moving vacationers to preferred destinations. The 787-10 is not just a "Stepchild", it is the first born "Stepchild" or the UGC, completing the 787 family. I believe I will wait in vane for the 737 to 787 stepchild found in the down slot, and I will shelve its name "Goldenliner for later".