We just got a look at the first production forward section of the 787 Dreamliner. And I wanted to give you a chance to see it as well.
This photograph kind of makes you realize just how close we are to the first airplane rollout and first flight later this year. Production of this forward section is an important step, and an exciting milestone, too.
This all-composite 787 section is 21 feet (6.4 m) in diameter, and 42 (12.8) feet long. The photo, taken at Spirit AeroSystems in Wichita, Kansas, gives a good sense of the size and scale of the airplane.
Spirit AeroSystems is a partner on the Dreamliner program, and is not only producing the forward section in Wichita, but is designing and manufacturing the 787’s pylons – which hold the engines to the airplane. And in Tulsa, Spirit is designing and building the leading edges of the wings.
As I’m sure you know, we’re pioneering some new manufacturing techniques to build the composite fuselage sections of the 787. On this piece, Spirit employs state-of-the-art fiber placement equipment to apply composite “plies” over the complex contours of the airplane. Then the forward section is wrapped and prepared for curing in a giant autoclave. The heat of the autoclave transforms the composite material into an extremely strong and reliable structure.
The forward section has also successfully completed a non-destructive inspection process, using high-frequency sound waves to scan for imperfections in the composite skin. The tests confirmed the structural integrity of the section – and set the stage for delivery of the first forward sections for final assembly.
Before you know it, forward sections will be on their way from Wichita to Everett on the Dreamlifter. Like I said, we’re getting close.
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Comments (8)
I was there for the first flight of the 747, and was awestruck! now I can't wait to be there for the 787's maiden flight. What an awesome achievment in aviation history, a game changer to be sure. It's an exciting time in Aviation.
Posted on February 23, 2007 10:56
I think what Airbus did to position their A350 size-wise is an excellent strategy. They will be replacing their slow selling A340 and at the same time giving the B777 a better competitor. Maybe later on they will do an A330 enhancement program to cover the 787 size area with a plane similar to the first design of their A350. Or a shrunk A350. Of course the 787 will beat the A330 Enhanced but it will give Airbus some of the market in that size. A shrunk A350 will give the 787 a better competition. What Boeing needs to do is prepare the 777 to compete with the A350. It can either do a 777NG or a very stretched 787 similar to the 400ER of the 767 series. What it cannot do is what Airbus did to the competition that the 787 presented - a warmed up A330. The 747-8 can do this since it's the only one in its size category. Onwards 777NG!
Posted on February 26, 2007 09:30
Thank you for sharing the first photos of the newly baked 787 foreward section fuselage. Nice indeed! Yesterday, TimesOnLine reported that "Airbus originally planned to bolt carbon fibre panels together, tiling the fuselage like the space shuttle". I don't too much about advanced technology like autoclaves etc. To me, they look like giant ovens used to bake, erh.. airplane sections? Anyway, I was thinking maybe Airbus can help expedite the 350XWB progress by enrolling their engineers in some baking lessons for technology companies? Just a thought..
Posted on February 26, 2007 09:35
Kinda still looks a bit 'shellish' to me Randy but I'm rooting all the way for the craft. It would be good if they could eliminate the autoclave process and allow room temp. to cure the matrix/resin. There's going to be a lot of connectors at the 4 fuselage butt joints which have the potential for in service problems. I might be missing something here, hopefully.
Posted on February 27, 2007 11:51
Hey I was wondering if a single-engined 737 replacement would do. I designed one with the same cross-section as the 737, but composite structure, 787 cockpit technology, and fly-by wire. The biggest change would be a single 747 (any choice) engine in the tail like on a DC-10. The wing would be a scaled-up 717 wing and would be moved back due to the heavy, tail-mounted engine. The aircraft would be sold in 3 or 4 lengths, freighters, and BBJ models. The single engine would be more efficient (like the 777 as opposed to the 747). You wouldn't have to worry about engine failure over water because the 737 is a domestic plane anyway.
Posted on February 27, 2007 11:53
The 787 is the future - that is a fact, what i'm really waitng to see is its state-of-the-art cockpit.
Posted on March 7, 2007 16:15
Kind of late but, I'm just curious on how big the passenger windows are? In that picture, they look as big as any other planes.
Posted on March 15, 2007 20:59
We're very much looking forward to seeing the dreamliner in it's BBJ configuration. Our opinion is that it will be an outstanding choice for those who need a flexible, long-range bizjet. I just posted about a recent article in Dealmaker magazine that sings the praises of the BBJ. The main point is that it's spacious enough to be "your office — in the sky." You can read it here:
http://www.bigbusinessjet.com/2007/04/dealmaker-magazine-profiles-the-bbj-a-spacious-office-in-the-sky/
Posted on April 20, 2007 11:40
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