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Is this 10 Forward or an airplane interior?
Boeing shows us a little more of their 787 Dreamliner

Boeing has posted some new images of its 787 Dreamliner including its interior and composite body. With the 787, Boeing hopes to block some of the blows thrown by Airbus in recent years

The Dreamliner will be available in three variants covering a wide gamut of passenger loads and route length:

The 787-8 Dreamliner will carry 210 - 250 passengers on routes of 8,000 to 8,500 nautical miles (14,800 to 15,700 kilometers), while the 787-9 Dreamliner will carry 250 - 290 passengers on routes of 8,600 to 8,800 nautical miles (15,900 to 16,300 km). A third 787 family member, the 787-3 Dreamliner, will accommodate 290 - 330 passengers and be optimized for routes of 3,000 to 3,500 nautical miles (5,550 to 6,500 km).

As much as 50% of the 787's primary structure including its wings and body will be composed of composite materials. The plane will be able to travel at Mach 0.85 and uses about 20% less fuel than planes of comparable size.

The 787 is scheduled to make its first flight in 2007 with first deliveries taking place in 2008.

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RE: Airbus in trouble
By Stele on 3/21/2006 8:56:20 AM , Rating: 2
masher2 , timmiser : Thanks very much both for the kind words and feedback, very much appreciated :)

@ masher :
But what is desirable to pilots is not neccessarily desirable to the corporation buying the planes.We have to realize that automation will only increase in the future, and that (whether or not the 787 is truly safer than the A380) it will eventually lead to a near-total elimination of pilot error.

I totally agree with you, and that's the way it is in the tug of war between what the cockpit crew want and what the corporation doing the actual purchase wants. It does, however, sometimes beg the question "Who's flying the thing anyway?" :P

I certainly do not dispute with you that automation will only increase in the future, which is why I wasn't against that per se. Instead, I merely noted that in the hustle to automate every last detail, some designs adopt a machine-only approach, cutting out the human factor almost completely. As I pointed out, feedback is a good thing, even if nothing's wrong. By all means the AI can and should do everything by itself, on its own, but at least inform the crew what exactly it's doing - hence keeping them 'in the loop'.

Pilot errors occur because of the limitation of humans, but that's not to say that automation is completely immune from mistakes either. Again, more automation would be good, to raise the average level of safety (as you rightly attribute, to an elimination of pilot error) but imho the two should ultimately complement rather than totally displace one another. Which brings us back to the reason I prefer Airbus' philosophy of keeping the aircrew better-informed of what the plane's doing.;)

No, an efficient engine is-- by definition-- one that maximizes the thrust/fuel consumption ratio. I realize that one common way of doing this is to run the engine closer to design specs, but there are others. With advanced technology and materials, a higher-efficiency engine CAN also be safer, and run with more overhead on tolerances.

Good point! But could it not also be argued that if there is a very large overhead on tolerances, then the engine isn't doing as much as it really could be pushed to do, and hence is not as 'efficient' use of materials and such? Perhaps with modern technology and materials we'll see engines run closer to design spec, because they won't need as large a margin for safety as they used to... something along those lines.

@ timmiser :
Actually, it was Boeing who started this trend .... and was one of the main reasons for Boeing's success in the mid 1980's.

Thank you for the information, I stand corrected :P

And, for an obligatory forum cornered-rat argument: Anyway the sidestick and cofee table's still cooler than the traditional yoke! Latter makes you feel like you're flying a DC3 or some such antique :PP

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