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787-9 delivery is expected to begin mid-2014

Boeing has announced the latest version of its 787 Dreamliner has taken its first flight. The new aircraft is the 787-9, which has fuselage that has been stretched by 20 feet compared to the 787-8.That additional 20 feet of fuselage space allows it to carry 40 additional passengers over an additional 300 nautical miles.
 
The 787-9 is powered by a pair of Rolls-Royce Trent 1000 engines. Boeing says that the first 787-9 will also be joined by a pair of additional test aircraft with one of those featuring GE GEnx engines. Boeing says that those two additional aircraft are in final stages of assembly at its factory in Everett.

 
The first flight for 787-9 lasted five hours and 16 minutes. The aircraft took off from Paine Field in Everett, Washington at 11:02 AM local time and landed at 4:18 PM at Seattle's Boeing Field.

During the test flight, the aircraft climbed to 20,400 feet and cruised at roughly 288 mph.

The first 787-9 aircraft will be delivered to Air New Zealand in mid-2014. Boeing says that it has received orders from 25 customers around the world totaling 388 787-9 aircraft. That means that the 787-9 currently represents 40% of all 787 Dreamliner aircraft ordered. 

Sources: Boeing, Newairplane.com



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RE: Important lesson on batteries
By Keeir on 9/18/2013 7:22:55 PM , Rating: 2
Errr.... no.

The original aircraft was a 787-8. Originally Scheduled entry into service of Q4, 2008. (Actual late Q3, 2011.)

The 787-9 is the first major stretch derivative model. Typically, it takes some time to deliver the first major derivate model. Currently entry into service is planned Q1/2 of 2014. A difference of under 3 years.

For the 777, entry into service of the base model occured Q2, 1995 and the first stretch in Q2, 1998. 3 years.

For the 767, entry into service of the base model occured Q3, 1982, and the first stretch in Q3, 1986. 4 years.

Based on the last two programs, the 787-9 is "on track" in comparison to the 787-8. The batteries system was not the problem. The train-wreck that the 787-8 became -before- the battery problems even serviced ensured the 787-9 could not be fast tracked but had to wait a fairly standard time before EIS.


RE: Important lesson on batteries
By GulWestfale on 9/19/2013 12:17:05 AM , Rating: 2
that is actually incorrect.
if and when a stretch is made is not determined by boeing on its own, but based purely on customer demand. if an airline orders 50 787s, but wants bigger ones, boeing will try to make them. this obviously does take time, but feasibility studies and market studies are done many years in advance.

in the case of the 787-9, the stretched variant, the original service entry date was 2010, or three years ago. the current estimate is tat the plane will see commercial service in early 2014.


RE: Important lesson on batteries
By Keeir on 9/19/2013 11:34:14 AM , Rating: 2
quote:
that is actually incorrect.
if and when a stretch is made is not determined by boeing on its own, but based purely on customer demand. if an airline orders 50 787s, but wants bigger ones, boeing will try to make them. this obviously does take time, but feasibility studies and market studies are done many years in advance.


Sorry, you really don't understand what you are talking about.

The FAA (EASA, etc) and Boeing DO decide when a Stretch model can be made. Airlines can only -ASK- for earlier or -REFUSE TO BUY- at a later date. Today airlines want 787-10s. Happening soon? No. They also want planes that wiegh 1 lb and can fly 1000 miles on 1 gallon of fuel. Airlines "demand" only determines what a company will think of attempting, not what a company can actually acchieve.

Stretch models (and other derviative aircraft) rely on a complete testing program and entry into service of the original aircraft model. The 787-9 could never have entered into service before the 787-8 with the abbreviated testing program planned. A full testing plan would have been required... a massive duplication of effort and cost. The 787-9 will be using the testing data from the 787-8 to show compliance to aviation regulations that allow entry into service. The very earliest that the first derviative can appear is 6 month to 12 months AFTER the entry to service of the original model. The only aircraft I am aware to have broken this trend is the disastor of the A340-200/A340-300 family.

I repeat from earlier. The 787-9 is "on track". This does not mean that Boeing is producing the 787-9 from its long range plan in 2005. This long range plan assumed the 787-8 would be produced smoothly and enter service in 2008. As noted, the 787-8 did not have a smooth entry into service. Boeing had significant issue with build plan, build quality, certification (paperwork) issues, certification flight issues, testing failures, design errors, business plan issues, etc, etc, etc. All of these issues affected the plan for the 787-9. Given the issues with the 787-8, the earliest possible date for entry into service of the 787-9 would be well... now. This would repersent a huge improvement over any other Boeing program in history. (And your foolish if you think airlines weren't clamouring for the most popular 767 and 777 models to be produced as early as possible) Unless you think its smart to borrow parts/build plan from a plane that can't be produced on time to performance targets?

The battery issues of 2012 and 2013 for the 787-8 had a minor impact on the schedule of the 787-9. The original issues that delayed the 787-8 from 2008 to 2011 had a much more significant impact.


RE: Important lesson on batteries
By Shig on 9/19/2013 3:17:06 PM , Rating: 2
Don't you guys understand how federal regulation works in the airline industry? If Boeing has trouble with one plane they have to halt sales of all new planes. That's why it's such a big deal.

Once again people on daily tech argue for 20 pages on semantics.


RE: Important lesson on batteries
By Keeir on 9/20/2013 11:14:41 AM , Rating: 2
Do you understand?

Problems in service don't cause FAA interference with in-development airplane programs. Now if Boeing had been at the phase of submitting actual certification paperwork and testing for support of entry into service of the 787-9 at the time of the issues, sure it would have been an effect. But even before the battery issues the 787-9 was scheduled for first flight Q3 2013 and EIS Q1/2 2014.

quote:
If Boeing has trouble with one plane they have to halt sales of all new planes


See, this is why "semantics" are important. Problems with the 787-8 did not affect in any way 737, 747, 767, and 777 airplanes delieveries/certification. Problems with technology in service will affect all similiar usages of that technology, regardless of plane/OEM. Fortunately for the industry only the 787-8 was using Lithium Cobalt batteries. For example, the Honeywell ELT that is suspected of causing the Ethopian 787-8 fire lead to ALL Honeywell ELT being inspected, regardless of make/model.


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