B787-9

mrivc211 said:
Wow. Just watch.
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Truly a beautiful and inspiring demo routine. This is a glimpse of the grace, the joy, and the magnificence of what an aircraft can do without pax and freight on board to dampen, confine and restrain her. Unfettered flight. Some of you fortunate guys will one day get the opportunity to fly her. When you do, be delighted. Makes me a bit melancholy. Sigh.
 
A Life Aloft said:
Truly a beautiful and inspiring demo routine. This is a glimpse of the grace, the joy, and the magnificence of what an aircraft can do without pax and freight on board to dampen, confine and restrain her. Unfettered flight. Some of you fortunate guys will one day get the opportunity to fly her. When you do, be delighted. Makes me a bit melancholy. Sigh.
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That was beautiful man.
 
If that was how it was normally flown then sure I'd want to fly it. But as an airline? Meh.
 
desertdog71 said:
That was beautiful man.
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It's funny really because aircraft and flying are either in your soul or they aren't. I remember as a young FE, a Captain would sometimes let me do the walkaround. I lived for those moments. The feeling I experienced in touching the plane, viewing her from totally different perspective, marveling at her sitting solemnly.......patiently.......waiting.....longing for the air, getting to know her inside, and out and thinking how incredible the power and the technology was that had gone into her design and build and how lucky I was every single time I went to work. Then I'd get my ass chewed out for taking so long, groping the plane and standing on the ramp grinning like a idiot. lol Every once in a while as a Captain I'd still do one. It was always still the same thrill, special private elation and appreciation with her and I.
 
TheFlyingTurkey said:
If it ain't Boeing, I ain't going.
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I was hoping for pictures, but no one I know in the UK is going to Farnborough. They hiked the ticket price to $77 (from $50 2 years ago). Got to love aviation in the UK. I know a couple planning to go to the Paris Airshow ($18) and make a trip of it. I guess even if it is Boeing, they still ain't going...
 
While it ain't the 757, it sure as heck is drawing my lust with its wingspan ratio. Check out the first turn to the right when the port side wing is high up. That is one loooooong sexy wing.
 
I realize that making estimates with few visual references is difficult but that looks like at least a 60 degree climb out and about the same on the turns.

Pretty cool, but seriously, Boeing? You're selling a 21st century product worth hundreds of millions and you're using cheesy stock music like that from the 1980s?
 
Nice to see a paper airplane fly that's for sure. Now Airbus has to get their act together with the A350.

It's been a while since I was in cert any my old Boeing friends aren't even at Boeing anymore (bigger and better things), and I can't dig into Aviation Week & Space Pornography anymore because I don't make the time. I preface all that for a simple request:

Does anyone know how much weight the plane gained, range the thing lost, and payload the plane can't take that was originally advertised? I don't want to start a A v B thing or pile on. I have some old Starship information and I'd love to see how the two planes stack up after being certified; pre-production sales pitch nonsense V post-production reality.

I can find the range numbers on the Boeing site (as well as the payload and weight), I'm just curious what it was originally advertised for and how that stacks up.
 
jynxyjoe said:
Nice to see a paper airplane fly that's for sure. Now Airbus has to get their act together with the A350.
http://www.flightglobal.com/news/ar...ght-and-clarifies-range-for-787-9-and-400908/

It's been a while since I was in cert any my old Boeing friends aren't even at Boeing anymore (bigger and better things), and I can't dig into Aviation Week & Space Pornography anymore because I don't make the time. I preface all that for a simple request:

Does anyone know how much weight the plane gained, range the thing lost, and payload the plane can't take that was originally advertised? I don't want to start a A v B thing or pile on. I have some old Starship information and I'd love to see how the two planes stack up after being certified; pre-production sales pitch nonsense V post-production reality.

I can find the range numbers on the Boeing site (as well as the payload and weight), I'm just curious what it was originally advertised for and how that stacks up.
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As Air New Zealand prepares to receive the first 787-9 next week, Boeing has increased the weight and clarified the range for the two largest variants in the Dreamliner family.

Maximum take-off weight for the 787-9 and 787-10 rises to 253,000kg (557,000lb), or 1,810kg higher than previously listed.

Boeing attributes the weight growth to added range, saying the 787-9 can now fly up to 8,300nm (15,400km).

However, the company previously listed the range for the 787-9 as between 8,000-8,500nm with a lower maximum take-off weight of 251,000kg.

Boeing officials also have said that the 787-9 weight stayed below projections by “several hundred pounds” through the development process.

The 787-10 is designed to match the maximum take-off weight of the 787-9, so its specification also rose to 253,000kg, Boeing says.

Boeing also clarified the range target for the largest of the three 787 variants. The original target was listed at 7,000nm, but is now slightly higher at 7,020nm, according to a new Boeing fact sheet.

The new specifications also clarify Boeing’s listed seat counts for the three models, although actual seat counts vary significantly depending on the layout selected by each airline.

Where the 787-9 was previously described as 250-290 seats, the latest fact sheet says it is 280 seats, or 16% higher than the 242 seats on the 787-8.

Boeing also clarifies the 787-10 seat count as 323 seats instead of a range between 300 and 330.

The latest fact sheets also define the listed range of the 787-8 as 7,850nm instead of a range between 7,650 and 8,200nm.
 
A Life Aloft said:
Boeing Debuts Dream-Niner and Slams Airbus Plans
Farnborough Air Show » 2014

July 14, 2014, 12:10 AM
Debuting its new 787-9 widebody here at the Farnborough International Airshow yesterday, Boeing fired off an aggressive opening salvo against its rival Airbus. According to the U.S. airframer’s marketing vice president Randy Tinseth, if Airbus goes ahead with its anticipated launch of the re-engined A330neo this week it will prove that its A350 program is a failure.

“The A350-800 has failed, the -1000 has failed and all they have is a one-trick pony with the -900,” Tinseth told reporters. “The A330 was withdrawn 10 years ago because it couldn’t compete with the [Boeing] 777. The A350 has failed with the same engine [that Airbus is proposing to use for the A330neo.”

Boeing believes that the extension of its 787 family to include the larger, longer-range -9 and, eventually, -10 models, as well as last year’s launch of the 777X, will allow it to combat the A350, as well as any new version of the A330. “We have raised questions for the competition on what they do with the A330 and the A350-1000, if it keeps failing to sell,” said Tinseth. “They also have to answer the question as to what they are going to do about the A380. We will have the most capability no matter what they do.”

Air New Zealand took delivery of the first of 10 Rolls-Royce Trent 1000-powered 787-9s last Wednesday and eventually it will receive the example on display here at Farnborough, which for now is equipped as a flight test platform. The aircraft completed certification last month with 330-minute ETOPS approval.

The -9 is six meters (almost 20 feet) longer than the -8 and can carry up to 280 passengers (versus 242). Maximum range for the new model is 8,300 nm (compared with 7,750 nm). The -10 model, which is due to enter service in 2018, is another six meters longer, with space for 323 passengers and a range of 7,000 nm. “The -9 is mainly a growth vehicle for airlines that will largely replace the A340 and older 777s,” said Tinseth.

The 787-9 program is currently supported by 409 firm orders from 26 customers and Boeing also holds 132 orders for the -10 from six customers. Firm orders for the original -8 model now total 490 (with 46 airlines).

To date, 163 examples of the 787-8 have been delivered to 21 operators. Over the past two years Boeing has increased production rates to 10 per month but this is projected to climb to 12 per month by 2016 and 14 by the end of this decade.

According to Boeing, the 787 is delivering a 15-percent overall reduction in operating costs compared with other aircraft currently in its market segment. The company also highlighted a 30-percent reduction in airframe maintenance costs, a 20- to 25-percent reduction in emissions and a 60-percent smaller noise footprint. As of the end of June, the 787-8s in service had logged 492,100 hours on 110,200 flights and carried 20,550,000 passengers.

Boeing is now integrating the -9 model into its production system so that both models can be produced in tandem. It has not given a delivery schedule for new type. Meanwhile certification work for the 787-9 powered by GE Aviation’s GEnx engine is continuing.

Here at the Farnborough show, the new Boeing is being shown in both the static display and in an impressive daily flying routine. The aircraft was flown in from Seattle last week by 787 chief model pilot Captain Randy Neville and engineering model pilot Captain Mike Bryan.

http://www.ainonline.com/aviation-n...ing-debuts-dream-niner-and-slams-airbus-plans




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What is humerous is that if you watch the Errbus launch announcement from Farborough from today he basically says the exact Opposite, John Leahy that is... Hypes up the a330NEW (which they seem to forget is an airplane that all their customers said "WE DON"T WANT THAT) ten years ago, and talked about how much of a failure boeing is. The airbus guys are wankers.
 
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