Background

During the late 1990s, Boeing began considering replacement aircraft programs as sales for the 767 and Boeing 747-400 slowed. The company proposed two new aircraft, the 747X, which would have lengthened the 747-400 and improved efficiency, and the Sonic Cruiser, which would have achieved 15% higher speeds (approximately Mach 0.98) while burning fuel at the same rate as the existing 767.^[16] Market interest for the 747X was tepid, but the Sonic Cruiser had brighter prospects. Several major airlines in the United States, including Continental Airlines, initially showed enthusiasm for the Sonic Cruiser concept, although they also expressed concerns about the operating cost.^[17]

Earlier proposed design configuration of the Boeing 7E7.

The global airline market was disrupted by the September 11, 2001 attacks and increased petroleum prices, making airlines more interested in efficiency than speed. The worst-affected airlines, those in the United States, had been considered the most likely customers of the Sonic Cruiser, and thus Boeing officially cancelled the Sonic Cruiser on December 20, 2002. Changing course, the company announced an alternative product using Sonic Cruiser technology in a more conventional configuration, the 7E7, on January 29, 2003.^[8][18] The emphasis on a smaller midsize twinjet rather than a large 747-size aircraft represented a shift from hub-and-spoke theory towards the point-to-point theory,^[19] in response to analysis of focus groups.^[20]

The replacement for the Sonic Cruiser project was dubbed the "7E7"^[21] (with a development code name of "Y2"). Technology from the Sonic Cruiser and 7E7 was to be used as part of Boeing's project to replace its entire airliner product line, an endeavor called the Yellowstone Project (of which the 7E7 became the first stage).^[22] Early concept images of the 7E7 included rakish cockpit windows, a dropped nose and a distinctive "shark-fin" tail.^[23]The "E" was said to stand for various things, such as "efficiency" or "environmentally friendly"; however, in the end, Boeing said that it merely stood for "Eight".^[8] In July 2003, a public naming competition was held for the 7E7, for which out of 500,000 votes cast online the winning title was Dreamliner.^[24] Other names in the pool included eLiner,Global Cruiser and Stratoclimber.^[25]

Boeing 787 Dreamliner

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  (Redirected from 787 Dreamliner)

Boeing 787 Dreamliner
The first All Nippon Airways Boeing 787
Role	Wide-body jet airliner
National origin	United States
Manufacturer	Boeing Commercial Airplanes
First flight	December 15, 2009
Introduction	October 26, 2011, with All Nippon Airways
Status	Certificated, currently grounded worldwide[1][2][3][4]
Primary users	All Nippon Airways Japan Airlines United Airlines Air India
Produced	2007–present
Number built	49 (January 2013)[5]
Program cost	US$32 billion (Boeing's expenditure as of 2011)[6]
Unit cost	787-8: US$206.8 million (2012)[7] 787-9: US$243.6 million (2012)[7]

The Boeing 787 Dreamliner or simply Boeing 787 is a long-range, mid-size wide-body, twin-engine jet airliner developed by Boeing Commercial Airplanes. Its variants seat 210 to 290 passengers. Boeing states that it is the company's most fuel-efficient airliner and the world's first major airliner to use composite materials as the primary material in the construction of its airframe.^[8] The 787 has been designed to be 20% more fuel efficient than the 767 it is to replace.^[9][10] The Dreamliner's distinguishing features include mostly electrical flight systems, a four-panel windshield, noise-reducing chevrons on its engine nacelles, and a smoother nose contour. It shares a common type rating with the larger 777 twinjet, allowing qualified pilots to operate both models, due to related design features.^[11]

The aircraft's initial designation was 7E7, prior to its renaming in January 2005.^[12] The first 787 was unveiled in a roll-out ceremony on July 8, 2007, at Boeing's Everett assembly factory, by which time it had reached 677 orders; this is more orders from launch to roll-out than any previous wide-body airliner.^[13] By November 2012, the 787 program had logged 844 orders from 57 customers, with International Lease Finance Corporation (ILFC) having the largest number on order.^[5]

The 787 development and production has involved a large-scale collaboration with numerous suppliers around the globe. Final assembly is at the Boeing Everett Factory in Everett, Washington. Assembly is also taking place at a new factory in North Charleston, South Carolina. Both sites will deliver 787s to airline customers. Originally planned to enter service in May 2008, the project has suffered from multiple delays. The airliner's maiden flight took place on December 15, 2009, and completed flight testing in mid-2011. Final Federal Aviation Administration (FAA) and European Aviation Safety Agency (EASA) type certification was received in late August 2011 and the first model was delivered in late September 2011. It entered commercial service on October 26, 2011.

The aircraft has suffered from early in-service problems, notably fires on board related with its lithium-ion batteries. These systems are being reviewed by both the FAA and the Japanese aviation agency. On January 16, 2013, the FAA issued an emergency airworthiness directive that grounds all 787s in the U.S. The EASA, Japanese Transport Ministry, India's Directorate General of Civil Aviation (DGCA), and Chile's Dirección General de Aeronautica Civil (DGAC) followed suit and grounded the Dreamliners in their respective jurisdictions.^[14][15]

Specifications

Model	747-400	747-400ER	747-400F	747-400ERF
Cockpit crew	Two
Seating capacity or Cargo capacity	416 (3-class) or 524 (2-class) 660 (400D, 1-class)[5]		Main deck: 30 pallets Lower deck: 32 LD-1 containers Max. payload: 248,300 lb (112,630 kg)	Main deck: 30 pallets Lower deck: 32 LD-1 containers Max. payload: 248,600 lb (112,760 kg)
Overall length	231 ft 10 in (70.6 m)
Wingspan	211 ft 5 in (64.4 m)
Wing area	6027.78 ft² (560 m²)
Aspect ratio	7.4
Overall height	63 ft 8 in (19.4 m)
Operating empty weight (typical)	394,100 lb (178,800 kg)	406,900 lb (184,570 kg)	364,000 lb (165,107 kg)	362,400 lb (164,382 kg)
Maximum take-off weight	875,000 lb (396,890 kg)	910,000 lb (412,775 kg)	875,000 lb (396,890 kg)	910,000 lb (412,775 kg)
Cruising speed at 35,000 feet	Mach 0.85 (567 mph, 493 knots, 912 km/h)	Mach 0.855 (570 mph, 495 kn, 917 km/h)	Mach 0.845 (564 mph, 490 kn, 908 km/h)
Maximum speed at 35,000 ft	Mach 0.92 (614 mph, 533 kn, 988 km/h)
Takeoff field length (MTOW, SL, ISA)	3,200 m (10,500 ft)	3,100 m (10,200 ft)	3,250 m (10,660 ft)	3,100 m (10,200 ft)
Maximum range with maximum payload	7,260 nmi (13,450 km)	7,670 nmi (14,205 km)	4,445 nmi (8,230 km)	4,970 nmi (9,200 km)
Maximum fuel capacity	57,285 US gal (216,840 L)	63,705 US gal (241,140 L)	57,285 US gal (216,840 L)
Engine models (x 4)	PW 4062 GE CF6-80C2B5F RR RB211-524H	PW 4062 GE CF6-80C2B5F	PW 4062 GE CF6-80C2B5F RR RB211-524H	PW 4062 GE CF6-80C2B5F
Engine thrust (x 4)	63,300 lbf (282 kN) PW 62,100 lbf (276 kN) GE 59,500 lbf (265 kN) RR	63,300 lbf (282 kN) PW 62,100 lbf (276 kN) GE	63,300 lbf (282 kN) PW 62,100 lbf (276 kN) GE 59,500 lbf (265 kN) RR	63,300 lbf (282 kN) PW 62,100 lbf (276 kN) GE

Sources: 747-400 specifications,^[50] 747-400/-400ER airport report,^[51] Gilchrist^[52]

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Incidents and accidents

See also: Boeing 747 hull losses

The first hull loss of a 747-400 occurred on November 4, 1993 when China Airlines Flight 605, flying from Taipei to Hong Kong Kai Tak Airport, touched down more than 2,100 feet (640 m) past the runway's displaced threshold during 20 knot (gusting 38) crosswinds. Combined with the disengagement of auto brakes and retracted speed brakes, manual braking and thrust reversal were not enough to prevent the aircraft from sliding into Victoria Harbour. No one was seriously injured, but the aircraft was written off.^[38] The type's second hull loss occurred on October 31, 2000, when Singapore Airlines Flight 006, a 747-400 flying on a Singapore to Los Angeles route via Taipei, rammed into construction equipment while attempting to take off from a closed runway atChiang Kai-shek International Airport. The aircraft caught fire and was destroyed, killing 79 passengers and four crew members.^[39] The cause was attributed to the flight crew navigating to the wrong runway.^[39]

The 747-400F has recorded two hull-loss accidents. On September 3, 2010, UPS Airlines Flight 6 from Dubai International Airport to Cologne Bonn Airport, a 747-400F with two crew members on board, crashed roughly 25 minutes after departure. The crew declared an emergency, apparently due to an in-flight fire, and after abandoning one attempt at landing were unable to see their instruments. The aircraft impacted with the ground at high speed, killing both crew members.^[40][41] On July 28, 2011, Asiana Airlines Flight 991, a Boeing 747-400F flying from Incheon Airport toShanghai Pudong Airport, crashed into the Pacific Ocean off Jeju Island, South Korea, after reportedly suffering mechanical problems due to a possible on-board fire. Two crew members on board were killed.^[42]

Other incidents involving the 747-400 did not result in irreparable aircraft damage. On July 23, 1999, a man killed the pilot of All Nippon Airways Flight 61, a 747-400D bound for New Chitose Airport near Sapporo, Hokkaidō from Tokyo International Airport (Haneda), during an attempted hijacking, and was restrained by other crew members; the aircraft landed safely.^[43] On September 23, 1999, Qantas Flight 1, flying from Sydney to London via Bangkok, overran the runway after touching down more than 1,000 metres (3,300 ft) from the threshold during a storm with heavy rain, resulting in aircraft damage and minor passenger injuries.^[44] On January 31, 2001, the pilot of Japan Airlines Flight 907, a 747-400D bound for Naha International Airport from Tokyo International Airport, made an emergency dive, narrowly avoiding a collision with a Japan Airlines DC-10.^[45] On October 9, 2002, Northwest Airlines Flight 85, traveling from Detroit Metropolitan Wayne County Airport to Narita International Airport, made an emergency landing at Anchorage International Airport after a sudden lower rudder hardover.^[46] On July 25, 2008, Qantas Flight 30, traveling from Melbourne Airport from Hong Kong International Airport, made an emergency landing at Ninoy Aquino International Airport in Manila, Philippines with a gaping hole in its lower forward fuselage; no one was hurt, and authorities determined that an exploding emergency oxygen supply bottle was the most likely cause.^[47][48][49]

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747 Large Cargo Freighter

Main article: Boeing 747 Large Cargo Freighter

Boeing 747 Large Cargo Freighter atChūbu Centrair International Airport, Japan

Boeing announced in October 2003 that, because of the amount of time involved with marine shipping, air transport would be the primary method of transporting parts for the Boeing 787 Dreamliner. Pre-owned passenger 747-400 aircraft have been converted into an outsize, "Large Cargo Freighter" (LCF) configuration to ferry sub-assemblies to Everett, Washington for final assembly.^[28] The LCF has a bulging fuselage similar to that of the Aero Spacelines Super Guppy or Airbus Beluga cargo aircraft.

The conversion, designed by Boeing engineers from Puget Sound, Moscow and Canoga Park, Cal., and Gamesa Aeronáutica in Spain,^[29] was carried out in Taiwan by a subsidiary of the Evergreen Group.^[30] Boeing purchased four second-hand aircraft and had them all converted;^[31] the fourth and final LCF took its first flight in January 2010.

Delivery times are as low as a day using the 747 LCF, compared to up to 30 days for deliveries by ship.^[31] The LCF can hold three times the volume of a 747-400F freighter.^[29][32] The LCF is not a Boeing production model and will not be sold to any customers or see any airliner operation. The LCFs are for Boeing's exclusive use.

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747-400 Converted Freighter

The 747-400BCF (Boeing Converted Freighter), formerly known as the 747-400SF (Special Freighter), is a conversion program for standard passenger 747-400s. The project was launched in 2004 and will be done by approved contractors such as TAECO, KAL Aerospace and SIA Engineering. The first Boeing 747-400BCF was redelivered to Cathay Pacific Cargo and entered service on December 19, 2005.

The 747-400BDSF (Bedek Special Freighter) is another converted version freighter by Israel Aerospace Industries (IAI). The first 747-400BDSF was redelivered to Air China Cargo.^{[citation needed]}

Neither the 747-400BCF nor the 747-400BDSF have a nose cargo door; freight can only be loaded through the side cargo door.

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747-400ERF

KLM Boeing 747-400ERF at Schiphol International Airport

The 747-400ERF (747-400ER Freighter) is the freight version of the −400ER, launched on April 30, 2001.^[18] The 747-400ERF is similar to the 747-400F, except for increased gross weight capability which allows it to carry more cargo weight. Unlike the 747-400F, the type is not fitted with cargo compartment fuel tanks. The 747-400ERF has a maximum takeoff weight of 910,000 pounds (412,769 kg) and a maximum payload of 248,600 pounds (112,760 kg). It offers cargo airlines the choice of either adding 22,000 pounds (9,980 kg) more payload than other 747-400 freighter variants, or adding 525 nautical miles (972 km) to the maximum range.^[27]

The -400ERF has a maximum range of 5,700 miles (9,200 km), about 326 miles (525 km) farther than other 747-400 freighters, and has a strengthened fuselage, landing gear and parts of its wing, along with new, larger tires. The first −400ERF was delivered to Air France (via ILFC) on October 17, 2002. Boeing has delivered 40 Boeing 747-400ERFs with no outstanding orders as of 2009.^[3] The last 747-400 was a −400ERF delivered on December 22, 2009.^[6] The new 747-8 Freighter has more payload capacity but less range than the 747-400ERF.

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747-400ER

The 747-400ER (Extended Range) was launched on November 28, 2000 following an order by Qantas for six aircraft.^[18] This was ultimately the only order for the passenger version. The −400ER can fly an additional 500 miles (805 km) or carry 15,000 lb (6,800 kg) more freight. Qantas received the first −400ER on October 31, 2002. The 747-400ER included the option of one or two additional 3,240 US gallon body fuel tanks in the forward cargo hold. Manufactured by Marshall Aerospace, these tanks utilized metal to metal honeycomb-bonded technology to achieve a high dry weight-to-fuel volume ratio. Similar technology has been used by Marshall in the development of body fuel tanks for the Boeing 777-200LR and Boeing P-8A Poseidon.

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747-400D

Japan Airlines Boeing 747-400D at Tokyo International Airport

The 747-400D (Domestic) is a high density seating model developed for short-haul domestic Japanese flights. This model is capable of seating a maximum of 568 passengers in a two-class configuration or 660 passengers in a single-class configuration.^[5]

The −400D lacks the wingtip extensions and winglets included on other variants. The benefits of winglets would be minimal on short routes. The −400D may be converted to the long range version when needed. The 747-400D is also unusual in having more windows on both sides of the upper deck than the basic −400 series. This allows for additional seating all the way along the upper deck, where a galley is situated on most international models. In total, 19 of the type were built, and the last was delivered to All Nippon Airways in December 1995.^[18]

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747-400M

The 747-400M (a passenger/freight or "Combi" variant) first flew on June 30, 1989 and entered service with KLM on September 12, 1989. Based on the successful Combi versions of the Classic 747s, the −400M has a large cargo door fitted to the rear of the fuselage for freight loading to the aft main deck cargo hold. A locked partition separates the cargo area from the forward passenger cabin, and the −400M also features additional fire protection, a strengthened main deck floor, a roller-conveyor system, and passenger-to-cargo conversion equipment.^[26] The last 747-400M was delivered to KLM on April 10, 2002.^[18]

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747-400F

Cargolux 747-400F with nose door open.

The 747-400F (Freighter) is an all freight version which uses the fuselage design of the 747-200F. The model's first flight was on May 4, 1993, and it entered service with Cargolux on November 17, 1993. Major customers included Atlas Air, Cargolux, China Airlines, Korean Air, Nippon Cargo Airlines,Polar Air Cargo, and Singapore Airlines. The −400F can be easily distinguished from the passenger −400 by its shorter upper-deck hump.

The 747-400F has a main deck nose door and a mechanized cargo handling system. The nose door swings up so that pallets or containers up to 40 ft (12 m) can be loaded straight in on motor-driven rollers. An optional main deck side cargo door (like the 747-400M (Combi)) allows loading of dimensionally taller cargo modules. Boeing delivered 126 Boeing 747-400F aircraft with no unfilled orders as of November 2009.^[3] The last −400F was delivered to Nippon Cargo Airlines.

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