[Nppracph]

[chuecalovers]

@ Heraclitus



It's a groundbreaking new plane. I would ask you to suck it if I were not worried about your cold sores.

[hojutok]

Big ups on the increased cabin air humidity. Flying in planes gives me fits for days because of the dry air.

[Slintreeoost]

Why do they want to increase cabin pressurization? It's never been an issue for me. The relative humidity is definitely a problem, though.

[Obsententicab]

Why do they want to increase cabin pressurization? It's never been an issue for me. The relative humidity is definitely a problem, though.

They've found it significantly improves passenger comfort in tests. The humidity thing is huge, though...for people who aren't used to dry climates like I am.

[arriplify]

Yeah.

http://en.wikipedia.org/wiki/Boeing_787

The 787-9 can go 8,000 – 8,500 NM (14,800 – 15,750 km), capacity of 250–290
787-8 goes 7,650 – 8,200 NM (14,200 – 15,200 km), capacity of 210–250

Air Canada has 37 firm orders for 787s. Going to replace the entire 767 fleet.

[sanddrareyk]

Yeah, you can't seriously call something an international configuration unless it's got 6000+ nm range

IIRC 8000+ nm is high relative to the current generation (~7500?)

[xLQLRcXh]

Wow. Those are low ranges. The 747 is apparently a bit higher (7000+)

[catarleriarly]

The 777-200LR (mach 0.84) is the longest-range airliner in service:

777-200LR (301-440 people): 9,380 nmi (17,370 km)
777-300ER (365-550 people): 7,930 nmi (14,685 km)

And the A380:
A380-800: 535-853 people: 8,200 nmi (15,200 km)

[pXss8cyx]

Other numbers:

747-400ER (416-524 people): 7,670 nmi (14,205 km)
747-8I (467 people): 8,000 nmi (14,815 km)

The 747-8I is the model of the 747 currently in design still. It's a modern upgrade of the 747, but it's mostly going to be used for freighters.

[BqTyG9eS]

The cabin amenities of most 747s in service are pathetic. The 767s are much nicer. I'm assuming that 787 will be better still.

[gambleingsites]

Some free money left on intrade

EDIT: nope, it's gone now

[paydayus]

I don't know much about fluid dynamics, so I'm not sure how bad increased drag/vibration gets as you approach mach 1.

There's not much room for improvement on subsonic planes, and fuel costs on transsonic are high enough that the market for it will never be anything other than niche

On a side note, Boeing did extensive studies and it turns out that not painting the engine inlet rim (don't know the technical term) improved aerodynamics by a not-insignificant amount. That's why on the 787, they're not painted while on almost all other planes, they are.

[JonDopl]

Of course, while all eyes were on today's flight, there is a great deal more work to do before Boeing can deliver its first 787 to a customer--expected to be All Nippon Airways in 2010, assuming there are no more major delays--or see the plane carry its first paying passengers.
For one, there are six 787s that will be part of the test fleet, with 34 total test pilots, and the planes will be put through a battery of in-air stress tests to determine if the model is ready for prime time. All told, said Young, the six 787s--all of which have been built already--will be put through more than 3,000 hours of test flights. In addition, there will be more than 4,000 of ground tests. Young said that either the fourth or the fifth 787--in terms of order of assembly--will be flying tests with a fully fleshed out interior.
Among those tests are:
• A maximum energy refused takeoff, in which the plane is loaded to its maximum weight and its brakes ground down to the minimum level allowed, and then taxied at full speed down a runway before hitting the brakes. One aspect is to make sure there is no fire.
• In-flight stalls, where pilots will make the plane stall at heights of between 10,000 and 15,000 feet to ensure it is capable of regaining control and stability and that it doesn't go into a spin.
• Engine out on takeoff, where pilots will cut off power to one engine, and make the plane takeoff in spite of the powerful asymmetrical thrust twists that result.
• Tail-strike takeoff, in which the pilots will get the plane in the air despite striking the tail on the ground on takeoff, causing flying sparks. A wood panel will be attached to the tail to make sure the fuselage isn't damaged.
• Landings in severe conditions, including strong headwinds, crosswinds and tailwinds.
• Being put through severe temperature extremes.
• Lightning tests, in which the fuselage will be hit with simulated lightning at a lab at Boeing field.

[Fdmnrnba]

It really looks like a nice plane. It's a shame that it is two years late because of management failures.

Better than late than never, you impatient bastard.

[Jourgenz]

It's true.

Planes essentially fly themselves anyway right now.

[Grorointeri]

The wing flex on this is pretty awesome.



Check out the 0:53 mark on touchtown, note the wings.

http://us.cnn.com/video/?/video/us/2...r.landing.kiro

[neotheMit]

What possible benefit is there to flexing the wings after you've touched down? This is an attempt to show off? Or maybe it was not intentional. I'd sell your Boing stock.

[DailyRingtone]

Window size comparison:
A340 on the left side. 787 for the real windows.



Photo showing the electronic dimming control. People can adjust opacity in 10% increments, from 100% opaque to completely transparent:

[h98hhYxM]

I won't be happy until they make glass-bottomed passenger airliners