From Start to Finish: How The Boeing 787 Is Made

Summary

The Boeing 787 Dreamliner, launched in 2009, revolutionized aviation with its composite construction and fuel efficiency, despite facing design and production challenges. It marked a shift towards smaller, more efficient aircraft, influencing Airbus to develop the A350. The 787's production is globally dispersed, with final assembly centralized in North Charleston, South Carolina. The aircraft's innovative use of composite materials reduced weight and maintenance needs, but quality control issues have impacted production rates and deliveries.

Takeaways

• 🛫 The Boeing 787 Dreamliner, first flown in 2009, revolutionized widebody aircraft with its composite construction and increased efficiency.
• 🌏 The 787's production involves a global supply chain with key components manufactured by suppliers in various countries and assembled in the US.
• 🏗️ Despite initial design and construction issues, the 787 remains a successful and popular aircraft, continuing Boeing's legacy of innovative widebody planes.
• 📈 The 787 was designed to be around 20% more efficient than the 767, with a focus on lower operating costs and reduced environmental impact.
• 🔧 Major design changes for efficiency included composite fuselage construction, aerodynamic improvements like raked wingtips, and new, more efficient engines from General Electric or Rolls-Royce.
• 💼 The 787 project, initially called 7E7, emphasized 'efficiency' and was launched in 2003, with the first customer order in 2004.
• 💰 The development cost for the 787 was over $32 billion, reflecting the high expenses of creating a new clean-sheet aircraft design.
• 🌍 The 787's ambitious 'Dream Tour' in 2011-2012 showcased the aircraft globally, highlighting Boeing's marketing efforts post-launch.
• 🤝 The 787 and Airbus A350 exemplify the competitive dynamic between Boeing and Airbus, with each company learning from the other's strategies.
• 🚀 The 787's production process is highly outsourced, with major components like wings, fuselage sections, and landing gear built by third-party companies worldwide.
• 📚 The consolidation of 787 production to Boeing's North Charleston facility in 2021 reflects adjustments to demand and production rate changes in the industry.

Q & A

When did the Boeing 787 Dreamliner first fly?

The Boeing 787 Dreamliner first flew in 2009.

What was the main goal of the 787 Dreamliner's design?

The main goal of the 787 Dreamliner's design was to create a more efficient widebody aircraft with lower operating costs and a reduced environmental impact.

Which engine manufacturers' engines can the 787 Dreamliner use?

The 787 Dreamliner can use engines from either General Electric GEnx or Rolls-Royce Trent 1000.

What was the initial project name for the 787 before it was branded as the Dreamliner?

The initial project name for the 787 was 7E7, with the 'E' standing for 'efficiency'.

What was the estimated total development cost for the 787 Dreamliner?

The total development cost for the 787 Dreamliner was estimated at over $32 billion.

When did the 787 Dreamliner enter service?

The 787 Dreamliner entered service in October 2011 with All Nippon Airways (ANA).

How does the 787 Dreamliner's composite construction contribute to its efficiency?

The 787 Dreamliner's composite construction, using carbon fiber composite components, makes the aircraft lighter and stronger, contributing to a 20% weight reduction and lower maintenance requirements.

What is the significance of the Dreamlifter in the production of the 787 Dreamliner?

The Dreamlifter, developed from the 747-400, is used to efficiently transport aircraft components from various locations to the final assembly factories in South Carolina and Washington.

Why was a second assembly line added for the 787 Dreamliner in North Charleston?

A second assembly line was added in North Charleston in 2011 to handle the increased production rate of the 787 Dreamliner.

What are some of the key components and their respective manufacturers for the 787 Dreamliner?

Key components and their manufacturers include the main wings by Mitsubishi Heavy Industries in Japan, the wingtips by Korean Air in Korea, and the aft fuselage section by Boeing itself.

What challenges did the 787 Dreamliner face in terms of production and quality control?

The 787 Dreamliner faced several production and quality control issues, including problems with shims used to fill gaps in the fuselage, wider than allowable gaps in the horizontal stabilizer, and issues with decompression panels.

How has the COVID-19 pandemic affected the production rate of the 787 Dreamliner?

The COVID-19 pandemic, along with quality control issues, significantly slowed the production rate of the 787 Dreamliner, falling from 14 aircraft per month in 2019 to five per month by the end of 2020.

Outlines

00:00

🛫 Introduction to the Boeing 787 Dreamliner

The Boeing 787 Dreamliner, first flown in 2009, marked a significant shift in aircraft design with its composite construction, making it more fuel-efficient than its predecessors. The 787 was designed to be around 20% more efficient than the 767, with a focus on lower operating costs and reduced environmental impact. Key design changes included the use of carbon fiber composites for the fuselage and wings, aerodynamic improvements like raked wingtips, and new, more efficient engines from General Electric or Rolls-Royce. The aircraft's development was costly, with an estimated $32 billion spent. Despite initial delays, the 787 was successfully introduced to service in 2011 and embarked on a global marketing tour. The 787's innovative design and production strategy set a new standard in the aviation industry, influencing competitors like Airbus to develop their own efficient widebody aircraft, the A350.

05:01

📐 Global Production and Outsourcing of the 787

Boeing's 787 Dreamliner production model is characterized by a high level of global outsourcing and a multi-location assembly strategy. The main wings and central wing box are produced by Mitsubishi Heavy Industries in Japan, while the wingtips are crafted by Korean Air. Other components like the tail, horizontal stabilizer, and central fuselage section are built by Alenia Aeronautica in Italy, and forward fuselage sections by Spirit AeroSystems and Kawasaki Heavy Industries. The main landing gear is a collaborative effort between companies in Japan and the UK. Boeing's Dreamlifters, modified 747-400s, are used to transport these components to the final assembly lines in North Charleston, South Carolina, and Everett, Washington. However, due to reduced demand and production issues, Boeing announced in 2020 the consolidation of all 787 production to North Charleston, where sub-assembly of fuselage sections and the final assembly line are located.

10:05

🛠️ Production Challenges and the Future of the 787

The production of the Boeing 787 has faced several challenges, including quality control issues that led to aircraft groundings, inspections, and a review of the assembly process. Identified problems ranged from improper use of shims in joining the fuselage to issues with decompression panels. These setbacks resulted in a significant slowdown in production, dropping from 14 to five aircraft per month by the end of 2020. Despite these hurdles, Boeing began to address the backlog, aiming to deliver over 100 aircraft by the end of 2021 once the issues were resolved. The 787's future remains uncertain, with the impact of the pandemic and the need to recover from production issues. However, the aircraft's efficiency and capabilities have made it popular among airlines, suggesting a potential for recovery and continued relevance in the aviation market.

Keywords

💡787 Dreamliner

The 787 Dreamliner is a long-range, mid-size wide-body, twin-engine jet airliner manufactured by Boeing Commercial Airplanes. It is a key subject of the video, representing a significant advancement in aircraft design and efficiency. The term is used throughout the script to discuss the aircraft's innovative features, production challenges, and market impact.

💡Composite Construction

Composite construction refers to the use of materials such as carbon fiber composites in the construction of the aircraft's fuselage and wings, which is a major theme in the video. This method results in a lighter and stronger airframe compared to traditional aluminum alloys, exemplified by the 787 being the first major commercial aircraft to employ this technology.

💡Efficiency

Efficiency in the context of the video pertains to the 787's design goals of reducing operating costs and environmental impact. The script highlights how Boeing aimed to make the 787 around 20% more efficient than its predecessor, the 767, by incorporating composite materials, aerodynamic improvements, and new engine technologies.

💡Widebody Aircraft

A widebody aircraft is a large airliner with a wide fuselage, typically designed to carry more passengers over long distances. The script discusses the evolution of Boeing's widebody aircraft, from the 707 to the 747 and 777, leading up to the 787 Dreamliner, emphasizing the progression in capacity and efficiency.

💡Aerodynamic Improvements

Aerodynamic improvements are design modifications that enhance an aircraft's performance by reducing drag and increasing lift. The script mentions raked wingtips as an example of such improvements on the 787, which function similarly to winglets and contribute to the aircraft's overall efficiency.

💡Outsourcing

Outsourcing in the script refers to Boeing's strategy of contracting the production of key components of the 787 to suppliers in different countries. This approach is a significant aspect of the 787's production chain, allowing for a global distribution of manufacturing responsibilities and expertise.

💡Final Assembly

Final assembly is the process of bringing together all the sub-assembled components of an aircraft to complete its construction. The script discusses how Boeing initially had two final assembly lines for the 787, one in Everett and another in North Charleston, with the latter eventually becoming the sole site for 787 production.

💡Aircraft Development Cost

Aircraft development cost refers to the total expenditure incurred in designing, testing, and bringing a new aircraft model to market. The script notes that the development cost for the 787 was estimated at over $32 billion, illustrating the financial risk and investment involved in creating a new aircraft.

💡787-10

The 787-10 is the largest variant of the 787 Dreamliner family, with a longer fuselage to accommodate more passengers. The script mentions that the 787-10 is produced exclusively in North Charleston and that it cannot be transported to Everett for final assembly due to its size.

💡Dreamlifters

Dreamlifters are specially modified Boeing 747-400 aircraft used to transport large components of the 787 to the final assembly lines. The script describes their role in the 787's production process, emphasizing their unique design and the logistical advantages they provide in consolidating parts from various global suppliers.

💡Quality Control Issues

Quality control issues refer to problems identified during the production process that can affect the safety, performance, or regulatory compliance of an aircraft. The script discusses several issues with the 787, including problems with shims, gaps in the horizontal stabilizer, and decompression panels, which have led to inspections, groundings, and a review of the assembly line.

Highlights

Boeing's 787 Dreamliner, first flown in 2009, marked a new era in composite construction and efficiency for widebody aircraft.

The 787 introduced a more dispersed production chain with international suppliers and multiple US production lines.

Despite design and construction issues, the 787 remains a popular and successful aircraft development.

Boeing aimed to make the 787 20% more efficient than the 767, with a focus on lower operating costs and environmental impact.

The 787 was the first major commercial aircraft to use carbon fiber composites extensively in its construction.

Aerodynamic improvements, including raked wingtips, contribute to the 787's efficiency.

The 787 can be powered by either General Electric GEnx or Rolls-Royce Trent 1000 engines, known for their efficiency.

The total development cost for the 787 was estimated at over $32 billion, reflecting the high cost of new aircraft design.

Boeing launched the 787 project, initially known as 7E7, emphasizing 'efficiency' in its branding.

The 787's global marketing tour, the 'Dream Tour,' showcased the aircraft to various international markets.

Airbus' A350XWB was a response to the 787, entering service four years later in 2015.

Boeing increased outsourcing for the 787, with key components constructed by various companies worldwide.

Dreamlifters, modified 747-400s, were introduced to transport 787 components efficiently to assembly locations.

Boeing consolidated 787 production to its North Charleston facility due to reduced demand and slowed production.

The 787's composite materials reduce weight and maintenance needs, contributing to its efficiency.

The 787's flexible wings, a result of composite construction, improve aerodynamic efficiency during flight.

Boeing faced several quality control issues with the 787, leading to aircraft groundings and inspections.

Boeing aims to deliver the backlog of around 100 aircraft once issues are resolved, indicating ongoing commitment to the 787 program.

The 787's future is discussed in terms of its potential to return to pre-pandemic production levels and its ongoing relevance in the industry.

Transcripts

Boeing’s 787 first flew in 2009 and ushered in  a new era of composite construction and more  

efficient widebody aircraft. It also introduced  a more spread-out production chain for Boeing,  

with suppliers in several countries  and two US production lines.  

While the aircraft has had its issues, both in  design and construction, it remains a popular  

and successful development. But… What exactly  does it take to produce the 787 Dreamliner?

Prior to the 787, Boeing had great success with  its widebody aircraft. The 707 was the first  

truly successful aircraft of the jet age.  Later, the 747 took capacity to new levels  

and was not matched for decades. And the 777 has  become the best-selling widebody of all time.

The 777 first flew in 1997, and Boeing  was considering what aircraft would be  

next to follow this. Rather than  develop a new variant or upgrade,  

it chose to go with a new aircraft design.  This would build on the twin-engine success  

of the 777 but focus further on efficiency  improvements and lower operating costs.

It opted for a smaller 200-300  passenger capacity – essentially  

making it a replacement for the 767  rather than a rival for the 777.

Boeing set out to make the 787 more efficient  to operate and to offer a lower cost per seat  

for airlines. It designed the 787 to be  around 20% more efficient than the 767.  

It also took into account the growing  attention that airlines, governments,  

and passengers were now paying to  the environmental impact of aviation.

The main design changes that contributed  to the efficiency improvements included:

Composite fuselage construction. The 787  was the first major commercial aircraft  

to use carbon fiber composite components  in the fuselage and wing construction.  

This makes the aircraft lighter  but still offers high strength.

Aerodynamic improvements…  Including raked wingtips,  

which reduce wing vortex drag  in a similar way to winglets.

New, more efficient engines. The 787 can  take either the General Electric GEnx  

or the Rolls-Royce Trent 1000 engine.

Boeing launched the project, initially  known as 7E7, in January 2003,  

with the E standing for ‘efficiency.’ By July  2003, the Dreamliner branding was in place,  

and its first customer order (from Japanese  Airline All Nippon Airways) came in April 2004. 

Aircraft development is an expensive undertaking –  especially a new clean-sheet design like the 787.  

The total development cost was  estimated at over $32 billion. 

The 787 first flew in 2009 (delayed from  2007) and entered service in October 2011,  

with ANA. It also embarked on an  ambitious global marketing tour.  

Starting in December 2011, Boeing began a  six-month ‘Dream Tour,’ including visits  

across Europe, Africa, China, Thailand,  the Middle East, and the United States.

The 787 and Airbus’ response with the A350 are  good examples of how the two companies compete and  

learn from each other. In many ways, Boeing’s move  to develop the 787 was a bold one. A clean-sheet  

design with such an efficiency focus was a  costly move in a market that was not yet proven. 

At the time, Airbus was focusing on  larger capacity aircraft with the A380.  

Boeing still had the 747 to compete with  this, but ultimately, the A380 would  

give Airbus the lead in terms of capacity. However, smaller and more efficient quickly  

turned out to be where the industry would  ultimately head. Prior to the launch (and  

success) of the 787, Airbus had been  planning a new mid-capacity widebody  

based on the A330. This would have new engines  and a partial carbon fiber construction but  

otherwise would share much with its predecessor. The European planemaker announced a revised clean  

sheet A350XWB at the 2006 Farnborough  Air Show. This late decision, though,  

meant the A350XWB did not enter service until 2015  (with Qatar Airways), four years after the 787.

Both Boeing and Airbus often construct aircraft  in several locations, with a central production  

line for final assembly. Airbus was conceived  around this concept, with several smaller  

European manufacturers coming together in 1970  to take on larger US competition. Starting with  

the Airbus A300, components have always been  constructed at several locations around Europe. 

Boeing has been more focused on production  in the US, with production facilities at  

Renton and Everett, Washington, and later in  North Charleston, South Carolina. The 787 was  

originally assembled at Everett (along with all  other Boeing widebodies). But in 2011, a second  

assembly line was added at North Charleston to  handle the increased production rate. The 787-10  

is produced only in North Charleston, and Boeing  is currently moving all 787 production there.

Boeing significantly increased the level of  outsourcing and third-party construction for  

the 787. Although all final assembly  has taken place in North Charleston,  

many key components are constructed in other  locations and by other companies. This includes: 

The main wings and central wing box,  by Mitsubishi Heavy Industries in Japan 

Wing trailing edge, by Kawasaki  Heavy Industries in Japan 

Wingtips, by Korean Air in Korea The tail and horizontal stabilizer,  

as well as central fuselage section,  are built by Alenia Aeronautica in Italy 

Forward fuselage sections by Spirit AeroSystems  in the US and Kawasaki Heavy Industries in Japan 

Main landing gear by a combination  of Kawasaki Heavy Industries in Japan  

and Messier-Bugatti-Dowty in the UK Passenger doors by Groupe Latécoère in France 

Cargo doors built by Saab in Sweden, and finally.. 

The aft fuselage section and the tail fin,  for which Boeing handles the construction

Boeing today has four large fuselage  transporters, known as Dreamlifters.  

These were developed from the 747-400, and feature  a lengthened, expanded fuselage to carry aircraft  

components. The Dreamlifter was introduced for 787  assembly, helping more efficiently bring together  

components from Japan, Italy, France, and the UK  to the South Carolina and Washington factories. 

The Dreamlifter can carry the separate  fuselage sections and the wings of the 787.  

However, it is not large enough for  the 787-10 mid-fuselage section.  

After it is assembled from smaller components  in North Charleston, it cannot be flown to  

Everett – which is why all production moved  to North Charleston for the 787 Dreamliner.

In October 2020, Boeing announced that it would  be consolidating all 787 production to its North  

Charleston facility beginning in 2021. This  came following the reduced demand and slowed  

production in 2020 and 2021, and it seems likely  to stay that way for the foreseeable future.  

The last 787 at Everett was  completed in February 2021.

As we have mentioned, the 787 is focused on  efficiency, and we can see this clearly with  

the total redesign of the airframe. It is the  first commercial aircraft to rely heavily on  

composite materials rather than aluminum alloys.  Around 50% of the materials used are carbon fiber  

reinforced plastic and other composites, with only  20% aluminum. 15% of it is titanium, which is also  

a metal, but proven to be lower maintenance. Overall, this gives the 787 a 20% weight  

reduction compared to conventional  construction (according to Boeing).  

It also reduces the required maintenance of  the fuselage due to fatigue and corrosion. 

The composite fuselage had a significant influence  on 787 construction. Composite structures can be  

molded into any shape. This has allowed separate  entire fuselage ‘barrel’ sections to be made in  

different locations, rather than aluminum  sheets that needed to be bolted together. 

You can see this carbon fiber construction  in action if you look at the wings as the 787  

takes off. The more flexible wings bend  upwards and remain this way in flight.  

This is more efficient (with  less drag) and helps performance.

Moving forward with just one final assembly  line in North Charleston, South Carolina,  

components will either be built at that  location or transported there for assembly. 

Within this facility, there are separate factories  for the sub-assembly of two different fuselage  

sections: These are the mid-body section  (with the sections from Italy and Japan)  

and aft-body sections (for the final section  of the fuselage and the tail section). 

In these facilities, separate sections  are joined together. The necessary wiring,  

ducts, hydraulics, and other equipment are also  added to the fuselage sections at this stage.  

Previously, fuselage sections for the 787-8 and  

787-9 from here would be transported  to Everett, too, for final assembly. 

There is then a further facility known  as the Interiors Responsibility Centre.  

This assembles many of the necessary interior  equipment, such as floor and ceiling panels,  

storage bins, and crew rest facilities. Lastly, one main building houses the  

final assembly line. This can handle  up to eight 787s at the same time.  

It brings together the previously sub-assembled  fuselage sections with the wings and tail.

Production at the North Charleston final  assembly line completed 14 aircraft per  

month in 2019. This has slowed significantly  in 2020 and 2021, both with the pandemic and  

several quality control issues. By the end  of 2020, this had fallen to five per month. 

There have been several separate issues  identified and investigated by the FAA.  

This includes problems with the joining material  (known as shims) used to fill gaps where parts of  

the fuselage were mated, wider than allowable gaps  between components in the horizontal stabilizer,  

and most recently, issues with decompression  panels that separate the cargo area from the  

passenger area. These issues led to  aircraft groundings and inspections  

and a review of the assembly line. In March 2021, the first 787 since October 2020  

was handed over to a customer. In late April,  though, its inventory backlog was at around 100  

aircraft. With the issues fixed, Boeing hopes  it can deliver these by the end of 2021.  

We’ll have to wait and see if the  planemaker can finally catch up.

The 787 has proved a popular aircraft  with airlines, with its point-to-point  

abilities and efficient operation. It has  not been without its challenges, though,  

and production lines have been a big part of this. 

What do you think the future  holds for this efficient airframe?  

Will we see production numbers hit pre-pandemic  figures again, or has the sun set on the  

Dreamliner? Feel free to discuss the 787, its  construction, and future, further in the comments.