2009 - 2010 Boeing 787-3 Dreamliner

Boeing 787-3 features a wing and structure optimized for shorter-range flights.
Using 20 percent less fuel than any other airplane of its size, this aircraft will give the economics of large jet transports to the middle of the market.
Boeing also believed legacy carriers could have used this variant to compete with low-cost airlines by running twice the capacity of a single-aisle craft for less than twice its operating cost (fuel, landing fees, maintenance, number of flight crew, airspace fees, parking fees, gate fees, etc.).
An artist’s impression of the 787-3, which has winglets and a shorter wingspan, Boeing has projected that the future of aviation between very large (but close) cities of five million or more may stabilize around the capacity level of the 787-3.

Maximum range 2,500–3,050 nmi (4,630–5,650 km; 2,880–3,510 mi)

Regions such as India and East Asia, where large population centers are in close proximity, offer many examples.
Approximately 3.1 billion people live within the range of the Boeing 787-3 Dreamliner if used in India or China.
Boeing has also claimed that the 787-3’s efficiency could counterbalance with the higher landing fees and acquisition costs (compared to a single-aisle plane) and make it useful on such routes.

Beyond Asia, a range of 3,050 nm (5,600 km), or flight time of roughly six hours is enough to connect a lot of important cities.
The gate spacing constraint that the 787-3 was intended to overcome is really only a problem in Japan.
In Europe, the -3 would still have been too wide for most short-haul gates and in the Middle East, India and China new airports are being built with wider gate spacing. Boeing had not planned to certify the 787-3 in Europe because of lack of interest in the model from potential European customers.

Maximum fuel capacity 12,830 US gal (48,600 L) 85,964 lb

Responding to the major preferences of airlines around the world, Boeing Commercial Airplanes’ new aircraft is the Boeing 787 Dreamliner, a super-efficient aircraft.

An international team of top aerospace companies is developing the airplane, led by Boeing at its Everett facility near Seattle, Wash.
In addition to bringing big-jet ranges to mid-size airplanes, the 787 will provide airlines with unmatched fuel efficiency, resulting in exceptional environmental performance.

The airplane will use 20 percent less fuel for comparable missions than today’s similarly sized airplane.
It will also travel at speeds similar to today’s fastest wide bodies, Mach 0.85. Airlines will enjoy more cargo revenue capacity.

Boeing 787-3 Dreamliner Exterior

The Boeing Dreamliner airplane is of conventional design with low sweptback wings and two underwing pylon mounted engines.
 The design has replaced the Sonic Cruiser programme and incorporates some of the highter design characteristics developed while examining the Sonic Cruiser concept. The design consists of an increased use of lightweight and high durability composites and advanced aluminium alloys.

The low sweptback wings have raked wingtips. In the construction of the wings carbon fibre and epoxy composites and titanium graphite laminate will be used. The major structural work is being shared by principal industrial partners in USA, Japan and Europe.
Boeing will be responsible for about 33% of the production with the flight deck and fuselage being manufactured at Wichita, the wings and the fuselage fairings at Winnipeg, Canada, the fin at Frederickson, and the moving leading and trailing edges of the wings at Tulsa and at Boeing Australia.

Wingspan 170 ft 6 in (52.0 m)

Japan’s Fuji Heavy Industries will manufacture the centre wing box and install the wells.
The fuselage cross-section of 5.74m is compatible with standard LD3 containers.
The cargo revenue capacity will increase by 40% to 60% related with current airliners.
The wing would have been derived from the 787-8, with blended winglets replacing raked wingtips.

The change would have decreased the wingspan by roughly 25 feet (7.6 m), permitting the 787-3 to fit into more domestic gates, particularly in Japan.

This version would have been limited in its range by a reduced Maximum Take-Off Weight (MTOW) of 364,000 lb (163,290 kg).
A full load of passengers and cargo would limit the amount of fuel it could take on board, as with the 747-400D.

This is only viable on shorter, high-density routes, such as Tokyo to Shanghai, Osaka to Seoul, or London to Berlin.

Many airports charge landing fees based on aircraft weight; thus, an airliner rated at a lower MTOW, though otherwise identical to its sibling, would pay lower fees.

Boeing Company has announced that as much as 50 percent of the primary structure - including the fuselage and wing - on the 787 will be made of composite materials.
The 787’s systems will have an open architecture, which will be more uncomplicated than today’s aircrafts and will give it an increased functionality.
For example, the team is looking at incorporating health-monitoring systems that will permit the aircraft to self-monitor and report maintenance necessities to ground-based computer systems.

Boeing 787-3 Dreamliner Interior

Passengers will also see improvements with the new airplane, from an interior environment with higher humidity to increased comfort and convenience.
The key to this exceptional performance is a suite of new technologies being developed by Boeing and its international technology development team.

A third 787 family member, the 787-3 Dreamliner, will accommodate 290 - 330 passengers and be optimized for routes of 2,500 to 3,050 nautical miles (4,600 to 5,650 kilometers).
The 787-3 short-range version is the same length and height as the 787 but has a shorter wingspan (52m).

The maximum take-off weight is 165,100kg and the range has been reduced to between 4,650km and 5,650km.
The stretched version, 787-9, has the same wingspan and height as the standard 787 but the length is increased to 63m.
In October 2006, Boeing business jets launched a VIP version of the 787, with an order for four aircraft placed by undisclosed customers.

Boeing 787-3 Dreamliner Engine

Boeing has selected General Electric and Rolls-Royce to develop engines for the new airplane. It is expected that advances in engine technology will contribute as much as 8 percent of the increased efficiency of the new airplane, representing a nearly two-generation jump in technology for the middle of the market.

Another development in efficiency will come in the way the airplane is designed and built. New technologies and processes are in development to help Boeing to achieve unprecedented levels of performance at every phase of the program.

Boeing 787-3 Dreamliner Avionics

The pilot controls will be provided by Kaiser Electroprecision and will be similar in function to those of the Boeing 777 aircraft.

Rockwell Collins has been chosen to supply display, communication and situational awareness systems.
There will be five 12in×9.1in displays and dual flight dynamics head up displays.
Thales will supply the integrated standby flight display.

Situational awareness systems include terrain awareness warning systems, weather radar, traffic alert, collision avoidance systems (TCAS) and an airport moving map for safer ground taxi operations.

Communication systems include higher VHF and satellite communication radios.

Honeywell, of Phoenix, Arizona, has been selected to provide the flight control electronics, autopilot and the navigation package, which will incorporate the flight management function, inertial reference system, air data system and a multi-mode receiver global positioning system.
Honeywell will also supply the crew information system / maintenance system (CIS/MS) which offers information on the general health of major aircraft systems.

Pricing and Cost

The price for the Boeing 787-3 is between $ 150.0 — 155.5 million.