Boeing just teased its next 787. It's an A350 killer.

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So a few weeks ago, Boeing’s new CEO of Commercial Aircraft - Stan Deal - sat down for a conversation with the Seattle Times. This was his first interview in his new role, and it covered a range of subjects from the 737 MAX’s return, to the state of aviation during COVID. But by far the most interesting topic he covered was regarding the 787 program. And no, I’m not talking about the Dreamliner’s recent production delays & quality control issues - I’m referring to the fact that Boeing is seriously evaluating not one, but 2 new 787 variants. This might seem like odd timing for the 787. Like I just alluded to, the program’s been kind of a mess recently. So why then, is Boeing looking to develop new versions of the dreamliner, and why are they choosing to do so now? Let me explain…

#Boeing #787

[kieranshanley]

If I were Boeing I wouldn’t put the word “killer” in any of my marketing claims - been a bit to successfully on that front of late

[mauriceclemens]

What Boeing needs to do is return headquarters back to Everett and put engineers back in charge of the company. Then start working on new aircraft. Since bean counters took over the company it’s been a total disaster.

[bampie]

The 737 Max was also a killer but not in the way Boeing expected

[twotanks]

I used to be a Boeing fan, but the quality of the ride in Airbus A380 and 350 means I actively seek out these aircraft when flying from the UK to Australia. Boeing dropped the ball and the 737 Max debacle is unforgivable. Boeing standards have dropped.

[zacford]

What would be smart, is to develop a replacement for the 757.

[opados]

Offcourse Boeing are smart to built the -ER versions of the dreamliners but I don't see how the word "killer" is appropriate. I mean the A350 is still a highly capable aircraft and the -ULR still has a better range than the 787-9/10ER. It sure would be a success to launch them though

[SlavaUkraini]

I’m sorry, I do love your vids, but that title is a little click-baity… until Boeing ends up with a A350-Killer, Airbus is already another step ahead

[nytstalker]

No way close in any way to being a "killer" for the A350, the A350 is a far more capable aircraft in a slightly different area of the market. Boeing 787s are still grounded from delivery and this will carry on way past the summer if reports are correct. They cannot certify the 737-10MAX because regulators require the -10MAX to have more sensors but the computers are not powerful enough for more than they currently have, a 777-9 test had "uncommanded pitch events" like the MAX did, hence the delays. There are dozens of other issues as well, like the KC tankers, the space program failure etc. Nothing about Boeing is going well right now.

[Tp]

Boeing should be starting a 757x program with -8, -9, and -10 variants available. The fact that they haven't done this yet is astonishing. The 757 is one of the best planes ever designed and is still very popular

[BayAreaTraveler]

I don't know where you got your info from but Boeing is hardly teasing anyone with the "next 787". They don't have the resources to launch another widebody at this time. Their focus is to get the 777X program going and certified. They have so many problems on their hands right now including resuming 787 production, 737Max10 and 7 certification, KC46 delays and the list goes on and go.

[Moonshine]

It actually doesn‘t really matter if Boeing announce development of 787-ERs as long as they don‘t even get all the standard 787s delivered that have been produced in the last two years. And the -ERs will not be A350 „killers“, they might be competitors.

[Inkling]

An A350 killer? I suspect that the airlines who fly 787s would be happy if Boeing just fixed the plane's quality control issues.

[luisdestefano]

There are 2 limitations with a 787-10ER project. Engines were designed for the 8 variant, which was bumped up in thrust for the 9 version (fine so far), and again for the 10 (not so fine here). In the latter case engines have to be pressed very hard for takeoff, resulting in very high temperatures and additional maintenance costs (both in money and time for mechanical work) plus shortened engine lifespan. This in high or hot airports is compounded further. So Emirates, who was initially interested in the type, finally passed. Second problem is the main landing gear, consisting of 2 double bogies, already at their limit with -9 & 10 as they are today. Were MTOW to be raised by 10-12 tons pressure on taxiways would be excessive at many airports. A triple bogie would be required, but it does not fit in the undercarriage wells as designed. All these changes would result in additional wing loads (already at a high level in the case of 10). This forces takeoffs at a very low angle, with modest rates of climb in the first stages where air is thickest, which results in more drag, hence increased fuel burn. This is not a serious problem on long routes, but ER would lose versatility, as they would be less economical on shorter missions. As to the 787-9ER changes are simpler to put into practice, yet the same could be implemented in A330-900. They have huge cavernous wings with big fuel tanks inherited from A340. Same above landing gear obstacles would be faced.

[Aerolandaircraft]

I like the 787-9. The 787-8 looks short and stubby while the 787-10 looks a bit too long. The dash 9 is the goldilocks aircraft.

[Arcadiez]

When I worked at the airport and just after covid, we actually got 787s for just flying cargo. They made enough money by just moving cargo on a pax plane, the question is. Could a 787F be something worth looking into. If just the belly freight is enough to make a profit on a 6-7h flight, wonder what they could make if they could fit in the main hub as well

[breeze]

Think they need to sort out the current issues with dreamliners 1st...and A350 will outdo these everyday

[dewiz]

Do the current 787 “production problems” not stem from substandard labour quality in South Carolina? Looks to me like another “win” for the beancounters. . .

[patrickpeters]

it's quite confusing. Does Boeing doubt for the future B777-8 or -9???. What about the critical NMA? Is Boeing so desperate to see Airbus attracting more and more loyal Boeing airlines???? Is the wide-body market still big enough? It sounds strange anyway. Long and fuel-efficient single-aisle planes like the A321 LR/XLR are in higher demand like never before. Time will tell but I have the feeling that the Boeing management is taking the wrong way to catch up with Airbus...

[cookiesp]

I'm not sure Boeing's internal structure has changed enough for me to trust anything they build to be safe.

[necigrad]

Regarding the 787-9ER this aircraft very much makes sense, and possibly for a 787-8ER as well. There are some markets that are extremely long-range that can't support a large aircraft. You highlighted Project Sunrise, but imagine routes from various major cities to smaller ones. JFK-JNB, GIG-SYD, PEK-BOG. These cities are very long haul, and maybe they can't support 300+ seats, but something in the 250-275 seat range might work. Smaller planes with longer range create options. These options are opportunities for airlines and benefit passengers as well.