The Boeing 787 and Airbus A350 are, after all, primary competition.
They had been each introduced as a clear sheet, an environment-friendly plane at a time when
gas potency and inexperienced commitments had been expanding insignificance.
They're both long-range, wide-bodied, twin-engine aircraft.
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And in today's video, we are going to talk about “Boeing 787 Is The A350 KILLER.”
So without any further ado, Let's begin.
Both are the first large commercial aircraft to be constructed extensively from carbon
fiber reinforced polymer (CFRP), which doesn't corrode or suffer from fatigue to the same
extent as a traditional aluminum fuselage and wings.
CFRP also allows the cabin to tolerate higher pressure.
They both use LED lighting systems in the cabins, which are smoother on the eye and
allow an airline to customize the lighting according to the time of day, or even to match
with its brand colors.
The pressure inside the cabin of the 787 Dreamliner and A350 is equivalent to about 6000 feet,
about 2000 feet lower than aboard a conventional aircraft, which means more oxygen in your
lungs, more moisture in the air, and a more comfortable flight.
The most common of the three A350 variants is the A350-900.
On the other hand, the 787-9 is the most common out of the three variants.
A350-900 can carry 325 passengers while the 787-9 can carry 280 passengers, in a typical
three-class configuration.
The range for the A350 is 15,000 kilometers, whilst the range is 14,140 kilometers for
the Boeing 787.
The Boeing 787-9 offers 48 Business/ First class flatbed seats with a 180-degree recline.
These seats have a pitch of 78 inches and a width of 22 inches.
The 88 Economy Plus seats on the 787-9 have a pitch of 35 inches, a width of 17.3 inches,
and a 6.0 recline.
There are 116 standard seats on the 787-9, each with a pitch of 32 inches, a width of
17.3 inches, and a recline of 5.0.
Future A350 variants include the A350-800, which will likely begin commercial flights
in the middle of 2016 and will feature a slightly shorter fuselage – as well as less passenger
seating.
The 787-10 is the largest and most recent development of Boeing's Dreamliner.
The Boeing 787-10 was playing an important role in transatlantic flights prior to the
pandemic: United and KLM both deployed their larger Dreamliners on their highest-demand
routes, and from Southeast Asia, Singapore Airlines was employing these aircraft to increase
capacity on key destinations in Australia and Japan.
At 68.28 meters long, it dwarfs the original 787-8 by more than 11.5 meters.
This is reflected in its capacity, which totals 330 passengers in a typical two-class configuration.
A one-class, high-density layout can seat up to 440 passengers, which is also the type's
exit limit.
This variant has the lowest range of any Dreamliner, coming in at (a still rather impressive) 11,910
km (6,430 NM).
Although the 787-10’s range is somewhat reduced compared to that of its smaller siblings,
during the 2019/2020 northern winter season, United Airlines used this aircraft on several
transpacific routes such as San Francisco – Auckland and Los Angeles – Shanghai
Pudong.
The Boeing 787 carries self-monitoring systems that are able to report to ground-based computer
systems on the state of health of the aircraft and its systems.
One-third of the efficiencies come from the new technology engines.
Boeing has chosen two engines to work with; the General Electric GEnx and Rolls-Royce
Trent 1000.
Both engines move from the old Bleed Air systems of powering aircraft systems such as air conditioning
and start-up, to electrical, thus moving to a more electrical aircraft.
This is weight-saving as well as less of a power drain on the engines.
The A350 twin-engine jetliner runs on Rolls-Royce Trent XWB engines.
The Trent XWB will deliver up to 97,000 lb. of thrust on takeoff.
"This makes it the most powerful engine ever developed for an Airbus aircraft," claims
Airbus.
The market segment that the A350 is aiming at is set for huge growth, John Leahy, Airbus's
chief operating officer, told the BBC.
He estimates that some 6,500 such aircraft will be required by the world's airlines over
the next 20 years.
What's more, he thinks the A350 is pulling ahead of the Dreamliner.
But as Boeing recently found with the 787, new and unproven technology can have its drawbacks.
The 787 was using lithium-ion batteries, very popular in gadgets such as laptops and mobile
phones, but never previously installed in a commercial aircraft.
While they are light and can store a great deal of energy, they can also be prone to
overheating.
Meanwhile, Airbus decided not to use lithium-ion batteries in the A350 - which it had originally
planned to do.
Instead, it will stick with proven nickel-cadmium technology.
According to reports, Boeing is working on a high gross weight (HGW) variant of the 787-10.
As the name suggests, changes will allow the aircraft to have a higher takeoff weight,
carrying more fuel for extended operations.
While the idea of the -10ER is not new, having been floated in 2019 to secure orders from
Air New Zealand, the new plans will see a doubling of the original range improvements.
This could be a huge challenge to the A350, with the newly minted version offering 8%
lower per-seat costs to airlines and 19 more seats.
In keeping with information from ch-aviation.com, 70 airways function the Boeing 787, and 38
airways function the Airbus A350.
After all, some airways have a desire for Boeing or Airbus planes inside of their fleet,
possibly to handle fleet commonality or on account of current relationships.
Others have decided on one plane on its deserves, capacities, or value.
Windows on the Boeing are larger, 65 percent bigger than a standard airline window, but
they're different from those on the Airbus.
Boeing opted for electro-chromatic dimmable windows, a fancy name for windows that dim
via a switch.
The A350 XWB has the tallest ceiling of any commercial aircraft and supersize overhead
bins.
According to Airbus, every passenger can travel with a carry-on bag of maximum dimensions,
which should ensure that even the last passengers to board a full cabin should find ample stowage
space.
Boeing set out to make the cockpit of the 787 the most comfortable, clean, and simplified
yet.
The flight deck featured several new technologies but still managed to maintain a high degree
of commonality with the rest of the Boeing family, particularly the 777.
This familiarity would allow pilots to retrain on the 787 in a short space of time, and allow
easily mixed fleet flying for airlines.
To enable this, Boeing installed several features that gave flight crew more situational awareness.
The first of these was global positioning systems (GPS) integrated with triple redundancy
flight management systems.
Much of this was built on the advanced navigational aids introduced on the 737 NG, but other additions
were new and unique to the Dreamliner.
The HUDs on the Dreamliner was developed by Rockwell Collins Flight Dynamics as part of
the display suite selected for the new Boeing aircraft.
For the pilots, the large display was a game-changer, particularly on approach, when they are often
trying to scan the wing and nose position while also reading inputs from the primary
flight display.
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