[edit] 787-8
[edit] 787-3
This will be a 290-seat (two-class) short-range version of the 787 targeted at high-density flights, with a range of 2,500 to 3,050 nautical miles (4,650 to 5,650 km) when fully loaded. It is designed to replace the Airbus A300/Airbus A310 and Boeing 757-300/Boeing 767-200 on regional routes from airports with restricted gate spacing. It will use the same fuselage as the 787-8, though with some areas of the fuselage strengthened for higher cycles. The wing will be derived from the 787-8, with blended winglets replacing raked wingtips. The change decreased the wingspan by roughly 25 feet, allowing the 787-3 to fit into more domestic gates, particularly in Japan.This model will be limited in its range by a low Maximum Take-Off Weight (MTOW) of 364,000 lb (163,290 kg) though it will have the same fuel tank capacity as the 787-8. (Actual range is calculated by the remaining available weight capacity for the fuel after the aircraft weight and payload are subtracted from the MTOW). A full load of passengers and cargo would limit the amount of fuel it could take on board, as with the 747-400D. This would only be viable on shorter, high-density routes, such as Tokyo to Shanghai, Osaka to Seoul, or London to Berlin. Many airports charge landing fees depending on the weight of the aircraft; thus, an airliner rated at a lower MTOW, though otherwise identical to its sibling, would pay lower fees.
Boeing also believes legacy carriers could use 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.).
Beyond Asia, a range of 3,050 nm (5,600 km), or flight time of roughly six hours is sufficient to connect many major cities. The gate spacing constraint that the 787-3 is intended to overcome is really only a problem in Japan. In Europe, the -3 will still be 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 due to lack of interest in the model from potential European customers.
Forty-three 787-3s were ordered by the two Japanese airlines that operate the Boeing 747-400D, but production problems on the base 787-8 model led Boeing to postpone the introduction of the 787-3 in April 2008, now following the 787-9 but without a firm delivery date.[71] Japan Airlines cancelled all of its 787-3 orders, and All Nippon Airways reduced its order to 28 in May 2009 (cancelled two from its original 30). All of these cancelled 787-3 orders were transferred to 787-8 orders.[135]
[edit] 787-9
The 787-9 will be the first variant of the 787 with a "stretched" (lengthened) fuselage, seating 250-290 in three classes with a range of 8,000 to 8,500 nautical miles (14,800 to 15,750 km). This variant differs from the 787-8 in several ways, including structural strengthening, a lengthened fuselage, a higher fuel capacity, a higher maximum take-off weight (MTOW) and a slightly wider wingspan compared to the 787-8. Each wingtip has been further extended by three feet (1 m). As of December 2008[update], the targeted entry into service (EIS), originally planned for 2010,[136] is scheduled for early 2013.[137] Boeing is targeting the 787-9 to compete with both passenger variants of the Airbus A330 and to replace their own 767-400ER. Like the 787-8, it will also open up new non-stop routes, flying more cargo and fewer passengers more efficiently than the 777-200ER or A340-300/500.When first launched, the 787-9 had the same fuel capacity as the other two variants. The design differences meant higher weight and resulted in a slightly shorter range than the 787-8. After further consultation with airlines, design changes were incorporated to add a forward tank to increase its fuel capacity. It will now have a longer range and a higher MTOW than the other two variants. The -9 will be able to fly non-stop from New York to Manila or from Moscow to São Paulo and will have the lowest seat-mile cost of the three 787 variants.
Air New Zealand is the launch customer for the 787-9 and the second customer ever for the Boeing 787 behind ANA. Qantas, Etihad Airways and Singapore Airlines have placed the largest orders for the 787-9.
[edit] Future variants
[edit] 787-10
Boeing has stated that it is likely to develop another version, the longer 787-10, with seating capacity between 290 and 310.[138][139] This proposed model is intended to compete with the planned Airbus A350-900.[140] The 787-10 would supersede the 777-200ER in Boeing's current catalog and could also compete against the Airbus A330-300 and A340-300. Boeing was meeting with potential customers to set 787-10 characteristics in 2007.[141][142][143] This variant has not yet been officially launched by Boeing, but Mike Bair, at that time head of the 787 Program, stated that "It's not a matter of if, but when we are going to do it... The 787-10 will be a stretched version of the 787-9 and sacrifice some range to add extra seat and cargo capacity."[144][edit] Other possible variants
Although no date has been set, Boeing expects to build a freighter version, possibly in 10 to 15 years.[145]Boeing is reported to be considering a 787 variant as a candidate to replace the 747-based VC-25 as Air Force One.[146]
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