Boeing 787 Dreamliner - Mark Wagner [14]
The all-important question of cross section was also narrowed down to one providing room for LD3 cargo containers in the hold and 777 “comfort upstairs. As it is a longish aircraft we can have a seven-abreast layout in premium economy, and a 777 or 747 business arrangement up front,” Roundhill said.
Crucially for the later 787 development, Boeing also revealed publicly for the first time that sample fuselage sections for the Sonic Cruiser were being designed with composite materials as well as advanced aluminum. Roundhill said, “We have a much higher application of composites than the 777, which was around eleven percent by weight, because of environmental and economic requirements. The baseline has composites in the primary structure of the tail and the wing, and we are looking at large amounts of composites in the fuselage as well.” Gillette also revealed that systems technology would be a key focus with an increased use of electric power.
In this telltale way the Sonic Cruiser was already hinting at the metamorphosis that would ultimately turn it into the 787. Part of this was also driven by timing and the technology that would realistically be available. In early 2001 Bair said a 2006 entry-into-service Sonic Cruiser would be made from aluminum and have 777-level technologies, including engines, systems, and flight deck. A 2008 version, by contrast, would have more composites, derivative engines, and advanced flight deck and engines. The advantage of waiting two more years was lower direct operating costs (DOCs). The question was whether the market would wait.
Chapter 2
SUPER EFFICIENT
FROM THE FIRST DAYS OF THE SONIC CRUISER ANNOUNCEMENT, airline reaction had been mixed. Some, such as Air Canada, Virgin Atlantic, and Singapore Airlines (SIA), had expressed interest, particularly in the promised ability to increase long-range daily mission rotations. Others, such as Emirates, had immediately raised fuel consumption, environmental, economic, and even operational issues. While SIA thought the Sonic Cruiser could operate alongside its upcoming A380s, Emirates thought the smaller jet would take up valuable slots better occupied by the A380.
According to Gillette, “even a 15 percent increase in speed can mean an extra 20 percent to 30 percent utilization per year.” Giving the London-to-Singapore route as an example, he said, “The aircraft saves about five hours on that kind of sector [round-trip]. Not only does it go faster, but it doesn’t need to refuel. Imagine having an aircraft that you can fly 25 percent more per year, as well as at 15 percent greater speeds!”
Gillette said the high-performance Sonic Cruiser would also “climb out of congested airspace quicker. We estimate 2.5 minutes to 10,000 feet versus 5.5 minutes for a 777, and 16 minutes to 41,000 feet against 19.5 minutes to 35,000 feet for a 777.” He claimed the Cruiser would “punch out of airspace and drop back in like a space shuttle. When there are around five hundred Sonic Cruisers in service they will operate above the rest of the traffic in what we call ‘Cruiser space.’” Gillette characterized the Sonic Cruiser as “an aircraft that has the potential to radically change the way the world flies.”
Some airlines could see it; others couldn’t. Boeing’s job in 2001 was to start convincing its customers of the intrinsic value of speed. “There’s no point in Boeing creating the aircraft we think they needed,” said Gillette. “That’s why we’ve started the journey by asking the airlines what they want—but this time it’s a different paradigm. You now have a new Thoroughbred in your stable, and you have to rethink your race team. Airlines now need to think about three speed regimes: the