Boeing's New 787 Dreamliner

On October 26, All Nippon Airways (ANA) staged the first commercial flight of Boeing's new super jet, the 787, on a chartered flight from Narita International Airport in Tokyo to Hong Kong. The new twin-engine jet, Boeing's answer to the Airbus 380, ferried 260 passengers on its maiden flight.

Boeing's new dream airplane plagued by problems and delays

One of 55 that ANA has ordered, the maiden flight took place after a three year delay caused by Boeing's problems with the new carbon-fiber composite materials in the plane, as well as problems with some of the program's subcontractors. While Boeing touts the 787 Dreamliner as a super-efficient airplane that will provide new solutions for airlines and passengers, bringing big-jet flight ranges to mid-size aircraft, better fuel efficiency, higher speed, and more cargo revenue capacity, according to an October 20 report by the US General Accountability Office (GAO), the plane still faces safety-related concerns regarding the repairs to the composites used for the fuselage and wings.

In August, the US Federal Aviation Administration (FAA) certified the 787 after nearly two years of flight tests. A condition of the certification was that Boeing take extra steps to demonstrate the aircraft's safety. The GAO report, requested by three members of the US Congress after the FAA certification, was intended to establish monitoring of the FAA's planned oversight once the plane entered service. The three were Democratic Representatives Eddie Bernice Johnson of Texas, Donna Edwards of Maryland and Jerry Costello of Illinois. A Boeing representative maintained that despite the difference in repairs required by the use of reinforced carbon fibers rather than riveted aluminum panels in the construction of the 787, the company uses the same rigorous methods as with any other planes delivered to the flying public. While composite materials have long been used in building aircraft, the 787 is the first to use them in the whole fuselage and wings. According to the GAO report, none of the experts consulted believed the concerns outlined in the report posed extraordinary safety risks or were insurmountable, until the planes enter service it is unclear if Boeing's actions will be sufficient.

With more than 850 of the new planes on order, Boeing will have a lot riding on the 787 performing safely once ANA begins regular commercial flights.

At one point last year, after a series of mishaps during tests of the 787 and its Rolls Royce engines, there were concerns about its safety, but these were apparently to rest when it was determined that the engine problems previously faced by the Airbus 380 were confined to one specific type of engine, one that is different than the one used on the 787.

If it stays in the air, it will be better than the Airbus 380

Other than safety, which flyers have to hope the FAA will keep close watch on, the 787 looks to give the 380 a run for its money as far as flying comfort is concerned. Having flown three times on 380s, twice with Air France and once with Lufthansa, I concluded that for economy class passengers, it was like being stuffed into a giant sardine can, with the ten across seating. The 787, at least so far with ANA, has eight seats across in economy, which for broad shouldered flyers like me, is a blessing. The two center seats in the middle are still cramped, but at least aisle passengers might not have to cope with being banged by service carts during meals on long flights, or having to inconvenience seat mates by leaning in to avoid injury.

For now, whether the 787 will truly be the dream liner it's billed to be, or another airborne nightmare is something we'll just have to wait and see as it's put into wider service.