The essence of the 787

SEATTLE – Just across from Boeing Field, the 787 Dreamliner takes flight.

Well, sort of.

From the outside, it looks like an ordinary office building. But inside, Boeing Co. engineers put the guts of their latest jet to the test. This is where Boeing tests the 787’s systems – its flight controls, its electrical and hydraulic power.

Unlike an airplane’s structures – its wings, tail and fuselage – a jet’s systems aren’t as visual, aren’t as easy to track. But, as Boeing’s rival Airbus found out with the wiring on its A380 superjumbo jet, a new airplane’s insides are just as important as its outside.

Boeing has scheduled to roll out the 787 on July 8, and fly the first Dreamliner in late summer.

“We’re essentially almost there,” said Mike Sinnett, chief project engineer for 787 systems.

As an example, Sinnett said, the 787 has experienced about one-fifth of the engineering errors with wire design than have previous airplane programs. And the company’s extensive systems-simulation program has given it a leg up in getting the 787 certified by the Federal Aviation Administration.

“Of our thousands of parts, 90 percent are waiting to be installed on the airplane or are installed,” Sinnett said.

Last December, only 25 percent of systems parts had reached that point in the process. As pleased as Sinnett is with the 787’s progress, he acknowledges that this is the time when things get anxious for Boeing engineers.

As with much of the Dreamliner, Boeing approached the new plane’s systems differently than it has previous airplane programs.

“In the past, systems have kind of come along for the ride,” Sinnett said. With the 787, however, Boeing took “a very holistic approach that looked at the entire airplane.”

The company considered input from its suppliers, from Boeing employees, airlines and passengers. As a result, each party gets features it wants.

For airlines, improvements in the 787’s systems actually make the aircraft more fuel-efficient by shaving pounds of unnecessary flight control equipment and miles of wiring. Airline pilots also get an enhanced flight deck with larger screens and standard head-up displays.

“It’s tough to imagine getting more display area than what we’ve got here,” said Mike Konicke, lead 787 flight deck engineer.

For passengers, advances in systems have led to more legroom because engineers have been able to cut down on the size of bulky electronics boxes typically stored under passengers’ seats. Improvements in the 787’s cabin pressurization and air humidity mean passengers will travel more comfortably and experience fewer of the ailments such as dehydration associated with jet lag.

“I think we’ve done a lot of work to honor the people in the airplane,” Sinnett said.

Reporter Michelle Dunlop: 425-339-3454 or mdunlop@heraldnet.com.