Boeing’s “Dreamliner,” or 787, is the first aircraft in a generation to use a suite of new, forward-looking technologies and materials that represent a departure from previous production aircraft. Its new electrical architecture requires miles less copper wiring; its body requires 1,500 fewer aluminum sheets; and for you trivia buffs, each plane will need about 50,000 fewer fasteners than earlier models of a similar size.

Built with advanced carbon fiber construction, the 787 is much lighter than it would have been using traditional materials, resulting in 20 percent fewer emissions and 20 percent greater fuel efficiency, although its speed will remain about the same as a 747.

Inside: Larger luggage bins, bigger windows, and cleaner air.

Outside: Curved wings.

And yet: No telling when you’ll be able to fly in it.

The 787 is touted as holding great promise for the world’s airlines as well as for the global network of parts suppliers and sub-contractors on the ground; but the complexities of innovating with many new partners have overwhelmed Boeing’s original plans and delayed the 787’s delivery, a multi-billion-dollar boo-boo.

So you don’t get to fly in it yet.

Late 2010 … Maybe

Japan’s All Nippon Airways (ANA), first purchaser of the 787, is still waiting for planes it had planned to put into service two years ago. Boeing’s current estimate for delivery is late 2010, and skeptics call that an estimate to write on the calendar in pencil. And who are these skeptics? Well this week, it includes just about everyone in the investment community.

And why is that? Well, we won’t pretend to have a Wall Street decoder ring, so let’s just say the coffee-shop gossip around Seattle, where the plane gets its final assembly, has included a lot of head-scratching about how the 787 will keep its wings attached to the fuselage. It’s an essential question that leaves plenty for engineers work out while executives have some ’splainin’ to do to Boeing shareholders.

It’s not the kind of problem anyone likes to have this far into the game.

And naturally, it’s a big reason why you don’t get to fly in it yet.

Once Boeing gets the engineering squared away, and the jets are finally ready for scheduled production, and the shareholders have calmed down, then the airlines will have a choice of seating configurations ranging from 210 to 330 seats. As commercial airlines continue to need cash, it doesn’t take rocket scientist to predict how that will turn out.

And you’ll know that for sure, once you get to fly in it.

– Peg Prideaux, CTC
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