Double-stretched Boeing 787 would be next on list-Seattle Times

One more aircraft to Boeing long to-do list Add.

Boeing is pitching airline customers a third, larger version of its Dreamliner family that could be delivered in 2016: the 787-10.

"It's such an incredible plane," said a senior Boeing executive Nicole Piasecki. "The feedback from the airlines is very, very positive."

Boeing long has studied a 787-10, which would be the same size as the smallest Member of the family 777.

But if the company recently talked about improving the 777 with a new wing, the possibility of a launch 787-10 more seemed to recede.

In an interview this week is the Piasecki made clear of a renewed 777 for another few years, the latest in a long list of scheduled plane developments.

They indicated that the 787-10 would first on that list.

The first version of the 230-seat of the Dreamliner, the 787-8, to be delivered, later this year. The second version, the 270-seat stretched 787-9, is in development and scheduled to service in late 2013.

The proposed double-stretch 787-10 offer the long range of the first two models for extra seating and cargo capacity. However, analysts are skeptical that the larger version will be effective.

Piasecki, vice president for business development and strategic integration, said the 787-10, which would seat approximately 300 passengers, the first version of Airbus's newest jet, the A350-900 which is set to debut in 2013 can surpass.

They took out a range of approximately 7900 km, which is about 1,400 miles from the range of the Airbus A350-900 is.

But she said Boeing estimates that are lighter aircraft would be 12 percent cheaper to operate than the Airbus jet.

Airlines "will be incredible economy out of the 10 (787)-if they don't need the range," said Piasecki.

Richard Aboulafia, an analyst with Teal Group, aviation is skeptical.

"These are very theoretical numbers" on the basis of assumptions about the weight and the aerodynamic characteristics of the aircraft, he said. "Everyone is eager to get an aircraft with these characteristics. Who wouldn't? But it is a purely theoretical construct. "

Aboulafia said the 787-10 economy that Piasecki touted will rely heavily on engine makers deliver more powerful, more efficient engines.

Another uncertainty is whether Boeing and its supplier partners can customize their production systems and produce the aircraft on schedule.

The global supply chain of the Dreamliner repeatedly ground to a halt in recent years. Although it is now of better quality 787-8 sections on the site of the last meeting in Everett deliver is, yet it ramp up to a faster pace.

Boeing will "look at the reality of how the production system would handle it," said Piasecki. "There are many things we would have to work on the timing before we determine."

Piasecki insisted that the overlap with the 777 family is not a problem.

The 787-10 would be the same size as a 777-200ER. But the 777 has a much greater range, and she anticipates that plane would still sell to airlines who need to fly km 8900.

The much larger 365-seat 777-300ER, best-selling big Boeing plane, is well positioned in the market and will not be threatened by a rival Airbus until after 2015.

And if Airbus then produces, as expected, is a version of the A350, which compete with the 777-300ER, which would be the plane that Boeing would refresh, probably with a new wing.

As the 787-10 from theory to reality is moved, it will add to Boeing already full plate.

Piasecki and Boeing Vice President Mike Bair talked about the possible launch of a new smaller jet family to replace the 737 and 757 single-aisle aircraft, to enter service around the end of this decade.

But as the 787-10 goes ahead, it would come first, they noted.

Put it another way: can squeeze in the Boeing 787-10 is complete the 787-9, the development of the parallel with the 767 Air Force tanker.

The company would supply the double-stretch 787-10 for the 737/757 replacement jet family, and follow that with the 777 increase with a new wing. All these projects are completely by around the end of this decade.

That is "a desirable, but theoretical, and very ambitious roadmap," said Aboulafia. "You have to wonder where the money is going to come of it."

Piasecki said the resources needed for a derived aircraft would not be so great, and Boeing should only a portion of its Dreamliner design team for the development of the 787-10.

Dominic Gates: 206-464-2963 or dgates@seattletimes.com