Assignment 1 Readers response

 The Boeing 787 Dreamliners iconic curved wings are one of many aviation achievements (Boeing, 2010). Spanning 60 meters, these massive wings can lift up to 227,950kg. They include all standard flight control systems such as ailerons, flaps, slats and spoilers, as well as, some advanced mechanisms such as gust suppression and load alleviation. The 787’s wings are unique due to the fact that they can bend considerably. According to Hardiman (2020), this feature is intentional to provide a smoother ride for passengers. Additionally, the use of composite materials allows the wings to achieve their length, without compromising strength. Hirst (2008) reported that carbon fibre reinforced polymer (CFRP), was used extensively due to its high strength-to-weight ratio. Unlike many other aircraft wings, the 787’s wings do not feature winglets. Instead, Boeing developed a new device known as raked wingtips which acts both as an improvement of winglets by increasing the aspect ratio of the wing, killing two birds with one stone and increasing performance (Finlay, 2020). Overall, by incorporating composite materials and developing a new wingtip device, the Boeing 787 has become highly sought-after choice for airlines aiming to reduce operating costs. A key feature that sets Boeing 787’s wings apart from traditional aircraft wings is the materials that were used in their construction. Composite materials were the main component, used extensively throughout the wings. Figure 1 Material Overview of Boeing 787 Dreamliner Wing Construction Note. This figure illustrates the distribution of materials used in the construction of the Boeing 787 Dreamliner's wing, including fiberglass, aluminum, carbon laminate composite, carbon sandwich composite, and aluminum/steel/titanium. Notably, almost the entire wings are made of carbon laminate composites. According to Burridge (2013), composites amount for more than 50% of the materials used in the aircraft. Composites are materials derived from other materials, allowing them to display the desired combination of properties of the materials used (Sabhadiya, 2024). As mentioned earlier, CFRP is the main composite involved in the construction of the wings. Penta (2023) states that CFRP is not only stronger than aluminium, the traditional material for the wings, but also 40% lighter. Additionally, CFRP is non-corrosive, allowing it to withstand prolonged harsh flight conditions without rusting, eliminating the need to refurbish or change the finishes of the wings. This allows airline companies to save on fuel as well as maintenance, thus decreasing operating costs. Another unique feature of the Boeing 787 wings is raked wingtips. They share many similarities with winglets, but they are two different devices. According to Monroe Aerospace (2023), both devices reduce the induced drag caused by wingtip vortices, however they achieve this effect differently. Most commercial aircraft use winglets as they are effective on every aircraft type and size. However, raked wingtips are only applicable to larger aircraft, such as the Boeing 787 variants. Their difference lies in their shape, where winglets are protrusions at the end of the wing angled upwards, while raked wingtips are extensions of the wing swept backwards. Both designs reduce induced drag, however the raked wingtips also increase the aspect ratio of the wing. Boldmethod (2022) reported that an increased aspect ratio further improves fuel efficiency, as well as enhances the aircraft’s ability to gain altitude when taking off or climbing. A study conducted by Gharbia et al. (2024), compared the increased aerodynamic efficiency from different wingtips, showing that raked wingtips caused an 8% increase, while the regular wingtips only saw a 3.5% increase. As aerodynamic efficiency plays an integral role in fuel usage, high aerodynamic efficiency would lead to less fuel consumption, overall saving costs. On the other hand, the brilliant design of the wing does not come without drawbacks. The structure of CFRP is complex and requires longer production times. Unlike other wings which use metals like aluminium, CFRP cannot be repaired through welding or riveting. According to Rabe et al. (2021), repairing CFRP components require the damaged section to be cut out and repatched using new composite layers. This is a challenge when considering the tight flight schedule of the aircraft, as well as the risk of affecting adjacent undamaged parts. Additionally, visual inspection alone is insufficient to accurately assess the condition of CFRP (Wen et al., 2011). For more accurate checks, X-rays or ultrasonic testing are required. These methods are more time consuming and costly, making them seldom utilized aside from scheduled mandatory thorough checks. Despite its disadvantages, an increasing number of aircraft manufacturers are leaning towards incorporating composite materials due to their highly desirable properties. As Quilter and Head (n.d.) point out, 'the considerable benefits offered by composites have yet to be fully exploited,' and as material sciences continue to advance, they are expected to play an even more integral role in the future of aviation. To conclude, the Boeing 787’s unique wing has secured its position as a highly sought after choice for airlines. The high fuel efficiency and innovative use of composite materials significantly decreases operational costs, allowing for a greater profit margin. Even with its drawbacks, the benefits outweigh its negatives, and its full potential has yet to be unlocked, promising better performance for future generations of aircraft.