Flying the Dream

This time, the weather gods got it right. While grey skies and rain loomed over the handover ceremony in Seattle, Wash., of the first Boeing 787 to All Nippon Airways (ANA), the sun shone and the skies were blue for the inaugural commercial passenger service.

Flight NH 7871, a special charter, took off from Tokyo Narita Oct. 26 and landed at Hong Kong after a 4 hr. and 10 min. flight, with celebrations at both airports to mark the occasion. For ANA, it had been a long wait – production issues culminated in a 40-month delay before the launch customer finally took delivery of its first aircraft in September. ANA president and CEO Shinichiro Ito acknowledged the endurance test. “Today, finally, we launch the first flight of the 787 Dreamliner. I am delighted and excited to celebrate this long-awaited day,”

Onboard, however, the problems getting to this point were forgotten as passengers admired the spacious cabin, the multi-hued LED cabin lighting and the huge windows with electro-chromatic, auto-dimming technology that does away with the need for plastic shields. (See Onboard ANA Flight 7871.)

With the inaugural ceremonies completed, ANA begins the task of getting the 787 integrated into its day-to-day operations and exploring how best to apply this fuel-efficient aircraft with its unique passenger service offerings.

“The 787 is said to be a game changer and it will allow us to expand our network,” Ito said.

ANA expects to take delivery of 20 Boeing 787s by the end of March 2013. Two were in Tokyo by end October and Ito said five more aircraft were expected by year end and that by the end of March 2012—the end of ANA’s 2011 fiscal year—six more will have been delivered. The carrier has 55 of the type on order—40 -8s with a 7,650 nautical mile range and 15 -9s with an 8,200 nautical mile range.

The Japanese carrier wants to expand its European and North American network with the 787 and is examining the US West Coast in particular. ANA’s first scheduled international 787 routes will include Tokyo Haneda (HND)-Beijing, beginning in December, and HND-Frankfurt, beginning in January. Its first domestic routes will include HND-Itami, HND-Yamaguchi Ube and HND-Matsuyama by the end of March 2013.

ANA estimates the 787’s annual jet kerosene savings will eventually be worth about ¥10 billion ($130 million). Ito said in October it was still too early to determine the exact fuel performance of the aircraft, which ended up heavier than originally designed. “We don’t expect a substantial gap between performance and expectations but this is the first aircraft and we are examining the performance but need more time,” he said. ANA also expects to cut CO2 emissions by 20%, reduce NOx emissions by 30% and see airframe maintenance costs fall by 30%.

Initial seating capacity on domestic routes will be 264 seats (12 premium class and 252 economy); 158 seats on long-haul international routes (46 business and 112 economy); and 222 seats on short-haul international routes (42 business and 180 economy.)

A Strategic Aircraft 

ANA’s executive view—and why being the launch customer was so important—is that the 787 is a strategic aircraft that will allow it to innovate its network expansion, offering performance nearly equal to a widebody in a medium-body aircraft.

ANA has capitalized on expanded numbers of arrival and departure slots at Toyko-area airports by developing a dual-hub strategy that uses both Haneda and Narita and allowing it to grow its network. The 787 will dovetail with this strategy. Whereas its Boeing 767s were limited to flights from Japan to East Asia, the 787 will extend reach to North and Central America, the Middle East and Europe. ANA says one of the Dreamliner’s biggest contributors to its future growth and profitability is the flexibility it provides. ANA will be able to match capacity with demand and more closely align revenues with operating costs because the 787 allows it to “right-size” aircraft for routes.

“Our ability to choose between the widebody Boeing 777 and the medium-body 787 for flights on long-haul international routes according to demand will provide a broader range of options in matching capacity and demand while enabling stable earnings,” the carrier states in its 2011 annual report.

As an example of the type of flexibility it will gain, ANA cites the option to add a second daily flight from Japan to Europe or the US if demand warrants that, but without needing to double capacity using a second 777. The 787 will also allow ANA to start new long-haul routes that previously it could only operate via connecting service with a partner or as a codeshare.

“The standout feature of the 787 is that it gives the ANA Group versatility in covering a wide array of the world’s major cities,” ANA says.

Despite the long and often difficult road, it’s clear ANA remains confident in its decision to be the 787 launch customer. It was able to shape many of the aircraft’s design features, but more importantly, it now has the aircraft that it believes is the best fit for its strategy and that will give it a competitive edge.

“We will use this aircraft as our primary weapon as we further deepen out network to prevail against intensifying global competition,” said ANA director, network planning, Iwao Kawai.

Onboard ANA Flight 7871

The piece of cardboard said it all. Boarding Pass.

NH 7871. Oct 26. 12.20. I now held in my hand proof that I would soon fly on the inaugural revenue service of the Boeing 787 Dreamliner.

That All Nippon Airways ensured the aircraft took off on time for its historic 4 hr., 10 min. flight from Tokyo Narita to Hong Kong was an accomplishment in itself. Following a traditional saki barrel opening and toasting ceremony at the gate, buses transported an excited band of passengers to the aircraft. But no one wanted to board immediately; everyone wanted to take a good look and, of course, endless photos and video.

A media corps of around 100, along with a similar number of Japanese passengers who had paid ¥78,700 each ($1,000) for a round trip, dinner and a night’s hotel in Hong Kong, plus a group of VIPs, including ANA president Shinichiro Ito, and a handful of people who had bid as much as $30,000 for a business-class seat on this flight (the auction money went to charity) were persuaded finally to climb onboard.

The immediate first impression is of space and light. The 787’s windows – 30% larger than those on the Boeing 767 and made possible by the Dreamliner’s all-plastic airframe – are astonishing and, judging by everyone’s reactions, a crowd pleaser. No matter where you sit on the 787, you get a view. And the depth of the windows means no more ducking your head for that view. I likened it to having French windows on a plane. These are a major reason for the sense of space, but the cabin design is also an important factor. The vaulted 8 ft. ceilings with walls that seem to climb almost vertically remove the sense of being in a tube, while overhead bins practically disappear (though they are 30% larger than those of the Boeing 777 and very baggage friendly.)

ANA had this aircraft configured with just two rows of six-abreast business class seating and an economy class segmented into three sections, each with eight-abreast seating in 2-4-2 configuration. This helped lend a premium experience to the coach cabin. The seats were also high quality and comfortable, with individual video/entertainment screens, arm rests, shell seats that slide forward rather than recline back into the lap of the passenger behind, and a cupholder that could be used independent of the full tray.

The other main attraction for passengers as they filed in was a detour to see the business-class toilet, famous for its window.

With everyone finally seated, Capt. Yuichi Marui, director of ANA 787 flight operations and Capt. Masami Tsukamoto, who supported 787 pilot training and development at Boeing, taxied the plane away from cheering crowds and through a water cannon hosing by fire tenders. There was awed silence for the takeoff, followed by applause, and as soon as the seat belt sign was switched off almost everyone was up and about to swap opinions on just how quiet was the takeoff (the consensus seemed to be quiet, but not as silent as the Airbus A380) and explore the plane more.

Once in the air, the next big attraction became the windows once more, but this time for their smart glass auto-dimming technology. This means the windows have no traditional shades. Instead, a touch-button at each window enables passengers to dim or lighten the glass. The effect is similar to putting on sunglasses; glare is reduced, but you can always see outside. It’s a clever feature and another contributor to the open-space feeling. But watching people’s natural curiosity—those up/down touch buttons were in constant motion—I can’t help but question their durability. Also, while this was a day flight, will the lack of a complete blackout shade be an annoyance on long-haul flights for some passengers?

How this gadget will stand the test of time remains to be seen. But ANA would be smart to hold on to another technology gimmick that provided the next big “aah!” moment: the cabin LED lighting. This can be changed to more closely mimic time changes. To demonstrate it, ANA at one point switched it to a rainbow of colors throughout the entire cabin. Passengers loved it; and what quicker way to distract and settle down a fidgety child or a nervous adult?

This flight was too short to be able to assess whether other touted technologies, such as 6,000 ft. cabin air pressure system and improved humidity levels, make a noticeable difference to comfort. Nor did we experience any difficult weather conditions to test the aircraft’s turbulence dampening technology.

For me personally, however, the single biggest wow moment came when I first looked out of the window and saw that all-composite wing. Thin and elegant, it sweeps backward and almost impossibly high once airborne. There was the confirmation that we were flying on something a breed apart.