page_title: Boeing 787 Dreamliner
section_title: Engines
hierarchical_section_title: Boeing 787 Dreamliner / Design / Engines
caption_attribution_description: English: The toothed exhaust-duct covers on a Boeing 787 Dreamliner. This is N787BA, the airframe that made the maiden flight in December 2009.
context_page_description: The Boeing 787 Dreamliner is a wide-body jet airliner manufactured by Boeing Commercial Airplanes.
  After dropping its Sonic Cruiser project, Boeing announced the conventional 7E7 on January 29, 2003, focused on efficiency.
  The program was launched on April 26, 2004, with an order for 50 from All Nippon Airways, targeting a 2008 introduction.
  On July 8, 2007, the prototype was rolled-out without major systems, and experienced multiple delays until its maiden flight on December 15, 2009.
  Type certification was received in August 2011 and the first 787-8 was delivered in September 2011 before entering commercial service on October 26, 2011, with ANA.
  At launch, Boeing targeted 20% less fuel burn than replaced aircraft like the Boeing 767, carrying 200 to 300 passengers on point-to-point routes up to 8,500 nmi, a shift from hub-and-spoke travel.
  The twinjet is powered by General Electric GEnx or Rolls-Royce Trent 1000 high-bypass turbofans, it is the first airliner with an airframe primarily made of composite materials, and makes extensive use of electrical systems.
context_section_description: The 787 is powered by two engines; these engines use all-electrical bleedless systems, eliminating the superheated air conduits normally used for aircraft power, de-icing, and other functions. As part of its "Quiet Technology Demonstrator 2" project, Boeing adopted several engine noise-reducing technologies for the 787. These include an air inlet containing sound-absorbing materials and exhaust duct cover with a chevron-toothed pattern on the rim for a quieter mixing of exhaust and outside air. Boeing expects these developments to make the 787 significantly quieter both inside and out.  The noise-reducing measures prevent sounds above 85 decibels from leaving airport boundaries.
  The two different engine models compatible with the 787 use a standard electrical interface to allow an aircraft to be fitted with either Rolls-Royce Trent 1000 or General Electric GEnx engines. This interchangeability aims to save time and cost when changing engine types; while previous aircraft could exchange engines for those of a different manufacturer, the high cost and time required made it rare. In 2006, Boeing addressed reports of an extended change period by stating that the 787 engine swap was intended to take 24 hours.
  In 2016, Rolls-Royce began flight testing its new Trent 1000 TEN engine. It has a new compressor system based on the compressor in Rolls-Royce Trent XWB engine and a new turbine design for extra thrust, up to 78,000 lbf (350 kN). Rolls-Royce plans to offer the TEN on the 787-8, -9 and -10.
  In early 2018, of 1277 orders, 681 selected GE (53.3%), 420 Rolls-Royce (32.9%) and 176 were undecided (13.8%).
caption: The chevron-toothed exhaust duct covers on the first 787, shown here with thrust-reversers deployed
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