boeing 787 9 tour

Simple Flying

American airlines boeing 787-9: a full cabin tour.

Simple Flying got a chance to tour an American Airlines Boeing 787-9 in Dallas/Fort Worth International Airport (DFW). Traditionally, the planes are used on the airline's long-haul international network flying far and wide to places such as Sydney, Tokyo, São Paulo, and more. Here's an inside look at the American Airlines Boeing 787-9 cabin.

American's Boeing 787-9s seat a total of 285 passengers. These aircraft are outfitted with lie-flat business class, premium economy, extra-legroom economy, and standard economy.

All seats on the aircraft have access to power, on-demand complimentary seatback entertainment, and live television. WiFi is also available across American's 787-9 fleet, but, in some cases, connectivity may not be available when flying over certain regions.

The 787-9s are one of the long-haul workhorses in American's fleet. With a maximum range of 7,530 nautical miles (13,950 kilometers), American flies these planes on some domestic missions, but also on long-haul international flights. Some of the longer routes the planes fly include Los Angeles to Sydney, Dallas to Shanghai, and, coming soon, Seattle to Bangalore.

Simple Flying got an exclusive chance to check out the cabin of the Boeing 787-9 while it was on the ground undergoing some maintenance before it reentered commercial service.

The Flagship Business cabin

American Airlines brands its business class cabin as "Flagship Business." There are 30 lie-flat reverse herringbone seats on the Boeing 787-9 in a 1-2-1 configuration. All 30 seats fit between doors one and two.

The seats in the cabin are Super Diamond reverse herringbone seats. Previously manufactured by B/E Aerospace, these seats are now under the Collins Aerospace family of seating. You can find this style of seat on many airlines, including onboard Aeromexico's Boeing 787-9 Dreamliners .

The seats on the Boeing 787-9 offer a fair bit of privacy, unlike some other reverse herringbone products . The center seats do not have center dividers, so those ones are great for couples traveling together or families or friends who want to sit near each other and have a conversation. The solo window seats, however, offer much more privacy.

While all seats have an outer shell that extends out at the top to provide some more privacy from the aisle and person next to you and an armrest that can be raised or lowered, the window seats are some of the better options for solo travelers. As they angle toward the window, it means passengers are naturally angled away from other people.

The seats feature plenty of storage. Besides ample overhead bin space, each seat also comes with two storage compartments opposite the entrance to the seat. There is a larger storage compartment where the universal power outlet, headphone port, USB port, and handheld controller for the inflight entertainment system can be found. A second smaller compartment is just behind this larger one. The final storage compartment is actually inside the armrest.

The tray table is stored underneath the inflight entertainment screen. These screens were fairly big and had fantastic resolution.

The Premium Economy product

American Airlines does not have a special name for its premium economy cabin. On the Boeing 787-9s, the airline offers an intimate cabin of 21 seats in a 2-3-2 configuration. These seats are similar to what you will find on American's retrofitted narrowbody Boeing 737s in domestic first class .

These seats offer additional legroom and recline compared to coach seats and also have an adjustable footrest. On a longer flight where business class is not available or priced too high for you, the premium economy cabin could be a great middle-ground with a little more room to stretch out.

There is not as much storage with these seats. There is only whatever you can fit underneath the seat, a little mesh pocket, and a literature pocket in the seatback.

The seatback screens available at all seats were not as large as the ones found in Flagship Business, but they were still larger than economy. You will also notice that the entertainment system is designed to blackout at an angle, so you will not be disturbing your neighbors too much if you decide to watch a movie or TV show while they try to nap.

These seats have 38" of pitch, according to American, and are 19" wide, giving you a few more inches in width and pitch compared to extra-legroom economy and a much more comfortable margin compared to standard economy.

The bulkhead seats seemed to have a little more room to maneuver and stretch out than the rest of the rows. While you have to sacrifice floor storage, this might be a great option for passengers who want some room to relax and do not mind being separated temporarily from their belongings during takeoff or landing.

The economy cabin

The first few rows of economy are branded as "Main Cabin Extra". These are extra-legroom economy seats. These seats come with 35" of pitch and 17.2" of width. So, the seats have a little less pitch and width compared to premium economy.

Beside the first three rows, there is also an exit row that is also branded as Main Cabin Extra due to its greater legroom by the doors. This last row of seats comes at the third set of doors on the aircraft.

The rest of the cabin is made up of 200 standard economy seats. Both standard economy and Main Cabin Extra are outfitted in a 3-3-3 configuration. Standard coach seats come with 31" of seat pitch and between 16.2 and 17.2" of seat width.

Every seat in economy comes with access to on-demand inflight entertainment. Each seat also features access to power, which could be fantastic on a nice long-haul flight when your devices start to lose charge.

Passengers can recline in all seats – even in the final row – which should offer some reprieve on a flight over 16 hours from Seattle to Bangalore. There is limited storage in these seats, but there should be plenty of overhead bin space for passengers.

The final verdict on the Boeing 787-9s

American's Boeing 787-9s are the backbone of American's ultra-long-haul fleet. With plenty on order, these aircraft will be around for some time to come and operate a growing number of the airline's long-haul international routes.

The planes are competitive. Few airlines offer a lighter configuration in economy class, but American has ensured its passengers can stay connected to entertainment, work, friends, or more. In business class, passengers will experience one of the best seats in American's fleet.

So, if you do plan to fly on American Airlines and have a choice of planes, the newer, quieter, and upgraded Boeing 787-9 is one to look out for and consider when choosing which flights you want to take.

Are you a fan of American's Boeing 787-9s? Let us know in the comments!

About this tour

A game-changer for long haul routes, fly the distance in 787 family of aircraft. Updated for 2022.

This is a tour of 45,248 nm (83,800 km) divided into fourteen legs.

To complete this tour, you will need to fly at least one route of each of the legs listed below. You will need to fly all legs using one of the aircraft types listed below. The type can differ between the different legs, as long as each individual route is flown using one of the aircraft types listed below.

All legs need to be flown using one of the following aircraft types :

• Boeing 787-10 Dreamliner (B78X/781)
• Boeing 787-9 Dreamliner (B789/789)
• Boeing 787-8 Dreamliner (B788/788)

Leg 1: MMMX-LEMD

This is a leg of 4,902 nm (9,078 km) from Benito Juárez International Airport (MEX/MMMX) (Hub) to Adolfo Suárez Madrid–Barajas Airport (MAD/LEMD) (Hub) .

Eligible routes

Choose any one of the routes below. Please take into account the conditions listed at the top of this page.

Leg 2: LEMD-OMAA

This is a leg of 3,048 nm (5,645 km) from Adolfo Suárez Madrid–Barajas Airport (MAD/LEMD) (Hub) to Abu Dhabi International Airport (AUH/OMAA) (Hub) .

Leg 3: OMAA-EHAM

This is a leg of 2,807 nm (5,198 km) from Abu Dhabi International Airport (AUH/OMAA) (Hub) to Amsterdam Airport Schiphol (AMS/EHAM) (Hub) .

Leg 4: EHAM-SPJC

This is a leg of 5,687 nm (10,532 km) from Amsterdam Airport Schiphol (AMS/EHAM) (Hub) to Jorge Chávez International Airport (LIM/SPJC) (Hub) .

Leg 5: SPJC-KMIA

This is a leg of 2,281 nm (4,224 km) from Jorge Chávez International Airport (LIM/SPJC) (Hub) to Miami International Airport (MIA/KMIA) .

Leg 6: KMIA-EGLL

This is a leg of 3,843 nm (7,117 km) from Miami International Airport (MIA/KMIA) to London Heathrow Airport (LHR/EGLL) (Hub) .

Leg 7: EGLL-ZSPD

This is a leg of 4,996 nm (9,252 km) from London Heathrow Airport (LHR/EGLL) (Hub) to Shanghai Pudong International Airport (PVG/ZSPD) (Hub) .

Leg 8: ZSPD-ZPPP

This is a leg of 1,063 nm (1,969 km) from Shanghai Pudong International Airport (PVG/ZSPD) (Hub) to Kunming Changshui International Airport (KMG/ZPPP) .

Leg 9: ZPPP-ZUUU

This is a leg of 334 nm (618 km) from Kunming Changshui International Airport (KMG/ZPPP) to Chengdu Shuangliu International Airport (CTU/ZUUU) .

Leg 10: ZUUU-VVTS

This is a leg of 1,198 nm (2,218 km) from Chengdu Shuangliu International Airport (CTU/ZUUU) to Tan Son Nhat International Airport (SGN/VVTS) (Hub) .

Leg 11: VVTS-YSSY

This is a leg of 3,701 nm (6,854 km) from Tan Son Nhat International Airport (SGN/VVTS) (Hub) to Sydney Kingsford Smith International Airport (SYD/YSSY) (Hub) .

Leg 12: YSSY-ZSAM

This is a leg of 3,991 nm (7,391 km) from Sydney Kingsford Smith International Airport (SYD/YSSY) (Hub) to Xiamen Gaoqi International Airport (XMN/ZSAM) (Hub) .

Leg 13: ZSAM-KLAX

This is a leg of 6,048 nm (11,201 km) from Xiamen Gaoqi International Airport (XMN/ZSAM) (Hub) to Los Angeles International Airport (LAX/KLAX) (Hub) .

Leg 14: KLAX-MMMX

This is a leg of 1,352 nm (2,503 km) from Los Angeles International Airport (LAX/KLAX) (Hub) to Benito Juárez International Airport (MEX/MMMX) (Hub) .

Boeing 787 Dreamliner

About the 787 dreamliner family, the best-selling passenger widebody of all time.

The industry-leading technology of the 787 Dreamliner is creating remarkable opportunities for airlines around the world and dramatically improving the air travel experience. We call it the Dreamliner effect. The airplane's unparalleled fuel efficiency and range flexibility enables carriers to profitably open new routes as well as optimize fleet and network performance. And for their passengers, an experience like none other in the air, arriving to their destination feeling more refreshed. The Dreamliner effect. That's a better way to fly.

Technical Specs

Arrive feeling more refreshed.

• Innovative Design

• Lower cabin altitude
• Cleaner air
• Higher humidity
• Smoother ride technology
• Improved temperature control
• Quieter experience

Innovative design

Lower emissions

• 25% fewer CO2 emissions
• Below limits on hydrocarbons, smoke, NOX, CO
• Community noise contained within airport boundaries
• Meets all existing regulatory noise limits; cabin noise optimized

787 Dreamliner Video

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Traveler photos (25).

In-flight amenities

All Business Class seats feature a 15.4-inch HD-capable touchscreen monitor and every Premium Economy, Main Cabin Extra, and Economy class seatback has an 8.9-inch HD-capable touchscreen monitor with more than 350 audio selections.

All seats feature a 15.4-inch HD-capable touchscreen monitor with a selection of up to 75 movies, more than 150 TV programs, More than 350 audio selections, up to 15 games and 5 live steaming  television channels (Sport 2, Sport 2 Extra, BBC News, CNBC, CNN). Every Main Cabin Extra and Economy class seatback has an 8.9-inch HD-capable touchscreen monitor with a variety of movies, TV programs, games, and audio selections available. 

Personal 110v power ports are offered at all seats for all classes.

Wi-Fi service is availble, depending on route, to all personal portable devices. Internet access is available for a fee. Daily and monthly passes may be purchased before flight. Additional information about the service may be accessed by clicking  here .

Food service depends on route, length of flight, and time of day. Flagship Business and Premium Economy passengers are offered premium dining. Main Cabin passengers on long-haul international and certain US transcontinental flights are offered complimentary  multi-course meals. Sandwiches, wraps, and snack boxes are available for purchase in the Main Cabin on other flights (US domestic, Canada, Caribbean, and Mexico).

Non-alcoholic beverages are complimentary on all flights. Beer, wine, and a variety of spirits are complimentary in Flagship Business, Premium Economy, and Main Cabin Extra on all flights. They are complimentary in the Main Cabin on certain long-haul international flights and may be purchased on flights where they are not complimentary.

Additional information for each class is available in the "Travel Information / During your flight" section on  aa.com .

This Boeing 787-9 is the newest addition to American Airlines' fleet. This three-class aircraft seats a total of 285 passengers, and features up-to-date amenities, including personal Audio Video On Demand (AVOD) and personal 110v power ports at every seat.

Please note that Premium Economy seats might be treated as Main Cabin Extra on certain routes.

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American Airlines flies 1 versions of Boeing 787-9.

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Our Boeing 787-9 Dreamliners

Features Length in meters:  62.8 Wingspan in meters: 60.1 Cruising speed: Mach .85 Cruising altitude: 10,700 m / 35,000 ft

Explore the Air France Dreamliner and discover the 360° cabin!

Cabin layout for reference only and subject to change without notice. *Copyright Air France - Reproduction prohibited.

Cabin layout

• Premium Economy

Paid Options

• Seat at the front of the cabin
• Extra Legroom Seat
• Seat for an unaccompanied minor
• Bar and buffet area
• Preparation zone
• Exit and emergency exit**

** For safety reasons, the seats near the emergency exits are restricted to certain categories of people.

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Discover this aircraft's cabins and seats.

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Virgin Atlantic Boeing 787-9 Dreamliner – Virtual Tour and Review

Boeing almost didn’t build the Dreamliner. It saw the future of air travel as one in which planes would circumnavigate the world at close to the speed of sound and, accordingly, planned an aircraft called the Sonic Cruiser that could attain Mach 0.98. In part due to rising fuel costs at the turn of the century, airlines had something else in mind: long-range planes that were more fuel efficient and light weight. Boeing ditched the Sonic Cruiser idea but used one aspect of it, that of a lightweight, composite airliner, as the basis for the Dreamliner. Speed was out, efficiency was in.

INTRODUCING VIRGIN ATLANTIC’S 787-9 DREAMLINER

Virgin launched its first Dreamliner route, London-Boston, last year in October, operating its first Dreamliner, “Birthday Girl.” The second route links London with Washington using “Dream Girl,” its second 787, and the airline expects to take delivery of 14 more by 2018.

At 260 feet (79.2 meters), the Boeing 787-9 Dreamliner is a stretch version of the 787-8, which is 210 feet (64 meters) long. It can seat 280 passengers, 16% more than a 787-8.

The aircraft is a long-range, wide-body, twin-engine jet airliner. It has a maximum takeoff weight of 557,000 pounds (252,651 kilograms) and total cargo volume of 5,400 cubic feet (153 cubic meters), a significant increase over the 787-8, which in turn is a 10% increase over a similarly sized Boeing 767-300.

The Dreamliner’s typical cruising speed is Mach 0.85. This is slightly faster than the Mach 0.80 for a Boeing 767-400ER and 0.84 for a Boeing 777-200ER. At 30,000 feet altitude Mach 0.85 translates to 577 mph or 929 km/h. It has a range of 8,300 nautical miles (15,372 kilometers), some 450 nautical miles more than the 787-8, despite having nearly identical fuel capacity.

Virgin’s 787-9 is configured with 264 seats in three separate cabins. Thirty-one of those seats are in business class, which Virgin calls Upper Class. Aft of this cabin are the airline’s Premium Economy section with 35 seats, followed by coach, with 198 seats.

Click here to continue to Page 2 – Designing Virgin’s Dreamliner

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Our Boeing 787-9 configuration

Our 787 Dreamliner is configured with 31 Upper Class, 35 Premium and 198 Economy seats, all featuring touch screen entertainment.

Upper Class

Upper Class seats are located at the front of the aircraft, all with direct aisle access. Row A is located next to the window on the left, Row G is located in the centre of the aircraft with Row K on the right hand side.

Row A and K have seat numbers from 1 to 11, Row G have seat numbers from 1 to 9. At the front of the aircraft, there is a galley kitchen, an infant cot can be accommodated in front of seat G1. The bar area is located behind seat G9, along with WC's on either side of the aircraft.

Premium seats are located in the centre of the aircraft, seats are configured in pairs next to the windows, with 3 seats in the centre, in 5 rows from row number 21 to 25. Seats A and C are on the left, with seat A next to the window and seat C has aisle access. D, F and G are in the centre row with seat D having left hand aisle access, seat F in the centre and seat G having access to the right hand aisle. Seats H and K are on the right hand side of the aircraft with seat K next to the window and seat H having access to the right hand aisle.

WC's are located in front of row 21, on both sides of the aircraft. The Galley kitchen is located in the centre. Infant cots can be accommodated in front of row 21, in front of seats A and C, D, G, H and K. This is the first row of this cabin with no seat directly in front. All seats in this cabin have the similar leg room.

Economy seats are located from rows 45 to 68. The seats are configured with 9 seats in each row from rows 45 to 66 (excluding row 52, which only features seats D, F and G).

3 seats on the left. Seats A, B and C with A next to the window, B in the centre and C with access to the left hand aisle.

3 seats are in the centre of the aircraft with seat D with access to the left hand aisle, seat F in the centre and seat G is next to the right hand aisle.

3 seats on the right. Seat K is next to the window, seat J in the middle and seat H has access to the right hand aisle. This configuration is repeated from rows 53 to 66, with rows 67 and 68 only having seats D, F and G.

Infant cots can be accommodated in front of row 45 and 53.

WC's are located on the left, centre and right hand side of the aircraft between rows 52 and 53. There is a galley kitchen area at the rear of the aircraft.

Extra leg room seats

The following seats have extra leg room: 46 to 51A, 46 to 51B, 46 to 51C, 46 to 51H, 46 to 51J and 46 to 51K.

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Boeing Whistleblower Reportedly Claims 787 Planes Could Break Apart Mid-Air Due to Construction Flaws

The Federal Aviation Administration is investigating the manufacturer after Sam Salehpour, a Boeing engineer of more than 10 years, spoke out

Natalia Senanayake is an Editorial Assistant, Lifestyle at PEOPLE. She covers all things travel and home, from celebrities' luxury mansions to breaking travel news.

A Boeing engineer is speaking out about safety concerns regarding the 787 Dreamliner and what he claims are improper manufacturing practices.

The Federal Aviation Administration (FAA) is investigating allegations made by engineer Sam Salehpour in firsthand accounts of working on the planes, the New York Times reports. Salehpour claims, among other issues, that the fuselage is put together improperly and has the potential to come apart mid-air after an aircraft has made numerous trips.

He claims this would potentially occur after "thousands of flights." The typical commercial aircraft can be in service for up to 20 or 30 years, according to Smithsonian Magazine .

According to the outlet, Salehpour said that “the problems stemmed from changes in how the enormous sections were fitted and fastened together in the assembly line.” He added that the components of the fuselage all come from different manufacturers and are not all the same shape. 

Boeing responded to that statement, confirming that the pieces do come from different makers, but claiming that this doesn't affect the durability of the planes.

Paul Lewis, a spokesman for Boeing, told the Times the manufacturer is undergoing complex testing to "determine if there may be a long-term fatigue concern" for the aircraft, but says there is no "immediate safety of flight issue."

Stephen Brashear/Getty

Salehpour, a Boeing employee of more than ten years, alleged that he was “retaliated against” when he attempted to raise his concerns over what he perceived as manufacturing flaws to Boeing. 

In a statement to PEOPLE a spokesperson for the FAA said, “Voluntary reporting without fear of reprisal is a critical component in aviation safety.  We strongly encourage everyone in the aviation industry to share information. We thoroughly investigate all reports.”

Debra Katz, Salehpour’s lawyer, tells PEOPLE, "We are proud to represent our client, Sam Salehpour, who bravely came forward to blow the whistle about safety concerns about the structural integrity of Boeing’s 787 and 777 planes which impact the entire aviation industry."

"Endemic at Boeing is a culture where whistleblowers are retaliated against and sidelined," Katz continues. "Despite repeated attempts to force our client to remain silent, he has continued to raise issues both internally with the federal regulators, and now with the public."

PEOPLE also reached out to Boeing for comment but has not yet received a response.

The new allegations against Boeing come after a string of serious incidents put the company's safety measures into question. In January, Alaska Airlines Flight 1282 had a plug door — part of its fuselage — blow out mid-air on its way to Ontario, Calif. from Portland, Ore.

Passengers captured videos and photos of the gaping hole looking out towards the open sky as they waited for the Boeing 737-9 aircraft to turn back to Portland and safely land. Several passengers are now suing the airline and Boeing.

Since then, United Airlines has also experienced a number of mishaps involving Boeing aircrafts. In March, the airline had five incidents recorded in one week alone.  

NTSB via Getty; Aaron Schwartz/NurPhoto via Getty

Boeing’s CEO, Dave Calhoun, announced in March that he was officially stepping down from his position at the end of 2024. In his message to employees he addressed January’s Alaska Airlines incident and referred to it as a “watershed” moment for the company. 

“We must continue to respond to this accident with humility and complete transparency. We also must inculcate a total commitment to safety and quality at every level of our company,” he said. 

Never miss a story — sign up for PEOPLE's free daily newsletter to stay up-to-date on the best of what PEOPLE has to offer, from juicy celebrity news to compelling human interest stories. 

Calhoun continued, “I have been considering for some time, in discussion with our board of directors, the right time for a CEO transition at Boeing. I want to share with you that I have decided this will be my last year as CEO of our great company, and I have notified the board of that decision.”

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A Boeing whistleblower raises fresh concerns about the 787, and the FAA investigates

A Boeing 787-9 Dreamliner taxis at Boeing Field in Seattle, Washington. Stephen Brashear/Getty Images hide caption

A Boeing 787-9 Dreamliner taxis at Boeing Field in Seattle, Washington.

WASHINGTON — Federal regulators are investigating a whistleblower's claims about flaws in the assembly of Boeing's 787 Dreamliner.

Longtime Boeing engineer Sam Salehpour went public Tuesday with claims that he observed problems with how parts of the plane's fuselage were fastened together. Salehpour warns that production "shortcuts" could significantly shorten the lifespan of the plane, eventually causing the fuselage to fall apart in mid-flight.

"It can cause a catastrophic failure," Salehpour said Tuesday during a press briefing to discuss his claims.

A spokesman for the FAA confirmed that the agency is investigating those allegations, which were first reported by the New York Times, but declined to comment further on them.

Boeing immediately pushed back.

"These claims about the structural integrity of the 787 are inaccurate and do not represent the comprehensive work Boeing has done to ensure the quality and long-term safety of the aircraft," Boeing spokeswoman Jessica Kowal said in a statement. "We are fully confident in the 787 Dreamliner."

How bad is Boeing's 2024 so far? Here's a timeline

The latest whistleblower allegations come at a difficult time for Boeing . The company was plunged into crisis in January when a door plug panel blew off a 737 Max jet in midair, renewing troubling questions about quality and safety at the company. Last month, CEO Dave Calhoun announced he will step down at the end of the year.

The concerns Salehpour raises with the 787 Dreamliner appear to be similar to those that prompted the FAA to halt deliveries of the plane in 2021, when regulators found production flaws including unacceptable gaps between the fuselage panels.

FAA toughens oversight of Boeing's 787 Dreamliner

The FAA subsequently approved Boeing's plans to revise its quality control and production processes, paving the way for the planemaker to resume 787 deliveries the following year.

But Salehpour and his lawyers argue that Boeing has never adequately addressed those concerns. Instead, he says the company took "shortcuts" by applying greater force to fit segments of the fuselage together.

"Boeing hid the problem by pushing the pieces together with force to make it appear like that the gap didn't exist," Salehpour told reporters at Tuesday's press briefing.

Salehpour says he repeatedly raised these concerns with management, but instead of addressing them, they transferred him to work on a different plane, the 777, where he alleges he saw similar problems.

"I literally saw people jumping on the pieces of the airplane to get them to align," he said. "That's not how you build a plane."

Boeing says it has conducted extensive testing, and that these issues "will not change or affect the expected lifespan of the 787 fuselages."

"The issues raised have been subject to rigorous engineering examination under FAA oversight. This analysis has validated that these issues do not present any safety concerns and the aircraft will maintain its service life over several decades," the company said in response to Salehpour's claims.

The 787 is made with lighter-weight composite materials, which help the aircraft deliver greater fuel efficiency than older 767s and 777s. But the rollout of the Dreamliner has been troubled from the start.

Boeing whistleblower John Barnett, who raised alarm over plane quality, is found dead

This is not the first time a Boeing whistleblower has raised concerns about the 787.

John Barnett, a former Boeing quality control manager, went public with a string of problems he says he identified at the plant in South Carolina where he once helped inspect the Dreamliner.

Barnett was found dead in his truck of an apparent self-inflicted gunshot wound in March. Police in Charleston, S.C., are investigating. He was in the midst of testifying in a deposition related to his wrongful termination lawsuit against the company.

Salehpour faced retaliation from Boeing after raising his concerns internally, according to his lawyers.

"He raised his hand again and again," said his attorney, Debra Katz. "He was threatened with physical violence. He was threatened with termination. He was transferred off the 787. He has been punished repeatedly."

In its statement, Boeing said that all employees are encouraged to "speak up when issues arise," and that "retaliation is strictly prohibited at Boeing."

Salehpour is expected to testify on Capitol Hill next week. The Permanent Subcommittee on Investigations of the Senate Committee on Homeland Security & Government Affairs will hold a hearing on April 17th titled "Examining Boeing's Broken Safety Culture: Firsthand Accounts."

"I'm doing this not because I want Boeing to fail," Salehpour told reporters, "but because I want it to succeed and prevent the crashes from happening."

Correction April 9, 2024

In an earlier version of this story, we said the FAA grounded the 787 Dreamliner in 2021. That is incorrect – the FAA only halted deliveries of the plane.

Clarification: The story also did not specify which plane Salehpour was referencing in a quote. We have added that it was the 777 for clarity.

Boeing Hit With Whistleblower Allegations, Adding to Safety Concerns

Boeing employees assemble 787s inside their main assembly building on their campus in North Charleston, South Carolina, U.S., May 30, 2023. Gavin McIntyre/Pool via REUTERS/FILE PHOTO

By David Shepardson and Allison Lampert

WASHINGTON (Reuters) -The U.S. Federal Aviation Administration (FAA) is investigating a Boeing whistleblower's claims that the company dismissed safety and quality concerns in the production of the planemaker's 787 and 777 jets, an agency spokesperson said on Tuesday. 

The planemaker has been grappling with a full-blown safety crisis that has undermined its reputation following a Jan. 5 mid-air panel blowout on a 737 MAX plane. It has undergone a management shakeup, U.S. regulators have put curbs on its production, and deliveries fell by half in March.

Boeing engineer Sam Salehpour's allegations stem from work on the company's widebody 787 and 777 jets. He said he faced retaliation, such as threats and exclusion from meetings, after he identified engineering problems that affected the structural integrity of the jets, and claimed Boeing employed shortcuts to reduce bottlenecks during 787 assembly, his attorneys said.

Boeing halted deliveries of the 787 widebody jet for more than a year until August 2022 as the FAA investigated quality problems and manufacturing flaws.

In 2021, Boeing said some 787 airplanes had shims that were not the proper size and some aircraft had areas that did not meet skin-flatness specifications. A shim is a thin piece of material used to fill tiny gaps in a manufactured product.

In a statement, Boeing said it was fully confident in the 787 Dreamliner, adding that the claims "are inaccurate and do not represent the comprehensive work Boeing has done to ensure the quality and long-term safety of the aircraft."

Salehpour observed shortcuts used by Boeing to reduce bottlenecks during the 787 assembly process that placed "excessive stress on major airplane joints, and embedded drilling debris between key joints on more than 1,000 planes," his lawyers said.

He told reporters in a call later on Tuesday that he saw problems with misalignment in the production of the 777 widebody jet which were remedied by using force.

"I literally saw people jumping on the pieces of the airplane to get them to align," he said.

Boeing shares closed down nearly 2% at $178.12 on Tuesday after the FAA confirmed the investigation, which was first reported by the New York Times.

"Voluntary reporting without fear of reprisal is a critical component in aviation safety," the FAA said. "We strongly encourage everyone in the aviation industry to share information. We thoroughly investigate all reports."

An agency source said the FAA has met with the whistleblower.

The Society of Professional Engineering Employees in Aerospace (SPEEA) said Salehpour is a member who works at Boeing's plant in Everett, Washington. The engineering union said it could not comment on Salehpour's specific concerns.

SENATE HEARING

U.S. Senator Richard Blumenthal's office said his investigation subcommittee will hold a hearing on Boeing issues with Salehpour on April 17 titled "Examining Boeing's Broken Safety Culture: Firsthand Accounts."

Blumenthal added he wants Boeing CEO Dave Calhoun, who said last month that he will step down by year-end, to testify at a future hearing. The panel had initially sought to have Calhoun testify at next week's hearing according to a March 19 letter.

"We want to provide Boeing the opportunity to explain to the American people why, in light of recent apparent safety failures, the public should feel confident in Boeing's engineering and assembly processes," Blumenthal and Senator Ron Johnson, the top Republican on the panel, wrote.

Boeing has offered to provide documents, testimony and technical briefings to the senate sub-committee, the company said in an emailed statement to Reuters on Tuesday.

Salehpour has provided documentation to the FAA that will be made available at the hearing, his lawyers said. In a Jan. 19 letter to FAA Administrator Michael Whitaker, the lawyers said Salehpour made these observations while working on the 787 program in 2021.

"Rather than heeding his warnings, Boeing prioritized getting the planes to market as quickly as possible, despite the known, well-substantiated issues he raised," attorneys Debra Katz and Lisa Banks said in a statement on Tuesday.

Whitaker has taken a hard line on Boeing since the Jan. 5 Alaska Air emergency, barring the planemaker from expanding 737 MAX production, and requiring it to develop a comprehensive plan to address "systemic quality-control issues" within 90 days.

Separately, the U.S. Department of Justice is investigating whether Boeing violated a 2021 settlement that shielded the U.S. planemaker from prosecution following two fatal MAX crashes in 2018 and 2019. That January 2021 agreement, known as a deferred prosecution agreement (DPA), gave the planemaker an avenue to avoid prosecution on a charge of conspiring to defraud the FAA.

In determining whether Boeing violated the settlement, prosecutors are expected to lean heavily on findings from the FAA's investigations, a person familiar with the matter previously told Reuters.

The FAA in August 2022 approved the first Boeing 787 Dreamliner for delivery since 2021 after the manufacturer made inspection and retrofit changes needed to meet certification standards. There are currently about 1,100 Dreamliners in service, Boeing said.

(Reporting by David Shepardson in Washington and Allison Lampert in Montreal. Additional reporting by Mike Spector in New York and Urvi Dugar in Bengaluru; Editing by David Gaffen, Matthew Lewis and Sherry Jacob-Phillips)

Copyright 2024 Thomson Reuters .

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A Tour of American Airlines' Boeing 787-9 Dreamliner

Since taking delivery of its first Boeing 787 in January 2015, American Airlines has added to its fleet almost one Dreamliner per month. It's scheduled to bring another eight into its fleet in 2018-2019 before starting to take deliveries of a new order of 47 aircraft . In total, American Airlines will have 89 Dreamliners (42 of the smaller 787-8 model and 47 of the larger 787-9)

While the experience in economy is going to be practically the same between the 787-8 and 787-9, there are some noteworthy differences that make that last digit important for premium cabins. If you booked or are looking to book a 787-9, which is often considered better for business class passengers, you might be curious what to expect. So, let's take a look around inside one of those American Airlines Boeing 787-9s.

For reference, the aircraft was stocked for a flight to Seoul, South Korea (ICN).

Flagship Business

While there's a couple of passengers I know that prefer the business class seats on the 787-8, the Zodiac "Concept D" seating is generally disliked for the narrow and unstable seats — landing it #7 on TPG's ranking of the best American Airlines premium seats . However, on the 787-9, there are excellent B/E Aerospace Super Diamond seats installed in the business class cabin (which was #2 in those same rankings). And while you can find these same seats on select 777-200 aircraft, I prefer the window seats on the 787-9 thanks to the large electronically-dimmable Dreamliner windows.

The 787-9 business class consists of one large cabin arranged in eight rows of reverse-herringbone 1-2-1 seating. There are no middle seats in row 8, meaning there are 30 business class seats on the aircraft.

The aisle-side armrest can adjust upward and downward. This bulky-looking armrest can be opened to provide a storage area. In addition to this storage area, there are two compartments on the other side of the seat. The further-back one can be latched and is rated for storage during taxi, takeoff and landing. The forward compartment technically isn't supposed to be used for storage during the critical phases of flight.

Between having all forward-facing seats and strategically designed seat shells, these seats provide a good sense of privacy. However, when walking around the cabin, you can easily see over these seat shells.

There's a couple of downsides to this otherwise excellent hard product. First, American Airlines opted not to install the optional privacy divider between the middle seats. That must have been a very expensive option, as I can't see any reason not to allow passengers to have it. Also, my wife Katie isn't a fan of the storage position of the tray table on these seats, as she bumps into it when sleeping on her side.

For more about the in-flight experience, read the full review of this cabin on a flight from Dallas/Fort Worth (DFW) to São Paulo, Brazil (GRU).

Premium Economy

The delivery of American Airlines' first 787-9 meant the debut of Premium Economy on the world's largest airline. As of March 11, the airline had 69 aircraft with the new product — including all 15 of its 787-9, all 15 of the Airbus A330-200s, 35 of its 777-200s and now four of its 777-300ER aircraft. The seats on all of those aircraft are virtually the same.

On the 787-9, there are 21 seats installed in a 2-3-2 arrangement.

Some passengers prefer the bulkhead seats, as they have a retractable leg rest and plenty of legroom. The downside is that the in-flight entertainment for these seats is on retractable arms and must be stored for taxi, takeoff and landing.

The non-bulkhead seats have a footrest instead of the legrest. I find the recline on all of the premium economy seats to be just enough to sleep comfortably.

In the seatback, there's a pocket for literature such as the airline magazines and the safety card. There's also a coat/purse hook. Below that, there's a mesh seatback pocket. While you might be able to store a tablet in the seatback, I've found neither storage area is large enough to hold even a small laptop.

While they surely give you more space than in economy, these aren't the most spacious seats. The space between them is 38 inches, and your workspace shrinks noticeably when the passenger in front of your reclines.

The premium economy seats have 11.5-inch in-flight entertainment screens installed. While bright and crisp from the seat, these screens are designed to fade when looking at an angle, providing a bit of privacy and reducing light pollution in the cabin.

While those aren't the best premium economy seats you'll find in the skies, the airline looks to make up for this with solid soft product. On international flights, each seat is stocked with a basic, but stylish amenity kit, Casper-branded pillow and Casper-branded blanket . On flights to Asia, Casper-branded slippers are also provided.

Stay tuned for a full review of American Airlines premium economy on an international flight. Here's my take from the first time flying this product when it launched in October 2016 on domestic routes.

Main Cabin Extra

Main Cabin Extra is American Airlines' designation for extra-legroom seats in the economy cabin . In addition to seats at bulkheads and emergency exit rows, most economy cabins on AA internationally-configured aircraft include a section of extra-legroom seats. These seats are complimentary for American Airlines AAdvantage Platinum, Platinum Pro and Executive Platinum elites. AA Gold elites get 50% off the standard price until check-in, when they too can select these seats for no charge.

On the 787-9, American Airlines has 36 Main Cabin Extra seats — 12 at bulkheads, 6 at emergency exit rows and 18 standard seats in a 3-3-3 arrangement. The bulkhead seats provide plenty of knee room, but limits your ability to stretch out your legs. The first row of economy (row 12) have bassinet holders at both the window and middle sections.

The emergency exit window seats on some aircraft can have restricted legroom due to the protruding slide. That's not much of an issue on the 787-9. However, there isn't much of a view from these seats either.

At each of the bulkhead and emergency exit row seats, the in-flight entertainment screens are on retractable arms and must be stored for taxi, takeoff and landing.

The standard Main Cabin Extra seats are installed with 35 inches of pitch but are otherwise identical to standard economy seats. There are no additional service elements either. However, American Airlines is planning to add free beer, wine and liquor for these seats on all routes soon.

AA's 787-9 has 200 standard economy "Main Cabin" seats. These seats are installed with 31 inches of pitch. As is now the de facto standard on Boeing 787 Dreamliner aircraft, the economy cabin is arranged with 3-3-3 seating. (Only a few airlines opted for the Boeing-recommended 2-4-2 seating ). This arrangement necessitates a rather narrow 17-inch seat.

Thankfully, there's plenty of overhead space. So, you shouldn't have to worry about having to gate-check your carry-on bag.

Unlike other aircraft that American Airlines flies internationally, AA installs bright in-flight entertainment screens with plenty of content on its 787-9. There's also a universal power plug installed at each seat.

Unlike on some planes which narrow in the back and thus have fewer seats installed, the 787-9 has 3-3-3 seating throughout. If you get stuck in the back, the good news is that even the seats in the last row of economy can recline fully.

And if you're going to recline to sleep, these seats have an under-appreciated feature: adjustable headrests. The headrest has adjustable wings to help support your head in place while you sleep.

Overall Impression

The American Airlines 787-9 is one of the better options in the airline's international fleet. The economy seats are a bit narrow, but it's no worse than the width on AA's retrofit 10-wide 777s . And, having power and in-flight entertainment screen makes the 787 a better option than AA's internationally-operated 757s and 767s.

The premium economy section provides a solid improvement from economy, giving extra legroom, seat width and soft product elements that can justify the ~$200 each way premium for some passengers.

Up front, this is one of my favorite business class cabins in the fleet. The cabin is large — but not massive — and separated from the premium economy by a galley, giving it a more exclusive feel. Combining that with one of the best business class seats in the AA fleet, it's worth seeking out this aircraft when possible.

This article has been updated to reflect American Airlines' order of 47 new Dreamliner aircraft .

Senate panel to probe Boeing amid new safety claims over 787 Dreamliner

A Senate subcommittee will hold a hearing next Wednesday into Boeing’s safety culture as the aerospace giant grapples with new allegations that another one of its premier aircraft may not be safe to fly.

The New York Times on Tuesday reported that the Federal Aviation Administration is investigating a whistleblower's claims that the widebody 787 Dreamliner could potentially break apart because of improperly assembled parts of the plane’s main body. An engineer, Sam Salehpour, came forward with the allegations, detailed in the Times’ report, stating the plane’s fuselage parts do not all fit together because they were manufactured by different entities and are forced together under substandard procedures.

During a call Tuesday with reporters from publications including POLITICO, Salehpour said he was raising the alarm "not because I want Boeing to fail, but because I want it to succeed and prevent the crashes from happening."

Boeing has faced intense scrutiny since a January incident in which a door plug blew off mid-flight on a Boeing 737 MAX jet flown by Alaska Airlines. The company is under investigation by the Justice Department and other agencies.

Boeing said in a statement that claims made about the structural integrity of the 787 “are inaccurate and do not represent the comprehensive work Boeing has done to ensure the quality and long-term safety of the aircraft.”

The FAA declined to comment on the allegations, but said the agency “thoroughly investigates all reports.”

Debra Katz, Salehpour’s attorney and partner at Katz Banks Kumin, said Salehpour witnessed “shortcuts taken by Boeing” during the assembly process, mainly with gaps between pieces of the 787 fuselage.

Salehpour said the company “push[ed] the pieces together with force to make it appear that the gap didn't exist."

Boeing said it is confident in the safety of the Dreamliner plane.

“The issues raised have been subject to rigorous engineering examination under FAA oversight,” the company said. “This analysis has validated that these issues do not present any safety concerns and the aircraft will maintain its service life over several decades."

Salehpour called Boeing’s response “baseless” and “alarming.”

Katz said similar problems could extend to Boeing’s 777 program, which Salehpour said he witnessed after he was involuntarily transferred to that aircraft program. Boeing declined to address claims related to the 777.

Last year, Boeing said it might need to slow some of its Dreamliner deliveries because of improperly sized shimming, which is the material fitting that fills gaps on the aircraft’s surface. Attorneys on Wednesday said the issues persisted, as Salehpour witnessed, and were not rectified despite the company's claims to the contrary.

Salehpour said he has been providing information to Sen. Richard Blumenthal (D-Conn.), who is spearheading next week’s hearing of the Permanent Subcommittee on Investigations, dubbed, “Examining Boeing’s Broken Safety Culture: Firsthand Accounts.” A witness list has not been made public.

Blumenthal, alongside Sen. Ron Johnson (R-Wisc.), requested information from both the FAA and Boeing last month after receiving information from Salehpour. The subcommittee said it has also asked Boeing CEO David Calhoun for materials ahead of the hearing and requested that he testify.

Salehpour will also provide documentation and testify at the hearing, Katz said.

Salehpour — currently employed by Boeing — reported his concerns about both aircraft to Boeing officials over a three-year period “to no avail" and experienced retaliation by his direct supervisor and Boeing senior management, was threatened with termination and excluded from important meetings, Katz said.

A company spokesperson said in its statement that “retaliation is strictly prohibited at Boeing.”

"We continue to monitor these issues under established regulatory protocols and encourage all employees to speak up when issues arise,” the spokesperson said.

The latest scrutiny of Boeing, some aviation analysts say , is an extension of issues that came to light after two fatal crashes of the 737 MAX 8 involving foreign carriers five years ago. Boeing’s critics allege the aerospace giant has been unable to make headway in fixing its systemic quality control problems or tighten its manufacturing processes.

Boeing’s Dreamliner, like its 737 MAX counterpart, has not been without its setbacks. Early flight operations of the Dreamliner spurred incidents with lithium-ion batteries that were susceptible to overheating and subsequent fire on board the aircraft. The FAA grounded the 787s in 2013 until it approved a certification fix later that year.

Boeing on Tuesday added that based on the previous fuselage testing and “extensive data gathering, testing, modeling and analysis from 2020 to today,” which the FAA was looped into, the company “currently expects these issues will not change or affect the expected lifespan of the 787 fuselages.”

Katz, meanwhile, alleged that the FAA has relayed its concern — and interviewed Salehpour — because officials were unaware that the shimming issue has remained unresolved.

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Trois modèles d’avions fabriqués par Boeing visés par des enquêtes du régulateur aux Etats-Unis

L’Administration fédérale de l’aviation civile américaine, qui supervise déjà étroitement depuis janvier le 737, enquête désormais également sur le 787 Dreamliner et le 777, dont l’intégrité des structures a été remise en cause par un ingénieur de l’avionneur.

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Ce sont désormais trois des quatre modèles d’avions commerciaux fabriqués par le groupe américain Boeing qui sont officiellement visés par une enquête de l’Administration fédérale de l’aviation civile (FAA) américaine.

Le régulateur, qui a pris des mesures contraignantes pour que le constructeur remédie à des problèmes de non-conformité repérés sur la famille du 737, supervise aussi le 787 Dreamliner et le 777, dont l’intégrité des structures a été remise en cause par Sam Salehpour, un ingénieur qualité de l’avionneur. Ces révélations interviennent au moment où le groupe traverse de fortes turbulences du fait d’une succession de problèmes de production et d’exploitation de ses avions depuis plus d’un an.

Une audience est prévue au Sénat américain le 17 avril, intitulée « Examen de la culture sécuritaire brisée de Boeing : récits de témoins directs ». Il s’agira d’aborder les « défaillances de production alarmantes et dangereuses » signalées par M. Salehpour, lanceur d’alerte appelé à témoigner, ont dit les sénateurs Richard Blumenthal (Parti démocrate) et Ron Johnson (Parti républicain), dans un communiqué commun.

Des « raccourcis » dans le processus d’assemblage

Sam Salehpour, qui travaille chez Boeing depuis plus de dix ans, a accusé l’avionneur « d’avoir, de manière répétée, ignoré des inquiétudes graves concernant la sécurité et le contrôle qualité dans la construction des 787 et des 777 » , selon un courrier du 17 janvier, adressé par ses avocates au patron de la FAA, Michael Whitaker.

« Notre client a identifié d’importants points de préoccupation en matière de sécurité et a fait tout son possible pour attirer l’attention des responsables de Boeing » , développent les avocates Debra Katz et Lisa Banks, dans ce courrier rendu public après des informations publiées mardi 9 avril par le New York Times . « Nous enquêtons de manière approfondie sur tous les signalements » , a dit la FAA, sans commenter ce dossier spécifiquement, dans une déclaration transmise à l’Agence France-Presse.

Dans son alerte lancée auprès du régulateur, Sam Salehpour explique avoir constaté des « raccourcis » dans le processus d’assemblage du Dreamliner, qui ont notamment provoqué une « déformation des matériaux composites (…) , pouvant altérer les performances d’usure sur le long terme » . D’après lui, plus d’un millier de Dreamliner en service pourraient présenter ce problème situé à « deux jonctions importantes » . Selon le New York Times , cet ingénieur affirme que des tronçons du Dreamliner « sont incorrectement attachés ensemble et pourraient se dissocier les uns des autres en plein vol après avoir effectué des milliers de vols » .

Concernant le 777, il affirme que de « nouvelles procédures d’assemblage » mises en œuvre sans procéder « à la nécessaire reconception des pièces concernées ont entraîné un mauvais alignement des pièces » . Selon lui, « les ingénieurs de Boeing ont subi des pressions pour fermer les yeux » alors que cela « constitue également un grave risque sécuritaire » .

Boeing rejette les accusations

L’avionneur a dit avoir « toute confiance dans le 787 Dreamliner ». « Ces affirmations sur l’intégrité de la structure du 787 sont infondées et ne représentent pas le travail approfondi que Boeing a accompli pour assurer la qualité et la sécurité à long terme de l’appareil » , a-t-il déclaré dans un communiqué.

« Les problèmes signalés ont fait l’objet d’un examen d’ingénierie rigoureux sous surveillance de la FAA » , a poursuivi le groupe, assurant qu’ils ne présentaient « aucune inquiétude sécuritaire et [que] l’avion sera [it] opérationnel pendant plusieurs décennies » . Les livraisons du 787 Dreamliner ont été suspendues pendant presque deux ans, en 2021-2022, à cause de problèmes opérationnels.

Boeing a assuré mardi que le 787 était conçu pour 44 000 cycles de pressurisation − les plus exigeants pour le fuselage −, soit 44 000 vols, mais avoir été testé jusqu’à 165 000 cycles « sans signe de fatigue » . Le plus ancien, entré en service en 2012, cumule actuellement environ 16 500 vols, a précisé Boeing. Le constructeur maintient également sa confiance « dans la sûreté et la durabilité de la famille 777 » , et affirme que les accusations concernant ce modèle sont « inexactes ».

Fort recul des livraisons

L’avionneur est scruté depuis un incident le 5 janvier sur un 737 MAX 9 d’Alaska Airlines, livré en octobre, dont une porte-bouchon s’est détachée en vol . L’accumulation des incidents a eu raison du patron Dave Calhoun, qui va partir fin 2024 , et d’une partie des dirigeants du groupe. M. Calhoun avait été nommé pour redresser Boeing après les crashs de deux 737 MAX 8, à cause de défauts de conception, en 2018 et en 2019, qui avaient fait 346 morts.

Mardi, un Boeing 737 MAX 8 d’Air Canada reliant Mexico à Vancouver, au Canada, s’est posé dans l’Idaho, aux Etats-Unis, par mesure de précaution après l’allumage d’un voyant. L’avertissement a été identifié comme étant un indicateur de soute défectueux, a fait savoir la compagnie aérienne canadienne, sans donner plus de détails.

Dimanche, un Boeing 737-800 a été contraint de faire demi-tour aux Etats-Unis après la chute d’un capot moteur en plein décollage. Cet incident était survenu après celui qu’avait connu jeudi un autre Boeing 737 de Southwest Airlines, qui avait dû annuler son décollage «  après que l’équipage  [eut]  signalé des problèmes de moteur » , avait fait savoir la FAA dans un communiqué.

Par ailleurs, les livraisons de l’avionneur ont marqué un fort recul au premier trimestre 2024 par rapport à la même période de l’année précédente, le constructeur américain ayant ralenti ses cadences du fait des problèmes de production. Sur les trois premiers mois de l’année, Boeing a remis 83 avions à leurs propriétaires − dont 66 exemplaires du 737 MAX −, contre 130 un an plus tôt, selon des données publiées mardi.

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Boeing Whistleblower Claims Company Took Shortcuts to Make the 787 and 777

Meghna Maharishi , Skift

April 9th, 2024 at 4:48 PM EDT

A Boeing engineer alleged he saw “people jumping on pieces of the airplane” when manufacturing the 787, making it prone to defects.

Meghna Maharishi

An engineer at Boeing claimed the plane maker dismissed repeated concerns about the quality control of the 787 Dreamliner and 777, some of the most used widebodies in the airline industry. 

Sam Salehpour, who is a quality engineer at Boeing and has been an aerospace engineer for around four decades, filed a complaint with the Federal Aviation Administration about these concerns January 29. The claims were made public Tuesday and federal authorities are currently investigating them. 

Salehpour joined Boeing in 2007, originally starting out in contract roles. He is still employed by the company, Katz Banks Kumin — the law firm representing him — confirmed to Skift. 

“Voluntary reporting without fear of reprisal is a critical component in aviation safety,” the FAA said in a statement. “We strongly encourage everyone in the aviation industry to share information. We thoroughly investigate all reports.”

Salehpour’s claims are unrelated to the 737 Max 9, which is facing federal scrutiny after a door plug suddenly blew off an Alaska Airlines flight mid-air. Boeing has been under increased scrutiny from the FAA since the Alaska incident.

Gaps in the 787 Dreamliner

In a call with reporters, Salehpour said employees at the plane maker used an “unmeasured and unlimited amount of force” to close some of the gaps in the fuselage of 787s. Salehpour said on the call that there were “people jumping on pieces of the airplane” to close these gaps, making the fuselage prone to defects. 

“That’s not how you build an airplane,” Salehpour said on the call. 

Boeing “hid the problem by pushing the pieces with force to make it look like the gap didn’t exist,” Salehpour said.

Lawyers for Salehpour also said he witnessed debris drilled into the joints of around 1,000 787 planes. 

“These planes are being built improperly and will probably experience fatigue and failure far earlier in their life than airlines are being told,” said Lisa Banks, one of the lawyers representing Salehpour. 

The lifespan of a 787 should be around 50 years, or 44,000 flights, Boeing told Skift. 

In a statement Tuesday, Boeing disputed some of Salehpour’s claims and said it has worked to improve the production and quality control processes of the 787.

“This continuous improvement has resulted in higher quality and has had no impact on durability or safe longevity of the airframe. Our team’s work has included exhaustive testing and analysis to ensure that manufacturing process updates maintain the performance, full projected lifespan and strength of the airplane,” Boeing’s statement said. “The comprehensive approach used to evaluate improvements to our production process includes and encourages dissenting viewpoints. This work has been completed with full transparency and under the oversight of the FAA.” 

The 787 Dreamliner, which uses composite fuselages, rolled out in 2011 and has seen a number of production issues. The FAA halted the deliveries of 787 Dreamliners in 2021 due to issues with these gaps — Salehpour is claiming that the issues are still there. The FAA also grounded the plane in 2013 after a series of safety incidents. 

Boeing has maintained that it resolved the issues Salehpour raised, saying the aircraft has been “subject to rigorous engineering examination under FAA oversight.”

“These claims about the structural integrity of the 787 are inaccurate and do not represent the comprehensive work Boeing has done to ensure the quality and long-term safety of the aircraft,” Boeing said in a statement.  

Salehpour’s lawyers said on the call that the FAA told them it was surprised to learn the gaps in the 787 fuselages were still an issue. 

Facing Retaliation

Lawyers for Salehpour alleged that after he raised concerns he was removed from the 787 team and placed on the 777 one, where he observed that parts were not installed properly. He said engineers had to continue 777 production despite the issues. 

Boeing did not comment on Salehpour’s claims related to the 777. 

Salehpour’s lawyers also said he was excluded from meetings and excluded from travel opportunities with his team. He also faced poor performance evaluations, Salehpour’s lawyers alleged. 

His lawyers also claimed that Salehpour had been “threatened with physical violence” and “continues to face threats.” 

Salehpour is set to testify about these claims to the Senate April 17. His lawyers said all the documentation related to Salehpour’s claims will be made public at the hearing. 

Boeing did not immediately respond to a request for comment on the claim that Salehpour was threatened with physical violence.

Boeing shares fell by around 2% after Salehpour’s allegations became public.  

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Tags: as 1282 , Boeing , Boeing 787 , Boeing CEO Dave Calhoun , congress