Boeing Interiors............

The 787 will seat 240 in two-class domestic configuration, with a 46-in (116.8 cm) pitch for first class and a 34-in (86.4 cm) pitch for coach class. 

296 passengers can be seated in a high-density 3+2+3 coach arrangement with 36-in (91.4 cm) Business and 32-in (81.3 cm) Coach pitch.

Up to 234 passengers may be seated in a three-class setup that uses 61-in (154.9 cm) pitch in First Class (2+2+2 or 1+2+1), 39-in (99 cm) pitch for Business (2+3+2 or 2+2+2) and 32-in (81.3 cm) for Coach (2+4+2). 

Cabin interior width is approximately 18 feet (547 cm) at armrest, and was increased by 1 inch (2.5 cm) over what was originally planned.

The 787's interior cabin width is a full 15 in (38 cm) greater than that of the Airbus A330 and A340, but 5 in (13 cm) narrower than the proposed A350-800 XWB. 

For economy class in 2+4+2 or 3+2+3 arrangements, seat-bottom widths will be 18.5 in (47 cm), comparable to that found on the Boeing 777. For 3+3+3 seating, the seat widths would be approximately 17.2 in (43.7 cm), the same as those found on the Boeing 737. 

The vast majority of airlines are expected to select the 3+3+3 configuration on the 787.

The cabin windows are larger than others currently on in-service civil air transport (27 cm by 47 cm), with a higher eye level, so passengers can see the horizon, with Electrochromism-based ";auto-dimming" to reduce cabin glare and maintain transparency. 

The Dreamliner cabin is equipped with LED lighting and electronic window shades. 

These are to be supplied by PPG. Light-emitting diode (LED) cabin lighting (three colour) will be used instead of fluorescent tubes, allowing the aircraft to be entirely 'bulbless' and have 128 colour combinations.

A version of Ethernet—Avionics Full-Duplex Switched Ethernet (AFDX) / ARINC 664—will be used to transmit data between the flight deck and aircraft systems. 

The flight deck features LCD multi-function displays, all of which will use an industry standard GUI widget toolkit (Cockpit Display System Interfaces to User Systems / ARINC 661). 

The Lockheed Martin Orion spacecraft will use a glass cockpit derived from Rockwell Collins's 787 flight deck.

Like other Boeing airliners, the 787 will use a yoke instead of a sidestick. The internal pressure will be increased to the equivalent of 6000 feet (1800m) altitude instead of the 8000 feet (2400m) on conventional aircraft. 

According to Boeing, in a joint study with Oklahoma State University, this will significantly improve passenger comfort. 

Higher humidity in the passenger cabin is possible because of the use of composites (which do not corrode). Cabin air is provided by electrically driven compressors using no engine bleed air. 

An advanced cabin air-conditioning system provides better air quality: Ozone is removed from outside air; HEPA filters remove bacteria, viruses and fungi; and a gaseous filtration system removes odours, irritants and gaseous contaminants.

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Boeing Assembly........

The final assembly for the Boeing 787 will take place at Boeing plant in Everett, Washington. The plant will employ a mere 800 to 1,200 staff who will be responsible for the final assembly of the major components of the aircraft. As with the Boeing 737, the 787 will have the construction of it’s major components contracted out the manufacturers around the globe.

Boeing manufactures the 787's tail fin at its plant in Frederickson, Washington, the ailerons and flaps at Boeing Australia, and fairings at Boeing Canada Technology. For its entire history, Boeing has guarded its techniques for designing and mass producing commercial jetliner wings. For economic reasons, the wings are manufactured by Japanese companies in Nagoya such as Mitsubishi Heavy Industries; the horizontal stabilisers are manufactured by Alenia Aeronautica in Italy; and the fuselage sections by Vought in Charleston, South Carolina, (USA), Alenia in Italy, Kawasaki Heavy Industries in Japan and Spirit AeroSystems, in Wichita, Kansas, (USA).

The passenger doors are made by Latecoere (France), and the cargo doors, access doors, and crew escape door are made by Saab (Sweden). Japanese industrial participation is very important to the project, with a 35% work share, and many of the subcontractors supported and funded by the Japanese government. On April 26, 2006, Japanese manufacturer Toray Industries and Boeing announced a production agreement involving $6 billion worth of carbon fibre. The deal is an extension of a contract signed in 2004 between the two companies and eases some concerns that Boeing might have difficulty maintaining its production goals for the 787.

On February 6, 2008, TAL Manufacturing Solutions Limited, a subsidiary of the Tata Group (India) announced a deal to deliver floor beams for the 787 from their factory at Mihan, near Nagpur, India to assembly plants in Italy, Japan and the United States.

Messier-Dowty (France) builds the landing gear and Thales supplies the integrated standby flight display and electrical power conversion system. Honeywell and Rockwell-Collins provide flight control, guidance, and other avionics systems, including standard dual head up guidance systems. Future integration of forward-looking infrared is being considered by Flight Dynamics allowing improved visibility using thermal sensing as part of the HUD system, allowing pilots to "see" through the clouds.

Connecticut (USA)-based Hamilton Sundstrand provides power distribution and management systems for the aircraft, including manufacture and production of Generator Control Units (GCUs) as well as integration of power transfer systems that can move power from the Auxiliary Power Unit (APU) and the main engines to the necessary parts and machinery of the aircraft. Cold weather test of the APU took place in Alaska.

Whilst the 737 fuselage barrels are transported by rail from Wichita to Renton, the 787 will be transported aboard converted 747 freighters call Dreamlifters which have had their fuselages widened.

On January 12, 2007, first major assemblies, forward fuselage, centre wing, and centre wheel well built by FHI and KHI were shipped on 747-400 LCF from Nagoya, Japan. They were delivered to Global Aeronautica in Charleston, South Carolina, on January 15.

On May 8, 2007, Vought rolled out completed rear Sections 47 and 48 from its factory in Charleston, SC. The sections were flown via the Dreamlifter to Everett, arriving on May 11 along with the all-composite forward section (section 41) manufactured by Spirit AeroSystems.

Mitsubishi Heavy Industries Ltd. shipped the first 787 carbon-fiber wings from its factory in Nagoya to Boeing's main assembly plant in Everett on May 15, 2007.

The Dreamlifter delivered the final major assembly, the integrated midbody fuselage, to Everett on May 16.

Final assembly began on May 21 in Everett, Washington. Rolls-Royce shipped the first pair of Trent 1000 engines from their Derby, UK facilities on schedule on June 7 for installation on the Boeing 787. On June 26, 2007 LN1/ZA001 had finished major assembly and was towed to the paint hangar in the early morning.

Boeing started construction of a second 787. This one will be used for static testing and will not be flown. It will not be built with engines or horizontal stabilizers. Also, Boeing has stated reluctance in breaking the composite wing during the test, which would require an expensive cleanup afterwards.

An important milestone in the launch of the 787 was the certification of the Rolls Royce Trent 1000 engine on August 7, 2007, by both European and US regulators. The engine has seven variants and is the first engine to be certified for use on the aircraft.

On August 20, 2007, Hamilton Sundstrand stated that it had delivered its first two cabin air conditioning packs to Boeing for the initial flight-test of the 787 Dreamliner.

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