I'm not up to speed on how the airframe is composed ref carbon composites and fasteners on the 787 and it maybe totally different to todays aircraft.... But whenever inspections are carried out on todays aircraft post lightning strikes, there's more often than not damage to fasteners/skin on the fuselage and sometimes damage to carbon composite structure such as thrust reverser halves which normally requires them to be changed. Sometimes the belly fairing glass fibre panels have damage around fastener heads where the aluminium flash coating has been previuosly damaged.
I'm sure Boeing have done there sums and will fully test the airframe in high static/ lightning conditions but i can't help but think that no airframe bonding is 100% and hidden damage caused by static build up/ lightning strikes may cause structural failures, all be it minor, in the future.
As for composite wing structure, it would be interesting to see how the bonding is carried out between fasteners and structure and what precautions are required during manufacture and maintenace to allow correct bonding during fastener installation and replacement.
As heavy maintenance check intervals are increased and less intensive will there be more stringent checks post lghtning strikes than todays aircraft as i would imagine composite failure would tend to propogate from minor damage far quicker than aluminum alloys, specially in primary structure exposed to not only dynamic and pressurisation loads but also all kinds of contaminents from de-icing fluid to toilet sewage?