Air Canada is the flag carrier of Canada and the largest carrier in the country. Since the turn of the millennium, Air Canada’s once-dominant market share has declined, as low-cost carriers have risen. Even so, Air Canada remains the dominant carrier in Canada and possesses almost all of the country’s widebody aircraft.
The three-day August 2025 Air Canada strike is over, flight attendants have gone back to work, and the airline’s aircraft are flying again. But why were Air Canada flight attendants striking, and what’s next for the airline? Here is what to know about the Air Canada strike and what flight attendants can expect.
Air Canada Strike And Resumption Of Flights
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The Air Canada and Air Canada Rouge strike has come to an end after the airline and the union representing the airline’s flight attendants came to a tentative agreement. This put an end to the days-long strike that resulted in the cancellation of thousands of flights and left hundreds of thousands of passengers unable to fly. Over 700 flights had been canceled a day due to the strike between Air Canada and Air Canada Rouge.
Hugh Pouliot, spokesman for the Canadian Union for Public Employees (CUPE), stated, “Flight attendants at Air Canada and Air Canada Rouge have reached a tentative agreement, achieving transformational change for our industry after a historic fight to affirm our Charter rights. Unpaid work is over. We have reclaimed our voice and our power.” The CUPE represented some 10,000 striking flight attendants.
The Canadian Industrial Relations Board (CIRB) had declared the strike illegal. Those who went against the CIRB could have been found in contempt of court, which could have led to fines or jail time if the government had sought court enforcement. Even so, flight attendants stood on the picket line. According to Reuters, Hugh Pouliot had previously even said he preferred to risk jail time than allow flight attendants to be forced back to work by the federal government.
Air Canada’s Public Offer
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It’s unclear exactly what the agreement between Air Canada and the union is. On its website, CUPE simply states, “Flight attendants at Air Canada and Air Canada Rouge have reached a tentative agreement, achieving transformational change for our industry after a historic fight to affirm our Charter rights.” However, it is clear that the flight attendants are getting a significant increase in wages.
A news release by Air Canada on August 14, titled “Air Canada Provides Clarity on its Offer to CUPE,” provides some clues. The airline offered a 38% increase in total compensation over four years. This would include a new provision for ground pay; hourly rates would go as high as CAD 94 (USD 67) per hour in the first year, and hourly pay would increase 12-16% in the first year. Air Canada said by 2027, a senior flight attendant would earn CAD 87,000 (USD 63,000) annually on average.
2025 Air Canada flight attendants strike
Affected airlines
Air Canada, Air Canada Rouge (not JAZZ or PAL Airlines)
Number of striking flight attendants
10,517
Dates
August 16-19, 2025
Duration
3 days
Aims
Increased flight attendant pay, compensation for unpaid work
The top 20% of flight attendants would earn CAD 90,000 (USD 65,000) or more a year. Other benefits would include improvements to health benefits and pension plans, increased paid vacation, measures to improve work-life balance, and more. Air Canada claims it is the only Canadian airline to offer flight attendants access to a pension with a defined benefit component and that they would earn up to CAD 17 (USD 12) more per hour than those working for the largest domestic competitor (WestJet).
Flight Attendants’ Pay With Air Canada
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According to Air Canada’s website, Air Canada and Air Canada Rouge employ around 10,400 flight attendants who are represented by the CUPE. It is difficult to compare flight attendants’ pay from different airlines and different countries. Not only do cabin crew earn in different currencies, but compensation is also complicated. The following is per Air Canada’s website before the new negotiated pay.
A flight attendant’s compensation is made up of base pay, incentive awards, a defined pension plan, health benefits, sick days, vacation pay, and discounted leisure travel for not only themselves, but also their families and friends. A flight attendant who was hired in 2015 on a starting wage of CAD 25.13 (USD 18) per hour would be earning CAD 63.07 (USD 46) per hour in 2025. Service directors are paid CAD $73.03 (USD 53) per hour on narrowbody aircraft and CAD 87.01 (USD 63) per hour on widebody aircraft in 2025.
Hourly rate for Air Canada cabin crew (per Air Canada) with five years of service
Rouge flight attendant
CAD 41.39 (USD 30)
Mainline flight attendant
CAD 63.07 (USD 46)
Service director
Up to CAD 87.01 (USD 63)
With Rouge flights, flight attendants are paid CAD41.39 with five years of service. According to Air Canada, a service director working for Air Canada earned an average of CAD 80,000 (USD 58,000) in 2024, excluding incentive rewards and Health and Pension benefits. The airline also says that half of Air Canada’s mainline flight attendants earned over CAD 54,000 (USD 39,000) in 2024, excluding the aforementioned rewards and benefits. The highest-paid flight attendants earned in excess of CAD 70,000 (USD 50,600). For reference, the average US flight attendant earns USD 67,800 to USD 86,400 per year.
Canada Offers Much Cheaper Fares Than The US
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Canadian airfares are also typically much cheaper than their counterparts in the United States. The average US domestic airfare is around USD 397 in 2025. In the EU and UK, many competing low-cost carriers, shorter distances, and dense populations help reduce the average airfare to around USD 105.
The US Bureau of Transportation Statistics provides estimates for the average domestic fares from major airports. From Los Angeles, the average fare is USD 408, and USD 417 from NY-JFK. From NY-LaGuardia, the average fare is USD 337. Orlando is notable for being a large airport with comparatively low-cost airfares at USD 294.
Country/region
Estimated 2025 average domestic/regional European airfares (USD)
Air Canada has a mainline fleet of 216 aircraft, while its low-cost Air Canada Rouge subsidiary has a fleet of 37 aircraft. Air Canada Rouge’s fleet is now completely made up of Airbus A320 family narrowbody aircraft. Air Canada’s narrowbody fleet is composed of Airbus and Boeing narrowbody aircraft with 37 A220s, 39 Airbus A320 family, and 47 Boeing 737 aircraft.
Air Canada is the only Canadian airline to have purchased the Canadian-built (formerly Bombardier CSeries) A220 airliner. Its widebody fleet consists of eight remaining aging Boeing 767s, 25 Boeing 777s, and 40 Boeing 787s (inc. eight 787-8s and 32 787-9s). It has another 18 Boeing 787-10s on order.
Overall, the flight attendants’ strikes are not likely to impact Air Canada much. When it comes to long-haul flights, Air Canada dominates with a fleet of 73 widebody aircraft, while WestJet only has a fleet of seven Dreamliners. The pay rise for flight attendants should make the airline more attractive to people to work for, although it’s unclear how much it will impact the airline’s fares.
WestJet is Air Canada’s primary competition and already generally offers lower airfares on average. WestJet is a low-cost airline that is sometimes described as having the lowest-priced flights in Canada. This makes it appealing to budget-conscious travelers, while Air Canada is a full-service national airline offering a higher standard of service, but also at a premium.
While Air Canada is the flag carrier of Canada, it is not publicly owned, although the Government of Canada does have an approximately 6.4% share in the airline as a result of a pandemic bailout. Air Canada was previously owned by the government, but became fully privatized in 1989. The airline’s shares are publicly traded. While the private equity firm, Onex Corp, has a 75% share of WestJet, a group of international airlines that includes Delta Air Lines is acquiring the remaining 25% share.
The Boeing 787 Dreamliner (specifically the Boeing 787-9 variant) is currently the most popular widebody aircraft on the market. It was built to replace the Boeing 767, complement the Boeing 777, and compete with the Airbus A330 (now A330neo) and the A350 that entered service four years after the Dreamliner. It also helped to doom the Airbus A380 as well as the Boeing 747-8i.
Even though Boeing slashed production of the 787 during the pandemic by shutting the assembly line in Seattle, it is currently being delivered in higher numbers than other widebody aircraft. Boeing is also working to expand its production in North Charleston, South Carolina, and ramp up production. Here is what to know about the Boeing 787’s deliveries in 2025 and beyond.
The Number Of Boeing 787s Delivered By Mid-2025
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As of mid-2025, Boeing’s records show it has a total unfulfilled backlog of 993 Boeing 787s on order from a total of 2,199 firm orders. This has made the Boeing 787 the best-selling widebody aircraft in history. But while Boeing wins that accolade, Airbus’ A320 family is the best-selling commercial jet in history and is becoming the most delivered commercial jet.
When it comes to deliveries, Boeing has delivered 399 of its 787-8 variant Dreamliners, 681 of its mid-sized 787-9s, and 126 of the 787-10s. That is a total of 1,206 Boeing 787s delivered since the first example entered service in 2011. While the rival Airbus A350, which entered service in 2015, has proven to be a popular aircraft, the Dreamliner has continued to outperform it in both orders and deliveries. A total of 1,428 A350s have been ordered, of which 669 have been delivered.
Orders for the Dreamliner continue to roll in, and in 2025, Boeing has amassed a total of 243 new orders for its Dreamliners. These are thanks in large part to Qatar Airways, which ordered 120 new 787s, while British Airways and Korean Air have also placed substantial orders. All orders have been for its 787-9 and 787-10 variants, and none are for the 787-8.
Boeing’s Past Dreamliner Delivery Rate
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Before the pandemic, the Boeing 787 was delivered in much larger numbers. Boeing was building them in both Everett in Seattle, and in North Charleston. In 2019, the last “normal” production year for the Dreamliner, Boeing delivered a total of 158 aircraft. In 2020, that dropped to just 53 and to only 14 examples in 2021. In the pandemic, Boeing shut down its Seattle assembly line for the 787.
In 2022, deliveries recovered somewhat to 31 examples and grew to around half the prepandemic rate of 73 in 2023. 2024 was another bad year for Boeing deliveries, with its total deliveries falling back to just 348 commercial aircraft (Airbus delivered 766 that year). In 2024, Boeing delivered 51 Dreamliners, although it has delivered 45 by mid-year 2025.
Boeing 787 Dreamliner deliveries by year since 2019 (per Boeing)
2019
158
2024
51
2020
53
2025 (mid-year)
45
2021
14
2025 (estimated)
75-80
2022
31
Planned end of 2025 rate
84 (seven per month)
2023
73
Total delivered (mid-2025)
1,206
While 2019 was the last “normal” production year for the Dreamliner, 2018 was the last “normal” year for Boeing’s commercial aircraft overall. In 2019, the second Boeing 737 MAX crashed, and Boeing’s deliveries have not recovered since. From 2015-2017, Boeing delivered between 748 and 763 aircraft, rising to 806 in 2018. Since then, the most it has delivered was in 2023, when it shipped 528 aircraft.
At the start of 2025, Boeing projected deliveries of 75 to 80 Dreamliners in 2025. That number includes both new-build jets and those currently in inventory that it has been unable to deliver. At the start of 2025, Boeing had an estimated 25 Boeing 787s built in previous years but stored before delivery. If those jets are delivered, then Boeing’s 2025 production would be 50-55 new aircraft.
787 orders and deliveries per Boeing mid-2025
Boeing 787-8
Boeing 787-9
Boeing 787-10
Total
Total number ordered (per Boeing, may include orders later canceled)
In 2019, Boeing was delivering the Dreamliner at a rate of 14 per month; by the start of 2025, that was just five per month, with plans to increase it to seven per month. Even so, that is only half of the pre-pandemic levels. Part of the issue is that Boeing is trying to restore its world-class quality control to its aircraft to ensure things like the Boeing 737 MAX crashes and the Alaska Airlines door plug blowout don’t happen again.
Leeham News says that when the expansion is finished in 2028, Boeing will have the capacity to reach a rate of 16 per month. If Boeing could deliver the aircraft at a rate of 16 per month, that would translate to 192 aircraft a year.
Story Of The Boeing 787-8
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The Boeing 787-8 was the first to debut, and it attracted a large percentage of the orders. However, the 787-9 hit the market in 2014, and since then it has attracted more orders, with new orders for the Boeing 787-8 drying up over time. Boeing only has 28 orders for the 787-8 remaining on its order book, over half (15) of which are for Emirates.
Since 2020, Boeing has only recorded eight new orders for the 787-8 variant. This suggests that the Boeing 787-8 may soon go out of production. Increased Dreamliner production means more 787-9s and 787-10s and not 787-8s. One of the reasons why the 787-9 is more popular is that the wings are better optimized for that variant than the 787-8 or 787-10.
Boeing 787-8
Boeing 787-9
Boeing 787-10
Range
7,305 nautical miles
7,565 nautical miles
6,330 nautical miles
Typical 3-class seating
248
296
336
Length
186 feet
206 feet
224 feet
The 787-9 is the longest ranged variant with a range of 7,565 nautical miles, compared with the 787-8’s 7,305 nautical mile range and the 787-10’s reduced 6,330 nautical mile range. The 787-8 is being outcompeted by both the 787-9 and the cheaper-to-operate but still large and long-range Airbus A321XLR. The A321XLR comes with a range of 4,700 nautical miles.
Boeing 787 Dreamliner Production To Recover By 2028
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After a decade-long dip in production due to the pandemic and lingering concerns with Boeing’s quality controls, the Dreamliner appears set to meet and even exceed its previous delivery rates around 2028. In 2025, the Dreamliner’s deliveries will remain around half that of pre-pandemic numbers but above that of 2024.
The 2025 final delivery rate will hinge to some degree on when Boeing can move the already-built Lufthansa Dreamliners and any others it has lying around. The future appears bright for the Dreamliner (except the 787-8) with large numbers of orders continuing to be placed and Boeing looking to restore its previously high levels of production. One of the major areas of uncertainty for the Dreamliner and Boeing aircraft in general is the ongoing trade war.
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The Airbus A330-800neo is one of two variants in the Airbus A330neo family, with the other being the A330-900neo. The A330neo is an upgrade over the original A330 variants, with new engines, updated wingtips, interior improvements, and software upgrades. The A330-900, directly succeeding the A330-300, has proven effective and has even found love in the United Statesat Delta Air Lines. Contrastingly, the A330-800 has been shunned in the US.
In some ways, you can consider the start of the A330neo to be the original A350 program. To compete against the Boeing 787, Airbus took the A330 family and added new engines along with a carbon-composite wing and a new cockpit. Airlines largely rejected the concept, prompting Airbus to create a clean-sheet aircraft, the A350 XWB, and move up in size. The A330neo was developed in the 2010s to slot underneath the A350 in price and capability.
The Airlines That Don’t Want The Airbus A330-800
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The A330-800 is Airbus’s smallest widebody, and given that the US is home to more Boeing 767s (a similarly-sized twinjet) than any other nation in the world, you’d expect the European manufacturer to make significant efforts to sell this jet here. However, Airbus hasn’t sold a single A330-800to a US airline. This is especially surprising considering that the prior A330-200 has been reasonably successful in the country, being operated by Delta, Hawaiian, and, previously, American Airlines.
United Airlines currently flies 53 aging Boeing 767s, but has committed to the 787 to replace these planes. Hawaiian Airlines, a current A330-200 operator, ordered Boeing 787-9s to replace its Airbus widebodies, although these planes are now slated to remain in service while the Dreamliners get transferred to Alaska Airlines. For American Airlines, meanwhile, its 767 and A330 fleets were fully retired during the COVID-19 pandemic, with the 787 serving as their replacement.
Only four airlines in the US operate passenger widebodies in scheduled service, and by and large, they have opted for the similarly sized Boeing 787. This is despite the fact that these planes are replacing the Boeing 767 or Airbus A330, which are optimized for medium-haul routes, similar to the Airbus A330neo. Notably, Hawaiian Airlines formerly held orders for six Airbus A330-800s, but cancelled them in favor of the Dreamliners.
Why Delta Air Lines Isn’t Buying Them
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Delta Air Lines is the largest operator of the Airbus A330-900 in the world and the largest operator of the A330 series as a whole. It operates 11 A330-200s, 31 A330-300s, and 37 A330-900s with two more on order, but has never ordered the A330-800, and has not announced plans to obtain more A330neos. What’s surprising is that the A330-900s were slated to partially replace the Boeing 767-300ER fleet, an aircraft significantly smaller than the A330-900.
You’d expect Delta to replace these aircraft with the A330-800, given that it would be far closer in size to the 767. However, going with the larger A330-900 instead was a conscious choice. Delta is looking to upgauge its entire network, replacing A320s and 737s with A321neos and 737 MAX 10s, while 767s are to be replaced with larger widebodies. Delta is looking to lower per-seat economics, and larger aircraft variants are cheaper to operate per-seat than smaller variants.
Aircraft Types In Service With Delta
Aircraft Types On Order By Delta
Airbus A220-100
Airbus A220-300
Airbus A220-300
Airbus A321neo
Airbus A319-100
Airbus A330-900
Airbus A320-200
Airbus A350-900
Airbus A321-200
Airbus A350-1000
Airbus A321neo
Boeing 737 MAX 10
Airbus A330-200
Airbus A330-300
Airbus A330-900
Airbus A350-900
Boeing 717-200
Boeing 737-800
Boeing 737-900ER
Boeing 757-200
Boeing 757-300
Boeing 767-300ER
Boeing 767-400ER
Delta only has two A330-900s left on order. It’s expected that at least part of its remaining A350 order will displace existing A330-900s that can replace the remaining 767-300ERs, which would again be a system-wide upgauge. Meanwhile, it’s been heavily speculated that the Atlanta-based carrier is looking to order Boeing 787-10s. With a possible delivery date in the early 2030s, these could replace older A330s and the Boeing 767-400ER, while also being a significant upgauge over both types.
Why The Airbus A330-800 Is Not Selling
Photo: Markus Mainka I Shutterstock
In the US, Delta is looking to upgauge its entire network, while other carriers are focusing on the Boeing 787. However, the A330-800 has also sold poorly around the world, with only eight total orders, while the A330-900 has received nearly 440. Seven have already been delivered: four to Kuwait Airways, two to Uganda Airlines, and one to Air Greenland. One more example is reported to have been ordered in an executive configuration.
The A330-800 is a direct replacement for the Airbus A330-200, which, in Delta’s premium-heavy configuration, seats 223 passengers. At the other end of the spectrum, Hawaiian’s leisure-focused A330-200s seat 278. With the new winglets and more efficient Rolls-Royce Trent 7000, the A330-800 now has a range of 8,100 NM (15,000 km) at a Maximum Takeoff Weight of 251 tonnes, and this is the issue.
The A330-200 that the A330-800 is based on was developed as a shrink of the original A330-300 (replaced by the A330-900). As such, the A330-200/800 is more expensive to operate per-seat than its larger counterparts. In the past, the A330-200 sold due to its additional range, but as the A330-300 grew more capable, sales for the A330-200 dried up. With the A330-900 now having up to 7,350 NM (13,600 km) of range, almost no airline is willing to sacrifice economics for the extra miles.
The Decline Of Short-Fuselage Variants
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In airliner design, manufacturers typically create the base design (Airbus A320, Boeing 757-200, Airbus A330-300, Boeing 777-200), then they will either shrink the fuselage (Airbus A319, Airbus A330-200) or stretch the fuselage (Boeing 757-300, Boeing 777-300). Shrinking typically results in a more capable plane with higher per-seat costs, while a stretched variant boasts the best per-seat costs but also has less range.
Manufacturers don’t always develop their aircraft in this manner (both Airbus A350 variants are optimized for their size), but this is typically how commercial aircraft are designed. This approach generally proved successful, as the A330-200 made up 46% of passenger A330ceo sales, while the A319, A320, and A321 were all popular. For first-generation A320 variants, only the A318 was a sales flop, with this variant being a shrink of a shrink.
Today, however, the A330-800 is far from the only reengined shrink that’s been unpopular. The A319neo has only received 57 orders, while slightly over 300 orders have been received for the Boeing 737 MAX 7. The 777-8’s development has been paused, and even sales for the Boeing 787-8 have slowed down dramatically. As the larger version of an airliner becomes more capable, such as during a re-engine program, demand for the shrink disappears.
Why Airbus Doesn’t Care About Selling A330-800s
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From a manufacturer’s position, a shrink allows you to capture a broader segment of the market by addressing the shortcomings of the original model. However, such jets are priced lower than a larger model, but cost practically the same to produce, thereby generating lower profit margins. Manufacturers prefer to sell larger variants whenever possible, as they generate the highest profits.
When significant demand exists for a smaller aircraft that is more capable, manufacturers will price it competitively. The sale price is a significant component in whether an airliner wins an order, and, as such, selling an A330-200 may have yielded lower profits than an A330-300 in the past, but this was still preferable over losing an order to the Boeing 767.
With the A330-800, however, airlines aren’t lining up to buy it, and Airbus spent little on developing it. The A330-900 captures nearly all of the market, and this variant generates higher profit margins. As such, Airbus is incentivized to price the A330-900 competitively, while the A330-800 has low demand and generates lower profits, so Airbus likely budges little on pricing. This lowers demand for the A330-800 even further, but Airbus would still rather sell more A330-900s.
The Bottom Line
The Airbus A330-800 has been sold to three airlines. This is the only widebody in Air Greenland’s fleet and is used for flights to Copenhagen, directly replacing an Airbus A330-200. For Kuwait Airways and Uganda Airlines, the type serves as a small, efficient, cheap widebody that has incredible capability. Kuwait Airways also operates the A330-900, making it easier for the airline to integrate it into the fleet.
While the A330-800 has so far proven a sales dud, Airbus is not focused on the variant’s individual orderbook. Rather, Airbus aims to make money on the A330neo program as a whole, and selling more A330-900s appears to be a winning strategy for the European planemaker. As such, the A330-800 will likely go down as one of the industry’s rarest birds, similar to other reengined shrinks like the Airbus A319neo.
Air Canada
Delta Air Lines
