Commercial Aviation

How Many Miles Per Gallon Does A Boeing 737 MAX Get?

Published

2 weeks ago

August 16, 2025

The question of how many miles per gallon a Boeing 737 MAX achieves strikes at the heart of airline economics, environmental responsibility, and aircraft performance. Fuel costs account for roughly 30 percent of an airline’s operating budget, while carbon emissions have become a focal point for regulators and passengers alike. Understanding the Boeing 737 MAX’s fuel efficiency helps airlines optimize routes, reduce costs, and meet sustainability targets.

Before analyzing the numbers, this article will explain the metrics used to measure aircraft fuel efficiency, compare the 737 MAX to its predecessors and competitors, explore the factors that influence mpg, gather insights from industry experts, and highlight notable exceptions. By the end, you will have a clear picture of where the 737 MAX sits in today’s commercial aviation landscape and what to expect going forward.

Boeing 737 MAX 8 Fuel Efficiency: How Many Miles Per Gallon Does It Get?

On a long-range cruise, the Boeing 737 MAX 8 achieves an average fuel efficiency of about 0.676 nautical miles per gallon. Converting this to statute miles yields approximately 0.78 miles per gallon. In operational terms, with a typical cruise fuel burn of around 750 gallons per hour, the aircraft covers roughly 520 nautical miles per hour, a figure consistent with its cruising speed of about Mach 0.79 at optimal altitude. Dividing cruise speed by fuel flow produces the 0.676 nm/gal value.

For airlines, this raw efficiency figure translates directly into cost per available seat-mile (CASM) and carbon emissions per passenger-kilometer, both of which are critical metrics in fleet planning. The Boeing MAX 8’s combination of range and efficiency makes it a workhorse for medium-to-long narrowbody routes, often replacing older 737NGs or Airbus A320ceos to improve margins and meet tightening environmental regulations.

Historically, the Boeing 737 family has seen steady fuel-burn improvements through engine upgrades, aerodynamic refinements, and weight-saving measures. The 737 MAX series represents the most significant leap yet, powered by CFM International LEAP-1B high-bypass turbofan engines and featuring advanced split-tip winglets. Together, these enhancements deliver an average 14% reduction in fuel burn compared to the 737 Next Generation (NG) models.

This gain is especially important in an era of volatile fuel prices and growing sustainability commitments. Lower fuel consumption not only reduces operating costs but also cuts CO₂ emissions by several hundred kilograms per flight, depending on stage length. As a result, the 737 MAX 8 has become a cornerstone of modern narrowbody fleets worldwide, balancing capacity, range, and economics in a way that supports both profitability and environmental responsibility.

What Factors Affect The Boeing 737 MAX’s Real-World MPG?

Multiple Boeing 737 MAX and NG parked outside the company factory at Renton Airport

Several variables influence the Boeing 737 MAX’s real-world miles-per-gallon (mpg) performance. While the aircraft’s baseline efficiency is largely defined by its CFM LEAP-1B engines and aerodynamic design, operational and environmental factors can cause meaningful variation. Airlines see different results depending on payload, route type, altitude, weather, and even interior layout choices. Breaking these down:

Engine technology: The LEAP-1B features an 8.6:1 bypass ratio and a high overall pressure ratio, enabling a cleaner, cooler burn for optimal thrust-to-fuel efficiency. Advanced materials like ceramic matrix composites in the turbine section reduce weight and improve thermal tolerance.
Aircraft weight: Higher takeoff weights, whether from full passenger loads, cargo, or fuel for long stages, increase fuel consumption per mile. A 737 MAX 8 in a dense 189-seat configuration may achieve a lower per-seat fuel burn than the same aircraft with fewer, premium-heavy seats.
Flight profile: Short-haul flights typically deliver lower average mpg because a higher share of the trip is spent on climb and descent, which are less efficient phases. Long-haul segments allow the aircraft to spend more time on a fuel-efficient cruise.
Atmospheric conditions: Winds aloft can swing efficiency significantly: a strong tailwind can boost mpg by 10–12%, while persistent headwinds have the opposite effect. Temperature and air density at cruising altitude also affect engine performance.
Operational practices: Fuel savings can be achieved through procedures such as reduced auxiliary power unit (APU) use at the gate, single-engine taxiing, continuous descent approaches, and strategic flight planning to avoid adverse weather or unfavorable jet stream routes.

Factor / Condition	Typical Effect on Fuel Efficiency	Notes & References
Winglet design (split-tip)	+1–2% fuel efficiency	Drag reduction varies with mission length — ~1% on 500 nmi, ~1.8% on 3,000 nmi
Light payload	+0.5–1% per 1% weight reduction	Approximation from general aviation & transport research
Heavy payload / full cargo	−3–8%	Increased takeoff weight raises climb-phase fuel burn
Short sector (	−5–10%	Higher share of fuel-intensive climb/descent phases
Long cruise segment (>2,000 nmi)	+3–5%	More time on an efficient cruise, less proportion in climb/descent
Strong tailwind (+40 kt)	+10–12%	Reduces time en route, lowering fuel per mile
Strong headwind (−40 kt)	−10–12%	Opposite to the tailwind effect, it increases fuel per mile.
Optimized descent profile	+1–2%	Continuous descent saves fuel compared to step-down

With these factors aligned in conditions of favorable winds, light weight, long cruise segments, and optimized operations, the Boeing 737 MAX 8 can outperform its advertised efficiency. Conversely, poor conditions or inefficient scheduling can erode its advantages over older types.

For example, a MAX 8 flying a 500-mile sector with full payload in strong tailwinds might average closer to 0.82 mpg, whereas the same aircraft on a 200-mile stage in headwinds could dip to 0.70 mpg. Airlines use flight-planning software to forecast these variations and adjust schedules accordingly.

Airline And Expert Insights On The 737 MAX’s Fuel Burn Performance

Boeing officially estimates that the 737 MAX provides a 14 percent reduction in fuel burn compared to the 737-800 NG. As Boeing stated,

“Fuel consumption is reduced by 14% from the 737 NG.”

Meanwhile, Airbus claims that the A320neo family achieves 15–20 percent better fuel efficiency than the A320ceo, citing its new engine options and aerodynamic enhancements.

Industry experts recognize that each aircraft’s engines involve some trade-offs. While both deliver substantial savings, they vary in maintenance profiles, bypass ratios, and long-term costs. For example, the LEAP-1B engine on the MAX offers a higher bypass ratio (9:1 vs. 5–6:1) and lower thrust-specific fuel consumption, but as noted by MTU Aero engines , operators must consider differences in maintenance cycles and thrust characteristics between LEAP-1B, LEAP-1A, and PW1100G engines.

Real-world data from US carriers reinforces these figures. Analysis of US Department of Transportation fuel reporting shows that the MAX 8 delivers between a 15 percent and 24 percent improvement in seats-per-gallon over the 737-800, depending on an airline’s seating density and operational profile. Southwest Airlines, flying high-density configurations, confirmed a 15 percent gain, while United and American, with more premium seats, saw improvements of up to 24 percent.

These improvements translate into tangible savings. Estimates indicate that each MAX 8 in service saves airlines around 200,000 gallons of jet fuel per year compared to older 737-800s, equating to roughly 2,000 metric tons of CO₂ emissions avoided per aircraft annually (based on standard emissions factors and utilization rates).

Boeing 737 MAX 8 Vs Airbus A320neo: Fuel Economy Compared

When matched against the Airbus A320neo , its closest rival, the Boeing 737 MAX 8 performs almost identically in fuel efficiency under the same conditions. Independent operator data suggests that the LEAP-1A-powered A320neo averages around 0.682 nautical miles per gallon (≈ 0.785 statute mpg), while the MAX 8 with LEAP-1B engines comes in at 0.676 nmi/gal (≈ 0.778 statute mpg). That gap, less than 1%, is functionally negligible in real-world service, often outweighed by operational considerations.

The A321neo, being a larger, longer-range variant, can achieve better per-seat fuel efficiency on dense layouts thanks to its additional capacity. However, it is not a direct apples-to-apples competitor to the MAX 8 in size or mission profile. Let’s take a look at the pros and cons in context:

Airbus A320neo: Slightly higher bypass ratio on the LEAP-1A (≈ 11:1 vs. ≈ 8.6:1 on the MAX), potentially translating to marginally better cruise fuel burn; LEAP-1A engines have a modest edge in certain maintenance metrics.
Boeing 737 MAX 8: Retains cockpit and systems commonality with previous 737 generations, easing pilot training; benefits from Boeing’s extensive North American parts and MRO network; enjoys proven dispatch reliability in U.S. operations.
Engine flexibility: The A320neo can be equipped with either the CFM LEAP-1A or the Pratt & Whitney PW1100G geared turbofan, giving airlines the option to optimize for different maintenance and performance profiles. The MAX 8 has a single engine option (LEAP-1B) tuned for its unique airframe.

Aircraft Models And Engines	Engine	Total MPG	Seats	Passenger MPG	L/100 km/pax
Boeing 737 MAX 8	CFM LEAP-1B	0.778	178	138.28	1.70
Boeing 737 MAX 9	CFM LEAP-1B	0.757	193	146.00	1.61
Airbus A320neo	CFM LEAP-1A	0.785	186	145.91	1.61
Airbus A320neo	PW1100G	0.770	186	143.22	1.64
Boeing 737-800 NG	CFM-56-7	0.680	189	128.52	1.83

While differences are marginal on a per-gallon basis, airlines often choose based on fleet commonality, pilot training, and financing packages. The MAX’s slight fuel disadvantage versus the LEAP-1A-powered A320neo is offset by its established manufacturing base and pilot commonality with older 737 variants.

Operational Challenges And Exceptions To The 737 MAX’s MPG Figures

Boeing 737-7 MAX displaying at the Farnborough International Airshow in July 2018.

The headline mpg figures for the Boeing 737 MAX 8, and indeed any commercial jet, are based on idealized operating conditions: steady cruise at ~35,000 ft, a full but not overweight payload, and calm atmospheric conditions. In real-world airline service, operational and environmental factors can influence fuel efficiency by ±10–15% from the brochure values. Consider these scenarios:

Short domestic hops (under 300 nmi) involve more fuel-hungry climb/descent cycles, reducing average mpg.
Strong headwinds of 50 knots can drop mpg from 0.78 to around 0.72, while tailwinds can boost mpg to 0.84.
Cold-weather operations in winter may increase fuel density and slightly alter flow rates, affecting ground-measured mpg.

Pilots and dispatchers should double-check performance manuals and flight planning systems for each specific mission profile. Airport characteristics, such as high elevation or short runways, could necessitate derated takeoff thrust or extended climbs, impacting overall fuel burn.

Passengers, enthusiasts, and even some airline marketing materials can sometimes overstate the significance of a single mpg number without considering context. Readers should be cautious about directly comparing figures across fleets unless the measurement methods are identical: for example, whether the mpg is based on block time (gate-to-gate) or airborne time only, and whether auxiliary fuel use (for APU or taxi) is included.

Fuel burn per seat also depends on cabin configuration: a MAX 8 outfitted with 172 economy seats will naturally show better passenger-mpg than one with 160 seats and a larger premium cabin, even if total fuel burn is identical. When reviewing any published efficiency claims, it’s worth checking if they are fleet-wide averages, specific route case studies, or results from test flights under controlled conditions.

The Bottom Line On The Boeing 737 MAX’s Fuel Efficiency And CO₂ Savings

N932AK Alaska Airlines (Orca Livery) Boeing 737 MAX 9

In summary, the Boeing 737 MAX 8 delivers approximately 0.78 miles per gallon in typical cruise conditions, marking a 14 percent improvement over its 737 NG predecessors and standing almost level with Airbus’s A320neo family. These efficiency gains play a critical role in reducing airline operating costs and lowering carbon emissions, making the MAX a mainstay of modern single-aisle fleets.

For passengers, that translates into a lower fare component for fuel and a smaller per-flight CO₂ footprint. Frequent flyers who track carbon emissions can use these efficiency numbers to inform choices between airlines and aircraft.

Looking ahead, Boeing’s next challenges involve incremental aerodynamic upgrades, such as new flap track fairings and improved weight-saving materials, which promise further mpg improvements. Meanwhile, airlines continue to refine operations and optimize routing, to extract every last drop of efficiency from the MAX series.

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Commercial Aviation

Which Widebody Aircraft Is United Airlines The Largest US Operator Of?

Published

3 hours ago

August 29, 2025

flymarshall350

Conversations about widebody aircraft are currently dominated by the astonishingly impressive advances offered by next-generation jets like the Boeing 787 Dreamliner, 777X, and the Airbus A350. However, airlines like United continue to fly older widebody aircraft while this transition is ongoing. This leads to some quirky and aging aircraft remaining of vital importance for some carriers.

As a result, United now dominates one old widebody variant. Just two other airlines use this aircraft, but none to the same extent as United Airlines. Furthermore, neither of these two airlines is US-based, and they are incredibly unlikely to fly this jet into the United States.

The Widebody Aircraft That United Dominates Ownership Of

: A United Airlines Boeing 777-200 departing Los Angeles International Airport for Honolulu on April 19, 2021.

The widebody aircraft in question is the 777-200, the shortest low-range version of the Boeing 777. Ch-aviation data procured by Simple Flying reveals that the airline has 17 777-200s in active service. This accounts for the vast majority of the 20 777-200s still flying in the commercial aviation sector.

These jets are old. The youngest is N215UA, a jet that is 24.62 years old. Meanwhile, the carrier has four 777-200s that are over 30 years old (although none that are 31 years old). These are N774UA, N771UA, N773UA and N772UA. The majority of their other 777-200s are between 25 and 30 years old.

The first 777-200 delivered to United Airlines was N777UA. This jet had the honor of flying the first 777 commercial flight a month after its delivery in May 1995, traveling from Heathrow Airport to Washington-Dulles. Aerolopa data reveals that the aircraft was received in a 292-seat three-class layout. This layout included 12 seats in First Class, 49 in “Connoisseur Class”, and 231 in Economy Class. The latter utilized a 2-5-2 layout, the standard for 1990s economy-class widebody aircraft.

Boeing 777-200 Overview

Boeing orders its 777 variants according to fuselage length and range. As such, the 777-200 is the shortest variant and has a lower range than the 777-200ER and 777-200LR. Many consider the 777-200 to be the jet’s first generation, with the second being the -200LR, -300ER and 777F, and the 777X set to be the third generation. This jet made its maiden flight in June 1994, with the first example delivered to United Airlines a year later. Boeing built this variant with US domestic use in mind, although it was later picked up by British Airways and multiple Asian carriers. In total, nine customers purchased a total of 88 777-200s, and the jet primarily competed against the Airbus A330-300. This total had dropped to 55 in active service by 2018.

The table below features essential specifications for the Boeing 777-200 according to Skybrary collected data:

Wingspan	60.9 m
Powerplant	2 x PW 4077 (342.5 kN) or 2 x GE90-77B (342.5 kN) or 2 x RR Trent 877 (338.1 kN)
Cruising speed	Mach 0.84
Range	5,240 nautical miles
Length	63.7 m
Three-class seating capacity	305
Maximum takeoff weight	545,000 lb (247,200 kg)
Ceiling	43,100 ft (13,100 m)

In 2019, Boeing committed to a permanent shift away from the 777-200. The manufacturer opted to remove the variant from its price listing for 777 variants. During its over two decades on the market, the jet was substantially less successful than the 777-200ER, which had a range of 7,065 nautical miles. First delivered to British Airways in 1997, the jet was eventually received by 33 customers, resulting in a total of 422 deliveries. As such, a much greater quantity has remained in service (338 in 2018). During its service, the jet went through four liveries.

How Does United Airlines Use Its 777-200s

United Airlines Boeing 777-200ER on final approach at Washington Dulles International Airport, Virginia

While United purchased its 777-200s with intercontinental routes in mind, these aircraft now rarely leave the United States. The entire 777-200 fleet operates with a high-density configuration, capable of carrying 364 passengers. The configuration features 28 United First seats, arranged in a 2-4-2 configuration with lie-flat bed seats. Next is Economy Plus, which features 102 seats and an extra inch of legroom compared to the 234 economy class seats.

Controversially, this cabin layout only has personal entertainment screens in United First. Other passengers are expected to bring their own personal devices or other forms of in-flight entertainment. Fortunately, the carrier primarily uses the 777-200 for high-capacity, short-haul routes. Included are destinations with a large number of leisure travelers, such as Cancun.

Among the countless passengers who have flown on United Airlines’ 777-200s during their three decades of service is Simple Flying’s flight reviewer, Joe Kunzler. They described the comfort passengers can expect while flying in Economy Class during their trip from San Francisco to Denver, the kind of domestic jetsetting that the 777-200 was designed for: “The seat’s comfort level was OK for a three-hour flight. I did not get an amenity kit, but I had a good view of the mighty 777 wing and a place to put my cell phone… Additionally, I appreciated that I could mold the head cushion to my head, as I can on many narrowbody jetliner seats these days.”

What Is The Future For United 777-200s?

United’s business model is often based around keeping old jets in the skies for as long as possible, reducing the astronomical costs of procuring large numbers of next-generation jets. However, many more United Airlines 777-200s are set to reach the age of 30 by 2026. Even for United, such an age puts a strain on maintenance infrastructures. The 777-200s days are surely numbered.

United has put in orders for 787 Dreamliners, alongside delayed orders for Airbus A350s. This includes 25 firm orders for A350-900s and 10 for A350-1000s. Eventually, these widebody aircraft will bring an end to United Airlines’ need to keep its aging 777-200s in the skies. In a press release from the airline, chairperson Jeff Smisek said, “We look forward to taking delivery of the A350-1000. This is a modern, fuel-efficient and advanced-technology aircraft that our customers and co-workers will enjoy flying. It will be a great addition to our fleet, and will allow us to meet demand on larger, long-haul markets in our world-leading network.”

In line with its tendency to procure older and cheaper aircraft as a stopgap, United is also considering aircraft that many consider obsolete to help it retire more 777-200s. For example, it added four 777-200ERs to its domestic fleet. This will allow the domestic flying duties currently performed by the 777-200 to be fulfilled by newer 777-200ERs, while the incoming 787s and A350s can be utilized on longer and more challenging routes.

United’s 777-200 Replacement Won’t Be The 777X

To Boeing’s frustration, United won’t use the 777X to replace its 777-200s and other retired widebody planes. That is because no US-based airline has displayed an interest in acquiring the 777X. Smaller widebody aircraft, such as the 787 and A350, have proven much more popular, primarily due to their astonishing size. The aircraft characteristics are a fundamental mismatch with the needs of the US domestic aviation market.

Another reason airlines like United are opting out of the 777X program is the decline in trust in Boeing’s ability to deliver on its promises. Ongoing delays, in part caused by the 737 MAX crisis, have meant the originally planned 2020 delivery date is now in the distant past. Catastrophic failures in testing and a workers’ strike have also reduced confidence in Boeing.

Who Else Operates The 777-200?

Data obtained from ch-aviation reveals that there are three 777-200s in the skies beyond those flown by United Airlines. All of these are years younger than United’s 777-200s. Firstly, All Nippon Airways has two 777-200s. JA713A is 20.04 years old, while JA714A is 19.77 years old. All Nippon Airways was one of the airlines that Boeing collaborated with directly in the design of the 777. It first received the aircraft in October 1995. Common routes flown by All Nippon Airways using the 777-200 include Tokyo Haneda to Sapporo and Tokyo Haneda to Fukuoka.

In recent years, All Nippon Airways has gradually reduced the number of 777-200s in its service. Notably, the airline disassembled three of its 777-200s in 2021, as reported by Simple Flying’s Jake Hardiman. This process included disassembling the airframes and salvaging their auxiliary power units. Other All Nippon Airways 777-200s have found quirky uses. For example, in 2021, All Nippon Airways’ 777-200 at Tokyo Haneda was reconfigured as a stationary restaurant, offering business-class and first-class meal services at astonishingly high price points.

The final 777-200 still in service that we haven’t yet mentioned is 5N-BBN, flown by the Nigerian carrier Max Air. This was the first 777-200 acquired by the airline after a deal made in 2023. The aircraft is a rare example of a plane that escaped the notorious Pinal Airpark boneyard and returned to active service. Previously, the aircraft had been operated by Japan Airlines. “Buckle up for extraordinary journeys ahead!” wrote the airline on X. The airline has since used the aircraft to boost capacity on its most popular routes.

IATA Code: UA
ICAO Code: UAL
Year Founded: 1931

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Commercial Aviation

TAT Technologies Raises $46M To Fuel Expansion

Published

3 hours ago

August 29, 2025

flymarshall350

TAT Technologies has engineered a remarkable transformation, evolving from an established but previously dispersed and relatively unknown company into a rapidly growing powerhouse that dominates its core fields of activity. Riding the momentum of three consecutive years of double-digit revenue and profit growth and armed with a robust backlog and long-term agreements exceeding $524 million, the company secured $46 million in equity funding in June 2025, accelerating the company into its next phase of strategic expansion across aviation, aerospace, and defense markets.

The funding, predominantly backed by U.S.-based institutional investors, positions TAT as a formidable new force in the American market, with strong access to the aviation Original Equipment Manufacturers (OEM) supply chain, Maintenance, Repair Overhaul (MRO) services, and the financial community.

From Domestic Defense Origins to Global Leadership

Founded in the 1970s as an Original Equipment Manufacturer for defense aviation, the company has evolved from a niche supplier to a dominant manufacturer and service provider in global aviation maintenance, repair, and overhaul (MRO). This transformation accelerated through strategic acquisitions in the early 2000s that opened doors to the civil aviation sector, enabling the company to expand its expertise in Thermal systems and components to include support and maintenance of auxiliary power units (APUs) and landing gear components.

The COVID-19 pandemic became a defining period that demonstrated the company’s resilience and strategic agility. While the aviation supply chain faced unprecedented challenges, TAT executed a strategic pivot by signing agreements for maintenance services and supply chains with leading aerospace OEMs, like Honeywell. As the industry navigated the pandemic’s impact, the company obtained certification for Honeywell APUs and acquired a fleet of APUs from the manufacturer. This agreement solidified TAT’s position as a trusted MRO partner and unlocked access to a serviceable market of approximately 22,000 aircraft, representing an annual addressable market size of around $2.5 billion.

Strategic Portfolio Optimization

Concurrent with these growth initiatives, the company streamlined its operations by discontinuing low-volume legacy items and consolidating its Israeli manufacturing footprint into modern facilities, alongside its two facilities in the U.S. This strategic rebalancing has focused resources on high-growth, high-value product lines—thermal-management systems, APUs, and landing gear—where the company now competes directly with the largest OEMs and leading independent service providers worldwide.

As TAT was streamlining its offering, it was simultaneously investing in core offerings, like its established expertise in thermal systems, to bolster its competitive advantages. TAT’s research and development department drives innovation of new thermal systems for Next Gen aircraft, such as Electric Take Off and Landing (eVTOL), and also for complete thermal solutions for aviation rather than just a heat exchanger component. This ongoing innovation initiative is key to optimizing the company’s offerings for the global aviation industry.

Nasdaq - TAT Technologies

Expanding Customer Base and Market Reach

Today’s client portfolio reflects this strategic evolution, encompassing airframe manufacturers such as Boeing, Embraer, and Textron, over 100 commercial carriers, including American Airlines, Japan Airlines, LATAM, and Korean Air, as well as cargo operators like FedEx, UPS, and DHL. Military and government clients include air forces worldwide, as well as OEMs and integrators such as Lockheed Martin, Boeing Defense, and RTX.

The company’s customer-focused approach has yielded significant contract wins, including a five-year extension of an APU MRO service agreement with a leading global Cargo carrier. The agreement, initially covering the customer’s U.S. fleet of Boeing 767 and 757 aircraft, has been expanded to encompass the carrier’s global fleet, including Boeing 777, 737, and Airbus A320 aircraft. This contract is valued between $40 million and $55 million over the five-year term, with an exceptional lead time for the customer.

Focused Growth Strategy

The fresh capital will fuel both organic expansion and targeted acquisition activity, with a clear vision to extend market leadership and seize opportunities in new geographies and technologies. To support this ambition, TAT has established a group management team headquartered in Charlotte, North Carolina.

Charlotte’s selection as the U.S. headquarters leverages the city’s thriving aerospace ecosystem and talent pool, making it an ideal base for expanded American operations. The company has implemented a comprehensive employee development program, investing in training and skill development to support both individual growth and enterprise advancement. This strategic positioning enhances TAT’s ability to pursue long-term contracts and opportunities with both existing customers and new prospects in the world’s largest aerospace market.

Investment Thesis Validation

The company’s financial performance has validated its strategic approach, delivering growth that has outpaced the broader industry recovery. This track record, combined with a strengthened balance sheet from the recent funding round, creates compelling value propositions for multiple stakeholder groups.

For prospective customers, these developments translate to enhanced confidence in TAT’s ability to deliver comprehensive MRO solutions at scale. The expanded U.S. presence and enhanced financial resources ensure service continuity and the capacity to handle larger, more complex maintenance programs.

The stronger balance sheet also positions the company for potential inorganic growth opportunities. For prospective acquisition targets and merger partners, TAT represents a well-capitalized platform.

Looking Forward

With fresh resources, an expanded U.S. footprint, and a proven track record of strategic execution, TAT Technologies stands ready to capitalize on the sector’s growth trajectory.

The combination of nearly seven decades of aerospace OEM heritage and comprehensive MRO capabilities—now enhanced by fresh capital and a sharpened strategic focus—creates a unique market position. As fleets age and maintenance requirements grow more complex, the company’s deep technical expertise in thermal management systems, APUs, and landing gear is further bolstered by its pioneering work in Innovative Systems.

As a leader in developing next generation universal cooling solutions for electric, hybrid, and hydrogen-powered platforms, the company is helping shape the future of aerospace. Backed by strong financial resources and an expanding U.S. footprint, TAT is poised to capture significant value across commercial and defense markets.

For more information, please visit TAT Technologies’ website.

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Commercial Aviation

How Many 787s Does Boeing Produce Annually?

Published

10 hours ago

August 29, 2025

flymarshall350

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

An EVA Air Boeing 787 Dreamliner taxiing at Taoyuan International Airport with another EVA Air aircraft partially visible in the foreground.

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

Boeing employees work on a Boeing 787 Dreamliner for delivery in Dublin Ireland.

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.

Boeing’s Planned 2025 Dreamliner Deliveries

ANA All Nippon Airways Boeing 787-9 Dreamliner passenger plane at Vienna Airport.

According to Flight Plan, Boeing plans to ramp up production of the 787 to seven aircraft monthly by the end of 2025. Previously, Boeing’s 787 production rate was five a month. For Boeing, one big issue presently is Lufthansa’s Allegris seating, where some of its new business class seats lack FAA certification.

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)	671	1,557	433	2,661 (2,199 firm orders)
Total delivered	399	681	126	1,206
Back order (July 2025)	28	695	270	993

Given that Boeing managed to deliver 45 Dreamliners in the first half of 2025 and its annual production is around 36 over that period, it suggests Boeing has managed to move some of its stored aircraft. However, these do not appear to be Lufthansa aircraft, as Boeing does not list having made any deliveries to Lufthansa in the first six months. Lufthansa is known to have around 15 Boeing 787s built, but refused delivery on account of the FAA not granting the needed certification.

Ramping Up Boeing 787 Deliveries

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.

In August 2025, Leeham News stated the $1 billion expansion of its Charleston production site that will double the final assembly line capacity for the 787. It adds that Boeing has reached a rate of seven 787s per month and now plans to produce them at a rate of ten per month sometime in 2026. After that, it plans to continue ramping up production beyond what it achieved in 2019.

Boeing 787 Dreamliner production rate
Beginning 2025	5 per month
End 2025	7 per month
2026	10 per month
From 2028	16 per month (available capacity)

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

United Airlines Boeing 787-8 departing AMS shutterstock_2463829395

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

Air New Zealand 787-9 shutterstock_239607589

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.

In March 2025, the CEO of the massive aircraft lessor, AerCap, stated that in a “worst case” scenario with reciprocal tariffs being placed, Boeing would be cut out of the international market. Airbus would take the world’s aviation market, leaving Boeing with the United States. In June, China banned its airlines from accepting Boeing aircraft and even returned some that had been delivered. And yet, in August, there are rumors that China may be about to place a large order for 500 Boeing aircraft. The bottom line is that the situation is turbulent and unpredictable.