Is the Airbus A350 family of airliners larger than the Boeing 747 Jumbo family of airliners? The short answer to this question is no, as the Boeing 747 remains one of the largest aircraft ever made. Indeed, only a few aircraft approach the size and payload of some of its variants, such as the Lockheed C-5M Super Galaxy and the Antonov An-124 Ruslan. The only aircraft comprehensively larger than the Boeing 747-400 or Boeing 747-8 today is the Airbus A380.
Even so, the A350 has the edge by some measures depending on which 747 variant it is being compared to. For instance, its engines are comprehensively larger by both size and thrust compared to those found on the 747 of any variant. As a much newer aircraft that first entered service in 2015, the Airbus A350 also outperforms the Boeing 747 by almost any metric that airlines care about. Here is what to know about the size difference between the A350 and the Boeing 747.
Examining The A350 & 747 Families’ Different Variants
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The Airbus A350 is the largest Airbus aircraft in production today, and its Airbus A350-900ULR version is the longest-range commercial airliner flying, with a distance of around 9,700 nautical miles. The two core A350 variants are the A350-900 and the stretched A350-1000, and this article will focus on the larger A350-1000 model. With Boeing’s ‘jumbo jet,’ this article will focus on the original 747-100 variant and the latest 747-8 model, largely skipping those in the middle.
The Boeing 747 family came in many variants, starting with the 747-100, which entered service in 1970. The Boeing 747SP (Special Performance) variant was designed with a shortened fuselage to suit long-haul operations. That variant was only 184 feet long, some 47 feet shorter than the 747-100. There was also a 747-100SR built for Japan-based airlines that wanted a high-capacity aircraft for short-haul trips.
The two Boeing 747 variants still in use for regular scheduled passenger service are the 747-400 and the 747-8. The 747-8 proved unpopular as a passenger aircraft, and most of its 150-odd orders were for freighters. As such, today, the bulk of the world’s 747s are used to fly cargo. Airbus has still not launched the freighter (A350F) variant of its A350 family, meaning that all A350s in service today are for passenger transportation or VIP transport.
Comparing The Physical Dimensions Of The Boeing 747 & The A350
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When it comes to length, at 242.1 feet, the A350-1000 is longer than most aircraft from the 747 family. As stated, the shortened 747SP was just 184 feet long, and the original 747-100 measured 231.9 feet in length, a measurement shared by the later Boeing 747-400. The Boeing 747-8 was lengthened to 250.2 feet, meaning that the Boeing quadjet ended marginally longer than the A350-1000. The final chapter may not have been written, as Airbus may stretch the A350-1000 to the so-called A350-2000.
When it comes to wingspan, the A350-1000 (and A350-900) are built to comply with Code E regulations at airports and have wingspans of 212.6 feet. This is longer than the original 747-100’s 195.5-foot wingspan and marginally longer than the 747-400’s 211.3-foot wingspan. However, the Boeing 747-8 has the longest wingspan at 224.4 feet.
As a double-decker, the 747 is taller than the A350, at 63.3-63.6 feet at the tail, while the A350 is 56.1 feet tall. When it comes to external fuselage width, the A350 is surprisingly close, at 19.7 feet, while the 747 measures 20.3 feet. The 747 was designed to seat 10 abreast, while the A350 was originally optimized for nine abreast. Airbus has introduced a new production standard, narrowing the walls on each side by two inches, allowing airlines to more comfortably configure the A350 at 10 abreast.
What About Maximum Takeoff Weight & Payload?
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When it comes to maximum take-off weight (MTOW), the Boeing 747 is greater, although not by as much as could have been expected, at least for the original 747-100. The 747-8 came with an MTOW of 978,000 lbs, making it one of the heaviest in the world, making it heavier than an Antonov An-124 and only behind the Airbus A380. The MTOW of the 747 increased over time with new variants.
The original 747-100 had an MTOW of 734,000 lbs, which is surprisingly close to the A350-1000’s figure of 710,000 lbs, given that the A350-1000 is made of more lightweight materials and only has two engines. The maximum payload comes even closer, with the 747-100 having a figure of 134,500 lbs, only marginally ahead of the A350-1000’s 130,100 lb total.
Metric / Aircraft
Airbus A350-1000
Boeing 747-8
Boeing 747-100
MTOW
710,000 lbs
987,000 lbs
734,000 lbs
Max Payload
130,000 lbs
154,300
134,500 lbs
Max Payload freighter
244,700 lbs
308,000 lbs
n/a
The Boeing 747-8 has the biggest payload of 154,300 lbs, while the A350-900 manages 116,800 lbs. Meanwhile, the extended-range A350-900ULR, which carries more fuel to enable it to fly nonstop from Singapore to New York City, only has a maximum payload of 97,000 lbs. The 747-8 freighter has a figure of up to 308,000 lbs, while the upcoming A350F will have a total of 244,713 lbs.
Passenger Capacity & Range
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When it comes to range, the A350 is a fundamentally newer aircraft boasting more modern and efficient engines than even the 747-8. Consequently, it significantly outranges the ‘jumbo jet,’ with both variants of the A350 outperforming all variants of the 747. Airbus says that the Airbus A350-1000 comes with a range of 8,700 nautical miles, compared to 8,100 nautical miles for the -900 and 9,700 nautical miles for the A350-900ULR.
The original Boeing 747-100 had a relatively poor range by today’s standards, with a figure of 5,300 nautical miles. This was increased to 7,260 nautical miles for the 747-400 and 7,730 nautical miles for the 747-8. When it comes to seating capacity, the 747-100 had a typical three-class seating capacity of 366 passengers, while the 747-8 seated 467 in a typical three-class configuration.
Aircraft / Metric
Airbus A350-1000
Boeing 747-8
Boeing 747-100
Range
8,700 nautical miles
7,730 nautical miles
5,300 nautical miles
Typical three-class seating
350-410
467
366
Max single-class seating
480
605
550
The A350-1000 fits around 350-410 passengers in a typical three-class configuration and has a maximum single-class seating capacity of 480 passengers. Meanwhile, the 747-100’s single-class maximum seating capacity is around 550 passengers, and the 747-8’s certified maximum passenger capacity is 605 passengers.
A350 Vs 747: Engine Thrust
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When it comes to engine thrust, the larger quad-engined 747 (all variants) has a greater combined thrust than the twin-engined A350 (both core variants), although the latter carries larger and more powerful engines than the US-built quadjet. The original Boeing 747-100 was the world’s first commercial aircraft to come with high-bypass turbofans. Original variants were optionally powered by the Pratt & Whitney JT9D, Rolls-Royce RB211, or General Electric CF6, producing around 206,000 lbf.
The Boeing 747-8 is exclusively powered by four GEnx2B67 engines that provide 266,000 lbf. Early 747 engines individually provided around 46,000 lbf each, rising to around 66,500 lbf for the 747-8 for each engine. The Airbus A350’s XWB engines are physically larger with a fan diameter of 118 inches, while the GEnx has a fan diameter of 104.7 inches. Original PW JT9D engines have a fan diameter of 93.4 inches.
Overall, the Boeing 747 is larger than the Airbus A350, albeit with many asterisks. The 747-8 is much larger than the A350-1000 by almost any measure except for individual engine size and thrust. Meanwhile, the A350-1000 is larger than the smaller 747-100 by wingspan and length, but not by standing tail height. The A350 scores better on range, but that is performance-related and not size-related.
In some respects, the A350-1000 is similar to the original 747-100 when it comes to capacity, thrust, and payload, with the 747-100 still having the edge in other metrics. The French leisure carrier, French Bee, has A350-900s configured with 411 seats, while it also has A350-1000s configured with 480 seats. Meanwhile, the German flag-carrier, Lufthansa, has 747-400s configured with 371 seats and 747-8s configured with 364 seats.
Of course, larger aircraft don’t necessarily carry more passengers, as seating capacity is heavily influenced by the ratio of premium and non-premium seats that an airline wants in its aircraft. There are also other factors at play, like how far the routes are that the aircraft services. In short, the Boeing 747 is larger than the A350, but that doesn’t mean it is the largest in everything. The answer is also influenced by what variant of what family is being compared to.
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.
Both Boeing and Airbus are part of the supply chain integrity coalition, which aims to change how parts are tracked from the production line to the boneyard.
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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
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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.
Delta Air Lines
