Commercial Aviation
Is An Airbus A350 Bigger Than A Boeing 747?
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
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
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.
|
Metric / Aircraft |
Airbus A350-1000 (per Airbus) |
Boeing 747-8 (per Boeing) |
Boeing 747-100 (per Boeing) |
|---|---|---|---|
|
Length |
242.1 feet |
250.2 feet |
231.9 feet |
|
Wingspan |
212.6 feet |
224.4 feet |
195.5 feet |
|
Tail height |
56.1 feet |
63.6 feet |
63.3 feet |
|
External fuselage width |
19.7 feet |
20.3 feet |
20.3 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?
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
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
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.
The Airbus A350-1000 is exclusively powered by two Rolls-Royce Trent XWB engines providing 194,000 lbf. At 97,000 lbf per engine, this represents around double that of early 747-100 engines and much more than individual engines on the 747-8. The smaller A350-900’s engines provide 84,000 lbf each.
The Boeing 747 Is Larger With Caveats
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.
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
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
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.
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.
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.
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
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
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
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
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
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.
- Stock Code
-
BA
- Business Type
-
Planemaker
- Date Founded
-
July 15, 1916
- CEO
-
Kelly Ortberg
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