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Randy Tinseth

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Certified: The 787-10 Dreamliner is one step closer to first delivery


I hope you saw the news that our largest and most-efficient 787 Dreamliner, the 787-10, is now cleared for commercial service. The U.S. Federal Aviation Administration granted the airplane an amended type certificate (ATC), which means the airplane has met rigorous standards for quality, safety and reliability.

I talked with our engineering and flight test teams and they say the roughly 900 hours of testing across three airplanes not only validated the jet’s design, they also proved what we had expected: The 787-10 will have the best operating economics of any airplane in its class when it enters service this year.

Simply put, the airplane provides more passenger and cargo capacity at better fuel efficiency than the competition, while offering the preferred the Dreamliner experience that passengers love, including the largest windows, more comfortable air and a smoother ride.

Most of you are in the industry so I can dive deeper into the numbers. Think about this…

A “simple stretch” of the 787-9, the 787-10 offers room for 40 more seats (for a total of 330 seats in a two-class configuration) with an increase in operating costs of just a few percentage points. You can imagine that that provides a lot of profit potential for operators.

The competition can’t come close. The 787-10 has 25 percent better fuel costs per seat than the A330, and about 10 percent better than the A350-900, while having lower overall trip costs than both Airbus jets.

All of this makes the 787-10 a profitability machine on medium to long-haul routes that have high traffic. You can see why marquee carriers like Singapore Airlines have placed 211 orders and commitments for this Dreamliner model. Last November, Emirates committed to the 787-10 at the Dubai Airshow.

While our Sales & Marketing teams were out selling the 787-10, our engineering and flight test teams were hard at work making sure we can deliver on the commitments. And I have to tell you they did a great job. They achieved all of the key milestones in a disciplined fashion, often ahead of schedule.

What really helped is that our team built on the many lessons we learned while developing the two earlier Dreamliner models. For one, we kept the 787-10’s design more than 95 percent common with the 787-9. This allowed us to reduce the number of test airplanes and shorten the test flows.

That set the stage for a drama-free certification process, just the way we like it. But, we’re not quite done yet. Our team is working with other validating agencies and moving closer to first delivery and entry into service.

We’ll post more updates here, and our Twitter, Facebook and Instagram pages.


22 comment on “Certified: The 787-10 Dreamliner is one step closer to first delivery

  • Miki Kufti
    January 24, 2018 | 4:28 pm

    Very impressive, perhaps the stock markets knew more about these developments than we did.
    Now I wonder – will Boeing come up with smaller versions of the "Dreamliners", something for up to 100 passengers and for the flights for up to 3 hrs, but with good economies, environmental impact and easy to operate, perhaps with fewer crew members.
    BTW, how far are we, BA or other players, from a 'driverless aircraft'?

    • Spencer Koehl
      February 9, 2018 | 2:05 am

      I think that the 737 MAX line will take the role of the "smaller Dreamliner" that you mentioned. The 737 MAX was upgraded using some advancements from the Dreamliner to boost efficiency and environmental consciousness, and will be able to serve shorter haul demands. As for 100 passengers, I'm not sure if Boeing itself will ever get into such small capacity, but with this Embraer deal on the horizon, you never know

  • Simon
    January 25, 2018 | 8:30 am

    10% lower fuel cost per seat than the A350-900 is based on the 330 seat 2-class layout vs what though? How many seats did you guys permit the A350-900 in two classes? Also, what OWE did you assume for each aircraft? Just so we can see your workings Randy!

    • Randy Tinseth
      January 26, 2018 | 1:38 pm

      Hi Simon,
      Thanks for your comment. We use standard cabin rules that reflect how airlines configure these airplanes. In a dual-class configuration, the 787-10 Dreamliner carries 330 passengers, 21 more than the A350-900. Meanwhile, the empty weight of the 787-10 is 8.5 tonnes lower than the A350-900. So, the 787-10 carries more passengers at a much lower weight, which explains it’s superior efficiency per seat.

      • Simon
        February 5, 2018 | 2:29 am

        I'm grateful for your very helpful answer. We may use different criteria for our analyses but, I am impressed by the -10 which has much potential and is a great match to market requirements. As others have said, it's very good to have you and your blog back.

  • Yeh Huang
    January 25, 2018 | 9:30 pm

    I have missed your Journal for so long and very pleased to find out you are BACK! Congratulations !

    • Randy Tinseth
      January 26, 2018 | 10:06 am

      Thank you and thanks for reading!

    • Devesh Agarwal
      January 29, 2018 | 6:49 am

      +1 on Yeh Huang's comment. So glad you are back. Have always admired your straightforward approach. Wishing you a great 2018.

  • Checklist
    January 26, 2018 | 8:21 am

    The 787-10 order from Emirates was a pretty surprise because the media was holding people up because the A350-900 could be said to take off from the "hot and high" airport! Congratulation for that! I'm sure the 787-10 will be a big plane!

  • Mike Glynn
    January 26, 2018 | 8:50 pm

    Quick technical question. What is the Vd/Md for the aircraft and did the test pilots fly to these speeds or was it validated by some other method?

    I fly the 747 and feel the 787 will be another iconic Boeing in the years to come.

    • Randy Tinseth
      January 31, 2018 | 3:10 pm

      Thanks for the question, our pilots flew the airplane through a variety of tests to validate its certification.

    January 27, 2018 | 1:32 am

    On the Wings of Boeing, Aircraft history rides in style safety and efficiency…quietly relax & enjoy the flight – Now is That Not Better?r

  • Michael Johnson
    January 27, 2018 | 7:47 pm

    Well well …the last time I saw the 787-10 was December 15, 2016. Wait isnt that the day Boeing put the wings and tail on the fuselage ? What a fantastic tour that was !! Thanks Boeing and American Airlines 🙂 Flying out on a brand new 789 the next day was beyond cool too 🙂

  • Tombo
    January 27, 2018 | 11:43 pm

    Randy – great that the blog is back. Always thought it very open and interesting – keep it detailed!!

  • Paolo Seravesi
    January 29, 2018 | 9:14 pm

    Randy, can you tell me something about the future of 747-800I? Boeing will stop the production due to lack of new orders for the Intercontinental version?

    • Randy Tinseth
      January 31, 2018 | 3:07 pm

      As I stated before, the 747-8 is still a great option for VIP customers or heads of state. But there’s no doubt the airplane’s future rests with the cargo market. It is a great freighter. And best of all, the 747 will still be flying for decades to come.

      • Beck Nader
        February 2, 2018 | 7:33 am

        And just yesterday the news of 14 more joining UPS surfaced!

  • Rob
    January 29, 2018 | 10:33 pm

    Congratulations on a new development of a great product. Just wondered if the-10 with RR TEN engines will be delayed due to the issues experienced with the RR engines on the-9? As Singapore Airlines is launch customer and a RR customer too, I'm sure there is a lot at stake. (The painted aircraft appeared compete last year, so I assume the possibility of an early delivery was nixed by this issue?).

    • Randy Tinseth
      January 31, 2018 | 3:06 pm

      The TEN engine entered service on the 787-8 and 787-9 in 2017. Therefore, we do not have concerns about its entry into service timing on the 787-10.

  • Hans
    February 3, 2018 | 9:48 pm

    Looks like the economics make a compelling case for any airline needing a large capacity widebody on medium to medium-long routes. The dash 10 would do well not only on transoceanic flights from the US, but also on regional intra Asia flights. I can see a lot more sales for it happening in the future as 777-200ERs and A330-300s are eventually replaced by the airlines.

  • Emmanuel
    February 14, 2018 | 4:10 am

    "Smells great success" out there…now when the "puzzle" is completed with the latest member dash 10. And not only this. The majority was about to doubt in the numbers that Boeing had announced back in 2013-14. Nowadays, that these numbers are proven through testing, some dozens of press and competitors' guys have to "swallow their tongue".
    The new D/Liner member is here to fulfill the mid-long range/high capacity market the best way for users and paxes.
    Looking forward to see it in Greek skies.
    Great job, great aircraft!

  • Ulrich
    February 17, 2018 | 8:20 am

    Having visited the Dreamliner production in Everett just before Christmas on a holiday trip, and having had the flight Frankfurt-Calgary with a Dremliner of Air Canada and the flight back San Francisco-Frankfurt with the Airbus A380 of Lufthansa I have to say Boeing is doing a good job with the Dreamliner program. The cabin
    air to my feeling and also the pressure equalization was much better in the Dreamliner and so the flight in total was more comfortable. So good luck now with your new big Dreamliner Baby.

    Greetings from a guy from Germany who worked in automotive industry all his life uptonow, having nothing to do with aviation.

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