Why American & Delta Haven’t Flown the Boeing 787-10 (Yet)

The Boeing 787-10 Dreamliner is the largest variant in the 787 family: high capacity, good fuel efficiency for its size, but with range trade-offs compared to the 787-9. Today, United Airlines remains the only major U.S. carrier operating the -10. Meanwhile, airlines like American Airlines and Delta Air Lines use the 787-8 or -9 (American) or no 787 at all (Delta), despite occasional speculation about the -10. Why?

What We Do Know

• United Airlines currently operates the 787-10, using it on high-demand long-haul routes.
• American Airlines flies 787-9s and 787-8s, but has not placed an order for the 787-10 as of now.
• Delta has never operated a 787 model. They have instead focused on other widebodies in their fleet, especially Airbus types (A330/A350) and Boeing’s older types (767/777) in past years.
• One recent relevant development: Alaska Air is converting part of its existing 787-9 order to 787-10s to help meet demand on high-traffic routes (especially trans-Pacific). This shows carriers do see the 787-10 as a useful tool when high capacity is needed and range needs are moderate.  

Key Reasons American Hasn’t Adopted the 787-10

Several interlocking factors seem to explain why American hasn’t brought the -10 into its fleet yet.

1. Route Range Requirements

The 787-10 has slightly less range than the -9. For American, many of its long-haul missions (especially to Asia, South America, or very long transpacific routes) demand aircraft that can fly farther without payload restrictions. The -9 or the A350 might better meet those demands. Sacrificing range for extra capacity doesn’t always work if you have payload or fuel constraints on certain legs.

2. Fleet Strategy & Commonality

• American already operates a mix of widebodies (787-8/9, A330, 777 etc.). Adding a new variant (the 787-10) has costs: pilot training, parts inventory, maintenance differences, etc.
• Also, American seems to have prioritized refurbishing its widebody cabin offerings and maximizing utilization of the aircraft it has rather than ordering new types immediately. Some reporting/rumors suggest that instead of rushing into a large 787-10 order, American might delay or space out widebody renewal.  

3. Delivery & Production Timing

Even if American want the 787-10, Boeing’s production capacity, delivery schedules, and prior order backlogs matter. There are only so many slots available. Also, delays in Boeing’s 787 programs in past years may have made airlines more cautious about taking on new large variants until performance, delivery predictability, and costs (maintenance, fuel, etc.) are well understood.

Why Delta Isn’t Using / Hasn’t Ordered the 787-10

Delta’s path is somewhat different, and its reasons for staying away from the -10 seem a mix of strategic decisions and perception.

1. Strong Airbus Commitment

Delta has invested heavily in Airbus widebodies. Its fleet includes A330s, A350s, among others. These planes already cover many of Delta’s long-haul and international route needs. Introducing a new variant from Boeing would add complexity and cost. In many cases, Delta’s Airbus choices offer similar or better performance, especially in terms of range and fuel efficiency, depending on configuration.

2. Caution After Boeing Issues

Multiple reports and analyses (SimpleFlying, others) suggest that Delta has been cautious with Boeing in recent years over concerns about quality, delivery delays, and type reliability. That may factor into hesitancy to take on a large, high-capacity variant like the -10.  

3. Range vs. Capacity Trade-Off

Delta’s strategy often demands widebody aircraft that can serve ultra-long-haul flights (e.g. across the Pacific) or optimized efficiency for their chosen routes. The 787-10, while efficient per seat, sacrifices some of that ultra-long-haul capability. For Delta, introducing a type that can’t meet its longest routes at full payload might mean making compromises it doesn’t want to make.

Could American or Delta Adopt the 787-10 in the Future?

Yes—there are plausible scenarios where either carrier might decide it’s worth adding the 787-10:

• Widebody Replacement Cycles: As 777s, 767s, or older aircraft age out, a carrier might choose the -10 if many routes have enough demand but not enough to justify something larger or more costly to operate.
• Fuel and Efficiency Gains: If fuel prices stay high or go higher, per-seat operating cost improvements could make the -10 more attractive.
• Slot-constrained Hubs: At very busy airports where adding more frequency is difficult, using higher-capacity aircraft becomes more attractive.
• Competitive pressure: If rivals begin using higher-capacity efficient widebodies, there may be pressure to match.

Alaska’s move to convert 787-9 orders into -10s shows carriers see potential in the variant for certain markets.  

What We Don’t Have Confirmed

• No publicly announced firm order by American or Delta for the 787-10 yet.
• No good recent statement from either airline confirming that they are presently negotiating for -10s (though rumors exist).
• No clear data published on what would be the exact cost trade-off for American or Delta if they switched some routes from 777-200ER (or other aging widebodies) to 787-10, in terms of operational cost, maintenance, and range constraints.

Conclusion

So, the picture is this:

• United has adopted the 787-10 because its route network and demand patterns align well: many high-passenger transatlantic and some transpacific missions where capacity matters more than maximal range.
• American hasn’t yet made that move, likely because many of its routes require longer range, and because of fleet commonality, cost, and delivery timing considerations.
• Delta, meanwhile, has been even more cautious: already leaning heavily into Airbus types, uncertain about Boeing’s more recent performance issues, and prioritizing aircraft that meet ultra-long-haul needs or offer more flexibility in both range and capacity.

As aviation demand continues to grow (especially in premium cabins, transpacific travel, etc.), if Boeing can demonstrate strong performance and cost on the -10, it may become a more attractive option. For now, though, the variant seems best suited to airlines with lots of high demand but fewer ultra-long-haul constraints—of which United is currently the U.S. carrier most aligned with.