In mid-2026, American Airlines quietly set in motion a decision that has been years in the making: the replacement of its aging fleet of 777-200ERs, the long-range workhorses that have grown old and inefficient in its hangars. Its chief executive confirmed that requests for proposals had gone out to both Boeing and Airbus, a surprising move from a carrier that has lately turned its attention toward domestic skies. Analysts see the outcome leaning strongly toward the Boeing 787, since American already flies a sizable family of them and simplicity has long been part of its creed. Yet the story i
American Airlines' Widebody Replacement Likely Favors Boeing's 787 Over Airbus Rivals
Neither party is in a position where they need to win the American order.
Mark
Why does this order matter if American is mostly a domestic story?
Mimi
Because the 47 777-200ERs are aging, mostly delivered between 1999 and 2003, and they're the least efficient widebodies American has. Something has to replace them.
Mark
And the 787 is the favorite?
Mimi
American already has 70 of them and 89 ordered in total, so it avoids new training, parts, and maintenance costs.
Luke
Worth saying that "favorite" is the analysis's judgment. American hasn't said which way it's leaning.
Mark
What does Airbus offer that's attractive?
Mimi
The A330-900 is cheaper and available sooner, and reportedly American is studying it.
Luke
Reportedly is doing work there. We don't know how seriously, or what pricing was proposed.
Mark
Why might Airbus not push hard?
Mimi
Demand for the A350 is high and the backlog is growing. The A330neo sells slowly but steadily, and Rolls-Royce also has a big backlog.
Luke
And what happens to the refurbishment plan? The source says it looks uncertain, and a partial refurbishment is its guess, not a confirmed decision.
Mimi
Right. The order's size and timing are unknown too.
Il Polso
- American Airlines has sent formal requests for a new widebody order to both Boeing and Airbus, catching many observers off guard.
- Its 47 aging 777-200ERs, mostly delivered between 1999 and 2003, carry unique Rolls-Royce engines that nothing else in the fleet shares and burn more fuel than its other widebodies.
- A planned premium refurbishment of the whole group now looks uncertain, pushing the airline toward a split of refurbishments, replacements and eventual retirements.
- Commonality with 89 787s already on order makes the Boeing 787 the clear front-runner, while the A330-900 threatens to undercut it on price and delivery timing.
- Airbus has little incentive to sharpen its pencil, so the final decision may hinge on how aggressively Boeing is willing to bid.
In mid-2026, American Airlines quietly set in motion a decision that has been years in the making: the replacement of its aging fleet of 777-200ERs, the long-range workhorses that have grown old and inefficient in its hangars. Its chief executive confirmed that requests for proposals had gone out to both Boeing and Airbus, a surprising move from a carrier that has lately turned its attention toward domestic skies. Analysts see the outcome leaning strongly toward the Boeing 787, since American already flies a sizable family of them and simplicity has long been part of its creed. Yet the story is not settled, for price and the quiet appeal of an Airbus alternative still leave room for a different future.
In June 2026, American Airlines chief executive Robert Isom confirmed that the carrier had sent formal requests for proposals to both Boeing and Airbus for a new widebody order. The news surprised many, because American has spent recent years focused on its domestic network and keeping long-haul flying modest. The order is meant to replace its 777-200ER fleet, which had earlier been expected to receive full cabin refurbishments instead.
The contest looks uneven. American already flies 70 787s and has 19 more 787-9s on order, and its widebody fleet has been consolidated around the 777 and 787 since the 767 and A330 were retired during the pandemic. Its 47 777-200ERs, mostly delivered between 1999 and 2003, use Rolls-Royce Trent 800 engines that nothing else in the fleet shares, making them the least efficient widebodies the airline operates. Most will approach thirty years of age in the 2030s, and the likeliest path is a mix of refurbishment, new deliveries replacing the oldest aircraft, and retirements in the late 2030s.
The 787 is the natural choice, and the 777X fits poorly. Airbus offers the A330-900 and A350-900 as the realistic alternatives. The A350-900 seems the obvious match on paper, but the A330-900 is reportedly drawing serious attention for its range, lower purchase price and quicker delivery. Adding it, however, would mean new pilot training, new maintenance skills and a separate parts pool, all for a type that burns more fuel than the 787-9 on the longest routes. Airbus, with its A350 backlog and limited production appetite, has little reason to cut prices. Boeing, by contrast, has every reason to fight hard to keep Airbus out. Pricing will likely decide whether the 787 front-runner holds.
In June 2026, American Airlines chief executive Robert Isom confirmed that the carrier had sent formal Requests for Proposals to both Boeing and Airbus for a new widebody order. The news landed as a surprise. American has spent recent years leaning into its domestic network and keeping long-haul flying modest, and the order is reportedly meant to replace its Boeing 777-200ER fleet, which had previously been expected to receive full cabin refurbishments instead.
The contest, as Simple Flying's analysis frames it, hardly looks even. American is a major customer of both manufacturers, but only for narrowbodies. Its widebody fleet has been consolidated to the Boeing 777 and 787, after the 767 and Airbus A330 were retired during the pandemic. American already owns what looks like an ideal 777 replacement in the 787, which makes this an uphill climb for Airbus.
The numbers show the scale of the task. American flies 137 widebodies, 67 777s and 70 787s, with 19 more 787-9s on order purely for growth. Delta operates 179 widebodies and has 84 firm orders; United flies 237 with 134 more coming. American is strong in Latin America, but its long-haul network is otherwise small, and it is generally accepted that the airline suffers for it.
The oldest part of the fleet is the problem. American runs 47 777-200ERs, largely delivered between 1999 and 2003, plus two that arrived in 2006. Most will approach 30 years old in the 2030s. They use Rolls-Royce Trent 800 engines that nothing else in the fleet shares, and they are the airline's least efficient widebodies. American had planned to put all 47 through a refurbishment with Flagship Suites and a more premium layout, and that plan now looks uncertain. The likelier outcome is that some are refurbished, new aircraft replace the oldest, and any remaining ones are retired in the late 2030s through later deliveries or options.
Boeing's offer will almost certainly be the 787. American has ordered 89 in total, 37 787-8s and 52 787-9s, but does not fly the 787-10, normally pitched as the 777-200ER's size match. The 777X looks like a poor fit: the 777-8 is uneconomical and the 777-9 is simply enormous. It would only make sense if American wanted to replace its younger 777-300ERs early or grow its flagship fleet, and nothing suggests either.
On the Airbus side, the A330-800 is too small and the A350-1000 is about the size of the 777-300ER, leaving the A330-900 and A350-900. On paper the A350-900 is the obvious pick, carrying slightly more passengers than the 777-200ER and flying much farther. Reportedly, though, American is looking hard at the A330-900, which is only slightly smaller than the 777-200ER, has excellent range, costs less to buy than the A350 or 787, and can be delivered sooner.
The obstacle is the 787-9, which is almost the same size as the A330-900 and is more efficient on ultra-long routes, though the two are close on shorter ones. American's current management has prized simplicity, operating just four aircraft types. Adding the A330-900 would mean retraining pilots and maintenance staff and rebuilding a parts pool, for a plane that burns more fuel on 12-hour flights than the 787-9s American already has. The A350-900 burns only slightly more than the 787, but American rarely uses its 777-200ERs on ultra-long-haul sectors. They mostly fly trunk routes to Europe and South America, where the A350-900 looks pricey next to the 787-9. Where capacity needs to hold or grow, the 787-10 is nearly identical to the 787-9 apart from length. On a route like Dallas/Fort Worth to Tokyo, the 787-9 may be enough.
Price could still change everything, but Airbus has little reason to sharpen its pencil. The A350 is in high demand with a growing backlog and production that cannot keep pace. The A330neo sells slowly but steadily, and Airbus does not plan a major production increase. Rolls-Royce, sole engine supplier to both, is focused on making each sale profitable and already has years of backlog. Neither company needs this order. Boeing, by contrast, has reason to bid aggressively to keep Airbus from gaining a foothold at American. Pricing will likely decide whether the 787 front-runner holds.
Citazioni salienti
Confirmed that American had issued formal Requests for Proposals to Boeing and Airbus for a new widebody order.— Robert Isom, American Airlines CEO (paraphrased)
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