787 iMTOW Upgrade Improves Range, Not the Lead |

The FAA’s approval of the increased Maximum Take-Off Weight (MTOW) variants of the Boeing 787-9 and -10 makes these aircraft more appealing to operators and potential customers, as they can achieve greater range or carry more payload. While the Dreamliner closes in on the Airbus A350-900, the European widebody still has an edge over its US competitor. Boeing said on March 23 that the FAA has finally approved the updated weight variants, which have been coming for a couple of years. “All 787-9 and 787-10 airplanes assembled as of December 2025 are structurally capable of the higher weight. Certified operating weight is designated per airplane and can affect airport fees and route planning. For those reasons, airlines can choose to activate the capability at delivery or later. Offering iMTOW as an option lets carriers match certified capability to their network economics”, Boeing said in a news story on its website. Boeing 787-9 Maximum take-off weight on the iMTOW version of the 787-9 is some 10.000lb or 4.540kg higher, bringing total MTOW to 571.500lb or 259.200 kilograms. This enables around 3 metric tons of additional payload, or some 300 nautical miles/560 kilometres in extra range over the 7.565nm/14.010km listed for the current Dash 9. The slide below shows that this improves the aircraft's performance. Compare the base version of the 787-9 in blue with the new iMTOW version shown in green, and you can see how payload and range have improved. Ahead of the Boeing in red is the Airbus A350-900, which has evolved into its 25th weight variant with the MTOW now at 540.133lb/245.000kg. It’s not the highest, as WV020 comes in at 623.909lb/283.000kg. The range of the A350-900 is 8.500/15.750km. At shorter ranges of 4.000 to 5.000nm, the 787-9 iMTOW matches the standard version at maximum payload (52.5 tons), while the A350-900 has a slight edge (53.8 tons standard). At mid- to long-range distances over 6,000 nm, the iMTOW version clearly pulls ahead of the lower-MTOW 787-9, carrying three tons more payload or extending the range by 300 to 310 nm. The A350-900 still maintains a payload advantage of several tons thanks to a higher baseline MTOW. With maximum range capabilities and a typical 30-32-ton payload, the -900 reaches 8.300 to 8.500 nm. The 787-0 iMTOW version closes some of the gap, but doesn't fully match it. [caption id="attachment_190082" align="aligncenter" width="673"] 787 9vs a350[/caption] Boeing 787-10 Boeing says the MTOW for the 787-10 is up by roughly 14,000 pounds (6,350 kilograms) for the updated variant. For the growth version, which brings MTOW to 574.000lb (260.361kg) for the iMTOW. This adds 400nm/740km of range to the longest version of the 787 or 5.000 metric tons of payload. The current 787-10 has a range of 6,330 nm (11,730 km). The A350-1000 has evolved into 14 different weight versions, with WV014 listed as having an MTOW of 691.921lb (313.850 kg), but WV006 actually offers the highest take-off weight at 703.275lb (319.000 kg). The Airbus website even mentions 322.900kg in the “key figures”. The range is listed as 9.000nm/16.700 nm. The 787-10 starts with a higher maximum payload than the -9 (around 57 tons at shorter ranges) but trades off more quickly on very long routes. The iMTOW boost gives it the largest relative gain (around 5 tons of payload or 400 nm of range), making it better suited for high-capacity, medium- to long-haul missions. These are manufacturer-derived long-range cruise figures under standard conditions. Real-world performance varies with specific airline configuration, engines (GE or Rolls-Royce), weather, routing, and reserves. The iMTOW upgrade gives Boeing operators meaningful flexibility on existing 787 routes or new city-pair opportunities without needing a new aircraft variant. [caption id="attachment_190081" align="aligncenter" width="708"] 787-10 versus A350[/caption] Air New Zealand will be the first airline to receive the iMTOW version of the 787-9. The airline said during the 1H26 earnings presentation that it expects two Dreamliners in April, the first with General Electric GEnx engines. The extra range and payload capability are attractive options to ANZ, which will also get 787-10s at a later stage. The 787-10 is best for high-capacity, medium-haul routes with heavy passenger or cargo demand (e.g., intra-Asia, transatlantic, US–Latin America). The iMTOW upgrade improves its flexibility on existing routes and opens a few new city pairs without sacrificing economics. The A350-900 is a versatile "all-rounder" — similar passenger numbers to the 787-10 but with much better long-range capability and a wider, more comfortable cabin (standard 9-abreast with 18-inch seats vs. 787's narrower 9-abreast). The A350-1000 is the larger aircraft for ultra-long-haul and very high-capacity missions (competes more with the 777-9). It carries more payload and passengers farther, but at higher operating costs on shorter routes. The Bottom Line The 787-10 (especially post-iMTOW) wins on seat-mile costs and cargo uplift for missions up to ~11 hours. The A350 family offers superior range, payload at distance, and passenger comfort for longer sectors. Many airlines fly both types to optimize their networks. In September, this story compared the economics of the 787 and the A350, but these figures will change with the introduction of the iMTOW variant.

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