American Airlines widebody decision ‘could go either way’, airline says as Airbus poses real challenge to Boeing

American Airlines is closing in on a massive order for wide-body jets that could include up to 65 aircraft, and while Boeing is entering the competition with structural advantages, airline executives say the outcome is truly open. According to American Chief Commercial Officer Nat Pieper, the competition between Boeing and Airbus “could go in any direction.”

American has one of the largest wide-body fleets of any U.S. carrier built entirely on Boeing aircraft, and it needs to replace aging 777-200ERs as it plans for future international growth. CEO Robert Isom confirmed in June that the airline had issued a formal request for proposals to both manufacturers and was in active discussions with each. The real competition, according to most industry analyses, is between the Boeing 787-9 or 787-10 versus the Airbus A330neo, with the larger and more expensive A350 and the not-yet-certified 777X appearing to be much further ahead given the Americans’ stated preference for long-haul, mid-capacity jets.

Why Boeing has a structural advantage

American already flies the 787-8 and 787-9, providing the carrier with established training programs, spare parts inventories and maintenance operations built around the type. The airline currently has 19 more 787-9 aircraft on order, with an option for an additional 28 aircraft. Piper acknowledged that Boeing “gets points” for the fleet’s commonality.

Pilot training represents one of the biggest hidden costs in any fleet decision. Introducing the new type from Airbus would require American to create separate training programs, hire additional instructors and run two separate wide-body operations—the kind of fleet-splitting complexity that has real financial implications over the life of the aircraft.

Interestingly, however, the 787-10 may not be as popular as it appears on paper. Isom has previously said the larger 787-10 variant is not suitable for the U.S. network, complicating the idea that simply adding more of the type is the path of least resistance.

Airbus is a real contender, not just a lever

American already retired its Airbus A330 fleet during the pandemic, meaning the airline would be rebuilding infrastructure from scratch if it opted for the A330neo. But Pieper argues that Airbus can offset Boeing’s price advantage. “We are involved in a wide-body campaign that involves both Airbus and Boeing,” Pieper said. “We need the best aircraft suitable for the missions we are going to do.”

Airbus also has a remarkable history in its favor: American already had a firm order for 22 A350s, inherited from its merger with US Airways. The airline canceled that order in 2018, opting instead for 47 more Boeing 787s and arguing that fleet simplification made the A350 unprofitable at the time. A return to Airbus widebodies would effectively change that decision.

The A330neo in particular is considered Airbus’ strongest card: it is smaller and generally cheaper than larger wide-body alternatives, and can offer earlier delivery times than planes facing longer production delays.

Why the A350 and 777X are considered promising

Despite being part of Airbus and Boeing’s respective widebody lineups, the A350 and 777X are considered by many to be unlikely choices for this particular competition. The A350 is larger than America’s existing 787-9s, has higher acquisition and operating costs and offers more capacity than U.S. executives say they want for many of their long-haul markets.

The 777X faces an even bigger hurdle: The plane has not yet entered commercial service and is still undergoing certification and development, making it a riskier and larger investment than American seems committed to at this stage.

Boeing production problems

Boeing’s 787 program has faced well-documented challenges in recent years, including production problems, quality issues and delivery delays. The 777X program has been delayed several times and its entry into service has been delayed several times, another reason why it is not considered a serious contender for the order.

These problems give Airbus a chance. If American needs the planes within a certain time frame and Boeing is unable to provide firm delivery dates, the calculus could shift further in Airbus’ favor. Airlines increasingly value reliability of supply along with list price and operating economics, while Airbus is showing signs of improving production rates across the industry.

What happens next

American has not announced a final decision or a specific date for its adoption, although industry observers expect changes in the coming months given that the request for proposals process is already underway. The order is expected to cover up to 65 wide-body aircraft, with delivery times likely to stretch into the next decade.

For Boeing, a win in the U.S. business would provide a significant boost to its 787 production backlog and strengthen its position among legacy U.S. carriers. For Airbus, a breakthrough at American, a carrier to which it has not sold wide-body jets for years, would represent a significant win in a market that Boeing has traditionally dominated.

The final decision will depend on price, delivery timing, financing terms, and whether Boeing can convince Americans that there are indeed manufacturing problems behind it. As Piper puts it, the outcome really “could go either way.”