The U.S. Federal Aviation Administration (FAA) has certified a higher maximum takeoff weight (MTOW) for the Boeing 787-9 and 787-10, giving airlines the option to carry additional payload or extend range depending on network needs.
The upgrade applies to aircraft built from late 2025 onward, with the first units already moving through final assembly and delivery processes. Airlines can choose to activate the higher certified weight at delivery or later, depending on operational and cost considerations.
The current maximum takeoff weight of the 787-9 stands at 254,700 kg (561,500 lb), while the 787-10 is rated at 254,000 kg (560,000 lb). The newly certified increases — approximately 4,540 kg for the -9 and 6,350 kg for the -10 — represent gains of roughly 1.8% and 2.5%, respectively.
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For the 787-9, Boeing indicates the increase enables roughly three tonnes of additional payload or extends range by more than 300 nautical miles. Based on the aircraft’s baseline range of 7,565 nm, this implies a gain of about 4%, pushing its reach to approximately 7,850–7,900 nm.
The larger 787-10 receives a more substantial boost, translating into up to five tonnes of extra payload or more than 400 nm of additional range. From its original 6,330 nm capability, this represents an increase of roughly 6–7%, lifting range to about 6,700–6,750 nm.
These gains are significant for the 787-10 in particular, which has historically been range-limited compared to other widebodies. The added capability allows it to operate more transcontinental and select long-haul routes that were previously out of reach, while maintaining its higher seating capacity of around 336 passengers, compared with about 296 seats on the 787-9.
The improvement also narrows the performance gap with Airbus’s A330-900, which offers a maximum range of about 13,600 km (7,350 nm) and a maximum takeoff weight of 253 tonnes. While the A330neo remains competitive in payload and structural weight, the upgraded 787-9 now clearly exceeds it in range, and the 787-10 moves closer to parity on longer missions.
Boeing says the higher takeoff weight does not compromise the aircraft’s fuel efficiency, which remains a key selling point of the Dreamliner family. Instead, the change provides airlines with greater flexibility to balance payload and range depending on route requirements.
Air New Zealand is expected to be among the first operators to introduce the enhanced 787-9, using the additional capability on ultra long-haul routes where payload restrictions can be a limiting factor.
“It’s incredibly exciting to see our first 787-9 with the increased maximum takeoff weight completing assembly and preparing for its final inspections and flight tests,” said Baden Smith, Air New Zealand general manager of Strategy, Networks and Fleet
