The Air Show — "The 787-10 is having a moment"

Podcast: The Air Show
Host: Shayr Media
Date: January 22, 2026
Episode Theme:
Aviation journalists Jon Ostrower and Brian Sumers dive into the Boeing 787-10 Dreamliner, unpacking recent order momentum, the aircraft's evolution, its operational advantages, and why airlines like Air Canada, Alaska, United, and Delta are suddenly so enthusiastic about this long-overlooked Dreamliner variant.

Main Topics and Insights

1. Setting the Stage and Brett’s Absence

• [00:00–01:00]
  • Jon and Brian open the show, noting Brett Snyder is still away in Mexico and bailed on his epic jet-operator tour.
  • Brett is usually a “network guy,” so Jon and Brian indulge in their love for “airplane metal,” promising that one day Omaha’s air capacity trends will get its due.

2. The 787-10’s Sudden Surge in Popularity

• [01:00–03:14]
  • The 787-10 gets the spotlight due to recent, notable orders:
    • Air Canada is eagerly (though impatiently, due to delays) awaiting its first Dash 10.
    • Alaska is converting five 787-9 orders to -10s.
    • United is doing a major flip: 56 of their 140 pending 787-9s converted to -10s.
    • Delta, new to Dreamliners, is taking 30 -10s with options for 30 more.
  • Brian Sumers: “Did something change with this airplane? Why is it newly popular?” [02:49]

3. The 787-10 Explained: Origins, Features, and Evolution

Short 787-10 History

• [03:14–05:00] Jon Ostrower:
  • “Around 500 orders for a wide body aircraft is incredible, no matter the manufacturer...”
  • Originally launched at the Paris Air Show 2013—wasn't planned as part of the initial Dreamliner family.
  • Designed as a simple stretch of the 787-9 to maximize seats per departure in an airport/airspace-constrained world.
  • “In a constrained world where there aren’t more gates and there aren’t more runways, more seats per departure is the way to go.” [03:09]

Key Differences: Dash 8, 9, and 10

• [04:32–08:00]
  • The 787-10 adds 30–40 more seats (versus the 787-9), but with the same maximum takeoff weight (MTOW).
  • Longer fuselage = more passengers/cargo, but less room for fuel → reduced range (~6,300 nm vs 7,500+ nm for the Dash 9).
  • Jon Ostrower: “Think of maximum takeoff weight as a cup that you’re not allowed to overfill...In the case of the Dash 10, it’s filled with more airplane…so that leaves less room for, yes, you guessed it, fuel.” [05:28]
  • Economics: Greater seat count means lower cost-per-seat (6% better than -9), slight fuel burn bump (7% higher trip fuel vs -9).

4. Why Now? The IGW (Increased Gross Weight) Version

• [09:00–10:21]
  • The 787-10’s “moment” is fueled by the upcoming IGW (Increased Gross Weight) version, finally set for 2026 FAA certification.
  • IGW increases MTOW by 14,000 lbs, adding significant range (430 nm extra), enabling more demanding city pairs (e.g., Chicago–Tokyo).
  • Jon Ostrower: “[IGW] allows… Chicago to Tokyo year round with a dash 10 with a full belly of cargo or Air New Zealand also with a full belly of cargo. That extra 14,000-pound bump is promising ultimately 430 more nautical miles worth of range.” [09:45]
  • Airlines like United are lining up their orders to match this improved capability.

5. Regional Appeal and Market Evolution

• [10:21–12:48]
  • Historically, the Dash 10 succeeded in Europe (e.g., KLM, BA, United), Asia (ANA, Singapore, EVA), and the Middle East (Etihad) on short- to mid-haul high-capacity routes.
  • As the IGW extends range, the Dash 10 becomes a replacement candidate for aging widebodies (United's 767/777-200ER) and can start overlapping with larger widebodies’ missions.
  • Brian Sumers: “Once you give this airplane more capability, does it change which airlines want it?” [11:10]
  • Jon Ostrower: “The Dash 10 certainly looks like to fill the role of the 767, the smaller triple 7s, which will all be replaced by 787s of various flavors.” [11:31]

6. Cabin Design: The “Monuments” Advantage

• [13:33–16:24]
  • Air Canada Chief Commercial Officer Mark Gallardo is especially excited about how the Dash 10’s fuselage makes cabin design more efficient, especially for premium cabins.
  • “Monuments” = everything but seats (e.g., galleys, lavs); more space between doors for business class seats without wasteful “mini-cabins.”
  • Brian Sumers, quoting Gallardo: “The real estate between door one and door two is the most valuable real estate in the industry… On the Dash 10, Air Canada is planning to put 42 business class seats in that zone...the details show up in the margins.” [15:45]
  • Cabin design lets airlines address customer demand for premium without sacrificing seat count.

7. Operational Flexibility, Range, and Cargo Potential

• [16:24–18:44]
  • Air Canada sees the IGW Dash 10’s added range enabling Vancouver–Hong Kong and strong cargo potential; almost matches 777-300ER belly capacity (40 containers vs 44).
  • Gallardo to Brian: “[Dash 10 is] one of the better cargo aircraft that I’ve studied. He is the president of Air Canada Cargo as well…” [17:14]
  • Caveat: Dash 10 is still a “niche” for Air Canada (14 ordered), and some missions still need the larger/rangier A350-1000 or 777X.

8. The Competitive Landscape—Segmenting the Widebody Market

• [18:44–20:38] Jon Ostrower:
  • The 787-10 fills territory vacated as widebody markets fragment:
    • 777-300ER replaced the 747-400.
    • 787-10 is set to take over many 777-300ER and 767 jobs where range is not the over-riding factor.
  • Quote: “If you have to carry 300 people 3,000 nautical miles, would you rather do it with 150,000 pounds of thrust or 230,000 pounds of thrust?...the lighter 787 wins every time.” [19:27]
  • 777X and A350-1000 are for ultra long-hauls and dense markets.

9. Listener Mail: JSX, Turboprops, and Airport NIMBYs

• [20:38–23:28]
  • Listener question about Carlsbad, CA, resident opposition to noise from regional jet flights and JSX operations (NIMBY = Not In My Backyard).
  • Jon points out facts: ATR turboprops are actually quieter than regional jets, but “NIMBYs tend to never be satisfied…”
  • Another listener (Brett, in Mexico) writes with a nuanced insight into the Hawaiian market—Alaska won’t go ATR, not enough seats or airports, pilot labor constraints.
  • Brian (lighthearted jab): “This listener is a little full of himself…but he does know the Hawaii market better than I do.” [22:29]

10. Notable Quotes & Memorable Moments

• On the order surge and upgrades:
  “What started as a West Coast, Pacific or East coast transatlantic airplane can now start to really stretch its legs with some really important coming upgrades.” — Jon Ostrower [09:16]
• On aircraft economics:
  “Monuments don’t make money. Seats do.” — Mark Gallardo via Brian Sumers [14:17]
• On legacy widebody replacement:
  “The 787-10 is set to take the 777-300ER role in many cases…this is straight physics, and on economics, the lighter 787 wins every time.” — Jon Ostrower [19:38]

Segment Timestamps

• 00:01–01:00 — Introduction, Brett’s absence
• 01:00–03:14 — 787-10 order highlights, initial context
• 03:14–08:00 — 787-10 design features, capabilities, and economics
• 09:00–10:21 — The IGW upgrade and why it matters now
• 10:21–12:48 — Changing customers and route strategies
• 13:33–16:24 — Air Canada’s cabin/cargo strategy for the -10
• 16:24–18:44 — Range, cargo, and competitive role
• 18:44–20:38 — Widebody market segmentation, future replacements
• 20:38–23:28 — Listener questions: JSX, ATR noise, Hawaiian routes

Tone and Takeaways

• The episode is geeky, energetic, and jam-packed with aviation industry detail, yet approachable; the hosts riff off each other with humor and share both technical and strategy insights.
• For aviation and airline industry geeks, this is a must-listen episode for understanding why the 787-10’s “moment” is finally here—and what it means for airline fleet strategies in the next decade.

For more, or to ask a question, visit theairshowpodcast.com