One of the best airlines in North America is looking at getting a bit better with the addition of some larger aircrafts. Alaskan Airlines is looking to compete on the international stage with some wide body planes.
Alaska Airlines has confirmed plans to convert part of its Boeing 787-9 order to the larger 787-10 variant, signaling the carrier’s aggressive push to establish Seattle as a major international hub following its acquisition of Hawaiian Airlines.
The Seattle-based carrier confirmed the conversion but has not yet disclosed specific numbers or delivery timelines, stating that details will be shared “soon.”
Strategic Shift Following Hawaiian Merger
The move represents a strategic pivot for Alaska Airlines, which prior to its merger with Hawaiian Airlines, had never operated widebody aircraft. The airline is now leveraging Hawaiian’s existing 787 fleet to launch its international ambitions, with Alaska planning for around 12 long-haul international routes from SEA by 2030.
The airline will base all of its 787s at the Pacific Northwest airport going forward, with Hawaiian’s Airbus A330s based at Honolulu’s Daniel K. Inouye International Airport (HNL). This hub strategy allows Alaska to concentrate its long-haul operations while maintaining Hawaiian’s established Pacific network.
The Economics Behind the 787-10 Choice
The case for Boeing’s largest Dreamliner is simple: more seats. The 787-10 can fly 336 passengers in a standard two-class layout — 40 more than on the -9, according to Boeing. And, thanks to comparable economics, the -10 is understood to have lower per passenger operating costs to its smaller sibling.
More seats just means it will make some more money. It is a great choice for the airline to expand.
However, there’s a trade-off. The 787-10 can only fly 7,284 miles, or roughly 1,400 miles fewer than the -9. For Alaska’s strategy, this range limitation isn’t problematic. By basing all 787 operations in Seattle, the airline can take full advantage of the 787-10’s 6,330-nautical-mile range, which is sufficient to reach destinations such as Japan, Korea, Taiwan, Hong Kong, and coastal China.
If the airline ever wanted to expand further, they could pick up some A350s that have a range around 8,500 nautical miles for the A350-900 and 9,000 nautical miles for the A350-1000. That could be some future plans.
Hawaiian’s Smaller 787-9 Fleet Comparison
Currently, Hawaiian Airlines has three B787-9s and two more to be delivered, according to data from Planespotters.net. It’s a young fleet with an average age of 1.8 years. Hawaiian’s Boeing 787 has comfortable seating arrangements with 34 Leihoku Suites and 266 Main Cabin seats, featuring the carrier’s premium “lei of stars” business class product.
In contrast, Alaska’s larger 787-10s will offer significantly more capacity, allowing the carrier to compete more effectively on high-density routes where competitors already deploy large aircraft.
Seattle’s International Hub Potential
Seattle’s geographic position provides Alaska with significant advantages. “SEA is better positioned geographically to connect numerous central and western cities with Asia than either SFO or LAX,” wrote Tom Fitzgerald, the aviation analyst at TD Cowen, in a December report on Alaska’s global ambitions.
The airport’s existing international infrastructure already supports major long-haul operations. British Airways, EVA Air and Korean Air serve SEA with the largest Dreamliner, and British Airways, Emirates and Qatar Airways serve the airport with the large Boeing 777-300ER.
From Seattle, Alaska’s 787-10s can reach key Asian destinations including Seoul (launching September 2025), Tokyo, and various Chinese cities. European destinations like London Heathrow (launching spring 2026), Rome (May 2026), and Reykjavik are all within range of the aircraft.
Competitive Landscape
Alaska faces formidable competition at Seattle, particularly from Delta Air Lines. Delta Air Lines, SEA’s largest international carrier and a fierce Alaska Airlines competitor, flies a combination of Airbus A330-900s and A350-900s — the latter being its largest plane — from the airport.
Delta Air Lines (DL), Alaska’s primary competitor at Seattle Tacoma International Airport, already operates several routes to similar Asian and European destinations. However, Alaska CEO Ben Minicucci has expressed confidence in the competition, stating “Our company can go toe-to-toe with anyone.”
United Airlines also operates from Seattle, though to a lesser extent than Delta. American Airlines maintains a smaller presence, making Alaska and Delta the primary competitors for international traffic.
Fleet Integration and Timeline
Alaska now has 12 787-9s and five 787-10s on order, representing the converted aircraft from the original Hawaiian order. To support Alaska’s transformation, we’re establishing a 787-9 hub in Seattle that will deploy as many as 17 787s across our global network.
The airline is also preparing operationally for this expansion. In addition to our existing 737 pilot base, we will open a new pilot base to support 787 operations beginning next spring.
Looking Ahead
Alaska’s conversion to the 787-10 reflects broader industry trends toward right-sizing aircraft for specific markets. To date, Boeing has received orders for 270 of this variant of the aircraft, with British Airways and Qatar Airways placing the biggest orders. However, the list of customers does not include any U.S. airlines, making Alaskan potentially the first U.S. carrier to operate the type.
The strategic shift positions Alaska Airlines to compete more effectively in the increasingly competitive Seattle international market, leveraging both the operational economics of the 787-10 and the carrier’s growing Oneworld alliance partnerships to establish itself as a credible alternative to legacy competitors.
As Alaska Airlines continues integrating Hawaiian Airlines and developing its international network, the 787-10 order signals the carrier’s commitment to transforming from a regional West Coast airline into a global competitor capable of challenging established international carriers on their own turf.
