American Airlines' Widebody Decision "Could Go Either Way," Airline Says, as Airbus Mounts a Real Challenge to Boeing

American Airlines is closing in on a major widebody aircraft order that could span up to 65 jets, and while Boeing enters the competition with structural advantages, the airline's own leadership says the outcome is genuinely open. According to American's Chief Commercial Officer, Nat Pieper, the contest between Boeing and Airbus "could go either way."

American operates one of the largest widebody fleets among U.S. carriers, entirely built on Boeing aircraft, and needs to replace its aging 777-200ERs while planning 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 talks with each. The realistic contest, according to most industry analysis, centers on Boeing's 787-9 or 787-10 against Airbus's A330neo, with the larger and pricier A350 and the not-yet-certified 777X seen as much longer shots given American's stated preference for moderate-capacity long-haul aircraft.

Why Boeing Has Structural Advantages

American already flies the 787-8 and 787-9, giving the carrier established training programs, spare parts inventories, and maintenance operations built around the type. The airline currently has 19 more 787-9s on order with options for 28 additional aircraft. Pieper has acknowledged that Boeing "gets points" for this fleet commonality.

Pilot training represents one of the biggest hidden costs in any fleet decision. Bringing in a new type from Airbus would require American to build separate training pipelines, hire additional instructors, and manage two distinct widebody operations – a kind of split-fleet complexity that carries real financial consequences over the life of the aircraft.

Notably, though, the 787-10 may not be the shoo-in it appears on paper. Isom has previously said the larger 787-10 variant isn't a good fit for American's network, complicating the idea that simply adding more of the type is the path of least resistance.

Airbus Is a Genuine Contender, Not Just Leverage

American already retired its Airbus A330 fleet during the pandemic, meaning the airline would be rebuilding infrastructure from scratch if it selected the A330neo. But Pieper argues Airbus can offset Boeing's commonality advantage on price. "We're in a widebody campaign featuring both Airbus and Boeing," Pieper said. “We want the best airplane that's suited to the missions we're going to fly.”

There's also a notable piece of history working in Airbus's favor: American actually already had a firm order for 22 A350s, inherited through 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 uneconomic at the time. A return to Airbus widebodies would effectively reverse that decision.

The A330neo, in particular, is seen as Airbus's strongest card: it's smaller and generally less expensive than the larger widebody alternatives, and could offer earlier delivery slots than aircraft facing longer production backlogs.

Why the A350 and 777X Are Considered Long Shots

Despite being part of Airbus and Boeing's respective widebody lineups, the A350 and 777X are widely viewed as unlikely picks for this specific competition. The A350 is larger than American's existing 787-9s, comes with higher acquisition and operating costs, and offers more capacity than American executives have said they want for many of their long-haul markets.

The 777X faces an even steeper hurdle: the aircraft has not yet entered commercial service and remains in certification and development, making it a riskier and larger investment than American appears to be seeking at this stage.

Boeing's Production Challenges

Boeing's 787 program has faced its own well-documented difficulties in recent years, including production issues, quality concerns, and delivery delays. The 777X program has slipped repeatedly, with entry into service pushed back multiple times – one more reason it's not considered a serious contender for this order.

Those problems give Airbus an opening. If American needs aircraft on a specific timeline and Boeing cannot commit to firm delivery dates, the calculus could shift further in Airbus's favor. Airlines increasingly value delivery certainty alongside list price and operating economics – whilst Airbus has shown signs of improving production momentum industry-wide.

What Comes Next

American has not announced a final decision or a specific date for one, though industry observers expect movement in the coming months given the RFP process already underway. The order is expected to cover up to 65 widebody aircraft, with delivery slots likely stretching into the next decade.

For Boeing, winning American's business would provide a meaningful boost to the 787 backlog and reinforce its position with U.S. legacy carriers. For Airbus, breaking through at American – a carrier it hasn't sold widebodies to in years – would mark a significant win in a market Boeing has traditionally dominated.

The final decision will hinge on price, delivery timing, financing terms, and whether Boeing can convince American its production issues are truly behind it. As Pieper put it, the outcome genuinely "could go either way."