section_path: Variants/787-10
section_name: 787-10
paragraph_text: 787-10
  
  In December 2005, pushed by the interest of Emirates and Qantas, Boeing was studying the possibility of stretching the 787-9 further to seat 290 to 310 passengers. This variant would be similar to the capacity of the Boeing 777-200 and the Airbus A350-900, although with a shorter range. Customer discussions were continuing in early 2006. Mike Bair, Boeing's vice president and general manager for the 787 development program at the time, said it was easier to proceed with the 787-10 development after other customers followed Emirates' request. This variant is targeted to replace the Boeing 767-400ER and Airbus A330-300.
  
  On May 30, 2013, Singapore Airlines became the launch customer by stating it would order 30 787-10s (provided Boeing launched the program), to be delivered in 2018–2019. On June 18, 2013, Boeing officially launched the 787-10 at the Paris Air Show, with orders or commitments for 102 aircraft from Air Lease Corporation (30), Singapore Airlines (30), United Airlines (20), British Airways (12), and GE Capital Aviation Services (10). As of January 2023, the aircraft has 189 orders out of which 115 have been delivered, 7 of which are stored.
  
  This variant was envisioned as replacing Boeing 777-200 and Airbus A340-500 aircraft. It competes with the Airbus A350-900, and according to Boeing, it offers better economics than its Airbus competitor on shorter routes. Steven Udvar-Hazy said, "If it's identically configured, the −10 has a little bit of an edge on the −900", but smaller than Boeing's estimate of 10 percent. The 787-10 is 224 ft (68 m) long, seats 336 passengers in a two-class cabin configuration, and has a range of 6,330 nmi (11,720 km; 7,280 mi).
  
  Boeing completed detailed design for the −10 on December 2, 2015. Major assembly began in March 2016. Designers targeted 90% commonality between the 787-9 and −10 and achieved 95%; the 18-foot (5.5 m) stretch was reached by adding 10 ft forward of the wing and 8 ft aft, and by strengthening the fuselage for bending loads in the center wingbox. Because of the length and additional tail strike protection needed, a semilevered landing gear enables rotation over the aft wheels rather than at the bogie center, like the 777-300ER, and the cabin air conditioning system has 15% more capacity. The first and third −10 test-platforms incorporate Rolls-Royce's new Trent 1000 TEN engines, while the second is powered by the competing General Electric GEnx -1B engine.
  
  Major fuselage parts were received for final assembly on November 30, 2016. The 787-10's mid-fuselage sections are too large for transport to Everett, Washington and it is built only in Charleston, South Carolina; it is the first Boeing airliner assembled exclusively there. The first −10 was rolled out on February 17, 2017. The variant's first flight took place on March 31, 2017, and lasted 4 hours and 48 minutes.
  
  The first test 787-10 aircraft is engaged in flight envelope expansion work and the second joined the program in early May 2017, while the third with a passenger cabin interior to test the uprated environmental control system and Trent fuel-burn performance was scheduled to join in June. The −10 was scheduled to appear at the 2017 Paris Air Show. The second −10 is being used to prove the GE Aviation engines and the third made its first flight on June 8, 2017, when the flight-test programme was 30% complete. Boeing finished final assembly and painting of the first production 787-10 in October 2017, before its certification. The last stages of flight tests focused on fuel burn validation and revised flight control software.
  
  At the start of the November 2017 Dubai Air Show, the 787-10 had 171 orders; Emirates committed to 40 787-10s, in two- and three-class cabins for 240 to 330 passengers, to be delivered from 2022 and with conversion rights to the smaller 787-9. These aircraft are adapted for 7–8.5 hour missions, in a 280-seat three–class layout. Emirates' Tim Clark was doubtful it would meet its MTOW for the payload-range required with initial 70,000–72,000 lbf (310–320 kN) thrust engines, but with the current 76,000 lbf (340 kN) turbofans and the −9 early margins gave the −10 "stellar economics". By early 2019, Emirates was considering canceling its 787-10 order, due to engine margins being insufficient for the hot Dubai weather, in favor of the Airbus A350 (which would also replace its last Airbus A380 order). At the 2019 Dubai Air Show, Emirates placed an order for 30 787-9 aircraft rather than the 787-10.
  
  In January 2018, the −10 was certified by the FAA after testing for 900 flight hours. Boeing received its production certificate on February 15. It was first delivered to launch customer Singapore Airlines on March 25, 2018. Fitted with 337 seats, 36 in business and 301 in economy, the −10 began commercial service on April 3, 2018.
  
  The 8.7% fuselage stretch from the −9 to the −10 likely increased empty weight at a lower rate than the 7.4% growth from the −8 to the −9 due to the 10.7% stretch. Software changes increased the tailplane effectiveness to avoid modifying it. With the same wing but a longer fuselage than the −9, the flutter margin was reduced for the −10 but to avoid stiffening the wing or adding wingtip counterweights for commonality, software oscillates the elevators in the flaps up vertical mode suppression system (F0VMS), similar to the vertical gust load alleviation system.
  
  To replace Air New Zealand 's 777-200 fleet, Boeing wants to increase the 787-10 MTOW by over 13,000 pounds (5.9 t) to 572,000 pounds (259 t) with some reinforcements and updated fuel systems. This would allow more range, such as the 5,600 nmi (10,400 km; 6,400 mi) trip from Auckland to Los Angeles with no passenger restrictions and some cargo. The increased performance could trickle down to the 787-9, allowing Auckland to New York flights.