Boeing 787-9
11,864 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 180949-020309 | PMA |
| 180949-041003 | PMA |
| 180949-080302 | PMA |
| 180950-1113 | PMA |
| 180950-1747 | PMA |
| 181116-048 | PMA |
| 181117-036 | PMA |
| 181219-88 | PMA |
| 181713-101 | PMA |
| 181714-101 | PMA |
| 183711-050 | PMA |
| 183996-052 | PMA |
| 184109-038 | PMA |
| 184116-024030 | PMA |
| 184604-064TS | PMA |
| 184604-094LS | PMA |
| 184704-080L | PMA |
| 184705-034 | PMA |
| 184705-068L | PMA |
| 184707-111L | PMA |
| 184707-114 | PMA |
| 184708-113 | PMA |
| 184708-114 | PMA |
| 184786-020068L | PMA |
| 184789-034R | PMA |
| 184789-062R | PMA |
| 184792-105T | PMA |
| 184796-014 | PMA |
| 184797-103 | PMA |
| 184801-018L | PMA |
| 184802-058T | PMA |
| 184805-101 | PMA |
| 184806-052 | PMA |
| 184807-038034 | PMA |
| 184809-050T | PMA |
| 184900-101 | PMA |
| 184903-070L | PMA |
| 184929-036L | PMA |
| 184939-101 | PMA |
| 184939-102 | PMA |
| 184946-022T | PMA |
| 184966-054L | PMA |
| 184966-070L | PMA |
| 7001747H04 | PMA |
| 721Z1100-5 | PMA |
| 725Z2300-19 | PMA |
| 725Z2400-301 | PMA |
| 725Z3161-175 | PMA |
| 725Z4100-7 | PMA |
| 8730B1-1 | PMA |
Utilization & cargo trend(US carriers, 2015–2025)
787 family rollup — BTS T-100, domestic + international
US carriers only (BTS T-100, domestic + international segments) — foreign-carrier flying is excluded, so global utilization runs higher. Fleet size is reconstructed from the FAA registry (built on or before each year, not yet deregistered) — an approximation. Freighter share counts departures with zero passengers and freight aboard — a proxy for freighter/combi operations, not a tail-by-tail conversion count. Missing years render as gaps.
USM supply — retirements & teardowns(2023–2026)
787 family — FAA registry deregistrations
FAA registry data. Domestic deregistration is a teardown proxy — it also captures re-registrations and some unflagged exports, so it is not a confirmed part-out count; exported aircraft left the US fleet intact and are not USM supply. ATA shares reflect where this directory's parts for the family concentrate (parts in parentheses) — a coverage signal, not the aircraft's bill of materials or a teardown-yield forecast.
Engine-program supply pressure(since 2023)
FAA registry — US-registered fleet
Engines account for roughly half of all MRO spend, so engine programs shedding aircraft are where retirement supply carries the most value.
| Engine model | Active tails | Engine units | Retired since ’23 | Exported | Avg age at dereg |
|---|---|---|---|---|---|
| GE GENX-1B74/75/ | 60 | 120 | 0 | 0 | — |
| GE GENX-1B70/P2 | 44 | 88 | 0 | 0 | — |
| GE GENX-1B76A/P2 | 24 | 48 | 0 | 0 | — |
| GE GENX-1B76/P2 | 18 | 36 | 0 | 0 | — |
| GE GENX series | 17 | 40 | 0 | 0 | — |
| ROLLS-ROYC TRENT 1000 | 14 | 28 | 0 | 0 | — |
| GE GENX-1B75/P2 | 5 | 10 | 0 | 0 | — |
| GE GENX-1B70/P1 | 3 | 6 | 0 | 0 | — |
FAA registry data, US-registered aircraft only. Counts reflect the engine model as registered — generic “series” rows coexist with thrust-variant rows, so per-variant figures are partial. Retired = domestic deregistrations (a teardown proxy, not a confirmed part-out); exported aircraft left the US fleet intact. Active tails span every family the engine flies on, not just this one.
Maintenance economics(US carriers, through 2026)
787 family — BTS Form 41 filings
BTS Form 41 data (Schedule P-5.2 maintenance expense over T-2 block hours), Group III US carriers only — filers above $1B annual revenue; smaller US operators, Part 135, and all non-US carriers are not in this data. Dollars are accrual-basis from regulatory filings (reserves and depreciation included), so they benchmark fleet economics and do not track to individual repair events. Averages are block-hour- weighted across every reporting carrier; the range spans per-carrier rates after excluding marginal reporting slices, and small carrier counts are noisy.
Airworthiness Directive activity
FAA / EASA public regulatory data
- FAA AD 2026-13-07effective Aug 6, 2026Mixed actions
The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD was prompted by reports of door assist handles pulled loose from their lower attach point in the doorway support bracket during pre-flight checks. This AD requires, for certain airplanes, installing a new retainer above the lower keyway of the support bracket assembly and installing a placard on certain support bracket assemblies or marking the part, and for certain airplanes, requires an inspection of the forward and aft door assist handles and applicable on-condition actions. For certain other airplanes, this AD requires installing a new retainer above the lower keyway of the support bracket assembly at certain locations and reidentifying the support bracket assembly. The FAA is issuing this AD to address the unsafe condition on these products.
- FAA AD 2026-12-07effective Jul 20, 2026Prohibition
The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD was prompted by reports of an uncommanded change to the mode control panel (MCP) selected altitude. This AD requires replacing the existing MCP with an updated MCP and performing an installation test. The FAA is issuing this AD to address the unsafe condition on these products.
- FAA AD 2026-13-11effective Jul 1, 2026Prohibition
The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD was prompted by the determination that radio altimeters cannot be relied upon to perform their intended function if they experience interference from wireless broadband operations in the 3.7-3.98 GHz frequency band (5G Lower C-Band) while operating in Canadian airspace, and the determination that as a result of this interference, certain airplane systems may not properly transition from AIR to GROUND mode when landing on certain runways, resulting in a longer landing distance than normal due to the effect on thrust reverser deployment, speedbrake deployment, and increased idle thrust. This AD requires revising the existing airplane flight manual (AFM) to incorporate limitations prohibiting certain operations requiring radio altimeter data when operating in Canadian airspace. The FAA is issuing this AD to address the unsafe condition on these products.
- FAA AD 2026-09-01effective Jun 3, 2026Prohibition
The FAA is superseding Airworthiness Directive (AD) 2023-08- 04, which applied to certain The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. AD 2023-08-04 required a detailed visual inspection of all door 1 and door 3 lavatory and galley potable water systems for any missing or incorrectly installed clamshell couplings, and applicable on-condition actions. This AD was prompted by discoveries by Boeing that some couplings did not have the required safety strap and that they have developed a design solution that replaces the couplings with couplings that have safety straps. This AD retains the requirements of AD 2023-08-04 and requires, for certain airplanes, a detailed inspection of all clamshell couplings for the presence and correct installation of safety straps at door 1 and door 3 lavatories and galleys with a potable water system and applicable on-condition actions, which would terminate the existing requirements. This AD also prohibits the installation of affected parts at inspection locations. The FAA is issuing this AD to address the unsafe condition on these products.
- FAA AD 2026-05-01effective Apr 16, 2026Prohibition
The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD was prompted by a report of multiple instances of loss of transponder for airplanes entering airspace in the presence of continuous wave (CW) interference where the transponder did not meet the minimum operational performance standards (MOPS) requirement for transponder response. This AD requires replacing the left and right integrated surveillance system processor unit (ISSPU) hardware. The FAA is issuing this AD to address the unsafe condition on these products.
Directives linked to this airframe family in the FAA / EASA regulatory corpus we have processed — not a complete historical AD list. An AD is a compliance requirement that drives scheduled work (inspections, replacements, modifications) across the fleet; inspection directives are not replacement directives, and none of this is a prediction that any part will fail.