In conjunction with Aviation Week’s upcoming Engine Leasing, Trading and Finance Europe event, Flight Friday looks at engine flight hours utilization on the Boeing 787 fleet.
As Boeing approaches delivery of its 1,300th 787 later in 2026—15 years after All Nippon Airways received the first Rolls-Royce-powered Trent 1000 aircraft and Japan Airlines inaugurated the first General Electric (GE) GEnx powered aircraft six months later in early 2012—the in-service fleet (ISF) presents a 67:33 split favoring GE.
This two-thirds GEnx, one-third Trent 1000 distribution is mirrored precisely in monthly flight hour accumulation.
The Trent 1000 has suffered durability issues during entry to service, which has been well documented over the years, dashing hopes of securing new orders for Rolls-powered 787s. Long-standing 787 customers who had Rolls engines, like British Airways, decided to opt for GE-powered aircraft for future deliveries, due, in part to the durability issue.
This shift is also reflected in the current order book, with just 36 Rolls-powered 787s remaining on order, although earlier in 2026, the Trent was given a boost as it was announced that LATAM had selected Rolls to power three 787s.
By contrast, GE powers two-thirds of the fleet and makes up two-thirds of the flight hours. The big difference is that GE accounts for over 1,000 orders of 787 aircraft. Thus, in the future, GE will dominate the 787 market, increasing its 787 market share.
However, there are still a little over 100 orders on the orderbook with no current engine selection.
This data was put together using Aviation Week’s Tracked Aircraft Utilization database.
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