Another widebody shake-up is underway at Hawaiian Airlines, now part of Alaska Airlines, one that goes to the heart of the brand’s future. Hawaiian’s Dreamliners were meant to be its flagship, connecting the islands directly to Asia and the East Coast. Instead, five of those orders have now been converted to 787-10s that will enter Alaska’s livery and Alaska’s network.
For Hawaii, the meaning is clear: the Dreamliner vision is gone, and widebodies seem to be slipping further out of Hawaiian’s hands.
Where Hawaiian’s widebody plan went so far wrong.
Hawaiian’s Dreamliner bet was ambitious but out of step with today’s reality. The airline currently operates 24 A330s, which is more than its narrowbody A321neo fleet, and was moving to layer on orders for a dozen 787-9s (Dreamliners). For a relatively small carrier with limited connecting traffic, that was far too many widebodies to sustain.
The timing could not have been worse. The pandemic and currency fluctuations eroded international demand, while competition from Southwest eroded margins at home. And that’s just for starters. Hawaiian found itself drowning in debt with expensive new aircraft on the way.
Even the choice of the 787 was questionable. It meant adding a brand-new type with no commonality to the Airbus fleet, which required new training, maintenance, and additional costs.
As one longtime BOH reader noted, “I’m still amazed Hawaiian had 24 A330s and then ordered a dozen 787s. Where on earth were they going to fly them all?”
What initially appeared to be prestige quickly became a liability. The Dreamliner was supposed to be Hawaiian’s global flagship. Instead, it pushed the airline closer to the financial brink and left Alaska to clean up the mess.
Why the 787-10 Dreamliner is not the same plane.
The 787-10 that Hawaiian’s order book has been shifted into will not fly for Hawaii at all. These jets will be delivered in Alaska’s livery, based in Seattle, and used for new intercontinental routes to Asia and Europe. The 787-10 is the largest Dreamliner model, designed to carry more passengers, but with approximately 1,200 fewer nautical miles of range than the 787-9.
That shorter range does not matter from Seattle, where the 787-10 can still reach Japan, Korea, Taiwan, Hong Kong, coastal China, and virtually all of Europe. What it does mean is that the plane Hawaiian once planned as its global flagship will never carry the Pualani tail.
Instead, they are being integrated into Alaska’s long-haul strategy, leaving Hawaii with little more than an aging A330 fleet and a network that is increasingly built around narrowbodies.
For island travelers, the symbolism is unmistakable. The Dreamliner, which was supposed to carry Hawaii’s identity across the Pacific, is gone. What remains is a shrinking widebody presence under Hawaiian branding and a future where most flights to the islands will be on single-aisle jets, just as on United, Delta, and American.
Alaska’s fingerprints are all over this.
We have watched this unfold step by step. Hawaiian’s first Dreamliners are now flying in Hawaiian colors from Honolulu. Still, plans already call for them to be shifted into Alaska branding and relocated to a Seattle base next year. What was promised as Hawaiian’s flagship has been reduced to a transition aircraft before disappearing into another airline’s identity.
By converting the remaining orders to 787-10s, Alaska is making clear that these jets were never intended for Hawaii service. They will be Alaska’s tools for long-haul routes out of Seattle — to Asia and to Europe — and will never carry the Pualani tail.
This isn’t simply about aircraft orders. It is about redefining what Hawaiian is, and perhaps more importantly, what it is no longer.
What this means for Hawaii travelers.
For residents and frequent visitors, this is not just an airline footnote. It directly affects the experience of flying to and from the islands.
The 787-10s that Hawaiian once ordered will never fly in island colors. They are Alaska’s aircraft, based in Seattle, and intended for new routes to Asia and Europe. For Hawaii, the impact is the loss of what was supposed to be its flagship.
That leaves Hawaiian with a shrinking widebody presence and a network built more and more around narrowbodies, just as United, Delta, and American already do. For those hoping for distinctive nonstop service to places like New York or Tokyo on Hawaiian metal, the options will continue to narrow.
And for many, the emotional impact is even greater than the practical one. The Dreamliner was designed to evoke the feeling of Hawaii in the sky. Instead, it is being erased, leaving travelers with fewer choices and less of the island’s identity they once counted on.
Beat of Hawaii predicted this outcome.
From the moment Hawaiian first unveiled its Dreamliner plans, we questioned whether the airline could afford them, whether the market could support them, and whether widebody expansion made sense for Hawaii at all. In our earlier coverage, including The Dreamliner Was Hawaiian’s Future. Now It’s Gone and How Long Will Hawaiian Alaska Dual Branding Really Last, we laid out those risks before anyone else.
This latest shift to 787-10s, aircraft that will never fly in Hawaiian colors and are meant for Alaska’s global routes, confirms what we said then. What was once promised as Hawaii’s flagship is now part of Alaska’s fleet plan.
When we first raised doubts about Hawaiian’s Dreamliner future, readers did not hold back. One wrote, “The Dreamliner was supposed to be our statement to the world. Instead, it’s being turned into Alaska’s Seattle shuttle.” Another asked, “If Hawaiian loses its identity, what is left to distinguish it from United or Delta?”
The reaction has only grown louder with each story we’ve published about the acquisition, brand integration, and fleet changes. The comment threads have lit up every time, and this latest fleet change is sure to do the same.
Hawaii identity versus airline efficiency.
At its heart, this story is not about aircraft models. It is about whether Hawaii retains an airline that reflects its culture and pride, as Alaska promised, or whether it becomes just another spoke in an extensive mainland hub system.
The 787-10 move is another reminder that decisions are now being made to fit Alaska’s broader network plan rather than Hawaiian’s earlier ambitions.
What about the A330 fleet?
The A330-200s, once Hawaiian’s long-haul workhorses, are now the only widebodies still painted in the Hawaiian brand. They are aging, and with no new 787-9s coming in to replace them, their role going forward is uncertain.
Many expect Alaska will gradually reduce the Hawaiian A330 fleet or move some into its own livery. That would bring Hawaii service more in line with how other U.S. airlines approach the islands. Narrowbodies first, widebodies only when absolutely appropriate.
The open question is whether Alaska will choose to preserve any part of Hawaiian’s widebody identity on some longer-haul routes, or whether that dream fades completely.
The bottom line of these next changes.
Hawaiian’s move, under Alaska’s direction and ownership, converting remaining 787 orders into 787-10s, is not just a paperwork change. It reflects the complex reality that Hawaiian was headed toward another bankruptcy, weighed down by, among other things, too many widebodies and questionable fleet choices that never fit its size or market. Alaska is now reshaping those decisions to fit its own financially sustainable plan.
For travelers, that means fewer Hawaiian-branded widebodies and more reliance on narrowbodies for most routes. For the state, it is one more step away from having an airline that represents Hawaii on the world stage in a unique way.
What do you think? Does Hawaiian still feel like Hawaii’s airline, or has it lost what made it unique?
Get Breaking Hawaii Travel News
Alaska is not Hawaiian! Hawaiian Air was part of the experience. ☹️
Yes Hawaii isn’t the tourist destination as it was. Being shared across the globe with other destinations. With the fact that wide bides aircraft of international carriers once dominated the pacific, no longer need to stopover. Service standards have gone below expectations, lots of factors. All about cost savings. The loyalty programs. So many factors, that plays into the economics of the current landscape. Reality, no one’s to blame here. Other than supply demand, disciplined capacity.
What all of your readers need to understand Hawaiian was a failing company. Stock price down, reservations still in the Phils in spite of years of criticism, an app that was archaic compared to united, delta, American and Alaska, a bizarre decision to buy 787-9 aircraft instead of the airbus equivalent, falling service standards.
The company had 2 choices..chapter 11 for the 3rd time or sell it.
Alaska airlines now owns the company and no matter how much we want the Hawaiian Airlines we knew to continue in some way the truth is it will disappear.
Alaska runs a tight efficient and profitable business and they will do whatever it takes to ensure that continues
Very well said.
BOH, I think you are correct in saying that most, if not all, 787s will have Alaska branding. However, your assertion that this means an end to HA widebody operations amounts to speculation. You have conveniently omitted a few key facts from this article:
1. It looks like AAG will have a total of 17 787s after all are delivered. Only 5 of these will be -10s, the rest -9s. That is less than 1/3 of the 787 fleet.
2. AAG has announced plans to refurbish the HA A330 interiors, making business class a more acceptable 1-2-1 configuration., among other improvements. Why spend all that money if the plan is to retire these planes?
Widebody service to HI will continue as long as traffic supports it, but maybe not on 787s.
BOH said that including “Narrowbodies first, widebodies only when absolutely appropriate.” That’s clear and so is the entire airline industry.
Sucks so bad. So few flights from the bay area to Honolulu. It going to take me 10 hours through los Angeles to get back to my home on Hawaii ,it used to take 5. So sad.
Alaska successfully has destroyed the hospitality that Hawaii Air worked so hard to cultivate.
Hawaiian Airlines worked hard to destroy the investment the stockholders made that is the very essence of a publicly traded corporation.
Just in case you never saw Alaska Airlines tv commercials from the 1980’s, today they are rather telling. Be careful what we wish for. Funny.
youtu.be/yaPZntwihy0?si=FYQ9ogL-QxyqmsOj
Hawaiian Airlines brand heading for the Virgin America graveyard. 😯
Hawaiian Air, The Old Gray Mare, she ain’t what she used to be.
Old planes and old routes (the ones that are left), and eventually, just old memories are all that is left behind.
The handwriting is on the wall. Alaska Air is growing, so why keep a name that is old and falling by the wayside.
Sad!
One must wonder if Alaska is repeating the same mistakes of dreaming of granduer that Hawaiian, or even Southwest did.
This will be a very sad and disappointing change. I would love for Alaska to still have the Hawaiin branding and flight attendants. It has always been a huge part of the Island experience.
It’s all the same company now. The 787’s will better serve the combined company. Whether that’s from SEA or HNL, those planes have intense range and Hawaiian never would have given them the destinations they deserve (as can be seen with flying them to the mainland. A waste of such a wide body). The islands can be flown with 737Max’s and the 787’s should be rerouted internationally from SEA. People in LHR would never fill a 787 daily anyway. It was a pipe-dream for HA to begin with. The A330’s will age-out and be broken up with narrow bodies left to serve the Hawaiian market. It’s time for the the legacy people to realize that.
At the end of the day, Hawaiian needed to be financially stable and they weren’t rebounding like other airlines after the pandemic. While these new aircraft may have been the future, there isn’t a future if the airline goes under. Change isn’t easy and no one will get everything they want in the end. Alaska didn’t buy Hawaii solely for the Dreamliners. They paid $1.9 billion to acquire Hawaiian’s brand, all its planes, its routes and hopefully its customers. Be mad at Alaska but then you should also be mad at Hawaiian for selling to Alaska, be mad at Hawaiian for not digging themselves out of their debt. They could have delayed delivery or tried cancelling their Dreamliner order to remain solvent.
What will Hawaiian replace the aging interisland 717 fleet with?
I think that will be an even harder question than the widebodies.
The only reason Southwest flies interisland is because of their recently ended lack of overnight flights. You have to leave the West Coast no later than mid-morning to get to Hawaii, turn around, and get back to the West Coast by midnight. That severely limits how big a Hawaii operation an airline can have.
Now that Southwest has overnight flights, I suspect they will do what all the other airlines have done and eschew interisland service. If there were any money in it, United Airlines would have bought Aloha decades ago.
If Hawaiian Airlines becomes the only airline flying interisland, then Maybe 737’s might make sense. As AAG has said when all the dust settles, all Hawaii flying will be HA branded, perhaps HA branded 737’s will eventually serve the routes.
For the record Hawaiian has more wide-bodies than Air New Zealand. Hawaii has 1.5 million people, whereas NZ has 5. The business model was always doomed to fail unfortunately.
From my viewpoint, I can’t imagine Alaska spending all that money just to try keeping Hawaiian afloat on a losing path. As a former employee of an airline that shut down in bankruptcy, putting over 1000 employees out on the street, I would make the following observations.
It’s reported that Hawaiian made bad choices that had them headed towards a complete shut down. Everything/everyone lost.
Would it not be better to protect the Hawaiian employees’ jobs, even if it meant Hawaiian loses the B789s from their fleet? If Hawaiian closed in bankruptcy, all the fleet & all the jobs would likely be lost.
As for the A332 aircraft, most should actually still have a number of years’ lifespan (see planespotters.com). I see them continuing to fly from Hawaii to Asia & the S. Pacific under Hawaiian branding. Maybe elsewhere as well. Why not the interisland planes, too? Sometimes, if we’re too ambitious, we have to take a step back.
You had to know this would happen. What about the old 717 Island fleet? They need replacing. No plan yet!
1. The A330 flight is not “aging.” The average age is 11-12 years, which is still considered young for most aircraft. What has aged are the interiors, but a refresh would rejuvenate them, and their range makes them ideal aircraft for operating international routes to/from HNL.
2. The 787s were a significant contributing factor in Hawaiian’s economic distress. Alaska has eliminated that distress. Silly sentimental drivel has no place in running a profitable airline.
Well said Drew808!
HA management made some horrible decisions pre and post covid that brought on a looming financial collapse for the airline. BOH editors have been open in their criticism of management decisions in the past, and the stupid decision to purchase the 787s. Everybody needs to face reality and realize that Alaska Airlines basically has saved thousands of jobs for Hawaiian Airlines employees. Whether people like it or not, Alaska has a proven track record with profitability in the highly competitive commercial airline business.
The alternative for Hawaiian Airlines would have been bankruptcy and unemployment for thousands of employees.
FYI the 787’s are flown by Hawaiian crews….
For now.
Alaska has made it quite clear that if you want to fly a B787 you’re going to be based in Seattle.
Clearly, Hawaiian’s grandiose plans are at least partly what brought it to its knees. Personally, I would prefer that no flight out of Seattle carry Hawaiian’s livery or staff unless it’s on a Hawaii route. As I fly to/from BOS after the non-stop service ends, I will look for the best combo of aircraft, schedule, route, and price. If that means Hawaiian is again only an interisland airline to me, so be it.
One thing I will miss, tho, is Hawaiian’s staff sensitivity to island issues. On my most recent flight from SFO on United, the lead flight attendant specifically instructed passengers — repeatedly — NOT to fill out the back side of the ag form. Especially with HTA in distress, that info is crucial to establishing sustainable tourism. Only when I made a stink did they correct the announcement to say the back side is “optional.” United doesn’t give a about Hawaii if it’s inconvenient to them. Alaska won’t be any different.
The hard truth is that emotion does not play any part in a corporate takeover. HA brought this on themselves. They started nickel and dining locals and tourists alike. Being a former child of Hawaii of course I loved both HA and Aloha. But, I also flew UA, ,,Braniff, Continental etc.
When I went onto college and became an adult, I realized that change happens all the time. I’m very nostalgic and sometimes it hurts when you lose something that you grew up with. I flew Northwest and PanAm and we know what happened to them. Alaska is a good airline and very solvent. Cabin service is excellent and so are the ground crews.
Ted B.
I sure hope that you mention this to HTA about this. Yes, even though it’s “optional,” it is still a very valuable piece of information for HTA and others involved. Who knows. That lead flight attendant for United Airlines might be back at it again telling passengers to Not fill out that “optional” part of the form again. HTA really needs to be made aware of that situation so that they can inform management of airlines, especially United Airlines, to make necessary corrections within their airline so that they will inform their passengers on how to correctly fill out the form. Supposedly Hawai’i will be going into paperless form for all passengers on all incoming flights to Hawaii soon. Certain airlines is experimenting with this new app on their flights right now.
I for one still miss Aloha … that said, Iʻm conflicted about the changes to the ʻHawaiian travel experienceʻ. I enjoy the familiar perks on Hawaiian flights, however. My destination is always to my home island, Hawaii and KOA. It is irritating when flying Hawaiian that I end up with a multi-hour layover in HNL or OGG when I canʻt get booked on Alaska for a direct flight. It is particularly bothersome when I try book on Alaska, and end up on Hawaiian instead!
I’m sorry but when I buy a ticket to go anywhere I don’t choose base on body type. I guess people who care are the ones who travel in luxury and want a better business class cabin in a widebody? But for us economy travellers 3×3 or 2x5x2 are not as important as price and how quicky it gets us to our destination.
The narrow bodies are a 3 x 3 configuration, forcing someone to sit in a middle seat. At least on the 330’s it is a 2 x 5 x 2 configuration so a couple can have a window and aisle seat without someone in the middle. This set Hawaiian apart as well. If they go to the narrow body planes, there isn’t any real reason to fly Hawaiian anymore or Alaska, just fly the best schedule and book two aisle seats across from each other. Alaska Air is destroying what was one of the finest ways to fly to Hawaii from the west coast and other mainland cities. On top of it, Alaska is eliminating the Premiere membership, which was a special benefit for some of us. Another reason to consider flying other airlines.
If you look across the industry at where wide bodies are used on routes that a narrow body could support, they all have a few things in common. They’re either between 2 major hubs or they’re a feeder flight into a longer leg that demands the range of the wide body.
Most modern passengers aren’t booking wide-bodies for the prestige or “space”, they’re booking them for the direct access to their destination as opposed to needing a transit. Direct flights to Hawaii from Denver, Chicago, DC, New York etc. will continue to be served by wide bodies so long as there are people willing to pay a premium to have a direct flight.
Lot of good points in the article but to your question, Hawaii can only support so much growth. Hawaiian had taken it as far as it could go, hence no place to utilize the 10 787’s. Alaska using them and simultaneously keeping the Hawaiian Air brand with its Airbus fleet still has great potential for being the best option for keeping the spirit of Hawaiian Air alive and vibrant. If they don’t screw it up….
I’m not surprised by this at all. Working in public service, I have seen over and over that when company A buys company B, company A says that changes will be made, but the identity of company B that it’s famous for, service, perks, etc, the things that made it well known and respected, will not be affected. And like clockwork, that’s usually one of the first things company A messes with. I enjoyed flying on Hawaiian, the totality of the experience was great. I will continue to fly Hawaiian until I’m given reason not to. I hope that day never comes. If and when it does, I’ll fly Delta. I’m not going to reward Alaska with my money for screwing with Hawaiian.
And then you wind up with Continental Airlines DBA United Airlines. As a long time United Airlines customer, I got screwed by this merger/purchase.
Or, to your point, US Airways D/B/A American Airlines !!!!!
Actually it is America West Airlines D/B/A USAirways D/B/A American Airlines.
Perfect response ..thank you.
Alaska gets no special attention with the insane decisions they are making. Their pipedream of being one of the big boys with a hub based out of Seattle is laughable.
I don’t care where they fly too.
The west coast of the US is not going to connect through Seattle to go to Asia or Europe.
They will go out of LAX or SF the major hubs. And since I live in Hawaii I am not going to support an Airline that is already deceiving over a million people in the Islands. Not one word about the much needed new inter Island planes now that they are in charge. They made this credit acquisition to get the dreamliners. They are 6 billion in debt and now more. They are not solvent and time will show that.
Its a huge gamble. They do not care about the Hawaiian market or the culture of Hawaiian Airlines which is why they were so popular.
@Franklin M–you clearly don’t understand the Seattle market. The Seattle metro area itself has about 3 times the population of all of Hawaii. The combined population of WA and OR is more than 12 million. SEA is already a global hub, with daily nonstops to Paris (2 airlines), LHR (3 airlines, with AS soon joining), ICN (soon to be 5 carriers), TPE (4 carriers), Tokyo (4 carriers), DOH, DXB, IST, etc., etc. SEA doesn’t require a huge amount of connecting traffic outside the PNW to be a successful airport for international long haul routes. However, I suspect AS will generate a lot more connecting traffic than you think because the airline has huge loyalty, particularly in California, where AA has retracted international service. This offers oneworld loyalists more options.
I agree that this expansion is risky for AS but your assertion that it’s laughable is ridiculous.
One needs a globe, rather than a map, to appreciate how well positioned for much international travel Seattle is.
When you saw Hawaains unique tail it invoked a sense of paradise. Now Alaska will make this route another “cattle car” operation.
Alaska’s taken the Hawaiin Spirit and reshaping it into a new version of Spirit Airlines. Wonder if they will charge to use the bathrooms next!
If it will keep them out of bankruptcy as was Hawaiian Airline’s destiny, you bet.
I have flown Hawaiian Airlines for years!! I totally feel like my vacation started once I got on rheir planes. I dont get that feeling when I fly other airlines to Hawaii. We go every February!! Hopefully Hawaiian make it through all this!
Having landed in Newark yesterday and seeing an Alaska 737 taxing, one can see their plans. The relationship with American as well, was for expansion. The Airbus A330, was and still is viable with better Seating in First/Business as 2-2-2, rather then 1-2-1 of the 787! It won’t be long before someone recreates a Home-grown Hawaii Carrier, or Southwest, creates a Spin-off.
“The Dreamliner was designed to evoke the feeling of Hawaii in the sky.”
Perhaps if HA had been more concerned with operating a profitable business rather than “feelings” they would have been able to avoid bankruptcy / buyout.
I personally plan on being on the inaugural AS flight to London next year in Alaska’s 787-10. Can’t wait.