Boeing 787 Dreamliner operator Qatar Airways
After its first six months of service, Rolls-Royce powered ANA aircraft were burning around 21% less fuel than the replaced 767-300ER on international flights, slightly better than the 20% originally expected, and 15–20% on domestic routes, while GE-powered Japan Airlines aircraft were potentially slightly better.  Other 787 operators have reported similar fuel savings, ranging from 20 to 22% compared with the 767-300ER. An analysis by consultant AirInsight concluded that United Airlines' 787s achieved an operating cost per seat that was 6% lower than the Airbus A330. In November 2017, International Airlines Group chief Willie Walsh said that for its budget carrier Level the lower cost of ownership of its two A330-200 more than offsets the 13,000 lb (6 t) higher fuel burn ($3,500 on a Barcelona-Los Angeles flight). It would introduce three more A330s as there were not enough 787 pilots.Early operators discovered that if the APS5000 Auxiliary power unit was shut down with the inlet door closed, heat continued to build up in the tail compartment and cause the rotor shaft to bow.  It could take up to two hours for the shaft to straighten again. This was particularly acute on short haul flights as there was insufficient time to allow the unit to cool before a restart was needed. Procedures were modified and the APU was later redesigned to address the issue.On September 15, 2012, the NTSB requested the grounding of certain 787s due to GE engine failures; GE believed the production problem had been fixed by that time. In December 2012, responding to unhappiness within the airline industry at the continuing issues affecting the aircraft, Boeing CEO James McNerney stated that he regretted the impact on passengers: he went on to say that the 787's issues had been no greater than those experienced with the introduction of other Boeing models such as the 777.In March 2014, Mitsubishi Heavy Industries informed Boeing of a new problem that was caused by a change in manufacturing processes. Employees did not fill gaps with shims to connect wing rib aluminum shear ties to the carbon composite wing panels; the tightened fasteners, without shims, cause excessive stress that creates hairline cracks in the wings, which could enlarge and cause further damage. Forty-two aircraft awaiting delivery were affected, and each one required 1–2 weeks to inspect and repair. However, Boeing did not expect this problem to affect the overall delivery schedule, even if some airplanes were delivered late.Dispatch reliability is an industry standard measure of the rate of departure from the gate with no more than 15 minutes delay due to technical issues. The 787-8 started out with a ~96% operational reliability, increasing to ~98.5% in April 2015.  Daily utilization increased from five hours in 2013 to twelve hours in 2014. Dispatch reliability grew to 99.3% in 2017.Airlines have often assigned the 787 to routes previously flown by larger aircraft that could not return a profit. For example, Air Canada offered a Toronto-Pearson to New Delhi route, first utilizing a Lockheed L1011, then a Boeing 747-400, then an Airbus A340-300, but none of these types were efficient enough to generate profit.  The airline operated the route profitably with a 787-9, and credits the right number of seats and greater fuel efficiency for this success.Up to June 30, 2017, after 565 units were delivered since 2011: 60% -8 (340) and 40% -9 (225), the airports with most 787 departures are Haneda airport with 304 weekly, Narita with 276 and Doha Airport with 265. By the end of 2017, there were 39 airlines operating the 787 on 983 routes with an average length of 5,282 km (2,852 nmi), including 163 new routes (17%). As of 24 March 2018, the 787's longest route is Qantas' Perth-London Heathrow, a distance of 14,499 km (7,829 nmi) and the second-longest regular scheduled flight behind Qatar Airways' 14,529 km (7,845 nmi) route from Doha to Auckland, flown with a Boeing 777-200LR. In March 2020, Air Tahiti Nui executed a record commercial flight of 9,765 mi (8,486 nmi), from Papeete to Paris-Charles de Gaulle, on a route that would typically refuel at Los Angeles but was able to fly the Boeing 787-9 non-stop because it was "nowhere near full" due to the COVID-19 pandemic.
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