The fifth unit produced is notable as it is a production plane rather than a dedicated test aircraft. Unlike its predecessors, it lacks specialized wiring and sensors used for data collection during certification testing and does not have an interior installed. Its primary purpose will be to assess how well it withstands lightning strikes without damage to critical systems.
Boeing also recently started production of its first 777-8 Freighter at its Everett facility, marked by a ceremony at which a robotic arm drilled into a wing spar—a key structural component. Delivery of this freighter variant is not expected until 2028.
Ben Linder, Vice President and Chief Project Engineer for Boeing’s 777 and 777-8 Freighter program, commented on this milestone: "This small action represents years' worth of planning and design and production by our teams around the globe to reach this point. And we look forward to building the 777X Freighter into a full airplane. I think the 777X Freighter is important, not only for our customers who will operate the plane, but also for Americans in general. It represents the success of the Boeing company."
The delays experienced by Boeing stem from multiple factors including technical issues with General Electric GE9X engines—such as durability problems and an engine failure—as well as structural failures discovered during testing in 2024 that grounded flights temporarily. Broader industry challenges such as supply chain disruptions following COVID-19, increased regulatory scrutiny after previous incidents involving other Boeing models like the 737 MAX, and labor disputes have also contributed.
The Boeing 777-9 is currently recognized as Boeing’s largest twin-engine jetliner with capacity for up to 426 passengers in two classes. It features composite wings with folding wingtips designed to fit standard airport gates—a contrast with larger models like Airbus’ A380—and uses GE9X engines intended to cut fuel consumption by about one-fifth compared to older planes such as the Boeing 777-300ER.
Airlines have placed significant orders for both variants of the new model—the larger-capacity -9 being more popular due to lower seat-mile costs and suitability for high-demand routes between major airports such as London Heathrow (LHR) and New York JFK. Emirates leads all carriers with orders totaling over two hundred units; Qatar Airways follows with more than one hundred ordered.
Cathay Pacific plans to use its new fleet primarily on long-haul services out of Hong Kong International Airport (HKG), replacing older jets while introducing updated premium cabins.
For Boeing itself—which has reported no annual profit since before widespread issues arose with its 737 MAX program beginning in late 2018—the successful launch of the new model is seen as vital for recovery amid ongoing quality control challenges affecting multiple product lines including both narrowbody (737 MAX) and widebody (787 Dreamliner) families.
Whether or not certification targets are met next year remains uncertain; however, both manufacturer representatives and airline customers are closely watching progress on what they hope will become a mainstay widebody airliner through this decade.
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