Order numbers highlight industry trends: Boeing delivered a total of 838 units of the -300ER (with some orders remaining unfulfilled) and has so far secured over 550 commitments for the new-generation 777X family—including both passenger and freighter versions. In comparison, Airbus has received more than 350 orders for its A350-1000 since its debut in 2018.
When comparing specifications, there are notable differences between these replacement aircraft. The A350-1000 can fly longer distances than the Boeing 777-9 but carries fewer passengers at maximum range. As a lighter jet, Airbus claims it offers about a 13% improvement in fuel efficiency compared to its rival; however, increased seating on the larger Boeing model helps balance operational costs per seat. The list price also differs: $442 million for a Boeing 777-9 versus $366 million for an Airbus A350-1000.
Boeing promotes the new generation as "game-changer" models due to their technical advancements—such as wider cabins, improved sound insulation, larger windows, lower cabin altitudes for passenger comfort, and reduced noise emissions on takeoff and landing. Lufthansa reported up to a “25% reduction” in fuel burn per seat when comparing future operations with these new jets against previous generations.
Despite these improvements and nearly 500 firm commitments for passenger versions of the next-generation widebody jets from airlines like Emirates (over 200 orders) and Qatar Airways (almost another hundred), industry observers note that such reliance on large customers could make programs vulnerable if demand shifts—a challenge seen previously with other high-capacity aircraft like the Airbus A380.
On Airbus’s side, while just under one hundred A350-1000s have been delivered so far—with over two hundred fifty still backlogged—the program has gained momentum through recent orders from carriers such as Riyadh Air. Existing operators include Qatar Airways (24), British Airways (18), Cathay Pacific (18), Virgin Atlantic (12), Japan Airlines (10), and Etihad Airways (6). Many of these airlines also operate or have operated fleets of Boeing’s outgoing flagship twinjet.
Japan Airlines began retiring its own fleet of thirteen Boeing 777-300ERs starting in late 2024 after nearly twenty years’ service—replacing them directly with new A350-1000s.
The development history behind the -300ER reveals how changing market demands pushed manufacturers toward more efficient twinjets capable of handling dense intercontinental routes without resorting to four-engine designs like earlier generations did. Advances made by both Boeing’s GE90-powered -300ERs and competing airframes reflect broader industry trends favoring lower operating costs amid fluctuating fuel prices.
According to data from Cirium cited by Simple Flying (https://simpleflying.com/boeing-777x-production-rate-increase/), about ninety-seven percent of all produced -300ERs remain either active or stored—demonstrating continued demand even as replacements come online. Investments by several major airlines in cabin retrofits further indicate that these aircraft will remain visible across global skies well into future decades.
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