In response to being surpassed by the A350 XWB in several respects, Boeing launched a major upgrade in 2013—the 777X program. These new jets feature composite wings, advanced GE9X engines, longer fuselages than previous models or their direct Airbus rivals, and increased interior width due to redesigned sidewalls. This design allows airlines using ten-abreast configurations—despite narrower seats and aisles—to further boost passenger numbers on each flight.
The competitive dynamic between these two manufacturers is evident in sales figures. The smaller A350-900 has found considerable success with over 1,000 orders—surpassing even legacy widebodies like the Boeing 777-200ER which sold just over 400 units. Meanwhile, although only two customers have ordered the competing Boeing 777-8 variant so far (with just 43 total orders), attention remains focused on larger models: since its launch in 2013, the Boeing 777-9 has garnered 473 orders compared to only 361 for Airbus’s largest model—the A350-1000—even though it entered service earlier.
The appeal of greater cabin width is especially relevant for airlines replacing high-capacity jets such as older Boeing 747s or Airbus A380s. While most carriers operate their A350s with nine-abreast layouts due to space constraints, Boeing's design enhancements allow for more efficient service through slightly wider aisles without sacrificing overall seat count.
Airline purchasing trends indicate that while some carriers—like Etihad Airways and British Airways—opt solely for either type (A350-1000 or future delivery of both types), many major operators are hedging by ordering both aircraft families. For example, Emirates and Singapore Airlines have chosen combinations that include both types but favor larger quantities of either nine-abreast configured A350s or higher-capacity Boeing models depending on network needs.
There has been industry speculation about whether Airbus might stretch its current flagship further to compete directly with top-end offerings from Boeing; however, any move could be countered by an additional stretch from Boeing as well—ensuring that seat capacity remains higher on comparable versions of the American jet due largely to cabin width advantages.
To address these market dynamics, Airbus recently began selling updated “New Production Standard” (NPS) versions of its jets featuring increased maximum takeoff weights and improved interior layouts—including thinner sidewalls aimed at enabling ten-abreast seating at competitive comfort levels. Philippine Airlines became the first full-service carrier to order this configuration; if widely adopted it could potentially lower per-seat costs significantly for airlines choosing this option.
Despite these developments—and while some carriers such as Japan Airlines and Delta Air Lines have selected large numbers of A350s as flagships—the overall demand for very high-capacity twinjets appears limited mainly by economic factors at both ends: smaller jets offer better economics on less dense routes while larger ones like the new-generation Boeings dominate where maximum size is required.
As fleet renewal continues across global airlines—with older four-engine giants leaving service—the battle between extra-widebody designs from Europe and America remains a central issue shaping long-haul aviation strategy.
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