Jason Clark, vice president and general manager for Boeing’s 777/777X programs, commented on the significance of this milestone: "It may seem small, [but] it's that one hole…that gets everything started. All the work that goes into starting a program, the years of development, the years of engineering, the years of supply chain, procurement, and contracting, and all the other pieces—the blood, sweat, and tears—all that innovation comes together and is represented in the first in that first hole."
As of July this year, there are 59 orders for the new freighter variant from airlines such as Qatar Airways (the launch customer), Lufthansa Cargo, ANA-All Nippon Airways, Cargolux, and Silk Way West Airlines. According to industry sources cited by Stat Trade Times and ch-aviation data providers, Boeing has an outstanding backlog of 93 freighters—65 for its current-generation 777F model and another 28 for its older model 767-300F.
MSC Air Cargo CEO Jannie Davel discussed his company’s expansion plans at an industry event: "We have been growing steadily now. And if the opportunity arises and the demand stays, we will explore it. We need to grow a little. Right now we have five freighters… four Boeing 777Fs operated by Atlas Air and one owned and operated by MSC Air Cargo; two more are on the way."
Boeing faces pressure to deliver these aircraft before new International Civil Aviation Organisation (ICAO) emissions regulations take effect in 2027—which will prevent production of older models that do not meet stricter emissions standards. Kelly Ortberg, Boeing's president and CEO, expressed confidence regarding delivery timelines: "We’re quite comfortable in being able to deliver the metal-wing freighters and meeting the certification timeline. So as you know we have another freighter version with the composite wing so that'll come later. But yes we're pretty comfortable with our ability to do that and our manufacturing flow for the freighters is going quite well."
The upcoming 777-8F offers several improvements over its predecessor. It features greater payload capacity (247,500 pounds versus 226,800 pounds), increased volume (27,056 cubic feet versus 23,051 cubic feet), longer fuselage length (232 feet six inches versus just over 209 feet), larger wingspan thanks to folding wingtips (235 feet five inches compared to about 212 feet), as well as more fuel-efficient GE9X engines.
The main cargo door is wider than previous models—146 inches wide with an opening height up to 124 inches—allowing it to accommodate larger pallets while maintaining compatibility with existing airport infrastructure due to its Code E classification.
Qatar Airways has ordered a total of 34 units plus options for additional aircraft; deliveries were initially scheduled for late-2027 but have shifted to at least early-2028 due to ongoing delays at Boeing facilities.
The competition between manufacturers continues as Airbus prepares its A350F cargo plane—with extensive use of composite materials—to enter service ahead of Boeing’s new model. Both aim to address future ICAO emission requirements while increasing operational efficiency.
Production activities at Everett include not only spar assembly but also manufacturing skin panels and stringers which will be integrated into finished wings—indicating steady if gradual progress toward final assembly.
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