Kent Craver, Boeing's Regional Director of Cabin Experience & Revenue Analysis, said: “With the 777X, we have taken the architecture to the next level. Airlines can also have one ceiling treatment in one part of the aircraft and a different ceiling treatment in a different part, with a design cohesion that sees the spaces seamlessly transition from one to the other very elegantly, enabling airlines to specify different linings packages to differentiate each class, with a holistic design philosophy that ties it all together, with lighting, linings, bins ceilings, everything working together as a system.”
Blake Emery, Boeing's Director of Differentiation Strategy, explained how cultural considerations influenced cabin design: “Because a commercial airplane is a truly global product, you need to understand how the product is perceived everywhere. You don’t want to design a cabin according to the values of only one culture, so our designs are based on our extensive research into the unarticulated needs of many cultures. In our research, we discovered some culturally specific values that may be useful to an airline wanting to brand based on their culture, but were not universal. We made a strategic decision to design in ways that incorporate only those values all cultures can appreciate. For example, it turns out that every culture has a slightly different perception of cleanliness, yet all cultures appreciate cleanliness. So our cabin designs take this into consideration, especially through material choices.”
The Boeing 777 series has seen more than 1,500 units delivered since its introduction in 1995. The upcoming 777X was originally scheduled for service entry in 2020 but has faced multiple delays; first delivery is now expected in 2026. Lufthansa will be its launch customer and plans to feature its new Allegris cabins on board.
The Boeing 787 program has also been significant for Boeing since entering service in 2011 with All Nippon Airways (ANA). More than 1,200 units have been delivered across three variants as of October 2025. However, production issues—including coordination problems due to outsourced manufacturing—caused initial delays exceeding three years. Technical setbacks included battery fires leading to an FAA-mandated grounding of all global fleets in 2013—the first such grounding since 1979—and subsequent quality control issues prompted further inspections and delivery pauses.
These challenges gave Airbus an opportunity with its A350 model—a carbon-fiber-reinforced polymer aircraft praised for fuel efficiency and lower operating costs compared to traditional aluminum models like the Boeing 777X. The A350’s quiet cabin environment is supported by high humidity levels and lower cabin altitude settings designed for passenger comfort on long-haul flights.
Airbus’ A350 has enabled some of today’s longest nonstop commercial flights; Singapore Airlines uses specially configured A350-900ULR aircraft between Singapore Changi Airport (SIN) and New York City airports JFK and Newark Liberty International (EWR). Qantas plans similar ultra-long-haul routes using larger A350-1000 jets for Project Sunrise flights connecting Australia directly with Europe and North America.
ANA remains the largest operator of Boeing’s Dreamliner fleet—with ch-aviation data listing ANA at 86 total units (34 -8s; 44 -9s; eight -10s), followed by United Airlines (78) and American Airlines (63).
Lufthansa will introduce the first commercial Boeing 777X service but Emirates holds the largest order at present—205 units—reflecting its status as operator of more than any other airline worldwide for both previous-generation models and pending deliveries.
As ongoing delays affected both programs at various times—particularly for Boeing—the focus now shifts back toward competition between these two manufacturers as new models prepare for entry into service.
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