While not currently the widest or longest twinjet—those titles belong to various Boeing models—the A350-1000 does have one of the longest fuselages at 73.78 meters. The existing Boeing 777-300 measures slightly longer at 73.9 meters and offers more width: its fuselage spans 6.19 meters with a cabin width of about 5.86 meters.
With the arrival of the new Boeing 777X series—including variants such as the passenger-focused 777-8 and -9 and freighter model—the competition in extra-widebody twinjets is intensifying. According to available data, there are currently firm orders for hundreds of these aircraft: Emirates and Etihad Airways have ordered the smaller -8 version; Qatar Airways, Cathay Pacific, and British Airways are among notable customers for the larger -9; while carriers like Lufthansa have committed to freighter versions.
The additional four inches of width on the forthcoming 777X allow airlines to offer seats between 17.5 and 18 inches wide in ten-abreast layouts—an improvement over current offerings that can enhance long-haul flight comfort for passengers.
Boeing describes its new cabin design as “a game-changer,” emphasizing improvements not only in capacity but also in quietness (up to a claimed forty percent quieter than previous models) due partly to better insulation techniques and new engine technology like GE9X engines featuring noise-dampening systems.
A representative from Teague, Boeing’s design partner, explained: "A revolutionary aspect of the 777X interior is its modular framework, with two baseline architectural layouts, as well as elegant and functional cabin transitions, customizable lighting, premium ceiling treatments, and lining packages that can be used to differentiate or unify cabin segments. The inventive design provides an unprecedented scope for brand expression."
The origins of both aircraft lines reflect shifting market needs toward efficient long-range jets operating on just two engines—a shift supported by regulatory changes enabling twinjets on routes once restricted to trijets or quadjets.
The specifications highlight key differences: The upcoming Boeing 777‑9 will measure about three meters longer than today’s longest twinjet (the A350‑1000), seat around thirty more passengers in typical two-class arrangements compared with earlier models like the B777-300ER—and do so while offering similar range capabilities but improved fuel efficiency per seat by up to twelve percent compared with older designs.
Despite delays—Boeing first announced plans for this next-generation jet family back in 2013, aiming originally for entry into service by 2020—there are now almost five hundred orders across all versions of the passenger jet plus fifty-nine freighter commitments according to industry tallies.
Comparatively, Airbus launched its own program earlier—in 2005—and began deliveries ten years later; net orders now exceed fourteen hundred units including over sixty-five commitments for cargo variants (A350F). While analysts expect total sales numbers will favor Airbus given its head start—and because it remains cheaper—the profitability outcomes differ: Airbus reports having broken even on development costs back in 2019, whereas ongoing certification delays have pushed development costs on Boeing’s side above $10 billion—with another $4 billion anticipated before entry into service is achieved.
As both manufacturers continue refining their offerings—with talk at Airbus reportedly considering further stretching its own flagship model—the coming years should see continued evolution among extra-widebody long-haul jets serving global airline fleets.
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