When 
Boeing unveiled the 777X, the aviation world immediately took notice. As the latest evolution of the highly successful 777 family, the new aircraft promised game-changing innovations: longer range, increased passenger capacity, better fuel efficiency, and a futuristic new wing design with folding wingtips. Nearly a decade later, the 777X still hasn’t entered service. Despite the delays, its potential remains strong enough to warrant a very close look from Airbus and its A350 program.
The 777X is the world’s largest twin-engine commercial jet. It includes two passenger variants —the 777-9 and the smaller, longer-range 777-8 —and a freighter version based on the 777-8 platform. Boeing touts it as “the most efficient large twinjet” in the sky, capable of delivering 10% lower operating costs than the Airbus A350-1000, which is currently its main rival in the long-haul widebody market.
Airbus’ Head Start
Airbus has a considerable head start. The A350 entered service in 2015 and is flying with dozens of major airlines. It comes in two passenger variants: the A350-900 and the larger A350-1000. The jet has been praised for its advanced aerodynamics, carbon-fiber fuselage, and quiet, comfortable cabin. With more than 1,300 aircraft delivered or on order, it’s the most widely adopted next-gen widebody.
So why should Airbus be worried? The 777X, while delayed, is positioning itself as the most advanced long-haul aircraft in the world. If it can get certified, it might outperform the A350 in critical ways.
Wing Innovation And Gate Compatibility
The most visible innovation on the 777X is its massive carbon-fiber wing with folding wingtips—a commercial aviation first. Extended, the wingspan reaches 235 feet and five inches, delivering greater lift and better fuel burn. The tips fold up on the ground to keep the plane compatible with standard airport gates. This is a clever compromise between performance and practicality. Boeing notes the fuselage is “16 inches wider than the competition,” which helps accommodate wider seats and bigger aisles.
This gives the 777X a crucial advantage at congested airports like Heathrow, where gate space is at a premium. As Simple Flying previously reported, this single design choice drastically changes airport math. Operators can use the 777X at existing gates rather than investing in larger infrastructure.
Interior And Passenger Experience
Inside, the 777X borrows from Boeing’s 787 Dreamliner: larger windows, improved pressurization and humidity, and advanced lighting systems to reduce jet lag. The wide fuselage allows for 10-abreast seating in economy, with room for premium products in business and first class. Boeing claims its cabin offers quieter, more comfortable long-haul travel while retaining the cargo capabilities that made the original 777 so popular.
It also brings the flexibility to adapt seating layouts. The aircraft’s cabin borrows several features from the earlier Boeing 787, including larger windows and improved pressurization and humidity, underscoring its appeal to both passengers and airlines looking to maximize premium yield.
Next-Generation Engines
Powering the aircraft are the GE9X engines, developed by General Electric. These are the largest commercial jet engines ever built. According to Business Insider, they are “10% more fuel efficient than the GE90 predecessor developed for the classic 777 models.”
Their ceramic-matrix composite materials enable higher operating temperatures and lower weight. This contributes to better fuel burn and reduced emissions. Combined with the 777X’s high-aspect-ratio wings, the aircraft offers significantly improved range and fuel economy over its predecessor.
Boeing’s goal is clear: make the 777X the most efficient, longest-range, and highest-capacity twinjet available. The 777-9 seats up to 426 passengers in a typical two-class layout. The 777-8 is designed to fly over 8,700 nautical miles—farther than any A350 variant. Emirates, the program’s largest customer, has ordered 205 of the jets. Other buyers include Qatar Airways, Lufthansa, British Airways, ANA, and Singapore Airlines.
This high-capacity layout makes the 777X especially appealing for trunk routes and slot-restricted airports. The Boeing 777X pushes down long-haul costs per seat while preserving the Boeing 777’s belly cargo space. This ensures it can provide an efficient gauge of sectors with flight times between 8 and 14 hours.
A Troubled Road To Certification
Still, the road has been anything but smooth. Boeing initially projected entry into service in 2020, but delays—stemming from design issues, supplier problems, and heightened FAA scrutiny following the 737 MAX crashes—have pushed certification to at least 2026. Flying Magazine reported in September that Boeing CEO Kelly Ortberg recently acknowledged there’s a “mountain of work” left before certification is complete.
In 2020, an “uncommanded pitch event” during testing raised concerns. In 2024, thrust link component failures required redesigns. Brake testing in Oklahoma took 63 days due to severe weather and required 117 new wheels.
“We test these extremes so that we know where the boundaries are,” Boeing test pilot Heather Ross explained, according to Flying Magazine.
Yet there are signs of progress. The FAA has approved the next phase of the Type Inspection Authorization (TIA), allowing Boeing to begin community noise testing in Montana. The program now includes five test aircraft and has logged more than 1,500 flights and 4,200 hours. In August, Air Data News reported that Lufthansa is expected to be the launch customer for the 777-9, with first delivery targeted for mid-2026.
Even with these delays, several major carriers have made big commitments to the 777X program and continue to double down. Business Insider – Boeing is betting big on its upcoming $442 million 777X to compete with the popular Airbus A350 highlights that Emirates leads with a massive 205-aircraft order, reaffirming its faith in the jet’s long-term economics. According to Air Data News, Qatar Airways recently placed orders for 30 777-9s, and Lufthansa is lined up to receive 20 of the new aircraft as launch customer.
Etihad Airways and China Airlines have also signed up, with the latter securing 23 planes, including 10 777-9s and four 777-8F freighters. These airlines are making strategic choices. Waiting for the 777X means getting an aircraft that offers more seats, better range, and newer technology—ideal for international hubs with strong premium traffic.
While some carriers, like Korean Air and Qantas, have moved toward the A350 due to availability, others are clearly betting that the delayed 777X will eventually deliver unmatched performance. As Flying Magazine reported, Boeing’s delays are costly. However, the test program is moving forward with milestones like high-intensity radiated field testing and ice formation simulations still ahead.
Airbus’ Proven Performer
Meanwhile, Airbus continues to strengthen its position. The A350-1000, its largest twinjet, offers seating for up to 369 passengers with a range of 8,700 nautical miles. It has been flying with major carriers since 2018. Airbus boasts that its Airspace cabin “delivers a sense of spaciousness with wider seats, high ceilings, and alluring ambient lighting.”
The plane is powered by the Rolls-Royce Trent XWB engines, which Airbus calls “the world’s most efficient large aero-engine.” Unlike the 777X, the A350 was built from the ground up using composite materials in both the fuselage and the wings. This makes it lighter and more corrosion-resistant than aluminum designs.
While the A350 enjoys a proven track record, it hasn’t been without issues. In 2021, Qatar Airways grounded part of its A350 fleet over fuselage surface degradation and sued Airbus. The matter was settled in 2023, and Airbus has made design changes. A modified A350-1000 is now in development for Qantas’ Project Sunrise. It aims for nonstop flights from Sydney to New York and London. However, this has also been delayed until at least 2026 due to production issues.
While Airbus delivers aircraft and racks up orders, Boeing has had to play catch-up. Some carriers, like Korean Air and Qantas, have opted for the A350 rather than wait for the 777X. However, Boeing is banking on the 777X’s long-term economics and performance to regain momentum.
The 777X offers commonality with older 777 fleets, enabling pilots to transition more easily and maintenance operations to be integrated. This lowers costs and reduces complexity. As we recently reported, aircraft training is relatively straightforward, as crews can easily move between Boeing 777 variants to cover busy seasons or disruptions.
With hundreds of seats, long range, and wide adaptability, the 777X is well-positioned to serve flagship international routes. If certification is achieved and deliveries begin in earnest by 2026, Boeing could regain much of the widebody market share it has lost in recent years.
A Battle of Strategy and Timing
For Boeing, the 777X is not just a new aircraft; it’s a statement. A demonstration that after the 737 MAX crisis and years of uncertainty, it can still deliver cutting-edge aviation technology. For Airbus, it’s a challenge to stay ahead with a mature product that continues to evolve.
As the 777X inches closer to certification, airlines and analysts are watching closely. If Boeing can deliver on its promises, the aircraft might not only match the A350; it could leapfrog it in terms of capacity, range, and economics. Until then, Airbus enjoys the advantage of being first, but the race is far from over.
What’s at stake is more than market share. This is a pivotal moment in the future of long-haul travel—one that will shape fleet decisions for decades to come. The 777X represents a bet on the future: larger aircraft, better fuel efficiency, and a more passenger-centric experience. If Boeing’s bet pays off, it won’t just reshape transcontinental routes; it could redefine expectations for global aviation. Airbus will continue to compete hard, but the balance of power in the skies may be decided by which jet delivers—not just in innovation, but in reliability and timing.
