Boeing 777X Delayed to 2027, Raising Stakes in Airbus Rivalry
Boeing’s long‑awaited 777X, the largest passenger plane currently in production, has been delayed yet again—pushing its entry into service to 2027 and piling pressure on the U.S. planemaker to deliver a smooth certification process. Originally slated for a 2020 debut, the new widebody has now slipped seven years behind schedule, according to Bloomberg, and analysts say the latest setback could cost Boeing billions.
With about 600 orders from major carriers—including launch customer Lufthansa and Middle Eastern giants Emirates, Qatar Airways, and Etihad Airways—the 777X was supposed to lead Boeing’s post‑737 Max comeback. Instead, it has become a symbol of how hard it has been for Boeing to rebuild trust with regulators, airlines, and passengers after a string of crises.
By comparison, the Boeing 747—famously known as the ‘Queen of the Skies’—progressed from concept to first flight in just over two years, an extraordinary achievement in aviation history considering the aircraft’s unprecedented scale and complexity. In contrast, Boeing’s next-generation 777X, despite leveraging existing 777 architecture, highlighting how modern certification hurdles and engineering challenges have significantly extended development timelines.
The Boeing 747—famously known as the ‘Queen of the Skies’—progressed from concept to first flight in just over two years, an extraordinary achievement in aviation history considering the aircraft’s unprecedented scale and complexity. Launched in the mid-1960s to meet the growing demand for mass air travel, the 747 was developed by a dedicated team led by Joe Sutter in Everett, Washington, in partnership with Pan Am, which had placed a massive order for the aircraft. Boeing officially began the project in 1966, and the first prototype—the 747-100—rolled out of the newly built Everett factory, then the largest building by volume in the world, just 28 months later in September 1968. Its revolutionary wide-body design, featuring a distinctive hump and upper-deck lounge, was unlike anything before and set new standards for capacity and range. Despite enormous technical challenges, the prototype completed its maiden flight on February 9, 1969, piloted by Jack Waddell, marking the beginning of a new era in long-haul commercial aviation.
A Revolutionary Jet Facing Turbulence
The 777X introduces several firsts for Boeing’s widebody lineup. Its enormous folding wingtips allow it to fit into the same airport gates as the classic 777‑300ER while offering improved aerodynamics and fuel efficiency. It’s also powered by GE’s next‑generation GE9X engines, designed to reduce fuel burn and emissions.
Operationally, Boeing deliberately kept the cockpit and systems similar to its 787 Dreamliner, making it easier for pilots to transition between aircraft types and saving airports on infrastructure upgrades. The strategy mirrors the highly successful 777‑300ER, which has sold more than 800 units since 2000. But in today’s tighter regulatory environment, even “derivative” aircraft face the same scrutiny as clean‑sheet designs. Certification of new folding wingtips, advanced avionics, and systems integration is far more complex than Boeing anticipated.
Financial and Customer Fallout
At a Morgan Stanley conference in September, Boeing CEO Kelly Ortberg admitted certification issues were dragging the program behind schedule. Analysts at Jefferies estimate the latest delay could trigger a $4 billion charge. Lufthansa has already removed the 777X from its 2026 fleet plan, and other carriers are being forced to extend the life of older, less efficient aircraft at significant cost.
Middle Eastern customers are watching closely. Emirates holds 205 orders—including 35 for the smaller 777‑8 variant—while Qatar Airways and Etihad have committed to 124 and 25 aircraft respectively. These airlines built their hub‑and‑spoke networks around large, fuel‑efficient twin‑aisles. Every year of delay means another year of operating expensive quad‑jets like the Airbus A380 or aging 777‑300ERs.
Emirates president Tim Clark has publicly criticized Boeing’s repeated setbacks but said at the 2025 IATA AGM he remains “cautiously optimistic” for early 2027 delivery, praising Ortberg’s “high degree of determination” to meet new certification standards. “The important thing,” he said, “is that they get it out and it’s certified to the rigours of the new Boeing approach to building aircraft, safety of operations, and quality controls.”
Boeing 777X vs. Airbus A350: Widebody Jet Comparison
| Feature | Boeing 777X (777-9) | Airbus A350 (A350-1000) |
|---|---|---|
| Type | Twin-aisle, widebody, long-haul | Twin-aisle, widebody, long-haul |
| First Flight | January 2020 | November 2016 |
| Entry into Service (EIS) | Expected in 2027 (delayed from 2020) | 2018 |
| Maximum Range | ~7,285 nautical miles (13,500 km) | ~8,700 nautical miles (16,100 km) |
| Seating Capacity | 384 passengers (typical 2-class) | 350 passengers (typical 3-class) |
| Maximum Takeoff Weight | 775,000 lbs (351,535 kg) | 683,433 lbs (310,000 kg) |
| Fuselage Length | 251 ft 9 in (76.7 m) | 242 ft 5 in (73.8 m) |
| Wingspan (extended/folded) | 235 ft 5 in (71.8 m) / 212 ft 8 in (64.8 m) | 212 ft 5 in (64.75 m) |
| Engines | GE9X (by GE Aviation) | Rolls-Royce Trent XWB |
| Technology Highlights | Folding wingtips, 10% better fuel burn than 777-300ER | Composite fuselage, 25% better fuel efficiency than past models |
| Cockpit Commonality | With Boeing 787 | With Airbus A330 and A350 variants |
| Price (list estimate) | Up to $442 million | ~$366 million |
| Total Orders | ~600 (777X family) | 1,400+ (A350 family) |
| Total Delivered | 0 (as of 2025) | ~700+ (as of 2025) |
| Launch Customer | Lufthansa | Qatar Airways |
Airbus Gains an Edge
Each new delay also hands Airbus more market share in the long‑haul space. The European manufacturer’s rival A350—a clean‑sheet design launched in 2010—has already secured more than 1,400 orders and delivered about 700 aircraft worldwide, including to Korean Air, Delta, and Singapore Airlines. Emirates has even received its first A350 before its first 777X, a reversal of what was originally expected.
Despite a higher sticker price of up to $442 million, the 777X still has strong selling points: its higher‑capacity cabin, cockpit familiarity, and long‑range efficiency appeal to airlines planning for the 2030s. Aviation analyst Richard Aboulafia told Business Insider that once the 777X finally enters service it could be a “nice enhancement” to Boeing’s financial picture.
A Make‑or‑Break Test for Boeing
The 777X is Boeing’s only next‑generation widebody currently in production. Its success would demonstrate that Boeing can safely and efficiently modernize proven aircraft platforms in a more stringent regulatory environment—without repeating the costly missteps that plagued the 737 MAX. However, continued delays or a flawed rollout risk undermining airline and investor confidence, further straining Boeing’s cash flow, and potentially cementing Airbus’s lead in the competitive long‑haul aircraft segment for the foreseeable future.
For now, the stakes could not be higher. Boeing must navigate intensified FAA scrutiny, meet heightened global safety expectations, and deliver a reliable aircraft that lives up to years of promise. With key customers like Emirates and Lufthansa depending on the 777X to replace aging fleets and expand capacity, Boeing has little margin for error. The company’s ability to restore its reputation and reclaim market leadership may well hinge on the successful certification, delivery, and operational performance of this flagship jet.
Related News: https://airguide.info/?s=boeing+777
Sources: AirGuide Business airguide.info, bing.com, yahoo.com, bloomberg.com