• 787-8 Dreamliner
    Boeing
    Stock Code:
    BA
    Date Founded:
    1916-07-15
    CEO:
    Dave Calhoun
    Headquarters Location:
    Chicago, USA
    Key Product Lines:
    Boeing 737, Boeing 747, Boeing 757, Boeing 767, Boeing 777, Boeing 787
    Business Type:
    Planemaker

Boeing has a delightful range of different aircraft available for airlines. If a carrier is just starting out, is small in size, or needs aircraft for shorter routes, the popular 737 series springs to mind. If a company is looking for long-range and plenty of capacity, perhaps a 777 is required. However, what about the 787 Dreamliner? It is an excellent plane and practical in mid-markets, such as long-haul routes with less demand. Yet is it a better choice for airlines than the upcoming 777X?

How will we be comparing these two aircraft?

Suppose we are a new airline with $1 billion from investors to acquire Boeing aircraft; which plane would we choose? Naturally, we will look for the aircraft that can give us the most return on our dollars and be the most profitable on our routes. While some of these jets might present a better customer experience, this is highly subjective at this point and could be speculative. The 777X is not yet in service, and we can only assume. Therefore, this factor should be ignored for this comparison.

Which 787 vs 777X are we looking at?

Both these two aircraft types have different versions, with the smallest 787-8 handing far fewer passengers than the biggest 777-9. Naturally, it would not make sense to pick two and place them head to head. So, we will look at each factor and decide which is more advantageous.

Below is a list of each aircraft and its key specifications in a two-class setting. It's important to note that airlines don't generally purchase planes at their list price, softening bagging significant discounts.

787-8

  • Length: 57 m (186 ft)
  • Span: 60 m (197 ft)
  • MTOW: 227.95 t
  • Passengers: 248
  • Range: 7,305 NM (13,530 km)
  • Engine: GEnx-1B / Trent 1000
  • List price: $239 million
American Airlines flights from Auckland to Dallas require a stop in Christchurch due to fuel shortages
Photo: Getty Images

787-9

  • Length: 63 m (206 ft)
  • Span: 60 m (197 ft)
  • MTOW: 254 t
  • Passengers: 296
  • Range: 7,530 NM (13,950 km)
  • Engine: GEnx-1B / Trent 1000
  • List price: $281.6 million
air-new-zealand-australia-flights-canceled-getty
Air New Zealand holds 14 Boeing 787-9 Dreamliner aircraft. Photo: Getty Images

787-10

  • Length: 68 m (224 ft)
  • Span: 60 m (197 ft)
  • MTOW: 254 t
  • Passengers: 336
  • Range: 6,345 NM (11,750 km)
  • Engine: GEnx-1B / Trent 1000
  • List price: $325.8 million
Singapore Airlines welcomed the world's first Boeing 787-10 aircraft at Singapore Changi Airport back in March 2018. Photo: Getty Images

777-8

  • Length: 69.79 m (229 ft)
  • Span: Extended - 7.75 m (235 ft, 5 in) / On ground - 64.82 m (212 feet, 8 in)
  • MTOW: 351.5 t
  • Passengers: 384
  • Range: 8,730 NM (16,170 km)
  • Engine: GE9X
  • List price: $410.2 million
777X GE9X
Jet A1 is designed for high-pressure, high-temperature combustion in a jet engine. Photo: Getty Images

777-9

  • Length: 76.72 m (251 ft, 9 in)
  • Span: Extended - 7.75 m (235 ft, 5 in) / On ground - 64.82 m (212 feet, 8 in)
  • MTOW: 351.5 t
  • Passengers: 426
  • Range: 7,285 NM (13,500 km)
  • Engine: GE9X
  • List price: $442.2 million
GettyImages-1236564612 Boeing 777-9X 777X 777-9
Boeing's 777X is yet to be delivered to any airline. Photo: Getty Images

Stay informed: Sign up for our daily and weekly aviation news digests.

Passengers

Naturally, the bigger aircraft will carry the largest amount of passengers. However, what is interesting is the difference between the 787-10 and 777-8. Only 48 additional passengers separate these two aircraft, and they are almost the same size (just with bigger wings on the 777X). With a list price of $84.2 million more than the 787, the 777X is hardly a massive improvement for just 48 passengers (that is $1.9 million for each additional passenger paid over the lifetime of the jet).

As all airlines know, a bigger jet is more challenging to fill up than a smaller aircraft. A larger 777-9 might be more costly to operate if not all the seats are sold or if seasonal demand disappears.

If large capacity is an airline's goal, then the 777-9 is your best bet. However, if a company is looking for a better deal and doesn't mind a slight compromise, then the 787-10 is actually more profitable. That is if the carrier is not flying very far...

Boeing Singapore Airlines 787-10
Photo: Boeing

Range

The 787-9 boasts excellent range, but the 777-8 surpasses it by 1,200 NM. This is a massive difference if a carrier is looking at long-haul operations. The fact that an operator would also get almost 100 extra passengers onboard can make or break the profitability of a long route.

That extra 1,200 NM could offer a significant bonus for long-haul trips across the world. Airlines focusing on direct services across the continents may have their mouths watering at this additional range.

Nonetheless, the 787 Dreamliner series comes close with its smaller aircraft, especially with the balanced attributes of the 787-9 variant. Sure, it's not as far, but if an airline does not need that extra 1,200 NM, why pay extra?

777X
There have been several twists to the 777X program. Photo: Getty Images

Recent progress

It was initially hoped that the 777X would join airlines as early as 2021. However, amid the global health crisis, expectations were pushed back to 2022. After a series of other pushbacks, it's now anticipated that the 777X will be introduced by at least 2025.

Nonetheless, even though there is a delay in service entry, there has been promising progress over the years. For instance, in September 2020, it was confirmed that GE Aviation attained FAA (Federal Aviation Administration) certification for its GE9X engine. This model is the most fuel-efficient jet engine that the company has ever produced. With its placement on the 777X, there are exciting possibilities.

Here are the key specifications of the GE9X engine:

  • Overall pressure ratio: 60:1
  • Thrust: 110,000lbf (490kN)
  • High-pressure compressor ratio: 27:1
  • Front fan diameter: 134 inches (3.4 meters)
  • Fan blades: 16 (carbon fiber composite)
  • Bypass ratio: 10:1

In a company statement, John Slattery, president and CEO of GE Aviation, highlighted the incredible power of the GE9X. It undoubtedly is a groundbreaking achievement, and the firm is thrilled that the engine will be part of the 777X.

“There is no substitute that can achieve the combination of size, power and fuel efficiency of the GE9X. This engine will deliver unsurpassed value and reliability to our airline customers."

Cargo prospects

A notable edge that the 777X will have on the 787 is its cargo offering. The 777-8 Freighter sent waves across the industry when it was revealed that Qatar Airways would launch the aircraft with 34-unit order plus 16 options. The plane will be the biggest cargo twinjet in the world, with its payload capacity nearly the same as the 747-400 Freighter. It will also provide a 25% improvement in fuel efficiency.

Boeing hasn't formalized any plans for a 787 Freighter. So, the 777X will cater to additional market segments, a significant factor following the rise in demand for shipping operations since the start of the pandemic. Cargo demand is expected to continue to increase throughout the decade.

What's the verdict?

If we had to pick an overall winner, we would usually lean towards the 787 series. If there is a 787 variant that can perform the job of a 777 (apart from sheer capacity and extreme range) for a cheaper buy price and less expensive running costs, then why spend more?

However, in the last year, there has been significant progress in the 777X program. The recent updates show that the plane could be a revolutionary introduction to the commercial aviation industry.

Boeing 777X
New designs such as the Boeing 777X spread their weight by having more wheels underneath their wings. Photo: Getty Images

Ultimately, the deciding factors come down to the needs of the individual airlines. Different operators have different requirements. Therefore, those looking to go the extra distance may not even question the decision about which plane to take if they had to choose between the two types. However, other firms may be content with snapping up the current crop of Boeing's widebodies.

Boeing will be keen to put the pair up against rival Airbus' offerings, especially the A350, which has become a flagship of several fleets.

We have to wait and see

Boeing highlights that the 777X will provide 10% lower fuel use and emissions and 10% lower operating costs than its competition. The company is also excited about the plane's roomy and wide cabin. It even highlights that it has new custom architecture and innovations from the 787. Therefore, the jet will undoubtedly have significant inspiration from the trusted Dreamliner.

Interestingly, Boeing President and CEO Dave Calhoun did not mention the 787 when comparing the 777X with counterparts in the market. This could be due to the size of the upcoming aircraft. The executive highlighted that the aircraft needs to be filled up to capacity for airlines to truly benefit, but he feels it won’t be a tough job to pack the plane with passengers or freight.

Calhoun shared the following at the Bernstein 38th Annual Strategic Decisions Conference this week:

"My view of the 777 family and specifically the X and our passenger and trader versions of these airplanes, it will find its way into a market where it is on its own. That widebody world used to be a three-way race between the 747, which we kept alive, maybe too long, but we did; the 380, which does not exist; and the 777. And now the 777 will be on its own, and it was the most efficient of all of them, anyway."

Altogether, the 777X is set to make a considerable impact in the market when it arrives at airlines' facilities from the middle of this decade. After its introduction, there could be a more distinct winner when it comes to the application of two aircraft types. Nonetheless, both twinjets will be mainstays for widebody operations over the next decade.

Which aircraft do you think is better out of the Boeing 777X and 787 Dreamliner? What are you expecting from the 777X when it is introduced? How do you think it will compare with its widebody counterparts across the industry? Let us know your thoughts on the two aircraft types in the comment section.