The most popular of the world’s largest twin-jets, the Boeing 777-300ER served as the workhorse for most long-haul routes in the late 2000s and early 2010s. First flying for Air France in 2004, this variant sold over 900 of his aircraft and served airlines around the world.
Some airlines are even synonymous with this type, offering flagship service exclusively on jet aircraft. American Airlines’ Flagship First product is only offered on his 777-300ER, and Air France’s Lahe Premiere is only offered on these aircraft.
Photo: Markus Mainka I Shutterstock
However, over time, the aircraft became less efficient by modern standards, and in 2013 the aircraft manufacturer launched a twin-jet upgrade, the 777X program.
With engine upgrades, more efficient performance, more passenger capacity and a host of other technical upgrades, the introduction of the 777X seemed to mark the end of the glory days of the 777-300ER. rice field.
However, two full years after the 777X’s launch, United Airlines placed an order for 22 777-300ERs, which entered service in 2016, a full 12 years after the 777X’s launch. On the surface, the order looks like a strategic mistake, but a closer look reveals the clever strategy behind the acquisition.
Role of the 777-300ER
To understand this story, it’s important to identify the role the 777-300ER plays within United Airlines. This type has a passenger capacity of 386, which fits nicely between the passenger capacity of the now retired 747-400 and the modern 787 Dreamliner.
With the company’s 747-400s retired in the mid-2010s, there was no clear replacement for the aircraft. The Airbus A380 launched at the time was too large and inefficient for this role.
Photo: United Airlines
The Airbus A350 was modern and had some decent capacity, but it had other challenges. At the time, there were no Airbus widebody aircraft in United’s fleet, which would have created many logistical complications.
What’s more, the backlog of orders for this type is long, and even if the airline finally places an order for the A350 in a few years, the jet won’t be delivered until the mid-to-late 2020s.
A clear candidate to replace the 747-400 would be the 777X, which offers both state-of-the-art performance and increased passenger capacity. However, due to various issues with Boeing’s production line, the delivery window will be further delayed and deliveries are not currently expected until 2025.
Photo: United Airlines
The 777-300ER has high passenger capacity and seamlessly integrates into United’s fleet, which already includes a range of 777s. However, the aircraft was old and inefficient by modern standards, lagging behind nearly all 747-400 potential replacements mentioned.
Why the 777-300ER was the perfect fit for United Airlines
To dig deeper into why the 777-300ER was an ideal purchase for airlines, it is important to identify the Boeing 777-9 as the best replacement for the 747-400. The 777-8 has the same capacity as the 777-300ER, but was ultimately determined by the airline to be compatible with its predecessor.
In 2015, Boeing desperately needed money as its 777X production line was struggling. Given that the manufacturer takes the majority of the payment for the aircraft upon delivery, the company had no intention of taking any financial gains from the sale of the 777X over the years.
Photo: United Airlines
So, while all official sales prices are confidential, United Airlines was likely able to negotiate a significant discount on its 2015 777-300ER order.
The aircraft was outdated in terms of fuel efficiency, but the low purchase price allowed United Airlines to make up for it with the acquisition of the 777-300ER, presumably allowing them to remain profitable.
Additionally, the first of these 777-300ER aircraft was delivered to airlines just one year after purchase, giving airlines immediate access to the new lowest-cost aircraft.
United Airlines 777-300ER today
Today, 777-300ER aircraft are an important part of United’s long-haul fleet, serving destinations around the world and are equipped with the airline’s latest Polaris business class offerings.
With 22 aircraft of this type in service, it has one of the highest transport capacities in the Combined Fleet. These 350-seat jets are often operated to connect major global hubs such as Hong Kong and San Francisco, and are a good complement to United’s 787 Dreamliner, which serves smaller markets. To do.
Photo: Vincenzo Pace | Simple Flight
Compared to other airlines, United’s late purchase of the 777-300ER puts it in a strategic position. While waiting for the 777X, many airlines continue to operate nearly 15-year-old 777-300ERs, many of which are starting to show signs of aging.
These airlines must either find non-ideal replacements for the 777-300ER (such as the A350) or deal with the high maintenance costs associated with these older jets.
United Airlines’ 777-300ER is still in the prime of its life and will undoubtedly serve passengers for years to come. In addition to 767s, 787s and other 777s, the 777-300ER jet contributes significantly to the dynamic nature of United’s 2015-2025 fleet.
Near future
But the question of what will happen to the Combined Fleet after 2025 is more interesting to consider. It’s important to remember here that the airline has ordered an Airbus A350 and expects to receive the jet in the late 2020s.
However, as mentioned earlier, United continues to lack a true replacement for the Boeing 747-400. The 777-300ER serves as an imperfect replacement, leaving a gap for the airline’s fleet at the highest levels of passenger capacity.
Photo: Vincenzo Pace | Simple flight.
With point-to-point travel growing in popularity, many are wondering how much more than 350-seat aircraft are needed. But as airports get bigger and more people fly, expansion in the second half of the 2020s will require especially large hub-to-hub flights (like the one United Airlines’ 777-300ER is currently in service with). would include an increase in the number of passengers per flight in
United Airlines will therefore consider purchasing the 777-9X in the not too distant future. Given the strong strategic decision to purchase the 777-300ER long after the 777-300ER entered the market, airlines may not order the 777-9X now. I don’t know, maybe in a few years. Or maybe not.
What is certain about United Airlines is that the airline uses its own strategy and analyzes market conditions to determine the best time to acquire new aircraft.