Summary

  • United Airlines strategically purchased 22 777-300ERs in 2015, taking advantage of Boeing’s financial needs and negotiating a lower price.
  • The 777-300ERs serve as a high-capacity replacement for the retired 747-400s, complementing United’s fleet of 787 Dreamliners.
  • The 777-300ERs’ prime service lives and United’s future fleet plans remain uncertain, with the airline’s A350 orders delayed and the need for a high-capacity aircraft still present.

The Boeing 777-300ER, the most popular variant of the Boeing 777 family, served as the workhorse of most long-haul fleets during the second half of the 2000s and the first half of the 2010s. First flown by Air France in 2004, the variant has sold over 900 units and served airlines across the globe.

Some carriers are even synonymous with the type, providing flagship services on the jet alone. American Airlines’ Flagship First product is only available on 777-300ERs, and Air France’s La Premiere can only be found on these aircraft. The Middle Eastern giant Emirates is the largest operator of the 777-300ER aircraft, with over 100 examples in service.

One major carrier, the American giant United, has turned down the opportunity to order the aircraft for over a decade despite various incentives to make a purchase. While more and more carriers fill their long-haul fleets with 777-300ERs, United remained a holdout.

A United Airlines Boeing 777-300ER Flying in the sky.

Photo: Markus Mainka I Shutterstock

Over time, the aircraft became less efficient by modern standards, and the aircraft manufacturer launched the 777X program, the next variant of the twinjet, in 2013. With upgraded engines, more efficient performance, capacity for more passengers, and various other technical upgrades, the announcement of the 777X seemed to spell the end of the 777-300ER’s glory days.

However, two full years after the launch of the 777X, United Airlines placed an order for 22 777-300ER aircraft that entered service in 2016, 12 years after the type’s launch. While on the surface, the order seems a strategic mistake, looking back in detail reveals the ingenious strategy behind the purchase.

The 777-300ERs role

United Airlines Boeing 777 fleet

In service

Parked

Total

Average age

Boeing 777-200

72

2

74

25.1 years

Boeing 777-300ER

22

0

22

6.6 years

To understand this story, it is critical to identify the role that the 777-300ER plays within the United fleet. Planespotters.net indicates that the airline currently operates 22 777-300ERs with an average age of 6.6 years. As advertised by Boeing, the 777-300ER has a capacity of up to 386 passengers, fitting nicely between the passenger capacity of the now-retired 747-400s and the modern 787 Dreamliner.

With the carrier’s 747-400s retiring in the mid-2010s, there was no obvious replacement for the aircraft. The Airbus A380, which was on the market then, was far too large and inefficient to fulfill this role.

A United Airlines 777-300ER just after take off.

Photo: United Airlines

The Airbus A350 was modern and had a somewhat appropriate capacity, but it came with other challenges. United didn’t have an Airbus widebody in its fleet then; incorporating one would have brought many logistical complications.

Additionally, the type’s backlog was lengthy, and even though the carrier ultimately did order the A350 a few years later, the jets will not be delivered until the mid-late 2020s.

The 777X is a clear candidate for the 747-400 replacement, providing both modern performance and an expanded passenger capacity. However, various challenges on Boeing’s production line would cause delivery slots to be delayed even further, with deliveries now not expected until 2025.

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The 777-300ER, with its high passenger capacity, could seamlessly integrate into the United fleet, which already includes a variety of 777 variants. However, the aircraft was old and inefficient by modern standards, lagging behind almost all the potential 747-400 replacements mentioned.

Why the 777-300ER was perfect for United

Boeing 777-300ER

Specifications

Seats

392 (two-class)

Range

7,370 NM (13,649 km)

Length

242 ft 4 in (73.9 m)

Wingspan

212 ft 7 in (64.8 m)

Height

60 ft 8 in (18.5 m)

Engine

GE90-115BL

To dive deeper into why the 777-300ER was an ideal purchase for the carrier, it is important to identify that the optimal replacement for the 747-400 will be the Boeing 777-9. The 777-8, which has a more comparable capacity to the 777-300ER, was ultimately determined to be interchangeable with its predecessor by the airline.

In 2015, Boeing desperately needed funds amid the challenges with the 777X’s production line. Considering that the manufacturer receives most of an aircraft’s payment upon delivery, the company was not set to receive the monetary benefit of 777X sales for years.

A United Boeing 777 flying above clouds.

Photo: United Airlines

Hence, although all official sale prices are strictly confidential, United was likely able to negotiate a massive discount on its 2015 order for 777-300ER aircraft.

While the aircraft were outdated in fuel efficiency, their lower purchase price allowed United to make up and most likely stay in the green on the 777-300ER acquisition.

Furthermore, the first of these 777-300ER aircraft was delivered to the carrier only a year after their purchase, allowing the airline to use its new, rock-bottom-priced aircraft immediately.

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United’s 777-300ERs today

The 777-300ER aircraft are critical pieces of United’s long-haul fleet. They serve destinations worldwide and are equipped with the carrier’s newest Polaris business class product.

With 22 of the type in service, they are among the highest capacity aircraft in the United fleet. Equipped with 350 seats, these jets are often served to connect major global hubs, such as Hong Kong and San Francisco, and nicely complement United’s fleet of 787 Dreamliners, which serve slightly smaller markets.

A United Airlines 777 about to land as a 787 waits to use the runway.

Photo: Vincenzo Pace | Simple Flying

United’s delayed purchase of the 777-300ER compared to other airlines has placed the carrier at a strategic advantage. While awaiting the 777X, many airlines continue to operate 777-300ER aircraft approaching 15 years old, many of which are beginning to show signs of their age.

These carriers are forced to seek an unideal replacement for the 777-300ER (such as the A350) or handle the higher maintenance costs associated with these older jets.

United’s 777-300ERs are still in the prime of their service lives and will undoubtedly serve passengers for years to come. In addition to 767s, 787s, and other 777s, the 777-300ER jets contribute heavily to the dynamic nature of United’s 2015-2025 fleet.

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The near future

However, the question of what the United Airlines fleet will look like after 2025 is more interesting. Here, it is essential to remember that the airline has ordered the Airbus A350 and has pushed the order back several times. United will not receive any A350s before 2030, though many believe the carrier will never operate the type.

However, as previously mentioned, the United fleet lacks a genuine Boeing 747-400 replacement. With the 777-300ER serving as an imperfect replacement, there remains a gap in the airline’s fleet at the highest level of passenger capacity.

a United 777-300ER coming in for landing.

Photo: Vincenzo Pace | Simple Flying

With point-to-point travel growing more popular, many wonder how necessary an aircraft with upwards of 350 seats would be. However, with airports growing larger and more people flying, expansion in the late 2020s will involve increasing the number of passengers per flight, specifically between large hubs (like those currently served by United’s 777-300ER aircraft).

Given the strategically strong decision to purchase the 777-300ER far after the variant entered the market, the carrier may not order the 777-9 (777X) now, but perhaps years later. Or perhaps not. One thing about United is certain: the airline will leverage its strategy and analyze market conditions to determine the optimal time to acquire new aircraft.


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