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Boeing 777 is a hugely popular widebody twinjet, with Boeing’s data showing that it had racked up almost 2,400 orders and 1,800 deliveries as of October 2025 (including those from the new 777X series). Diving deeper into these numbers, a curious dichotomy appears, whereby the original 777-300 model sold relatively poorly, with only 60 examples produced, while its Extended Range 777-300ER counterpart sold well over 800 examples.
As a result of this contrast, the non-ER Boeing 777-300 has always been a rare aircraft, with this phenomenon being accentuated today due to the type’s increasing age and the retirements that come with the passing of time. According to ch-aviation, just 28 active examples are left today, but who flies them?
Cathay Pacific Is By Far The Largest Operator Of The Type
Of these 28 aircraft, more than half can be found at the Hong Kong flag carrier and oneworld founding member Cathay Pacific, which has 17 active examples of the type to its name at the time of writing. These widebody twinjets are among its oldest aircraft, with an average age of 24.3 years old compared to a fleet-wide mean of 12.7 years, and, according to aeroLOPA, they have 42 business class and 396 economy class seats on board.
This high-density setup reflects its use on short, high-demand regional routes. Cirium, an aviation analytics company, shows that, in December, Cathay’s longest route with the type (Hong Kong-Jakarta) measures 2,015 miles (3,243 km), compared to 8,070 miles (12,987 km) for Hong Kong-JFK with the 777-300ER. The type has driven regional growth, and David Turnbull, Cathay’s CEO and Deputy Chair, said in 2002 at the time of a 777-300 order that:
“This investment underlines our confidence in the future of Hong Kong and our continued effort to strengthen Hong Kong as the region’s leading aviation hub.”
Other Asian Heavyweights
Elsewhere in Asia, as seen above, Japanese carrier All Nippon Airways also favors the non-ER Boeing 777-300 when it comes to high-demand flights that are short in length. In fact, Japan’s domestic market is so busy that the Star Alliance member has devised a special high-density domestic layout. Despite strong competition from high-speed rail options, major Japanese carriers have plenty of traffic when it comes to internal flights.
This setup, aeroLOPA notes, consists of 21 ‘Premium Class’ recliners in three seven-abreast (2-3-2) rows and 493 economy seats in a tight 10-abreast (3-4-3) layout, resulting in a total capacity of 514 passengers. ANA currently has three active 777-300s in its fleet with an average age of 27.6 years old, and, this December, they will be used on domestic flights from Tokyo Haneda (HND) to Fukuoka (FUK), Okinawa (OKA), and Sapporo (CTS).
Korean Air’s three active 777-300s (aged 26.5 years old on average) also have a relatively high-density layout, albeit not to the extent of ANA. Indeed, its 338 seats are split between 41 in ‘Prestige Class’ (seven abreast apart from six in the first row) and 297 economy seats in a nine-abreast setup. Flying out of Seoul Incheon Airport (ICN), they serve Guam (GUM) and Taipei (TPE), as well as the route from Seoul Gimpo (GMP) to Jeju (CJU).
Why Jeju To Seoul Is The World’s Busiest Route
The route retained its position over the COVID pandemic.
The Best Of The Rest
The remaining five active 777-300s are split between four operators, with two of these located in Russia. The airlines in question are Southwind and Rossiya, which respectively have one and two active 777-300s at their disposal with average ages of 21 and 26.8 years old. This December, Southwind is using the type to serve winter sun destinations from Russia, such as Antalya (AYT), Cairo (CAI), Dalaman (DLM), and Jeddah (JED).
Meanwhile, two African airlines have one active non-ER 777-300 at their disposal at the time of writing. Egypt’s Alexandria Airlines is one such carrier, although its sole example of the type is currently serving Saudi low-cost carrier flyadeal on a wet-lease basis. Elsewhere, Air Peace has a sole 319-seat 777-300.
