Not only was United Airlines the launch customer for the Boeing 777-200, but it remains the largest operator, and the only carrier in the United States to operate the widebody aircraft variant. We’re specifically talking about the standard 777-200 here, as American Airlines also operates the extended range 777-200ER. Boeing launched the 777-200 in 1990, with its prototype rolling off the factory floor in 1994, before entering scheduled service with United in June 1995.
Now, just 20 standard 777-200s remain in regular service. United Airlines operates the largest share of these, with 17 flying primarily domestic services across the United States. Two other carriers operate the variant, namely Japan’s All Nippon Airways (ANA), with two, and MaxAir from Nigeria, with just one operating under registration 5N-BBN.
The 777-200 can have up to ten seats abreast in economy class. Typically, airlines operate the type with a three-class configuration, seating between 301 and 368 passengers. The aircraft is perfect for medium and long-haul flying, with a range of up to 6,030 and 9,840 miles (9,700 to 15,840 kilometers) according to Boeing. It is known for its large diameter turbofans, raked wingtips, and having six wheels on each section of its main landing gear.
For Boeing, the 777 was the first of its aircraft to use fly-by-wire controls and include carbon composite structures within the tailplanes. The 777-200 was the first of the 777, with an initial length of 209 feet, one inch (63.73 meters), which was then followed by the 777-300 at 242 feet, four inches. Both of these variants eventually saw the development of the 777-200ER and 777-300ER, which were designed with a higher maximum take-off weight and range.
Primarily designed for US domestic flight operations, the 777-200 also became popular for Asian and European carriers. At United, the airline operates these aircraft solely on domestic services, which include transcontinental services and direct flights to and from Hawaii. The Star Alliance carrier has configured these planes with a higher density of economy class seating, which was enabled by moving to a ten-abreast configuration.
Poised to be replaced by the new Boeing 787-10 Dreamliner, the 17 remaining 777-200s in operation at United focus on domestic operations, and have done so since the airline moved the then 19 777-200s to an all domestic schedule. With the ability to seat up to 364 passengers across three classes, passengers are accommodated in either the 28 United First (domestic), 102 Economy Plus, or 234 United Economy seats, according to the airline’s website.
United First passengers are seated in a 2-4-2 layout with a seat pitch of 6 feet, 4 inches (193 centimeters), while Economy Plus and United Economy passengers sit in a 3-4-3 layout, with an average pitch of between 31 inches (78.7 centimeters) and 34 inches (86.4 centimeters).
All passengers onboard can enjoy onboard WiFi, USB and power outlets, seatback entertainment, and connectivity to the airline’s entertainment system via personal devices. The aircraft, which are powered by the General Electric GE90, or Pratt & Whitney PW4070/4090 turbofan engines, can produce up to 94,000 pounds of thrust, and achieve a cruise speed of 550 miles (855 kilometers) per hour.
As of August 2025, United remains one of the largest commercial airlines by fleet size, taking into consideration the 777-200s alongside its extensive Airbus and Boeing narrowbody and all-Boeing widebody fleet of aircraft. The average age of a United plane sits at around 15.6 years per ch-aviation, while its 777-200s are aged between 20.04 and 30.71 years old.
Per ch-aviation, the oldest 777-200 currently flying for United is N774UA, with an age of 30.71 years old. This is followed closely by three other similar aircraft, which all have a tenure of more than 30 years: N771UA / MSN 26932 (30.66 years), N773UA / MSN 26929 (30.42 years), and N772UA / MSN 26930 (30.36 years). The remaining 14 777-200s were all delivered between 1995 and 2000, resulting in an age range of between 24.62 years and 29.84 years at the time of writing.
These aircraft, which all have a remarkable history, still dwarf the three remaining 777-200 operating for other foreign airlines. ANA operates two (JA713A and JA714A), which are 20.04 and 19.77 years old respectively, and then finally MaxAir (Nigeria), which operates the 17.89-year-old 5N-BBN. MaxAir is primarily a domestic carrier offering flights across the populous African country, but it does also fly to two international destinations: Jeddah and Madinah.
According to Boeing, 88 777-200s were delivered, and the type competed directly with the Airbus A330-300. The A330 was developed by Airbus as a stretched version of the A300, with additional new wings, fly-by-wire systems, and enhanced stabilisers. This European widebody first flew in 1995 and continues to be a popular twin-aisle aircraft for medium and select long-haul operations in the form of the A330neo.
Replacing The 777-200 With Boeing’s 787-10 Dreamliner
Photo: Vincenzo Pace | Simple Flying
For decades, the 777 has been a loyal workhorse for United. The airline operates the second-largest fleet of widebody aircraft in the world, only sitting second after Emirates, and marginally ahead of Atlanta-based Delta Air Lines. While Delta has opted to switch to an all Airbus widebody fleet, United now operates an all Boeing widebody fleet (for now). In the coming years, the airline plans to begin flying the Airbus A350-900, with deliveries expected in 2030.
At United, the current 777-200s are nearing the end of their operating lifespan. With commercial aircraft usually expected to operate effectively for up to 30 years, United will replace its aging aircraft with Boeing 787s. It has ordered around 150 Dreamliners, and these airplanes will become the backbone of the carrier’s widebody operations.
The replacement of the 777-200 with the Boeing 787-10 comes at a time when United is looking for more fuel-efficient aircraft with lower operating costs and emissions. It will also offer passengers a more modern experience with larger overhead lockers, improved humidity control, and state-of-the-art, in-seat entertainment. For United, standardizing the 787 into its flying will allow the airline to focus its maintenance and operations across the 787-8 and 787-9, already in operation.
Which Routes Are United’s 777-200s Flying?
Photo: Greg K__ca | Shutterstock
Using data from Cirium, an aviation analytics company, we can see where United is deploying its 777-200 this August. The most popular route is San Francisco to Honolulu, with 67 departures across the month, equating to 15 a week, or just over two a day. Second and third place are Newark to Los Angelesand Los Angeles, to Honolulu, with double daily services (62 departures) on both routes.
Chicago to Denver will see 59 departures (13 weekly, six times double daily, and one day with just one service), and Denver to Honolulu will operate with 51 departures, or 11 weekly, four times double daily, and three days with just one departure. Other popular routes include San Francisco to Chicago, Newark to San Francisco, and Kahului to Denver, which all see between eight to 11 departures a week.
Services with just one daily 777-200 United service include from Houston (IAH) to Honolulu and San Francisco, while Denver to San Francisco, Washington to Denver, Chicago to San Francisco, and Denver to Houston, see four to six flights a week. Denver to Kona, San Francisco to Kona, and Washington to San Francisco round out the more frequent departures, with an average of two to four flights a week.
While United’s 777-200s still have a little bit of life left, these will gradually be retired as the airline looks to slimline its widebody operations. The carrier has its heart set on the 787-10 to replace these airplanes, and its order of 143 additional 787-9 will also support network expansion and capacity. United looks to retire not just the 777-200 in the next decade, but also the 767-300ER and 767-400, which are both to be replaced by the 787-9.
On the narrowbody side of things, 25 older Airbus A319-100 and A320-200 jets are also set to exit the airline’s fleet before the end of 2025. There will also be a gradual replacement of the 757-200, which will be replaced by the game-changing Airbus A321XLR, of which United has 50 on order.
With the 787 being a natural successor to the 777, Boeing has used innovation to improve its widebody performance and experience. While the 787 will seat marginally fewer passengers onboard when compared to the 777, the airline’s capabilities allow its operator to consider new, niche international routes that can stimulate demand relative to the aircraft’s size. This will see United continue to soar as one of the most well-known international airlines.
While the 777-200 is deployed on domestic services, United is already changing the way people fly internationally with its 787-10s, opening new routes such as San Francisco to Adelaide in Australia. This new corridor represents the first time an international carrier has directly connected South Australia to the US. Previously, passengers were required to transit via Brisbane, Sydney, Melbourne (Australia), Auckland (New Zealand), or Nadi (Fiji) for one-stop itineraries to the States.
The Boeing 787 Dreamliner (specifically the Boeing 787-9 variant) is currently the most popular widebody aircraft on the market. It was built to replace the Boeing 767, complement the Boeing 777, and compete with the Airbus A330 (now A330neo) and the A350 that entered service four years after the Dreamliner. It also helped to doom the Airbus A380 as well as the Boeing 747-8i.
Even though Boeing slashed production of the 787 during the pandemic by shutting the assembly line in Seattle, it is currently being delivered in higher numbers than other widebody aircraft. Boeing is also working to expand its production in North Charleston, South Carolina, and ramp up production. Here is what to know about the Boeing 787’s deliveries in 2025 and beyond.
The Number Of Boeing 787s Delivered By Mid-2025
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As of mid-2025, Boeing’s records show it has a total unfulfilled backlog of 993 Boeing 787s on order from a total of 2,199 firm orders. This has made the Boeing 787 the best-selling widebody aircraft in history. But while Boeing wins that accolade, Airbus’ A320 family is the best-selling commercial jet in history and is becoming the most delivered commercial jet.
When it comes to deliveries, Boeing has delivered 399 of its 787-8 variant Dreamliners, 681 of its mid-sized 787-9s, and 126 of the 787-10s. That is a total of 1,206 Boeing 787s delivered since the first example entered service in 2011. While the rival Airbus A350, which entered service in 2015, has proven to be a popular aircraft, the Dreamliner has continued to outperform it in both orders and deliveries. A total of 1,428 A350s have been ordered, of which 669 have been delivered.
Orders for the Dreamliner continue to roll in, and in 2025, Boeing has amassed a total of 243 new orders for its Dreamliners. These are thanks in large part to Qatar Airways, which ordered 120 new 787s, while British Airways and Korean Air have also placed substantial orders. All orders have been for its 787-9 and 787-10 variants, and none are for the 787-8.
Boeing’s Past Dreamliner Delivery Rate
Photo: Peter Krocka | Shutterstock
Before the pandemic, the Boeing 787 was delivered in much larger numbers. Boeing was building them in both Everett in Seattle, and in North Charleston. In 2019, the last “normal” production year for the Dreamliner, Boeing delivered a total of 158 aircraft. In 2020, that dropped to just 53 and to only 14 examples in 2021. In the pandemic, Boeing shut down its Seattle assembly line for the 787.
In 2022, deliveries recovered somewhat to 31 examples and grew to around half the prepandemic rate of 73 in 2023. 2024 was another bad year for Boeing deliveries, with its total deliveries falling back to just 348 commercial aircraft (Airbus delivered 766 that year). In 2024, Boeing delivered 51 Dreamliners, although it has delivered 45 by mid-year 2025.
Boeing 787 Dreamliner deliveries by year since 2019 (per Boeing)
2019
158
2024
51
2020
53
2025 (mid-year)
45
2021
14
2025 (estimated)
75-80
2022
31
Planned end of 2025 rate
84 (seven per month)
2023
73
Total delivered (mid-2025)
1,206
While 2019 was the last “normal” production year for the Dreamliner, 2018 was the last “normal” year for Boeing’s commercial aircraft overall. In 2019, the second Boeing 737 MAX crashed, and Boeing’s deliveries have not recovered since. From 2015-2017, Boeing delivered between 748 and 763 aircraft, rising to 806 in 2018. Since then, the most it has delivered was in 2023, when it shipped 528 aircraft.
At the start of 2025, Boeing projected deliveries of 75 to 80 Dreamliners in 2025. That number includes both new-build jets and those currently in inventory that it has been unable to deliver. At the start of 2025, Boeing had an estimated 25 Boeing 787s built in previous years but stored before delivery. If those jets are delivered, then Boeing’s 2025 production would be 50-55 new aircraft.
787 orders and deliveries per Boeing mid-2025
Boeing 787-8
Boeing 787-9
Boeing 787-10
Total
Total number ordered (per Boeing, may include orders later canceled)
In 2019, Boeing was delivering the Dreamliner at a rate of 14 per month; by the start of 2025, that was just five per month, with plans to increase it to seven per month. Even so, that is only half of the pre-pandemic levels. Part of the issue is that Boeing is trying to restore its world-class quality control to its aircraft to ensure things like the Boeing 737 MAX crashes and the Alaska Airlines door plug blowout don’t happen again.
Leeham News says that when the expansion is finished in 2028, Boeing will have the capacity to reach a rate of 16 per month. If Boeing could deliver the aircraft at a rate of 16 per month, that would translate to 192 aircraft a year.
Story Of The Boeing 787-8
Photo: Minh K Tran | Shutterstock
The Boeing 787-8 was the first to debut, and it attracted a large percentage of the orders. However, the 787-9 hit the market in 2014, and since then it has attracted more orders, with new orders for the Boeing 787-8 drying up over time. Boeing only has 28 orders for the 787-8 remaining on its order book, over half (15) of which are for Emirates.
Since 2020, Boeing has only recorded eight new orders for the 787-8 variant. This suggests that the Boeing 787-8 may soon go out of production. Increased Dreamliner production means more 787-9s and 787-10s and not 787-8s. One of the reasons why the 787-9 is more popular is that the wings are better optimized for that variant than the 787-8 or 787-10.
Boeing 787-8
Boeing 787-9
Boeing 787-10
Range
7,305 nautical miles
7,565 nautical miles
6,330 nautical miles
Typical 3-class seating
248
296
336
Length
186 feet
206 feet
224 feet
The 787-9 is the longest ranged variant with a range of 7,565 nautical miles, compared with the 787-8’s 7,305 nautical mile range and the 787-10’s reduced 6,330 nautical mile range. The 787-8 is being outcompeted by both the 787-9 and the cheaper-to-operate but still large and long-range Airbus A321XLR. The A321XLR comes with a range of 4,700 nautical miles.
Boeing 787 Dreamliner Production To Recover By 2028
Photo: Mehdi Photos | Shutterstock
After a decade-long dip in production due to the pandemic and lingering concerns with Boeing’s quality controls, the Dreamliner appears set to meet and even exceed its previous delivery rates around 2028. In 2025, the Dreamliner’s deliveries will remain around half that of pre-pandemic numbers but above that of 2024.
The 2025 final delivery rate will hinge to some degree on when Boeing can move the already-built Lufthansa Dreamliners and any others it has lying around. The future appears bright for the Dreamliner (except the 787-8) with large numbers of orders continuing to be placed and Boeing looking to restore its previously high levels of production. One of the major areas of uncertainty for the Dreamliner and Boeing aircraft in general is the ongoing trade war.
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The Airbus A330-800neo is one of two variants in the Airbus A330neo family, with the other being the A330-900neo. The A330neo is an upgrade over the original A330 variants, with new engines, updated wingtips, interior improvements, and software upgrades. The A330-900, directly succeeding the A330-300, has proven effective and has even found love in the United Statesat Delta Air Lines. Contrastingly, the A330-800 has been shunned in the US.
In some ways, you can consider the start of the A330neo to be the original A350 program. To compete against the Boeing 787, Airbus took the A330 family and added new engines along with a carbon-composite wing and a new cockpit. Airlines largely rejected the concept, prompting Airbus to create a clean-sheet aircraft, the A350 XWB, and move up in size. The A330neo was developed in the 2010s to slot underneath the A350 in price and capability.
The Airlines That Don’t Want The Airbus A330-800
Photo: Dirk Daniel Mann | Shutterstock
The A330-800 is Airbus’s smallest widebody, and given that the US is home to more Boeing 767s (a similarly-sized twinjet) than any other nation in the world, you’d expect the European manufacturer to make significant efforts to sell this jet here. However, Airbus hasn’t sold a single A330-800to a US airline. This is especially surprising considering that the prior A330-200 has been reasonably successful in the country, being operated by Delta, Hawaiian, and, previously, American Airlines.
United Airlines currently flies 53 aging Boeing 767s, but has committed to the 787 to replace these planes. Hawaiian Airlines, a current A330-200 operator, ordered Boeing 787-9s to replace its Airbus widebodies, although these planes are now slated to remain in service while the Dreamliners get transferred to Alaska Airlines. For American Airlines, meanwhile, its 767 and A330 fleets were fully retired during the COVID-19 pandemic, with the 787 serving as their replacement.
Only four airlines in the US operate passenger widebodies in scheduled service, and by and large, they have opted for the similarly sized Boeing 787. This is despite the fact that these planes are replacing the Boeing 767 or Airbus A330, which are optimized for medium-haul routes, similar to the Airbus A330neo. Notably, Hawaiian Airlines formerly held orders for six Airbus A330-800s, but cancelled them in favor of the Dreamliners.
Why Delta Air Lines Isn’t Buying Them
Photo: Minh K Tran | Shutterstock
Delta Air Lines is the largest operator of the Airbus A330-900 in the world and the largest operator of the A330 series as a whole. It operates 11 A330-200s, 31 A330-300s, and 37 A330-900s with two more on order, but has never ordered the A330-800, and has not announced plans to obtain more A330neos. What’s surprising is that the A330-900s were slated to partially replace the Boeing 767-300ER fleet, an aircraft significantly smaller than the A330-900.
You’d expect Delta to replace these aircraft with the A330-800, given that it would be far closer in size to the 767. However, going with the larger A330-900 instead was a conscious choice. Delta is looking to upgauge its entire network, replacing A320s and 737s with A321neos and 737 MAX 10s, while 767s are to be replaced with larger widebodies. Delta is looking to lower per-seat economics, and larger aircraft variants are cheaper to operate per-seat than smaller variants.
Aircraft Types In Service With Delta
Aircraft Types On Order By Delta
Airbus A220-100
Airbus A220-300
Airbus A220-300
Airbus A321neo
Airbus A319-100
Airbus A330-900
Airbus A320-200
Airbus A350-900
Airbus A321-200
Airbus A350-1000
Airbus A321neo
Boeing 737 MAX 10
Airbus A330-200
Airbus A330-300
Airbus A330-900
Airbus A350-900
Boeing 717-200
Boeing 737-800
Boeing 737-900ER
Boeing 757-200
Boeing 757-300
Boeing 767-300ER
Boeing 767-400ER
Delta only has two A330-900s left on order. It’s expected that at least part of its remaining A350 order will displace existing A330-900s that can replace the remaining 767-300ERs, which would again be a system-wide upgauge. Meanwhile, it’s been heavily speculated that the Atlanta-based carrier is looking to order Boeing 787-10s. With a possible delivery date in the early 2030s, these could replace older A330s and the Boeing 767-400ER, while also being a significant upgauge over both types.
Why The Airbus A330-800 Is Not Selling
Photo: Markus Mainka I Shutterstock
In the US, Delta is looking to upgauge its entire network, while other carriers are focusing on the Boeing 787. However, the A330-800 has also sold poorly around the world, with only eight total orders, while the A330-900 has received nearly 440. Seven have already been delivered: four to Kuwait Airways, two to Uganda Airlines, and one to Air Greenland. One more example is reported to have been ordered in an executive configuration.
The A330-800 is a direct replacement for the Airbus A330-200, which, in Delta’s premium-heavy configuration, seats 223 passengers. At the other end of the spectrum, Hawaiian’s leisure-focused A330-200s seat 278. With the new winglets and more efficient Rolls-Royce Trent 7000, the A330-800 now has a range of 8,100 NM (15,000 km) at a Maximum Takeoff Weight of 251 tonnes, and this is the issue.
The A330-200 that the A330-800 is based on was developed as a shrink of the original A330-300 (replaced by the A330-900). As such, the A330-200/800 is more expensive to operate per-seat than its larger counterparts. In the past, the A330-200 sold due to its additional range, but as the A330-300 grew more capable, sales for the A330-200 dried up. With the A330-900 now having up to 7,350 NM (13,600 km) of range, almost no airline is willing to sacrifice economics for the extra miles.
The Decline Of Short-Fuselage Variants
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In airliner design, manufacturers typically create the base design (Airbus A320, Boeing 757-200, Airbus A330-300, Boeing 777-200), then they will either shrink the fuselage (Airbus A319, Airbus A330-200) or stretch the fuselage (Boeing 757-300, Boeing 777-300). Shrinking typically results in a more capable plane with higher per-seat costs, while a stretched variant boasts the best per-seat costs but also has less range.
Manufacturers don’t always develop their aircraft in this manner (both Airbus A350 variants are optimized for their size), but this is typically how commercial aircraft are designed. This approach generally proved successful, as the A330-200 made up 46% of passenger A330ceo sales, while the A319, A320, and A321 were all popular. For first-generation A320 variants, only the A318 was a sales flop, with this variant being a shrink of a shrink.
Today, however, the A330-800 is far from the only reengined shrink that’s been unpopular. The A319neo has only received 57 orders, while slightly over 300 orders have been received for the Boeing 737 MAX 7. The 777-8’s development has been paused, and even sales for the Boeing 787-8 have slowed down dramatically. As the larger version of an airliner becomes more capable, such as during a re-engine program, demand for the shrink disappears.
Why Airbus Doesn’t Care About Selling A330-800s
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From a manufacturer’s position, a shrink allows you to capture a broader segment of the market by addressing the shortcomings of the original model. However, such jets are priced lower than a larger model, but cost practically the same to produce, thereby generating lower profit margins. Manufacturers prefer to sell larger variants whenever possible, as they generate the highest profits.
When significant demand exists for a smaller aircraft that is more capable, manufacturers will price it competitively. The sale price is a significant component in whether an airliner wins an order, and, as such, selling an A330-200 may have yielded lower profits than an A330-300 in the past, but this was still preferable over losing an order to the Boeing 767.
With the A330-800, however, airlines aren’t lining up to buy it, and Airbus spent little on developing it. The A330-900 captures nearly all of the market, and this variant generates higher profit margins. As such, Airbus is incentivized to price the A330-900 competitively, while the A330-800 has low demand and generates lower profits, so Airbus likely budges little on pricing. This lowers demand for the A330-800 even further, but Airbus would still rather sell more A330-900s.
The Bottom Line
The Airbus A330-800 has been sold to three airlines. This is the only widebody in Air Greenland’s fleet and is used for flights to Copenhagen, directly replacing an Airbus A330-200. For Kuwait Airways and Uganda Airlines, the type serves as a small, efficient, cheap widebody that has incredible capability. Kuwait Airways also operates the A330-900, making it easier for the airline to integrate it into the fleet.
While the A330-800 has so far proven a sales dud, Airbus is not focused on the variant’s individual orderbook. Rather, Airbus aims to make money on the A330neo program as a whole, and selling more A330-900s appears to be a winning strategy for the European planemaker. As such, the A330-800 will likely go down as one of the industry’s rarest birds, similar to other reengined shrinks like the Airbus A319neo.
United Airlines
Delta Air Lines
