Commercial Aviation
Which Widebody Aircraft Is United Airlines The Largest US Operator Of?
Conversations about widebody aircraft are currently dominated by the astonishingly impressive advances offered by next-generation jets like the Boeing 787 Dreamliner, 777X, and the Airbus A350. However, airlines like United continue to fly older widebody aircraft while this transition is ongoing. This leads to some quirky and aging aircraft remaining of vital importance for some carriers.
As a result, United now dominates one old widebody variant. Just two other airlines use this aircraft, but none to the same extent as United Airlines. Furthermore, neither of these two airlines is US-based, and they are incredibly unlikely to fly this jet into the United States.
The Widebody Aircraft That United Dominates Ownership Of
The widebody aircraft in question is the 777-200, the shortest low-range version of the Boeing 777. Ch-aviation data procured by Simple Flying reveals that the airline has 17 777-200s in active service. This accounts for the vast majority of the 20 777-200s still flying in the commercial aviation sector.
These jets are old. The youngest is N215UA, a jet that is 24.62 years old. Meanwhile, the carrier has four 777-200s that are over 30 years old (although none that are 31 years old). These are N774UA, N771UA, N773UA and N772UA. The majority of their other 777-200s are between 25 and 30 years old.
The first 777-200 delivered to United Airlines was N777UA. This jet had the honor of flying the first 777 commercial flight a month after its delivery in May 1995, traveling from Heathrow Airport to Washington-Dulles. Aerolopa data reveals that the aircraft was received in a 292-seat three-class layout. This layout included 12 seats in First Class, 49 in “Connoisseur Class”, and 231 in Economy Class. The latter utilized a 2-5-2 layout, the standard for 1990s economy-class widebody aircraft.
Boeing 777-200 Overview
Boeing orders its 777 variants according to fuselage length and range. As such, the 777-200 is the shortest variant and has a lower range than the 777-200ER and 777-200LR. Many consider the 777-200 to be the jet’s first generation, with the second being the -200LR, -300ER and 777F, and the 777X set to be the third generation. This jet made its maiden flight in June 1994, with the first example delivered to United Airlines a year later. Boeing built this variant with US domestic use in mind, although it was later picked up by British Airways and multiple Asian carriers. In total, nine customers purchased a total of 88 777-200s, and the jet primarily competed against the Airbus A330-300. This total had dropped to 55 in active service by 2018.
The table below features essential specifications for the Boeing 777-200 according to Skybrary collected data:
|
Wingspan |
60.9 m |
|---|---|
|
Powerplant |
2 x PW 4077 (342.5 kN) or 2 x GE90-77B (342.5 kN) or 2 x RR Trent 877 (338.1 kN) |
|
Cruising speed |
Mach 0.84 |
|
Range |
5,240 nautical miles |
|
Length |
63.7 m |
|
Three-class seating capacity |
305 |
|
Maximum takeoff weight |
545,000 lb (247,200 kg) |
|
Ceiling |
43,100 ft (13,100 m) |
In 2019, Boeing committed to a permanent shift away from the 777-200. The manufacturer opted to remove the variant from its price listing for 777 variants. During its over two decades on the market, the jet was substantially less successful than the 777-200ER, which had a range of 7,065 nautical miles. First delivered to British Airways in 1997, the jet was eventually received by 33 customers, resulting in a total of 422 deliveries. As such, a much greater quantity has remained in service (338 in 2018). During its service, the jet went through four liveries.
How Does United Airlines Use Its 777-200s
While United purchased its 777-200s with intercontinental routes in mind, these aircraft now rarely leave the United States. The entire 777-200 fleet operates with a high-density configuration, capable of carrying 364 passengers. The configuration features 28 United First seats, arranged in a 2-4-2 configuration with lie-flat bed seats. Next is Economy Plus, which features 102 seats and an extra inch of legroom compared to the 234 economy class seats.
Controversially, this cabin layout only has personal entertainment screens in United First. Other passengers are expected to bring their own personal devices or other forms of in-flight entertainment. Fortunately, the carrier primarily uses the 777-200 for high-capacity, short-haul routes. Included are destinations with a large number of leisure travelers, such as Cancun.
Among the countless passengers who have flown on United Airlines’ 777-200s during their three decades of service is Simple Flying’s flight reviewer, Joe Kunzler. They described the comfort passengers can expect while flying in Economy Class during their trip from San Francisco to Denver, the kind of domestic jetsetting that the 777-200 was designed for: “The seat’s comfort level was OK for a three-hour flight. I did not get an amenity kit, but I had a good view of the mighty 777 wing and a place to put my cell phone… Additionally, I appreciated that I could mold the head cushion to my head, as I can on many narrowbody jetliner seats these days.”
What Is The Future For United 777-200s?
United’s business model is often based around keeping old jets in the skies for as long as possible, reducing the astronomical costs of procuring large numbers of next-generation jets. However, many more United Airlines 777-200s are set to reach the age of 30 by 2026. Even for United, such an age puts a strain on maintenance infrastructures. The 777-200s days are surely numbered.
United has put in orders for 787 Dreamliners, alongside delayed orders for Airbus A350s. This includes 25 firm orders for A350-900s and 10 for A350-1000s. Eventually, these widebody aircraft will bring an end to United Airlines’ need to keep its aging 777-200s in the skies. In a press release from the airline, chairperson Jeff Smisek said, “We look forward to taking delivery of the A350-1000. This is a modern, fuel-efficient and advanced-technology aircraft that our customers and co-workers will enjoy flying. It will be a great addition to our fleet, and will allow us to meet demand on larger, long-haul markets in our world-leading network.”
In line with its tendency to procure older and cheaper aircraft as a stopgap, United is also considering aircraft that many consider obsolete to help it retire more 777-200s. For example, it added four 777-200ERs to its domestic fleet. This will allow the domestic flying duties currently performed by the 777-200 to be fulfilled by newer 777-200ERs, while the incoming 787s and A350s can be utilized on longer and more challenging routes.
United’s 777-200 Replacement Won’t Be The 777X
To Boeing’s frustration, United won’t use the 777X to replace its 777-200s and other retired widebody planes. That is because no US-based airline has displayed an interest in acquiring the 777X. Smaller widebody aircraft, such as the 787 and A350, have proven much more popular, primarily due to their astonishing size. The aircraft characteristics are a fundamental mismatch with the needs of the US domestic aviation market.
Another reason airlines like United are opting out of the 777X program is the decline in trust in Boeing’s ability to deliver on its promises. Ongoing delays, in part caused by the 737 MAX crisis, have meant the originally planned 2020 delivery date is now in the distant past. Catastrophic failures in testing and a workers’ strike have also reduced confidence in Boeing.
Who Else Operates The 777-200?
Data obtained from ch-aviation reveals that there are three 777-200s in the skies beyond those flown by United Airlines. All of these are years younger than United’s 777-200s. Firstly, All Nippon Airways has two 777-200s. JA713A is 20.04 years old, while JA714A is 19.77 years old. All Nippon Airways was one of the airlines that Boeing collaborated with directly in the design of the 777. It first received the aircraft in October 1995. Common routes flown by All Nippon Airways using the 777-200 include Tokyo Haneda to Sapporo and Tokyo Haneda to Fukuoka.
In recent years, All Nippon Airways has gradually reduced the number of 777-200s in its service. Notably, the airline disassembled three of its 777-200s in 2021, as reported by Simple Flying’s Jake Hardiman. This process included disassembling the airframes and salvaging their auxiliary power units. Other All Nippon Airways 777-200s have found quirky uses. For example, in 2021, All Nippon Airways’ 777-200 at Tokyo Haneda was reconfigured as a stationary restaurant, offering business-class and first-class meal services at astonishingly high price points.
The final 777-200 still in service that we haven’t yet mentioned is 5N-BBN, flown by the Nigerian carrier Max Air. This was the first 777-200 acquired by the airline after a deal made in 2023. The aircraft is a rare example of a plane that escaped the notorious Pinal Airpark boneyard and returned to active service. Previously, the aircraft had been operated by Japan Airlines. “Buckle up for extraordinary journeys ahead!” wrote the airline on X. The airline has since used the aircraft to boost capacity on its most popular routes.
