After more than two decades of dominance on long-haul routes, Boeing has quietly ended production of one of the most successful aircraft in the history of commercial aviation – the 777-300ER. The final passenger example, originally built for China Southern Airlines, was delivered in December 2024 through leasing company Altavair to Ethiopian Airlines, symbolically closing one of the most important chapters in modern aviation.
When the 777 program was launched in the mid-1990s, Boeing aimed to create an efficient twin-engine widebody aircraft capable of intercontinental flights. The 777-300ER (Extended Range) variant, introduced in the early 2000s, featured a stretched fuselage, more powerful GE90-115B engines, and increased fuel capacity, enabling airlines to operate longer routes with higher seat counts but lower fuel burn per passenger. The combination of capacity, range, and efficiency made the aircraft immensely successful — by August 2025, Boeing had delivered 833 units out of 838 ordered, making the 777-300ER the most successful single variant of the best-selling widebody family in history.
The world’s largest airlines embraced the type, particularly Emirates, Qatar Airways, and Cathay Pacific, which built their global networks around it. Emirates became the largest operator of the 777-300ER, with 119 aircraft in active service, using it to develop a dense network connecting every continent. Thanks to its range and capacity, the 777-300ER opened numerous nonstop routes and redefined the economics of long-haul travel.
From an industrial perspective, the 777-300ER had a far-reaching impact. Its success accelerated the retirement of four-engine aircraft such as the Boeing 747 and Airbus A340, proving that twin-engine widebodies could handle even the longest intercontinental routes. Beyond reducing costs, it set new standards for comfort, cabin configuration, and crew efficiency on long-haul operations.
The end of production is the result of several factors. Boeing had long planned a transition to the new-generation 777X (models 777-8 and 777-9) with composite wings, more efficient GE9X engines, and a modernized interior. However, years of delays and regulatory challenges — which pushed the 777-9’s entry into service to 2027 — prevented Boeing from running both production lines in parallel. At the same time, demand for new passenger 777-300ERs declined as airlines shifted focus after the pandemic to lighter and more efficient models like the Boeing 787 and Airbus A350. Combined with internal supply chain and production issues, Boeing was forced to rationalize capacity and discontinue a line that was being produced in very small numbers.
Although passenger production has ended, hundreds of 777-300ERs continue to fly daily. Cathay Pacific is conducting an extensive retrofit program, introducing the new “Aria Suite” business-class product along with completely refreshed Premium Economy and Economy cabins. Singapore Airlines, meanwhile, continues to base its entire 777 fleet on the -300ER variant, with 25 aircraft registered — 22 of them in active service. Such investments underline how the 777-300ER remains a reliable and profitable cornerstone of long-haul operations.
The legacy of this aircraft goes beyond statistics. The Boeing 777-300ER became synonymous with modern intercontinental travel — quiet dawn departures, overnight ocean crossings, and countless business deals, farewells, and reunions it made possible. Its distinctive GE90 engines, elegant raked wingtips, and spacious cabins have earned it a lasting place in the collective memory of the aviation world.
