Lufthansa does not intend to accept some of the early-production Boeing 777-9 aircraft that were assembled for the German carrier years before the type completes certification. Following Emirates, it has become the second major customer to openly question the acceptance of some of the oldest examples of Boeing’s new widebody aircraft.

Lufthansa Group CEO Carsten Spohr confirmed that the airline is in discussions with Boeing over which aircraft will not be accepted for commercial service and which could potentially be modernised and delivered after the necessary modifications.

“We are in talks with Boeing about which airplanes we will not accept for commercial service and which aircraft can be modernised,” Spohr said.

Lufthansa has not disclosed how many early-production 777-9s it could ultimately reject. The move does not, however, represent a withdrawal from the 777X programme. Lufthansa has 20 777-9 passenger aircraft on firm order and a further 24 options, while Lufthansa Cargo is expecting seven 777-8F freighters.

The issue is a consequence of the lengthy development and certification process of the 777X. Boeing launched the programme in 2013, when first deliveries were expected in 2020. The first 777-9 flew in January 2020, while initial customer deliveries are now expected during 2027.

During that period, Boeing had already started producing aircraft for several customers even though the final production configuration had not yet been established. Subsequent design and certification changes mean that some of those early-built aircraft now require additional modifications.

According to Aviation Week, around 39 early-production 777-9s require varying levels of work before they can potentially be delivered to customers. Boeing is preparing a dedicated process to bring some of those aircraft closer to the final production standard.

Lufthansa, meanwhile, is moving closer to receiving newer-production aircraft. In May, the first 777-9 fitted with the German carrier’s complete passenger interior made its first flight. Boeing said production aircraft will also participate in the final stages of the certification programme ahead of deliveries.

This gives Lufthansa the option of insisting on newer-built aircraft rather than accepting jets that have spent several years in storage and require additional technical work.

Emirates had already taken a similar position. The world’s largest 777X customer confirmed that it will not accept its first ten 777-9s, which were manufactured between 2019 and 2021.

Emirates President Tim Clark criticised the prospect of aircraft built as early as 2019 entering commercial service only in 2027, nearly eight years after they left the production line.

“We are not taking them. We have told Boeing that,” Clark said.

Emirates believes the age of the early-production aircraft, combined with changes introduced to both the aircraft and GE9X engines during the development programme, reduces their value compared with newer examples built closer to the final production standard.

The decisions by Lufthansa and Emirates create another challenge for Boeing, which must now address the future of some aircraft manufactured many years before planned commercial deliveries while simultaneously completing certification of the 777X.

The programme nevertheless remains an important part of the future long-haul fleets of both airlines. Neither Lufthansa nor Emirates is walking away from the 777X, but both are making it clear that after years of delays they are unwilling to accept the oldest aircraft on the same terms as newly produced examples.