The Boeing 777 has been a huge success for Boeing. Since the type’s launch, it has
overtaken the 747 to become the most sold widebody in history. And the aircraft’s
legacy will continue into the future with the new 777X promising a lot. But amongst
the variants, the non-ER, 777-300 stands out with low sales of just 60 aircraft. So why,
exactly, was this the case?
The 777 was developed as a long-range twinjet to capitalize on the improvements in twin-engine
operations possible with new ETOPS regulations. The 747 had already seen huge success as a
long-range widebody, but with higher capacity and four engines. The 767 had success as a
smaller capacity twinjet. Boeing saw big potential with something between the two.
The 777-200 entered service in June 1995 with United Airlines and proved a popular choice
with several US carriers for domestic flights and was also popular in Asia.
The strongest demand, though, was for a longer range version. With a range of 9,700 kilometers,
the 777-200 was limited in its ability to perform transoceanic operations. The 777-200ER
addressed this, with an increased range of 13,080 kilometers. This variant entered service
with British Airways in February 1997. Order numbers show the -200ER’s popularity, with
422 deliveries, compared to just 88 for the 777-200.
The same situation, with strong demand for a higher range, has been seen with the larger
777-300. This larger airframe increased passenger capacity by around 20% to around 368 across
three classes. The non-ER 777-300 was launched at the Paris
Air Show in 1995 and entered service in 1998 with Cathay Pacific. With a range of 11,165
kilometers, this variant offered a good step up from the 777-200 in both capacity and range.
The 777-300ER didn’t enter service until 2004, but the aircraft has sold quite well
since then, with its extended range of 13,649 kilometers. Just as was seen with the 777-200ER,
this is the combination that worked for more airlines. For flexible long-haul use, many
airlines wanted a higher range. At this end of capacity, many airlines were looking to
replace their 747s, and the 777-300 just did not offer enough range to allow them to do
that, while the 777-300ER did. The popularity difference has been huge. The
-300 has seen just 60 aircraft built and delivered, while the -300ER has seen 822 deliveries.
Put simply, nothing was wrong with the 777-300, improving on the 777-200 airframe and adding
more capacity. This variant worked well on shorter routes (just as the 777-200 had),
particularly in Asia, where many airlines had concentrations of high capacity, medium-haul
routes. Cathay Pacific, Thai Airways, Japan Airlines, and ANA have all used the non-ER
777-300. ANA even operated the -300 with 514 seats
on key routes, while Emirates also operated the type on similar profile services.
However, Boeing’s offering of an extended range -300 unlocked long distance routes for
legacy carriers looking to efficiently transport large volumes of passengers- which is why
so many airlines have been more attracted to this variant than the standard -300.
This capability will continue into the future with the even more efficient 777-9X, well...
just as soon as Boeing can get it certified and into service...
Have you ever flown on a non-ER 777-300? Did you even know there was a difference? Let
us know in the comments!