Why Boeing 777X is Failing

The Boeing 777X, particularly its Dash 8 variant, faces challenges in the competitive aviation market despite its advanced features. Boasting the world's most powerful GE9X engine and a unique composite wing requiring foldable tips for airport compatibility, the 777X aimed to redefine long-haul travel. However, its sales lag behind expectations, with only 40 Dash 8 units sold, compared to its predecessor, the 777-300ER, which was the second best-selling widebody aircraft.
Two main issues impede the 777-8's success:
- Timing: The 777-300ER's success and recent introduction means many of these planes are still relatively new, reducing the immediate need for replacements.
- Design Decisions: Influenced by major customers Qatar and Emirates, Boeing designed the 777X to excel in hot and arid conditions. This resulted in larger engines and wings than might have been necessary, adding weight and potentially reducing fuel efficiency. The Dash 8's parts are shared with the Dash 9 but aren't optimized for the smaller plane, adding extra weight. There was potential for Boeing to use a lighter material called "Ally," but due to previous complications with the Dreamliner, they chose traditional aluminum instead, which now seems like a missed opportunity as the aviation world shifts toward lighter materials.
However, the 777-8 does offer some advantages:
- Extended Range: It can cover an impressive 8,800 nautical miles, making it ideal for the increasing demand for ultra-long-haul flights.
- Freighter Potential: The Dash 8 could shine as a cargo plane, replacing older models like the MD-11s or 747-200s.
In conclusion, while the Boeing 777X's Dash 8 variant faces significant challenges in design choices, timing, and market alignment, its potential in specialized markets like long-haul and freight indicates future opportunities. The aviation industry is ever-changing, and adaptability remains crucial to navigating its turbulent skies.
#Boeing #777X #Dash8 #AviationIndustry #AircraftDesign #MarketDemands #777-300ER #SalesChallenges #GE9XEngine #CompositeWing #FuelEfficiency #CustomerInfluence #QatarAndEmirates #OversizedEngines #AluminumVsAlly #WeightConcerns #UltraLongHaulFlights #DesignDilemmas #TimingIssues #FreighterPotential
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[@Matt-xu3lb]

What is not mentioned here is the airlines that do not need the ultra long haul ability of the 777x are converting their fleets to 787’s for greater efficiency and fleet commonality as in the recent case of United’s 110 plane 787 order where they plan on replacing their 757/767 and 777-200’s with 787-8/9’s.

[@th8257]

United have just ordered a lot of a350s from Airbus.

[@wadehiggins1114]

​@@th8257they did? Where did you get this information?

[@FLAMEalan]

@@wadehiggins1114It’s a no brainer that airlines will opt A350s over any Boeing equivalent as long as Boeing doesn’t severely undercut on price. Airbus is simply just the better aircraft manufacturer currently.

[@wadehiggins1114]

@@FLAMEalan yes, they are.

[@RagShop1]

@@FLAMEalan Emirates just ordered 90 777X, including 35 of the smaller -8 variant, instead of the 35 A350-1000 it had planned to order. CEO Sir Tim Clark complained about its Rolls Royce engine not having enough thrust for EK's hot desert operations AND having too few hours on the wing before major maintenance was needed.

[@Snarge22]

I think the 777x and A350-1000's major competitors will be the next size down airplanes with very long distance capabilities, like the 787. I don't see the 777x and A350-1000 having the sales that the original 777 used to have due to the addition of the smaller competitors. A 777-8 cargo carrier? With those big engines and exceptional wings? That sounds like a big winner to me.

[@kermecke]

Big winner? While the Boeing figures are not all totally clear or official so far, the officially published MTOWs of the A350F and 777-8F will be 319 t and 365 t respectively. So indeed - Boeing wins! At the same time, Airbus announced an improved payload of 111 t for the A350F. The 777-8F was claimed in Boeing press releases to provide 118 t of "structural payload", which raises the question if this is really the useable payload. Some sources assign a payload of only 112 t to the 777-8F. If true, this would mean that the B-customer would have to fuel and lift 46 tons of incremental weight to move 1 additional ton of cargo.

[@Tconcept]

No mention of delays?? No mention of production or certification issues? Is this a Boeing promotion or just a poorly researched grab?

[@RagShop1]

The latter.

[@MySkyranger]

Just wait until Emirates cancel the New ( old ) 777x. Boeing can’t fool Clark.

[@MySkyranger]

777x. It’s just another mash up of an old tube. Gimmicks like folding wings will not hack it. New engines on a 1950s airframe did wonders for the 737. Count the corpses.

[@reubenmorris487]

The 777X isn't failing...it's Boeing's Board and management that's having the most trouble. Some of the suppliers aren't helping either.

[@TheColinChapman]

I am not satisfied. The clip only ‚explains‘ why the -8 is supposed to fail, but the -9 has a glorious future. neither a dreamliner nor an A350-1000 can get over 400 passengers airborn.

[@FLAMEalan]

But airliners don’t need to get over 400 passengers airborne anymore.

[@TheColinChapman]

@@FLAMEalan partly true. It's true that a B777X cannot compete with a B787 or an A350 regarding their passenger fuel efficiency number, which is the main criterion for a passenger airplane nowadays. For airlines, it's even cheaper to operate two 787-3 than one superjumbo. so far, you are right. However, there is a justification for large jets even in the future: airlines who have limited starting and landing slots on their homebases (like british airways in Heathrow or singapore airlines in Changi) can only extend their passenger numbers with big planes. this is also the reason why these airlines did not fleet out their A380's.

[@RagShop1]

@@FLAMEalan Emirates Airline disagrees.

[@carlosmunoz7934]

Those are probably guys hired by airbus

[@h.mandelene3279]

:49 "most potent turbofan" Not really. It is less thrust than the prior model because the new model is lighter not requiring as much thrust as designed.

[@neilsunn]

If Boeing can certify the 777 before obsolescence....

[@eduardodaquiljr9637]

The wing is the thing,flexible wing that blend perfectly with air stream that is why it fly smóthly and as a result it is fuel efficient.

[@snorttroll4379]

I am going to build a new airliner that can vtol. Any tips?

[@troll4898]

Yes Dont do it

[@alexanderirato3845]

Good luck, tell me how it goes

[@thickboi7570]

It can only be good if you especially have a lack of understanding of engineering and physics.

[@eduardodaquiljr9637]

Why you made Boeing 777-9?

[@christainmarks106]

To say that the 777-X is failing is in my opinion clickbait sensationalism at its finest. For me as soon as I read a aviation headline that reads of opinion( which is absolutely fine)…rather than a understanding of facts. I gets annoying because to have an opinion is terrific, just don’t disguise it as fact.

[@th8257]

United have just placed a large order with Airbus for the a350. If a long term Boeing customer like United is switching to Airbus, it underlines how much trouble the 777x is in.

[@dmcr9525]

No they didnt. United placed the A350 order in 2010 and have deferred it 4 times and may cancel it. It was recently deferred to 2031.

[@wadehiggins1114]

​@@dmcr9525they keep doing that

[@rigvedkv6683]

Second

[@lukepopowich891]

First

[@MiturBinEsderty]

This is a disgrace for a old design. A decade. Disgusting. A 300ER new engine stretch and 300ERF would have been better

[@prasenjittripura4691]

u dont have any idea of this plane

[@FLAMEalan]

@@prasenjittripura4691A350 on top

[@RagShop1]

This IS essentially a -300ER stretch WITH a new engine, like you want and a freighter about as big as a -300ER like you want.