The Boeing 777-200 is now reaching the end of its feasible life for most legacy airlines. It made its maiden flight in 1994, making the aircraft over 30 years old. Airlines are seeking alternatives for these aging jets to bring them into the late 2020s and early 2030s. Data from ch-aviation suggests that the potential plans for 777-200 replacement for American Airlines and United Airlines are that the 787-9 could be an option for these carriers.

The Boeing 777X has also been slated to replace older 777 variants, although ongoing delays with this aircraft’s production are making airlines nervous about using the 777X as a replacement. In this article, we will break down the data further and explore why the 787-9 is such a compelling replacement, unlike the 777X. We will also look into the significance of the Dreamliner family as a replacement for the 767.

What The Data Reveals

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Both American Airlines and United still have sizable fleets of the 777-200 (United) and 777-200ER (both). They also have growing Dreamliner fleets, and United Airlines also has plenty of 767s (300ER and 400ER). The table below has a full breakdown of the data for both American and United, showing the active and inactive jets, as well as the aircraft that are yet to be delivered, in their Boeing widebody fleets.

While there are multiple possible interpretations of this data, it could suggest that these two airlines are using extensive Dreamliner orders (the larger 787-9 exclusively) to replace their aging 777-200s. It could also be suggested that United will replace its aging 767s with 787s, too, as it has a significant fleet of these widebody jets that will be approaching the end of their lives.

Notably, neither United, American, nor any other US-based airline has ordered or shown a significant interest in the 777X. We can imply that the US market does not see the 777X as a feasible replacement for older 777 varieties, especially while the program continues to stumble from setback to setback.

Why The 787-9 Could Replace The 777-200

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The Boeing 787-9 Dreamliner is a compelling alternative to the 777-200, partly because it has a better or comparable range. The 787-9 can fly 7,565 nautical miles, compared with 5,240 nautical miles for the standard 777-200 or 7,065 nautical miles for the extended-range sub variant. It achieves this range while being a much more flexible jet, able to operate from a broader range of airports. This is evidenced by its 8500 ft takeoff run, compared with 11,100 ft for the 777-200ER.

As a modern jet, the 787 Dreamliner achieves these performances and characteristics with greater reliability and efficiency. These benefits have helped make it the bestselling passenger widebody of all time, according to Boeing. It uses 50% composite materials and targets a 20% better fuel burn compared with older 767s and a 25% improvement on other jets it replaces.

Furthermore, both United Airlines and American Airlines, as well as many other airlines looking to replace aging 777s, have a pre-existing fleet of 787 Dreamliners. Therefore, they already have the infrastructure for training and maintenance.

Key Differences Between The 777 & 787

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There are several noteworthy differences between Dreamliners and 777s, and these contrasts could make some airlines reluctant to select the Dreamliner as their 777 replacement. One obvious difference is that 787 production alone may not keep up with the need to replace 777s. This is because 1,779 777s have been built compared with just 1,254 787s. Another is that the 777 has multiple variants, namely the -200, 200ER, 200LR, -300, and -300ER, that don’t quite line up with the 787-9 in terms of capacity.

The Dreamliner is smaller, with a 290-seat two-class capacity for the 787-9. Meanwhile, the smallest 777 variant has a two-class capacity of 313 seats. As a result, a perfect straight swap is not possible, and airlines will have to accept a decrease in capacity should they choose the 787 as a replacement. This is a particularly significant issue for those operating at airports with limited slots. The 787-10 is a feasible alternative that matches the 777’s capacity, but has proven significantly less popular than the 787-8 and 787-9.

Cargo carriers will also need to consider alternative options to the 787 when replacing the 777. This is because the 777 has a freighter variant (777F) based on the -200LR’s airframe, engines, and fuel capacity. Air France was this jet’s launch customer. Meanwhile, the 787 does not have an active freighter counterpart. There has been speculation that Boeing will develop a freighter variant for the 787, but, until then, cargo carriers utilizing the 777F can’t use 787s as an alternative.

The Dreamliner Could Also Replace The 767

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Carriers like United Airlines will also be seeking to replace aging 767s in the near future. Boeing delivered the final passenger 767 to Air Astana in 2014, and it remains in production only as a freighter and as a military variant for the Japanese, Israeli, and United States air forces. First entering service in 1981, the 767 is now considered a ‘previous generation’ aircraft, and only a handful are expected to still fly by 2030.

As such, the 787 could also be a compelling option for an update, particularly as this jet was built as a clean sheet replacement for the 767. Like with the 777-200, the 787 offers more than a swap for the 767 by providing a range of notable advantages. This includes range, capacity, efficiency, and reliability.

Airbus has provided some strong competitors to the Dreamliner as a replacement for the 767. Primarily, these are the A330neo (a re-engined A330 variant) and the A350. The A350 is particularly impressive due to its immense range, with the A350-900 capable of flying 8,500 nautical miles. However, with a capacity of 300 to 410 passengers, it is a much larger jet than the 767, so each airline must come to its own conclusion about whether the Dreamliner or Airbus’ alternatives are more suited to its needs.

Why The 777X Isn’t A Feasible Alternative For Many Airlines

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No US airlines have shown a significant interest in purchasing the Boeing 777X, which is set to be the world’s largest operational twinjet. There has been a preference for smaller widebody aircraft, like the 787 and Airbus A350, with the 777X’s astonishing size proving too much for many airlines. Interest has come from Europe and elsewhere, with launch customer Lufthansa planning on using the jet to replace its veteran transatlantic Boeing 747s.

However, such customers have concentrated hubs and demand for long-haul flying to a greater extent than US-based airlines, which require greater flexibility. Alongside the 777X’s characteristics being a mismatch for US airlines’ requirements, they have also been put off by several years of delays. These have included catastrophic failures during testing, extended certification procedures, and a workers’ strike. The originally planned 2020 delivery date is now in the distant past, and airlines that have purchased this jet have had to take extraordinary action to address the capacity issues caused.

Kelly Ortberg, Boeing’s CEO, said in 2025 to Leeham News that it was still hoping to deliver the first 777X jets in 2026. He explained that “we’re going through the flight test program, and we’re planning to get the certification done towards the end of this year or early next year, so we can start the delivery. The challenge is we’ve got to get through the certification here on the Dash 9 to start delivering these things to our customers.” However, since then, the timeline has been pushed back once again to 2027.

The 787’s Unique Service History

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The 787 has become a workhorse for airlines worldwide, but that doesn’t mean it can’t still surprise us. For example, in November 2023, Norse Atlantic began flying the 787 Dreamliner into the extreme conditions of Antarctica for research teams. On the first flight, the Dreamliner carried 45 passengers, primarily scientists, along with 12 tons of research equipment.

In a statement after the successful flight, Bjørn Tore Larsen, CEO of Norse Atlantic Airways, spoke about what the flight demonstrates about the 787’s capabilities, saying that “in the spirit of exploration, we are proud to have a hand in this important and unique mission. It is a true testament to our highly trained and skilled pilots and crew, and our state-of-the-art Boeing aircraft.”

The successful flight, carried out again in 2024, positioned the Dreamliner as the third-largest aircraft by wingspan to land in Antarctica. Ahead of it are the Lockheed C-5 Galaxy (USAF) and Airbus A340-300 (HiFly). However, the smaller Boeing C-17 Globemaster III has also landed in Antarctica and has a higher payload.