Lufthansa famously operates a huge variety of aircraft. According to Planespotters.net, the Frankfurt-based airline currently has ten different aircraft types in service. Historically, the figure stretches to some 25 models, ranging from manufacturers such as Fokker, McDonnell Douglas, Embraer, Bombardier, to, of course, Boeing and Airbus. Indeed, Lufthansa has become known in part for its diverse fleet, and the future appears to be no different for the airline.

Today, Boeing and Airbus jets make up the majority of its ranks, with some Bombardier aircraft also used on short-haul routes. Looking ahead, Lufthansa has outlined plans to reduce the number of aircraft types it flies in a bid to cut operating costs. However, as is common in the industry, plans appear to have developed differently in practice. One example is its stacked order book for both Airbus A350 and Boeing 777X aircraft. Given that each represents bids by the respective major manufacturers to become the flagships of airlines’ fleets moving into the future, the pressing question is: Why has Lufthansa bet on both?

The A350 Versus The 777X

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Airbus’ A350 and Boeing’s 777Xs represent two differing design philosophies on aircraft very much built for a similar purpose. That is, offering a new generation of aircraft that improve the economics of long-haul flight by boasting the likes of better aerodynamics and more efficient engines.

Built from a clean slate, the A350 was designed around a composite airframe with range in mind and first saw service in 2018. This makes it a known quantity against the 777X, which, after over six years of delays, has not yet made its way into active service. A mix of supply chain issues and a longer-than-expected certification process has left airlines estimating the first delivery in 2027, despite Boeing reportedly having produced 26 777Xs already as of last year. These themselves will boast higher capacities than the A350, thanks largely to their wider fuselage.

Lufthansa itself is slated to be the launch operator of the 777-9 when it does eventually come out, despite Emirates previously threatening to nab the role after racking up a bumper list of firm orders for the jet. In total, Lufthansa has orders in for 27 777X variants, consisting of 20 777-9 passenger aircraft and seven 777-8 freighters. It already has 30 A350s in operation, and was waiting on a further 29 orders as of last year, including 15 Airbus A350-1000s and 14 A350-900s.

Why Does Lufthansa Operate Such A Diverse Fleet?

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Lufthansa is well set with its bet on both then, further mixing up the already varied fleet it operates. This is far from an accident, however, with the German flag carrier opting for diversity within its fleet for a range of reasons. These include ensuring maximum operational flexibility and allowing for negotiating power with manufacturers as well as suppliers. Perhaps most importantly, though, is due to its Lufthansa Technik wing, through which the group specializes in a broad range of maintenance activities, not just for itself, but also for other airlines.

Having a varied fleet is therefore allowed by its own massive manufacturing arm, which benefits itself from working on a broad range of equipment to build expertise, whether that be on airframes or engines, for instance. According to its website, Technik has over 4,600 aircraft under contract from more than 800 customers. With in excess of 24,500 employees, it is by no means just a small wing of the Lufthansa brand.

*Per Planespotters.net data

Among the world’s largest maintenance, repair, and overhaul (MRO) providers, Lufthansa Technik netted pre-tax earnings of €584 million on revenue of €7.4 billion in 2024. Simply put, having a diverse fleet and operating such a large MRO business go hand in hand.

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Modernizing The Fleet

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Naturally, replacing a varied fleet is easier said than just finding a one-size-fits-all option. This is exactly the case with Lufthansa, which is staring down the barrel at a string of aircraft retirements. As the last major operator of the Boeing 747, of which it still boasts 22 in operation, the airline is being forced to look to a future without these aging four-engine icons.

So, where better to look for a replacement for the 747 than the manufacturer itself? As is common knowledge, airlines rarely pay anywhere near the listed price of aircraft after negotiations, so a deal with Boeing is more than likely to have been made in this case. Unfortunately, specific figures for its orders are not public, so we only know that billions of dollars have gone into Lufthansa’s fleet renewal plan. As of early 2019, its total order list was valued at around the $43 billion mark, for instance.

Why pick the 777X as a replacement when the A350 is an option, you might ask. Well, there are two reasons that stand out. Lufthansa does not have any 777 variants for passenger flights currently because it has not needed to so far, thanks to the similar range and capacity offered by the newest 747s. Also, its A350s are in part tipped to replace other outgoing Lufthansa aircraft. Of course, Lufthansa’s 747s are not the only aging models in its fleet, with the likes of the quad-jet Airbus A340 set to be grounded by the end of this year. Whilst some of its work can be picked up by the Boeing 787, the A350 also presents a viable alternative.

Bridging The Gap Left By Aircraft Delays

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Planning to replace an entire fleet is no easy task, something Lufthansa’s leadership may well be contemplating as we speak. While the airline might have wanted to get on with phasing out older 747s, it has not actually had much choice thus far, given the delays in Boeing’s 777X program. Such delays may well have been taken into consideration when debating its A350 orders, though constrained supply is also an issue there, but that is a story for another time.

Lufthansa’s own chief executive, Jens Ritter, alluded to this need to improvise last April, as the airline announced the deployment of A350s from Frankfurt on a temporary basis. “We are closing a gap caused by delayed aircraft deliveries,” he said. Some six of the long-haul Airbus jets were to be relocated under the plan, serving routes to Seoul, Shanghai, Denver and Seattle. Separately, Lufthansa has also been extending the service lives of its 747s to avoid any mishaps due to sluggish delivery times for new aircraft.

No timeline was offered on how long the “temporary basis” would actually be, and when the aircraft would be relocated from Frankfurt. What we do know is that the 747-400 will go first from Lufthansa’s fleet. It currently flies seven of these older models, which average almost 26 years old. The remaining 15 operational 747-800s and Boeing’s final variant of the Queen of the Skies will then follow suit. Aged 12.3 years old on average, the need to replace these is less pressing, however. In all, replacements are set to make up part of Lufthansa’s “largest fleet renewal in its history,” as Ritter put it, opening the door for the 777Xs to be put to work when they do finally arrive.

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Lufthansa Can Operate Both, So Why Not?

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Lufthansa is realistically in the midst of a huge metaphorical juggling act. Many of the carrier’s aircraft are reaching the end of their lifespans, but new ones to take over are simply not ready. This is not new, though, with Lufthansa among the first to order the 777X upon its unveiling way back in 2013. The consolation for Lufthansa in this case is that it can bet on the A350 as well, a luxury allowed through experience in operating and maintaining a wide variety of jets.

Whilst designed for similar purposes, and perhaps making for a case of one or the other for other airlines, Lufthansa’s size and experience make it well-versed to become a dual operator of each of the next-generation aircraft. Having both on order somewhat shields against delays at either Boeing or Airbus, as is the case with the temporary A350 placements at Frankfurt. Lufthansa is also not the only one to have both on order, being joined by the likes of Qatar Airways, Etihad, Cathay Pacific, British Airways and Air India.

When it does finally get its hands on both, Lufthansa will be graced with the flexibility that each of the A350 and 777Xs can offer individually. Indeed, it will get more people on the 777-9, but can take the A350s further afield. Realistically, that is the benefit of being a larger airline: Lufthansa has the capability to operate both, so why not?