Boeing has usually been a step ahead of its rival Airbus in the widebody market, historically outselling the European planemaker across their respective large aircraft portfolios. However, Airbus has managed to outperform Boeing in this respect of late, delivering a total of 89 widebodies to its customers in 2024, which was one more than the US planemaker.

Boeing still has plenty to be optimistic about on the widebody front, with its Boeing 787 continuing to sell and the Boeing 777X due to enter service within the next 18 months. However, the success of the Airbus A350 program has been a thorn in its side for years, and the A350’s appeal to operators shows no sign of letting up. Delays in the 777X’s entry into service have inevitably led airlines to the A350, and Boeing faces the grim reality of becoming number two in the widebody market.

The Airbus A350 Continues To Dominate

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Renowned for its quiet cabin, the A350’s modern design makes it one of the most peaceful aircraft for passengers to fly on. Airbus heralds the ‘Airspace’ cabin as the quietest of any widebody aircraft, enhancing the flying experience for both passengers and crew. The company says that cabin decibel levels at cruise typically get below 60 dB, an achievement Airbus managed by incorporating various noise-reduction technologies.

However, it’s not just the aircraft’s quietude that gets airlines excited. Where the A350 really shines against the competition is its range, making it the ideal choice for operators with ultra-long-haul routes. Compared to the 787, the A350 is economical enough to handle medium and long-haul ranges, but it can also fly the extra-long city pairings that the Dreamliner cannot.

Its other main competitor is the 777 family, particularly the stretched A350-1000 variant, which is closer to the 777 in capacity. Compared to the Boeing 777-300ER, the most popular model, the A350-1000 can fly a much longer distance and with greater fuel efficiency, although the -300ER edges it in seating capacity. Airbus claims the A350 delivers up to 20% lower fuel burn than the 777, but the upcoming 777X will close that gap.

Noise Reduction Technology

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In the early days of commercial jet travel, aircraft like the Boeing 707 and Douglas DC-8 were notoriously loud as jet technology was in its infancy. Takeoff noise would regularly exceed 110 dB, while in-cabin noise at cruise would be above 80 dB. This inevitably led authorities to start implementing noise regulations, and scientific studies backed up how unhealthy it was to live around noisy airports.

The A350 has managed to minimize noise emissions in a number of ways, including new engine technology, aerodynamic advancements, and noise insulation techniques. Starting with its Rolls-Royce XWB turbofan engines, they were built with a high bypass ratio of over 9:1 and feature acoustic lining in the nacelles to absorb noise. Airbus notably chose not to incorporate engine chevrons on the A350, but they are a feature on the 787 Dreamliner.

However, it did incorporate its famous ‘Sharklet’ wingtips on the A350, which not only reduce noise but also improve cruising efficiency. Sound insulation and multi-layered composite materials in the fuselage further prevent noise onboard. All of these choices work together to create one of the quietest widebody aircraft in service today that can meet the latest noise standards (ICAO Chapter 14 / FAA Stage 5).

Just How Quiet Is The Airbus A350?

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Aircraft quietness is no longer just about comfort for passengers. Airlines and airports need to meet stringent noise regulations, so having quieter aircraft in the fleet is important. This is why manufacturers have invested so much effort into reducing noise emissions from their aircraft, and the A350 is one of the quietest around.

One study in Applied Acoustics measured the onboard noise levels across five different widebody types: the Airbus A330-300, A350-900, A380, and Boeing 777-200ER, and 787-9 Dreamliner. During these flight tests, the A350-900 registered slightly louder in-cabin noise levels of 74.9 dB compared to 72.7 dB on the Dreamliner, while the A380 came out as the quietest aircraft at 69.5 dB. Virgin Atlantic, one of the leading A350-1000 operators today, explains that:

“The high bypass engines and smooth aerodynamics mean that as well as being economical the A350 is the quietest long haul aircraft in the sky (…) with a cabin that is up to nine decibels quieter than older-generation aircraft. Just as importantly, the A350 is also super quiet on the outside, which is significant for anyone who lives near, or works at, an airport.”

A350 Sales Are Still Going Strong

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The A350 program has quietly become one of the best-selling twin-aisle aircraft in history, although it currently remains at number two in the Airbus widebody portfolio behind the A330 program. As of March 2026, Airbus has secured over 1,500 orders for all A350 variants, with the A350-900 making up the bulk of orders at over 1,000 aircraft.

The A350-1000 may not have sold anywhere near as well as the -900, but this was expected by Airbus. However, with the need for new high-capacity long-haul jets going up, the -1000 now has over 360 orders, and, last year, Airbus celebrated the delivery of its 100th A350-1000 to launch customer Qatar Airways, seven years after the Qatari carrier welcomed the first-ever A350-1000 delivery.

The A350 program formally launched in 2004, and the first aircraft entered service in January 2015, so the platform is only a decade into its service life. With over 650 aircraft in service across the globe today, the A350 is a mature and reliable widebody that will continue to appeal to operators. The world’s largest A350 fleet belongs to Singapore Airlines, which also flies a special A350-900ULR (Ultra Long Range) variant on its longest routes. Other notable operators of the A350 include Air France, Cathay Pacific, Delta Air Lines, and Lufthansa.

How Quiet Will The Boeing 777X Be?

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Boeing is hoping its 777X program can reinvigorate its position in the widebody market. The next-generation member of the 777 family will come in two variants – the 777-8 and 777-9 – and will help fill out the global long-haul fleet as older-generation 777s retire. Having faced multiple delays pushing it well beyond its targeted 2020 entry date, the widebody is now slated to enter service in 2027 with Lufthansa.

The company has developed the 777X to conform to the latest noise emissions standards. The most important part of this is the engines – the 777X’s huge GE9X engines have a very high bypass ratio along with other advanced tech, such as acoustic inlet liners and a special nozzle system. According to Safran, the GE9X’s engine nozzles are 20% lighter than standard systems with enhanced resistance to high temperatures of more than 600°C. The company explains that:

“Mostly manufactured from titanium, this system integrates a nozzle that optimizes the turbojet’s engine aerodynamic exhaust flow. Part of its surface is acoustically treated which contributes to reducing the engine footprint noise.”

The original 777X concept featured engine chevrons, a feature Boeing had added to the 787 Dreamliner and 747-8. However, the company ultimately chose other noise-abatement technology to avoid the drag penalty that chevrons create. It remains to be seen just how quiet the onboard 777X experience will be, but Boeing has spoken highly of the new cabin.

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The Future Of The Airbus A350

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As a decade-old platform, the A350 still has a long future ahead of it and remains in full production today. Airbus has been hampered by supply chain issues, lowering its production rate, but it was targeting a rate of six A350s per month last year. In 2026, the planemaker is aiming to build at a rate of ten per month, going up to 12 per month by 2028, so there will still be plenty of A350s in service over the next two to three decades.

How about a new variant or a re-engined A350? Airbus has long considered a further stretch on the A350, which has been dubbed as the A350-2000 and would give airlines a higher-capacity competitor to the 777X. As the A350 was designed with modular architecture, implementing a stretch would come at a low development cost for Airbus. The company’s CEO, Guillaume Faury, recently suggested that another A350 stretch would be a “natural evolution” of the program, but that it wasn’t a high priority at this stage.

Let’s not forget the A350F, the freighter version of the A350, which is slated to enter service in 2027. Airbus has over 80 firm orders for the widebody freighter, which has not yet completed its maiden flight. As it stands, Airbus has over 820 A350 jets on backlog, having delivered more than 700 airframes as of March 2026.