(2018 US$ million) -8: 394.9, -9: 425.8 Developed from The Boeing 777X is a new series of the family that is. The 777X is to feature, new wings with, a denser cabin, and technologies from the. The 777X series was launched in November 2013 with two variants: the 777-8 and the 777-9. The 777-8 has seating for 365 and range of 8,690 nmi (16,090 km) and the 777-9 has seating for 414 and range of over 7,525 nmi (13,940 km). The -9 is to fly in the first quarter of 2019 with deliveries to begin in December 2019. Contents • • • • • • • • • • • • • • • • • • • Development [ ] Initial design [ ] In 2010–2011, Boeing refined its response to the revamped with three 777X models, targeting a firm configuration in 2015, flying in late 2017 or 2018, and entering service by 2019.

The 407–passenger -9X should stretch the -300ER by four frames to 250 ft 11 in (76.48 m) in length, for a 759,000 lb (344 t) and powered by 99,500 lbf (443 kN) engines, targeting per-seat 21% better fuel burn and 16% better operating cost. The smaller 353-seat -8X was to stretch the -200ER by ten frames to 228 ft 2 in (69.55 m), with a 694,000 lb (315 t) MTOW and 88,000 lbf (390 kN) turbofans to compete with the A350-900 with improvements over the -200ER like the -9X over the -300ER.

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A -8LX with the -9X MTOW would have a 9,480 nmi (10,910 mi; 17,560 km) range. The current -200LR/300ER have a 775,000 lb (352 t) MTOW. A new wing would be 213 or 225 ft; 2,560 or 2,700 in (65 or 68.6 m) wide with, or up to 233 ft 5 in (71.1 m) with for a 10% larger wing area. It would fall into F like the 747-8 and A380 but with 22 ft 6 in (6.9 m) folding wingtips it would stay within the 213 ft 4 in (65 m) code E like current 777s. Horizontal stabilisers would be extended. Engine selection [ ] The -115B of the 777-200LR/300ER already has a 42:1 and 23:1 HP compressor ratio.

Proposed its 132 in (337 cm) fan RB3025 concept with a 12:1 and 62:1 overall pressure ratio, targeting more than 10% better fuel burn over the GE90-115B and 15% over its powering the 777, with a composite fan and a core derived from the with advanced HP materials. Responded with a 100,000 lbf (440 kN) architecture.

Proposed the 128 in (325 cm) fan diameter with a 10:1 bypass ratio, a 60:1 overall pressure ratio and 27:1 HP compressor ratio for a 10% fuel burn improvement. In March 2013, Boeing selected the GE9X with a 132 in (335 cm) fan at this time; its new core first run is expected in 2014, design should be frozen in 2015, and the first engine will run in 2016 before flight testing in 2017 and certification in 2018. It will be the largest fan by GE. In the rest of 2013, thrust was bumped to 102,000 and 105,000 lbf (450 and 470 kN) to support the MTOW growing from 769,413 to 775,000 lb (349,000 to 351,534 kg) and increasing the, with even 108,000 lbf (480 kN) envisioned. Customers bemoan the loss of engine competition, like 's CEO who wants a choice of engines. Airbus points out that handling more than one engine type adds millions of dollars to an airliner cost.

Said 'Engines are no longer commodities.the optimization of the engine and the aircraft becomes more relevant.' Model at the February 2014 Singapore Airshow In 2012, with the in development and the launch in preparation, Boeing decided to slow 777X development to reduce risk with introduction still forecast for 2019.