The Boeing 747 made headlines upon its unveiling in 1968. It not only broke the record for the largest commercial airliner, but also became the first passenger aircraft to feature a second deck. The 747’s upper deck grew over the years, but never extended across the entire length of the airplane.

Then came the Airbus A380, with a full-length second deck. It is famously the largest commercial plane in service, but how does it compare to the largest twin-engine jet, the Boeing 777-300ER? This extended-range variant is the largest version of the 777 family. The 777-300ER also has a non-extended-range sister model, the 777-300, although the -300ER has proven to be far more commercially successful.

Comparing Capacity

When comparing the maximum configurations of the A380 and the 777-300ER, both aircraft can carry large numbers of passengers, although neither is typically operated in a single-class layout. The A380’s theoretical maximum capacity is 853 passengers, while the 777-300ER can accommodate up to 550.

More realistically, the A380 typically carries around 530 passengers and the 777-300ER around 390 in a three-class configuration. Emirates, the world’s largest operator of both types, provides a good example of practical layouts. The airline operates the A380 in two- to four-class configurations, accommodating between 484 and 615 passengers. Its 777-300ER fleet is arranged in two- or three-class layouts, carrying between 354 and 442 passengers.

The 777-300ER does surpass the A380 in one capacity metric: cargo volume. The 777 offers approximately 125 cubic meters (4,414 cubic feet) of underfloor cargo space, compared with about 88 cubic meters (3,107 cubic feet) on the A380.

Dimensions Of Each Aircraft

There is yet another metric in which the 777-300ER edges out the A380: overall length. This difference helps put the cargo-volume comparison into context, as the 777-300ER’s fuselage is roughly three feet and nine inches (1.2 meters) longer than that of the A380.

As shown in the table below, the A380 dominates in wingspan, exceeding the 777-300ER by nearly 49 feet. Even when compared with the Boeing 747-8. Boeing’s most recent 747 variant, the A380 still has a noticeably wider wingspan. The A380’s enormous wing was engineered to generate the lift required for its exceptionally high maximum takeoff weight.

In terms of seating layout, both aircraft offer enough cabin width to support a 3-4-3 economy configuration on the main deck. Many airlines opt for this layout on both the 777 and the A380, although some carriers, such as Japan Airlines(JAL), choose a more spacious 3-3-3 economy configuration on their 777s.

Across the other cabins, layouts are generally similar on both aircraft, with premium economy often arranged in a 2-4-2 configuration and business class typically in a 1-2-1 layout. A few airlines still operate business class in a less generous 2-2-2 or even 2-3-2 layout, although this has become increasingly uncommon as carriers continue upgrading their premium products. First class, when offered, is typically arranged in a 1-2-1 layout or, less commonly, a 1-1-1 configuration.

Both Aircraft Can Fly Far

When comparing long-haul capability, the Airbus A380 holds an advantage over the Boeing 777-300ER. The A380-800 offers a maximum range of about 600 nautical miles (NM) more than the 777-300ER. In practical terms, both aircraft can easily handle major intercontinental missions, but the A380’s extra range gives airlines more flexibility on ultra-long-haul routes.

Beyond range, the A380 and 777-300ER also differ significantly in their certified weight limits. Two measures are the maximum takeoff weight (MTOW) and maximum landing weight (MLW). The A380’s MTOW is about 64% larger than that of the 777-300ER, while its MLW is roughly 57% larger. The difference between these two percentages is mainly because the A380 carries and burns more fuel on a typical long-haul flight, meaning a larger share of its takeoff weight is consumed enroute, which narrows the gap when comparing MLW.

When examining the entire 777 family, it becomes clear that each variant was designed with different range goals. Earlier versions, such as the 777-200, offer a range of around 5,240 NM (9,704 km), while the 777-300 extends this slightly to about 5,600 NM (10,371 km). The 777-200ER pushed the series into longer-haul territory with a range of 7,065 NM (13,084 km), only slightly below the -300ER. The standout is the 777-200LR, capable of reaching 8,555 NM (15,844 km).

Operators

The A380 has a relatively small global footprint, with only 11 airlines operating the type. In contrast, the 777-300ER has been adopted by more than 40 airlines, with several additional carriers flying other 777 variants. This stark difference highlights the significant commercial success of the 777 family.

US carriers chose not to order the A380, largely because the aircraft’s size did not fit their operational networks or fleet strategies. The US system relies on multiple major hubs rather than a single dominant super-hub, which limits opportunities to consistently fill an aircraft of the A380’s scale. At the same time, the A380’s high maintenance and operating costs made it less attractive, especially as rising fuel prices in the late 2000s pushed airlines toward more efficient twin-engine aircraft.

More broadly, the decline of the A380 reflects a wider industry move away from four-engine aircraft. Quad jets are more expensive to operate and maintain, and the rise of highly efficient twin-engine aircraft with extended-range capabilities has made them less practical.

Most Frequent Routes

The most frequently operated A380 route in 2025 is Dubai – London, with 2,190 round-trip (RT) flights, followed by Bangkok – Dubai with 1,413 RT flights. For the 777-300ER, the busiest route is London – Doha with 1,521 RT flights in 2025, and the second busiest is New York-JFK – Paris with 1,464 RT flights. These figures highlight how much sustained demand exists between these major international city pairs.

Despite their long-haul capabilities, the most frequently flown routes for each aircraft are relatively short. London to Doha covers only 2,833 NM, and London to Dubai is just 2,972 NM. Interestingly, the single most frequently operated 777 route overall is not on the 777-300ER but on the 777-200, with 3,239 RT flights between Tokyo and Sapporo, a distance of only 443 NM.

All five of the A380’s longest routes exceed the longest 777-300ER route, as listed in the table above. That title belongs to the Airbus A350-900ULR, which operates between Singapore and New York at 8,244 nautical miles.

Are There Successors?

For the 777-300ER, the successor is much more straightforward: the 777X program. Although heavily delayed and facing ongoing certification hurdles, the 777-9 is expected to enter passenger service in the coming years. It will accommodate around 426 passengers and provide a range similar to that of the -300ER. The shorter 777-8 will seat fewer passengers but is designed to fly farther, reaching up to 8,745 nautical miles.

Airbus will not produce a direct successor to the A380, as the industry continues shifting toward twin-engine long-haul aircraft. The largest aircraft in Airbus’ lineup is the A350-1000, which seats roughly 375 to 480 passengers, offers a range of about 8,700 nautical miles, and burns significantly less fuel per passenger than the A380. However, at the recent Dubai Airshow, Emirates executives urged Airbus and Boeing to pursue stretched A350/777 variants to bring another extremely high-capacity aircraft to the market.