The Boeing 777X program promises to bring a jet from the 1990s straight into the 21st century. Once certified, the 777X will be the largest twin-engine commercial airliner ever, offering airlines a tremendous combination of range and passenger capacity, making it an ideal candidate for flagship long-haul operations.

However, delay after delay have pushed the commercial service launch of the 777X back year after year. With a projected entry date now in 2027, Boeing continues to struggle to get their latest widebody aircraft to market. With Lufthansa expected to be the launch customer of the 777X, Boeing has confirmed that the carrier won’t receive the first 777Xs to be produced. Instead, Boeing plans to deliver its newest 777X aircraft first, a decision driven by evolving production standards and its strategy to minimize further delays once the long-awaited 777X finally enters service.

Boeing Has Already Built At Least 26 Examples Of The 777X

The 777X is one of the most heavily delayed aircraft projects in modern commercial aviation. Years past an anticipated 2020 certification date, Boeing continues to inch closer towards FAA certification in the next couple of years. While the aircraft type is not yet certified, Boeing has already built numerous of the 777X.

According to a report from The Seattle Times, Boeinghas built 26 examples of the 777X, four of which are currently being used for testing and certification purposes. However, current satellite data of Boeing Paine Field, just 30 minutes north of Seattle and the home of the 777X production program, shows 32 examples parked around the airfield. These airframes are parked south of the Boeing Future of Flight museum, head-to-tail on closed runways and taxiways, and even in parking lots north of the airport.

Additionally, Boeing has stored some 777X’s at Boeing Field (BFI) south of downtown Seattle in a similar fashion. Reports also state there is a mix of other 777X aircraft in different stages of production, from early stages to final assembly. As a result, the number of 777X aircraft in post-production storage is expected to increase in the next few months as Boeing continues to await FAA certification.

Why Has Boeing Already Built Some 777X’s Before Certification?

The 777X program is not unique in manufacturing significant quantities of aircraft and placing them in storage before the type is even certified. Boeing followed a similar strategy during the initial 787 Dreamliner certification process, producing a number of 787s before achieving FAA type certification. The reason for Boeing’s pre-certification production strategy lies in a combination of financial and operational impacts both on its customers and Boeing itself.

For starters, as with any commercial airliner, certification requires fully-built test aircraft capable of conducting practical flight tests. These aircraft are used for a lengthy series of ground and flight tests, but can also be used for promotional events, such as the recent 2025 Dubai Airshow. For the 777X program, Boeing has dedicated four airframes: N779XW, N779XX, N779XY, and N779XZ, for certification purposes. These were the first four 777X aircraft to be produced, all between March 2019 and September 2020.

In addition, pre-built 777X aircraft can help Boeing avoid longer delivery delays of an already heavily delayed aircraft program. Given that building a modern widebody like the 777X can take up to three months, Boeing will save at least half a dozen months post-certification by having already produced a substantial number of 777X aircraft. While it may not seem logical to build dozens of uncertified aircraft, major changes to the design standard are highly unlikely this far into the certification process, usually requiring only small modifications before deliveries begin.

Boeing: Oldest 777X Aircraft Won’t Be Delivered First

With Boeing beginning limited 777X production back in 2019 to manufacture the original flight testbeds, the current 777X airframes in post-production storage range anywhere in age from one to six years. Given the nature of the certification process, small changes have been made to the aircraft over time, though no major alterations to the 777X’s overall structure have been made. This means minor differences exist between the first 777X aircraft produced and the later waves as the design standard evolved towards one closer to a certifiable aircraft.

At the 2025 Dubai Airshow, Simple Flying had the opportunity to speak exclusively with Boeing’s Vice President of Commercial Marketing, Darren Hulst, about the state of the program. Discussing the ongoing delays, which currently are expected to stretch into 2027, Hulst revealed that the first 777X aircraft to be built will not be the first ones to be delivered to awaiting customers.

“We are producing 777Xs today. In fact, some of the airplanes that we’re building today will be the first to actually deliver because they’re up to the new production standard. Some of the airplanes that we’ve built in the past or have already built will go through some change incorporation to make sure they’re all with the delivery standard or the certification standard. And that will kind of feather through the next few years.”

The Reason For Prioritizing Newer Aircraft For First Deliveries

The reason for this last-in, first-out approach in 777X deliveries is the minor design specification differences that have emerged as the 777X certification process has progressed. For example, in 2024, Boeing discovered broken thrust links on one of its test aircraft, components that transfer loads between the engine and wing structure on the 777X. This led to a four-month grounding as Boeing worked to redevelop the thrust link design.

Issues that arise during the certification process, such as the thrust link, are natural. Aircraft already built before the issue was discovered will undergo maintenance to install the new design before those airframes are delivered to customers. However, 777Xs currently in production will be built with the new design already installed, saving time once the 777X finally enters service. While small adjustments like this are certainly manageable, they take time to implement in older 777X aircraft built to the original certification standard, something Boeing aims to streamline as the type approaches entry into service.

Delivering newer aircraft first allows Boeing to streamline early deliveries and minimize disruption for launch customers. Airlines receiving their first 777Xs will benefit from aircraft built to the final certified standard, reducing the need to wait for post-certification modifications and hopefully removing operational interruptions during the crucial introduction phase.

Ongoing 777X Delays and Certification Challenges

When Boeing built its first 777X in 2019, the American manufacturer projected an anticipated certification date just one year later in 2020. Five years past that original certification date, the 777X is still at least two years away from FAA certification. Boeing’s ongoing challenges with the 777X stem from many factors, some uncontrollable, like the COVID-19 pandemic, and others stemming from issues within the manufacturer itself.

At the time of the debut of the 777X, Boeing was still dealing with the aftermath of the deadly crashes of two 737 MAX 8 aircraft, claiming the lives of 346 people. These two tragedies increased scrutiny on the manufacturer, raising regulatory pressure to bring the 777X to market in the safest manner possible. Additionally, Boeing was required to demonstrate broad improvements to its safety culture after the January 2024 Alaska Airlines incident involving a 737 MAX 9, where a door plug separated from the fuselage at high altitude.

Beyond internal disruptions, the 777X has had its fair share of technical issues that have had to be resolved before progressing in the certification process. Flight testing has been paused numerous times due to GE9X engine issues, the sole powerplant for the 777X, as well as for other reasons. These delays have cost Boeing billions of dollars, and carriers that were dependent on the 777X for fleet renewal, like Emirates, Lufthansa, and Qatar, have had to adjust fleet plans and extend the service life of older aircraft.

Looking Ahead To The First Delivery And Beyond

Despite the setbacks, the 777X remains a cornerstone of many airlines’ future widebody strategy. Once certified, the 777X is expected to deliver meaningful gains in fuel efficiency and passenger comfort compared to previous 777 variants. These improvements will prove valuable to Boeing’s customers, half of which, Hulst estimates will use the 777X to replace older aircraft like the 747 or A340, while the other half is aimed at fleet and network growth.

When deliveries finally begin, Lufthansa is currently expected to become the launch customer for the 777X, with 27 firm orders and 14 options on order. However, the majority of the 619 777X aircraft on Boeing’s order book come from Dubai-based Emirates, which has ordered a whopping 270 examples, including a recent increase in November 2025. Behind Emirates, Qatar Airways has 124 orders, followed by Cathay Pacific with 35 and Singapore Airlines with 31. In total, 14 airlines have placed orders for the 777X, including both commercial and cargo operators.

No matter what, once type certification is finally achieved, Boeing plans to produce five 777Xs, to start, at its Everett, Washington facility. Commenting on the planned deliveries, Hulst explained that the “initial production rates [will be] three to five airplanes a month,” with deliveries balanced “between [Middle East Airlines], but also the Lufthansas and the British Airways.” Given the expected pace of 777X deliveries and Boeing’s already built inventory, it should only be a matter of weeks or months before the 777X is a regular sight in the skies.