There are perhaps few aircraft as iconic as the Boeing 747, the “Queen of the Skies.” For many people around the world, the aircraft is tied to a memory: a dream holiday, a first flight, a journey to a different continent, or even the spark that shaped a lifelong passion for aviation.

For decades, the 747 served as the flagship of the global aviation industry, shaping long-haul travel as we know it today. However, with the first aircraft entering commercial service back in 1970, and only a handful of passenger airlines still operating the type, the end of an era is approaching. That raises an inevitable question: which aircraft is set to replace the 747, and can anything truly fill its enormous shoes?

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A Closer Look At The Boeing 747

The iconic 747, entered into service on January 22, 1970, almost a year after the aircraft’s first-ever flight on February 9, 1969, with the equally iconic airline Pan Am. The introduction of the 747 marked the start of the widebody age of jet travel, with the four-engined, partially double-decked aircraft being the first widebody to take to the skies. It quickly earned itself the nickname « Jumbo Jet ». Since then, 1.573 aircraft of the type have been delivered to airlines around the world, including the last 747 aircraft ever produced back in December 2022.

Over the years, Boeing developed multiple variants of the aircraft, including the original 747-100, the shortened and odd-looking 747SP (Special Performance), the 747-200, the popular 747-400, and the more recent Boeing 747-8 Intercontinental. Although some other variants of the aircraft are also still flying today, the majority of 747 airplanes still flying belong to either the -400 or the -8 variant. Both the -400 and -8 variants are also available in freighter versions and remain popular with cargo airlines around the world. In fact, the earlier-mentioned last 747 ever produced was a 747-8F, delivered to American cargo airline Atlas Air, which has a fleet of 61 examples, the largest operator of the type.

Although the 747 is still widely used by cargo airlines, most passenger airlines have phased it out in recent years. And although most airlines already had a retirement date in mind for the 747 before the pandemic, the reduced demand for air travel accelerated retirement for many airlines’ 747 fleets, including British Airways’ . Today, only four passenger airlines operate the aircraft. These include the German flag carrier Lufthansa, Korean Air, Air China, and the Russian airline Rossiya Airlines. With 27 aircraft, Lufthansa is currently the largest operator of the passenger-configured 747 variants. The airline has, as of writing, 8 examples of the 747-400 and 19 examples of the 747-8 in its fleet, used predominantly on flights to and from their hub in Frankfurt (FRA). However, Lufthansa recently sold two of its Boeing 747-8s to the US Air Force, having supposedly received an offer it couldn’t refuse. As for the remaining aircraft, it appears that the newer -8 aircraft will be in Lufthansa’s fleet for some time to come, while the -400 is planned for retirement over the next few years, with the last aircraft expected to leave the fleet in 2028 when the first 777X arrives.

Most Likely Replacement? The Boeing 777X

When talking about a true replacement for the 747-400, the most likely candidate is the upcoming 777X, especially from a capacity perspective. According to Boeing, the 777-9 will have a capacity of 426 seats in a two-class configuration, while the smaller 777-8 will have a capacity of 395 seats. It is also no surprise that Lufthansa plans to replace its Boeing 747 fleet with the 777-9. Currently, Lufthansa’s 747 fleet has a capacity of 364 to 371 seats, in a three-class configuration. Thus, it is very similar to the new 777-0, of which the exact configuration is still unknown. Besides Lufthansa, Korean Air also has placed an order for the 777-9, with 40 units in the order books. Air China, however, does not have any outstanding orders for the 777x as of writing.

When comparing the larger 777-9 to the 747-8I, the most obvious difference is that the 777 is a twin-jet and not a quad-jet like the 747. For airlines, this is, of course, great news as it will significantly reduce maintenance costs. In terms of range, however, both aircraft are very similar, with the 747-8I having a range of 8,841 miles (13,650 kilometers) and the 777-9 with a range of 8,318 miles (13,500 kilometers). Furthermore, the two aircraft types are also very similar in length, with 250 feet, 3 inches (76.3 meters) for the 747-8I and 251 feet, 9 inches (76.7 meters) for the 777-9. What makes the 777 unique, however, is its massive wingspan and innovative wingtip design. The aircraft’s total wingspan is 235 feet, 5 in (71.75 meters). However, this is too wide for most airports, and thus the aircraft will be able to retract its wingtips upwards while on the ground, reducing its width to 212 feet, 9 inches (64.85 meters).

After Boeing announced the Boeing 777X back in 2012, it was originally planned to enter commercial service in 2020. However, as many are familiar with Boeing’s recent setbacks, it perhaps does not come as a surprise that the 777x project has also been delayed, with the aircraft now expected to enter commercial service in 2027. These delays recently cost Boeing another $5 billion in charges, bringing total charges to $15 billion for the project. As of November 2025, there are 619 outstanding orders for the aircraft, divided into 35 for the 777-8, 521 for the 777-9, and 63 freighter variants, the 777-8F. Of these orders, a massive 270 are to be delivered to Emirates, followed by 124 orders for Qatar Airways. Other major airlines that placed orders for the aircraft, albeit significantly smaller than those of the two Middle Eastern airlines, include the aforementioned Lufthansa, Cathay Pacific, Singapore Airlines, and China Airlines.

The Other Alternative: The Airbus A350-1000

Another aircraft with the potential to replace the 747 is the largest variant of the Airbus A350, the A350-1000. According to Airbus, its A350-1000 seats up to 400 people in a three-class configuration, which is slightly less than the capacity of the 777-9. This allows the aircraft to comfortably compete with the 777X in capacity. Besides this, the A350 has an edge over the 777-9 in terms of range, increasing the aircraft’s competitiveness against the 777-9 as a 747 replacement.

The A350-1000 offers airlines a range of 10,376 miles (16,700 kilometers), which is 2,058 miles (3,200 kilometers) more compared to the 777-9. This increased technical range might allow some airlines to commence routes not possible with the 777-9, such as between Europe and Australia for example. In terms of size, the A350 has a length of 242 feet (73.78 meters) and a wingspan of 212 feet, 5.2 inches (64.75 meters), slightly less compared to the 777-9, and, of course, without foldable wingtips.

Perhaps a more important reason for airlines to choose the A350-1000 over the 777-9 is availability. As mentioned before, the 777x program is heavily delayed, and there are no guarantees that the aircraft won’t be delayed further. This has led airlines to adapt their fleet strategy, reducing growth prospects and forcing them to retain older, less-efficient aircraft, such as the 747, for longer. Especially Emirates, the largest customer of the 777-9, is forcing them to renew and redesign older A380 aircraft.

Could The Boeing 787 Dreamliner Replace The Boeing 747?

The largest Dreamliner, the 787-10, only seats 336 passengers in a two-class configuration according to Boeing, putting the A350-1000 and the 777x in a far better position to be a viable replacement for the 747 in terms of capacity. In addition to capacity, the range of the 787-10 is also limited compared to the A350 and 777X. The 787-10 has a range of only 7,282 miles (11,730 kilometers).

When looking at capacity and range combined, it is clear that the 787 Dreamliner was designed for a different market than the Boeing 747 serves today. The aircraft fills a clear gap between the largest narrowbody planes and wide-bodies, and is far more efficient than other widebody aircraft. This makes the aircraft a perfect fit for long-haul routes with lower demand, but not suitable for large aircraft such as the 747, 777x, or A350.

One thing is certain: while a technical replacement for the Boeing 747 may exist, a true replacement for an aircraft this iconic does not. Although the days of the 747 as a passenger aircraft are numbered, it will not disappear from the skies overnight. Even after the final passenger operators have phased out the type, the 747 will continue flying for years to come. Cargo airlines still favor the aircraft for its exceptional capacity, and they generally prefer older airframes to offset lower utilization rates. In addition, several governments and air forces continue to operate variants of the 747, most notably in VIP configurations and special-mission roles.