The widebody 777 and narrowbody 737 are both Boeing aircraft but are very different aircraft in terms of size and scale and are targeted at different markets.
The 737 has been around in various formats for over five decades and has continued to evolve and improve over this time, and is still in production with plenty of orders for the 737 MAX variants still to be delivered. The 777 has been around for more than 25 years and has also continually evolved and improved through a large number of variants. Like the 737, the 777 is still in production, although most of the older 777 variants are no longer available.
In this article, I’ll compare these two aircraft from a number of different perspectives, so, let’s see how these two long-haul, widebody aircraft compare in terms of key attributes such as size, seating capacity, range, and orders.
History
The flying history of the 737 goes all the way back to 1967 and can be described as a constant evolution. The 737 delivery run has, so far, lasted for 55 years and will continue well into this decade with significant orders still to be completed for the 737 MAX.
The 737 family has been developed over four separate series (or generations), the earlier two of which are no longer in production:
- The Boeing 737 Original comprises two main variants – the 737-100 and the 737-200. More than 1,000 737 Originals were delivered by Boeing.
- The Boeing 737 Classic comprises three more fuel-efficient variants with differing capacities and ranges: the 737-300, the 737-400, and the 737-500. Almost 2,000 737 Classics were delivered by Boeing.
- The Boeing 737 Next Generation (Next Gen or NG) comprises four main variants – the 737-600, the 737-700 (and 737-700ER), the 737-800, and the 737-900 (and 737-900ER). More than 6,000 737NG aircraft were delivered by Boeing.
- The Boeing 737MAX is an evolution of earlier 737 generations, with more efficient engines, aerodynamic improvements such as distinctive split-tip winglets, as well as airframe modifications. The 737MAX series has four variants – MAX7, MAX8, MAX9, and MAX10.
The majority of Boeing’s 737 production is now focused on the 737MAX, with only a small number of 737-800s, and the specialist 737-800A, aircraft yet to be delivered from the NG series.
| Series | Models | First in Service | Last Delivery |
| Original | 737-100, 737-200 | 1967 | 1988 |
| Classic | 737-300, 737-400, 737-500 | 1984 | 2000 |
| Next Generation | 737-600, 737-700, 737-800, 737-900 | 1997 | In production (737-800/800A only) |
| MAX | 737MAX7, 737MAX8, 737MAX9, 737MAX10 | 2017 | MAX7, 8, and 9 in production |
The first 777 variant, the 777-200, was launched in 1989 to fill the gap in Boeing’s product catalog between the 747 and the 767. The first 777-200 delivery took place in 1995 and was followed by an increased weight and range variant – the 777-200ER, which entered service in 1997. ETOPS (180 minutes) approval for the 777 came in 1995 with the launch of the 777-200.
After the 777-200, Boeing developed a stretched 777. With a length of almost 74m, the 777-300 became the longest airliner ever produced until it was eventually superseded by the A340-600. The 777-300 delivered 20% more capacity compared to the 777-200, and entered commercial service in 1998.
In 2000, Boeing launched its next-generation twinjet program. The first model to emerge from the program, the 777-300ER went into service in 2004 and went on to become a hugely successful product, combining the capacity of the 777-300 with the 777-200ER’s range. A second long-range model, the 777-200LR, went into airline service in 2006.
The 777F went into service in 2009 and was based on the structural design and engine specifications of the 777-200LR, and fuel tanks that were derived from the 777-300ER.
In 2013 Boeing formally launched the 777X (777-8, 777-8F and 777-9). The 777-9 will be a stretched, higher-capacity version of the 777-8 with a slightly lower range. Both models are to be equipped with new generation GE9X engines and feature new composite wings with folding wingtips. At 76.72m long, the 777-9 will become the world’s longest airliner, topping the 76.25m long 747-8.
In response to Airbus’ A350F, Boeing recently announced a freighter version of the 777X – the 777-8F with an expected range of 4,410nmi (8,170km) and an MTOW of 365.1 tonnes.
The 777X is still going through the certification process and delivery of these latest 777 aircraft has been delayed a number of times. Boeing is now estimating early 2025 for the first 777-9 delivery.
The main 777 variants are listed below:
| Aircraft Model | Type | First In Service |
| 777-200 | Passenger | 1995 |
| 777-200ER | Passenger | 1997 |
| 777-200LR | Passenger | 2006 |
| 777-300 | Passenger | 1998 |
| 777-300ER | Passenger | 2004 |
| 777F | Freighter | 2009 |
| 777-8 | Passenger | – |
| 777-8F | Freighter | 2027 est. |
| 777-9 | Passenger | 2025 est. |
Dimensions
Let’s take a look at some key physical characteristics and see how these two aircraft measure up against each other.
Most of the 777 variants fall into FAA Airport Design (ADG) Group V. The newer 777X variants fall into the even bigger Group VI when its wings are unfolded. However, with folded wings, these aircraft will fall into Group V making it easier to taxi around airports.
| Aircraft Model | Length/ m | Wingspan/ m | Tail Height/m | Fuselage Width/ m | MTOW/ tonnes |
| 777-200/ 200ER | 63.73 | 60.93 | 18.5 | 5.86 | 247.2 – 297.6 |
| 777-200LR | 64.80 | 18.6 | 347.5 | ||
| 777-300 | 73.86 | 60.93 | 18.5 | 299.4 | |
| 777-300ER | 64.80 | 351.5 | |||
| 777F | 63.73 | 18.6 | 347.8 | ||
| 777-8 | 70.86 | 71.75/ 64.85 (folded) | 19.5 | 5.96 | 351.5 |
| 777-9 | 76.72 | 71.75/ 64.85 (folded) | 19.7 | 5.96 |
At 76.72m long, the 777-9 will be the longest of all 777 variants.
As you would expect the widebody 777 is significantly larger and heavier than the narrowbody 737 variants. The MTOWs of 777s range from around 250-250 tonnes, compared to a range of around 50-90 tonnes for the 737.
All 737 variants fall within FAA ADG III, although the numerous 737 variants demonstrate quite a lot of variety in terms of size and physical characteristics. The shortest 737 was the original 737-100 at 29m, and the longest will be the 737MAX10 at almost 44m. The 737 wingspan has varied from around 28m to 36m.
Let’s look in more detail at the 737MAX:
| Aircraft Model | Length/m | Wingspan/m | Tail Height/m | Fuselage Width/m | MTOW/ tonnes |
| 737MAX7 | 35.6 | 35.9 | 12.3 | 3.76 | 80.0 |
| 737MAX8 | 39.5 | 82.6 | |||
| 737MAX9 | 42.2 | 88.3 | |||
| 737MAX10 | 43.8 | 89.8 |
Range
The ranges of the 777 variants are shown in the table below:
| Aircraft Model | Range |
| 777-200 | 5,240nm (9,700km) |
| 777-200ER | 7,065nm (13,080km) |
| 777-200LR | 8,555 nm (15,843 km) |
| 777-300 | 6,030nm (11,165km) |
| 777-300ER | 7,370 nm (13,649 km) |
| 777-300ERSF | 4,650nm (8,610km) |
| 777F | 4,970nm (9,200km) |
| 777-8 | 8,730nm (16,170km) |
| 777-8F | 4,410nm (8,170km) |
| 777-9 | 7,285nm (13,500km) |
The 777 was designed to bridge the gap between Boeing’s other widebody aircraft – the 767 and the 747, and also to replace older aircraft such as DC-10s and L-1011s. Therefore, the ability to fly long-haul was an important design factor. The 777-200LR and the 777-30ER (and the 777-8, and the 777-9) have impressive ranges enabling the 777 to serve some of the world’s longest commercial air routes.
All of the 737 variants are primarily designed for short- to medium-haul routes. However, some 737 aircraft, especially later variants, are also 180 minutes ETOPS certified. But, ETOPS-certified 737s rarely fly on transatlantic routes, although there are some. One of the most unique 737 transatlantic routes runs seasonally (summer only) between Paris CDG and the small French territory of Saint Pierre and Miquelon located off the Canadian east coast. The route is operated by Air Saint-Pierre using an ASL Airlines 737-700.
The 737 variant ranges vary significantly, and so not to complicate matters too much, let’s take a look at the variants within the 737NG and 737MAX series with the longest and shortest ranges as shown in the tables below, starting with the longest ranges:
| Series | Model | Range |
| 737NG | 737-600 | 3,235nm (5,991km) |
| 737MAX | 737MAX7 | 3,850nm (7,130km) |
The relatively rare 737-600 has the longest range of the 737NG models. Below are the 737 variants with the shortest ranges:
| Series | Model | Range |
| 737NG | 737-800 | 2,935nm (5,436km) |
| 737MAX | 737MAX10 | 3,300nm (6,110km) |
Seating Capacity and Configurations
I researched actual seating plans for carriers with large 777 fleets such as Cathay Pacific, Lufthansa, American Airlines, Air New Zealand, British Airways, Qatar Airways, Emirates, Singapore Airlines, and United Airlines to find typical seat numbers for two, three, and four-class cabin configurations:
American Airlines, British Airways, Cathay Pacific, and Singapore Airlines operate 777-200ERs and 777-300ERs with four-class seating layouts carrying between 234 and 283 passengers.
Air New Zealand, American Airlines, British Airways, Cathay Pacific, Emirates, Qatar Airways, and United Airlines operate 777-200s, 777-200ERs, 777-LRs, 777-300s, and 777-300ERs with three-class seating layouts carrying between 309 and 350 passengers.
Cathay Pacific, Emirates, and Qatar Airways operate 777-200LRs, 777-300s, and 777-300ERs with two-class seating layouts carrying between 283 and 398 passengers.
Boeing data shows that the 777 variants can carry between 317 and 426 passengers in typical two-class seating configurations, with the 777-8 accommodating 384 passengers and the 777-9 426 passengers.
The twin-aisle 777 typically has three to four seats abreast in first-class cabins, four to six seats in business class (with eight seats abreast in British Airways’ older ‘opposing seat’ layout), eight seats in premium economy, and nine or ten seats per row in economy class.
Boeing’s suggested seating numbers for the 737MAX are as follows:
| 737MAX7 | 737MAX8 | 737MAX9 | 737MAX10 | |
| Seats (2-class) | 138 – 153 | 162 – 178 | 178 – 193 | 188 – 204 |
| Maximum seats | 172 | 210 | 220 | 230 |
Looking at a variety of airlines operating 737MAX8 and 737MAX9 aircraft (AeroMexico, Air Canada, American Airlines, Alaska Airlines, China Southern, Copa Airlines, Ethiopian Airlines, FlyDubai, Fiji Airways, Garuda Indonesia, Icelandair, Korean Air, LOT, Norwegian, Oman Air, Ryanair, Singapore Airlines, Spicejet, Southwest, Turkish Airlines, and United Airlines), actual fitted-out seat numbers typically vary as follows:
| Aircraft | 1-class | 2-class | 3-class |
| 737MAX8 | 175 – 197 | 146 – 178 | 166 – 178 |
| 737MAX9 | – | 172 – 179 | 166 – 181 |
Orders and Deliveries
By the end of April 2023, Boeing had delivered 1,706 777 aircraft with the split between the different variants as follows:
- 777-200: 88
- 777-200ER: 422
- 777-200LR: 61
- 777-300: 60
- 777-300ER: 832
- 777F: 243
As of the end of April 2023, the 777-300ER accounts for 49% of all 777 deliveries.
Boeing has 436 unfulfilled orders for the 777 (end April 2023), as follows:
- 777-300ER: 6 aircraft.
- 777-X (777-8 and 777-9): 353 aircraft, with nearly two-thirds of these going to Middle-Eastern carriers. Lufthansa and Singapore Airlines are also significant 777-X customers.
- 777F: 77 aircraft.
Adding deliveries and unfulfilled orders together, the 777-300ER is the most popular 777 variant with a total of 838 aircraft, representing 39% of all 777 deliveries and unfulfilled orders combined at the end of April 2023. The second most popular 777 variant is the 777-200ER with a total of 422 deliveries and no unfulfilled orders at the end of April 2023 (20% of all 777 deliveries and unfulfilled orders).
In total, the 777 deliveries and unfulfilled orders at the end of April 2023 were 2,142 aircraft (1,706 deliveries and 436 unfulfilled orders).
The 777’s biggest passenger airline customers by variant are as follows:
- 777-200: United Airlines
- 777-200ER: United Airlines
- 777-200LR: Emirates and Delta Airlines
- 777-300: Cathay Pacific and Singapore Airlines
- 777-300ER: Emirates
- 777F: FedEx
- 777X: Emirates
The 777 remains a very popular aircraft and features in the fleets of major airlines around the world including Air France, American Airlines, Air New Zealand, British Airways, Cathay Pacific, China Airlines, EVA Air, Etihad, Emirates, JAL, KLM, Qatar Airways, Swiss, Singapore Airlines, Turkish Airlines, and United Airlines.
I looked at Boeing’s official data to the end of April 2023 to investigate how many 737s have been ordered and delivered for each variant. In total an amazing 11,243 737s have been already delivered and there are 4,196 unfulfilled orders.
I grouped the data into the various 737 generations and this is what I found:
- Original: 1,144
- Classic: 1,988
- NG: 6,972
- MAX: 5,335
*The 737NG and 737MAX numbers in the graph above are the sum of delivered aircraft and unfulfilled orders, whereas the 737 Classic and Original numbers are delivered aircraft only as there are no unfulfilled orders for these series.
The Next Generation is the most successful of the four 737 generations to date. In terms of individual variants, the 737-800 is the most successful.
Boeing has delivered around 22% of its 737 MAX orders, and the company is working hard to increase production of the 737 MAX, from its current 31 planes a month to about 50 per month by 2025, despite fuselage production problems at Spirit AeroSystems, one of Boeing’s major suppliers.
So far, to the end of April 2023, Boeing has delivered 29% of Southwest Airlines’ total 737 MAX order, 20% of United Airlines’ order, and 9% of Lion Air’s order. These three are the type’s largest customers.
777 vs. 737: Summary
The 777 and 737 are different aircraft, serving different markets.
The 737 is a constantly evolving aircraft that has been in production for more than five decades. The 737’s evolution has often occurred under competitive pressure from other manufacturers, particularly Airbus and its A320 family. Significant numbers of 737 aircraft continue to be produced, and the constant improvements to the 737 have given this aircraft a new lease of life with its NG and MAX series.
Despite its popularity with airline customers, the 737 has not been without controversy. The 737 MAX air crashes in 2018 and 2019 seriously dented customer confidence in the MAX program and in Boeing. Boeing is now starting to recover from this with the majority of aviation authorities having now cleared the 737 MAX to return to the skies.
Whilst the 777 has not been around as long as the 737, it too has evolved and improved over time. The latest 777X variants are set to deliver new levels of widebody efficiency and passenger comfort. And, similar to the 737 MAX, the 777X has had its own share of problems, notably production delays which have led to some airline dissatisfaction.
However, with many orders yet to be fulfilled, it looks like both the 777X and the 737 MAX variants will be gracing our skies for decades to come.
