Images and data comparison the new Airbus A350 XWB 1000 and the Boeing 777 300 ER.

Boeing 777-312 (ER) from Singapore Airlines (9V-SWB) landing taxi and takeoff at Barcelona el Prat Airport (BCN) Spain

Airbus A350-1041 XWB (F-WMIL), the first A350 1000 to start to flight, serial MSN059, takeoff , taxi and landing at Toulouse Blagnac Airport (TLS) France

Data source

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  1. When it comes to the A350-1000 there is nothing to argue about. Pls do not try to compare because the 777 is much older technology …

  2. 4750m for a 777-300ER to take off??? That shows you the bias and inaccuracy of this video, so all other info should be taken with the same skepticism. Dubai's runway is 4000m long and the 777 takes off there every day in summer (40+C) enroute to North America and Australia (14-17 hour flights). That's the longest possible runway it needs. It takes off out of Newcastle (2100m) every day.
    Yes I agree the 350 is prettier, but it should be, its a 30 year newer design. Let's see if they've made 1500 of them 30 years from now, shall we?

  3. Without fuel burn numbers this is pointless. The 777-300ER is a Jet-A hog compared to the 787 and A350. For a 6000nm trip the B777-300ER gets 81 passenger miles per gallon, the 787-9 at 304 seat density gets 102 and the A350-900 with 315 gets 98. So compared to the A350 and the 787 the 777 is a pig. Between the A350-1000 and 787-10 who knows, there won't be actual figures until they are in service, just claims.

  4. The 777 killed off the 340 design and airbus had to counter with the 1000.777x will be bigger and have many upgrades including a larger high lift low drag wing.Emirates ordered how many hundred 777x's so Boeing is still leading in the super twin engine range.A-350 should do well though.

  5. I'd go with the A350. The 777 has more weight capacity, total thrust, and thrust per weight compared to the A350, but the A350 has better wings, which allows shorter takeoff distances and easier ascend to higher altitudes during cruise. It translates to excellent fuel savings (less wind/air resistance the higher you go).

    Also, if you look at the section profile of the A350 and 777, it looks like Airbus is able to use the interior space more effectively, resulting in a smaller cross section. The row of windows runs through the center of the fuselage on the 777, while it runs higher than center on the A350. As a result, the 777 has more unused space above the passenger cabin than the A350. Boeing will be using the same fuselage cross section for the 777x. They are only thinning the walls to allow a more comfortable 3-4-3 seating.

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