Airbus launched a strong aircraft into a market where many airlines already knew what they wanted. The 777-300ER had been the benchmark for large, long-range twinjets for years, and the 777X was positioned as its natural heir, so many carriers simply decided to wait. The A350-1000 offered higher fuel efficiency and a newer composite airframe, but it arrived with a modest order book and no obvious must-have customer beyond its launch operator, Qatar Airways.
The turning point was the 777X delay. The aircraft was meant to enter service in 2020 and is now targeted for 2027, roughly seven years late. By June, Airbus data showed the A350-1000 had 367 orders and 114 deliveries. Air Canada offers the clearest example of the shift: in February 2026, the carrier placed a firm order for eight A350-1000s, with rights to eight more, securing delivery slots from the second half of 2030.
Range is one clear advantage. The A350-1000 is listed at roughly 8,700 nautical miles, while the 777-9 is rated for about 7,285 nautical miles, a difference of about 1,400 nautical miles. The A350-1000 is already in production, while the 777-9 is still awaiting its first customer handover. Airbus is also studying a stretched version, informally called the A350-2000, which it presented at the 2025 Dubai Airshow. Rolls-Royce still has to address engine concerns: Airbus outlined an additional durability package for the Trent XWB-97, targeting up to double the time on wing from 2028, although the presentation does not show that improvement has already been achieved in operational service.
