Lufthansa Group CEO Carsten Spohr has conveyed a renewed sense of optimism regarding the delivery timeline of the airline’s first Boeing 777-9 aircraft.

Speaking at the company’s annual press conference in Frankfurt, Spohr indicated that despite a history of delays and ongoing certification challenges, the German carrier expects to receive the long-awaited widebody jet in early 2027. As the launch customer for the 777X, Lufthansa’s confidence represents an important turning point in the program’s protracted schedule.

Originally slated for delivery in 2020, the Boeing 777-9 has faced multiple setbacks that have frustrated both the manufacturer and its customers. Lufthansa holds an order for more than 20 of the 521 total 777X aircraft on backlog, representing approximately 4% of the global order book.

Spohr, who has previously criticized Boeing for the repeated postponements—describing them as “extremely annoying and costly”—now regards the current timeline as achievable.

He stated, “We assume, after our conversation with Boeing today, that these aircraft will arrive in the first quarter and be deployed in the summer.” Spohr also revealed plans to visit Boeing’s Seattle facilities soon to personally evaluate the progress of the program.

Certification Challenges and Fleet Implications

The delivery of the 777X remains contingent on Boeing securing Federal Aviation Administration (FAA) certification, a process that has encountered numerous obstacles. Most recently, Boeing disclosed a potential issue with the GE Aerospace engines powering the aircraft, raising concerns about further delays.

These technical and regulatory challenges have contributed to market uncertainty regarding the 777X’s readiness, with some competitors positioning their own widebody aircraft as alternatives should Boeing’s setbacks continue.

Lufthansa will not receive the earliest 777X units, as these require modifications to comply with current standards. Boeing executives have indicated that other operators are expected to take delivery within weeks or months following Lufthansa’s initial receipt of the aircraft.

The timing of the 777X’s introduction carries broader implications for Lufthansa’s long-haul fleet strategy. Spohr noted that while the Boeing 747-8 and Airbus A380 are planned to remain operational into the 2030s, their eventual retirement schedules may be influenced by the reliability and pace of new aircraft deliveries.

Both models are currently undergoing cabin refurbishments, including the first A380 (registration D-AIMC) being upgraded in Dresden. Concurrently, Lufthansa is phasing out its Airbus A340 fleet, with the -600 series set to retire this year and the -300 series following in 2025.

Spohr acknowledged the uncertainty surrounding which of the airline’s large quadjets—the 747-8 or the A380—will remain in service longer, emphasizing that both aircraft will largely depend on the timely arrival and performance of new aircraft.

As Boeing continues to address certification and engine issues with the 777X, its progress on other programs, such as the enhanced 787 Dreamliner, will be closely monitored by investors and industry analysts as indicators of the manufacturer’s overall stability and competitive position in the market.