Initially second to the 747 as Boeing's most profitable jetliner, the 777 became the company's most lucrative model in the 2000s.
Program sales accounted for an estimated US$400 million of Boeing's pretax earnings in 2000, US$50 million more than the 747.
By 2004, the airliner accounted for the bulk of wide-body revenues for the Boeing Commercial Airplanes division.
In 2007, orders for second-generation 777 models approached 350 aircraft, and in November of that year, Boeing announced that all production slots were sold out to 2012.
The program backlog of 356 orders was valued at US$95 billion at list prices in 2008.

In 2010, Boeing announced plans to increase production from 5 aircraft per month to 7 aircraft per month by mid-2011, and 8.3 per month by early 2013.
Complete assembly of each 777-300ER requires 49 days.
 The smaller Boeing 787 Dreamliner, the first stage of a replacement aircraft initiative called the Boeing Yellowstone Project, entered service in 2011.
Reportedly, the 777 could eventually be replaced by a new aircraft family, Yellowstone 3, which would draw upon technologies from the 787.
 In November 2011, assembly began on the 1,000th 777, a -300ER model for Emirates, which was rolled out in March 2012.

By the late 2000s, the 777 was facing increased potential competition from Airbus' planned A350 XWB and internally from proposed 787 variants, both airliners that offer fuel efficiency improvements.
As a consequence, the 777-300ER received an engine and aerodynamics improvement package for reduced drag and weight.
In 2010, the variant further received a 5,000 lb (2,300 kg) maximum zero-fuel weight increase, equivalent to a higher payload of 20–25 passengers; its GE90-115B1 engines received a 1–2.5 percent thrust enhancement for increased takeoff weights at higher-altitude airports.
More changes were targeted for late 2012, including possible extension of the wingspan, along with other major changes, including a composite wing, new powerplant, and different fuselage lengths.
Emirates was reportedly working closely with Boeing on the project, in conjunction with being a potential launch customer for new 777 versions.
Among customers for the aircraft during this period, China Airlines ordered ten 777-300ER aircraft to replace 747-400s on long-haul transpacific routes (with the first of those aircraft entering service in 2015), noting that the 777-300ER's per seat cost is about 20% lower than the 747's costs (varying due to fuel prices).

In November 2013, with orders and commitments totaling 259 aircraft from Lufthansa, Emirates, Qatar Airways, and Etihad Airways, Boeing formally launched the 777X program, the third generation of the 777 (not to be confused with the 777-X variants, which were the second generation of the aircraft), with two models: the 777-8 and 777-9.
 The 777-9 was to be a further stretched variant with a capacity of over 400 passengers and a range of over 15,200 km (8,200 nmi), whereas the 777-8 was slated to seat approximately 350 passengers and have a range of over 17,200 km (9,300 nmi).
 Both models were to be equipped with new generation GE9X engines and feature new composite wings with folding wingtips.
 The first member of the 777X family, the 777-9, was set to enter service by 2020.
By the mid-2010s, the 777 had become prevalent on the longest flights internationally and had become the most widely used airliner for transpacific routes, with variants of the type operating over half of all scheduled flights and with the majority of transpacific carriers.

By April 2014, with cumulative sales surpassing those of the 747, the 777 became the best-selling wide-body airliner; at existing production rates, the aircraft was on track to become the most-delivered wide-body airliner by mid-2016.
By February 2015, the backlog of undelivered 777s totaled 278 aircraft, representing just under three years of current production at 8.3 aircraft per month, causing Boeing to ponder the 2018-2020 time frame.
In January 2016, Boeing confirmed plans to reduce the production rate of the 777 family from 8.3
Initially second to the 747 as Boeing's most profitable jetliner, the 777 became the company's most lucrative model in the 2000s. Program sales accounted for an estimated US$400 million of Boeing's pretax earnings in 2000, US$50 million more than the 747. By 2004, the airliner accounted for the bulk of wide-body revenues for the Boeing Commercial Airplanes division. In 2007, orders for second-generation 777 models approached 350 aircraft, and in November of that year, Boeing announced that all production slots were sold out to 2012. The program backlog of 356 orders was valued at US$95 billion at list prices in 2008.
In 2010, Boeing announced plans to increase production from 5 aircraft per month to 7 aircraft per month by mid-2011, and 8.3 per month by early 2013. Complete assembly of each 777-300ER requires 49 days.  The smaller Boeing 787 Dreamliner, the first stage of a replacement aircraft initiative called the Boeing Yellowstone Project, entered service in 2011. Reportedly, the 777 could eventually be replaced by a new aircraft family, Yellowstone 3, which would draw upon technologies from the 787.  In November 2011, assembly began on the 1,000th 777, a -300ER model for Emirates, which was rolled out in March 2012.
By the late 2000s, the 777 was facing increased potential competition from Airbus' planned A350 XWB and internally from proposed 787 variants, both airliners that offer fuel efficiency improvements. As a consequence, the 777-300ER received an engine and aerodynamics improvement package for reduced drag and weight. In 2010, the variant further received a 5,000 lb (2,300 kg) maximum zero-fuel weight increase, equivalent to a higher payload of 20–25 passengers; its GE90-115B1 engines received a 1–2.5 percent thrust enhancement for increased takeoff weights at higher-altitude airports. More changes were targeted for late 2012, including possible extension of the wingspan, along with other major changes, including a composite wing, new powerplant, and different fuselage lengths. Emirates was reportedly working closely with Boeing on the project, in conjunction with being a potential launch customer for new 777 versions. Among customers for the aircraft during this period, China Airlines ordered ten 777-300ER aircraft to replace 747-400s on long-haul transpacific routes (with the first of those aircraft entering service in 2015), noting that the 777-300ER's per seat cost is about 20% lower than the 747's costs (varying due to fuel prices).
In November 2013, with orders and commitments totaling 259 aircraft from Lufthansa, Emirates, Qatar Airways, and Etihad Airways, Boeing formally launched the 777X program, the third generation of the 777 (not to be confused with the 777-X variants, which were the second generation of the aircraft), with two models: the 777-8 and 777-9.  The 777-9 was to be a further stretched variant with a capacity of over 400 passengers and a range of over 15,200 km (8,200 nmi), whereas the 777-8 was slated to seat approximately 350 passengers and have a range of over 17,200 km (9,300 nmi).  Both models were to be equipped with new generation GE9X engines and feature new composite wings with folding wingtips.  The first member of the 777X family, the 777-9, was set to enter service by 2020. By the mid-2010s, the 777 had become prevalent on the longest flights internationally and had become the most widely used airliner for transpacific routes, with variants of the type operating over half of all scheduled flights and with the majority of transpacific carriers.
By April 2014, with cumulative sales surpassing those of the 747, the 777 became the best-selling wide-body airliner; at existing production rates, the aircraft was on track to become the most-delivered wide-body airliner by mid-2016. By February 2015, the backlog of undelivered 777s totaled 278 aircraft, representing just under three years of current production at 8.3 aircraft per month, causing Boeing to ponder the 2018-2020 time frame. In January 2016, Boeing confirmed plans to reduce the production rate of the 777 family from 8.3
Boeing 777