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Boeing 777

February 09, 2024

"Triple 7" and "B777" redirect here. For the road in Scotland, see B777 road. For other uses, see 777 (disambiguation).

The Boeing 777, commonly referred to as the Triple Seven, is an American long-range wide-body airliner developed and manufactured by Boeing Commercial Airplanes. The 777 is the world's largest twinjet and the most-built wide-body airliner. The jetliner was designed to bridge the gap between Boeing's other wide body airplanes, the twin-engined 767 and quad-engined 747, and to replace aging DC-10 and L-1011 trijets. Developed in consultation with eight major airlines, the 777 program was launched in October 1990, with an order from United Airlines. The prototype was rolled out in April 1994, and first flew in June. The 777 entered service with the launch operator United Airlines in June 1995. Longer-range variants were launched in 2000, and first delivered in 2004.

Boeing 777
The first Boeing 777 built, operated by Cathay Pacific in 2011. The 777 is a low-wing twinjet; the original -200 is the shortest variant.
Role Wide-body jet airliner
National origin United States
Manufacturer Boeing Commercial Airplanes
First flight June 12, 1994
Introduction June 7, 1995 with United Airlines
Status In service
Primary users Emirates
United Airlines
Qatar Airways
Air France
Produced 1993–present
Number built 1,727 as of December 2023 based on deliveries[1][2][3]
Variants Boeing 777X

The 777 can accommodate a ten–abreast seating layout and has a typical 3-class capacity of 301 to 368 passengers, with a range of 5,240 to 8,555 nautical miles [nmi] (9,700 to 15,840 km; 6,030 to 9,840 mi). The jetliner is recognizable for its large-diameter turbofan engines, six wheels on each main landing gear, fully circular fuselage cross-section, and a blade-shaped tail cone. The 777 became the first Boeing airliner to use fly-by-wire controls and to apply a carbon composite structure in the tailplanes.

The original 777 with a maximum takeoff weight (MTOW) of 545,000–660,000 lb (247–299 t) was produced in two fuselage lengths: the initial 777-200 was followed by the extended-range -200ER in 1997; and the 33.25 ft (10.13 m) longer 777-300 in 1998. These 777 Classics were powered by 77,200–98,000 lbf (343–436 kN) General Electric GE90, Pratt & Whitney PW4000, or Rolls-Royce Trent 800 engines. The extended-range 777-300ER, with a MTOW of 700,000–775,000 lb (318–352 t), entered service in 2004, the longer-range 777-200LR in 2006, and the 777F freighter in 2009. These longer-haul variants use 110,000–115,300 lbf (489–513 kN) GE90 engines and have extended raked wingtips. In November 2013, Boeing announced the 777X development with the -8 and -9 variants, both featuring composite wings with folding wingtips and General Electric GE9X engines.

As of 2018, Emirates was the largest operator with a fleet of 163 aircraft. More 777s have been ordered and delivered than any other wide-body airliner; as of December 2023, more than 60 customers had placed orders for 2,241 aircraft of all variants, with 1,727 delivered. The most common and successful variant is the 777-300ER with 837 aircraft ordered and 832 delivered. The Triple Seven initially competed with the Airbus A340 and McDonnell Douglas MD-11; since 2015 it has mainly competed with the Airbus A350 and later also with the A330-900. As of December 2023, the 777 has been involved in 30 aviation accidents and incidents, including five hull loss accidents out of eight total hull losses with 541 fatalities including one ground casualty.

Development

Background

 
The Boeing 777-100 trijet concept was proposed in 1978 to compete with other trijets of the time.

In the early 1970s, the Boeing 747, McDonnell Douglas DC-10, and the Lockheed L-1011 TriStar became the first generation of wide-body passenger airliners to enter service.[4] In 1978, Boeing unveiled three new models: the twin-engine or twinjet Boeing 757 to replace its 727, the twinjet 767 to challenge the Airbus A300, and a trijet 777 concept to compete with the DC-10 and L-1011.[5][6][7] The mid-size 757 and 767 launched to market success, due in part to 1980s' extended-range twin-engine operational performance standards (ETOPS) regulations governing transoceanic twinjet operations.[8] These regulations allowed twin-engine airliners to make ocean crossings at up to three hours' distance from emergency diversionary airports.[9] Under ETOPS rules, airlines began operating the 767 on long-distance overseas routes that did not require the capacity of larger airliners.[8] The trijet 777 was later dropped, following marketing studies that favored the 757 and 767 variants.[10] Boeing was left with a size and range gap in its product line between the 767-300ER and the 747-400.[11]

By the late 1980s, DC-10 and L-1011 models were approaching retirement age, prompting manufacturers to develop replacement designs.[12] McDonnell Douglas was working on the MD-11, a stretched successor of the DC-10,[12] while Airbus was developing its A330 and A340 series.[12] In 1986, Boeing unveiled proposals for an enlarged 767, tentatively named 767-X,[13] to target the replacement market for first-generation wide-bodies such as the DC-10,[9] and to complement existing 767 and 747 models in the company lineup.[14] The initial proposal featured a longer fuselage and larger wings than the existing 767,[13] along with winglets.[15] Later plans expanded the fuselage cross-section but retained the existing 767 flight deck, nose, and other elements.[13] However, airline customers were uninterested in the 767-X proposals, and instead wanted an even wider fuselage cross-section, fully flexible interior configurations, short- to intercontinental-range capability, and an operating cost lower than that of any 767 stretch.[9]

Airline planners' requirements for larger aircraft had become increasingly specific, adding to the heightened competition among aircraft manufacturers.[12] By 1988, Boeing realized that the only answer was a clean-sheet design, which became the twinjet 777.[16] The company opted for the twin-engine configuration given past design successes, projected engine developments, and reduced-cost benefits.[17] On December 8, 1989, Boeing began issuing offers to airlines for the 777.[13]

Design effort

 
The two-crew glass cockpit uses fly-by-wire controls

Alan Mulally served as the Boeing 777 program's director of engineering, and then was promoted in September 1992 to lead it as vice-president and general manager.[18][19] The design phase of the all-new twinjet was different from Boeing's previous jetliners, in which eight major airlines (All Nippon Airways, American Airlines, British Airways, Cathay Pacific, Delta Air Lines, Japan Airlines, Qantas, and United Airlines) played a role in the development.[20] This was a departure from industry practice, where manufacturers typically designed aircraft with minimal customer input.[21] The eight airlines that contributed to the design process became known within Boeing as the "Working Together" group.[20] At the group's first meeting in January 1990, a 23-page questionnaire was distributed to the airlines, asking what each wanted in the design.[9] By March 1990, the group had decided upon a baseline configuration: a cabin cross-section close to the 747's, capacity up to 325 passengers, flexible interiors, a glass cockpit, fly-by-wire controls, and 10 percent better seat-mile costs than the A330 and MD-11.[9]

The development phase of the 777 coincided with United Airlines's replacement program for its aging DC-10s.[22] On October 14, 1990, United became the launch customer with an order for 34 Pratt & Whitney-powered 777s valued at US$11 billion (~$21.9 billion in 2022) and options for 34 more.[23][24] The airline required that the new aircraft be capable of flying three different routes: Chicago to Hawaii, Chicago to Europe, and non-stop from Denver, a hot and high airport, to Hawaii.[22] ETOPS certification was also a priority for United,[25] given the overwater portion of United's Hawaii routes.[23] In late 1991, Boeing selected its Everett factory in Washington, home of 747 production, as the 777's final assembly line (FAL).[26] In January 1993, a team of United developers joined other airline teams and Boeing designers at the Everett factory.[27] The 240 design teams, with up to 40 members each, addressed almost 1,500 design issues with individual aircraft components.[28] The fuselage diameter was increased to suit Cathay Pacific, the baseline model grew longer for All Nippon Airways, and British Airways' input led to added built-in testing and interior flexibility,[9] along with higher operating weight options.[29]

The 777 was the first commercial aircraft to be developed using an entirely computer-aided design (CAD) process.[14][23][30] Each design drawing was created on a three-dimensional CAD software system known as CATIA, sourced from Dassault Systemes and IBM.[31] This allowed engineers to virtually assemble the 777 aircraft on a computer system to check for interference and verify that the thousands of parts fit properly before the actual assembly process—thus reducing costly rework.[32] Boeing developed its high-performance visualization system, FlyThru, later called IVT (Integrated Visualization Tool) to support large-scale collaborative engineering design reviews, production illustrations, and other uses of the CAD data outside of engineering.[33] Boeing was initially not convinced of CATIA's abilities and built a physical mock-up of the nose section to verify its results. The test was so successful that additional mock-ups were canceled.[34] The 777 was completed with such precision that it was the first Boeing jetliner that didn't require the details to be worked out on an expensive physical aircraft mock-up,[35] helping the program cost just US$5 billion.[36]

Testing and certification

 
The 777 made its maiden flight on June 12, 1994.

Major assembly of the first aircraft began on January 4, 1993.[37] On April 9, 1994, the first 777, number WA001, was rolled out in a series of 15 ceremonies held during the day to accommodate the 100,000 invited guests.[38] The first flight took place on June 12, 1994,[39] under the command of chief test pilot John E. Cashman.[40] This marked the start of an 11-month flight test program that was more extensive than testing for any previous Boeing model.[41] Nine aircraft fitted with General Electric, Pratt & Whitney, and Rolls-Royce engines[39] were flight tested at locations ranging from the desert airfield at Edwards Air Force Base in California[42] to frigid conditions in Alaska, mainly Fairbanks International Airport.[43] To satisfy ETOPS requirements, eight 180-minute single-engine test flights were performed.[44] The first aircraft built was used by Boeing's nondestructive testing campaign from 1994 to 1996, and provided data for the -200ER and -300 programs.[45]

At the successful conclusion of flight testing, the 777 was awarded simultaneous airworthiness certification by the U.S. Federal Aviation Administration (FAA) and European Joint Aviation Authorities (JAA) on April 19, 1995.[39]

Entry into service

 
On May 15, 1995, United Airlines received the first Boeing 777-200 and made the first commercial flight on June 7.

Boeing delivered the first Triple Seven to United Airlines on May 15, 1995.[46][47] The FAA awarded 180-minute ETOPS clearance ("ETOPS-180") for the Pratt & Whitney PW4084-engined aircraft on May 30, 1995, making it the first airliner to carry an ETOPS-180 rating at its entry into service.[48] The first commercial flight took place on June 7, 1995, from London Heathrow Airport to Dulles International Airport near Washington, D.C.[49] Longer ETOPS clearance of 207 minutes was approved in October 1996.[a]

On November 12, 1995, Boeing delivered the first model with General Electric GE90-77B engines to British Airways,[50] which entered service five days later.[51] Initial service was affected by gearbox bearing wear issues, which caused British Airways to temporarily withdraw its 777 fleet from transatlantic service in 1997,[51] returning to full service later that year.[42] General Electric subsequently announced engine upgrades.[42]

The first Rolls-Royce Trent 877-powered aircraft was delivered to Thai Airways International on March 31, 1996,[50] completing the introduction of the three powerplants initially developed for the airliner.[52] Each engine-aircraft combination had secured ETOPS-180 certification from the point of entry into service.[53] By June 1997, orders for the 777 numbered 323 from 25 airlines, including satisfied launch customers that had ordered additional aircraft.[39] Operations performance data established the consistent capabilities of the twinjet over long-haul transoceanic routes, leading to additional sales.[54] By 1998, the 777 fleet had approached 900,000 flight hours.[55] Boeing states that the 777 fleet has a dispatch reliability (rate of departure from the gate with no more than 15 minutes delay due to technical issues) above 99 percent.[56][57][58][59]

Improvement and stretching: -200ER/-300

 
Cathay Pacific introduced the stretched -300 variant on May 27, 1998.

After the baseline model, the 777-200, Boeing developed an increased gross weight variant with greater range and payload capability.[60] Initially named 777-200IGW,[61] the 777-200ER first flew on October 7, 1996,[62] received FAA and JAA certification on January 17, 1997,[63] and entered service with British Airways on February 9, 1997.[63] Offering greater long-haul performance, the variant became the most widely ordered version of the aircraft through the early 2000s.[60] On April 2, 1997, a Malaysia Airlines -200ER named "Super Ranger" broke the great circle "distance without landing" record for an airliner by flying eastward from Boeing Field, Seattle to Kuala Lumpur, a distance of 10,823 nautical miles (20,044 km; 12,455 mi), in 21 hours and 23 minutes.[55]

Following the introduction of the -200ER, Boeing turned its attention to a stretched version of the baseline model. On October 16, 1997, the 777-300 made its first flight.[62] At 242.4 ft (73.9 m) in length, the -300 became the longest airliner yet produced (until the A340-600), and had a 20 percent greater overall capacity than the standard length model.[64] The -300 was awarded type certification simultaneously from the FAA and JAA on May 4, 1998,[65] and entered service with launch customer Cathay Pacific on May 27, 1998.[62][66]

The first generation of Boeing 777 models, the -200, -200ER, and -300 have since been known collectively as Boeing 777 Classics.[67] These three early 777 variants had three engine options ranging from 77,200 to 98,000 lbf (343 to 436 kN): General Electric GE90, Pratt & Whitney PW4000, or Rolls-Royce Trent 800.[67]

Production

The production process included substantial international content, an unprecedented level of global subcontracting for a Boeing jetliner,[68] later exceeded by the 787.[69] International contributors included Mitsubishi Heavy Industries and Kawasaki Heavy Industries (fuselage panels),[70] Fuji Heavy Industries, Ltd. (center wing section),[70] Hawker de Havilland (elevators), and Aerospace Technologies of Australia (rudder).[71] An agreement between Boeing and the Japan Aircraft Development Corporation, representing Japanese aerospace contractors, made the latter risk-sharing partners for 20 percent of the entire development program.[68]

 
the Boeing Everett Factory was expanded with two new FALs to accommodate 777 production.

To accommodate production of its new airliner, Boeing doubled the size of the Everett factory at the cost of nearly US$1.5 billion (~$2.76 billion in 2022)[23] to provide space for two new assembly lines.[22] New production methods were developed, including a turn machine that could rotate fuselage subassemblies 180 degrees, giving workers access to upper body sections.[31] By the start of production 1993, the program had amassed 118 firm orders, with options for 95 more from 10 airlines.[72] Total investment in the program was estimated at over US$4 billion from Boeing, with an additional US$2 billion from suppliers.[73]

Initially second to the 747 as Boeing's most profitable jetliner,[74] the 777 became the company's most lucrative model in the 2000s.[75] An analyst established the 777 program, assuming Boeing has fully recouped the plane's development costs, may account for US$400 million of the company's pretax earnings in 2000, US$50 million more than the 747.[74] By 2004, the airliner accounted for the bulk of wide-body revenues for Boeing Commercial Airplanes.[76] In 2007, orders for second-generation 777 models approached 350 aircraft,[77] and in November of that year, Boeing announced that all production slots were sold out to 2012.[78] The program backlog of 356 orders was valued at US$95 billion at list prices in 2008.[79]

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.[80] In November 2011, assembly of the 1,000th 777, a -300ER, began when it took 49 days to fully assemble each of these variants.[81] The aircraft in question was built for Emirates airline,[81] and rolled out of the production facility in March 2012.[82] 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.[83][84] 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.[85]

By February 2015, the backlog of undelivered 777s totaled 278 aircraft, equivalent to nearly three years at the then production rate of 8.3 aircraft per month,[86] 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 per month to 7 per month in 2017 to help close the production gap between the 777 and 777X due to a lack of new orders. [87] In August 2017, Boeing was scheduled to drop 777 production again to five per month.[88] In 2018, assembling test 777-9 aircraft was expected to lower output to an effective rate of 5.5 per month.[89] In March 2018, as previously predicted, the 777 overtook the 747 as the world's most produced wide body aircraft.[90] Due to the impact of the COVID-19 pandemic on aviation, demand for new jets fell in 2020 and Boeing further reduced monthly 777 production from five to two aircraft.[91]

Second generation (777-X): -300ER/-200LR/F

 
The more powerful GE90 engine of later variants has a 128 in (330 cm) diameter fan up from 123 in (310 cm) in earlier variants, and curved blades instead of straight ones.

From the program's start, Boeing had considered building ultra-long-range variants.[92] Early plans centered on a 777-100X proposal,[93] a shortened variant of the -200 with reduced weight and increased range,[93] similar to the 747SP.[94] However, the -100X would have carried fewer passengers than the -200 while having similar operating costs, leading to a higher cost per seat.[93][94] By the late 1990s, design plans shifted to longer-range versions of existing models.[93]

In March 1997, the Boeing board approved the 777-200X/300X specifications: 298 passengers in three classes over 8,600 nmi (15,900 km; 9,900 mi) for the 200X and 6,600 nmi (12,200 km; 7,600 mi) with 355 passengers in a tri-class layout for the 300X, with design freeze planned in May 1998, 200X certification in August 2000, and introduction in September and in January 2001 for the 300X.[95] The 1.37 m (4 ft 6 in) wider wing was to be strengthened and the fuel capacity enlarged, and it was to be powered by simple derivatives with similar fans.[95] GE was proposing a 454 kN (102,000 lbf) GE90-102B, while P&W offered its 436 kN (98,000 lbf) PW4098 and R-R was proposing a 437 kN (98,000 lbf) Trent 8100.[95] Rolls-Royce was also studying a Trent 8102 over 445 kN (100,000 lbf).[96] Boeing was studying a semi-levered, articulated main gear to help the take-off rotation of the proposed -300X, with its higher 324,600 kg (715,600 lb) MTOW.[97] By January 1999, its MTOW grew to 340,500 kg (750,000 lb), and thrust requirements increased to 110,000–114,000 lbf (490–510 kN).[98]

A more powerful engine in the thrust class of 100,000 lbf (440 kN) was required, leading to talks between Boeing and engine manufacturers. General Electric offered to develop the GE90-115B engine,[99] while Rolls-Royce proposed developing the Trent 8104 engine.[100] In 1999, Boeing announced an agreement with General Electric, beating out rival proposals.[99] Under the deal with General Electric, Boeing agreed to only offer GE90 engines on new 777 versions.[99]

 
Air France received the first 777-300ER on April 29, 2004.

On February 29, 2000, Boeing launched its next-generation twinjet program,[101] initially called 777-X,[92] and began issuing offers to airlines.[60] Development was slowed by an industry downturn during the early 2000s.[62] The first model to emerge from the program, the 777-300ER, was launched with an order for ten aircraft from Air France,[102] along with additional commitments.[60] On February 24, 2003, the -300ER made its first flight, and the FAA and EASA (European Aviation Safety Agency, successor to the JAA) certified the model on March 16, 2004.[103] The first delivery to Air France took place on April 29, 2004.[62] The -300ER, which combined the -300's added capacity with the -200ER's range, became the top-selling 777 variant in the late 2000s,[104] benefitting as airlines replaced comparable four-engine models with twinjets for their lower operating costs.[78]

The second long-range model, the 777-200LR, rolled out on February 15, 2005, and completed its first flight on March 8, 2005.[62] The -200LR was certified by both the FAA and EASA on February 2, 2006,[105] and the first delivery to Pakistan International Airlines occurred on February 26, 2006.[106] On November 10, 2005, the first -200LR set a record for the longest non-stop flight of a passenger airliner by flying 11,664 nautical miles (21,602 km; 13,423 mi) eastward from Hong Kong to London.[107] Lasting 22 hours and 42 minutes, the flight surpassed the -200LR's standard design range and was logged in the Guinness World Records.[108]

The production freighter model, the 777F, rolled out on May 23, 2008.[109] The maiden flight of the 777F, which used the structural design and engine specifications of the -200LR[110] along with fuel tanks derived from the -300ER, occurred on July 14, 2008.[111] FAA and EASA type certification for the freighter was received on February 6, 2009,[112] and the first delivery to launch customer Air France took place on February 19, 2009.[113][114]

By the late 2000s, the 777 was facing increased potential competition from Airbus' planned A350 XWB and internally from proposed 787 series,[77] both airliners that offer fuel efficiency improvements. As a consequence, the 777-300ER received engine and aerodynamics improvement packages for reduced drag and weight.[115] 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.[115] Through these improvements, the 777 remains the largest twin-engine jetliner in the world,[116][117]

In 2011, the 787 Dreamliner entered service, the completed first stage a.k.a. the Yellowstone-2 (Y2) of a replacement aircraft initiative called the Boeing Yellowstone Project,[118] which would replace large variants of the 767 (300/300ER/400) but also small variants of the 777 (-200/200ER/200LR). While the larger variants of the 777 (-300/300ER) as well as the 747 could eventually be replaced by a new generation aircraft, the Yellowstone-3 (Y3), which would draw upon technologies from the 787 Dreamliner (Y2).[77] More changes were targeted for late 2012, including possible extension of the wingspan,[115] along with other major changes, including a composite wing, a new generation engine, and different fuselage lengths.[115][119][120] Emirates was reportedly working closely with Boeing on the project, in conjunction with being a potential launch customer for the new 777 generation.[121] 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).[122]

Improvement packages

In tandem with the development of the third generation Boeing 777X, Boeing worked with General Electric to offer a 2% improvement in fuel efficiency to in-production 777-300ER aircraft. General Electric improved the fan module and the high-pressure compressor stage-1 blisk in the GE-90-115 turbofan, as well as reduced clearances between the tips of the turbine blades and the shroud during cruise. These improvements, of which the latter is the most important and was derived from work to develop the 787, were stated by GE to lower fuel burn by 0.5%. Boeing's wing modifications were intended to deliver the remainder. Boeing stated that every 1% improvement in the 777-300ER's fuel burn translates into being able to fly the aircraft another 75 nmi (139 km; 86 mi) on the same load of fuel, or add ten passengers or 2,400 lb (1,100 kg) of cargo to a "load limited" flight.[123]

In March 2015, additional details of the improvement package were unveiled. The 777-300ER was to shed 1,800 lb (820 kg) by replacing the fuselage crown with tie rods and composite integration panels, similar to those used on the 787. The new flight control software was to eliminate the need for the tail skid by keeping the tail off the runway surface regardless of the extent to which pilots command the elevators. Boeing was also redesigning the inboard flap fairings to reduce drag by reducing pressure on the underside of the wing. The outboard raked wingtip was to have a divergent trailing edge, described as a "poor man's airfoil" by Boeing; this was originally developed for the McDonnell Douglas MD-12 project. Another change involved elevator trim bias. These changes were to increase fuel efficiency and allow airlines to add 14 additional seats to the airplane, increasing per seat fuel efficiency by 5%.[124]

Mindful of the long time required to bring the 777X to the market, Boeing continued to develop improvement packages which improve fuel efficiency, as well as lower prices for the existing product. In January 2015, United Airlines ordered ten 777-300ERs, normally costing around US$150 million each but paid around US$130 million, a discount to bridge the production gap to the 777X.[125] In 2019, the -200ER unit cost was US$306.6 million, the -200LR: US$346.9 million, the -300ER: US$375.5 million and the 777F US$352.3 million.[126] The -200ER is the only Classic variant listed.

Third generation (777X): -8/-8F/-9

Main article: Boeing 777X
 
The roll out of the third generation Boeing 777X on March 13, 2019, featuring composite wings with folding tips and more efficient GE-9X engines.

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, with two models: the 777-8 and 777-9.[127] The 777-9 is a further stretched variant with a capacity of over 400 passengers and a range of over 8,200 nmi (15,200 km; 9,400 mi), whereas the 777-8 is slated to seat approximately 350 passengers and have a range of over 9,300 nmi (17,200 km; 10,700 mi).[127] Both models are to be equipped with new generation GE9X engines and feature new composite wings with folding wingtips. The first member of the 777X family was projected to enter service in 2020 at the time of the program announcement. The roll-out of the prototype 777X, a 777-9 model, occurred on March 13, 2019.[128] The 777-9 first flew on January 25, 2020, with deliveries initially forecast for 2022 or 2023[129] and later delayed to 2025.[130]

Design

 
The planform view of a Boeing 777-300ER, with raked wingtips

Boeing introduced a number of advanced technologies with the 777 design, including fully digital fly-by-wire controls,[131] fully software-configurable avionics, Honeywell LCD glass cockpit flight displays,[132] and the first use of a fiber optic avionics network on a commercial airliner.[133] Boeing made use of work done on the cancelled Boeing 7J7 regional jet,[134] which utilized similar versions of the chosen technologies.[134] In 2003, Boeing began offering the option of cockpit electronic flight bag computer displays.[135] In 2013, Boeing announced that the upgraded 777X models would incorporate airframe, systems, and interior technologies from the 787.[136]

Fly-by-wire

In designing the 777 as its first fly-by-wire commercial aircraft, Boeing decided to retain conventional control yokes rather than change to sidestick controllers as used in many fly-by-wire fighter aircraft and in many Airbus airliners.[131] Along with traditional yoke and rudder controls, the cockpit features a simplified layout that retains similarities to previous Boeing models.[137] The fly-by-wire system also incorporates flight envelope protection, a system that guides pilot inputs within a computer-calculated framework of operating parameters, acting to prevent stalls, overspeeds, and excessively stressful maneuvers.[131] This system can be overridden by the pilot if deemed necessary.[131] The fly-by-wire system is supplemented by mechanical backup.[138]

Airframe and systems

 
An Emirates 777-300ER, showing circular fuselage profile, wing dihedral, and GE90 largest turbofan engines
 
777-200ER of American Airlines with Trent 800 engines, extended slats, flaps, and six-wheel landing gear

The airframe incorporates the use of composite materials, accounting for nine percent of the original structural weight, while the third-generation models, the 777-8 and 777-9, feature more composite parts.[139] Composite components include the cabin floor and rudder, with the 777 being the first Boeing airliner to use composite materials for both the horizontal and vertical stabilizers (empennage).[140] The main fuselage cross-section is fully circular,[141][142] and tapers rearward into a blade-shaped tail cone with a port-facing auxiliary power unit.[143]

The wings on the 777 feature a supercritical airfoil design that is swept back at 31.6 degrees and optimized for cruising at Mach 0.83 (revised after flight tests up to Mach 0.84).[144] The wings are designed with increased thickness and a longer span than previous airliners, resulting in greater payload and range, improved takeoff performance, and a higher cruising altitude.[39] The wings also serve as fuel storage, with longer-range models able to carry up to 47,890 US gallons (181,300 L) of fuel.[145] This capacity allows the 777-200LR to operate ultra-long-distance, trans-polar routes such as Toronto to Hong Kong.[146] In 2013, a new wing made of composite materials was introduced for the upgraded 777X, with a wider span and design features based on the 787's wings.[136]

Folding wingtips, 21 feet (6.40 m) long, were offered when the 777 was first launched, to appeal to airlines who might use gates made to accommodate smaller aircraft, but no airline purchased this option.[147] Folding wingtips reemerged as a design feature at the announcement of the upgraded 777X in 2013. Smaller folding wingtips of 11 feet (3.35 m) in length will allow 777X models to use the same airport gates and taxiways as earlier 777s.[136] These smaller folding wingtips are less complex than those proposed for earlier 777s, and internally only affect the wiring needed for wingtip lights.[136]

The aircraft features the largest landing gear and the biggest tires ever used in a commercial jetliner.[148] The six-wheel bogies are designed to spread the load of the aircraft over a wide area without requiring an additional centerline gear. This helps reduce weight and simplifies the aircraft's braking and hydraulic systems. Each tire of a 777-300ER six-wheel main landing gear can carry a load of 59,490 lb (26,980 kg), which is heavier than other wide-bodies such as the 747-400.[149] The aircraft has triple redundant hydraulic systems with only one system required for landing.[150] A ram air turbine—a small retractable device which can provide emergency power—is also fitted in the wing root fairing.[151]

Interior

 
The Economy cabin of an Etihad Airways Boeing 777-300ER in a 3–3–3 layout
 
The Royal Laurel Class (Business Class) cabin in a 1–2–1 reverse herringbone layout on an EVA Air 777-300ER

The original 777 interior, also known as the Boeing Signature Interior, features curved panels, larger overhead bins, and indirect lighting.[51] Seating options range from four[152] to six–abreast in first class up to ten–abreast in economy.[153] The 777's windows were the largest of any current commercial airliner until the 787, and measure 15-inch (380 mm) by 10-inch (250 mm) in size (all models outside the 777-8 and -9).[154] The cabin also features "Flexibility Zones", which entails deliberate placement of water, electrical, pneumatic, and other connection points throughout the interior space, allowing airlines to move seats, galleys, and lavatories quickly and more easily when adjusting cabin arrangements.[153] Several aircraft have also been fitted with VIP interiors for non-airline use.[155] Boeing designed a hydraulically damped toilet seat cover hinge that closes slowly.[156]

In 2003, Boeing introduced overhead crew rests as an option on the 777.[157] Located above the main cabin and connected via staircases, the forward flight crew rest contains two seats and two bunks, while the aft cabin crew rest features multiple bunks.[157] The Signature Interior has since been adapted for other Boeing wide-body and narrow-body aircraft, including 737NG, 747-400, 757-300, and newer 767 models, including all 767-400ER models.[158][159] The 747-8 and 767-400ER have also adopted the larger, more rounded windows of the original 777.

In 2011, Flight International reported that Boeing is considering replacing the Signature Interior on the 777 with a new interior similar to that on the 787, as part of a move towards a "common cabin experience" across all Boeing platforms.[160] With the launch of the 777X in 2013, Boeing confirmed that the aircraft would be receiving a new interior featuring 787 cabin elements and larger windows.[136] Further details released in 2014 included re-sculpted cabin sidewalls for greater interior room, noise-damping technology, and higher cabin humidity.[161]

Air France has a 777-300ER sub-fleet with 472 seats each, more than any other international 777, to achieve a cost per available seat kilometer (CASK) around €.05, similar to Level's 314-seat Airbus A330-200, its benchmark for low-cost, long-haul.[162] Competing on similar French overseas departments destinations, Air Caraïbes has 389 seats on the A350-900 and 429 on the -1000.[162] French Bee's is even more dense with its 411 seats A350-900, due to 10-abreast economy seating, reaching a €.04 CASK according to Air France, and lower again with its 480 seats on the -1000.[162]

Engines

The initial 777-200 model was launched with propulsion options from three manufacturers, General Electric, Pratt & Whitney, and Rolls-Royce,[163] giving the airlines their choice of engines from competing firms.[99] Each manufacturer agreed to develop an engine in the 77,000 lbf (340 kN) and higher thrust class (a measure of jet engine output) for the world's largest twinjet.[163]

 
Pratt & Whitney PW4000
 
Rolls-Royce Trent 800
 
General Electric GE90-94B with its thrust reverser deployed

Variants

Boeing uses two characteristics – fuselage length and range – to define its 777 models.[11][164] Passengers and cargo capacity varies by fuselage length: the 777-300 has a stretched fuselage compared to the base 777-200. Three range categories were defined: the A-market would cover domestic and regional operations, the B-market would cover routes from Europe to the US West coast and the C-market the longest transpacific routes.[165] The A-market would be covered by a 4,200 nmi (7,800 km; 4,800 mi) range, 234 t (516,000 lb) MTOW aircraft for 353 to 374 passengers powered by 316 kN (71,000 lbf) engines, followed by a 6,600 nmi (12,200 km; 7,600 mi) B-market range for 286 passengers in three-class, with 365 kN (82,000 lbf) unit thrust and 263 t (580,000 lb) of MTOW, an A340 competitor, basis of an A-market 409 to 434 passengers stretch, and eventually a 7,600 nmi (14,000 km; 8,700 mi) C-market with 400 kN (90,000 lbf) engines.[166]

When referring to different variants, the International Air Transport Association (IATA) code collapses the 777 model designator and the -200 or -300 variant designator to "772" or "773".[167] The International Civil Aviation Organization (ICAO) aircraft type designator system adds a preceding manufacturer letter, in this case "B" for Boeing, hence "B772" or "B773".[168] Designations may append a range identifier like "B77W" for the 777-300ER by the ICAO,[168] "77W" for the IATA,[167] though the -200ER is a company marketing designation and not certificated as such. Other notations include "773ER"[169] and "773B" for the -300ER.[170]

777-200

 
A 777-200 of United Airlines, its launch operator

The initial 777-200 made its maiden flight on June 12, 1994, and was first delivered to United Airlines on May 15, 1995.[62] With a 545,000 lb (247 t) MTOW and 77,000 lbf (340 kN) engines, it has a range of 5,240 nautical miles (9,700 km; 6,030 mi) with 305 passengers in a three-class configuration.[171] The -200 was primarily aimed at U.S. domestic airlines,[11] although several Asian carriers and British Airways have also operated the type. Nine different -200 customers have taken delivery of 88 aircraft,[2] with 55 in airline service as of 2018.[172] The competing Airbus aircraft was the A330-300.[173]

In 2016, United Airlines shifted operations with all 19 of its -200s to exclusively domestic U.S. routes, including flights to and from Hawaii, and added more economy class seats by shifting to a ten-abreast configuration (a pattern that matched American Airlines' reconfiguration of the type).[174][175] As of 2019, Boeing no longer markets the -200, as indicated by its removal from the manufacturer's price listings for 777 variants.[126]

777-200ER

 
A 777-200ER of British Airways, its launch operator

The B-market 777-200ER ("ER" for Extended Range), originally known as the 777-200IGW (increased gross weight), has additional fuel capacity and an increased MTOW enabling transoceanic routes.[61] With a 658,000 lb (298 t) MTOW and 93,700 lbf (417 kN) engines, it has a 7,065 nmi (13,084 km; 8,130 mi) range.[176] It was delivered first to British Airways on February 6, 1997.[62] Thirty-three customers received 422 deliveries, with no unfilled orders as of 2019.[2]

As of 2018, 338 examples of the -200ER are in airline service.[172] It competed with the A340-300.[177] Boeing proposes the 787-10 to replace it.[178] The value of a new -200ER rose from US$110 million at service entry to US$130 million in 2007; a 2007 model 777 was selling for US$30 million ten years later, while the oldest ones had a value around US$5–6 million, depending on the remaining engine time.[179]

The engine can be delivered de-rated with reduced engine thrust for shorter routes to lower the MTOW, reduce purchase price and landing fees (as 777-200 specifications) but can be re-rated to full standard.[180] Singapore Airlines ordered over half of its -200ERs de-rated.[180][181]

777-200LR

 
A Boeing 777-200LR in the livery of its first operator, Pakistan International Airlines

The 777-200LR ("LR" for Long Range), the C-market model, entered service in 2006 as one of the longest-range commercial airliners.[182][183] Boeing nicknamed it Worldliner as it can connect almost any two airports in the world,[107] although it is still subject to ETOPS restrictions.[184] It holds the world record for the longest nonstop flight by a commercial airliner.[107] It has a maximum design range of 8,555 nautical miles (15,844 km; 9,845 mi) as of 2017.[176] The -200LR was intended for ultra long-haul routes such as Los Angeles to Singapore.[92]

Developed alongside the -300ER, the -200LR features an increased MTOW and three optional auxiliary fuel tanks in the rear cargo hold.[182] Other new features include extended raked wingtips, redesigned main landing gear, and additional structural strengthening.[182] As with the -300ER and 777F, the -200LR is equipped with wingtip extensions of 12.8 ft (3.90 m).[182] The -200LR is powered by GE90-110B1 or GE90-115B turbofans.[185] The first -200LR was delivered to Pakistan International Airlines on February 26, 2006.[106][186] Twelve different -200LR customers took delivery of 61 aircraft.[187] Airlines operated 50 of the -200LR variant as of 2018.[172] Emirates is the largest operator of the LR variant with 10 aircraft.[188] The closest competing aircraft from Airbus are the discontinued A340-500HGW[182] and the current A350-900ULR.[189]

777-300

 
A 777-300 of Cathay Pacific, its launch operator

Launched at the Paris Air Show on June 26, 1995, its major assembly started in March 1997 and its body was joined on July 21, it was rolled-out on September 8 and made its first flight on October 16.[190] The 777 was designed to be stretched by 20%: 60 extra seats to almost 370 in tri-class, 75 more to 451 in two classes, or up to 550 in all-economy like the 747SR. The 33 ft (10.1 m) stretch is done with 17 ft (5.3 m) in ten frames forward and 16 ft (4.8 m) in nine frames aft for a 242 ft (73.8 m) length, 11 ft (3.4 m) longer than the 747-400. It uses the -200ER 45,200 US gal (171,200 L) fuel capacity and 84,000–98,000 lbf (374–436 kN) engines with a 580,000 to 661,000 lb (263.3 to 299.6 t) MTOW.[190]

It has ground maneuvering cameras for taxiing and a tailskid to rotate, while the proposed 716,000 lb (324.6 t) MTOW -300X would have needed a semi-levered main gear. Its overwing fuselage section 44 was strengthened, with its skin thickness going from the -200's 6.3 to 11.4 mm (0.25 to 0.45 in), and received a new evacuation door pair. Its operating empty weight with Rolls-Royce engines in typical tri-class layout is 343,300 lb (155.72 t) compared to 307,300 lb (139.38 t) for a similarly configured -200.[190] Boeing wanted to deliver 170 -300s by 2006 and to produce 28 per year by 2002, to replace early Boeing 747s, burning one-third less fuel with 40% lower maintenance costs.[190]

With a 660,000 lb (299 t) MTOW and 90,000 lbf (400 kN) engines, it has a range of 6,005 nautical miles (11,121 km; 6,910 mi) with 368 passengers in three-class.[171] Eight different customers have taken delivery of 60 aircraft of the variant, of which 18 were powered by the PW4000 and 42 by the RR Trent 800 (none were ordered with the GE90, which was never certified on this variant[191]),[2] with 48 in airline service as of 2018.[172] The last -300 was delivered in 2006 while the longer-range -300ER started deliveries in 2004.[2]

777-300ER

 
A 777-300ER of the Philippine Airlines on final approach to London-Heathrow Airport

The 777-300ER ("ER" for Extended Range) is the B-market version of the -300. Its higher MTOW and increased fuel capacity permits a maximum range of 7,370 nautical miles (13,650 km; 8,480 mi) with 396 passengers in a two-class seating arrangement.[176] The 777-300ER features raked and extended wingtips, a strengthened fuselage and wings and a modified main landing gear.[192] Its wings have an aspect ratio of 9.0.[193] It is powered by the GE90-115B turbofan, the world's most powerful jet engine with a maximum thrust of 115,300 lbf (513 kN).[194]

Following flight testing, aerodynamic refinements have reduced fuel burn by an additional 1.4%.[104][195] At Mach 0.839 (495 kn; 916 km/h), FL300, -59 °C and at a 513,400 lb (232.9 t) weight, it burns 17,300 lb (7.8 t) of fuel per hour. Its operating empty weight is 371,600 lb (168.6 t).[196] The projected operational empty weight is 168,560 kg (371,610 lb) in airline configuration, at a weight of 216,370 kg (477,010 lb) and FL350, total fuel flow is 6,790 kg/h (14,960 lb/h) at M0.84/472 kn (874 km/h), rising to 8,890 kg (19,600 lb)/h at M0.87/506 kn (937 km/h).[197]

 
A 777-300ER of Air France,launch operator of the best-selling variant

Since its launch, the -300ER has been a primary driver of the twinjet's sales past the rival A330/340 series.[198] Its direct competitors have included the Airbus A340-600 and the A350-1000.[77] Using two engines produces a typical operating cost advantage of around 8–9% for the -300ER over the A340-600.[199] Several airlines have acquired the -300ER as a 747-400 replacement amid rising fuel prices given its 20% fuel burn advantage.[78] The -300ER has an operating cost of US$44 per seat hour, compared to an Airbus A380's roughly US$50 per seat hour (hourly cost is about US$26,000), and US$90 per seat hour for a Boeing 747-400 as of 2015.[200] At its peak, a new 777-300ER was valued US$150 million, falling to US$17 million in 2019.[201]

The first 777-300ER was delivered to Air France on April 29, 2004.[202] The -300ER is the best-selling 777 variant, having surpassed the -200ER in orders in 2010 and deliveries in 2013.[2] As of 2018, 784 units of the -300ER variant were in service,[172] and as of 2020, the best-seller had a total of 837 orders and 832 deliveries.[2]

777 Freighter

 
A 777F of FedEx Express, the largest operator of the type

The 777 Freighter (777F) is an all-cargo version of the twinjet, and shares features with the -200LR; these include its airframe, engines,[203] and fuel capacity.[145] With a maximum payload of 228,700 lb (103,700 kg) (similar to the 243,000 lb (110,000 kg) of the Boeing 747-200F), it has a maximum range of 9,750 nmi (18,057 km; 11,220 mi)) or 4,970 nmi (9,200 km; 5,720 mi)) at its max structural payload.[204]

The 777F also features a new supernumerary area, which includes four business-class seats forward of the rigid cargo barrier, full main deck access, bunks, and a galley.[205] As the aircraft promises improved operating economics compared to older freighters,[78] airlines have viewed the 777F as a replacement for freighters such as the Boeing 747-200F, McDonnell Douglas DC-10, and McDonnell Douglas MD-11F.[110][206]

The first 777F was delivered to Air France on February 19, 2009.[113] As of April 2021, 247 freighters have been ordered by 25 different customers with 45 unfilled orders.[2] Operators had 202 of the 777F in service as of 2018.[172]

In the 2000s, Boeing began studying the conversion of 777-200ER and -200 passenger airliners into freighters, under the name 777 BCF (Boeing Converted Freighter).[207] The company has been in discussion with several airline customers, including FedEx Express, UPS Airlines, and GE Capital Aviation Services, to provide launch orders for a 777 BCF program.[208]

777-300ER Special Freighter (SF)

In July 2018, Boeing was studying a 777-300ER freighter conversion, targeted for the volumetric market instead of the density market served by the 777F.[209] After having considered a -200ER P2F program, Boeing was hoping to conclude its study by the Fall as the 777X replacing aging -300ERs from 2020 will generate feedstock.[209] New-build 777-300ER may maintain the delivery rate at five per month, to bridge the production gap until the 777X is delivered.[210] Within the 811 777-300ERs delivered and 33 to be delivered by October 2019, GE Capital Aviation Services (GECAS) anticipates up to 150-175 orders through 2030, the four to five months conversion costing around $35m.[211]

In October 2019, Boeing and Israeli Aerospace Industries (IAI) launched the 777-300ERSF passenger to freighter conversion program with GECAS ordering 15 aircraft and 15 options, the first aftermarket 777 freighter conversion program.[211] In June 2020, IAI received the first 777-300ER to be converted, from GECAS.[212] In October 2020, GECAS announced the launch operator from 2023: Michigan-based Kalitta Air, already operating 24 747-400Fs, nine 767-300ERFs and three 777-200LRFs.[212] IAI should receive the first aircraft in December 2020 while certification and service entry was scheduled for late 2022.[211]

The converted aircraft has a maximum payload of 224,000 lb (101.6 t), a range of 4,500 nmi (8,300 km; 5,200 mi) and shares the door aperture and aft position of the 777F.[211] It has a cargo volume capacity of 28,900 cu ft (819 m3), 5,800 cb ft (164 m³) greater than the 777F (or 25% more) and can hold 47 standard 96 x 125 in pallet (P6P) positions, 10 more positions than a 777-200LRF or eight more than a 747-400F.[211] With windows plugged, passenger doors deactivated, fuselage and floor reinforced, and a main-deck cargo door installed, the 777-300ERSF has 15% more volume than a 747-400BCF.[212] By March 2023, IAI had completed the 777-300ER first flight, converted for AerCap, as it had a backlog over 60 orders.[213]

777X

Main article: Boeing 777X
 
Unveiling of the first 777X variant, the 777-9, on March 13, 2019

The 777X is to feature new GE9X engines and new composite wings with folding wingtips.[127] It was launched in November 2013 with two variants: the 777-8 and the 777-9.[127] The 777-8 provides seating for 384 passengers and has a range of 8,730 nmi (16,168 km; 10,046 mi), while the 777-9 has seating for 426 passengers and a range of over 7,285 nmi (13,492 km; 8,383 mi).[214] A longer 777-10X, 777X Freighter, and 777X BBJ variants have also been proposed.[215]

Government and corporate

 
A Presidential Flight of United Arab Emirates government 777-200ER.
 
A Japan Air Self-Defense Force 777-300ER operating as Japanese Air Force One

Versions of the 777 have been acquired by government and private customers. The main purpose has been for VIP transport, including as an air transport for heads of state, although the aircraft has also been proposed for other military applications.

  • 777 Business Jet (777 VIP) – the Boeing Business Jet version of the 777 that is sold to corporate customers. Boeing has received orders for 777 VIP aircraft based on the 777-200LR and 777-300ER passenger models.[216][217] The aircraft are fitted with private jet cabins by third party contractors,[216] and completion may take 3 years.[218]
  • KC-777 – this was a proposed tanker version of the 777. In September 2006, Boeing announced that it would produce the KC-777 if the United States Air Force (USAF) required a larger tanker than the KC-767, able to transport more cargo or personnel.[219][220][221] In April 2007, Boeing offered its 767-based KC-767 Advanced Tanker instead of the KC-777 to replace the smaller Boeing KC-135 Stratotanker under the USAF's KC-X program.[222] Boeing officials have described the KC-777 as suitable for the related KC-Z program to replace the wide-body McDonnell Douglas KC-10 Extender.[223]
  • In 2014, the Japanese government chose to procure two 777-300ERs to serve as the official air transport for the Emperor of Japan and Prime Minister of Japan.[224] The aircraft, operated by the Japan Air Self-Defense Force under the callsign Japanese Air Force One, entered service in 2019 and replaced two 747-400s - the 777-300ER was specifically selected by the Ministry of Defense owing to its similar capabilities to the preceding 747 pair.[225] Besides VIP transport, the 777s are also intended for use in emergency relief missions.[224]
  • 777s are serving or have served as official government transports for nations including Gabon (VIP-configured 777-200ER),[226] Turkmenistan (VIP-configured 777-200LR)[227] and the United Arab Emirates (VIP-configured 777-200ER and 777-300ER operated by Abu Dhabi Amiri Flight).[217] Prior to returning to power as Prime Minister of Lebanon, Rafic Hariri acquired a 777-200ER as an official transport.[228] The Indian government purchased two Air India 777-300ERs and converted them for VVIP transport operated by the Indian Air Force under the callsign Air India One; they entered service in 2021 replacing the Air India-owned 747s.[229][230]
  • In 2014, the USAF examined the possibility of adopting modified 777-300ERs or 777-9Xs to replace the Boeing 747-200 aircraft used as Air Force One.[231] Although the USAF had preferred a four-engine aircraft, this was mainly due to precedent (existing aircraft were purchased when the 767 was just beginning to prove itself with ETOPS; decades later, the 777 and other twin jets established a comparable level of performance to quad-jet aircraft).[231] Ultimately, the air force decided against the 777, and selected the Boeing 747-8 to become the next presidential aircraft.[232]

Experimental

Main article: ecoDemonstrator
 
The 2022-3 ecoDemonstrator, a 777-200ER

Boeing has used 777 aircraft in two research and development programs. The first program, the Quiet Technology Demonstrator (QTD) was run in collaboration with Rolls-Royce and General Electric to develop and validate engine intake and exhaust modifications, including the chevrons subsequently used in the 737 MAX, 747-8 and 787 series. The tests were flown in 2001 and 2005.[233]

A further program, the ecoDemonstrator series, is intended to test and develop technologies and techniques to reduce aviation's environmental impact. The program started in 2011, with the first ecoDemonstrator aircraft flying in 2012. Various airframes have been used since to test a wide variety of technologies in collaboration with a range of industrial partners. 777s have been used on three occasions as of 2023. The first of these, a 777F in 2018, performed the world's first commercial airliner flights using 100% sustainable aviation fuel (SAF).[234] In 2022-3, the testbed is a 777-200ER which is to operate in the role until 2024.[235]

Operators

Main article: List of Boeing 777 operators
 
Dubai International Airport: A row of Boeing 777-300 and -300ER operated by Emirates, the customer with the largest 777 fleet

Boeing customers that have received the most 777s are Emirates, Singapore Airlines, United Airlines, ILFC, and American Airlines.[2] Emirates is the largest airline operator as of 2018,[172] and is the only customer to have operated all 777 variants produced, including the -200, -200ER, -200LR, -300, -300ER, and 777F.[2][236] The 1,000th 777 off the production line, a -300ER set to be Emirates' 102nd 777, was unveiled at a factory ceremony in March 2012.[82]

A total of 1,416 aircraft (all variants) were in airline service as of 2018, with Emirates (163), United Airlines (91), Air France (70), Cathay Pacific (69), American Airlines (67), Qatar Airways (67), British Airways (58), Korean Air (53), All Nippon Airways (50), Singapore Airlines (46), and other operators with fewer aircraft of the type.[172]

In 2017, 777 Classics are reaching the end of their mainline service: with a -200 age ranging from three to 22 years, 43 Classic 777s or 7.5% of the fleet have been retired. Values of 777-200ERs have declined by 45% since January 2014, faster than Airbus A330s and Boeing 767s with 30%, due to the lack of a major secondary market but only a few budget, air charters and ACMI operators. In 2015, Richard H. Anderson, then Delta Air Lines' chairman and chief executive, said he had been offered 777-200s for less than US$10 million.[67] To keep them cost-efficient, operators densify their 777s for about US$10 million each, like Scoot with 402 seats in its dual-class -200s, or Cathay Pacific which switched the 3–3–3 economy layout of 777-300s to 3–4–3 to seat 396 on regional services.[67]

Orders and deliveries

Main article: List of Boeing 777 orders and deliveries

The 777 surpassed 2,000 orders by the end of 2018.[237]

Boeing 777 orders and deliveries by type[2]
Total orders Total deliveries Unfilled
777-200 88 88 –
777-200ER 422 422 –
777-200LR 61 61 –
777-300 60 60 –
777-300ER 837 832 5
777F 320 264 56
777X 453 – 453
Total 2,241 1,727 514

Orders and deliveries through December 2023[1][2]

Boeing 777 orders[2] and deliveries[3] by year
2015 2016 2017 2018 2019 2020 2021 2022 2023 Total
Orders 58 23 53 51 -3 10 53 68 100 2,241
Deliveries −200 – – – – – – – – – 88
−200ER – – – – – – – – – 422
−200LR – – – – 1 – 1 – – 61
−300 – – – – – – – – – 60
−300ER 79 88 65 32 19 4 7 3 – 832
777F 19 11 9 16 25 22 16 21 26 264
777X – – – – – – – – – –
All 98 99 74 48 45 26 24 24 26 1,727
90−94 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
Orders 112 101 68 54 68 35 116 30 32 13 42 153 76 110 39 30 75 194 75 121 277
Deliveries −200 – 13 32 11 10 3 9 3 – 1 2 3 – 1 – – – – – – –
−200ER – – – 48 50 63 42 55 41 29 22 13 23 19 3 4 3 – 3 4 –
−200LR – – – – – – – – – – – – 2 10 11 16 9 6 1 1 3
−300 – – – – 14 17 4 3 6 9 2 4 1 – – – – – – – –
−300ER – – – – – – – – – – 10 20 39 53 47 52 40 52 60 79 83
777F – – – – – – – – – – – – – – – 16 22 15 19 14 13
777X – – – – – – – – – – – – – – – – – – – – –
All – 13 32 59 74 83 55 61 47 39 36 40 65 83 61 88 74 73 83 98 99

Orders through December 31, 2023[1][2] and deliveries[3]

Boeing 777 orders and deliveries (cumulative, by year):

 Orders

 Deliveries

Orders[1][2] and deliveries[3] through December 31, 2023

Accidents and incidents

 
A laboratory replication of ice crystals clogging the fuel-oil heat exchanger on a Rolls-Royce Trent 800 engine, from the Air Accidents Investigation Branch (AAIB) report on the British Airways Flight 38 (BA38) and Delta Air Lines Flight 18 (DL18) incidents.[238][239]

As of December 2023, the 777 had been involved in 30 aviation accidents and incidents,[240] including a total of eight hull losses (five in-flight accidents), resulting in 541 (including one fatality due to ground casualties) fatalities along with three hijackings.[241][242] The first fatality involving the twinjet occurred in a fire while an aircraft was being refueled at Denver International Airport in the United States on September 5, 2001, during which a ground worker sustained fatal burns.[243] The aircraft, operated by British Airways, sustained fire damage to the lower wing panels and engine housing; it was later repaired and returned to service.[243][244]

The first hull loss occurred on January 17, 2008, when a 777-200ER with Rolls-Royce Trent 895 engines, flying from Beijing to London as British Airways Flight 38, crash-landed approximately 1,000 feet (300 m) short of Heathrow Airport's runway 27L and slid onto the runway's threshold. There were 47 injuries and no fatalities. The impact severely damaged the landing gear, wing roots and engines.[245][246] The accident was attributed to ice crystals suspended in the aircraft's fuel clogging the fuel-oil heat exchanger (FOHE).[239][247] Two other minor momentary losses of thrust with Trent 895 engines occurred later in 2008.[248][238] Investigators found these were also caused by ice in the fuel clogging the FOHE. As a result, the heat exchanger was redesigned.[239][249]

The second hull loss occurred on July 29, 2011, when a 777-200ER scheduled to operate as EgyptAir Flight 667 suffered a cockpit fire while parked at the gate at Cairo International Airport before its departure.[250] The aircraft was evacuated with no injuries,[250] and airport fire teams extinguished the fire.[251] The aircraft sustained structural, heat and smoke damage, and was written off.[250][251] Investigators focused on a possible short circuit between an electrical cable and a supply hose in the cockpit crew oxygen system.[250]

The third hull loss occurred on July 6, 2013, when a 777-200ER, operating as Asiana Airlines Flight 214, crashed while landing at San Francisco International Airport after touching down short of the runway. The 307 surviving passengers and crew on board evacuated before fire destroyed the aircraft. Two passengers, who had not been wearing their seatbelts, were ejected from the aircraft during the crash and were killed.[252] A third passenger died six days later as a result of injuries sustained during the crash.[253] These were the first fatalities in a crash involving a 777 since its entry into service in 1995.[254][253][255] The official accident investigation concluded in June 2014 that the pilots committed 20 to 30 minor to significant errors in their final approach. Deficiencies in Asiana Airlines' pilot training and in Boeing's documentation of complex flight control systems were also cited as contributory factors.[256][257][258]

The fourth hull loss occurred on March 8, 2014, when a 777-200ER carrying 227 passengers and 12 crew, en route from Kuala Lumpur to Beijing as Malaysia Airlines Flight 370, was reported missing. Air Traffic Control's last reported coordinates for the aircraft were over the South China Sea.[259][260] After the search for the aircraft began, Malaysia's prime minister announced on March 24, 2014, that after analysis of new satellite data it was now to be assumed "beyond reasonable doubt" that the aircraft had crashed in the Indian Ocean and there were no survivors.[261][262] The cause remains unknown, but the Malaysian Government in January 2015, declared it an accident.[263][264] US officials believe the most likely explanation to be that someone in the cockpit of Flight 370 re-programmed the aircraft's autopilot to travel south across the Indian Ocean.[265][266] On July 29, 2015, an item later identified as a flaperon from the still missing aircraft[267] was found on the island of Réunion in the western Indian Ocean, consistent with having drifted from the main search area.[268]

The fifth hull loss occurred on July 17, 2014, when a 777-200ER, bound for Kuala Lumpur from Amsterdam as Malaysia Airlines Flight 17 (MH17), broke up in mid-air and crashed after being hit by an anti-aircraft missile while flying over eastern Ukraine.[269] All 298 people (283 passengers and 15 crew) on board were killed, making this the deadliest crash involving the Boeing 777.[270] The incident was linked to the ongoing Donbass insurgency in the region.[271][272] On the basis of the Dutch Safety Board and the Joint Investigation Team official conclusions of May 2018, the governments of the Netherlands and Australia hold Russia responsible for the deployment of the Buk missile system used in shooting down the airliner from territory held by pro-Russian separatists.[273]

The sixth hull loss occurred on August 3, 2016, when a 777-300 crashed while landing and caught fire at Dubai Airport at the end of its flight as Emirates Flight 521.[274] The preliminary investigation indicated that the aircraft was attempting a landing during active wind shear conditions. The pilots initiated a go-around procedure shortly after the wheels touched-down onto the runway, however, the aircraft settled back onto the ground apparently due to late throttle application. As the undercarriage was in the process of being retracted, the aircraft landed on its rear underbody and engine nacelles, resulting in the separation of one engine, loss of control and subsequent crash.[275] There were no passenger casualties of the 300 people on board, however, one airport fireman was killed fighting the fire. The aircraft's fuselage and right wing were irreparably damaged by the fire.[274][276]

The seventh hull loss occurred on November 29, 2017, when a Singapore Airlines 777-200ER experienced a fire while being towed at Singapore Changi Airport. An aircraft technician was the only occupant on board and evacuated safely. The aircraft sustained heat damage and was written off.[277] Another fire occurred on July 22, 2020 to an Ethiopian Airlines 777F while at the cargo area of Shanghai Pudong International Airport. The aircraft sustained heat damage and was written off as the eighth hull loss.[278][279]

On February 20, 2021, a 777-200 operating as United Airlines Flight 328 suffered a failure of its starboard engine. The cowling and other engine parts fell over a Denver suburb. The captain declared an emergency and returned to land at the Denver airport.[280] An immediate examination, before any formal investigation, found that two fan blades had broken off. One blade had suffered metal fatigue and may have chipped another blade, which also broke off.[281] Boeing recommended suspending flights of all 128 operational 777s equipped with Pratt & Whitney PW4000 engines until they had been inspected. Several countries also restricted flights of PW4000-equipped 777s in their territory.[281] In 2018, there had been a similar issue on United Airlines Flight 1175 from San Francisco to Hawaii, involving another 777-200 equipped with the same engine type.[282]

Aircraft on display

 
Boeing 777-200 prototype on display at the Pima Air & Space Museum
  • The first prototype Boeing 777-200, B-HNL[283] (ex. N7771), was retired in mid-2018 amid press reports that it was to be displayed at the Museum of Flight in Seattle, although the museum subsequently denied the reports.[284] On September 18, 2018, Cathay Pacific and Boeing announced that B-HNL would be donated to the Pima Air & Space Museum near Tucson, Arizona, where it would be placed on permanent display.[285] This aircraft, which had previously been in regular use by Cathay Pacific between 2000 and 2018, was manufactured in 1994 and was delivered to the airline after spending six years with Boeing.[286][287]
  • The forward fuselage section and cockpit of a former Korean Air Boeing 777-200ER, HL7531,[288] has been installed at the Dongwon Institute of Science and Technology as an educational facility for students that are training in aerospace fields. The flight deck and portions of the first class and economy class cabins have been retained, whereas the forward cargo hold has been converted into a meeting area. The installation was completed in October 2022.[289]

Specifications

Boeing 777 specifications
Variants Initial[185] Long-range[145]
Model 777-200/200ER 777-300 777-300ER 777-200LR/777F
Cockpit crew Two
3-class seats[171] 305 (24F/54J/227Y) 368 (30F/84J/254Y) 365 (22F/70J/273Y) 301 (16F/58J/227Y)[b]
2-class seats[176] 313 396 317
Exit limit[191] 440 550 440[c]
Length 209 ft 1 in (63.73 m) 242 ft 4 in (73.86 m) 209 ft 1 in (63.73 m)
Wingspan 199 ft 11 in (60.93 m), 31.6° Wing sweep[290] 212 ft 7 in (64.80 m), 31.6° Wing sweep[290]
Wing area 4,605 sq ft (427.8 m2),[290] 8.68 AR 4,702 sq ft (436.8 m2),[291] 9.61 AR
Tail height[176] 60 ft 9 in (18.5 m) 60 ft 8 in (18.5 m) 61 ft 1 in (18.6 m)
Fuselage width 20 ft 4 in (6.20 m)
Cabin width 19 ft 3 in (5.86 m),[292] Seats: 18.5 in (47 cm) at 9 abreast, 17 in (43 cm) at 10 abreast
Cargo volume[176] 5,330 cu ft (150.9 m3) 7,120 cu ft (201.6 m3)[d] 5,330 cu ft (150.9 m3)[e]
MTOW 545,000 lb (247,200 kg)
200ER: 656,000 lb (297,550 kg) 		660,000 lb (299,370 kg) 775,000 lb (351,533 kg) 766,000 lb (347,452 kg)
777F: 766,800 lb (347,815 kg)
OEW 299,550 lb (135,850 kg)
200ER: 304,500 lb (138,100 kg) 		353,800 lb (160,530 kg) 370,000 lb (167,829 kg)
300ERSF: 336,000 lb (152,000 kg)[293]		 320,000 lb (145,150 kg)
777F: 318,300 lb (144,379 kg)
Fuel capacity 31,000 US gal (117,340 L) / 207,700 lb (94,240 kg)
200ER/300: 45,220 US gal (171,171 L) / 302,270 lb (137,460 kg) 		47,890 US gal (181,283 L) / 320,863 lb (145,538 kg)
Ceiling[191] 43,100 ft (13,100 m)
Speed Max. Mach 0.87 – Mach 0.89 (499–511 kn; 924–945 km/h; 574–587 mph),[191] Cruise Mach 0.84 (482 kn; 892 km/h; 554 mph)
Range[176] 5,240 nmi (9,700 km; 6,030 mi)[f][171]
200ER: 7,065 nmi (13,080 km; 8,130 mi)[g]		 6,030 nmi (11,165 km; 6,940 mi)[h][171] 7,370 nmi (13,649 km; 8,480 mi)[i]
300ERSF: 4,650 nmi (8,610 km; 5,350 mi)[293]		 8,555 nmi (15,843 km; 9,845 mi)[j]
777F: 4,970 nmi (9,200 km; 5,720 mi)[k]
Takeoff[l] 8,000 ft (2,440 m)
200ER:11,100 ft (3,380 m) 		10,600 ft (3,230 m) 10,000 ft (3,050 m) 9,200 ft (2,800 m)
777F: 9,300 ft (2,830 m)
Engine (2×) PW4000 / Trent 800 / GE90 PW4000 / Trent 800[191] GE90-115B[294] GE90-110B/-115B[294]
Max thrust (2×) 77,200 lbf (343 kN)
200ER: 93,700 lbf (417 kN) 		98,000 lbf (440 kN) 115,300 lbf (513 kN) 110,000–115,300 lbf
(489–513 kN)
ICAO designation[168] B772 B773 B77W B77L
For Boeing 777-8 and -9 specifications, see Boeing 777X.
 
Diagram of Boeing 777 variants with front, cross-section, side, and top views: 777-200ER on left, 777-300ER on right.

See also

Aircraft of comparable role, configuration, and era

  • Airbus A330 – Wide-body twin-engine jet airliner
  • Airbus A340 – 1991 jet airliner family by Airbus
  • Airbus A350 XWB – Family of long-range, wide-body jet airliners
  • Boeing 787 Dreamliner – Boeing wide-body jet airliner introduced in 2011
  • Ilyushin Il-96 – Russian long-range wide-body airliner
  • McDonnell Douglas MD-11 – Wide body airliners developed from the DC-10

Related lists

References

Footnotes

  1. ^ 180-minute ETOPS approval was granted to the General Electric GE90 powered 777 on October 3, 1996, and to the Rolls-Royce Trent 800-powered 777 on October 10, 1996.
  2. ^ 777F: 228,700 lb / 103,737 kg
  3. ^ 777F: 11
  4. ^ 300ERSF: 28,900 cu ft (819 m3)[293]
  5. ^ 777F: 23,051 cu ft (652.7 m3)
  6. ^ 305 passengers, Trents
  7. ^ 313 passengers
  8. ^ 368 passengers, GE90
  9. ^ 396 passengers
  10. ^ 317 passengers
  11. ^ 102 t payload
  12. ^ MTOW, sea level, ISA

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External links

 
Wikimedia Commons has media related to Boeing 777.
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February 09, 2024
boeing, triple, b777, redirect, here, road, scotland, b777, road, other, uses, disambiguation, commonly, referred, triple, seven, american, long, range, wide, body, airliner, developed, manufactured, boeing, commercial, airplanes, world, largest, twinjet, most. Triple 7 and B777 redirect here For the road in Scotland see B777 road For other uses see 777 disambiguation The Boeing 777 commonly referred to as the Triple Seven is an American long range wide body airliner developed and manufactured by Boeing Commercial Airplanes The 777 is the world s largest twinjet and the most built wide body airliner The jetliner was designed to bridge the gap between Boeing s other wide body airplanes the twin engined 767 and quad engined 747 and to replace aging DC 10 and L 1011 trijets Developed in consultation with eight major airlines the 777 program was launched in October 1990 with an order from United Airlines The prototype was rolled out in April 1994 and first flew in June The 777 entered service with the launch operator United Airlines in June 1995 Longer range variants were launched in 2000 and first delivered in 2004 Boeing 777The first Boeing 777 built operated by Cathay Pacific in 2011 The 777 is a low wing twinjet the original 200 is the shortest variant Role Wide body jet airlinerNational origin United StatesManufacturer Boeing Commercial AirplanesFirst flight June 12 1994Introduction June 7 1995 with United AirlinesStatus In servicePrimary users EmiratesUnited Airlines Qatar Airways Air FranceProduced 1993 presentNumber built 1 727 as of December 2023 update based on deliveries 1 2 3 Variants Boeing 777XThe 777 can accommodate a ten abreast seating layout and has a typical 3 class capacity of 301 to 368 passengers with a range of 5 240 to 8 555 nautical miles nmi 9 700 to 15 840 km 6 030 to 9 840 mi The jetliner is recognizable for its large diameter turbofan engines six wheels on each main landing gear fully circular fuselage cross section and a blade shaped tail cone The 777 became the first Boeing airliner to use fly by wire controls and to apply a carbon composite structure in the tailplanes The original 777 with a maximum takeoff weight MTOW of 545 000 660 000 lb 247 299 t was produced in two fuselage lengths the initial 777 200 was followed by the extended range 200ER in 1997 and the 33 25 ft 10 13 m longer 777 300 in 1998 These 777 Classics were powered by 77 200 98 000 lbf 343 436 kN General Electric GE90 Pratt amp Whitney PW4000 or Rolls Royce Trent 800 engines The extended range 777 300ER with a MTOW of 700 000 775 000 lb 318 352 t entered service in 2004 the longer range 777 200LR in 2006 and the 777F freighter in 2009 These longer haul variants use 110 000 115 300 lbf 489 513 kN GE90 engines and have extended raked wingtips In November 2013 Boeing announced the 777X development with the 8 and 9 variants both featuring composite wings with folding wingtips and General Electric GE9X engines As of 2018 update Emirates was the largest operator with a fleet of 163 aircraft More 777s have been ordered and delivered than any other wide body airliner as of December 2023 update more than 60 customers had placed orders for 2 241 aircraft of all variants with 1 727 delivered The most common and successful variant is the 777 300ER with 837 aircraft ordered and 832 delivered The Triple Seven initially competed with the Airbus A340 and McDonnell Douglas MD 11 since 2015 it has mainly competed with the Airbus A350 and later also with the A330 900 As of December 2023 update the 777 has been involved in 30 aviation accidents and incidents including five hull loss accidents out of eight total hull losses with 541 fatalities including one ground casualty Contents 1 Development 1 1 Background 1 2 Design effort 1 3 Testing and certification 1 4 Entry into service 1 5 Improvement and stretching 200ER 300 1 6 Production 1 7 Second generation 777 X 300ER 200LR F 1 8 Improvement packages 1 9 Third generation 777X 8 8F 9 2 Design 2 1 Fly by wire 2 2 Airframe and systems 2 3 Interior 2 4 Engines 3 Variants 3 1 777 200 3 2 777 200ER 3 3 777 200LR 3 4 777 300 3 5 777 300ER 3 6 777 Freighter 3 7 777 300ER Special Freighter SF 3 8 777X 3 9 Government and corporate 3 10 Experimental 4 Operators 4 1 Orders and deliveries 5 Accidents and incidents 6 Aircraft on display 7 Specifications 8 See also 9 References 9 1 Footnotes 9 2 Citations 9 3 Bibliography 10 External linksDevelopmentBackground nbsp The Boeing 777 100 trijet concept was proposed in 1978 to compete with other trijets of the time In the early 1970s the Boeing 747 McDonnell Douglas DC 10 and the Lockheed L 1011 TriStar became the first generation of wide body passenger airliners to enter service 4 In 1978 Boeing unveiled three new models the twin engine or twinjet Boeing 757 to replace its 727 the twinjet 767 to challenge the Airbus A300 and a trijet 777 concept to compete with the DC 10 and L 1011 5 6 7 The mid size 757 and 767 launched to market success due in part to 1980s extended range twin engine operational performance standards ETOPS regulations governing transoceanic twinjet operations 8 These regulations allowed twin engine airliners to make ocean crossings at up to three hours distance from emergency diversionary airports 9 Under ETOPS rules airlines began operating the 767 on long distance overseas routes that did not require the capacity of larger airliners 8 The trijet 777 was later dropped following marketing studies that favored the 757 and 767 variants 10 Boeing was left with a size and range gap in its product line between the 767 300ER and the 747 400 11 By the late 1980s DC 10 and L 1011 models were approaching retirement age prompting manufacturers to develop replacement designs 12 McDonnell Douglas was working on the MD 11 a stretched successor of the DC 10 12 while Airbus was developing its A330 and A340 series 12 In 1986 Boeing unveiled proposals for an enlarged 767 tentatively named 767 X 13 to target the replacement market for first generation wide bodies such as the DC 10 9 and to complement existing 767 and 747 models in the company lineup 14 The initial proposal featured a longer fuselage and larger wings than the existing 767 13 along with winglets 15 Later plans expanded the fuselage cross section but retained the existing 767 flight deck nose and other elements 13 However airline customers were uninterested in the 767 X proposals and instead wanted an even wider fuselage cross section fully flexible interior configurations short to intercontinental range capability and an operating cost lower than that of any 767 stretch 9 Airline planners requirements for larger aircraft had become increasingly specific adding to the heightened competition among aircraft manufacturers 12 By 1988 Boeing realized that the only answer was a clean sheet design which became the twinjet 777 16 The company opted for the twin engine configuration given past design successes projected engine developments and reduced cost benefits 17 On December 8 1989 Boeing began issuing offers to airlines for the 777 13 Design effort nbsp The two crew glass cockpit uses fly by wire controlsAlan Mulally served as the Boeing 777 program s director of engineering and then was promoted in September 1992 to lead it as vice president and general manager 18 19 The design phase of the all new twinjet was different from Boeing s previous jetliners in which eight major airlines All Nippon Airways American Airlines British Airways Cathay Pacific Delta Air Lines Japan Airlines Qantas and United Airlines played a role in the development 20 This was a departure from industry practice where manufacturers typically designed aircraft with minimal customer input 21 The eight airlines that contributed to the design process became known within Boeing as the Working Together group 20 At the group s first meeting in January 1990 a 23 page questionnaire was distributed to the airlines asking what each wanted in the design 9 By March 1990 the group had decided upon a baseline configuration a cabin cross section close to the 747 s capacity up to 325 passengers flexible interiors a glass cockpit fly by wire controls and 10 percent better seat mile costs than the A330 and MD 11 9 The development phase of the 777 coincided with United Airlines s replacement program for its aging DC 10s 22 On October 14 1990 United became the launch customer with an order for 34 Pratt amp Whitney powered 777s valued at US 11 billion 21 9 billion in 2022 and options for 34 more 23 24 The airline required that the new aircraft be capable of flying three different routes Chicago to Hawaii Chicago to Europe and non stop from Denver a hot and high airport to Hawaii 22 ETOPS certification was also a priority for United 25 given the overwater portion of United s Hawaii routes 23 In late 1991 Boeing selected its Everett factory in Washington home of 747 production as the 777 s final assembly line FAL 26 In January 1993 a team of United developers joined other airline teams and Boeing designers at the Everett factory 27 The 240 design teams with up to 40 members each addressed almost 1 500 design issues with individual aircraft components 28 The fuselage diameter was increased to suit Cathay Pacific the baseline model grew longer for All Nippon Airways and British Airways input led to added built in testing and interior flexibility 9 along with higher operating weight options 29 The 777 was the first commercial aircraft to be developed using an entirely computer aided design CAD process 14 23 30 Each design drawing was created on a three dimensional CAD software system known as CATIA sourced from Dassault Systemes and IBM 31 This allowed engineers to virtually assemble the 777 aircraft on a computer system to check for interference and verify that the thousands of parts fit properly before the actual assembly process thus reducing costly rework 32 Boeing developed its high performance visualization system FlyThru later called IVT Integrated Visualization Tool to support large scale collaborative engineering design reviews production illustrations and other uses of the CAD data outside of engineering 33 Boeing was initially not convinced of CATIA s abilities and built a physical mock up of the nose section to verify its results The test was so successful that additional mock ups were canceled 34 The 777 was completed with such precision that it was the first Boeing jetliner that didn t require the details to be worked out on an expensive physical aircraft mock up 35 helping the program cost just US 5 billion 36 Testing and certification nbsp The 777 made its maiden flight on June 12 1994 Major assembly of the first aircraft began on January 4 1993 37 On April 9 1994 the first 777 number WA001 was rolled out in a series of 15 ceremonies held during the day to accommodate the 100 000 invited guests 38 The first flight took place on June 12 1994 39 under the command of chief test pilot John E Cashman 40 This marked the start of an 11 month flight test program that was more extensive than testing for any previous Boeing model 41 Nine aircraft fitted with General Electric Pratt amp Whitney and Rolls Royce engines 39 were flight tested at locations ranging from the desert airfield at Edwards Air Force Base in California 42 to frigid conditions in Alaska mainly Fairbanks International Airport 43 To satisfy ETOPS requirements eight 180 minute single engine test flights were performed 44 The first aircraft built was used by Boeing s nondestructive testing campaign from 1994 to 1996 and provided data for the 200ER and 300 programs 45 At the successful conclusion of flight testing the 777 was awarded simultaneous airworthiness certification by the U S Federal Aviation Administration FAA and European Joint Aviation Authorities JAA on April 19 1995 39 Entry into service nbsp On May 15 1995 United Airlines received the first Boeing 777 200 and made the first commercial flight on June 7 Boeing delivered the first Triple Seven to United Airlines on May 15 1995 46 47 The FAA awarded 180 minute ETOPS clearance ETOPS 180 for the Pratt amp Whitney PW4084 engined aircraft on May 30 1995 making it the first airliner to carry an ETOPS 180 rating at its entry into service 48 The first commercial flight took place on June 7 1995 from London Heathrow Airport to Dulles International Airport near Washington D C 49 Longer ETOPS clearance of 207 minutes was approved in October 1996 a On November 12 1995 Boeing delivered the first model with General Electric GE90 77B engines to British Airways 50 which entered service five days later 51 Initial service was affected by gearbox bearing wear issues which caused British Airways to temporarily withdraw its 777 fleet from transatlantic service in 1997 51 returning to full service later that year 42 General Electric subsequently announced engine upgrades 42 The first Rolls Royce Trent 877 powered aircraft was delivered to Thai Airways International on March 31 1996 50 completing the introduction of the three powerplants initially developed for the airliner 52 Each engine aircraft combination had secured ETOPS 180 certification from the point of entry into service 53 By June 1997 orders for the 777 numbered 323 from 25 airlines including satisfied launch customers that had ordered additional aircraft 39 Operations performance data established the consistent capabilities of the twinjet over long haul transoceanic routes leading to additional sales 54 By 1998 the 777 fleet had approached 900 000 flight hours 55 Boeing states that the 777 fleet has a dispatch reliability rate of departure from the gate with no more than 15 minutes delay due to technical issues above 99 percent 56 57 58 59 Improvement and stretching 200ER 300 nbsp Cathay Pacific introduced the stretched 300 variant on May 27 1998 After the baseline model the 777 200 Boeing developed an increased gross weight variant with greater range and payload capability 60 Initially named 777 200IGW 61 the 777 200ER first flew on October 7 1996 62 received FAA and JAA certification on January 17 1997 63 and entered service with British Airways on February 9 1997 63 Offering greater long haul performance the variant became the most widely ordered version of the aircraft through the early 2000s 60 On April 2 1997 a Malaysia Airlines 200ER named Super Ranger broke the great circle distance without landing record for an airliner by flying eastward from Boeing Field Seattle to Kuala Lumpur a distance of 10 823 nautical miles 20 044 km 12 455 mi in 21 hours and 23 minutes 55 Following the introduction of the 200ER Boeing turned its attention to a stretched version of the baseline model On October 16 1997 the 777 300 made its first flight 62 At 242 4 ft 73 9 m in length the 300 became the longest airliner yet produced until the A340 600 and had a 20 percent greater overall capacity than the standard length model 64 The 300 was awarded type certification simultaneously from the FAA and JAA on May 4 1998 65 and entered service with launch customer Cathay Pacific on May 27 1998 62 66 The first generation of Boeing 777 models the 200 200ER and 300 have since been known collectively as Boeing 777 Classics 67 These three early 777 variants had three engine options ranging from 77 200 to 98 000 lbf 343 to 436 kN General Electric GE90 Pratt amp Whitney PW4000 or Rolls Royce Trent 800 67 Production The production process included substantial international content an unprecedented level of global subcontracting for a Boeing jetliner 68 later exceeded by the 787 69 International contributors included Mitsubishi Heavy Industries and Kawasaki Heavy Industries fuselage panels 70 Fuji Heavy Industries Ltd center wing section 70 Hawker de Havilland elevators and Aerospace Technologies of Australia rudder 71 An agreement between Boeing and the Japan Aircraft Development Corporation representing Japanese aerospace contractors made the latter risk sharing partners for 20 percent of the entire development program 68 nbsp the Boeing Everett Factory was expanded with two new FALs to accommodate 777 production To accommodate production of its new airliner Boeing doubled the size of the Everett factory at the cost of nearly US 1 5 billion 2 76 billion in 2022 23 to provide space for two new assembly lines 22 New production methods were developed including a turn machine that could rotate fuselage subassemblies 180 degrees giving workers access to upper body sections 31 By the start of production 1993 the program had amassed 118 firm orders with options for 95 more from 10 airlines 72 Total investment in the program was estimated at over US 4 billion from Boeing with an additional US 2 billion from suppliers 73 Initially second to the 747 as Boeing s most profitable jetliner 74 the 777 became the company s most lucrative model in the 2000s 75 An analyst established the 777 program assuming Boeing has fully recouped the plane s development costs may account for US 400 million of the company s pretax earnings in 2000 US 50 million more than the 747 74 By 2004 the airliner accounted for the bulk of wide body revenues for Boeing Commercial Airplanes 76 In 2007 orders for second generation 777 models approached 350 aircraft 77 and in November of that year Boeing announced that all production slots were sold out to 2012 78 The program backlog of 356 orders was valued at US 95 billion at list prices in 2008 79 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 80 In November 2011 assembly of the 1 000th 777 a 300ER began when it took 49 days to fully assemble each of these variants 81 The aircraft in question was built for Emirates airline 81 and rolled out of the production facility in March 2012 82 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 83 84 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 85 By February 2015 the backlog of undelivered 777s totaled 278 aircraft equivalent to nearly three years at the then production rate of 8 3 aircraft per month 86 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 per month to 7 per month in 2017 to help close the production gap between the 777 and 777X due to a lack of new orders 87 In August 2017 Boeing was scheduled to drop 777 production again to five per month 88 In 2018 assembling test 777 9 aircraft was expected to lower output to an effective rate of 5 5 per month 89 In March 2018 as previously predicted the 777 overtook the 747 as the world s most produced wide body aircraft 90 Due to the impact of the COVID 19 pandemic on aviation demand for new jets fell in 2020 and Boeing further reduced monthly 777 production from five to two aircraft 91 Second generation 777 X 300ER 200LR F nbsp The more powerful GE90 engine of later variants has a 128 in 330 cm diameter fan up from 123 in 310 cm in earlier variants and curved blades instead of straight ones From the program s start Boeing had considered building ultra long range variants 92 Early plans centered on a 777 100X proposal 93 a shortened variant of the 200 with reduced weight and increased range 93 similar to the 747SP 94 However the 100X would have carried fewer passengers than the 200 while having similar operating costs leading to a higher cost per seat 93 94 By the late 1990s design plans shifted to longer range versions of existing models 93 In March 1997 the Boeing board approved the 777 200X 300X specifications 298 passengers in three classes over 8 600 nmi 15 900 km 9 900 mi for the 200X and 6 600 nmi 12 200 km 7 600 mi with 355 passengers in a tri class layout for the 300X with design freeze planned in May 1998 200X certification in August 2000 and introduction in September and in January 2001 for the 300X 95 The 1 37 m 4 ft 6 in wider wing was to be strengthened and the fuel capacity enlarged and it was to be powered by simple derivatives with similar fans 95 GE was proposing a 454 kN 102 000 lbf GE90 102B while P amp W offered its 436 kN 98 000 lbf PW4098 and R R was proposing a 437 kN 98 000 lbf Trent 8100 95 Rolls Royce was also studying a Trent 8102 over 445 kN 100 000 lbf 96 Boeing was studying a semi levered articulated main gear to help the take off rotation of the proposed 300X with its higher 324 600 kg 715 600 lb MTOW 97 By January 1999 its MTOW grew to 340 500 kg 750 000 lb and thrust requirements increased to 110 000 114 000 lbf 490 510 kN 98 A more powerful engine in the thrust class of 100 000 lbf 440 kN was required leading to talks between Boeing and engine manufacturers General Electric offered to develop the GE90 115B engine 99 while Rolls Royce proposed developing the Trent 8104 engine 100 In 1999 Boeing announced an agreement with General Electric beating out rival proposals 99 Under the deal with General Electric Boeing agreed to only offer GE90 engines on new 777 versions 99 nbsp Air France received the first 777 300ER on April 29 2004 On February 29 2000 Boeing launched its next generation twinjet program 101 initially called 777 X 92 and began issuing offers to airlines 60 Development was slowed by an industry downturn during the early 2000s 62 The first model to emerge from the program the 777 300ER was launched with an order for ten aircraft from Air France 102 along with additional commitments 60 On February 24 2003 the 300ER made its first flight and the FAA and EASA European Aviation Safety Agency successor to the JAA certified the model on March 16 2004 103 The first delivery to Air France took place on April 29 2004 62 The 300ER which combined the 300 s added capacity with the 200ER s range became the top selling 777 variant in the late 2000s 104 benefitting as airlines replaced comparable four engine models with twinjets for their lower operating costs 78 The second long range model the 777 200LR rolled out on February 15 2005 and completed its first flight on March 8 2005 62 The 200LR was certified by both the FAA and EASA on February 2 2006 105 and the first delivery to Pakistan International Airlines occurred on February 26 2006 106 On November 10 2005 the first 200LR set a record for the longest non stop flight of a passenger airliner by flying 11 664 nautical miles 21 602 km 13 423 mi eastward from Hong Kong to London 107 Lasting 22 hours and 42 minutes the flight surpassed the 200LR s standard design range and was logged in the Guinness World Records 108 The production freighter model the 777F rolled out on May 23 2008 109 The maiden flight of the 777F which used the structural design and engine specifications of the 200LR 110 along with fuel tanks derived from the 300ER occurred on July 14 2008 111 FAA and EASA type certification for the freighter was received on February 6 2009 112 and the first delivery to launch customer Air France took place on February 19 2009 113 114 By the late 2000s the 777 was facing increased potential competition from Airbus planned A350 XWB and internally from proposed 787 series 77 both airliners that offer fuel efficiency improvements As a consequence the 777 300ER received engine and aerodynamics improvement packages for reduced drag and weight 115 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 115 Through these improvements the 777 remains the largest twin engine jetliner in the world 116 117 In 2011 the 787 Dreamliner entered service the completed first stage a k a the Yellowstone 2 Y2 of a replacement aircraft initiative called the Boeing Yellowstone Project 118 which would replace large variants of the 767 300 300ER 400 but also small variants of the 777 200 200ER 200LR While the larger variants of the 777 300 300ER as well as the 747 could eventually be replaced by a new generation aircraft the Yellowstone 3 Y3 which would draw upon technologies from the 787 Dreamliner Y2 77 More changes were targeted for late 2012 including possible extension of the wingspan 115 along with other major changes including a composite wing a new generation engine and different fuselage lengths 115 119 120 Emirates was reportedly working closely with Boeing on the project in conjunction with being a potential launch customer for the new 777 generation 121 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 122 Improvement packages In tandem with the development of the third generation Boeing 777X Boeing worked with General Electric to offer a 2 improvement in fuel efficiency to in production 777 300ER aircraft General Electric improved the fan module and the high pressure compressor stage 1 blisk in the GE 90 115 turbofan as well as reduced clearances between the tips of the turbine blades and the shroud during cruise These improvements of which the latter is the most important and was derived from work to develop the 787 were stated by GE to lower fuel burn by 0 5 Boeing s wing modifications were intended to deliver the remainder Boeing stated that every 1 improvement in the 777 300ER s fuel burn translates into being able to fly the aircraft another 75 nmi 139 km 86 mi on the same load of fuel or add ten passengers or 2 400 lb 1 100 kg of cargo to a load limited flight 123 In March 2015 additional details of the improvement package were unveiled The 777 300ER was to shed 1 800 lb 820 kg by replacing the fuselage crown with tie rods and composite integration panels similar to those used on the 787 The new flight control software was to eliminate the need for the tail skid by keeping the tail off the runway surface regardless of the extent to which pilots command the elevators Boeing was also redesigning the inboard flap fairings to reduce drag by reducing pressure on the underside of the wing The outboard raked wingtip was to have a divergent trailing edge described as a poor man s airfoil by Boeing this was originally developed for the McDonnell Douglas MD 12 project Another change involved elevator trim bias These changes were to increase fuel efficiency and allow airlines to add 14 additional seats to the airplane increasing per seat fuel efficiency by 5 124 Mindful of the long time required to bring the 777X to the market Boeing continued to develop improvement packages which improve fuel efficiency as well as lower prices for the existing product In January 2015 United Airlines ordered ten 777 300ERs normally costing around US 150 million each but paid around US 130 million a discount to bridge the production gap to the 777X 125 In 2019 the 200ER unit cost was US 306 6 million the 200LR US 346 9 million the 300ER US 375 5 million and the 777F US 352 3 million 126 The 200ER is the only Classic variant listed Third generation 777X 8 8F 9 Main article Boeing 777X nbsp The roll out of the third generation Boeing 777X on March 13 2019 featuring composite wings with folding tips and more efficient GE 9X engines 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 with two models the 777 8 and 777 9 127 The 777 9 is a further stretched variant with a capacity of over 400 passengers and a range of over 8 200 nmi 15 200 km 9 400 mi whereas the 777 8 is slated to seat approximately 350 passengers and have a range of over 9 300 nmi 17 200 km 10 700 mi 127 Both models are to be equipped with new generation GE9X engines and feature new composite wings with folding wingtips The first member of the 777X family was projected to enter service in 2020 at the time of the program announcement The roll out of the prototype 777X a 777 9 model occurred on March 13 2019 128 The 777 9 first flew on January 25 2020 with deliveries initially forecast for 2022 or 2023 129 and later delayed to 2025 130 Design nbsp The planform view of a Boeing 777 300ER with raked wingtipsBoeing introduced a number of advanced technologies with the 777 design including fully digital fly by wire controls 131 fully software configurable avionics Honeywell LCD glass cockpit flight displays 132 and the first use of a fiber optic avionics network on a commercial airliner 133 Boeing made use of work done on the cancelled Boeing 7J7 regional jet 134 which utilized similar versions of the chosen technologies 134 In 2003 Boeing began offering the option of cockpit electronic flight bag computer displays 135 In 2013 Boeing announced that the upgraded 777X models would incorporate airframe systems and interior technologies from the 787 136 Fly by wire In designing the 777 as its first fly by wire commercial aircraft Boeing decided to retain conventional control yokes rather than change to sidestick controllers as used in many fly by wire fighter aircraft and in many Airbus airliners 131 Along with traditional yoke and rudder controls the cockpit features a simplified layout that retains similarities to previous Boeing models 137 The fly by wire system also incorporates flight envelope protection a system that guides pilot inputs within a computer calculated framework of operating parameters acting to prevent stalls overspeeds and excessively stressful maneuvers 131 This system can be overridden by the pilot if deemed necessary 131 The fly by wire system is supplemented by mechanical backup 138 Airframe and systems nbsp An Emirates 777 300ER showing circular fuselage profile wing dihedral and GE90 largest turbofan engines nbsp 777 200ER of American Airlines with Trent 800 engines extended slats flaps and six wheel landing gearThe airframe incorporates the use of composite materials accounting for nine percent of the original structural weight while the third generation models the 777 8 and 777 9 feature more composite parts 139 Composite components include the cabin floor and rudder with the 777 being the first Boeing airliner to use composite materials for both the horizontal and vertical stabilizers empennage 140 The main fuselage cross section is fully circular 141 142 and tapers rearward into a blade shaped tail cone with a port facing auxiliary power unit 143 The wings on the 777 feature a supercritical airfoil design that is swept back at 31 6 degrees and optimized for cruising at Mach 0 83 revised after flight tests up to Mach 0 84 144 The wings are designed with increased thickness and a longer span than previous airliners resulting in greater payload and range improved takeoff performance and a higher cruising altitude 39 The wings also serve as fuel storage with longer range models able to carry up to 47 890 US gallons 181 300 L of fuel 145 This capacity allows the 777 200LR to operate ultra long distance trans polar routes such as Toronto to Hong Kong 146 In 2013 a new wing made of composite materials was introduced for the upgraded 777X with a wider span and design features based on the 787 s wings 136 Folding wingtips 21 feet 6 40 m long were offered when the 777 was first launched to appeal to airlines who might use gates made to accommodate smaller aircraft but no airline purchased this option 147 Folding wingtips reemerged as a design feature at the announcement of the upgraded 777X in 2013 Smaller folding wingtips of 11 feet 3 35 m in length will allow 777X models to use the same airport gates and taxiways as earlier 777s 136 These smaller folding wingtips are less complex than those proposed for earlier 777s and internally only affect the wiring needed for wingtip lights 136 The aircraft features the largest landing gear and the biggest tires ever used in a commercial jetliner 148 The six wheel bogies are designed to spread the load of the aircraft over a wide area without requiring an additional centerline gear This helps reduce weight and simplifies the aircraft s braking and hydraulic systems Each tire of a 777 300ER six wheel main landing gear can carry a load of 59 490 lb 26 980 kg which is heavier than other wide bodies such as the 747 400 149 The aircraft has triple redundant hydraulic systems with only one system required for landing 150 A ram air turbine a small retractable device which can provide emergency power is also fitted in the wing root fairing 151 Interior nbsp The Economy cabin of an Etihad Airways Boeing 777 300ER in a 3 3 3 layout nbsp The Royal Laurel Class Business Class cabin in a 1 2 1 reverse herringbone layout on an EVA Air 777 300ERThe original 777 interior also known as the Boeing Signature Interior features curved panels larger overhead bins and indirect lighting 51 Seating options range from four 152 to six abreast in first class up to ten abreast in economy 153 The 777 s windows were the largest of any current commercial airliner until the 787 and measure 15 inch 380 mm by 10 inch 250 mm in size all models outside the 777 8 and 9 154 The cabin also features Flexibility Zones which entails deliberate placement of water electrical pneumatic and other connection points throughout the interior space allowing airlines to move seats galleys and lavatories quickly and more easily when adjusting cabin arrangements 153 Several aircraft have also been fitted with VIP interiors for non airline use 155 Boeing designed a hydraulically damped toilet seat cover hinge that closes slowly 156 In 2003 Boeing introduced overhead crew rests as an option on the 777 157 Located above the main cabin and connected via staircases the forward flight crew rest contains two seats and two bunks while the aft cabin crew rest features multiple bunks 157 The Signature Interior has since been adapted for other Boeing wide body and narrow body aircraft including 737NG 747 400 757 300 and newer 767 models including all 767 400ER models 158 159 The 747 8 and 767 400ER have also adopted the larger more rounded windows of the original 777 In 2011 Flight International reported that Boeing is considering replacing the Signature Interior on the 777 with a new interior similar to that on the 787 as part of a move towards a common cabin experience across all Boeing platforms 160 With the launch of the 777X in 2013 Boeing confirmed that the aircraft would be receiving a new interior featuring 787 cabin elements and larger windows 136 Further details released in 2014 included re sculpted cabin sidewalls for greater interior room noise damping technology and higher cabin humidity 161 Air France has a 777 300ER sub fleet with 472 seats each more than any other international 777 to achieve a cost per available seat kilometer CASK around 05 similar to Level s 314 seat Airbus A330 200 its benchmark for low cost long haul 162 Competing on similar French overseas departments destinations Air Caraibes has 389 seats on the A350 900 and 429 on the 1000 162 French Bee s is even more dense with its 411 seats A350 900 due to 10 abreast economy seating reaching a 04 CASK according to Air France and lower again with its 480 seats on the 1000 162 Engines The initial 777 200 model was launched with propulsion options from three manufacturers General Electric Pratt amp Whitney and Rolls Royce 163 giving the airlines their choice of engines from competing firms 99 Each manufacturer agreed to develop an engine in the 77 000 lbf 340 kN and higher thrust class a measure of jet engine output for the world s largest twinjet 163 nbsp Pratt amp Whitney PW4000 nbsp Rolls Royce Trent 800 nbsp General Electric GE90 94B with its thrust reverser deployedVariantsBoeing uses two characteristics fuselage length and range to define its 777 models 11 164 Passengers and cargo capacity varies by fuselage length the 777 300 has a stretched fuselage compared to the base 777 200 Three range categories were defined the A market would cover domestic and regional operations the B market would cover routes from Europe to the US West coast and the C market the longest transpacific routes 165 The A market would be covered by a 4 200 nmi 7 800 km 4 800 mi range 234 t 516 000 lb MTOW aircraft for 353 to 374 passengers powered by 316 kN 71 000 lbf engines followed by a 6 600 nmi 12 200 km 7 600 mi B market range for 286 passengers in three class with 365 kN 82 000 lbf unit thrust and 263 t 580 000 lb of MTOW an A340 competitor basis of an A market 409 to 434 passengers stretch and eventually a 7 600 nmi 14 000 km 8 700 mi C market with 400 kN 90 000 lbf engines 166 When referring to different variants the International Air Transport Association IATA code collapses the 777 model designator and the 200 or 300 variant designator to 772 or 773 167 The International Civil Aviation Organization ICAO aircraft type designator system adds a preceding manufacturer letter in this case B for Boeing hence B772 or B773 168 Designations may append a range identifier like B77W for the 777 300ER by the ICAO 168 77W for the IATA 167 though the 200ER is a company marketing designation and not certificated as such Other notations include 773ER 169 and 773B for the 300ER 170 777 200 nbsp A 777 200 of United Airlines its launch operatorThe initial 777 200 made its maiden flight on June 12 1994 and was first delivered to United Airlines on May 15 1995 62 With a 545 000 lb 247 t MTOW and 77 000 lbf 340 kN engines it has a range of 5 240 nautical miles 9 700 km 6 030 mi with 305 passengers in a three class configuration 171 The 200 was primarily aimed at U S domestic airlines 11 although several Asian carriers and British Airways have also operated the type Nine different 200 customers have taken delivery of 88 aircraft 2 with 55 in airline service as of 2018 update 172 The competing Airbus aircraft was the A330 300 173 In 2016 United Airlines shifted operations with all 19 of its 200s to exclusively domestic U S routes including flights to and from Hawaii and added more economy class seats by shifting to a ten abreast configuration a pattern that matched American Airlines reconfiguration of the type 174 175 As of 2019 update Boeing no longer markets the 200 as indicated by its removal from the manufacturer s price listings for 777 variants 126 777 200ER nbsp A 777 200ER of British Airways its launch operatorThe B market 777 200ER ER for Extended Range originally known as the 777 200IGW increased gross weight has additional fuel capacity and an increased MTOW enabling transoceanic routes 61 With a 658 000 lb 298 t MTOW and 93 700 lbf 417 kN engines it has a 7 065 nmi 13 084 km 8 130 mi range 176 It was delivered first to British Airways on February 6 1997 62 Thirty three customers received 422 deliveries with no unfilled orders as of 2019 update 2 As of 2018 update 338 examples of the 200ER are in airline service 172 It competed with the A340 300 177 Boeing proposes the 787 10 to replace it 178 The value of a new 200ER rose from US 110 million at service entry to US 130 million in 2007 a 2007 model 777 was selling for US 30 million ten years later while the oldest ones had a value around US 5 6 million depending on the remaining engine time 179 The engine can be delivered de rated with reduced engine thrust for shorter routes to lower the MTOW reduce purchase price and landing fees as 777 200 specifications but can be re rated to full standard 180 Singapore Airlines ordered over half of its 200ERs de rated 180 181 777 200LR nbsp A Boeing 777 200LR in the livery of its first operator Pakistan International AirlinesThe 777 200LR LR for Long Range the C market model entered service in 2006 as one of the longest range commercial airliners 182 183 Boeing nicknamed it Worldliner as it can connect almost any two airports in the world 107 although it is still subject to ETOPS restrictions 184 It holds the world record for the longest nonstop flight by a commercial airliner 107 It has a maximum design range of 8 555 nautical miles 15 844 km 9 845 mi as of 2017 update 176 The 200LR was intended for ultra long haul routes such as Los Angeles to Singapore 92 Developed alongside the 300ER the 200LR features an increased MTOW and three optional auxiliary fuel tanks in the rear cargo hold 182 Other new features include extended raked wingtips redesigned main landing gear and additional structural strengthening 182 As with the 300ER and 777F the 200LR is equipped with wingtip extensions of 12 8 ft 3 90 m 182 The 200LR is powered by GE90 110B1 or GE90 115B turbofans 185 The first 200LR was delivered to Pakistan International Airlines on February 26 2006 106 186 Twelve different 200LR customers took delivery of 61 aircraft 187 Airlines operated 50 of the 200LR variant as of 2018 update 172 Emirates is the largest operator of the LR variant with 10 aircraft 188 The closest competing aircraft from Airbus are the discontinued A340 500HGW 182 and the current A350 900ULR 189 777 300 nbsp A 777 300 of Cathay Pacific its launch operatorLaunched at the Paris Air Show on June 26 1995 its major assembly started in March 1997 and its body was joined on July 21 it was rolled out on September 8 and made its first flight on October 16 190 The 777 was designed to be stretched by 20 60 extra seats to almost 370 in tri class 75 more to 451 in two classes or up to 550 in all economy like the 747SR The 33 ft 10 1 m stretch is done with 17 ft 5 3 m in ten frames forward and 16 ft 4 8 m in nine frames aft for a 242 ft 73 8 m length 11 ft 3 4 m longer than the 747 400 It uses the 200ER 45 200 US gal 171 200 L fuel capacity and 84 000 98 000 lbf 374 436 kN engines with a 580 000 to 661 000 lb 263 3 to 299 6 t MTOW 190 It has ground maneuvering cameras for taxiing and a tailskid to rotate while the proposed 716 000 lb 324 6 t MTOW 300X would have needed a semi levered main gear Its overwing fuselage section 44 was strengthened with its skin thickness going from the 200 s 6 3 to 11 4 mm 0 25 to 0 45 in and received a new evacuation door pair Its operating empty weight with Rolls Royce engines in typical tri class layout is 343 300 lb 155 72 t compared to 307 300 lb 139 38 t for a similarly configured 200 190 Boeing wanted to deliver 170 300s by 2006 and to produce 28 per year by 2002 to replace early Boeing 747s burning one third less fuel with 40 lower maintenance costs 190 With a 660 000 lb 299 t MTOW and 90 000 lbf 400 kN engines it has a range of 6 005 nautical miles 11 121 km 6 910 mi with 368 passengers in three class 171 Eight different customers have taken delivery of 60 aircraft of the variant of which 18 were powered by the PW4000 and 42 by the RR Trent 800 none were ordered with the GE90 which was never certified on this variant 191 2 with 48 in airline service as of 2018 update 172 The last 300 was delivered in 2006 while the longer range 300ER started deliveries in 2004 2 777 300ER nbsp A 777 300ER of the Philippine Airlines on final approach to London Heathrow AirportThe 777 300ER ER for Extended Range is the B market version of the 300 Its higher MTOW and increased fuel capacity permits a maximum range of 7 370 nautical miles 13 650 km 8 480 mi with 396 passengers in a two class seating arrangement 176 The 777 300ER features raked and extended wingtips a strengthened fuselage and wings and a modified main landing gear 192 Its wings have an aspect ratio of 9 0 193 It is powered by the GE90 115B turbofan the world s most powerful jet engine with a maximum thrust of 115 300 lbf 513 kN 194 Following flight testing aerodynamic refinements have reduced fuel burn by an additional 1 4 104 195 At Mach 0 839 495 kn 916 km h FL300 59 C and at a 513 400 lb 232 9 t weight it burns 17 300 lb 7 8 t of fuel per hour Its operating empty weight is 371 600 lb 168 6 t 196 The projected operational empty weight is 168 560 kg 371 610 lb in airline configuration at a weight of 216 370 kg 477 010 lb and FL350 total fuel flow is 6 790 kg h 14 960 lb h at M0 84 472 kn 874 km h rising to 8 890 kg 19 600 lb h at M0 87 506 kn 937 km h 197 nbsp A 777 300ER of Air France launch operator of the best selling variantSince its launch the 300ER has been a primary driver of the twinjet s sales past the rival A330 340 series 198 Its direct competitors have included the Airbus A340 600 and the A350 1000 77 Using two engines produces a typical operating cost advantage of around 8 9 for the 300ER over the A340 600 199 Several airlines have acquired the 300ER as a 747 400 replacement amid rising fuel prices given its 20 fuel burn advantage 78 The 300ER has an operating cost of US 44 per seat hour compared to an Airbus A380 s roughly US 50 per seat hour hourly cost is about US 26 000 and US 90 per seat hour for a Boeing 747 400 as of 2015 update 200 At its peak a new 777 300ER was valued US 150 million falling to US 17 million in 2019 201 The first 777 300ER was delivered to Air France on April 29 2004 202 The 300ER is the best selling 777 variant having surpassed the 200ER in orders in 2010 and deliveries in 2013 2 As of 2018 update 784 units of the 300ER variant were in service 172 and as of 2020 update the best seller had a total of 837 orders and 832 deliveries 2 777 Freighter nbsp A 777F of FedEx Express the largest operator of the typeThe 777 Freighter 777F is an all cargo version of the twinjet and shares features with the 200LR these include its airframe engines 203 and fuel capacity 145 With a maximum payload of 228 700 lb 103 700 kg similar to the 243 000 lb 110 000 kg of the Boeing 747 200F it has a maximum range of 9 750 nmi 18 057 km 11 220 mi or 4 970 nmi 9 200 km 5 720 mi at its max structural payload 204 The 777F also features a new supernumerary area which includes four business class seats forward of the rigid cargo barrier full main deck access bunks and a galley 205 As the aircraft promises improved operating economics compared to older freighters 78 airlines have viewed the 777F as a replacement for freighters such as the Boeing 747 200F McDonnell Douglas DC 10 and McDonnell Douglas MD 11F 110 206 The first 777F was delivered to Air France on February 19 2009 113 As of April 2021 update 247 freighters have been ordered by 25 different customers with 45 unfilled orders 2 Operators had 202 of the 777F in service as of 2018 update 172 In the 2000s Boeing began studying the conversion of 777 200ER and 200 passenger airliners into freighters under the name 777 BCF Boeing Converted Freighter 207 The company has been in discussion with several airline customers including FedEx Express UPS Airlines and GE Capital Aviation Services to provide launch orders for a 777 BCF program 208 777 300ER Special Freighter SF In July 2018 Boeing was studying a 777 300ER freighter conversion targeted for the volumetric market instead of the density market served by the 777F 209 After having considered a 200ER P2F program Boeing was hoping to conclude its study by the Fall as the 777X replacing aging 300ERs from 2020 will generate feedstock 209 New build 777 300ER may maintain the delivery rate at five per month to bridge the production gap until the 777X is delivered 210 Within the 811 777 300ERs delivered and 33 to be delivered by October 2019 GE Capital Aviation Services GECAS anticipates up to 150 175 orders through 2030 the four to five months conversion costing around 35m 211 In October 2019 Boeing and Israeli Aerospace Industries IAI launched the 777 300ERSF passenger to freighter conversion program with GECAS ordering 15 aircraft and 15 options the first aftermarket 777 freighter conversion program 211 In June 2020 IAI received the first 777 300ER to be converted from GECAS 212 In October 2020 GECAS announced the launch operator from 2023 Michigan based Kalitta Air already operating 24 747 400Fs nine 767 300ERFs and three 777 200LRFs 212 IAI should receive the first aircraft in December 2020 while certification and service entry was scheduled for late 2022 211 The converted aircraft has a maximum payload of 224 000 lb 101 6 t a range of 4 500 nmi 8 300 km 5 200 mi and shares the door aperture and aft position of the 777F 211 It has a cargo volume capacity of 28 900 cu ft 819 m3 5 800 cb ft 164 m greater than the 777F or 25 more and can hold 47 standard 96 x 125 in pallet P6P positions 10 more positions than a 777 200LRF or eight more than a 747 400F 211 With windows plugged passenger doors deactivated fuselage and floor reinforced and a main deck cargo door installed the 777 300ERSF has 15 more volume than a 747 400BCF 212 By March 2023 IAI had completed the 777 300ER first flight converted for AerCap as it had a backlog over 60 orders 213 777X Main article Boeing 777X nbsp Unveiling of the first 777X variant the 777 9 on March 13 2019The 777X is to feature new GE9X engines and new composite wings with folding wingtips 127 It was launched in November 2013 with two variants the 777 8 and the 777 9 127 The 777 8 provides seating for 384 passengers and has a range of 8 730 nmi 16 168 km 10 046 mi while the 777 9 has seating for 426 passengers and a range of over 7 285 nmi 13 492 km 8 383 mi 214 A longer 777 10X 777X Freighter and 777X BBJ variants have also been proposed 215 Government and corporate nbsp A Presidential Flight of United Arab Emirates government 777 200ER nbsp A Japan Air Self Defense Force 777 300ER operating as Japanese Air Force OneVersions of the 777 have been acquired by government and private customers The main purpose has been for VIP transport including as an air transport for heads of state although the aircraft has also been proposed for other military applications 777 Business Jet 777 VIP the Boeing Business Jet version of the 777 that is sold to corporate customers Boeing has received orders for 777 VIP aircraft based on the 777 200LR and 777 300ER passenger models 216 217 The aircraft are fitted with private jet cabins by third party contractors 216 and completion may take 3 years 218 KC 777 this was a proposed tanker version of the 777 In September 2006 Boeing announced that it would produce the KC 777 if the United States Air Force USAF required a larger tanker than the KC 767 able to transport more cargo or personnel 219 220 221 In April 2007 Boeing offered its 767 based KC 767 Advanced Tanker instead of the KC 777 to replace the smaller Boeing KC 135 Stratotanker under the USAF s KC X program 222 Boeing officials have described the KC 777 as suitable for the related KC Z program to replace the wide body McDonnell Douglas KC 10 Extender 223 In 2014 the Japanese government chose to procure two 777 300ERs to serve as the official air transport for the Emperor of Japan and Prime Minister of Japan 224 The aircraft operated by the Japan Air Self Defense Force under the callsign Japanese Air Force One entered service in 2019 and replaced two 747 400s the 777 300ER was specifically selected by the Ministry of Defense owing to its similar capabilities to the preceding 747 pair 225 Besides VIP transport the 777s are also intended for use in emergency relief missions 224 777s are serving or have served as official government transports for nations including Gabon VIP configured 777 200ER 226 Turkmenistan VIP configured 777 200LR 227 and the United Arab Emirates VIP configured 777 200ER and 777 300ER operated by Abu Dhabi Amiri Flight 217 Prior to returning to power as Prime Minister of Lebanon Rafic Hariri acquired a 777 200ER as an official transport 228 The Indian government purchased two Air India 777 300ERs and converted them for VVIP transport operated by the Indian Air Force under the callsign Air India One they entered service in 2021 replacing the Air India owned 747s 229 230 In 2014 the USAF examined the possibility of adopting modified 777 300ERs or 777 9Xs to replace the Boeing 747 200 aircraft used as Air Force One 231 Although the USAF had preferred a four engine aircraft this was mainly due to precedent existing aircraft were purchased when the 767 was just beginning to prove itself with ETOPS decades later the 777 and other twin jets established a comparable level of performance to quad jet aircraft 231 Ultimately the air force decided against the 777 and selected the Boeing 747 8 to become the next presidential aircraft 232 Experimental Main article ecoDemonstrator nbsp The 2022 3 ecoDemonstrator a 777 200ERBoeing has used 777 aircraft in two research and development programs The first program the Quiet Technology Demonstrator QTD was run in collaboration with Rolls Royce and General Electric to develop and validate engine intake and exhaust modifications including the chevrons subsequently used in the 737 MAX 747 8 and 787 series The tests were flown in 2001 and 2005 233 A further program the ecoDemonstrator series is intended to test and develop technologies and techniques to reduce aviation s environmental impact The program started in 2011 with the first ecoDemonstrator aircraft flying in 2012 Various airframes have been used since to test a wide variety of technologies in collaboration with a range of industrial partners 777s have been used on three occasions as of 2023 The first of these a 777F in 2018 performed the world s first commercial airliner flights using 100 sustainable aviation fuel SAF 234 In 2022 3 the testbed is a 777 200ER which is to operate in the role until 2024 235 OperatorsMain article List of Boeing 777 operators nbsp Dubai International Airport A row of Boeing 777 300 and 300ER operated by Emirates the customer with the largest 777 fleetBoeing customers that have received the most 777s are Emirates Singapore Airlines United Airlines ILFC and American Airlines 2 Emirates is the largest airline operator as of 2018 update 172 and is the only customer to have operated all 777 variants produced including the 200 200ER 200LR 300 300ER and 777F 2 236 The 1 000th 777 off the production line a 300ER set to be Emirates 102nd 777 was unveiled at a factory ceremony in March 2012 82 A total of 1 416 aircraft all variants were in airline service as of 2018 update with Emirates 163 United Airlines 91 Air France 70 Cathay Pacific 69 American Airlines 67 Qatar Airways 67 British Airways 58 Korean Air 53 All Nippon Airways 50 Singapore Airlines 46 and other operators with fewer aircraft of the type 172 In 2017 777 Classics are reaching the end of their mainline service with a 200 age ranging from three to 22 years 43 Classic 777s or 7 5 of the fleet have been retired Values of 777 200ERs have declined by 45 since January 2014 faster than Airbus A330s and Boeing 767s with 30 due to the lack of a major secondary market but only a few budget air charters and ACMI operators In 2015 Richard H Anderson then Delta Air Lines chairman and chief executive said he had been offered 777 200s for less than US 10 million 67 To keep them cost efficient operators densify their 777s for about US 10 million each like Scoot with 402 seats in its dual class 200s or Cathay Pacific which switched the 3 3 3 economy layout of 777 300s to 3 4 3 to seat 396 on regional services 67 Orders and deliveries Main article List of Boeing 777 orders and deliveries The 777 surpassed 2 000 orders by the end of 2018 237 Boeing 777 orders and deliveries by type 2 Total orders Total deliveries Unfilled777 200 88 88 777 200ER 422 422 777 200LR 61 61 777 300 60 60 777 300ER 837 832 5777F 320 264 56777X 453 453Total 2 241 1 727 514Orders and deliveries through December 2023 1 2 Boeing 777 orders 2 and deliveries 3 by year 2015 2016 2017 2018 2019 2020 2021 2022 2023 TotalOrders 58 23 53 51 3 10 53 68 100 2 241Deliveries 200 88 200ER 422 200LR 1 1 61 300 60 300ER 79 88 65 32 19 4 7 3 832777F 19 11 9 16 25 22 16 21 26 264777X All 98 99 74 48 45 26 24 24 26 1 72790 94 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014Orders 112 101 68 54 68 35 116 30 32 13 42 153 76 110 39 30 75 194 75 121 277Deliveries 200 13 32 11 10 3 9 3 1 2 3 1 200ER 48 50 63 42 55 41 29 22 13 23 19 3 4 3 3 4 200LR 2 10 11 16 9 6 1 1 3 300 14 17 4 3 6 9 2 4 1 300ER 10 20 39 53 47 52 40 52 60 79 83777F 16 22 15 19 14 13777X All 13 32 59 74 83 55 61 47 39 36 40 65 83 61 88 74 73 83 98 99Orders through December 31 2023 1 2 and deliveries 3 Boeing 777 orders and deliveries cumulative by year Orders Deliveries Orders 1 2 and deliveries 3 through December 31 2023Accidents and incidents nbsp A laboratory replication of ice crystals clogging the fuel oil heat exchanger on a Rolls Royce Trent 800 engine from the Air Accidents Investigation Branch AAIB report on the British Airways Flight 38 BA38 and Delta Air Lines Flight 18 DL18 incidents 238 239 As of December 2023 update the 777 had been involved in 30 aviation accidents and incidents 240 including a total of eight hull losses five in flight accidents resulting in 541 including one fatality due to ground casualties fatalities along with three hijackings 241 242 The first fatality involving the twinjet occurred in a fire while an aircraft was being refueled at Denver International Airport in the United States on September 5 2001 during which a ground worker sustained fatal burns 243 The aircraft operated by British Airways sustained fire damage to the lower wing panels and engine housing it was later repaired and returned to service 243 244 The first hull loss occurred on January 17 2008 when a 777 200ER with Rolls Royce Trent 895 engines flying from Beijing to London as British Airways Flight 38 crash landed approximately 1 000 feet 300 m short of Heathrow Airport s runway 27L and slid onto the runway s threshold There were 47 injuries and no fatalities The impact severely damaged the landing gear wing roots and engines 245 246 The accident was attributed to ice crystals suspended in the aircraft s fuel clogging the fuel oil heat exchanger FOHE 239 247 Two other minor momentary losses of thrust with Trent 895 engines occurred later in 2008 248 238 Investigators found these were also caused by ice in the fuel clogging the FOHE As a result the heat exchanger was redesigned 239 249 The second hull loss occurred on July 29 2011 when a 777 200ER scheduled to operate as EgyptAir Flight 667 suffered a cockpit fire while parked at the gate at Cairo International Airport before its departure 250 The aircraft was evacuated with no injuries 250 and airport fire teams extinguished the fire 251 The aircraft sustained structural heat and smoke damage and was written off 250 251 Investigators focused on a possible short circuit between an electrical cable and a supply hose in the cockpit crew oxygen system 250 The third hull loss occurred on July 6 2013 when a 777 200ER operating as Asiana Airlines Flight 214 crashed while landing at San Francisco International Airport after touching down short of the runway The 307 surviving passengers and crew on board evacuated before fire destroyed the aircraft Two passengers who had not been wearing their seatbelts were ejected from the aircraft during the crash and were killed 252 A third passenger died six days later as a result of injuries sustained during the crash 253 These were the first fatalities in a crash involving a 777 since its entry into service in 1995 254 253 255 The official accident investigation concluded in June 2014 that the pilots committed 20 to 30 minor to significant errors in their final approach Deficiencies in Asiana Airlines pilot training and in Boeing s documentation of complex flight control systems were also cited as contributory factors 256 257 258 The fourth hull loss occurred on March 8 2014 when a 777 200ER carrying 227 passengers and 12 crew en route from Kuala Lumpur to Beijing as Malaysia Airlines Flight 370 was reported missing Air Traffic Control s last reported coordinates for the aircraft were over the South China Sea 259 260 After the search for the aircraft began Malaysia s prime minister announced on March 24 2014 that after analysis of new satellite data it was now to be assumed beyond reasonable doubt that the aircraft had crashed in the Indian Ocean and there were no survivors 261 262 The cause remains unknown but the Malaysian Government in January 2015 declared it an accident 263 264 US officials believe the most likely explanation to be that someone in the cockpit of Flight 370 re programmed the aircraft s autopilot to travel south across the Indian Ocean 265 266 On July 29 2015 an item later identified as a flaperon from the still missing aircraft 267 was found on the island of Reunion in the western Indian Ocean consistent with having drifted from the main search area 268 The fifth hull loss occurred on July 17 2014 when a 777 200ER bound for Kuala Lumpur from Amsterdam as Malaysia Airlines Flight 17 MH17 broke up in mid air and crashed after being hit by an anti aircraft missile while flying over eastern Ukraine 269 All 298 people 283 passengers and 15 crew on board were killed making this the deadliest crash involving the Boeing 777 270 The incident was linked to the ongoing Donbass insurgency in the region 271 272 On the basis of the Dutch Safety Board and the Joint Investigation Team official conclusions of May 2018 the governments of the Netherlands and Australia hold Russia responsible for the deployment of the Buk missile system used in shooting down the airliner from territory held by pro Russian separatists 273 The sixth hull loss occurred on August 3 2016 when a 777 300 crashed while landing and caught fire at Dubai Airport at the end of its flight as Emirates Flight 521 274 The preliminary investigation indicated that the aircraft was attempting a landing during active wind shear conditions The pilots initiated a go around procedure shortly after the wheels touched down onto the runway however the aircraft settled back onto the ground apparently due to late throttle application As the undercarriage was in the process of being retracted the aircraft landed on its rear underbody and engine nacelles resulting in the separation of one engine loss of control and subsequent crash 275 There were no passenger casualties of the 300 people on board however one airport fireman was killed fighting the fire The aircraft s fuselage and right wing were irreparably damaged by the fire 274 276 The seventh hull loss occurred on November 29 2017 when a Singapore Airlines 777 200ER experienced a fire while being towed at Singapore Changi Airport An aircraft technician was the only occupant on board and evacuated safely The aircraft sustained heat damage and was written off 277 Another fire occurred on July 22 2020 to an Ethiopian Airlines 777F while at the cargo area of Shanghai Pudong International Airport The aircraft sustained heat damage and was written off as the eighth hull loss 278 279 On February 20 2021 a 777 200 operating as United Airlines Flight 328 suffered a failure of its starboard engine The cowling and other engine parts fell over a Denver suburb The captain declared an emergency and returned to land at the Denver airport 280 An immediate examination before any formal investigation found that two fan blades had broken off One blade had suffered metal fatigue and may have chipped another blade which also broke off 281 Boeing recommended suspending flights of all 128 operational 777s equipped with Pratt amp Whitney PW4000 engines until they had been inspected Several countries also restricted flights of PW4000 equipped 777s in their territory 281 In 2018 there had been a similar issue on United Airlines Flight 1175 from San Francisco to Hawaii involving another 777 200 equipped with the same engine type 282 Aircraft on display nbsp Boeing 777 200 prototype on display at the Pima Air amp Space MuseumThe first prototype Boeing 777 200 B HNL 283 ex N7771 was retired in mid 2018 amid press reports that it was to be displayed at the Museum of Flight in Seattle although the museum subsequently denied the reports 284 On September 18 2018 Cathay Pacific and Boeing announced that B HNL would be donated to the Pima Air amp Space Museum near Tucson Arizona where it would be placed on permanent display 285 This aircraft which had previously been in regular use by Cathay Pacific between 2000 and 2018 was manufactured in 1994 and was delivered to the airline after spending six years with Boeing 286 287 The forward fuselage section and cockpit of a former Korean Air Boeing 777 200ER HL7531 288 has been installed at the Dongwon Institute of Science and Technology as an educational facility for students that are training in aerospace fields The flight deck and portions of the first class and economy class cabins have been retained whereas the forward cargo hold has been converted into a meeting area The installation was completed in October 2022 289 SpecificationsBoeing 777 specifications Variants Initial 185 Long range 145 Model 777 200 200ER 777 300 777 300ER 777 200LR 777FCockpit crew Two3 class seats 171 305 24F 54J 227Y 368 30F 84J 254Y 365 22F 70J 273Y 301 16F 58J 227Y b 2 class seats 176 313 396 317Exit limit 191 440 550 440 c Length 209 ft 1 in 63 73 m 242 ft 4 in 73 86 m 209 ft 1 in 63 73 m Wingspan 199 ft 11 in 60 93 m 31 6 Wing sweep 290 212 ft 7 in 64 80 m 31 6 Wing sweep 290 Wing area 4 605 sq ft 427 8 m2 290 8 68 AR 4 702 sq ft 436 8 m2 291 9 61 ARTail height 176 60 ft 9 in 18 5 m 60 ft 8 in 18 5 m 61 ft 1 in 18 6 m Fuselage width 20 ft 4 in 6 20 m Cabin width 19 ft 3 in 5 86 m 292 Seats 18 5 in 47 cm at 9 abreast 17 in 43 cm at 10 abreastCargo volume 176 5 330 cu ft 150 9 m3 7 120 cu ft 201 6 m3 d 5 330 cu ft 150 9 m3 e MTOW 545 000 lb 247 200 kg 200ER 656 000 lb 297 550 kg 660 000 lb 299 370 kg 775 000 lb 351 533 kg 766 000 lb 347 452 kg 777F 766 800 lb 347 815 kg OEW 299 550 lb 135 850 kg 200ER 304 500 lb 138 100 kg 353 800 lb 160 530 kg 370 000 lb 167 829 kg 300ERSF 336 000 lb 152 000 kg 293 320 000 lb 145 150 kg 777F 318 300 lb 144 379 kg Fuel capacity 31 000 US gal 117 340 L 207 700 lb 94 240 kg 200ER 300 45 220 US gal 171 171 L 302 270 lb 137 460 kg 47 890 US gal 181 283 L 320 863 lb 145 538 kg Ceiling 191 43 100 ft 13 100 m Speed Max Mach 0 87 Mach 0 89 499 511 kn 924 945 km h 574 587 mph 191 Cruise Mach 0 84 482 kn 892 km h 554 mph Range 176 5 240 nmi 9 700 km 6 030 mi f 171 200ER 7 065 nmi 13 080 km 8 130 mi g 6 030 nmi 11 165 km 6 940 mi h 171 7 370 nmi 13 649 km 8 480 mi i 300ERSF 4 650 nmi 8 610 km 5 350 mi 293 8 555 nmi 15 843 km 9 845 mi j 777F 4 970 nmi 9 200 km 5 720 mi k Takeoff l 8 000 ft 2 440 m 200ER 11 100 ft 3 380 m 10 600 ft 3 230 m 10 000 ft 3 050 m 9 200 ft 2 800 m 777F 9 300 ft 2 830 m Engine 2 PW4000 Trent 800 GE90 PW4000 Trent 800 191 GE90 115B 294 GE90 110B 115B 294 Max thrust 2 77 200 lbf 343 kN 200ER 93 700 lbf 417 kN 98 000 lbf 440 kN 115 300 lbf 513 kN 110 000 115 300 lbf 489 513 kN ICAO designation 168 B772 B773 B77W B77LFor Boeing 777 8 and 9 specifications see Boeing 777X nbsp Diagram of Boeing 777 variants with front cross section side and top views 777 200ER on left 777 300ER on right See also nbsp Aviation portal nbsp United States portalCompetition between Airbus and BoeingAircraft of comparable role configuration and era Airbus A330 Wide body twin engine jet airliner Airbus A340 1991 jet airliner family by AirbusPages displaying wikidata descriptions as a fallback Airbus A350 XWB Family of long range wide body jet airlinersPages displaying short descriptions of redirect targets Boeing 787 Dreamliner Boeing wide body jet airliner introduced in 2011 Ilyushin Il 96 Russian long range wide body airliner McDonnell Douglas MD 11 Wide body airliners developed from the DC 10Related lists List of Boeing 777 operators List of Boeing 777 orders and deliveries List of Boeing customer codes List of commercial jet airliners List of civil aircraftReferencesFootnotes 180 minute ETOPS approval was granted to the General Electric GE90 powered 777 on October 3 1996 and to the Rolls Royce Trent 800 powered 777 on October 10 1996 777F 228 700 lb 103 737 kg 777F 11 300ERSF 28 900 cu ft 819 m3 293 777F 23 051 cu ft 652 7 m3 305 passengers Trents 313 passengers 368 passengers GE90 396 passengers 317 passengers 102 t payload MTOW sea level ISA Citations a b c d Boeing Orders and Deliveries updated monthly The Boeing Company December 31 2023 Retrieved January 9 2024 a b c d e f g h i j k l m n o Boeing 777 Orders and Deliveries updated monthly The Boeing Company July 31 2020 Archived from the original on October 31 2015 Retrieved August 11 2020 a b c d Annual Boeing Orders and Deliveries The Boeing Company April 30 2019 Retrieved May 14 2019 Wells amp Rodrigues 2004 p 146 The 1980s Generation Time August 14 1978 Archived from the original on 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Norris Guy Wagner Mark 2009 Boeing 787 Dreamliner Osceola Wisconsin Zenith Press ISBN 978 0 7603 2815 6 Norris Guy Wagner Mark 1999 Modern Boeing Jetliners Minneapolis Minnesota Zenith Imprint ISBN 0 7603 0717 2 Sabbagh Karl 1995 21st Century Jet The Making of the Boeing 777 New York Scribner ISBN 0 333 59803 2 Wells Alexander T Rodrigues Clarence C 2004 Commercial Aviation Safety New York McGraw Hill Professional ISBN 0 07 141742 7 Yenne Bill 2002 Inside Boeing Building the 777 Minneapolis Minnesota Zenith Press ISBN 0 7603 1251 6 External links nbsp Wikimedia Commons has media related to Boeing 777 Official website nbsp Retrieved from https en wikipedia org w index php title Boeing 777 amp oldid 1196575381 777 300ER, wikipedia, wiki, book, books, library,

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