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Boeing 777

March 05, 2023

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

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. It is the world's largest twinjet.[4][5] The 777 was designed to bridge the gap between Boeing's other wide body airplanes, the twin-engined 767 and quad-engined 747, and to replace older DC-10s and L-1011 trijets. Developed in consultation with eight major airlines, with a first meeting in January 1990, the program was launched in October, 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 customer, United Airlines, in June 1995. Longer range variants were launched in 2000, and were 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
Air France
Cathay Pacific
Produced 1993–present
Number built 1,701 as of January 2023 based on deliveries[1][2][3]
Variants Boeing 777X

It 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 (9,700 to 15,840 km). It is recognizable for its large-diameter turbofan engines, six wheels on each main landing gear, fully circular fuselage cross-section,[6] and a blade-shaped tail cone.[7] It is the first Boeing aircraft with fly-by-wire controls. It initially competed with the Airbus A340 and the McDonnell Douglas MD-11, both now out of production, and as of 2021 competes with the Airbus A350 and A330-900.

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 -200 was followed by the extended-range 777-200ER in 1997; and the 33.25 ft (10.13 m) longer 777-300 in 1998. Those 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.[8] The longer-range 777-300ER, with a MTOW of 700,000–775,000 lb (318–352 t), entered service in 2004, the ultra long-range 777-200LR in 2006, and the 777F freighter in 2009. These long 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.

The 777 has been ordered and delivered more than any other wide-body airliner; as of December 2022, more than 60 customers had placed orders for 2,141 aircraft of all variants, with 1,701 delivered. The most common and successful variant is the 777-300ER with 838 aircraft ordered and 832 delivered.[2] By March 2018, the 777 had become the most produced Boeing wide-body jet, overtaking the Boeing 747.[9] As of 2018, Emirates was the largest operator, with 163 aircraft.[10] As of September 2021, the 777 had been involved in 31 aviation accidents and incidents,[11] including 8 hull losses (5 during flight and 3 on the ground) with 541 fatalities, and 3 hijackings.[12][13]

Development

Background

 
The Boeing 777-100 trijet concept

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.[14] In 1978, Boeing unveiled three new models: the twin-engine Boeing 757 to replace its 727, the twin-engine 767 to challenge the Airbus A300, and a trijet 777 concept to compete with the DC-10 and L-1011.[15][16][17] 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.[18] These regulations allowed twin-engine airliners to make ocean crossings at up to three hours' distance from emergency diversionary airports.[19] Under ETOPS rules, airlines began operating the 767 on long-distance overseas routes that did not require the capacity of larger airliners.[18] The trijet 777 was later dropped, following marketing studies that favored the 757 and 767 variants.[20] Boeing was left with a size and range gap in its product line between the 767-300ER and the 747-400.[21]

By the late 1980s, DC-10 and L-1011 models were approaching retirement age, prompting manufacturers to develop replacement designs.[22] McDonnell Douglas was working on the MD-11, a stretched and upgraded successor of the DC-10,[22] while Airbus was developing its A330 and A340 series.[22] In 1986, Boeing unveiled proposals for an enlarged 767, tentatively named 767-X,[23] to target the replacement market for first-generation wide-bodies such as the DC-10,[19] and to complement existing 767 and 747 models in the company lineup.[24] The initial proposal featured a longer fuselage and larger wings than the existing 767,[23] along with winglets.[25] Later plans expanded the fuselage cross-section but retained the existing 767 flight deck, nose, and other elements.[23]

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.[19] Airline planners' requirements for larger aircraft had become increasingly specific, adding to the heightened competition among aircraft manufacturers.[22] By 1988, Boeing realized that the only answer was a new clean-sheet design, which became the 777 twin-jet.[26] The company opted for the twin-engine configuration given past design successes, projected engine developments, and reduced-cost benefits.[27] On December 8, 1989, Boeing began issuing offers to airlines for the 777.[23]

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.[28][29] The design phase for the new twinjet was different from Boeing's previous commercial jetliners. For the first time, eight major airlines – All Nippon Airways, American Airlines, British Airways, Cathay Pacific, Delta Air Lines, Japan Airlines, Qantas, and United Airlines – had a role in the development.[30] This was a departure from industry practice, where manufacturers typically designed aircraft with minimal customer input.[31] The eight airlines that contributed to the design process became known within Boeing as the "Working Together" group.[30] At the first group meeting in January 1990, a 23-page questionnaire was distributed to the airlines, asking what each wanted in the design.[19] By March 1990, Boeing and the airlines had decided upon a basic design 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.[19] Boeing selected its Everett factory in Washington, home of 747 production, as the 777's final assembly site.[32]

On October 14, 1990, United Airlines became the 777's launch customer when it placed an order for 34 Pratt & Whitney-powered aircraft valued at US$11 billion with options on an additional 34.[33][34] The development phase coincided with United's replacement program for its aging DC-10s.[35] United 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.[35] ETOPS certification was also a priority for United,[36] given the overwater portion of United's Hawaii routes.[33] In January 1993, a team of United developers joined other airline teams and Boeing designers at the Everett factory.[37] The 240 design teams, with up to 40 members each, addressed almost 1,500 design issues with individual aircraft components.[38] 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,[19] along with higher operating weight options.[39]

The 777 was the first commercial aircraft designed entirely by computer.[24][33][40] Each design drawing was created on a three-dimensional CAD software system known as CATIA, sourced from Dassault Systemes and IBM.[41] This lets engineers assemble a virtual aircraft, in simulation, to check for interference and verify that the thousands of parts fit properly—thus reducing costly rework.[42] 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.[43] 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.[44] The 777 "was completed with such precision that it was the first Boeing jet that didn't need its kinks worked out on an expensive physical mock-up plane", which contrasted sharply with the development of Boeing's next new airliner, the 787.[45] The program cost was US$5 billion.[46]

Into production and testing

The production process included substantial international content, an unprecedented level of global subcontracting for a Boeing jetliner,[47] later exceeded by the 787.[48] International contributors included Mitsubishi Heavy Industries and Kawasaki Heavy Industries (fuselage panels),[49] Fuji Heavy Industries, Ltd. (center wing section),[49] Hawker de Havilland (elevators), and Aerospace Technologies of Australia (rudder).[50] 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.[47] The initial 777-200 model was launched with propulsion options from three manufacturers, General Electric, Pratt & Whitney, and Rolls-Royce,[51] giving the airlines their choice of engines from competing firms.[52] 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.[51]

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

To accommodate production of its new airliner, Boeing doubled the size of the Everett factory at the cost of nearly US$1.5 billion[33] to provide space for two new assembly lines.[35] New production methods were developed, including a turn machine that could rotate fuselage subassemblies 180 degrees, giving workers access to upper body sections.[41] Major assembly of the first aircraft began on January 4, 1993.[53] By the start of production, the program had amassed 118 firm orders, with options for 95 more from 10 airlines.[54] Total investment in the program was estimated at over US$4 billion from Boeing, with an additional US$2 billion from suppliers.[55]

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

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.[56] The first flight took place on June 12, 1994,[57] under the command of chief test pilot John E. Cashman.[58] This marked the start of an 11-month flight test program that was more extensive than testing for any previous Boeing model.[59] Nine aircraft fitted with General Electric, Pratt & Whitney, and Rolls-Royce engines[57] were flight tested at locations ranging from the desert airfield at Edwards Air Force Base in California[60] to frigid conditions in Alaska, mainly Fairbanks International Airport.[61] To satisfy ETOPS requirements, eight 180-minute single-engine test flights were performed.[62] 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.[63] 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.[57]

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 777 to United Airlines on May 15, 1995.[64][65] 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.[66] The first commercial flight took place on June 7, 1995, from London Heathrow Airport to Dulles International Airport near Washington, D.C.[67] Longer ETOPS clearance of 207 minutes was approved in October 1996.[68]

On November 12, 1995, Boeing delivered the first model with General Electric GE90-77B engines to British Airways,[69] which entered service five days later.[70] Initial service was affected by gearbox bearing wear issues, which caused British Airways to temporarily withdraw its 777 fleet from transatlantic service in 1997,[70] returning to full service later that year.[60] General Electric subsequently announced engine upgrades.[60]

The first Rolls-Royce Trent 877-powered aircraft was delivered to Thai Airways International on March 31, 1996,[69] completing the introduction of the three powerplants initially developed for the airliner.[71] Each engine-aircraft combination had secured ETOPS-180 certification from the point of entry into service.[72] By June 1997, orders for the 777 numbered 323 from 25 airlines, including satisfied launch customers that had ordered additional aircraft.[57] Operations performance data established the consistent capabilities of the twinjet over long-haul transoceanic routes, leading to additional sales.[73] By 1998, the 777 fleet had approached 900,000 flight hours.[74] 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.[75][76][77][78]

Initial derivatives

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

After the original model, Boeing developed an increased gross weight variant of the 777-200 with greater range and payload capability.[79] Initially named 777-200IGW,[80] the 777-200ER first flew on October 7, 1996,[81] received FAA and JAA certification on January 17, 1997,[82] and entered service with British Airways on February 9, 1997.[82] Offering greater long-haul performance, the variant became the most widely ordered version of the aircraft through the early 2000s.[79] 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.[74]

Following the introduction of the -200ER, Boeing turned its attention to a stretched version of the airliner. On October 16, 1997, the 777-300 made its first flight.[81] 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.[83] The -300 was awarded type certification simultaneously from the FAA and JAA on May 4, 1998,[84] and entered service with launch customer Cathay Pacific on May 27, 1998.[81][85]

The first generation of Boeing 777 models, the -200, -200ER, and -300 have since been known collectively as Boeing 777 Classics.[8]

Second generation models

 
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.[86] Early plans centered on a 777-100X proposal,[87] a shortened variant of the -200 with reduced weight and increased range,[87] similar to the 747SP.[88] However, the -100X would have carried fewer passengers than the -200 while having similar operating costs, leading to a higher cost per seat.[87][88] By the late 1990s, design plans shifted to longer-range versions of existing models.[87]

In March 1997, the Boeing board approved the 777-200X/300X specifications: 298 passengers in three classes over 8,600 nmi (15,900 km) for the 200X and 6,600 nmi (12,200 km) 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.[89] 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.[89] 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.[89] Rolls-Royce was also studying a Trent 8102 over 445 kN (100,000 lbf).[90] 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.[91] 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).[92]

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,[52] while Rolls-Royce proposed developing the Trent 8104 engine.[93] In 1999, Boeing announced an agreement with General Electric, beating out rival proposals.[52] Under the deal with General Electric, Boeing agreed to only offer GE90 engines on new 777 versions.[52]

On February 29, 2000, Boeing launched its next-generation twinjet program,[94] initially called 777-X,[86] and began issuing offers to airlines.[79] Development was slowed by an industry downturn during the early 2000s.[81] The first model to emerge from the program, the 777-300ER, was launched with an order for ten aircraft from Air France,[95] along with additional commitments.[79] 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.[96] The first delivery to Air France took place on April 29, 2004.[81] The -300ER, which combined the -300's added capacity with the -200ER's range, became the top-selling 777 variant in the late 2000s,[97] benefitting as airlines replaced comparable four-engine models with twinjets for their lower operating costs.[98]

The second long-range model, the 777-200LR, rolled out on February 15, 2005, and completed its first flight on March 8, 2005.[81] The -200LR was certified by both the FAA and EASA on February 2, 2006,[99] and the first delivery to Pakistan International Airlines occurred on February 26, 2006.[100] 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) eastward from Hong Kong to London.[101] Lasting 22 hours and 42 minutes, the flight surpassed the -200LR's standard design range and was logged in the Guinness World Records.[102]

The production freighter model, the 777F, rolled out on May 23, 2008.[103] The maiden flight of the 777F, which used the structural design and engine specifications of the -200LR[104] along with fuel tanks derived from the -300ER, occurred on July 14, 2008.[105] FAA and EASA type certification for the freighter was received on February 6, 2009,[106] and the first delivery to launch customer Air France took place on February 19, 2009.[107][108]

Production developments

Initially second to the 747 as Boeing's most profitable jetliner,[109] the 777 became the company's most lucrative model in the 2000s.[110] Program sales accounted for an estimated US$400 million of Boeing's pretax earnings in 2000, US$50 million more than the 747.[109] By 2004, the airliner accounted for the bulk of wide-body revenues for Boeing Commercial Airplanes.[111] In 2007, orders for second-generation 777 models approached 350 aircraft,[112] and in November of that year, Boeing announced that all production slots were sold out to 2012.[98] The program backlog of 356 orders was valued at US$95 billion at list prices in 2008.[113]

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.[114] Complete assembly of each 777-300ER requires 49 days.[115] The smaller Boeing 787 Dreamliner, the first stage of a replacement aircraft initiative called the Boeing Yellowstone Project,[116] entered service in 2011. Reportedly, the 777 could eventually be replaced by a new aircraft family, Yellowstone 3, which would draw upon technologies from the 787.[112] In November 2011, assembly began on the 1,000th 777, a -300ER model for Emirates,[115] which was rolled out in March 2012.[117]

By the late 2000s, the 777 was facing increased potential competition from Airbus' planned A350 XWB and internally from proposed 787 variants,[112] both airliners that offer fuel efficiency improvements. As a consequence, the 777-300ER received an engine and aerodynamics improvement package for reduced drag and weight.[118] 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.[118] More changes were targeted for late 2012, including possible extension of the wingspan,[118] along with other major changes, including a composite wing, new powerplant, and different fuselage lengths.[118][119][120] Emirates was reportedly working closely with Boeing on the project, in conjunction with being a potential launch customer for new 777 versions.[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]

777X

 
The improved and updated Boeing 777-9X was rolled out on March 13, 2019
Main article: Boeing 777X

In November 2013, with orders and commitments totaling 259 aircraft from Lufthansa, Emirates, Qatar Airways, and Etihad Airways, Boeing formally launched the 777X program, the third generation of the 777 (not to be confused with the 777-X variants, the -200LR and -300ER, which are the second generation of the aircraft), with two models: the 777-8 and 777-9.[123] 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), whereas the 777-8 is slated to seat approximately 350 passengers and have a range of over 9,300 nmi (17,200 km).[123] 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, the 777-9, was projected to enter service in 2020 at the time of the program announcement. 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.[124][125]

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.[126] By February 2015, the backlog of undelivered 777s totaled 278 aircraft, representing just under three years of current production at 8.3 aircraft per month,[127] 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 created by a lack of new orders.[128] In 2018, assembling test 777-9 aircraft was expected to lower output to an effective rate of 5.5 per month.[129] Boeing was expected to drop 777 production to five per month in August 2017.[130]

Due to the impact of the COVID-19 pandemic on aviation, demand for new jets was reduced in 2020 and Boeing cut its monthly production from five to two 777s.[131]

Updates and improvements

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

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.[132]

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%.[133]

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.[134] The roll-out of the prototype 777X, a 777-9 model, occurred on March 13, 2019.[135]

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.[136] The -200ER is the only Classic variant listed.

Design

 
The engines (Trent 800) and extended slats, flaps, and landing gear of an American Airlines Boeing 777-200ER
 
Front view of an Emirates 777-300ER, showing fuselage profile, wing dihedral, and GE90 engines

Boeing introduced a number of advanced technologies with the 777 design, including fully digital fly-by-wire controls,[137] fully software-configurable avionics, Honeywell LCD glass cockpit flight displays,[138] and the first use of a fiber optic avionics network on a commercial airliner.[139] Boeing made use of work done on the cancelled Boeing 7J7 regional jet,[140] which utilized similar versions of the chosen technologies.[140] In 2003, Boeing began offering the option of cockpit electronic flight bag computer displays.[141] In 2013, Boeing announced that the upgraded 777X models would incorporate airframe, systems, and interior technologies from the 787.[142]

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.[137] Along with traditional yoke and rudder controls, the cockpit features a simplified layout that retains similarities to previous Boeing models.[143] 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.[137] This system can be overridden by the pilot if deemed necessary.[137] The fly-by-wire system is supplemented by mechanical backup.[144]

Airframe and systems

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

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).[145] 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.[57] 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.[146] This capacity allows the 777-200LR to operate ultra-long-distance, trans-polar routes such as Toronto to Hong Kong.[147] 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.[142]

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.[148] 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.[142] These smaller folding wingtips are less complex than those proposed for earlier 777s, and internally only affect the wiring needed for wingtip lights.[142]

 
The six-wheel undercarriage of a Boeing 777

The airframe incorporates the use of composite materials, which comprise nine percent of its original structural weight (all models outside the 777-8 and 777-9).[149] Elements made from composite material include the cabin floor and rudder. The main fuselage cross-section is circular[150] and tapers rearward into a blade-shaped tail cone with a port-facing auxiliary power unit.[7] The aircraft also features the largest landing gear and the biggest tires ever used in a commercial jetliner.[151] 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.[152] The aircraft has triple redundant hydraulic systems with only one system required for landing.[153] A ram air turbine—a small retractable device which can provide emergency power—is also fitted in the wing root fairing.[154]

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.[70] Seating options range from four[155] to six–abreast in first class up to ten–abreast in economy.[156] 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).[157] 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.[156] Several aircraft have also been fitted with VIP interiors for non-airline use.[158] Boeing designed a hydraulically damped toilet seat cover hinge that closes slowly.[159]

In 2003, Boeing introduced overhead crew rests as an option on the 777.[160] 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.[160] 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.[161][162] 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.[163] 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.[142] Further details released in 2014 included re-sculpted cabin sidewalls for greater interior room, noise-dampening technology, and higher cabin humidity.[164]

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.[165] Competing on similar French overseas departments destinations, Air Caraïbes has 389 seats on the A350-900 and 429 on the -1000.[165] 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.[165]

Variants

Boeing uses two characteristics – fuselage length and range – to define its 777 models.[21][166] 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.[167] The A-market would be covered by a 4,200 nmi (7,800 km) 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) 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) C-market with 400 kN (90,000 lbf) engines.[168]

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".[169] 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".[170] Designations may append a range identifier like "B77W" for the 777-300ER by the ICAO,[170] "77W" for the IATA,[169] though the -200ER is a company marketing designation and not certificated as such. Other notations include "773ER"[171] and "773B" for the -300ER.[172]

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.[81] 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) with 305 passengers in a three-class configuration.[173] The -200 was primarily aimed at U.S. domestic airlines,[21] 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.[10] The competing Airbus aircraft was the A330-300.[174]

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).[175][176] As of 2019, Boeing no longer markets the -200, as indicated by its removal from the manufacturer's price listings for 777 variants.[136]

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.[80] With a 658,000 lb (298 t) MTOW and 93,700 lbf (417 kN) engines, it has a 7,065 nmi (13,084 km) range.[177] It was delivered first to British Airways on February 6, 1997.[81] 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.[10] It competed with the A340-300.[178] Boeing proposes the 787-10 to replace it.[179] 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.[180]

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.[181] Singapore Airlines ordered over half of its -200ERs de-rated.[181][182]

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.[183][184] Boeing nicknamed it Worldliner as it can connect almost any two airports in the world,[101] although it is still subject to ETOPS restrictions.[185] It holds the world record for the longest nonstop flight by a commercial airliner.[101] It has a maximum design range of 8,555 nautical miles (15,844 km) as of 2017.[177] The -200LR was intended for ultra long-haul routes such as Los Angeles to Singapore.[86]

Developed alongside the -300ER, the -200LR features an increased MTOW and three optional auxiliary fuel tanks in the rear cargo hold.[183] Other new features include extended raked wingtips, redesigned main landing gear, and additional structural strengthening.[183] As with the -300ER and 777F, the -200LR is equipped with wingtip extensions of 12.8 ft (3.90 m).[183] The -200LR is powered by GE90-110B1 or GE90-115B turbofans.[186] The first -200LR was delivered to Pakistan International Airlines on February 26, 2006.[100][187] Twelve different -200LR customers took delivery of 61 aircraft.[188] Airlines operated 50 of the -200LR variant as of 2018.[10] Emirates is the largest operator of the LR variant with 10 aircraft.[189] The closest competing aircraft from Airbus are the discontinued A340-500HGW[183] and the current A350-900ULR.[190]

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.[191] 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.[191]

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.[191] 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.[191]

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) with 368 passengers in three-class.[173] 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[192]),[2] with 48 in airline service as of 2018.[10] The last -300 was delivered in 2006 while the longer-range -300ER started deliveries in 2004.[2]

777-300ER

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

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) with 396 passengers in a two-class seating arrangement.[177] The 777-300ER features raked and extended wingtips, a strengthened fuselage and wings and a modified main landing gear.[193] Its wings have an aspect ratio of 9.0.[194] 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).[195]

Following flight testing, aerodynamic refinements have reduced fuel burn by an additional 1.4%.[97][196] 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).[197] 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).[198]

Since its launch, the -300ER has been a primary driver of the twinjet's sales past the rival A330/340 series.[199] Its direct competitors have included the Airbus A340-600 and the A350-1000.[112] Using two engines produces a typical operating cost advantage of around 8–9% for the -300ER over the A340-600.[200] Several airlines have acquired the -300ER as a 747-400 replacement amid rising fuel prices given its 20% fuel burn advantage.[98] 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.[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 Boeing 777-300ERs were in service.[10] As of 2019, -300ER deliveries to 45 different customers totalled 810, with 34 unfilled orders.[2] At its peak, a new 777-300ER was valued US$150 million, falling to US$17 million in 2019.[203]

777 Freighter

 
A 777F of FedEx Express, the largest operator

The 777 Freighter (777F) is an all-cargo version of the twinjet, and shares features with the -200LR; these include its airframe, engines,[204] and fuel capacity.[146] 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) or 4,970 nmi (9,200 km) at its max structural payload.[205]

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.[206] As the aircraft promises improved operating economics compared to older freighters,[98] 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.[104][207]

The first 777F was delivered to Air France on February 19, 2009.[107] 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.[10]

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).[208] 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.[209]

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.[210] 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.[210] New-build 777-300ER may maintain the delivery rate at five per month, to bridge the production gap until the 777X is delivered.[211] 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.[212]

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.[212] In June 2020, IAI received the first 777-300ER to be converted, from GECAS.[213] 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.[213] IAI should receive the first aircraft in December 2020 while certification and service entry was scheduled for late 2022.[212]

The converted aircraft has a maximum payload of 224,000 lb (101.6 t), a range of 4,500 nmi (8,300 km) and shares the door aperture and aft position of the 777F.[212] 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.[212] 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.[213]

777X

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

The 777X is to feature new GE9X engines and new composite wings with folding wingtips.[123] It was launched in November 2013 with two variants: the 777-8 and the 777-9.[123] The 777-8 provides seating for 384 passengers and has a range of 8,730 nmi (16,170 km) while the 777-9 has seating for 426 passengers and a range of over 7,285 nmi (13,500 km).[214]

The 777-9 first flew on January 25, 2020, with deliveries initially forecast for 2022 and later delayed to 2023.[214][215][216] A longer 777-10X, 777X Freighter, and 777X BBJ variants have also been proposed.[217]

Government and corporate

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.[218][219] The aircraft are fitted with private jet cabins by third party contractors,[218] and completion may take 3 years.[220]
  • 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.[221][222][223] 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.[224] 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.[225]
  • 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.[226] 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.[227] Besides VIP transport, the 777s are also intended for use in emergency relief missions.[226]
  • 777s are serving or have served as official government transports for nations including Gabon (VIP-configured 777-200ER),[228] Turkmenistan (VIP-configured 777-200LR)[229] and the United Arab Emirates (VIP-configured 777-200ER and 777-300ER operated by Abu Dhabi Amiri Flight).[219] Prior to returning to power as Prime Minister of Lebanon, Rafic Hariri acquired a 777-200ER as an official transport.[230] India's government purchased two Air India 777-300ERs and converted them for VVIP transport; they entered service in 2021 replacing its 747s.[231][232]
  • 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.[233] 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).[233] Ultimately, the air force decided against the 777, and selected the Boeing 747-8 to become the next presidential aircraft.[234]

Experimental

Main article: ecoDemonstrator
 
The 2022 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.[235]

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 2022. The first of these, a 777F in 2018, performed the world's first commercial airliner flights using 100% sustainable aviation fuel (SAF).[236] In 2022, the testbed is a 777-200ER which is to operate in the role until 2024.[237]

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

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,[10] and is the only customer to have operated all 777 variants produced, including the -200, -200ER, -200LR, -300, -300ER, and 777F.[2][238] 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.[117]

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.[10]

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.[8] 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.[8]

Orders and deliveries

Main article: List of Boeing 777 orders and deliveries

The 777 surpassed 2,000 orders by the end of 2018.[239]

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 838 832 6
777F 319 238 81
777X 353 – 353
Total 2,141 1,701 440

Orders and deliveries through January 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 – 2,141
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 – 238
777X – – – – – – – – – –
All 98 99 74 48 45 26 24 24 – 1,701
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 January 31, 2023[1][2] and deliveries[3]

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

 Orders

 Deliveries

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

Aircraft on display

 
Boeing 777-200 prototype on display at the Pima Air & Space Museum
  • The first prototype Boeing 777-200, B-HNL[240] (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.[241] 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.[242] 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.[243][244]
  • The forward fuselage section and cockpit of a former Korean Air Boeing 777-200ER, HL7531,[245] 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.[246]

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.[247][248]

As of August 2022, the 777 had been involved in 31 aviation accidents and incidents,[11] including a total of eight hull losses (five in-flight and three on-ground incidents), resulting in 541 fatalities along with three hijackings.[12][13] 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.[249] 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.[249][250]

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.[251][252] The accident was attributed to ice crystals suspended in the aircraft's fuel clogging the fuel-oil heat exchanger (FOHE).[248][253] Two other minor momentary losses of thrust with Trent 895 engines occurred later in 2008.[254][247] Investigators found these were also caused by ice in the fuel clogging the FOHE. As a result, the heat exchanger was redesigned.[248][255]

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.[256] The aircraft was evacuated with no injuries,[256] and airport fire teams extinguished the fire.[257] The aircraft sustained structural, heat and smoke damage, and was written off.[256][257] Investigators focused on a possible short circuit between an electrical cable and a supply hose in the cockpit crew oxygen system.[256]

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.[258] A third passenger died six days later as a result of injuries sustained during the crash.[259] These were the first fatalities in a crash involving a 777 since its entry into service in 1995.[260][259][261] 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.[262][263][264]

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.[265][266] 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.[267][268] The cause remains unknown, but the Malaysian Government in January 2015, declared it an accident.[269][270] 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.[271][272] On July 29, 2015, an item later identified as a flaperon from the still missing aircraft[273] was found on the island of Réunion in the western Indian Ocean, consistent with having drifted from the main search area.[274]

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.[275] All 298 people (283 passengers and 15 crew) on board were killed, making this the deadliest crash involving the Boeing 777.[276] The incident was linked to the ongoing Donbass insurgency in the region.[277][278] 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.[279]

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.[280] 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.[281] 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.[280][282]

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.[283] 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.[284][285]

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.[286] 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.[287] 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.[287] 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.[288]

Specifications

Boeing 777 specifications
Variants Initial[186] Long-range[146]
Model 777-200/200ER 777-300 777-300ER 777-200LR/777F
Crew Two (cockpit)
3-class seats[173] 305 (24F/54J/227Y) 368 (30F/84J/254Y) 365 (22F/70J/273Y) 301 (16F/58J/227Y)[a]
2-class seats[177] 313 396 317
Exit limit[192] 440 550 440[b]
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[289] 212 ft 7 in / 64.80 m, 31.6° Wing sweep[289]
Wing area 4,605 sq ft (427.8 m2),[289] 8.68 AR 4,702 sq ft (436.8 m2),[290] 9.61 AR
Tail height[177] 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 231 in / 5.86 m,[291] Seats: 18.5 in / 47 cm at 9 abreast, 17 in / 43 cm at 10 abreast
Cargo volume[177] 5,330 ft³ / 150.9 m³ 7,120 ft³ / 201.6 m³[c] 5,330 ft³ / 150.9 m³[d]
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 t)[292]		 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[192] 43,100 ft (13,100 m)
Speed Max. Mach 0.87 – Mach 0.89 (499–511 kn; 924–945 km/h),[192] Cruise Mach 0.84 (482 kn; 892 km/h)
Range[177] 5,240 nmi / 9,700 km[e][173]
200ER: 7,065 nmi / 13,080 km[f]		 6,030 nmi / 11,165 km[g][173] 7,370 nmi / 13,649 km[h]
300ERSF: 4,650 nmi (8,610 km)[292]		 8,555 nmi / 15,843 km[i]
777F: 4,970 nmi (9,200 km)[j]
Takeoff[k] 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 2× PW4000 / Trent 800[192] 2× GE90-115B[293] 2× GE90-110B/-115B[293]
Max thrust 2× 77,200 lbf (343 kN)
200ER: 2× 93,700 lbf (417 kN) 		2× 98,000 lbf (440 kN) 2× 115,300 lbf (513 kN) 2× 110,000–115,300 lbf
489–513 kN
ICAO designation[170] 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

Related lists

References

Footnotes

  1. ^ 777F: 228,700 lb / 103,737 kg
  2. ^ 777F: 11
  3. ^ 300ERSF: 28,900 cu ft (819 m3)[292]
  4. ^ 777F: 23,051 ft³ / 652.7 m³
  5. ^ 305 passengers, Trents
  6. ^ 313 passengers
  7. ^ 368 passengers, GE90
  8. ^ 396 passengers
  9. ^ 317 passengers
  10. ^ 102 t payload
  11. ^ MTOW, sea level, ISA

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External links

 
Wikimedia Commons has media related to Boeing 777.
  • Official website  

March 05, 2023
boeing, triple, b777, redirect, here, road, scotland, b777, road, other, uses, commonly, referred, triple, seven, american, long, range, wide, body, airliner, developed, manufactured, boeing, commercial, airplanes, world, largest, twinjet, designed, bridge, be. Triple 7 and B777 redirect here For the road in Scotland see B777 road For other uses see 777 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 It is the world s largest twinjet 4 5 The 777 was designed to bridge the gap between Boeing s other wide body airplanes the twin engined 767 and quad engined 747 and to replace older DC 10s and L 1011 trijets Developed in consultation with eight major airlines with a first meeting in January 1990 the program was launched in October 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 customer United Airlines in June 1995 Longer range variants were launched in 2000 and were 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 Air France Cathay PacificProduced 1993 presentNumber built 1 701 as of January 2023 update based on deliveries 1 2 3 Variants Boeing 777XIt 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 9 700 to 15 840 km It is recognizable for its large diameter turbofan engines six wheels on each main landing gear fully circular fuselage cross section 6 and a blade shaped tail cone 7 It is the first Boeing aircraft with fly by wire controls It initially competed with the Airbus A340 and the McDonnell Douglas MD 11 both now out of production and as of 2021 update competes with the Airbus A350 and A330 900 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 200 was followed by the extended range 777 200ER in 1997 and the 33 25 ft 10 13 m longer 777 300 in 1998 Those 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 8 The longer range 777 300ER with a MTOW of 700 000 775 000 lb 318 352 t entered service in 2004 the ultra long range 777 200LR in 2006 and the 777F freighter in 2009 These long 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 The 777 has been ordered and delivered more than any other wide body airliner as of December 2022 update more than 60 customers had placed orders for 2 141 aircraft of all variants with 1 701 delivered The most common and successful variant is the 777 300ER with 838 aircraft ordered and 832 delivered 2 By March 2018 the 777 had become the most produced Boeing wide body jet overtaking the Boeing 747 9 As of 2018 update Emirates was the largest operator with 163 aircraft 10 As of September 2021 update the 777 had been involved in 31 aviation accidents and incidents 11 including 8 hull losses 5 during flight and 3 on the ground with 541 fatalities and 3 hijackings 12 13 Contents 1 Development 1 1 Background 1 2 Design effort 1 3 Into production and testing 1 4 Entry into service 1 5 Initial derivatives 1 6 Second generation models 1 7 Production developments 1 8 777X 1 9 Updates and improvements 2 Design 2 1 Fly by wire 2 2 Airframe and systems 2 3 Interior 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 Aircraft on display 6 Accidents and incidents 7 Specifications 8 See also 9 References 9 1 Footnotes 9 2 Citations 9 3 Bibliography 10 External linksDevelopment EditBackground Edit The Boeing 777 100 trijet concept 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 14 In 1978 Boeing unveiled three new models the twin engine Boeing 757 to replace its 727 the twin engine 767 to challenge the Airbus A300 and a trijet 777 concept to compete with the DC 10 and L 1011 15 16 17 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 18 These regulations allowed twin engine airliners to make ocean crossings at up to three hours distance from emergency diversionary airports 19 Under ETOPS rules airlines began operating the 767 on long distance overseas routes that did not require the capacity of larger airliners 18 The trijet 777 was later dropped following marketing studies that favored the 757 and 767 variants 20 Boeing was left with a size and range gap in its product line between the 767 300ER and the 747 400 21 By the late 1980s DC 10 and L 1011 models were approaching retirement age prompting manufacturers to develop replacement designs 22 McDonnell Douglas was working on the MD 11 a stretched and upgraded successor of the DC 10 22 while Airbus was developing its A330 and A340 series 22 In 1986 Boeing unveiled proposals for an enlarged 767 tentatively named 767 X 23 to target the replacement market for first generation wide bodies such as the DC 10 19 and to complement existing 767 and 747 models in the company lineup 24 The initial proposal featured a longer fuselage and larger wings than the existing 767 23 along with winglets 25 Later plans expanded the fuselage cross section but retained the existing 767 flight deck nose and other elements 23 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 19 Airline planners requirements for larger aircraft had become increasingly specific adding to the heightened competition among aircraft manufacturers 22 By 1988 Boeing realized that the only answer was a new clean sheet design which became the 777 twin jet 26 The company opted for the twin engine configuration given past design successes projected engine developments and reduced cost benefits 27 On December 8 1989 Boeing began issuing offers to airlines for the 777 23 Design effort Edit 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 28 29 The design phase for the new twinjet was different from Boeing s previous commercial jetliners For the first time eight major airlines All Nippon Airways American Airlines British Airways Cathay Pacific Delta Air Lines Japan Airlines Qantas and United Airlines had a role in the development 30 This was a departure from industry practice where manufacturers typically designed aircraft with minimal customer input 31 The eight airlines that contributed to the design process became known within Boeing as the Working Together group 30 At the first group meeting in January 1990 a 23 page questionnaire was distributed to the airlines asking what each wanted in the design 19 By March 1990 Boeing and the airlines had decided upon a basic design 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 19 Boeing selected its Everett factory in Washington home of 747 production as the 777 s final assembly site 32 On October 14 1990 United Airlines became the 777 s launch customer when it placed an order for 34 Pratt amp Whitney powered aircraft valued at US 11 billion with options on an additional 34 33 34 The development phase coincided with United s replacement program for its aging DC 10s 35 United 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 35 ETOPS certification was also a priority for United 36 given the overwater portion of United s Hawaii routes 33 In January 1993 a team of United developers joined other airline teams and Boeing designers at the Everett factory 37 The 240 design teams with up to 40 members each addressed almost 1 500 design issues with individual aircraft components 38 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 19 along with higher operating weight options 39 The 777 was the first commercial aircraft designed entirely by computer 24 33 40 Each design drawing was created on a three dimensional CAD software system known as CATIA sourced from Dassault Systemes and IBM 41 This lets engineers assemble a virtual aircraft in simulation to check for interference and verify that the thousands of parts fit properly thus reducing costly rework 42 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 43 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 44 The 777 was completed with such precision that it was the first Boeing jet that didn t need its kinks worked out on an expensive physical mock up plane which contrasted sharply with the development of Boeing s next new airliner the 787 45 The program cost was US 5 billion 46 Into production and testing Edit The production process included substantial international content an unprecedented level of global subcontracting for a Boeing jetliner 47 later exceeded by the 787 48 International contributors included Mitsubishi Heavy Industries and Kawasaki Heavy Industries fuselage panels 49 Fuji Heavy Industries Ltd center wing section 49 Hawker de Havilland elevators and Aerospace Technologies of Australia rudder 50 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 47 The initial 777 200 model was launched with propulsion options from three manufacturers General Electric Pratt amp Whitney and Rolls Royce 51 giving the airlines their choice of engines from competing firms 52 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 51 Pratt amp Whitney PW4000 Rolls Royce Trent 800 General Electric GE90 94B with its thrust reverser deployed To accommodate production of its new airliner Boeing doubled the size of the Everett factory at the cost of nearly US 1 5 billion 33 to provide space for two new assembly lines 35 New production methods were developed including a turn machine that could rotate fuselage subassemblies 180 degrees giving workers access to upper body sections 41 Major assembly of the first aircraft began on January 4 1993 53 By the start of production the program had amassed 118 firm orders with options for 95 more from 10 airlines 54 Total investment in the program was estimated at over US 4 billion from Boeing with an additional US 2 billion from suppliers 55 The 777 made its maiden flight on June 12 1994 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 56 The first flight took place on June 12 1994 57 under the command of chief test pilot John E Cashman 58 This marked the start of an 11 month flight test program that was more extensive than testing for any previous Boeing model 59 Nine aircraft fitted with General Electric Pratt amp Whitney and Rolls Royce engines 57 were flight tested at locations ranging from the desert airfield at Edwards Air Force Base in California 60 to frigid conditions in Alaska mainly Fairbanks International Airport 61 To satisfy ETOPS requirements eight 180 minute single engine test flights were performed 62 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 63 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 57 Entry into service Edit 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 777 to United Airlines on May 15 1995 64 65 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 66 The first commercial flight took place on June 7 1995 from London Heathrow Airport to Dulles International Airport near Washington D C 67 Longer ETOPS clearance of 207 minutes was approved in October 1996 68 On November 12 1995 Boeing delivered the first model with General Electric GE90 77B engines to British Airways 69 which entered service five days later 70 Initial service was affected by gearbox bearing wear issues which caused British Airways to temporarily withdraw its 777 fleet from transatlantic service in 1997 70 returning to full service later that year 60 General Electric subsequently announced engine upgrades 60 The first Rolls Royce Trent 877 powered aircraft was delivered to Thai Airways International on March 31 1996 69 completing the introduction of the three powerplants initially developed for the airliner 71 Each engine aircraft combination had secured ETOPS 180 certification from the point of entry into service 72 By June 1997 orders for the 777 numbered 323 from 25 airlines including satisfied launch customers that had ordered additional aircraft 57 Operations performance data established the consistent capabilities of the twinjet over long haul transoceanic routes leading to additional sales 73 By 1998 the 777 fleet had approached 900 000 flight hours 74 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 75 76 77 78 Initial derivatives Edit Cathay Pacific introduced the stretched 300 variant on May 27 1998 After the original model Boeing developed an increased gross weight variant of the 777 200 with greater range and payload capability 79 Initially named 777 200IGW 80 the 777 200ER first flew on October 7 1996 81 received FAA and JAA certification on January 17 1997 82 and entered service with British Airways on February 9 1997 82 Offering greater long haul performance the variant became the most widely ordered version of the aircraft through the early 2000s 79 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 74 Following the introduction of the 200ER Boeing turned its attention to a stretched version of the airliner On October 16 1997 the 777 300 made its first flight 81 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 83 The 300 was awarded type certification simultaneously from the FAA and JAA on May 4 1998 84 and entered service with launch customer Cathay Pacific on May 27 1998 81 85 The first generation of Boeing 777 models the 200 200ER and 300 have since been known collectively as Boeing 777 Classics 8 Second generation models Edit 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 86 Early plans centered on a 777 100X proposal 87 a shortened variant of the 200 with reduced weight and increased range 87 similar to the 747SP 88 However the 100X would have carried fewer passengers than the 200 while having similar operating costs leading to a higher cost per seat 87 88 By the late 1990s design plans shifted to longer range versions of existing models 87 In March 1997 the Boeing board approved the 777 200X 300X specifications 298 passengers in three classes over 8 600 nmi 15 900 km for the 200X and 6 600 nmi 12 200 km 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 89 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 89 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 89 Rolls Royce was also studying a Trent 8102 over 445 kN 100 000 lbf 90 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 91 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 92 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 52 while Rolls Royce proposed developing the Trent 8104 engine 93 In 1999 Boeing announced an agreement with General Electric beating out rival proposals 52 Under the deal with General Electric Boeing agreed to only offer GE90 engines on new 777 versions 52 On February 29 2000 Boeing launched its next generation twinjet program 94 initially called 777 X 86 and began issuing offers to airlines 79 Development was slowed by an industry downturn during the early 2000s 81 The first model to emerge from the program the 777 300ER was launched with an order for ten aircraft from Air France 95 along with additional commitments 79 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 96 The first delivery to Air France took place on April 29 2004 81 The 300ER which combined the 300 s added capacity with the 200ER s range became the top selling 777 variant in the late 2000s 97 benefitting as airlines replaced comparable four engine models with twinjets for their lower operating costs 98 The second long range model the 777 200LR rolled out on February 15 2005 and completed its first flight on March 8 2005 81 The 200LR was certified by both the FAA and EASA on February 2 2006 99 and the first delivery to Pakistan International Airlines occurred on February 26 2006 100 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 eastward from Hong Kong to London 101 Lasting 22 hours and 42 minutes the flight surpassed the 200LR s standard design range and was logged in the Guinness World Records 102 The production freighter model the 777F rolled out on May 23 2008 103 The maiden flight of the 777F which used the structural design and engine specifications of the 200LR 104 along with fuel tanks derived from the 300ER occurred on July 14 2008 105 FAA and EASA type certification for the freighter was received on February 6 2009 106 and the first delivery to launch customer Air France took place on February 19 2009 107 108 Production developments Edit Initially second to the 747 as Boeing s most profitable jetliner 109 the 777 became the company s most lucrative model in the 2000s 110 Program sales accounted for an estimated US 400 million of Boeing s pretax earnings in 2000 US 50 million more than the 747 109 By 2004 the airliner accounted for the bulk of wide body revenues for Boeing Commercial Airplanes 111 In 2007 orders for second generation 777 models approached 350 aircraft 112 and in November of that year Boeing announced that all production slots were sold out to 2012 98 The program backlog of 356 orders was valued at US 95 billion at list prices in 2008 113 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 114 Complete assembly of each 777 300ER requires 49 days 115 The smaller Boeing 787 Dreamliner the first stage of a replacement aircraft initiative called the Boeing Yellowstone Project 116 entered service in 2011 Reportedly the 777 could eventually be replaced by a new aircraft family Yellowstone 3 which would draw upon technologies from the 787 112 In November 2011 assembly began on the 1 000th 777 a 300ER model for Emirates 115 which was rolled out in March 2012 117 By the late 2000s the 777 was facing increased potential competition from Airbus planned A350 XWB and internally from proposed 787 variants 112 both airliners that offer fuel efficiency improvements As a consequence the 777 300ER received an engine and aerodynamics improvement package for reduced drag and weight 118 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 118 More changes were targeted for late 2012 including possible extension of the wingspan 118 along with other major changes including a composite wing new powerplant and different fuselage lengths 118 119 120 Emirates was reportedly working closely with Boeing on the project in conjunction with being a potential launch customer for new 777 versions 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 777X Edit The improved and updated Boeing 777 9X was rolled out on March 13 2019 Main article Boeing 777X In November 2013 with orders and commitments totaling 259 aircraft from Lufthansa Emirates Qatar Airways and Etihad Airways Boeing formally launched the 777X program the third generation of the 777 not to be confused with the 777 X variants the 200LR and 300ER which are the second generation of the aircraft with two models the 777 8 and 777 9 123 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 whereas the 777 8 is slated to seat approximately 350 passengers and have a range of over 9 300 nmi 17 200 km 123 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 the 777 9 was projected to enter service in 2020 at the time of the program announcement 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 124 125 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 126 By February 2015 the backlog of undelivered 777s totaled 278 aircraft representing just under three years of current production at 8 3 aircraft per month 127 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 created by a lack of new orders 128 In 2018 assembling test 777 9 aircraft was expected to lower output to an effective rate of 5 5 per month 129 Boeing was expected to drop 777 production to five per month in August 2017 130 Due to the impact of the COVID 19 pandemic on aviation demand for new jets was reduced in 2020 and Boeing cut its monthly production from five to two 777s 131 Updates and improvements Edit Air France received the first 777 300ER on April 29 2004 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 132 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 5 133 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 134 The roll out of the prototype 777X a 777 9 model occurred on March 13 2019 135 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 136 The 200ER is the only Classic variant listed Design Edit The engines Trent 800 and extended slats flaps and landing gear of an American Airlines Boeing 777 200ER Front view of an Emirates 777 300ER showing fuselage profile wing dihedral and GE90 engines Boeing introduced a number of advanced technologies with the 777 design including fully digital fly by wire controls 137 fully software configurable avionics Honeywell LCD glass cockpit flight displays 138 and the first use of a fiber optic avionics network on a commercial airliner 139 Boeing made use of work done on the cancelled Boeing 7J7 regional jet 140 which utilized similar versions of the chosen technologies 140 In 2003 Boeing began offering the option of cockpit electronic flight bag computer displays 141 In 2013 Boeing announced that the upgraded 777X models would incorporate airframe systems and interior technologies from the 787 142 Fly by wire Edit 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 137 Along with traditional yoke and rudder controls the cockpit features a simplified layout that retains similarities to previous Boeing models 143 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 137 This system can be overridden by the pilot if deemed necessary 137 The fly by wire system is supplemented by mechanical backup 144 Airframe and systems Edit The planform view of a Boeing 777 300ER with raked wingtips 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 84 145 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 57 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 146 This capacity allows the 777 200LR to operate ultra long distance trans polar routes such as Toronto to Hong Kong 147 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 142 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 148 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 142 These smaller folding wingtips are less complex than those proposed for earlier 777s and internally only affect the wiring needed for wingtip lights 142 The six wheel undercarriage of a Boeing 777 The airframe incorporates the use of composite materials which comprise nine percent of its original structural weight all models outside the 777 8 and 777 9 149 Elements made from composite material include the cabin floor and rudder The main fuselage cross section is circular 150 and tapers rearward into a blade shaped tail cone with a port facing auxiliary power unit 7 The aircraft also features the largest landing gear and the biggest tires ever used in a commercial jetliner 151 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 747 400 152 The aircraft has triple redundant hydraulic systems with only one system required for landing 153 A ram air turbine a small retractable device which can provide emergency power is also fitted in the wing root fairing 154 Interior Edit 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 70 Seating options range from four 155 to six abreast in first class up to ten abreast in economy 156 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 9 157 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 156 Several aircraft have also been fitted with VIP interiors for non airline use 158 Boeing designed a hydraulically damped toilet seat cover hinge that closes slowly 159 In 2003 Boeing introduced overhead crew rests as an option on the 777 160 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 160 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 161 162 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 163 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 142 Further details released in 2014 included re sculpted cabin sidewalls for greater interior room noise dampening technology and higher cabin humidity 164 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 165 Competing on similar French overseas departments destinations Air Caraibes has 389 seats on the A350 900 and 429 on the 1000 165 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 165 Variants EditBoeing uses two characteristics fuselage length and range to define its 777 models 21 166 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 167 The A market would be covered by a 4 200 nmi 7 800 km 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 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 C market with 400 kN 90 000 lbf engines 168 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 773 169 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 170 Designations may append a range identifier like B77W for the 777 300ER by the ICAO 170 77W for the IATA 169 though the 200ER is a company marketing designation and not certificated as such Other notations include 773ER 171 and 773B for the 300ER 172 777 200 Edit 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 81 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 with 305 passengers in a three class configuration 173 The 200 was primarily aimed at U S domestic airlines 21 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 10 The competing Airbus aircraft was the A330 300 174 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 175 176 As of 2019 update Boeing no longer markets the 200 as indicated by its removal from the manufacturer s price listings for 777 variants 136 777 200ER Edit 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 80 With a 658 000 lb 298 t MTOW and 93 700 lbf 417 kN engines it has a 7 065 nmi 13 084 km range 177 It was delivered first to British Airways on February 6 1997 81 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 10 It competed with the A340 300 178 Boeing proposes the 787 10 to replace it 179 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 180 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 181 Singapore Airlines ordered over half of its 200ERs de rated 181 182 777 200LR Edit 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 183 184 Boeing nicknamed it Worldliner as it can connect almost any two airports in the world 101 although it is still subject to ETOPS restrictions 185 It holds the world record for the longest nonstop flight by a commercial airliner 101 It has a maximum design range of 8 555 nautical miles 15 844 km as of 2017 update 177 The 200LR was intended for ultra long haul routes such as Los Angeles to Singapore 86 Developed alongside the 300ER the 200LR features an increased MTOW and three optional auxiliary fuel tanks in the rear cargo hold 183 Other new features include extended raked wingtips redesigned main landing gear and additional structural strengthening 183 As with the 300ER and 777F the 200LR is equipped with wingtip extensions of 12 8 ft 3 90 m 183 The 200LR is powered by GE90 110B1 or GE90 115B turbofans 186 The first 200LR was delivered to Pakistan International Airlines on February 26 2006 100 187 Twelve different 200LR customers took delivery of 61 aircraft 188 Airlines operated 50 of the 200LR variant as of 2018 update 10 Emirates is the largest operator of the LR variant with 10 aircraft 189 The closest competing aircraft from Airbus are the discontinued A340 500HGW 183 and the current A350 900ULR 190 777 300 Edit 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 16 191 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 191 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 200 191 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 191 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 with 368 passengers in three class 173 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 192 2 with 48 in airline service as of 2018 update 10 The last 300 was delivered in 2006 while the longer range 300ER started deliveries in 2004 2 777 300ER Edit A 777 300ER in the livery of Air France the launch operator of the best selling variant 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 with 396 passengers in a two class seating arrangement 177 The 777 300ER features raked and extended wingtips a strengthened fuselage and wings and a modified main landing gear 193 Its wings have an aspect ratio of 9 0 194 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 195 Following flight testing aerodynamic refinements have reduced fuel burn by an additional 1 4 97 196 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 197 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 198 Since its launch the 300ER has been a primary driver of the twinjet s sales past the rival A330 340 series 199 Its direct competitors have included the Airbus A340 600 and the A350 1000 112 Using two engines produces a typical operating cost advantage of around 8 9 for the 300ER over the A340 600 200 Several airlines have acquired the 300ER as a 747 400 replacement amid rising fuel prices given its 20 fuel burn advantage 98 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 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 Boeing 777 300ERs were in service 10 As of 2019 update 300ER deliveries to 45 different customers totalled 810 with 34 unfilled orders 2 At its peak a new 777 300ER was valued US 150 million falling to US 17 million in 2019 203 777 Freighter Edit A 777F of FedEx Express the largest operator The 777 Freighter 777F is an all cargo version of the twinjet and shares features with the 200LR these include its airframe engines 204 and fuel capacity 146 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 or 4 970 nmi 9 200 km at its max structural payload 205 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 206 As the aircraft promises improved operating economics compared to older freighters 98 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 104 207 The first 777F was delivered to Air France on February 19 2009 107 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 10 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 208 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 209 777 300ER Special Freighter SF Edit 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 210 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 210 New build 777 300ER may maintain the delivery rate at five per month to bridge the production gap until the 777X is delivered 211 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 212 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 212 In June 2020 IAI received the first 777 300ER to be converted from GECAS 213 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 213 IAI should receive the first aircraft in December 2020 while certification and service entry was scheduled for late 2022 212 The converted aircraft has a maximum payload of 224 000 lb 101 6 t a range of 4 500 nmi 8 300 km and shares the door aperture and aft position of the 777F 212 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 212 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 213 777X Edit Unveiling of the first 777 9 on March 13 2019 Main article Boeing 777X The 777X is to feature new GE9X engines and new composite wings with folding wingtips 123 It was launched in November 2013 with two variants the 777 8 and the 777 9 123 The 777 8 provides seating for 384 passengers and has a range of 8 730 nmi 16 170 km while the 777 9 has seating for 426 passengers and a range of over 7 285 nmi 13 500 km 214 The 777 9 first flew on January 25 2020 with deliveries initially forecast for 2022 and later delayed to 2023 214 215 216 A longer 777 10X 777X Freighter and 777X BBJ variants have also been proposed 217 Government and corporate Edit 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 218 219 The aircraft are fitted with private jet cabins by third party contractors 218 and completion may take 3 years 220 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 221 222 223 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 224 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 225 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 226 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 227 Besides VIP transport the 777s are also intended for use in emergency relief missions 226 777s are serving or have served as official government transports for nations including Gabon VIP configured 777 200ER 228 Turkmenistan VIP configured 777 200LR 229 and the United Arab Emirates VIP configured 777 200ER and 777 300ER operated by Abu Dhabi Amiri Flight 219 Prior to returning to power as Prime Minister of Lebanon Rafic Hariri acquired a 777 200ER as an official transport 230 India s government purchased two Air India 777 300ERs and converted them for VVIP transport they entered service in 2021 replacing its 747s 231 232 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 233 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 233 Ultimately the air force decided against the 777 and selected the Boeing 747 8 to become the next presidential aircraft 234 Experimental Edit Main article ecoDemonstrator The 2022 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 235 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 2022 The first of these a 777F in 2018 performed the world s first commercial airliner flights using 100 sustainable aviation fuel SAF 236 In 2022 the testbed is a 777 200ER which is to operate in the role until 2024 237 Operators EditMain 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 A Philippine Airlines Boeing 777 300ER on final approach to London Heathrow Airport 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 update 10 and is the only customer to have operated all 777 variants produced including the 200 200ER 200LR 300 300ER and 777F 2 238 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 117 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 10 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 8 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 8 Orders and deliveries Edit Main article List of Boeing 777 orders and deliveries The 777 surpassed 2 000 orders by the end of 2018 239 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 838 832 6777F 319 238 81777X 353 353Total 2 141 1 701 440Orders and deliveries through January 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 2 141Deliveries 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 238777X All 98 99 74 48 45 26 24 24 1 70190 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 January 31 2023 1 2 and deliveries 3 Boeing 777 orders and deliveries cumulative by year Orders Deliveries Orders 1 2 and deliveries 3 through January 31 2023Aircraft on display Edit Boeing 777 200 prototype on display at the Pima Air amp Space Museum The first prototype Boeing 777 200 B HNL 240 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 241 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 242 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 243 244 The forward fuselage section and cockpit of a former Korean Air Boeing 777 200ER HL7531 245 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 246 Accidents and incidents Edit 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 247 248 As of August 2022 update the 777 had been involved in 31 aviation accidents and incidents 11 including a total of eight hull losses five in flight and three on ground incidents resulting in 541 fatalities along with three hijackings 12 13 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 249 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 249 250 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 251 252 The accident was attributed to ice crystals suspended in the aircraft s fuel clogging the fuel oil heat exchanger FOHE 248 253 Two other minor momentary losses of thrust with Trent 895 engines occurred later in 2008 254 247 Investigators found these were also caused by ice in the fuel clogging the FOHE As a result the heat exchanger was redesigned 248 255 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 256 The aircraft was evacuated with no injuries 256 and airport fire teams extinguished the fire 257 The aircraft sustained structural heat and smoke damage and was written off 256 257 Investigators focused on a possible short circuit between an electrical cable and a supply hose in the cockpit crew oxygen system 256 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 258 A third passenger died six days later as a result of injuries sustained during the crash 259 These were the first fatalities in a crash involving a 777 since its entry into service in 1995 260 259 261 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 262 263 264 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 265 266 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 267 268 The cause remains unknown but the Malaysian Government in January 2015 declared it an accident 269 270 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 271 272 On July 29 2015 an item later identified as a flaperon from the still missing aircraft 273 was found on the island of Reunion in the western Indian Ocean consistent with having drifted from the main search area 274 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 275 All 298 people 283 passengers and 15 crew on board were killed making this the deadliest crash involving the Boeing 777 276 The incident was linked to the ongoing Donbass insurgency in the region 277 278 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 279 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 521 280 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 281 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 280 282 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 283 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 284 285 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 286 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 287 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 287 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 288 Specifications EditBoeing 777 specifications Variants Initial 186 Long range 146 Model 777 200 200ER 777 300 777 300ER 777 200LR 777FCrew Two cockpit 3 class seats 173 305 24F 54J 227Y 368 30F 84J 254Y 365 22F 70J 273Y 301 16F 58J 227Y a 2 class seats 177 313 396 317Exit limit 192 440 550 440 b Length 209 ft 1 in 63 73 m 242 ft 4 in 73 86 m 209 ft 1 in 63 73 mWingspan 199 ft 11 in 60 93 m 31 6 Wing sweep 289 212 ft 7 in 64 80 m 31 6 Wing sweep 289 Wing area 4 605 sq ft 427 8 m2 289 8 68 AR 4 702 sq ft 436 8 m2 290 9 61 ARTail height 177 60 ft 9 in 18 5 m 60 ft 8 in 18 5 m 61 ft 1 in 18 6 mFuselage width 20 ft 4 in 6 20 mCabin width 231 in 5 86 m 291 Seats 18 5 in 47 cm at 9 abreast 17 in 43 cm at 10 abreastCargo volume 177 5 330 ft 150 9 m 7 120 ft 201 6 m c 5 330 ft 150 9 m d MTOW 545 000 lb 247 200 kg200ER 656 000 lb 297 550 kg 660 000 lb 299 370 kg 775 000 lb 351 533 kg 766 000 lb 347 452 kg777F 766 800 lb 347 815 kgOEW 299 550 lb 135 850 kg200ER 304 500 lb 138 100 kg 353 800 lb 160 530 kg 370 000 lb 167 829 kg300ERSF 336 000 lb 152 t 292 320 000 lb 145 150 kg777F 318 300 lb 144 379 kgFuel capacity 31 000 US gal 117 340 L 207 700 lb 94 240 kg200ER 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 kgCeiling 192 43 100 ft 13 100 m Speed Max Mach 0 87 Mach 0 89 499 511 kn 924 945 km h 192 Cruise Mach 0 84 482 kn 892 km h Range 177 5 240 nmi 9 700 km e 173 200ER 7 065 nmi 13 080 km f 6 030 nmi 11 165 km g 173 7 370 nmi 13 649 km h 300ERSF 4 650 nmi 8 610 km 292 8 555 nmi 15 843 km i 777F 4 970 nmi 9 200 km j Takeoff k 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 2 PW4000 Trent 800 192 2 GE90 115B 293 2 GE90 110B 115B 293 Max thrust 2 77 200 lbf 343 kN 200ER 2 93 700 lbf 417 kN 2 98 000 lbf 440 kN 2 115 300 lbf 513 kN 2 110 000 115 300 lbf489 513 kNICAO designation 170 B772 B773 B77W B77LFor 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 Edit Aviation portal United States portalCompetition between Airbus and BoeingAircraft of comparable role configuration and era Airbus A330 Wide body twin engine jet airliner Airbus A340 Four engine wide body jet airliner 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 jet airliners List of civil aircraftReferences EditFootnotes Edit 777F 228 700 lb 103 737 kg 777F 11 300ERSF 28 900 cu ft 819 m3 292 777F 23 051 ft 652 7 m 305 passengers Trents 313 passengers 368 passengers GE90 396 passengers 317 passengers 102 t payload MTOW sea level ISA Citations Edit a b c d Boeing Orders and Deliveries updated monthly The Boeing Company January 31 2023 Retrieved February 14 2023 a b c d e f g h i j k l m n o p Boeing 777 Orders and Deliveries updated monthly The Boeing Company July 31 2020 Retrieved August 11 2020 a b c d Annual Boeing Orders and Deliveries The Boeing Company April 30 2019 Retrieved May 14 2019 Grantham Russell February 29 2008 Delta s new Boeing 777 Can Fly Farther Carry More The Atlanta Journal Constitution Delta 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St Paul Minnesota Motorbooks International ISBN 0 7603 0581 1 Birtles Philip 1999 Modern Civil Aircraft 6 Boeing 757 767 777 Third ed London Ian Allan Publishing ISBN 0 7110 2665 3 Eden Paul ed 2008 Civil Aircraft Today The World s Most Successful Commercial Aircraft London Amber Books Ltd ISBN 978 1 84509 324 2 Frawley Gerard 2003 The International Directory of Civil Aircraft 2003 2004 London Aerospace Publications ISBN 1 875671 58 7 Glenday Craig 2007 Guinness World Records London New York HiT Entertainment ISBN 978 0 9735514 4 0 Newhouse John 2008 Boeing versus Airbus The Inside Story of the Greatest International Competition in Business London Vintage ISBN 978 1 4000 7872 1 Norris Guy Wagner Mark 1996 Boeing 777 St Paul Minnesota Motorbooks International ISBN 0 7603 0091 7 Norris Guy Wagner Mark 2001 Boeing 777 The Technological Marvel Minneapolis Minnesota Zenith Imprint ISBN 0 7603 0890 X 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 Edit Wikimedia Commons has media related to Boeing 777 Official website Retrieved from https en wikipedia org w index php title Boeing 777 amp oldid 1142631965, wikipedia, wiki, book, books, library,

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