Boeing 777
The Boeing 777 is a family of long-range wide-body twin-engine airliners built by Boeing's Commercial Airplanes division. It carries between 278 and 550 passengers and has a range from 5,210 to 9,420 nautical miles (10,370 to 17,445 km). Distinguishing features of the 777 include the set of six wheels on each main landing gear, its perfectly circular fuselage cross section, the pronounced "neck" aft of the cockpit, and the blade-like rear tailcone.
The 777 was the first commercial aircraft to be designed entirely on computer. No paper drawings were ever produced; everything was created on a 3D CAD software system known as CATIA. This allowed a virtual 777 to be assembled in simulation, allowing engineers to examine for interferences and to test whether the many thousands of parts would fit together properly before costly physical prototypes were manufactured. The first flight of a real 777 was in 1994.
Direct market competitors to the 777 are the Airbus A330, A340 and the proposed A350.
History
In the 1970s, Boeing unveiled new models: the twin-engine 757 to replace the venerable 727, the twin-engine 767 to challenge the Airbus A300, and a trijet 777 concept to compete with the DC-10 and the Lockheed L-1011 TriStar.
Based on a re-winged 767 design, the 275 seat 777 was to be offered in two variants: a 5,000 km (2,700 nm) transcontinental and an 8,000 km (4,320 nm) intercontinental.
The twinjets were a big success, due in part to the 1980s ETOPS regulations. The launch of the 777 was cancelled (much like the trijet concept of the Boeing 757) in part because of the complexities of trijet design and the absence of a 40,000 lbf (178 kN) engine. The cancellation left Boeing with a big size and range gap in its product line between the 767-300ER and the 747-400. The DC-10 and Lockheed Tristar, being of 1960s design, were also ripe for replacement. In the meantime, Airbus developed the A340 to fulfill that requirement and compete with Boeing.
The initial proposal from Boeing was simply to enlarge the 767, resulting in the 767-X concept. It was similar to a 767 but with a longer fuselage and larger wings seating about 340 passengers and with a maximum range of 7,300 nautical miles (13,500 km).
The airlines were unimpressed with the 767-X. They wanted short to intercontinental range capability, cabin cross section similar to the 747, a fully flexible cabin configuration and an operating cost lower than any 767 stretch. The result was a new design: the 777 twinjet.
The design phase of the 777 differed from previous Boeing jetliners. For the first time, eight major airlines and their passengers had a role in the development of the plane. The major airlines consulted were United Airlines, American Airlines, Delta Air Lines, ANA, British Airways, JAL, Qantas, and Cathay Pacific. The "Working Together" philosophy, as Boeing called it, meant that the 777 was their most customer oriented aircraft yet.
Singapore Airlines is currently the largest operator of the Boeing 777 family with 58 in service, of which 46 are of the 777-200ER variant and 12 are 777-300s. A further 19 777-300ERs are on firm order, with 13 more on options.
At the end of August 2006, 44 different customers had placed 851 orders for 777s.
Technological features
Boeing employed advanced technologies in the 777. These features included:
- Honeywell LCD glass cockpit flight displays
- Fully digital fly-by-wire flight controls with emergency manual reversion
- Fully software configurable avionics
- Electronic Flight Bag Computers
- Large scale use of composites (9% by weight) [1]
- Fiber optic avionics network
- Currently the largest and most powerful turbofan engines on a commercial airliner with a 128 inch (3.3 m) fan diameter on the GE-90-115B.
Fortunately for Boeing, work done on the previously cancelled Boeing 7J7 had validated many of the chosen technologies.
The 777 first flew on June 14, 1994 piloted by 777 Chief Test Pilot John E. Cashman. The aircraft would later undergo a flight test programme more extensive than any other Boeing model. The development, testing, and delivery of the 777 was the subject of the documentary series, "21st Century Jet: The Building of the 777." The FAA awarded full 180 minute ETOPS clearance ("ETOPS-180") for PW4074 777-200s on May 30, 1995. The 777 was the first aircraft to carry an ETOPS-180 rating at its entry into service.
A notable design feature is Boeing's decision to retain conventional control yokes rather than fit sidestick controllers as used in many fly-by-wire fighter aircraft and in current Airbus models. Boeing viewed "stick and rudder" controls as being more intuitive for pilots.
Variants
Boeing uses two characteristics to define their 777 models. The first is the airframe size, which affects the number of passengers and amount of cargo that can be carried. The 777-200 and derivatives are the base size. A few years later, the aircraft was stretched into the 777-300.
The second characteristic is range. Boeing defines three segments:[2]
- A market - 3,900 to 5,200 nautical miles (7,220 to 9,630 km)
- B market - 5,800 to 7,700 nautical miles (10,740 to 14,260 km)
- C market - 8,000 nautical miles (14,815 km) and greater
These markets are also used to compare the 777 to its competitor, the Airbus A340.
When referring to variants of the 777, Boeing and the airlines often collapse the model (777) and the capacity designator (200 or 300) into a smaller form, either 772 or 773. Subsequent to that, they may or may not append the range identifier. So the base 777-200 may be referred to as a "772" or "772A," while a 777-300ER would be referred to as a "773ER" or "773B." Any of these notations may be found in aircraft manuals or airline timetables.[2]
Initial models
777-200
The 777-200 (772A) was the initial A-market model. The first customer delivery was to United Airlines N777UAagency[3] in May 1995. It is available with a maximum take-off weight (MTOW) from 229 to 247 tonnes and range capability between 3780 and 5150 nautical miles (7000 to 9500 km).
The basic 777-200 is powered by two 74,000 lbf (329 kN) Pratt & Whitney PW4074 turbofans, 75,000 lbf (334 kN) General Electric GE90-75Bs, or 75,000 lbf (334 kN) Rolls Royce Trent 875s.
The first 777-200 built was actually used by Boeing's NDT (non-destructive testing) campaign in 1994-1995, and provided valuable data for the -200ER and -300 programs (see below). This A-market aircraft was finally sold to Cathay Pacific Airways and delivered in December 2000.
The direct Airbus equivalent is the A330-300.
777-200ER
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Originally known as the 777-200IGW (for "increased gross weight"), the longer-range B market 777-200ER (772B) features additional fuel capacity, with increased MTOW range from 263 to 286 tonnes and range capability between 6000 and 7700 nautical miles (11,000 to 14,300 km). The first 777-200ER was delivered to British Airways in February 1997. ER Stands for Extended Range.
The 777-200ER can be powered by any two of a number of engines: the 84,000 lbf (374 kN) PW4084 or Trent 884, the 85,000 lbf (378 kN) GE90-85B, the 90,000 lbf (400 kN) PW4090, GE90-90B1, or Trent 890, or the 92,000 lbf (409 kN) GE90-92B or Trent 892. In 1998 Air France took delivery of a 777-200ER powered by GE90-94B engines capable of 94,000 lbf (418 kN) thrust.
On April 2 1997 a Boeing 777-200ER, tail registration 9M-MRA (dubbed the "Super Ranger") of Malaysia Airlines, broke the Great Circle Distance Without Landing record for an airliner by flying east (the long way) from Boeing Field, Seattle, to Kuala Lumpur, Malaysia, covering the distance of 20,044 km in 21 hours, 23 minutes.
The direct Airbus equivalents are the A340-300 and the proposed A350-900.
The 777-200ER is by far the best-selling 777 variant,with 425 aircraft ordered.
In August 2006 a total of 462 Boeing 777-200 aircraft (both -200 and -200ER) remain in airline service, with 53 further firm orders. Major operators include: Air China (10), All Nippon Airways (23, plus 4 on order), Japan Airlines (25, plus 1 on order), Korean Air (11, plus 7 on order), Malaysia Airlines (17), Saudi Arabian Airlines (23), Singapore Airlines (46), Vietnam Airlines (10), Air France (25), Alitalia (10), British Airways (43), KLM Royal Dutch Airlines (13, plus 1 on order), American Airlines (46, plus 7 orders), Continental Airlines (18, plus 2 orders) and United Airlines (52). Some 19 other airlines also operate smaller numbers of the type.[4]
777-300
The stretched A market 777-300 (773A) is designed as a replacement for 747-100s and -200s. Compared to the older 747s, the stretched 777 has comparable passenger capacity and range, but burns one third less fuel and demands 40% lower maintenance costs.
It features a 33 ft 3 in (10.1 m) fuselage stretch over the baseline 777-200, allowing seating for up to 550 passengers in a single class high density configuration and is also 13 tonnes heavier. The 777-300 has tailskid and ground manoeuvring cameras mounted on the horizontal tail and underneath the forward fuselage to aid pilots during taxi due to the aircraft's enormous length.
It was awarded type certification simultaneously from the U.S. FAA and European JAA and was granted 180 min ETOPS approval on May 4, 1998 and entered service with Cathay Pacific later in that month.
The typical operating range with 386 three class passengers is 5720 nautical miles (10,600 km). It is typically powered by two of the following engines: 90,000 lbf (400 kN) PW4090 turbofans, 92,000 lbf (409 kN) Trent 892 or General Electric GE90-92Bs, or 98,000 lbf (436 kN) PW-4098s.
This aircraft has no direct Airbus equivalent, but the A340-600 is offered in competition.
In August 2006 a total of 60 Boeing 777-300 aircraft remain in airline service with All Nippon Airways (7), Cathay Pacific (12), Emirates Airline (12), Japan Airlines (7), Korean Air (4), Singapore Airlines (12) and Thai Airways International (6).[4]
Longer range 777s
777-200LR
The 777-200LR (772C) ("LR" for "Longer Range") became the world's longest ranging commercial airliner when it entered service in 2006. Boeing named this plane the Worldliner for its ability to almost connect any two airports in the world. It is capable of flying 9,420 nautical miles (17,445 km) in 18 hours. Developed alongside the 777-300ER, the 777-200LR will achieve this with huge 110,000 lbf (489 kN) thrust General Electric GE90-110B1 turbofans, a significantly increased MTOW and three optional auxiliary fuel tanks manufactured by Marshall Aerospace in the rear cargo hold. Other new features include raked wingtips, a new main landing gear and additional structural strengthening. The roll-out was on February 15 2005 and the first flight was at March 8 2005, with EIS in January 2006. The second prototype made its first flight on May 24 2005. After its introduction into service, the only mass-produced aircraft with greater unrefueled range will be the KC-10 Extender.
The 777-200LR was initially proposed as a 777-100X.[3] It would have been a shortened version of the 777-200, analogous to the Boeing 747SP. By shrinking the fuselage, more of the take-off weight could be dedicated to fuel tankage, increasing the range. Because the aircraft would have carried fewer passengers than the 777-200, while having similar operating costs, it would have had a higher cost per seat. With the advent of more powerful engines, the 777-100X proposal was replaced by the 777X program, which evolved into the Longer Range 777-200LR.
On November 10 2005 a 777-200LR set a record for the longest non-stop flight by passenger airliner by flying 11,664 nautical miles (13,422 statute miles, or 21,602 km) eastwards (the westerly Great circle route is only 5,994 miles) from Hong Kong to London, UK. The journey took about 22 hours and 42 minutes. This was logged into the Guinness World Records and surpassed the average range of the Boeing 777-200LR, which is around 9,420 nm.
On February 2 2006 Boeing announced that the 777-200LR has been certified by both FAA and EASA to enter into passenger service with airlines.
The first Boeing 777-200LR was delivered to Pakistan International Airlines on February 26 2006, and the second on March 23 2006. There at least 5 Boeing 777 service right now with PIA & the company plans to replace all its older jets with the series. Under a deal Pakistan also produces components and other spare parts for Boeing 777 series. Last year Boeing it self bought components and spare parts from Pakistan worth $100 million. Other customers include Air India and EVA Air. On November 9 2005, Air Canada confirmed an order for the jets, which had previously been canceled due to labor issues. Emirates announced on November 20 2005 that they bought 10 of these aircraft as part of a larger 777 order (42 in all). On September 12, Qatar Airways, announced firm orders for the Boeing 777-200LR along with Boeing 777-300ER.[4] On October 10 2006, Delta Air Lines announced 2 firm orders of the aircraft to add to its long haul routes.[5].
The direct Airbus equivalent is the A340-500 (when compared to the Worldliner, the A340-500 is capable of flying 9,017 nautical miles (16,700 km) non-stop, it is however free from ETOPS restrictions). A future model, the A350-900R, aims to have a range up to 9,500 nautical miles or 17,600km.
After the announcement of the new Airbus A350XWB family, Boeing proposed lessening the weight of the Boeing 777-200LR with more composites to attract an order from Qantas. The weight reduction will be approximately seven tonnes.
In August 2006 a total of 2 Boeing 777-200LR aircraft are in airline service with Pakistan International Airlines. Firm orders total 40 from: Air India (8), Emirates Airline (10), EVA Air (2), Qatar Airways (6), Delta Air Lines (2), and Air Canada (12).[4]
777-300ER
The 777-300ER is the Extended Range (ER) version of 777-300, and is a good alternative to a 747-400.
The 777-300ER contains many modifications, including the GE90-115B engines, which are currently the world's most powerful jet engine with 115,300 lbf (513 kN) thrust. Other features include longer wings with raked wingtips, a new main landing gear, extra fuel tanks (2,600 gallons), as well as strengthened fuselage, wings, empennage, nose gear, engine struts and nacelles. The range with a 365 passenger three-class configuration is 7,880 nautical miles (14,594 km). The 777-300ER programme was launched by Air France, though for political reasons, Japan Airlines was advertised as the launch customer. The first flight of the 777-300ER was February 24 2003. Delivery of the first 777-300ER to Air France occurred on April 29 2004.
The main reason for the 777-300ER's extra 3,500 km (1,900 nm) range over the 777-300 is not the extra 2,600 gallons of fuel (45,220 to 47,890) but the other host of improvements; specially the increase in the maximum take-off weight (MTOW). The MTOW for the 777-300ER is 775,000 lb vs. 660,000 lb for the 777-300. Both weigh approximately 360,000 lb empty. Both have the same passenger capacity and roughly the same payload capacity. As with aviation rules, the MTOW must be subtracted by the empty weight and payload weight to determine the Zero-Fuel Weight or also the Landing Weight. Then any remaining weight gives the capacity for carrying fuel. All manufacturers give range with maximum payload not maximum fuel. Therefore if both planes weigh 360,000 lb and have a 120,000 lb payload, then the 777-300 can only carry 180,000 lb of fuel ( 26,865 gallons) compared to the 777-300ER and 295,000 lb of fuel ( 44,029 gallons). This enables the ER to fly roughly 34% farther with only a 6% increase in fuel capacity. Since entering service, all orders for the stretched 777 have been for ERs.
Boeing is currently considering improving the Boeing 777-300ER due to the proposed Airbus A350-1000XWB. It's possible that the triple 777-300ER will have 50 less passenger than it has now and/or having extra fuel tanks to fly farther to challenge it's competitor.
The direct Airbus equivalent is the A340-600HGW.
In August 2006 a total of 53 Boeing 777-300ER aircraft are in airline service with All Nippon Airways (5, plus 5 orders), Emirates Airline (17, plus 37 orders), Etihad Airways (5), EVA Air (3, plus 10 orders), Japan Airlines (6, plus 7 orders) and Air France (17, plus 9 orders). Firm orders total 155 and include Air India (15), Cathay Pacific (18), Jet Airways (10), Pakistan International Airlines (3), Qatar Airways (14), Singapore Airlines (19), KLM Royal Dutch Airlines (3), Air Canada (5) and TAM Linhas Aéreas (4). [4]
777 Freighter
The 777 Freighter (777F) is an all-cargo version of the 777-200. It is an amalgamation of features from the 777-200LR and the 777-300ER. It uses the engines and structural upgrades of the 777-200LR combined with the fuel tanks and undercarriage of the 777-300ER. With the 747 moving up in weight and capacity (747-8), Boeing will be offering the 777F as a replacement for older 747F and MD-11F freighters. This model was officially offered starting on May 23 2005. The 777F is expected to enter service in late 2008.[5]
The 777F promises excellent operating economics compared to existing freighters. The aircraft has a large interior volume and excellent range. The 777F will have a payload of 103 tons. This is very close to the capacity of the 747-400F, which has a payload of 112 tons. The two aircraft have a nearly identical payload density. The 777F will be powered by the 110,000 lbf (489 kN) GE90-110B1) engines identical to the 777-200LR.
With the same fuel capacity as the 777-300ER, the 777F will have excellent range. However as with all aircraft, freighters included, maximum range is measured based on maximum payload. This limits the 777F to a range of 9,065 km or (4,895 nm) if at maximum payload. This means the aircraft takes off with its tanks half full. This is only in instances that the plane carries all 103 tons on board. For airlines that carry lighter cargo the 777F can travel much longer distances non-stop. Air Canada has purchased two of these for their Vancouver to Shanghai and Vancouver to Hong Kong routes among others. Both these routes are farther than 9,000 km. These planes will take off a bit lighter and with more fuel on board. Boeing thinks parcell carriers, as well as others that are more concerned with volume rather than weight, can for example carry flights from mainland United States to China without making stops at cities like Anchorage Alaska. This will bring new efficiencies and save time.
Airbus currently has no comparable aircraft but is developing two models with similar specifications to the 777F. The A330-200F will carry less payload but is a smaller and a cheaper alternative. The proposed A350-900F is a more capable competitor, however even this model is not designed to target the exact market of the 777F. It will carry around 90 tons. The MD-11F is another comparable aircraft but with less range than the 777F. When the 777F enters service in 2008, it is expected to be the second-longest-range freighter in the world after the A380F. Currently the 747-400ERF can carry more cargo and travel farther than the 777F, but the 747-8F replacing it will have less range than the 747-400ERF in the interest of more payload.
Potential customers are Lufthansa Cargo, United Parcel Service, and EVA Cargo. Air Canada, along with Air France-KLM have signed on as the 777F launch customers. The order for seven aircraft, (5 for Air France and 2 for Air Canada) is worth US$1.5 billion at list prices, and the first delivery will be in 2008. Air Atlanta Icelandic has ordered eight 777F aircraft, while Emirates has also ordered eight. In August 2006 there were firm orders for a total of 23 Boeing 777 Freighter aircraft from Emirates Airline (8), Air Atlanta Icelandic (8), Air France (5) and Air Canada (2).[4]
On 2006 November 7, FedEx cancelled its order of ten Airbus 380s, citing the delays in delivery. FedEx said it would buy 15 777Fs instead, with an option to purchase 15 additional 777Fs. [6] FedEx's CEO stated that "[t]he availability and delivery timing of this aircraft, coupled with its attractive payload range and economics, make this choice the best decision for FedEx." [7]
Specifications
| Measurement | 777-200 | 777-200ER | 777-200LR Worldliner | 777-200F | 777-300 | 777-300ER |
|---|---|---|---|---|---|---|
| Length | 63.7 m (209 ft 1 in) |
63.7 m (209 ft 1 in) |
73.9 m (242 ft 4 in) | |||
| Wingspan | 60.9 m (199 ft 11 in) |
60.9 m (199 ft 11 in) |
64.8 m (212 ft 7 in) |
60.9 m (199 ft 11 in) |
64.8 m (212 ft 7 in) | |
| Passengers (three-class) | 305 | 301 | 0 | 365-368 or fewer | ||
| Passengers (two-class) | 375-400 or fewer | 400 | 0 | 451 | 451 | |
| Passengers (one-class) | 440 | 440 | 0 | 550 | 550 | |
| Cargo | 150 m³ (5,302 ft³) 6 pallets 14 LD3s 17 m³ (600 ft³) of bulk cargo |
150 m³ (5,302 ft³) 6 pallets 14 LD3s 17 m³ (600 ft³) of bulk cargo |
636 m³ (22,455 ft³) total 521 m³ (18,385 ft³) main deck 115 m³ (4,070 ft³) lower deck 37 pallets (27 upper, 10 lower) 25.5 m³ (900 ft³) of bulk cargo |
200 m³ (7,080 ft³) 8 pallets 20 LD3s 17 m³ (600 ft³) of bulk cargo |
200 m³ (7,080 ft³) 8 pallets 20 LD3s 17 m³ (600 ft³) of bulk cargo | |
| Plane Weight | 307,000 lb 139,225 kg |
315,000 lb 142,900 kg |
326,000 lb 148,181 kg |
353,600 lb 160,120 kg |
366,940 lb 166,881 kg | |
| MTOW | 545,000 lb 247,210 kg |
656,000 lb 297,560 kg |
766,000 lb 347,450 kg |
766,000 lb 347,450 kg |
660,000 lb 299,370 kg |
775,000 lb 351,534 kg |
| Fuel Capacity | 31,000 USG 117,335 litres |
45,220 USG 171,160 litres |
53,440 USG 202,287 litres |
47,890 USG 181,280 litres |
45,220 USG 171,160 litres |
47,890 USG 181,280 litres |
| Range | 9,649 km (5,210 nmi/5,992 smi) | 14,316 km (7,730 nmi/8,890 smi) | 17,446 km (9,420 nmi/10,833 smi) | 9,065 km (4,895 nmi/5,630 smi) | 11,029 km 5,995 nm |
14,594 km 7,880 nm |
| Engines | GE90-77B PW4077 Trent 877 |
GE90-94B PW4090 Trent 895 |
GE90-110B1 | GE90-110B1 | GE90-94B PW4098 Trent 892 |
GE90-115B |
For comparison
777-200/777-200ER/777-200LR
| 777-200 | 777-200ER | 777-200LR | A330-300 (for comparison) | A340-300 (for comparison) | A340-500 (for comparison) | |
|---|---|---|---|---|---|---|
| Length: | 63.7 m | 63.7 m | 63.7 m | 63.6 m | 63.6 m | 67.9 m |
| Height: | 18.5 m | 18.5 m | 18.8 m | 16.85 m | 16.85 m | 17.1 m |
| Wingspan: | 60.9 m | 60.9 m | 64.8 m | 60.3 m | 60.3 m | 63.45 m |
| Cross section: | 5.86 m | 5.86 m | 5.86 m | 5.28 m | 5.28 m | 5.28 m |
| MTOW: | 247.21 t | 297.56 t | 347.452 t | 230-233 t | 230-233 t | 372-380 t |
| Seats (three-class): | 305 | 301 | 301 | 295 | 295 | 313 |
| Engine: | GE GE90-77B or PW4077 or R-R Trent 877 |
GE GE90-94B or PW4090 or R-R Trent 895 |
GE GE90-115B | GE CF6-80E1 or PW4000 or R-R Trent 700 |
CFM CFM56-5C | R-R Trent 553 |
| Cruising speed: | 0.84 Mach | 0.84 Mach | 0.84 Mach | 0.82 Mach | 0.82 Mach | 0.82 Mach |
| Range¹: | 5,210 nm, 9 649 km | 7,730 nm, 14 316 km | 9,420 nm, 17 446 km | 5,650 nm, 10 464 km | 7,400 nm, 13 705 km | 8,900 nm, 16 483 km |
777-300/777-300ER
| 777-300 | 777-300ER | A340-600 (for comparison) | |
|---|---|---|---|
| Length: | 73.9 m | 73.9 m | 75.3 m |
| Height: | 18.5 m | 18.7 m | 17.3 m |
| Wingspan: | 60.9 m | 64.8 m | 63.45 m |
| Cross section: | 5.86 m | 5.86 m | 5.28 m |
| MTOW: | 247.21 t | 351.534 t | 369.2-381.2 t |
| Seats (three-class): | 368 | 365 | 380 |
| Engine: | PW4098 or R-R Trent 892 |
GE GE90-115B | R-R Trent 556 |
| Cruising speed: | 0.84 Mach | 0.84 Mach | 0.82 Mach |
| Range¹: | 5,955 nm | 7,880 nm | 7,900 nm |
777 Deliveries
| 2006 | 2005 | 2004 | 2003 | 2002 | 2001 | 2000 | 1999 | 1998 | 1997 | 1996 | 1995 | 1994 | 1993 |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 52 | 40 | 36 | 39 | 47 | 61 | 55 | 83 | 74 | 59 | 32 | 13 | 0 | 0 |
Incidents
As of July 2006, the only fatality involving a Boeing 777 occurred in a refuelling fire at Denver International Airport in 2001.[6] Although the aircraft's wings were badly scorched, it was eventually repaired and put back into service with British Airways. Of the other incidents which have occurred, none have resulted in the hull being written off.
Trivia
- Most aircrew and aviation enthusiasts refer to the 777 as the "Triple Seven" rather than saying "seven" followed by a double-digit number or saying all numbers individually as is commonly done when referring to other Boeing airliners (such as "Seven Twenty Seven"/"Seven Two Seven" or "Seven Forty Seven"/"Seven Four Seven").
- The 777's undercarriage is the largest ever used in a commercial jetliner, and its tires are the largest ever fitted to a commercial aircraft. Each main landing gear tire of a 777-300 carries a maximum rated load of 52,310 lb (23,730 kg) when the aircraft is fully loaded, the heaviest load per tire of any production aircraft ever built.
- The 777-300ER has been tested flying with only one working engine for as long as six hours 29 minutes (389 minutes) over the Pacific Ocean as part of its Extended-range Twin-engine Operational Performance Standards (ETOPS) trials. (Note: 3 hours successful and reliable operation of one-engine-out is sufficient for ETOPS 180 min certification, based on current rules.)
- The GE90-110B and -115B engines (including nacelle) fitted on the 777-200LR and -300ER have a diameter larger than the fuselage of early versions of the Boeing 737. The Guinness Book of World Records recognized the -115B, powering the 777-300ER, as the "World's Most Powerful Commercial Jet Engine" with a tested thrust of 127,900 lbf (569 kN).
- The longest ETOPS-related emergency flight diversion (192 min. under one engine power) was conducted on a United Airlines' Boeing 777-200ER, carrying 255 passengers, on March 17 2003 over the southern Pacific ocean.
- The 777 has substantial non-US designed or non-US manufactured content, to be exceeded only by the 787. At least the following companies have made contributions: Mitsubishi Heavy Industries (fuselage panels), Kawasaki Heavy Industries (fuselage panels), Fuji Heavy Industries, Ltd. (center wing section), Ilyushin (jointly designed overhead baggage compartment).
- The 777 has the same Section 41 as the 767. This refers to the part of the aircraft from the very tip of the nose, going to just behind the cockpit windows. From a head-on view, the end of the section is very evident. This is where the bulk of the aircraft's avionics are stored.
- Some 777s have crew rest areas in the crown area above the cabin. Separate ones exist for the flight and cabin crew. [7]
- The interior of the Boeing 777, also known as the Boeing Signature Interior, has later been used on other aircraft, including the Boeing 767-400ER, Boeing 747-400ER, newer Boeing 767-200s and 767-300s. The interior on the Next Generation 737 and the Boeing 757-300 is loosely based on the 777's interior, but also blends in aspects from the 757-200 interior. The 777 also features larger, more rounded windows than most other aircraft. The 777-style windows were later adopted on the Boeing 767-400ER and Boeing 747-8. The Boeing 787 will feature a new interior evolved from the 777-style interior, and even larger windows.
- The 777 will be eventually replaced by a new product family, the Y3, which would draw upon 787 technologies. The Y3 is also to replace the 747 series.
References
- ^ "Boeing 777 Comprehensive Background". Retrieved 2006-05-24.
- ^ "Boeing 777X." Mengus, A. AirTransportBiz.com.
- ^ "FAA Registry (N777UA)". Federal Aviation Administration.
- ^ a b c d e Flight International, 3-9 October 2006
- ^ "Delta First U.S. Carrier to Announce True Lie-Flat Seats in International Business Class". Retrieved 2006-10-10.
- ^ [1]
- ^ http://www.signonsandiego.com/news/business/20061107-1333-france-airbus.html FedEx cancels order for 10 Airbus A380s, orders 15 Boeing 777s
External links
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