Aircraft Factfile and Recognition Guide - Boeing 777

Background

In the 1970s, Boeing unveiled new models: the twin-engine 757, to replace the venerable 727; and the twin-engine 767 to challenge the Airbus A300, and a tri-jet 777 to compete with the DC-10 and the Lockheed 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 tri-jet concept of the Boeing 757) in part because of the complexities of tri-jet 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 A330 and 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, the airlines and their passengers had a role in the development of the plane. The major airlines consulted were United Airlines, 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.

The 777 was also the first commercial aircraft to be designed entirely by 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 if the many thousands of parts would fit together properly before costly physical prototypes were manufactured.

Singapore Airlines is currently the largest operator of the Boeing 777 family with 61 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.

In total 671 orders have been placed for the 777 from 38 different customers.


Boeing employed advanced technologies in the 777. These features included:
        Honeywell LCD glass cockpit flight displays
        Fully digital fly-by-wire flight controls
        Fully software configurable avionics
        Large scale use of composites (10% by weight)
        Fiber optic avionics network
        Currently the largest and most powerful turbofan engines on a commercial airline 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 much of the chosen technologies.

The 777 first flew on June 14, 1994 and underwent a flight test program more extensive than any other Boeing models. 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 side stick 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.
 

The 777-100 (771B) would have been a lower capacity, B market version of the 777. As the aircraft would have been heavy and have high per passenger costs, it was not selected for production. History has not been kind to "shrinks" of aircraft—the Airbus A318, Boeing 747SP, Boeing 737-600, and McDonnell Douglas MD-87 are excellent examples. The 777-100 was offered to Delta Air Lines and Continental Airlines as an option to replace their aging Lockheed L-1011 and McDonnell Douglas DC-10 fleets. Both airlines rejected the offer, which led Boeing to make the 767-400ER, which was designed to meet both of their specifications. The 787-9 will be targeted at this same market segment.

The 777-200 (772A) was the initial A-market model. The first customer delivery was to United Airlines in May 1995. It is available with a maximum take-off weight (MTOW) from 229 to 247 tons and range capability between 3780 and 5150 nautical mile (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 bird was finally sold to Cathay Pacific Airways and delivered in December 2000.  The direct Airbus equivalent is the A330-300.

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 tons 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. 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 A350-900.

The 777-200LR WorldLiner, presented at the Paris Air Show 2005.The C market 777-200LR (772C) will be the world's longest ranging commercial airliner when entering service in 2006. It is capable of flying 9,420 nautical miles (17,445 km) in 18 hours. It will achieve this with huge 110,000 lbf (489 kN) thrust General Electric GE90-115B turbofans with a thrust of 115,300lb (531 kN), a significantly increased MTOW and optional auxiliary fuel tanks 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 "LR" in the name stands for Longer Range, but some believe it stands for Longest Range.  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).  The first two Boeing 777-200LR will be delivered to Pakistan International Airlines (PIA) in January and February 2006. 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).  Jet Airways and Qatar Airways expressed interest in ordering the Boeing 777-200LR. The aircraft is expected to generate interest amongst airlines serving the Kangaroo Route in particular, such as British Airways and Qantas. Singapore Airlines, current operator of the world's longest non-stop flights using the Airbus A340-500, is also said to be evaluating the aircraft.  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.

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 tons heavier. The 777-300 has tailskid and ground maneuvering 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.

The B market 777-300ER (773B) series is a long range version of 777-300, and is designed as a replacement for the 747-400. This is a result of Boeing's strategy to target the 747 series as cargo freighters rather than passenger aircraft. ER Stands for Extended Range.  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 raked wingtips, a new main landing gear, extra fuel tanks, 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 program 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 direct Airbus equivalent is the A340-600.

The 777 Freighter (777F) is an all-cargo variant of the 777. Boeing has had some need for a large freighter to replace older 747F and MD-11F freighters. The increased payload capability of the 777-200LR has allowed the company to begin marketing a cargo derivation. The model was officially offered starting on November 15, 2004.  The 777F promises excellent operating economics compared to existing freighters. The aircraft has a large interior volume and a high thrust-to-weight ratio. The large wings allow for a low wing loading. The 777F will have a payload of 101 tons. This compares favorably to that of the much larger 747-400F, which has a payload of 124 tons.  With the extra belly fuel tanks sacrificed in the interest of payload, the 777F will not range as far as the passenger variant it is based upon. However, the 777F will be the longest-ranged freighter in the world with a range of 5,200 miles (8,400 km).[3] Compared to the 747F, the 777F will lack direct loading of cargo via the nose, but this will not be an issue for most customers.  The 777F will be equipped with the 115,000 lbf (513 kN) GE90-115B engines from the 777-300ER and 777-200LR.  Potential customers are Lufthansa Cargo, Federal Express, United Parcel Service, and EVA Cargo. EIS is 2008. Air France KLM signed on as the 777F launch customer on March 25, 2005. The order for seven aircraft 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, and Air Canada has ordered two.  Airbus has no comparable aircraft—the A380-800F is the closest equivalent, but is larger and can carry a larger load. The A380-800F is better suited for bulky parcel freight service, while the 777F is geared towards denser cargo. The most directly comparable aircraft is the McDonnell Douglas MD-11F, which also lacks the 777F's range, as well as uplift capability.
 

Recognizing the 777

The 777 is a tricky airplane to recognize in flight, but with a little help, you can easily pick one out. It is easily confused for a 767-300. Here's how you can easily identify a 777, without knowing what airlines operate the aircraft:

Wings: High-mounted, swept-back, and tapered with curved tips and negative slant.  Raked wingtips found on 777-200LR and 777-300ER.
Engine(s): Two turbofans, suspended on pylons, and extending forward of the wings’ leading edges. Round air intakes.
Fuselage: Large, cigar-shaped, and tapered to tail section. Slightly tapered, rounded nose. Stepped cockpit. Landing gear bulges at lower midsection. Upswept rear section.  Fuselage tail fairing (APU exhaust area) is straight (the 767's fairing is pointed).
Tail: Base of rudder NOT extending towards trailing edge of elevators - compare to Boeing 767, where the base of its rudder does extend towards the trailing edge of elevators.

Specifications

Manufacturer: Boeing (United States)
First Flown: 1994
Price Quote (1998, Boeing): $130.0 - 146.0 M (777-200), $136.0 - 155.0 M (777-200IGW)
Length: 777-200: 209.0 ft, 777-300: 242.8 ft
Wingspan: 199.9 ft (60.9 m) both 777-200 and 777-300
Cruising Speed: 905 km (565 mi)/hr
Range: 13,320 km (8,270 mi)
Passenger Capacity: 305-440

Sources: Wikipedia Boeing 777

© 2005-2007 Steven Holzinger