When the Boeing 777 first entered service in 1995, the Boeing 747 Jumbo Jet was Boeing's flagship product. However, the Boeing 747 is now out of production, leaving the 777 as Boeing's flagship product. Today, the Boeing 777 is one of the world's most popular large wide-body long-haul jets with Boeing's new Boeing 777X (currently in development) preparing to continue its remarkable story. This is the story of the Boeing 777 so far.
Launching a new aircraft
The Boeing 777 came about as a new aircraft to fill the gap between the Boeing 767 and the Boeing 747. By the 1980s, Boeing had developed a solid lineup of aircraft. The Boeing 737 had become the dominant short-haul aircraft, and it offered a range of longer-range aircraft - the 757, 767, and the 747.
The 747 was the top choice for long-haul routes, with twin-engine aircraft previously limited in operation. This changed with the introduction of ETOPS rules, with twinjets able to operate further from a diversion airport. Restrictions were changed in 1985, and the first ETOPS 120 (allowing routes up to 120 minutes from a diversion airport) flight was with a TWA Boeing 767 from Boston to Paris. This opened up transatlantic routes to the 767 (and even the 757).
Improving the 767
The 767 worked well for lower capacity routes (and allowed new routes to be launched). But there was a gap in the market now for a twin-engine aircraft with higher capacity. Airbus took advantage of this with its joint A330 and A340 project. The A330 was the largest twin-engine yet when it was completed in 1992, but it was not long before the 777 over took it.
Boeing originally proposed upgrading the 767 to serve this market. The 767X would offer a stretched fuselage and larger wings. However, airlines rejected this, wanting a wider fuselage and improved operating costs, leading to a new, clean-sheet design.
Developing the 777
Boeing launched the 777 project in 1989, with the first aircraft flying in 1994 and entering service in 1995. The 777 was developed in close collaboration with eight airlines - All Nippon Airways, American Airlines, British Airways, Cathay Pacific, Delta Air Lines, Japan Airlines, United Airlines, and Qantas. All except Qantas went on to order the aircraft.
This collaboration established the capacity and other specifications to be used and ideal variations. US airlines, for example, preferred a shorter fuselage aircraft, while others, including ANA, wanted longer. And British Airways at least wanted a longer-range version. These preferences were all reflected in the initial 777 design.
The 777 was Boeing's first aircraft to rely heavily on computer design during development. While there were some initial mockups, Boeing later claimed that it was the first aircraft "that didn’t need its kinks worked out on an expensive physical mockup plane.”
Construction took place (as it still does) at Boeing's Everett facility. There was a significant expansion to add two new production lines. All widebodies before the 787 were built there. Recently, Boeing revealed the new Boeing 797 under development will also be built in Washington State.
The first generation 777s
United Airlines was the first airline to order the 777, with an $11 billion order for 34 aircraft (and options for 34 more) in 1990 (the largest in Boeing's history at the time, according to The Seattle Times).
The first 777 was unveiled in April 1994 and made its first flight on June 12th. This original 777 (the 777-200) was the smaller of two variants, designed to meet the needs of US airlines. It entered service with United Airlines and operated its first commercial flight on June 7th, 1995.
Over the next three years, Boeing launched two more variants. Overall, the three first-generation (or classic) variants are:
- Boeing 777-200: The initial, shorter variant, entering service in 1995 with United Airlines.
- Boeing 777-200ER: This offered increased range (and payload) and entered service with British Airways in February 1997.
- Boeing 777-300: Boeing stretched the fuselage by just over 10 meters, taking the typical three-class capacity up from 305 to 368 (maximum exit limits are 313 and 396). It entered service with Cathay Pacific in May 1998.
By 1997, 777 orders had risen to 323 aircraft from 25 airlines - it was already well on the way to being a strong success for Boeing.
The second-generation 777 - extending the range
Boeing always intended to increase the 777's range. Early proposals considered shortening the 777-200 to develop a lower capacity but higher range variant (similar to what was done for the 747SP). However, this was dropped in favor of keeping the capacity.
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Boeing 777 family: |
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Number built: |
Over 1,738 |
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Leading operators: |
Emirates, United Airlines, Qatar Airways, Air France |
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Introduction: |
June 7, 1995 |
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Passengers: |
301 to 368 (with typical 3-class seating) |
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Range: |
5,240 to 8,555 nautical miles |
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Variants: |
777-200/200ER, 777-300, 777-300ER, 777-200LR/777F, 777X (777-8 & 777-9) |
In the late 1990s, Boeing began the development of these next-generation aircraft. It kept commonality with the same fuselage and cockpit design but increased the wingspan (by almost four meters). Engines were also switched to the newly developed GE90 engines. There was no longer a choice of engines as with the first generation.
Two passenger models
The first aircraft to be developed was the Boeing 777-300ER, with an initial order from Air France. It entered service in 2004. This would combine the size of the 777-300 with the range of the 777-200ER by increasing the maximum take-off weight. The fuselage and landing gear are also strengthened. This matched the long-haul needs of many airlines, and the 777-300ER has gone on to be by far the most sold 777 variant.
The ultra-long-range 777-200LR joined the 777-300ER in 2006. This kept the length of the 777-200 but used the same improvements as the -300ER to allow increased weight. With additional fuel tanks, it extended the range to almost 16,000 kilometers. It entered service with Pakistan International Airlines in 2006.
It has not been a great success, though, with only 60 aircraft delivered. Its main problem was, in fact, too much range. It achieved its range through extra fuel - this made it heavy and expensive to operate on long routes. Newer aircraft, such as the 787 or A350, achieve longer ranges instead through engine and efficiency improvements.
The 777F cargo plane
As part of this second generation, Boeing launched the 777F freighter model. This took advantage of the upgraded engines and increased MTOW to carry freight payload. Critically, its maximum payload was only slightly lower than that of the 747-200F (104 tonnes compared to 110 tonnes), so it made a good choice for retiring older Boeing freighters.
The 747-400F offers a higher payload and the 747-8 freighter even more. The 777 and 747 together have ensured Boeing continued dominance in the freighter market. There is a chance coming up now for Airbus to challenge this with a possible A350 freighter (it missed the chance with the A380 when it dropped the planned freighter version), but we will have to wait and see.
The third-generation 777X
The 777 story is far from over, with the Boeing 777X now being tested and due to enter service in the coming years. This will be the largest and highest-capacity twin-engine aircraft to date. The 777X was first proposed in 2011, with a target flying date of 2018, as a larger, more efficient successor to the 777-300ER. It keeps a lot in common with the previous 777 family members and introduces some key new features. Most importantly, it retains the same metal fuselage construction.
"The new Boeing 777X will be the world’s largest and most efficient twin-engine jet, unmatched in every aspect of performance." - Boeing
There will be two versions of the 777X, the 777-9 and the smaller 777-8. The 777-9 (the first to launch) offers a capacity of up to 426 (in a two-class configuration, according to Boeing data). With a length of 76 meters, it is the longest commercial jet to date. The smaller 777-8 will offer a capacity of around 384.
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Boeing 777X |
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|---|---|
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10% |
Lower fuel costs |
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10% |
Lower operating costs |
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Seats (typical 2-class): |
777-8 - 395 seats (777-9 426 seats) |
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Range: |
Up to Up to 8,745 nm (7,285 nm 777-9) |
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Powerplant: |
2x GE9X, supplied by GE Aviation |
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Introduction date: |
2026 (planned) |
The smaller 777-8 will compete well against the A350-1000. But the 777-9 is really in a twin-engine category of its own and takes the capacity of twins much closer to quadjets.
Plenty of new features
Despite its commonality with earlier 777 types, there is a lot to be excited about with the 777X. It will achieve more efficient operation, but with high capacity and range with new engines and larger wings.
New engines. It will feature the largest and most powerful engines to date. The new General Electric GE9X engine features carbon fiber construction and fewer fan blades to reduce weight despite the larger size. After several delays, the GE9X engines finally received FAA certification in September 2020.
Folding wingtips. The larger wings on the 777X are critical for its performance and efficiency. But large wings can cause operational problems at many airports - a problem faced by the A380. The 777X wingtips fold on the ground, reducing its wingspan by around five meters. This keeps it in a lower aerodrome category (E rather than the highest level of F for the A380) and expands its operating possibilities.
Entering service in 2022 or later
The development of the 777X has experienced several setbacks. Initial delays were caused by engine issues and structural testing, and further delays were incurred due to the slowdown during the pandemic. Boeing's original plan was to have the 777X in airline service by 2021, but while it is currently in flight testing, that date has been pushed back to 2026.
With over 2,200 orders to date, the Boeing 777 has been the most successful widebody. But we are only just seeing the start of its next generation, with plenty of life left in it. Feel free to discuss more about this aircraft, in the past or looking forward, in the comments.
