boeing 777 300er tour

Boeing 777-300ER (77W)

Seat map (60/24/266).

Interior specifications

Aircraft Specifications

United Polaris ® business class

United ® Premium Plus

United Economy Plus ®

United Economy ®

Number of seats

Seat numbers, exit rows/doors, seat configuration, standard seat pitch, standard seat recline, movable aisle armrests, entertainment, power outlets, fixed bassinets.

Note: Specifications are listed as standard and may vary slightly.

Additional Aircraft accessibility information is available online for customers with disabilities.

Definitions

Seat Pitch:  The measure of legroom that refers to the space between a point on one seat and the same point on the seat in front of it.

Seat Width:  The distance between the inner sides of the armrests on a seat.

Seat Recline:  The distance between a seat back in its full upright and full recline position.

Seatback on-demand entertainment

Enjoy the latest feature films or television program whenever you want. Once activated, you'll experience a high-tech on-demand entertainment system allowing you to start, stop, pause, rewind and fast-forward programming whenever you want. Intuitive and easy-to-use touch-screens control your programs.

See the features of the B777 aircraft equipped with Seatback On-demand Entertainment .

Aircraft specifications

Cruise Speed:  557 mph

Propulsion:  Two General Electric GE90-115B turbofan engines, rated up to 115,300 pounds of thrust each.

Wingspan:  212 feet, 7 inches

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Enjoy 360-degree views of our Cloud 9 Business Class and Economy Class cabins inside our Boeing 777-200LR with our virtual tour on Google Street View.

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Special Discounted Fare

Discounted fare is available if::.

Note : It is mandatory to present the document upon ticketing (if payment is made at city/airport ticket offices) and, at time of check-in to the airline on demand. Failure to present the required documents may result in denial of passenger from the flight and refund of ticket after applicable penalty deductions.

Remark : If you are traveling with an infant under the age of two, You will need to provide a birth certificate or any proof of evidence at the airport.

Take the train to your flight

Do you want to include train segment in your booking.

Ethiopian, in cooperation with Deutsche Bahn, offers its passengers the opportunity to travel with Deutsche Bahn from almost all DB stations in Germany to Frankfurt Airport.

Important information

• For Rail&Fly ticket, rail segment service to/from Frankfurt from any Deutsche Bahn service in Germany, surcharge will be automatically added to your booking.
• Train segment will be included in your itinerary
• Due to technical reasons the journey times stated in your booking are fictitious. Please go to  www.bahn.de  to check the times of train connections on the actual travel date.
• DB Rail&Fly tickets are only valid in DB trains. Please note that Rail&Fly is not available for multiple stop bookings.
• Rail&Fly must be booked with the booking done for flying; it cannot be added online once the booking is completed.
• Passengers travelling in Business class on Ethiopian flight will be entitled to travel in the 1st class compartment of Deutsche Bahn. While Economy class passengers will travel in the 2 nd  class compartment.
• In case of rebooking  before  the train ticket is collected, new pick up number will be generated. Passenger is expected to get the new pick up number from the airline handling agent.
• In case of rebooking  after  the train ticket has been collected, the ticket needs to be changed at a DB Travel Center at the train station.
• Seat reservations are free on ET flight. You can go to  www.bahn.de  for seat reservation on Deutsche Bahn (for a fee).

How to get your Rail&Fly train tickets

After completing your online booking, you will receive a confirmation e-mail as well as a second e-mail from Ethiopian which is indicating one pickup number per direction, that is two pickup numbers per person for return journeys.

Use these pickup numbers to collect your Rail&Fly train ticket from any DB long-distance ticket machine at your DB departure station. Please ensure that such a long-distance ticket machine can be found at your departure station.

If you have not received an e-mail by Ethiopian Airlines with your pickup numbers, please contact any nearby Ethiopian office or e-mail us at [email protected].

Due to technical reasons your itinerary is showing fictitious train numbers (starting with 9B), fictitious departure points (QYG) and fictitious times for the train segment. This data is not valid, please contact a DB Travel Center or go to  www.bahn.de  to check the times of train connections on the actual travel date. Ensure that you are arriving in time at the airport. Please note the check-in times of Ethiopian Airlines at the respective airport and choose a train connection so as to arrive at the check-in desk at least 2 hours before it closes.

Please also consider that train delays might occur. It is solely the responsibility of the passenger to arrive at the airport in time for checking in.

Ethiopian Airlines is not liable for any missed flights due to delayed trains.

You can pick up your Rail&Fly ticket from any DB long-distance ticket machine as  from 72h before your journey begins , so the ticket for your return journey will only be available when you are returning to the airport.

For further information you can contact our reservations department in Germany: +49 69 770 673-052.

Flight Advisory

Important update on covid-19 restriction.

Please note that you may be subject to a measure to prevent the spread of COVID-19 taken by the Government of Canada and to the best of your knowledge, you are not prohibited from entering Canada.

Electronic Travel Authorization (eTA) notification for passengers travelling to or transiting through Canada

Important Notice

Please note that operation of flights from Buenos Aires (EZE), Argentina to Sao Paulo (GRU), Brazil is subject to government authorities approval.

The transactions are reached by 30% INCLUSIVE AND SOLIDARITY TAX PAIS (O5) as well as 35% FISCAL TAX AFIP RG 4815 (Q1);

Due to the current travel restrictions communicated by the government of State of Kuwait, Ethiopian Airlines does not accept passengers traveling from China to the State of Kuwait until the government restriction is waived.

Due to the current travel restrictions communicated by the government of Republic of Equatorial Guinea, Ethiopian Airlines does not accept passengers traveling from China to Republic of Equatorial Guinea until the government restriction is waived.

Due to the current travel restrictions communicated by the government of Republic of Madagascar, Ethiopian Airlines does not accept passengers traveling from China to Republic of Madagascar until the government restriction is waived.

Due to the current travel restrictions communicated by the government of Republic of Seychelles, Ethiopian does not accept passengers traveling from China to Republic of Seychelles until the government restriction is waived, except nationals of Republic of Seychelles.

All returnees to Ghana will be subject to the mandatory 14-days quarantine at own cost. Hotel arrangement and payment has to be done before departure.

All passengers(arriving, departing and transiting passengers) must fill the a Declaration Form 48 before hours of their departure. which can be found on the following link: Declaration Form All passengers should have the filled form on their phone or printed while travelling. Any passenger without this form is not accepted at ABJ airport.

All passengers irrespective of their nationality must fill the Passenger Locator Form ( PLF ) 48 hours before check-in which can be found on the following link: Passenger Locator Form

The fare displayed here is for passengers finalizing their payment online with a credit card; Please note that we only accept payments at ticket office with USD currency only.

It is advisable to make check-in on our web/Mobile App and please note that check-in will be closed 90 Minutes before scheduled flight departure time.

This flight will only be functional subject to the city's airport resuming operation.

This flight will only be functional subject to the city's airport resuming operation.

Travel restrictions to Dubai

Strict travel restriction apply to the selected destination. Please contact Ethiopian office for more information.

Note: UAE citizens are exempted from this restrictions.

Discount Offer

Dear Esteemed Customer, Whenever you make payment using your International Credit Card, you are entitled a discount of 15% for economy class and 20% for Business class. Make sure to insert GEM01 under the Promo Code option. Thank you!

Travel Advisory

Starting from 26 th of January 2021, the U.S. government requires all passengers with two years of age and older traveling to the United States from any international location to test negative for COVID-19 within three calendar days of departure.

For more details on the order, please visit the CDC's website.

Order: Federal Register Notice: Requirement for Proof of Negative COVID-19 Test Result or Recovery from COVID-19 for All Airline Passengers Arriving into the United States | Quarantine | CDC

FAQs: Requirement for Proof of Negative COVID-19 Test or Recovery from COVID-19 for All Air Passengers Arriving in the United States | CDC

As per the current regulation issued by the relevant authorities at destination airports, travellers originating from South Africa in the last 14 days will not be accepted for travel to or transfer through Dubai , Washington , New York , Chicago and Sao Paulo from any other point except for returning nationals. Please contact our sales team for details at [email protected].

Changes on check-in time for flight ET705

Due to CDG airport congestion and actions taken by airport authorities, Ethiopian Airlines check-in time for ET705 will start at 5:15 p.m. and the check-in counter will be closed at 7:45 p.m. Passengers arriving late after 7:45 p.m. will not be accepted and date / flight penalties will apply.

Agency Ethiopian Airlines Closed Due to Lockdown

Click & Collect FOR TICKETS ALREADY BOOKED ONLY APPOINTEMENT TO TAKE CALLING 01 53 89 21 05

Travel Advisory - Kuwait

• Kuwaiti Nationals
• Domestic Worker (house maids) travelling with Kuwaiti nationals
• Diplomats and Diplomatic missionaries (PCR test will be provided for free upon arrival and there don't need to register on Kuwait Mosafer APP)
• Ministry of Health staffs
• Government or Private Clinic medical sector staffs (for private clinic medical staffs prior approval has to be obtained from Ministry of Health (MOH))
• Direct families of the above categories
• Domestic helpers who are confirmed to travel under BelSalmah Quarantine Package and have authority to board email.
• Domestic helpers who are confirmed to travel under BelSalmah Quarantine Package and have authority to board email. (don't need to register on Kuwait Mosafer APP)
• To present a COVID-19 negative certificate with 72 hours validity.
• To register in advance on Kuwait Mosafer link ( https://Kuwaitmosafer.gov.kw ) to pay for hotel and two PCR Covid tests.

To check for payment detail use https://admin.airportkey.com/

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Technical Information

323 seats (77m).

Number of Aircraft: 13

Number of Seat: 323 (Royal Laurel Class: 38 / Premium Economy Class: 64 / Economy Class: 221)

Seat pitch: Royal Laurel Class(43") / Premium Economy Class(38") / Economy Class(31"~33")

333 seats (77A)

Number of Aircraft: 11

Number of Seat: 333 (Royal Laurel Class: 39 / Premium Economy Class: 56 / Economy Class: 238)

Seat pitch: Royal Laurel Class(43") / Premium Economy Class(38") / Economy Class(31"~32")

353 seats (77B)

Number of Aircraft: 10

Number of Seat: 353 (Royal Laurel Class: 39 / Premium Economy Class: 56 / Economy Class: 258)

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Air Canada to boost capacity to Asia

Post date: Nov 14 2023

Date: Nov 14 2023

By: Travelweek

MONTREAL — Air Canada has announced that it will be ramping up capacity to Asia starting next month through to the end of next summer 2024.

According to Mark Galardo, Executive Vice President, Revenue and network Planning, this winter the airline will offer up to 57 flights per week between Canada and Asia, and up to 64 flights per week next summer. It will also have up to double daily flights to Hong Kong and larger aircraft operating to Shanghai during the holidays and Lunar New Year travel periods. Next spring, seasonal Osaka flights will resume earlier and larger aircraft will operate to Narita and Seoul.

“Air Canada’s Asia services continue to reflect strong demand and we are boosting capacity to this geographic area as we deploy our international diversification strategy,” said Galardo. 

“Our upcoming launch of our new route to Singapore and increased capacity on our successful Bangkok route underscores our continued commitment to investing in fast-growing markets in Southeast Asia. With the investments we have made at our global hub airports linking Air Canada’s extensive North American network to our international flights, travelling between North America and Asia is convenient and compelling for leisure and business travellers alike,” he added. 

Here is Air Canada’s Asia schedule:

• Vancouver-Hong Kong

11 weekly flights Dec. 13-Feb. 29, 2024 to support holiday and Lunar New Year travel

10 week flights March 1-Oct. 26, 2024

• Vancouver-Bangkok

Extended winter seasonal service from Dec. 1-May 5, 2024

4 weekly flights increased to daily from Jan. 8-Feb. 28, 2024 winter peak

• Vancouver-Shanghai

4 weekly flights Dec. 1-March 30, 2024 upgauged to Boeing 777-300ER aircraft for holiday and Lunar New Year travel

4 weekly flights operate with Boeing 787-9 all other times

• Vancouver-Singapore

4 weekly flights launch April 3, 2024

Vancouver-Osaka

Seasonal flights begin earlier on May 1, 2024, 3x/weekly

Increases to four weekly flights beginning June 17, 2024

• Vancouver-Narita

Daily flights upgauged to Boeing 777-300ER aircraft until April 30, 2024

Daily flights operated with Boeing 787-9 all other times

Montreal-Narita

Daily flights upgauged to Boeing 777-300ER aircraft for full summer season

• Toronto-Narita
• Toronto-Haneda

Daily flights upgauged to Boeing 777-300ER aircraft for full winter season

Daily flights operate with Boeing 787-9 all other times

• Vancouver-Seoul

Daily flights upgauged to Boeing 777-300ER aircraft for full summer

• Toronto-Seoul

Daily flights operate with Boeing 787-9 year-round

Tags: Air Canada, Lead Story

SimpleFlying

Top 5: The European Airlines With The Largest Boeing 777 Business Class Cabins

Posted: November 10, 2023 | Last updated: November 10, 2023

The European aviation market is fascinating, as legacy carriers compete with low-cost airlines, high-speed rail, and, indeed, each other on short-haul routes. Meanwhile, the long-haul market sees them face competition from their counterparts in far-flung continents. With this in mind, as well as the greater importance of comfort on long flights, premium cabins are a vital tool.

They also represent a delicate balancing act, as carriers weigh up business class's higher fares but lower seating density than a given aircraft's economy section. Still, premium-heavy routes are conducive to low-density configurations, as airlines know that large and well-filled business class cabins are guaranteed money-spinners. But which European 777s have the most business class seats?

British Airways' Boeing 777-300ERs

76 club world seats put these aircraft 14 ahead of second place, british airways.

According to data from ch-aviation, UK flag carrier British Airways is home to Europe's largest Boeing 777 business class cabin. This can be found on select examples of the 777-300ER model, consisting of a whopping 76 seats. As pictured above, Club World passengers on these aircraft get to enjoy the airline's new Club Suites , which are laid out four-abreast in a 1-2-1 configuration.

aeroLOPA notes that BA's other 777-300ER layout has 56 Club World seats onboard, but these are laid out in a less favorable 2-4-2 configuration. The carrier's smaller Boeing 777-300ERs also have a relatively high amount of Club World capacity, with the exact figure ranging between 32 and 49, depending on the layout.

SWISS's Boeing 777-300ERs

Business class accounts for almost 20% of the overall capacity.

The national airline of Switzerland is second on this list, with all of SWISS's Boeing 777-300ER aircraft having been fitted with the same four-class seating configuration. As far as business class is concerned, this section consists of 62 flatbeds, which account for 19.375% of the aircraft's total capacity of 320 seats.

These aircraft's business class seats are laid out five abreast, with alternating rows of 1-2-2 and 2-2-1 configurations. This means that rows 4, 7, 9, 11, 14, and 16 have single seats on the A side (rows 6 and 13 are missing due to a break in the cabin and superstition, respectively). Meanwhile, the K side has a single seat in rows 5, 8, 10, 12, 15, and 17 on SWISS's Boeing 777-300ERs.

Air France's Boeing 777-300ERs

Not far behind with 58 business class seats.

Air France's Boeing 777-300ERs are arguably best known for their exclusive four-seat La Première first class cabins . However, the configuration that features this section (which is one of four overall for the 777-300ER at the French flag carrier) also has a considerable business class cabin that consists of 58 seats.

These flatbeds, like those in La Première , are laid out in a four-abreast 1-2-1 configuration, with the seats given the letters A, E, F, and L. The front section of business class, located between La Première and the aircraft's second door in this setup, is more exclusive, as it consists of just four rows. Meanwhile, the second section comprises 11 rows from nine to 20 (missing 13).

Turkish Airlines' Boeing 777-300ERs

Not every seat has direct aisle access, turkish airlines.

Next on the list, we have Turkish Airlines' Boeing 777-300ERs. These US-built twin-engine widebodies come in two different seating configurations at the Turkish flag carrier, with the most premium-heavy featuring 300 economy and 49 business class seats, meaning that the latter accounts for 14% of the total capacity.

Despite the heavy importance placed on direct aisle access in modern premium cabins , not all of the 49 business class seats in this layout have such a privilege. Indeed, they are laid out in a 2-3-2 configuration, meaning that occupants of the A, E, and K seats will have to step past their seatmates in order to get up and walk.

KLM's Boeing 777-300ERs

Two configurations with a one-seat capacity difference.

Rounding out the top five, we have KLM, whose largest Boeing 777 business class cabin can be found on some of its 777-300ER aircraft. Consisting of 35 seats in a four-abreast 1-2-1 configuration , this is present on the airline's three-class examples, with the cabin occupying the entire section between the plane's first and second doors.

Funnily enough, the Dutch flag carrier's other 777-300ER configuration is just one seat behind, with 34 business class seats in a six-abreast 2-2-2 configuration. In this instance, rows one to five are located between the aircraft's first and second doors, while row six is situated in its own little section behind the second door. This layout is also used on the airline's smaller 777-200ERs.

What do you make of these premium-heavy Boeing 777 layouts? How many have you flown on? Let us know your thoughts and experiences in the comments!

Sources: aeroLOPA , ch-aviation

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EgyptAir Kicks Off With Dubai Airshow Day 2 With Widebody Order To Airbus

Ajay Awtaney, Skift

November 14th, 2023 at 3:30 AM EST

EgyptAir, the flag carrier of Egypt, orders seventh aircraft type to its under hundred aircraft fleet. EgyptAir will make the A350-900 its flagship aircraft when it joins the fleet.

After a large number of aircraft orders were announced on day one between Boeing and its customers , Airbus took the podium for a customer announcement on day two of the Dubai Airshow. 

EgyptAir announced a widebody order for 10 A350-900 aircraft at the Dubai Airshow, with EgyptAir Chairman and CEO Engineer Yehia Zakaria and Airbus Chief Commercial Officer and Head of International, Christian Scherer, signing the deal. 

The airline currently operates a vast motley of aircraft, both narrowbody and widebody, from both the major OEMs. The airline currently has the A220-300, A320ceo, A320neo, A321neo and the Boeing 737-800 in its narrowbody fleet with Boeing 737-8s on order (to be delivered 2025 onwards). The airline also has the A330-200, the A330-300 and the Boeing 777-300ER and 787-9 in its fleet. 

EgyptAir Chairman and CEO Yehia Zakaria said: “EgyptAir is a key partner of Airbus in the Middle East and Africa. We take immense pride in this partnership aimed at furthering the aviation industry. Our focus lies in the enhancement of our fleet to embrace some of the most contemporary aircraft available.” 

Zakaria added: “EgyptAir has firmed up an agreement with Airbus to procure 10 A350-900 aircraft, each boasting a capacity of 340 seats. These aircraft come equipped with cutting-edge technologies and Rolls-Royce XWB Trent engines, known for their modern design and reduced fuel emissions and consumption. As we tackle growing demand across our network, this aircraft is the optimal choice.”

Christian Scherer, Chief Commercial Officer and Head of Airbus International, said, “Once delivered the A350-900 will be EgyptAir flagship aircraft. Adding the world’s most modern and efficient widebody aircraft to the airline’s fleet will be instrumental in expanding its offering, opening new opportunities particularly in Western US and the far East.”

Everything from Dubai Airshow Day One.

Have a confidential tip for Skift? Get in touch

Tags: airlines , aviation , Dubai Airshow , travel

Now's the perfect time to extend your success.

The Boeing 777's unique combination of superior range, outstanding fuel efficiency and passenger-preferred comfort has created long-range success for carriers around the world. And the 777-300ER now gives operators a perfect opportunity to extend that success. Recent upgrades further reduce costs and boost revenue, and the 777's flying experience is still number one with passengers. A more profitable fleet and more satisfied passengers. That's a better way to fly.

Technical Specs

777 design highlights.

• digitally designed
• Aerodynamics
• Light & Durable
• Flight Deck
• Product Improvements
• Continuous Innovation
• 777 Interior Features
• Elegant Features
• Award Winning 777 Interior
• First Class
• Business Class
• Economy Class
• Spacious Bins
• Dynamic LED Lighting
• Preferred Cabin
• Flexibility and Productivity
• Innovative Use of Overhead Space
• Additional Revenue
• Capacity and Range
• From Beijing
• From London
• From New York
• From Singapore
• World Record
• Additional Revenue Options
• Polar Route Leader
• Cargo Revenue
• ETOPS Routes
• Higher Revenue
• Fuel Efficiency
• Operating Costs
• Most Reliable
• Family Commonality
• Flight Deck Commonality
• Cleaner for the Community
• Quieter for the Community
• Our Plans and Commitments
• Freighter Family
• Advanced Technology
• Cargo Arrangements
• Flexible Arrangements
• Large Main Deck
• Supernumerary Area
• Infrastructure
• Cleaner Quieter & Efficient
• Quieter than Noise Requirement
• Meets London Noise Standards
• Quieter For Communities
• Noise Evolution
• Proven Reliability Platform
• Significantly Lower Fuel Costs
• Better Tonne Mile Economics

777 Gallery

777-300er interiors from new operators, the award-winning boeing 777 signature experience, design & engineering.

Our Boeing 777

Boeing 777-200.

Features Length in meters:  63.70 Wingspan in meters: 60.90 Cruising speed: Mach .84 Cruising altitude: 10,700 m / 35,000 ft

Boeing 777-300

Features Length in meters:  73.86 Wingspan in meters: 64.80 Cruising speed: Mach .84 Cruising altitude: 10,700 m / 35,000 ft

* Copyright Air France - Reproduction prohibited. Cabin layout subject to change without notice.

Cabin layout

• La Première
• Premium Economy

Paid Options

• Seat at the front of the cabin
• Extra Legroom Seat
• Seat for an unaccompanied minor
• Self-service bar
• Bar and buffet area
• Preparation zone
• Exit and emergency exit**

** For safety reasons, the seats near the emergency exits are restricted to certain categories of people.

Boeing 777-300ER Virtual Tour (French text)

Progressively deployed since fall 2022, our new Business seats and cabin will outfit all Boeing 777-300ER aircraft.

IMMERSIVE EXPERIENCE

The Emirates Fleet in 3D

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Main content

The Boeing 777-300ER sets new standards in travel experience and comfort. It is the flagship of the fleet, and is used on long-haul.

Boeing 777-300ER

Special features.

The Boeing 777-300ER has state-of-the-art technology. It offers maximum reliability, a very high level of comfort in the cabin, and has space for over 320 seats. It also offers a reduction of 23% in fuel and CO2 emissions per seat in comparison with the A340-300

Technical details

Middle East GCC

• Iran English ایران فارسی
• Iraq English العراق العربيّة
• Jordan English الأردن العربيّة
• Kuwait English الكويت العربيّة
• Lebanon English لبنان العربيّة Liban Français
• Oman English عُمان العربيّة
• Qatar English قطر العربيّة
• Saudi Arabia English المملكة العربِيّة السعودية العربِيّة
• United Arab Emirates English الإمارات العربِيّة المتحدة العربِيّة
• Bahrain English البحرين العربية

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Qatar Airways Boeing 777

A world of comfort.

Our Boeing 777 cabin is spacious, with high ceilings and an abundance of natural light. Our comfortable seats, delectable dining options and award-winning crew will all help to ensure you arrive at your destination feeling relaxed and ready to go.

Qsuite: A class of its own

Our first-ever cabin to offer aft and forward-facing seats, takes cabin innovation to an entirely new level, thanks to its quad configuration. Cabin interiors are designed in our signature colours of burgundy and grey, enhanced with elegant and warm rose gold detailing. Our seats have been thoughtfully dressed in the latest and finest fabrics, to optimise your comfort. The media panel also comes with an all-access power port, with USB, HDMI and NFC capabilities for your convenience.

Economy Class

Our Economy Class service provides you with ample legroom so you can eat and sleep in comfort. Our overhead compartments are designed with a recessed position to allow for plenty of overhead clearance, adding a sense of spaciousness. 

An amenity kit that includes comfort items to help you stay refreshed throughout long flights is also provided.

Enjoy every bite

Our in-flight meals are prepared with fresh ingredients of the highest quality, and we offer an extensive selection of special meals to cater for different dietary requirements. We also provide snacks and drinks throughout the flight.

Oryx One In-flight entertainment

Sit back and enjoy

Up to 4,000 entertainment options for every type of traveller.

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• American Airlines >
• Planes & Seat Maps >
• Boeing 777-300ER (77W)

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In-flight amenities

This aircraft offers a wide variety of audio entertainment via personal Audio Video On Demand (AVOD).

All seats feature a 15.4-inch HD-capable touchscreen monitor with a selection of up to 75 movies, more than 150 TV programs, More than 350 audio selections, up to 15 games and 5 live steaming  television channels (Sport 2, Sport 2 Extra, BBC News, CNBC, CNN). Every Main Cabin Extra and Economy class seatback has an 8.9-inch HD-capable touchscreen monitor with a variety of movies, TV programs, games, and audio selections available. 

Personal 110v power ports are offered throughout all classes.

All classes of service on this aircraft feature USB power ports. 

Wi-Fi service is availble, depending on route, to all personal portable devices. Internet access is available for a fee. Daily and monthly passes may be purchased before flight. Additional information about the service may be accessed by clicking  here .

Food service depends on route, length of flight, and time of day. Flagship First, Flagship Business, and Premium Economy passengers are offered premium dining. Main Cabin passengers on long-haul international and certain US transcontinental flights are offered complimentary  multi-course meals. Sandwiches, wraps, and snack boxes are available for purchase in the Main Cabin on other flights (US domestic, Canada, Caribbean, and Mexico).

Non-alcoholic beverages are complimentary on all flights. Beer, wine, and a variety of spirits are complimentary in Flagship Business, Premium Economy, and Main Cabin Extra on all flights. They are complimentary in the Main Cabin on certain long-haul international flights and may be purchased on flights where they are not complimentary.

Additional information for each class is available in the "Travel Information / During your flight" section on  aa.com .

This Boeing 777-300ER is one of the newer additions to American Airlines' fleet. This four-class aircraft seats a total of 304 passengers, and features up-to-date amenities, including personal Audio Video On Demand (AVOD) and personal 110v power ports throughout each class. Please note that on some flights the Premium Economy seats are listed as Main Cabin Extra seats.

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American Airlines flies 1 versions of Boeing 777-300ER.

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Boeing 777-300ER Long-range Wide-body Twin-jet Airliner

Archive Photos

Boeing 777-35E/ER, B-16701, c.n 32639/524, EVA Air, (John Shupek photos)

Cathay Pacific, Boeing 777-367ER (B-KPJ, c/n 36157), (10/08/2011 photos © John A. Shupek)

Boeing 777-381/ER, JA733A, c.n 32648/529, All Nippon Airways (ANA), 12/1/2007, LAX, (John Shupek photos)

All Nippon Airways, Boeing 777-381ER (JA782A, c/n 33416/691), (10/08/2011 photos © John A. Shupek)

Boeing 777-200 Series Overview

• Boeing 777-200
• 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; Cathay Pacific; Air France
• Produced: 1993-present
• Number built: 1,384 through March 2016
• Unit cost: 777-200ER: US$261.5 million; 777-200LR: US$296.0 million; 777-300ER: US$320.2 million; 777F: US$300.5 million
• Developed into: Boeing 777X

The Boeing 777 is a family of long-range wide-body twin-engine jet airliners developed and manufactured by Boeing Commercial Airplanes. It is the world's largest twinjet and has a typical seating capacity for 314 to 451 passengers, with a range of 5,235 to 9,500 nautical miles (9,695 to 17,594 km). Commonly referred to as the "Triple Seven", its distinguishing features include the largest-diameter turbofan engines of any aircraft, six wheels on each main landing gear, fully circular fuselage cross-section, and a blade-shaped tail cone. Developed in consultation with eight major airlines, the 777 was designed to replace older wide-body airliners and bridge the capacity difference between Boeing's 767 and 747. As Boeing's first fly-by-wire airliner, it has computer-mediated controls. It was also the first commercial aircraft to be designed entirely with computer-aided design.

The 777 is produced in two fuselage lengths as of 2014. The original 777-200 variant entered commercial service in 1995, followed by the extended-range 777-200ER in 1997. The stretched 777-300, which is 33.25 ft (10.1 m) longer, followed in 1998. The longer-range 777-300ER and 777-200LR variants entered service in 2004 and 2006 respectively, while the 777F, a freighter version, debuted in February 2009; these variants all feature General Electric GE90 engines and extended raked wingtips. The earlier 777-200, 777-200ER and 777-300 versions are equipped with GE90, Pratt & Whitney PW4000, or Rolls-Royce Trent 800 engines. The 777-200LR is the world's longest-range airliner, able to fly more than halfway around the globe, and holds the record for the longest distance flown non-stop by a commercial aircraft.

The 777 first entered commercial service with United Airlines on June 7, 1995. It has received more orders than any other wide-body airliner; as of March 2016, 60 customers had placed orders for 1,895 aircraft of all variants, with 1,384 delivered. The most common and successful variant is the 777-300ER with 635 delivered and 800 orders; Emirates operates the largest 777 fleet, with 144 passenger and freighter aircraft as of July 2015. The 777 has been involved in five hull losses as of October 2015; the Asiana Airlines Flight 214 accident in July 2013 was its first fatal crash in 18 years of service.

The 777 ranks as one of Boeing's best-selling models. Airlines have acquired the type as a comparatively fuel-efficient alternative to other wide-body jets and have increasingly deployed the aircraft on long-haul transoceanic routes. Direct market competitors include the Airbus A330-300, newly launched Airbus A350 XWB, and the out-of-production A340 and McDonnell Douglas MD-11. The 787 Dreamliner, which entered service in 2011, shares design features with the 777. In November 2013, Boeing announced the development of upgraded 777-8 and 777-9 variants, collectively named 777X, featuring composite wings and GE9X engines and further technologies developed for the 787. The 777X series is planned to enter service by 2020.

Development Background

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

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

Airline customers were unimpressed with 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 any 767 stretch. Airline planners' requirements for larger aircraft had become increasingly specific, adding to the heightened competition among aircraft manufacturers. By 1988, Boeing realized that the only answer was a new design, which became the 777 twinjet. The company opted for the twin-engine configuration given past design successes, projected engine developments, and reduced-cost benefits. On December 8, 1989, Boeing began issuing offers to airlines for the 777.

Design Effort

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. This was a departure from industry practice, where manufacturers typically designed aircraft with minimal customer input. The eight airlines that contributed to the design process became known within Boeing as the "Working Together" group. At the first group meeting in January 1990, a 23-page questionnaire was distributed to the airlines, asking what each wanted in the design. 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. Boeing selected its Everett factory in Washington, home of 747 production, as the 777's final assembly site.

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. The development phase coincided with United's replacement program for its aging DC-10s. 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. ETOPS certification was also a priority for United, given the overwater portion of United's Hawaii routes. In January 1993, a team of United developers joined other airline teams and Boeing designers at the Everett factory. The 240 design teams, with up to 40 members each, addressed almost 1,500 design issues with individual aircraft components. 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, along with higher operating weight options.

The 777 was the first commercial aircraft designed entirely by computer. Each design drawing was created on a three-dimensional CAD software system known as CATIA, sourced from Dassault Systemes and IBM. 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. Boeing developed their own 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. 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.

Production and Testing

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

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

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

Entry into Service

Boeing delivered the first 777 to United Airlines on May 15, 1995. 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. The first commercial flight took place on June 7, 1995, from London Heathrow Airport to Dulles International Airport near Washington, D.C. Longer ETOPS clearance of 207 minutes was approved in October 1996.

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

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

Initial Derivatives

After the original model, Boeing developed an increased gross weight variant of the 777-200 with greater range and payload capability. Initially named 777-200IGW, the 777-200ER first flew on October 7, 1996, received FAA and JAA certification on January 17, 1997, and entered service with British Airways on February 9, 1997. Offering greater long-haul performance, the variant became the most widely ordered version of the aircraft through the early 2000s. On April 2, 1997, a Malaysia Airlines 777-200ER 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), in 21 hours and 23 minutes.

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

From the program's start, Boeing had considered building ultra-long-range variants. Early plans centered on a 777-100X proposal, a shortened variant of the 777-200 with reduced weight and increased range, similar to the 747SP. However, the 777-100X would have carried fewer passengers than the 777-200 while having similar operating costs, leading to a higher cost per seat. By the late 1990s, design plans shifted to longer-range versions of existing models. A more powerful engine in the 100,000 lbf (440 kN) and higher thrust class was required, leading to talks between Boeing and engine manufacturers. General Electric offered to develop the GE90-115B engine, while Rolls-Royce proposed developing the Trent 8104 engine. In 1999, Boeing announced an agreement with General Electric, beating out rival proposals. Under the deal with General Electric, Boeing agreed to only offer GE90 engines on new 777 versions.

Longer-range Models

GE90 engine mounted on a 777-300ER with a Boeing engineer to show the engine's size. A single GE90 engine has powered the GE test 747 during level flight. On February 29, 2000, Boeing launched its next-generation twinjet program, initially called 777-X, and began issuing offers to airlines. Development was slowed by an industry downturn during the early 2000s. The first model to emerge from the program, the 777-300ER, was launched with an order for ten aircraft from Air France, along with additional commitments. On February 24, 2003, the 777-300ER made its first flight, and the FAA and EASA (European Aviation Safety Agency, successor to the JAA) certified the model on March 16, 2004. The first delivery to Air France took place on April 29, 2004. The 777-300ER, which combined the 777-300's added capacity with the 777-200ER's range, became the top-selling 777 variant in the late 2000s, benefiting as airlines replaced comparable four-engine models with twinjets for their lower operating costs.

The second long-range model, the 777-200LR, rolled out on February 15, 2005, and completed its first flight on March 8, 2005. The 777-200LR was certified by both the FAA and EASA on February 2, 2006, and the first delivery to Pakistan International Airlines occurred on February 26, 2006. On November 10, 2005, the first 777-200LR 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. Lasting 22 hours and 42 minutes, the flight surpassed the 777-200LR's standard design range and was logged in the Guinness World Records.

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

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

Production Updates and Improvements

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. Complete assembly of each 777-300ER requires 49 days. In November 2011, assembly began on the 1,000th 777, a 777-300ER model for Emirates; which was rolled out in March 2012. In late 2011, the FAA assigned a common type rating to the 787 and 777, allowing pilots qualified on either aircraft to operate both models, due to related design features. The smaller 787 was the first stage of a replacement aircraft initiative called the Boeing Yellowstone Project. Reportedly, the 777 could eventually be replaced by a new aircraft family, Yellowstone 3, which would draw upon technologies from the 787.

By the late 2000s, the 777 was facing increased potential competition from Airbus' planned A350 XWB and internally from proposed 787 variants, both airliners that promise fuel efficiency improvements. As a consequence, the 777-300ER received an engine and aerodynamics improvement package for reduced drag and weight. 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. More changes were targeted for late 2012, including possible extension of the wingspan, along with other major changes, including a composite wing, new powerplant, and different fuselage lengths. Emirates was reportedly working closely with Boeing on the project, possibly being the launch customer for new 777 versions. China Airlines ordered ten 777-300ER aircraft to replace 747-400s on routes between Taipei and Los Angeles and New York City, telling Aviation Week and Space Technology that the 777-300ER's per seat cost is about 20% lower than the 747's costs (varying due to fuel prices). Four of the 777 aircraft were already flying as of February 2015.

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. As of February 2015, the backlog of undelivered 777s totals 278 aircraft, representing just under three years of current production at 8.3 aircraft per month, causing Boeing to ponder the 2018-2020 time frame. In January 2015, United Airlines ordered 10 Boeing 777-300ERs, normally costing around $150 million each but paid around $130 million, a discount to bridge the production gap to the 777X. Boeing has worked with General Electric to offer a 2% improvement in fuel efficiency to new aircraft beginning in 2016. GE will improve the fan module and the high pressure compressor stage-1 disk in the GE-90-115 turbofan, as well as reduce 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, will, GE says, lower fuel burn by 0.5%. Boeing's wing modification will 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 nautical miles on the same load of fuel, or add ten passengers or 2,400 lb of cargo to a "load limited" flight. In March 2015, additional details of the improvement package were published in Aviation Week & Space Technology. The 777-300ER will shed 1,800 lb. Boeing will replace the fuselage crown with tie rods and composite integration panels, similar to those used on the 787. New flight control software will 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 is also redesigning the inboard flap fairings to reduce drag by reducing pressure on the underside of the wing. The outboard raked wingtip will have a divergent trailing edge, a "poor man's airfoil" (Boeing's description) originally developed for the McDonnell Douglas MD-12 project. Another change involves elevator trim bias. These changes would not only increase fuel efficiency, they would allow airlines to add 14 additional seats to the airplane, increasing per seat fuel efficiency by 5%.

777X Program

In September 2011, Boeing released more details on proposed third-generation 777 versions, collectively referred to as 777X and tentatively designated 777-8 and 777-9. The 777-9 was to feature a fuselage stretch of 7.0 ft (2.13 m) to a total length of 250 ft 11 in (76.5 m) to accommodate 407 passengers, while the ultra long-range 777-8, a replacement for the 777-200LR, was slated to be 228.17 ft (69.5 m) in length. Wingspan for both models was expected to increase from the current 212 ft 7 in (64.8 m) to 234 ft (71.3 m), and incorporate the use of carbon-fiber-reinforced polymer in its construction. In February 2012, General Electric disclosed studies on a new engine, dubbed the GE9X, to power the 777X. Rolls-Royce and Pratt & Whitney also proposed powerplants for the 777X, including the RB3025 concept, based on the Trent 1000 and Trent XWB engines, and an adaptation of PW1000G engine architecture to produce up to 100,000 lbf (440 kN) of thrust. However, in March 2013 the General Electric GE9X was selected as the exclusive engine to power the 777X.

In May 2013, Boeing's board of directors gave formal permission for its Commercial Airplanes division to start offering the 777X to customers. The 777X program includes two models: the 777-9, which is stretched beyond the length of the 777-300ER, and the 777-8, which is sized close to the 777-300ER but with ultra-long range capability. On September 19, 2013, Lufthansa's supervisory board gave approval to order 34 Boeing 777-9 aircraft to replace their 747-400s, in advance of the program's official launch. In October 2013, Boeing announced that its U.S. facilities in Charleston, Huntsville, Long Beach, Philadelphia, and St. Louis as well as Russian facilities in Moscow would support the 777X design effort.

Boeing officially launched the 777X at the 2013 Dubai Airshow in November 2013, announcing a total of 259 orders and commitments worth more than US$95 billion, constituting the largest product launch by dollar value in the history of commercial aviation. These included orders for 150 aircraft from Emirates, 25 aircraft from Etihad Airways, and 50 aircraft from Qatar Airways; the former two orders encompass both 777-8 and 777-9 variants and the latter is entirely for the 777-9. 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.

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

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

Airframe and Systems

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 upward after flight tests to Mach 0.84). 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. 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. This capacity allows the 777-200LR to operate ultra-long-distance, trans-polar routes such as Toronto to Hong Kong. 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.

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

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). Elements made from composite material include the cabin floor and rudder. The main fuselage cross-section is circular and tapers rearward into a blade-shaped tail cone with a port-facing auxiliary power unit. The aircraft also features the largest landing gear and the biggest tires ever used in a commercial jetliner. 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. The aircraft has triple redundant hydraulic systems with only one system required for landing. A ram air turbine, a small retractable propeller which can provide emergency power, is also fitted in the wing root fairing.

The original 777 interior, also known as the Boeing Signature Interior, features curved panels, larger overhead bins, and indirect lighting. Seating options range from six abreast in first class up to 10 across in economy. 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 777-9). 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. Several aircraft have also been fitted with VIP interiors for non-airline use. Boeing designed a hydraulically damped toilet seat cover hinge that closes slowly.

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

Boeing uses two characteristics, fuselage length and range, to define their 777 models. Fuselage length affects the number of passengers and amount of cargo that can be carried; the 777-200 and derivatives are the base size, and the aircraft was stretched into the 777-300 in 1998. In terms of range, the aircraft has been categorized into three segments based on design criteria. 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.

These were initially defined as the following: A-market: up to 4,200 nautical miles (7,800 km); B-market: 6,600 nautical miles (12,200 km); and C-market: 7,800 nautical miles (14,400 km)

When referring to different variants, Boeing and airlines often collapse the model number (777) and the variant designator (777-200 or 777-300) into a truncated form (e.g., "772" or "773"). The International Civil Aviation Organization (ICAO) aircraft type designator system adds a preceding manufacturer letter (e.g., "B772" or "B773"). Subsequent to the capacity number, designations may or may not append the range identifier (e.g., 777-300ER as "773ER", "773B", "77W", or "B77W"). These notations may be found in aircraft manuals or airline timetables.

The 777-200 was the initial A-market model. The first 777-200 was delivered to United Airlines on May 15, 1995. With a maximum range of 5,240 nautical miles (9,700 km), the 777-200 was chiefly aimed at U.S. domestic airline operators. Nine different 777-200 customers have taken delivery of 88 aircraft, with 79 in airline service as of July 2015. A British Airways 777-200 became the fastest subsonic New York to London flight at 5 hours and 16 minutes in January 2015 due to strong winds. The competing aircraft from Airbus is the A330-300.

The 777-200ER ("ER" for Extended Range), the B-market version of the 777-200, was originally known as the 777-200IGW (increased gross weight). The 777-200ER has additional fuel capacity and an increased maximum takeoff weight (MTOW) over the 777-200. Aimed at international airlines operating transatlantic routes, the 777-200ER's maximum range is 7,730 nautical miles (14,320 km). In addition to breaking the eastbound great circle "distance without landing" record, the 777-200ER also holds the record for the longest ETOPS-related emergency flight diversion (177 minutes under one engine), on a United Airlines flight carrying 255 passengers on March 17, 2003, over the Pacific Ocean.

The first 777-200ER was delivered to British Airways on February 6, 1997. Singapore Airlines, one of the type's largest customers, ordered over half of its 777-200ERs with reduced engine thrust specifications (de-rated) for use on medium-length routes. The de-rated engines lower MTOW, which reduces the aircraft's purchase price and landing fees, and can be re-rated to full 777-200ER standard for long-haul operations. As of March 2016, 777-200ER deliveries to 33 different customers totaled 422 with no unfilled orders. As of July 2015, 390 examples of the 777-200ER were in airline service. The competing aircraft from Airbus are the A340-300 and the A350-900.

The 777-200LR ("LR" for Longer Range), the C-market model, became the world's longest-range commercial airliner upon entering service in 2006. Boeing named it Worldliner as it could connect almost any two airports in the world, although it remains subject to ETOPS restrictions. It holds the world record for the longest nonstop flight by a commercial airliner, having a maximum range of 9,500 nautical miles (17,600 km). The 777-200LR was intended for ultra-long-haul routes such as Los Angeles to Singapore.

Developed alongside the 777-300ER, the 777-200LR features an increased MTOW and three optional auxiliary fuel tanks in the rear cargo hold. Other new features include raked wingtips, redesigned main landing gear, and additional structural strengthening. As with the 777-300ER and 777F, the 777-200LR is equipped with wingtip extensions of 12.8 ft (3.90 m). The 777-200LR is powered by GE90-110B1 or GE90-115B turbofans. The first 777-200LR was delivered to Pakistan International Airlines on February 26, 2006. As of March 2016, eleven different 777-200LR customers have taken delivery of 59 aircraft, with no unfilled orders. Airlines operated 55 of the 777-200LR variant as of July 2015. The closest competing aircraft from Airbus was the A340-500HGW.

The stretched 777-300 was designed as an A-market replacement for 747-100s and 747-200s. Compared to the older 747s, the stretched 777 has comparable passenger capacity and range, but burns one-third less fuel and has 40 percent lower maintenance costs. The 777-300 features a 33.3 ft (10.1 m) fuselage stretch over the baseline 777-200. This allows seating for up to 550 passengers in a single class high-density configuration, an arrangement adopted for heavily trafficked Japanese routes. Because of the aircraft's length, the 777-300 is equipped with a tailskid and ground maneuvering cameras to aid pilots during taxi. The maximum range is 6,015 nautical miles (11,140 km), allowing the 777-300 to operate trunk routes previously flown by older 747s.

After being certified simultaneously by the FAA and JAA, the first 777-300 was delivered to Cathay Pacific on May 21, 1998. Eight 777-300 customers have taken delivery of 60 aircraft, 58 of which were in service as of July 2015. However, following the introduction of the longer-range 777-300ER in 2004, operators have selected that variant instead. The 777-300 has no direct Airbus rival, but the A340-600 was offered in competition.

The 777-300ER ("ER" for Extended Range) is the C-market version of the 777-300, 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. The 777-300ER features raked and extended wingtips, a strengthened fuselage and wings and a modified main landing gear. Its wing have an aspect ratio of 9.0. It is powered by the GE90-115B turbofan, the most powerful jet engine with a maximum thrust of 115,300 lbf (513 kN). Following flight testing, aerodynamic refinements have reduced fuel burn by an additional 1.4%.

Since its launch, the model has been a primary driver of the twinjet's sales past the rival A330/340 series, its direct competitors have included the Airbus A340-600 and the A350-1000. Using two engines produces a typical operating cost advantage of around 8-9% for the 777-300ER over the A340-600. Several airlines have acquired the 777-300ER as a 747-400 replacement amid rising fuel prices given its 20% fuel burn advantage.

The first 777-300ER was delivered to Air France on April 29, 2004. The 777-300ER is the best-selling 777 variant, having surpassed the 777-200ER in orders in 2010 and deliveries in 2013. As of March 2016, 777-300ER deliveries to 39 different customers totaled 635, with 165 unfilled orders. In February 2016, 619 777-300ERs are in service within 35 operators.

777 Freighter

The 777 Freighter (777F) is an all-cargo version of the twinjet, and shares features with the 777-200LR; these include its airframe, engines, and fuel capacity. With a maximum payload of 226,000 lb (103,000 kg), cargo capacity is similar to the 243,000 lb (110,000 kg) of the 747-200F. The freighter has a range of 4,900 nmi (9,070 km) at maximum payload, although greater range is possible if less cargo weight is carried.

As the aircraft promises improved operating economics compared to older freighters, airlines have viewed the 777F as a replacement for freighters such as the 747-200F, MD-10, and MD-11F. The first 777F was delivered to Air France on February 19, 2009. As of March 2016, 120 freighters had been delivered to 16 different customers, with 40 unfilled orders. Operators had 108 of the 777F in service as of July 2015.

In the 2000s, Boeing began studying the conversion of 777-200ER and 777-200 passenger airliners into freighters, under the name 777 BCF (Boeing Converted Freighter). 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.

777-8 and 777-9

The 777-8 and the larger 777-9, are the two variants which comprise the Boeing 777X program, launched in 2013. Both models incorporate a new carbon-fiber-reinforced polymer wing with folding wingtips, a wider, more comfortable redesigned cabin, and other upgraded systems. Service entry of the first 777X variant, the 777-9, is scheduled for 2020.

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. The aircraft are fitted with private jet cabins by third party contractors, and completion may take 3 years.

777 Tanker (KC-777) - the KC-777 is 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. 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. 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.

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. The aircraft, to be operated by the Japan Air Self-Defense Force under the callsign Japanese Air Force One, are scheduled to enter service in 2019 and replace two 747-400s. Besides VIP transport, the 777s are also intended for use in emergency relief missions.

777s have served as official government transports for nations including Gabon (VIP-configured 777-200ER), Turkmenistan (VIP-configured 777-200LR), and the United Arab Emirates (VIP-configured 777-200ER and 777-300ER operated by Abu Dhabi Amiri Flight). Prior to returning to power as Prime Minister of Lebanon, Rafic Hariri acquired a 777-200ER as an official transport.

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. Although the USAF had preferred a four engine aircraft, this was mainly due to precedent (the 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 as quad-jet aircraft). Ultimately, the air force decided against the 777, and selected instead the Boeing 747-8 to be the next presidential aircraft.

Boeing customers that have received the most 777s are ILFC, Emirates, Singapore Airlines, United Airlines, and Air France. Emirates is the largest airline operator as of July 2015, and is the only customer to have operated all 777 variants produced, including the 777-200, 777-200ER, 777-200LR, 777-300, 777-300ER, and 777F. The 1,000th 777 off the production line, a 777-300ER set to be Emirates' 102nd 777, was unveiled at a factory ceremony in March 2012.

A total of 1,265 aircraft (all variants) were in airline service as of July 2015, with Emirates (144), United Airlines (74), Cathay Pacific (68), Air France (66), American Airlines (64), British Airways (58), All Nippon Airways (57), Singapore Airlines (55), and other operators with fewer aircraft of the type. For additional information about Boeing 777 operators, please visit the following Wikipedia site List of Boeing 777 Operators.

Boeing 777-300ER Specifications

• Model: 777-300ER
• Cockpit crew: Two
• Seating capacity, typical: 386 (3-class), 451 (2-class), 550 (maximum)
• Length: 242 ft 4 in (73.9 m)
• Wingspan:
• Wing sweepback: 31.64°
• Tail height: 60 ft 8 in (18.5 m)
• Cabin width: 19 ft 3 in (5.87 m)
• Seat width: 18.5 in (47.0 cm) in 9 abreast standard economy or 17.2 in (43.7 cm) in 10 abreast high density economy
• Fuselage width: 20 ft 4 in (6.20 m)
• Maximum cargo capacity: 7,640 ft 3 (216 m 3 ) 44 × LD3
• Operating empty weight: 370,000 lb (167,800 kg)
• Maximum landing weight: 554,000 lb (251,290 kg)
• Maximum takeoff weight (MTOW): 775,000 lb (351.500 kg)
• Typical cruise speed: Mach 0.84 (554 mph, 892 km/h, 482 knots) at a cruise altitude of 35,000 ft (11,000 m)
• Maximum speed: Mach 0.89 (587 mph, 945 km/h, 510 knots) at a cruise altitude of 35,000 ft (11,000 m)
• Maximum range (with maximum payload): 7,830 nmi (14,500 km; 9,010 mi)
• Takeoff distance at MTOW (at sea level, ISA): 10,000 ft (3,050)
• Maximum fuel capacity: 47,890 US gal (181,283 L)
• Service ceiling: 43,100 ft (13,140 m)
• Engine (× 2): GE90-115B1
• Thrust (× 2): 115,300 lbf (512 kN)
• Shupek, John. Photos via The Skytamer Archive , copyright © 2011 Skytamer Images. All Rights Reserved
• Wikipedia, the free encyclopedia. Boeing 777
• Wikipedia, the free encyclopedia. List of Boeing 777 Operators