Editing Boeing 777 (section)

==Development==

===Background===
[[File:Boeing 777-100 Trijet Concept Model.jpg|thumb|The Boeing 777-100 trijet concept was proposed in 1978 to compete with other trijets of the time (artist concept).|alt=The Boeing 777-100 trijet concept was the forerunner concept of the successful twinjet 777]]

In the early 1970s, the [[Boeing 747]], [[McDonnell Douglas DC-10]], and the [[Lockheed L-1011 TriStar]] became the first generation of [[Wide-body aircraft|wide-body passenger airliners]] to enter service.<ref name=wells>{{Harvnb|Wells|Rodrigues|2004|p=146}}</ref> In 1978, [[Boeing]] unveiled three new models: the twin-engine or [[twinjet]] Boeing 7N7 (later named [[Boeing 757]]) to replace its [[Boeing 727|727]], the twinjet Boeing 7X7 (later named [[Boeing 767|767]]) to challenge the [[Airbus A300]], and a [[trijet]] "777" concept to compete with the DC-10 and L-1011.<ref>{{cite news |url=http://www.time.com/time/magazine/article/0,9171,946981,00.html |archive-url=https://web.archive.org/web/20071118220221/http://www.time.com/time/magazine/article/0%2C9171%2C946981%2C00.html |archive-date=November 18, 2007 |title=The 1980s Generation |magazine=Time |date=August 14, 1978 |access-date=July 19, 2008 |url-status=dead}}</ref><ref name="Eden98-03">{{Harvnb|Eden|2008|pp=98, 102–103}}</ref><ref>{{cite magazine |url=https://www.flightglobal.com/pdfarchive/view/1978/1978%20-%200788.html |title=Boeing 767 and 777 |magazine=[[Flight International]] |date=May 13, 1978 |access-date=September 10, 2018 |archive-date=November 6, 2018 |archive-url=https://web.archive.org/web/20181106212301/https://www.flightglobal.com/pdfarchive/view/1978/1978%20-%200788.html |url-status=live}}</ref> 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.<ref name="eden99">{{Harvnb|Eden|2008|pp=99–104}}</ref> These regulations allowed twin-engine airliners to make ocean crossings at up to three hours distance from emergency [[Diversion airport|diversionary airport]]s.<ref name="Norris and Wagner 1999, p. 128">{{Harvnb|Norris|Wagner|1999|p=128}}</ref> Under ETOPS rules, airlines began operating the 767 on long-distance overseas routes that did not require the capacity of larger airliners.<ref name=eden99/> The trijet "777" was later dropped, following marketing studies that favored the 757 and 767 variants.<ref>{{Harvnb|Yenne|2002|p=33}}</ref> Boeing was left with a size and range gap in its product line between the [[Boeing 767-300ER|767-300ER]] and the [[Boeing 747-400|747-400]].<ref name=Eden112>{{Harvnb|Eden|2008|p=112}}</ref>

By the late 1980s, DC-10 and L-1011 models were expected to be retired in the next decade, prompting manufacturers to develop replacement designs.<ref name=norris126>{{Harvnb|Norris|Wagner|1999|p=126}}</ref> [[McDonnell Douglas]] was working on the [[McDonnell Douglas MD-11|MD-11]], a stretched successor of the DC-10,<ref name=norris126/> while [[Airbus]] was developing its [[Airbus A330|A330]] and [[Airbus A340|A340]] series.<ref name=norris126/> In 1986, Boeing unveiled proposals for an enlarged 767, tentatively named 767-X,<ref name=norris127>{{Harvnb|Norris|Wagner|1999|p=127}}</ref> to target the replacement market for first-generation wide-bodies such as the DC-10,<ref name="Norris and Wagner 1999, p. 128"/> and to complement existing 767 and 747 models in the company lineup.<ref name=Eden106>{{Harvnb|Eden|2008|p=106}}</ref> The initial proposal featured a longer fuselage and larger wings than the existing 767,<ref name=norris127/> along with [[winglet]]s.<ref>{{Harvnb|Norris|Wagner|2001|p=11}}</ref> Later plans expanded the fuselage cross-section but retained the existing 767 [[Cockpit|flight deck]], nose, and other elements.<ref name=norris127/> However, airline customers were uninterested in the 767-X proposals, and instead wanted an even wider fuselage cross-section, fully flexible interior configurations, short- to intercontinental-range capability, and an [[operating cost]] lower than that of any 767 stretch.<ref name="Norris and Wagner 1999, p. 128" />

Airline planners' requirements for larger aircraft had become increasingly specific, adding to the heightened competition among aircraft manufacturers.<ref name=norris126/> By 1988, Boeing realized that the only answer was a clean-sheet design, which became the twinjet 777.<ref>{{Harvnb|Norris|Wagner|1996|pp=9–14}}</ref> The company opted for the twin-engine configuration given past design successes, projected engine developments, and reduced-cost benefits.<ref>{{Harvnb|Norris|Wagner|1999|p=129}}</ref> On December 8, 1989, Boeing began issuing offers to airlines for the 777.<ref name=norris127/>

===Design effort===
[[File:Transaero 777-200ER flight deck.jpg|thumb|The two-crew [[glass cockpit]] uses [[fly-by-wire]] controls|alt=A flight deck, from behind the two pilots' seats. A center console lies in between the seats, in front is an instrument panel with several displays, and light enters through the forward windows.]]

[[Alan Mulally]] served as the Boeing 777 program's director of engineering, and then was promoted in September 1992 to lead it as vice-president and general manager.<ref name="Boeing-bio">{{cite web |title=Executive Biographies: Alan Mulally |publisher=Boeing |url=http://www.boeing.com/companyoffices/aboutus/execprofiles/mulally.html |archive-url=https://web.archive.org/web/20060831153720/http://www.boeing.com/companyoffices/aboutus/execprofiles/mulally.html |archive-date=August 31, 2006 |access-date=September 5, 2006 |date=May 2006}}</ref><ref>{{Cite web |url=https://www.businessinsider.com/boeing-777-history-2017-6 |title=The glorious history of the best plane Boeing has ever built |first=Benjamin |last=Zhang |website=Business Insider |access-date=September 22, 2019 |archive-date=September 22, 2019 |archive-url=https://web.archive.org/web/20190922024854/https://www.businessinsider.com/boeing-777-history-2017-6 |url-status=live}}</ref>  The design phase of the all-new twinjet was different from Boeing's previous jetliners; eight major airlines ([[All Nippon Airways]], [[American Airlines]], [[British Airways]], [[Cathay Pacific]], [[Delta Air Lines]], [[Japan Airlines]], [[Qantas]], and [[United Airlines]]) played a role in the 777 development.<ref name="Birtles_777_p13">{{Harvnb|Birtles|1998|pp=13–16}}</ref> This was a departure from industry practice, where manufacturers typically designed aircraft with minimal customer input.<ref name=inside777>{{cite news |url=https://www.nytimes.com/1990/12/19/business/new-boeing-airliner-shaped-by-the-airlines.html |title=New Boeing Airliner Shaped by the Airlines |date=December 19, 1990 |last=Weiner |first=Eric |work=[[New York Times]] |access-date=May 8, 2011 |archive-date=December 11, 2011 |archive-url=https://web.archive.org/web/20111211082155/http://www.nytimes.com/1990/12/19/business/new-boeing-airliner-shaped-by-the-airlines.html |url-status=live}}</ref> The eight airlines that contributed to the design process became known within Boeing as the ''"Working Together"'' group.<ref name="Birtles_777_p13"/> At the group's first meeting in January 1990, a 23-page questionnaire was distributed to the airlines, asking what each wanted in the design.<ref name="Norris and Wagner 1999, p. 128"/> By March 1990, the group had decided upon a baseline 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&nbsp;percent better [[Available seat miles|seat-mile costs]] than the Airbus A330 and McDonnell Douglas MD-11.<ref name="Norris and Wagner 1999, p. 128"/>

The development phase of the 777 coincided with United Airlines replacement program for its aging DC-10s.<ref name="wagner14">{{Harvnb|Norris|Wagner|1996|p=14}}</ref> On October 14, 1990, United became the launch customer with an order for 34 [[Pratt & Whitney]]-powered 777s valued at US$11&nbsp;billion (~${{Format price|{{Inflation|index=US-GDP|value=11000000000|start_year=1990}}}} in {{Inflation/year|US-GDP}}) and [[Option (aircraft purchasing)|options]] for 34 more.<ref name="norris132"/><ref>{{cite news |url=http://www.time.com/time/magazine/article/0,9171,971474,00.html |title=Business Notes: Aircraft |magazine=Time |date=October 29, 1990 |access-date=July 19, 2008 |archive-url=https://web.archive.org/web/20071118220227/http://www.time.com/time/magazine/article/0%2C9171%2C971474%2C00.html |archive-date=November 18, 2007 |url-status=dead}}</ref> The airline 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.<ref name=wagner14/> ETOPS certification was also a priority for United,<ref>{{Harvnb|Norris|Wagner|1996|p=13}}</ref> given the overwater portion of United's Hawaii routes.<ref name="norris132">{{Harvnb|Norris|Wagner|1999|p=132}}</ref> In late 1991, Boeing selected its [[Boeing Everett Factory|Everett factory]] in Washington, home of 747 and 787 production, as the 777's [[assembly line|final assembly line]] (FAL).<ref>{{cite web |last=Lane |first=Polly |url=https://archive.seattletimes.com/archive/19911201/1320330/the-boeing-co----wandering-eye----aerospace-company-may-be-rethinking-commitment-to-the-puget-sound-area |title=Aerospace Company May Be Rethinking Commitment To The Puget Sound Area |work=[[Seattle Times]] |date=December 1, 1991 |access-date=October 15, 2009 |archive-date=August 11, 2011 |archive-url=https://web.archive.org/web/20110811212808/http://community.seattletimes.nwsource.com/archive/?date=19911201&slug=1320330 |url-status=live}}</ref> In January 1993, a team of United developers joined other airline teams and Boeing designers at the Everett factory.<ref>{{Harvnb|Norris|Wagner|1996|p=15}}</ref> The 240 design teams, with up to 40 members each, addressed almost 1,500 design issues with individual aircraft components.<ref>{{Harvnb|Norris|Wagner|1996|p=20}}</ref> 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,<ref name="Norris and Wagner 1999, p. 128"/> along with higher operating weight options.<ref>{{cite journal |url=http://www.highbeam.com/doc/1G1-64618874.html |title=BA Gets New 777 Model |journal=Seattle Post-Intelligencer |date=February 10, 1997 |access-date=July 4, 2015 |archive-url=https://web.archive.org/web/20121105222755/http://www.highbeam.com/doc/1G1-64618874.html |archive-date=November 5, 2012}}</ref>

The 777 was the first commercial aircraft to be developed using an entirely [[computer-aided design]] (CAD) process.<ref name=Eden106/><ref name="norris132"/><ref>{{cite book |title=An Introduction to Mechanical Engineering. |publisher=Cl-Engineering |isbn=978-1-111-57680-6 |page=19 |quote=As an example, the Boeing 777 was the first commercial airliner developed through a paperless computer-aided design process. |date=January 2012}}</ref> Each design drawing was created on a three-dimensional CAD software system known as [[CATIA]], sourced from [[Dassault Systèmes]] and [[IBM]].<ref name="Norris and Wagner 1999, p. 133">{{Harvnb|Norris|Wagner|1999|p=133}}</ref> This allowed engineers to virtually assemble the 777 aircraft on a computer system to check for interference and verify that the thousands of parts fit properly before the actual assembly process—thus reducing costly rework.<ref>{{Harvnb|Norris|Wagner|1999|pp=133–134}}</ref> Boeing developed its high-performance visualization system, FlyThru, later called IVT (Integrated Visualization Tool) to support large-scale collaborative engineering design reviews, production illustrations, and other uses of the CAD data outside of engineering.<ref>{{Harvnb|Abarbanel|McNeely|1996|p=124}} Note: IVT is still active at Boeing in 2010 with over 29,000 users.</ref> Boeing was initially not convinced of CATIA's abilities and built a physical [[mockup|mock-up]] of the nose section to verify its results. The test was so successful that additional mock-ups were canceled.<ref>{{Harvnb|Norris|Wagner|1996|p=21}}</ref> The 777 was completed with such precision that it was the first Boeing jetliner that did not require the details to be worked out on an expensive physical aircraft mock-up.<ref>{{Cite magazine |url=https://newrepublic.com/article/154944/boeing-737-max-investigation-indonesia-lion-air-ethiopian-airlines-managerial-revolution |title=Crash Course |first=Maureen |last=Tkacik |date=September 18, 2019 |magazine=The New Republic |access-date=September 22, 2019 |archive-date=September 19, 2019 |archive-url=https://web.archive.org/web/20190919185120/https://newrepublic.com/article/154944/boeing-737-max-investigation-indonesia-lion-air-ethiopian-airlines-managerial-revolution |url-status=live}}</ref> This helped the design program to limit costs to a reported $5 billion.<ref>AW&ST April 26, 1999, p. 39</ref>

=== Testing and certification ===
[[File:Boeing 777 in then-Boeing livery K58552.jpg|thumb|The 777 made its [[maiden flight]] on June 12, 1994.|alt=Side view of a twin-engine jet in flight, surrounded by white clouds]]

Major assembly of the first aircraft began on January 4, 1993.<ref name="sabbagh168">{{Harvnb|Sabbagh|1995|pp=168–169}}</ref> On April 9, 1994, the first 777, number WA001, was rolled out in a series of 15 ceremonies held during the day to accommodate the 100,000 invited guests.<ref name="sabbagh256-259">{{Harvnb|Sabbagh|1995|pp=256–259}}</ref> The first flight took place on June 12, 1994,<ref name="Eden 2008, p. 107">{{Harvnb|Eden|2008|p=107}}</ref> under the command of chief test pilot John E. Cashman.<ref name="Birtles_777_p25">{{Harvnb|Birtles|1998|p=25}}</ref> This marked the start of an 11-month flight test program that was more extensive than testing for any previous Boeing model.<ref>{{cite web |url=https://archive.seattletimes.com/archive/19930816/1716209/boeings-777-will-be-tops-when-it-comes-to-etops |title=Boeing's 777 Will Be Tops When It Comes To ETOPS |work=[[Seattle Times]] |last=Andersen |first=Lars |date=August 16, 1993 |access-date=March 20, 2009 |archive-date=August 11, 2011 |archive-url=https://web.archive.org/web/20110811212724/http://community.seattletimes.nwsource.com/archive/?date=19930816&slug=1716209 |url-status=live}}</ref> Nine aircraft fitted with General Electric, Pratt & Whitney, and Rolls-Royce engines<ref name="Eden 2008, p. 107"/> were flight tested at locations ranging from the desert airfield at [[Edwards Air Force Base]] in California<ref name="norris144"/> to frigid conditions in Alaska, mainly [[Fairbanks International Airport]].<ref>{{Harvnb|Birtles|1998|p=40}}</ref> To satisfy ETOPS requirements, eight 180-minute single-engine test flights were performed.<ref>{{Harvnb|Birtles|1998|p=20}}</ref> The first aircraft built was used by Boeing's [[nondestructive testing]] campaign from 1994 to 1996, and provided data for the -200ER and -300 programs.<ref>{{Harvnb|Birtles|1999|p=34}}</ref>

At the successful conclusion of flight testing, the 777 was awarded simultaneous airworthiness certification by the US [[Federal Aviation Administration]] (FAA) and European [[Joint Aviation Authorities]] (JAA) on April 19, 1995.<ref name="Eden 2008, p. 107" />

===Entry into service===
[[File:Boeing 777-222, United Airlines JP6447146.jpg|thumb|On May 15, 1995, [[United Airlines]] received the first Boeing 777-200 and made the first commercial flight on June 7.]]

Boeing delivered the first 777 to United Airlines on May 15, 1995.<ref>{{Harvnb|Birtles|1998|p=69}}</ref><ref>{{cite web |url=http://www.highbeam.com/doc/1G1-16824929.html |title=First Boeing 777 delivery goes to United Airlines |work=Business Wire |date=May 15, 1995 |access-date=July 4, 2015 |archive-url=https://web.archive.org/web/20110820160122/http://www.highbeam.com/doc/1G1-16824929.html |archive-date=August 20, 2011}}</ref> The FAA awarded 180-minute ETOPS clearance ("[[ETOPS#ETOPS extensions|ETOPS-180]]") for the [[Pratt & Whitney PW4000|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.<ref>{{Harvnb|Norris|Wagner|1999|p=139}}</ref> The first commercial flight took place on June 7, 1995, from [[London Heathrow Airport]] to [[Washington Dulles International Airport|Dulles International Airport]] near Washington, D.C.<ref>{{Harvnb|Birtles|1998|p=80}}</ref> Longer ETOPS clearance of 207 minutes was approved in October 1996.{{efn|180-minute ETOPS approval was granted to the [[General Electric GE90]] powered 777 on October 3, 1996, and to the [[Rolls-Royce Trent 800]]-powered 777 on October 10, 1996.}}

On November 12, 1995, Boeing delivered the first model with [[General Electric GE90]]-77B engines to British Airways,<ref name=eden115>Eden 2004, p. 115.</ref> which entered service five days later.<ref name=norris143>{{Harvnb|Norris|Wagner|1999|p=143}}</ref> Initial service was affected by [[gearbox]] bearing wear issues, which caused British Airways to temporarily withdraw its 777 fleet from [[transatlantic flight|transatlantic]] service in 1997,<ref name=norris143/> returning to full service later that year.<ref name=norris144/> General Electric subsequently announced engine upgrades.<ref name=norris144>{{Harvnb|Norris|Wagner|1999|p=144}}</ref>

The first [[Rolls-Royce Trent 800|Rolls-Royce Trent 877]]-powered aircraft was delivered to [[Thai Airways International]] on March 31, 1996,<ref name=eden115/> completing the introduction of the three power plants initially developed for the airliner.<ref>{{Harvnb|Norris|Wagner|1999|p=147}}</ref> Each engine-aircraft combination had secured ETOPS-180 certification from its entry into service.<ref>{{Harvnb|Norris|Wagner|1999|pp=146–147}}</ref> By June 1997, orders for the 777 numbered 323 from 25 airlines, including launch customers that had ordered additional aircraft.<ref name="Eden 2008, p. 107"/> Operations performance data established the consistent capabilities of the twinjet over long-haul transoceanic routes, leading to additional sales.<ref name=roar>{{cite web |url=http://www.businessweek.com/magazine/content/05_45/b3958033.htm |archive-url=https://web.archive.org/web/20090302162321/http://www.businessweek.com/magazine/content/05_45/b3958033.htm |archive-date=March 2, 2009 |title=Boeing Roars Ahead |work=BusinessWeek |date=November 6, 2005 |access-date=December 1, 2008}}</ref> By 1998, the 777 fleet had approached 900,000 flight hours.<ref name="Norris and Wagner, p. 148">{{Harvnb|Norris|Wagner|1999|p=148}}</ref> 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.<ref>{{cite web |url=http://www.gnieob.com/assets/pdf/commercial/777family/pdf/reliability.pdf |title=777 Reliability Data |publisher=Boeing |url-status=dead |archive-url=https://web.archive.org/web/20140202125240/http://www.gnieob.com/assets/pdf/commercial/777family/pdf/reliability.pdf |archive-date=February 2, 2014}}</ref><ref>[https://web.archive.org/web/20140124183530/http://www.nbcnews.com/business/trouble-plagued-dreamliner-only-98-reliable-boeing-admits-2D11988420 "Trouble-plagued Dreamliner only 98% reliable, Boeing admits"]. Boeing</ref><ref>{{cite web |url=http://www.boeing.com/boeing/commercial/777family/pf/pf_background.page |title=777 |work=boeing.com |access-date=April 1, 2015 |archive-url=https://web.archive.org/web/20150330020241/http://www.boeing.com/boeing/commercial/777family/pf/pf_background.page |archive-date=March 30, 2015}}</ref><ref>{{cite web |url=http://www.avbuyer.com/articles/detail.asp?Id=2363 |title=Aircraft Reliability |last1=Wyndham |first1=David |date=October 2012 |website=AvBuyer |publisher=World Aviation Communication Ltd |access-date=January 23, 2014 |archive-date=February 21, 2014 |archive-url=https://web.archive.org/web/20140221210535/http://www.avbuyer.com/articles/detail.asp?Id=2363 |url-status=live}}</ref>

=== Improvement and stretching: -200ER/-300 ===
[[File:Boeing 777-367, Cathay Pacific Airways JP6823635.jpg|thumb|[[Cathay Pacific]] introduced the stretched -300 variant on May 27, 1998.]]

After the baseline model, the 777-200, Boeing developed an increased [[gross weight]] variant with greater range and [[Payload (air and space craft)|payload]] capability.<ref name=eden113>{{Harvnb|Eden|2008|p=113}}</ref> Initially named 777-200IGW,<ref name="eden112-113"/> the 777-200ER first flew on October 7, 1996,<ref name="Boe_777_back"/> received FAA and JAA certification on January 17, 1997,<ref name="Haenggi_2003"/> and entered service with British Airways on February 9, 1997.<ref name="Haenggi_2003">Haenggi, Michael. "777 Triple Seven Revolution". ''Boeing Widebodies''. St. Paul, Minnesota: MBI, 2003. {{ISBN|0-7603-0842-X}}.</ref> Offering greater long-haul performance, the variant became the most widely ordered version of the aircraft through the early 2000s.<ref name=eden113/> On April 2, 1997, a [[Malaysia Airlines]] -200ER named "Super Ranger" broke the [[great circle]] "distance without landing" record for an airliner by flying eastward from [[Boeing Field]], [[Seattle]] to [[KLIA|Kuala Lumpur]], a distance of {{convert|10823|nmi}}, in 21 hours and 23 minutes.<ref name="Norris and Wagner, p. 148"/>

Following the introduction of the -200ER, Boeing turned its attention to a stretched version of the baseline model. On October 16, 1997, the 777-300 made its first flight.<ref name="Boe_777_back">{{cite web |url=http://www.boeing.com/commercial/777family/background.html |archive-url=https://web.archive.org/web/20090608062814/http://www.boeing.com/commercial/777family/background.html |archive-date=June 8, 2009 |title=The Boeing 777 Program Background |work=Boeing |access-date=June 6, 2009}}</ref> At {{cvt|242.4|ft}} in length, the -300 became the longest airliner yet produced (until the [[Airbus A340-500|A340-600]]), and had a 20 percent greater overall capacity than the standard length model.<ref name=norris151>{{Harvnb|Norris|Wagner|1999|p=151}}</ref> The -300 was awarded type certification simultaneously from the FAA and JAA on May 4, 1998,<ref name=Norris_2001_p125>{{Harvnb|Norris|Wagner|2001|p=125}}</ref> and entered service with launch customer Cathay Pacific on May 27, 1998.<ref name="Boe_777_back"/><ref name="norris157">{{Harvnb|Norris|Wagner|1999|pp=151–157}}</ref>

The first generation of Boeing 777 models, the -200, -200ER, and -300 have since been known collectively as the ''Boeing 777 Classics''.<ref name=Flight1sep2017/> These three early 777 variants had three engine options ranging from {{cvt|77,200 to 98000|lbf|kN}}: [[General Electric GE90]], [[Pratt & Whitney PW4000]], or [[Rolls-Royce Trent 800]].<ref name="Flight1sep2017" />

=== Production ===
The production process included substantial international content, an unprecedented level of global subcontracting for a Boeing jetliner,<ref name="eden108">{{Harvnb|Eden|2008|p=108}}</ref> later exceeded by the 787.<ref>{{cite news |last=Hise |first=Phaedra |date=July 9, 2007 |title=The power behind Boeing's 787 Dreamliner |publisher=CNN |url=https://money.cnn.com/magazines/fsb/fsb_archive/2007/07/01/100123032/index.htm |url-status=live |access-date=October 15, 2009 |archive-url=https://web.archive.org/web/20091224191628/http://money.cnn.com/magazines/fsb/fsb_archive/2007/07/01/100123032/index.htm |archive-date=December 24, 2009}}</ref> International contributors included [[Mitsubishi Heavy Industries]] and [[Kawasaki Heavy Industries]] (fuselage panels),<ref name="asia777">{{cite news |last=Richardson |first=Michael |date=February 23, 1994 |title=Demand for Airliners Is Expected to Soar: Asia's High-Flying Market |work=International Herald Tribune |url=http://spiderbites.nytimes.com/iht/1994/02/00000.html |url-status=live |access-date=March 20, 2009 |archive-url=https://web.archive.org/web/20110714220622/http://spiderbites.nytimes.com/iht/1994/02/00000.html |archive-date=July 14, 2011}}</ref> [[Fuji Heavy Industries, Ltd.]] (center wing section),<ref name="asia777" /> [[Hawker de Havilland]] ([[Elevator (aircraft)|elevators]]), and [[Government Aircraft Factories|Aerospace Technologies of Australia]] ([[Flight control surfaces#Rudder|rudder]]).<ref name="sabbagh112-114">{{Harvnb|Sabbagh|1995|pp=112–114}}</ref> 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.<ref name="eden108" />

[[File:Boeing Everett Plant.jpg|thumb|The [[Boeing Everett Factory]] was expanded with two new [[assembly lines|FALs]] to accommodate 777 production.]]
To accommodate production of its new airliner, Boeing doubled the size of the Everett factory at the cost of nearly US$1.5&nbsp;billion (~${{Format price|{{Inflation|index=US-GDP|value=1500000000|start_year=1993}}}} in {{Inflation/year|US-GDP}})<ref name="norris132" /> to provide space for two new assembly lines.<ref name="wagner14" /> New production methods were developed, including a turn machine that could rotate fuselage subassemblies 180 degrees, giving workers access to upper body sections.<ref name="Norris and Wagner 1999, p. 133" /> By the start of production in 1993, the program had amassed 118 firm orders, with options for 95 more from 10 airlines.<ref name="777begin">{{cite web |last=Norris |first=Guy |date=March 31, 1993 |title=Boeing prepares for stretched 777 launch |url=http://www.flightglobal.com/pdfarchive/view/1993/1993%20-%200691.html |url-status=live |archive-url=https://web.archive.org/web/20120724142504/http://www.flightglobal.com/pdfarchive/view/1993/1993%20-%200691.html |archive-date=July 24, 2012 |access-date=May 8, 2011 |work=Flight International}}</ref> Total investment in the program was estimated at over $4&nbsp;billion from Boeing, with an additional $2&nbsp;billion from suppliers.<ref>{{Harvnb|Norris|Wagner|1996|p=7}}</ref>

Initially second to the 747 as Boeing's most profitable jetliner,<ref name="better">{{cite web |last=Song |first=Kyung |url=https://archive.seattletimes.com/archive/20000604/4024775/who-builds-a-better-widebody |title=Who builds a better widebody? |work=[[The Seattle Times]] |date=June 4, 2000 |access-date=October 29, 2009 |archive-date=August 11, 2011 |archive-url=https://web.archive.org/web/20110811212640/http://community.seattletimes.nwsource.com/archive/?date=20000604&slug=4024775 |url-status=live}}</ref> the 777 became the company's most lucrative model in the 2000s.<ref name="prodcut">{{cite web |last=Ray |first=Susanna |url=https://www.bloomberg.com/apps/news?pid=conewsstory&tkr=COL:US&sid=abe2A4L8NeNA |archive-url=https://web.archive.org/web/20181119215938/http://www.bloomberg.com/apps/news?pid=conewsstory&tkr=COL:US&sid=abe2A4L8NeNA |archive-date=November 19, 2018 |title=Boeing Earnings Buffeted by 777 Production Slump |publisher=Bloomberg |date=April 21, 2009 |access-date=October 29, 2009 |url-status=dead}}</ref> An analyst established the 777 program, assuming Boeing has fully recouped the plane's development costs, may account for $400&nbsp;million of the company's [[Earnings before taxes|pretax earnings]] in 2000, $50&nbsp;million more than the 747.<ref name="better" /> By 2004, the airliner accounted for the bulk of wide-body revenues for Boeing Commercial Airplanes.<ref>{{cite web |last=Gates |first=Dominic |author-link=Dominic Gates |url=https://archive.seattletimes.com/archive/20041116/boeing16/freighter-version-of-777-jetliner-in-works |title=Freighter version of 777 jetliner in works |work=[[The Seattle Times]] |date=November 16, 2004 |access-date=October 29, 2009 |archive-date=August 11, 2011 |archive-url=https://web.archive.org/web/20110811212621/http://community.seattletimes.nwsource.com/archive/?date=20041116&slug=boeing16 |url-status=live}}</ref> In 2007, orders for second-generation 777 models approached 350 aircraft,<ref name="777pressure" /> and in November of that year, Boeing announced that all production slots were sold out to 2012.<ref name="fuelsaver" /> The program backlog of 356 orders was valued at $95&nbsp;billion at list prices in 2008.<ref>{{cite news |url=https://www.reuters.com/article/us-boeing-models-idUSL515490420080908 |title=Sizing up Boeing's plane portfolio |work=Reuters |date=September 8, 2008 |access-date=June 3, 2011 |first=Tim |last=Hepher |archive-date=June 24, 2011 |archive-url=https://web.archive.org/web/20110624084403/http://www.reuters.com/article/2008/09/08/us-boeing-models-idUSL515490420080908 |url-status=live}}</ref>

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.<ref>{{cite web |url=http://www.flightglobal.com/articles/2010/12/20/351122/boeing-unveils-another-increase-in-boeing-777-production.html |archive-url=https://web.archive.org/web/20101223122601/http://www.flightglobal.com/articles/2010/12/20/351122/boeing-unveils-another-increase-in-boeing-777-production.html |archive-date=December 23, 2010 |title=Boeing unveils another increase in Boeing 777 production |work=Air Transport Intelligence via Flightglobal.com |date=December 20, 2010 |access-date=January 2, 2011 |first=Lori |last=Ranson}}</ref> In November 2011, assembly of the 1,000th 777, a -300ER, began when it took 49 days to fully assemble one of these variants.<ref name="1000th">{{cite web |url=http://boeing.mediaroom.com/index.php?s=43&item=2012 |title=Boeing Begins Work on 1,000th 777 |date=November 7, 2011 |work=Boeing |access-date=November 8, 2011 |archive-date=November 13, 2011 |archive-url=https://web.archive.org/web/20111113164219/http://boeing.mediaroom.com/index.php?s=43&item=2012 |url-status=live}}</ref> The aircraft in question was built for Emirates airline,<ref name="1000th" /> and rolled out of the production facility in March 2012.<ref name="ek1000" /> By the mid-2010s, the 777 had become prevalent on the [[longest flights]] internationally and had become the most widely used airliner for transpacific routes, with variants of the type operating over half of all scheduled flights and with the majority of transpacific carriers.<ref name="forbes.com">{{cite web |last=Reed |first=Ted |date=February 11, 2017 |title=Boeing 777 Flies Seven Of The World's Ten Longest Routes |url=https://www.forbes.com/sites/tedreed/2017/02/11/boeing-777-flies-seven-of-the-worlds-ten-longest-routes-but-airlines-eye-new-787-and-a350-routes/#7a0702fe42eb |url-status=live |archive-url=https://web.archive.org/web/20190629231750/https://www.forbes.com/sites/tedreed/2017/02/11/boeing-777-flies-seven-of-the-worlds-ten-longest-routes-but-airlines-eye-new-787-and-a350-routes/#7a0702fe42eb |archive-date=June 29, 2019 |access-date=June 29, 2019 |work=Forbes}}</ref><ref>{{cite web |last1=Brandon |first1=Graver |last2=Daniel |first2=Rutherford |date=January 2018 |title=Transpacific Airline Fuel Efficiency Ranking, 2016 |url=https://www.theicct.org/sites/default/files/publications/Transpacific-airline-fuel-efficiency-ranking-2016_ICCT-white-paper_16012018_vF.pdf |url-status=live |archive-url=https://web.archive.org/web/20190819051237/https://theicct.org/sites/default/files/publications/Transpacific-airline-fuel-efficiency-ranking-2016_ICCT-white-paper_16012018_vF.pdf |archive-date=August 19, 2019 |access-date=June 29, 2019 |work=International Council of Clean Transportation}}</ref> 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.<ref>{{cite web |last=Trimble |first=Stephen |date=April 15, 2014 |title=How the 777 pushed Boeing forward |url=http://www.flightglobal.com/news/articles/analysis-how-the-777-pushed-boeing-forward-398233/ |url-status=live |archive-url=https://web.archive.org/web/20160102165415/https://www.flightglobal.com/news/articles/analysis-how-the-777-pushed-boeing-forward-398233/ |archive-date=January 2, 2016 |access-date=April 20, 2014 |work=Flight International}}</ref>

By February 2015, the backlog of undelivered 777s totaled 278 aircraft, equivalent to nearly three years at the then production rate of 8.3 aircraft per month,<ref>{{citation |last=Perry |first=Dominic |title=Boeing thinks smarter to boost 777, 737 appeal |date=April 7, 2015 |url=http://www.flightglobal.com/news/articles/interiors-boeing-thinks-smarter-to-boost-777-737-appeal-410498/ |work=[[FlightGlobal]] |access-date=April 8, 2015 |archive-url=https://web.archive.org/web/20150409201301/http://www.flightglobal.com/news/articles/interiors-boeing-thinks-smarter-to-boost-777-737-appeal-410498/ |url-status=live |publisher=Reed Business Information |archive-date=April 9, 2015}}</ref> causing Boeing to ponder the 2018–2020 time frame. In January 2016, Boeing confirmed plans to reduce the production rate of the 777 family from 8.3 per month to 7 per month in 2017 to help close the production gap between the 777 and 777X due to a lack of new orders.<ref>{{cite web |date=January 27, 2016 |title=Boeing to Trim 777 Production, to Boost 737 Build Rate |url=http://airwaysnews.com/blog/2016/01/27/777-production-rate/ |url-status=dead |archive-url=https://web.archive.org/web/20160821202303/http://airwaysnews.com/blog/2016/01/27/777-production-rate/ |archive-date=August 21, 2016 |access-date=September 6, 2016 |work=Airways News |df=mdy-all}}</ref> In August 2017, Boeing was scheduled to drop 777 production again to five per month.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/boeing-to-lower-777-rate-to-five-monthly-in-august-432358/ |title=Boeing to lower 777 rate to five monthly in August 2017 |date=December 13, 2016 |work=Flight Global |access-date=December 13, 2016 |archive-date=December 14, 2016 |archive-url=https://web.archive.org/web/20161214161031/https://www.flightglobal.com/news/articles/boeing-to-lower-777-rate-to-five-monthly-in-august-432358/ |url-status=live}}</ref> In 2018, assembling test 777-9 aircraft was expected to lower output to an effective rate of 5.5 per month.<ref>{{cite news |date=October 26, 2016 |title=Boeing warns 777 rate could drop to 3.5 per month |work=[[FlightGlobal]] |url=https://www.flightglobal.com/news/articles/boeing-warns-777-rate-could-drop-to-35-per-month-430778/ |url-status=live |access-date=October 27, 2016 |archive-url=https://web.archive.org/web/20161027120035/https://www.flightglobal.com/news/articles/boeing-warns-777-rate-could-drop-to-35-per-month-430778/ |archive-date=October 27, 2016}}</ref> In March 2018, as previously predicted, the 777 overtook the 747 as the world's most produced wide body aircraft.<ref>{{Cite news |date=April 28, 2018 |title=Boeing's 747 aircraft fleet: the original jumbo, overtaken by the 777 |work=CAPA - centre for aviation |url=https://centreforaviation.com/analysis/reports/boeings-747-aircraft-fleet-the-original-jumbo-overtaken-by-the-777-413338}}</ref> Due to the [[impact of the COVID-19 pandemic on aviation]], demand for new jets fell in 2020 and Boeing further reduced monthly 777 production from five to two aircraft.<ref name="Flight27oct2020">{{cite news |url=https://www.flightglobal.com/airframers/more-aircraft-production-rate-cuts-coming-perhaps-analysts-say/140826.article |title=More aircraft production rate cuts coming? Perhaps, analysts say |author=Jon Hemmerdinger |date=27 October 2020 |work=Flightglobal |access-date=October 30, 2020 |archive-date=October 31, 2020 |archive-url=https://web.archive.org/web/20201031233706/https://www.flightglobal.com/airframers/more-aircraft-production-rate-cuts-coming-perhaps-analysts-say/140826.article |url-status=live}}</ref>

=== Second generation (777-X): -300ER/-200LR/F ===
{{anchor|Second generation models}}
[[File:Engine of Jet Airways Boeing 777-300ER.jpg|thumb|The more powerful [[General Electric GE90|GE90]] engine of later variants has a 128 in (330 cm) diameter fan up from 123 in (310 cm) in earlier variants, and curved blades instead of straight ones.|alt= Aircraft engine, forward-facing view with a Boeing engineer in front to demonstrate the engine's size. The engine's large circular intake contains a central hub with a swirl mark, surrounded by multiple curved fan blades.]]

From the program's start, Boeing had considered building [[Non-stop flight|ultra-long-range]] variants.<ref name="Norris and Wagner p. 165">{{Harvnb|Norris|Wagner|1999|p=165}}</ref> Early plans centered on a 777-100X proposal,<ref name="norris165">{{Harvnb|Norris|Wagner|1999|pp=165–167}}</ref> a shortened variant of the -200 with reduced weight and increased range,<ref name=norris165/> similar to the [[Boeing 747SP|747SP]].<ref name="777-100X">{{cite web |last=Norris |first=Guy |url=http://www.flightglobal.com/articles/1996/05/15/16991/boeing-sets-decision-date-for-new-versions-of-777.html |archive-url=https://web.archive.org/web/20090414031554/http://www.flightglobal.com/articles/1996/05/15/16991/boeing-sets-decision-date-for-new-versions-of-777.html |archive-date=April 14, 2009 |title=Boeing sets decision date for new versions of 777 |work=Flight International |date=May 15, 1996 |access-date=March 29, 2009}}</ref> However, the -100X would have carried fewer passengers than the -200 while having similar operating costs, leading to a higher cost per seat.<ref name=norris165/><ref name="777-100X"/> By the late 1990s, design plans shifted to longer-range versions of existing models.<ref name=norris165/>

In March 1997, the Boeing board approved the 777-200X/300X specifications: 298 passengers in three classes over 8,600&nbsp;nmi (15,900&nbsp;km; {{cvt|8600|nmi|mi|disp=output only}}) for the 200X and {{cvt|12,200|km|nmi|disp=output only}} (12,200&nbsp;km; {{cvt|12,200|km|mi|disp=output only}}) with 355 passengers in a tri-class layout for the 300X, with design freeze planned in May 1998, 200X certification in August 2000, and introduction in September and in January 2001 for the 300X.<ref name=Flight5mar1997/> The {{cvt|1.37|m|ft|order=flip}} wider wing was to be strengthened and the fuel capacity enlarged, and it was to be powered by simple derivatives with similar fans.<ref name=Flight5mar1997/> GE was proposing a {{cvt|454|kN|lbf|order=flip}} GE90-102B, while P&W offered its {{cvt|436|kN|lbf|order=flip}} PW4098 and R-R was proposing a {{cvt|437|kN|lbf|order=flip}} Trent 8100.<ref name=Flight5mar1997>{{cite news |url=https://www.flightglobal.com/news/articles/as-board-approves-777-200x300x-specifications-23/ |title=...as board approves 777-200X/300X specifications |date=March 5, 1997 |work=Flight International |access-date=June 6, 2017 |archive-date=August 21, 2017 |archive-url=https://web.archive.org/web/20170821172446/https://www.flightglobal.com/news/articles/as-board-approves-777-200x300x-specifications-23/ |url-status=live}}</ref> Rolls-Royce was also studying a Trent 8102 over {{cvt|445|kN|lbf|order=flip}}.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/ge-is-first-to-agree-mou-for-777-200x300x-powerplant-13689/ |title=GE is first to agree MoU for 777-200X/300X powerplant |date=March 26, 1997 |work=Flightglobal |access-date=June 6, 2017 |archive-date=September 19, 2017 |archive-url=https://web.archive.org/web/20170919234451/https://www.flightglobal.com/news/articles/ge-is-first-to-agree-mou-for-777-200x300x-powerplant-13689/ |url-status=live}}</ref> Boeing was also studying a semi-levered, articulated main gear to help the take-off [[Rotation (aeronautics)|rotation]] of the proposed -300X, with its higher {{cvt|324,600|kg|lb|order=flip}} [[maximum take-off weight]] (MTOW).<ref>{{cite news |url=https://www.flightglobal.com/news/articles/boeing39s-long-stretch-30280/ |title=Boeing's long stretch |date=December 3, 1997 |work=Flightglobal |access-date=June 6, 2017 |archive-date=October 30, 2019 |archive-url=https://web.archive.org/web/20191030093920/https://www.flightglobal.com/news/articles/boeing39s-long-stretch-30280/ |url-status=live}}</ref> By January 1999, its MTOW grew to {{cvt|340500|kg|lb|order=flip}}, and thrust requirements increased to {{cvt|110,000-114,000|lbf|kN}}.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/initial-trent-8104-tests-reveal-new-growth-potential-47307/ |title=Initial Trent 8104 tests reveal new growth potential |author=Guy Norris/ |date=January 27, 1999 |work=Flightglobal |access-date=October 30, 2019 |archive-date=October 30, 2019 |archive-url=https://web.archive.org/web/20191030125631/https://www.flightglobal.com/news/articles/initial-trent-8104-tests-reveal-new-growth-potential-47307/ |url-status=live}}</ref>

A more powerful engine in the thrust class of {{cvt|100000|lbf|kN}} was required, leading to talks between Boeing and engine manufacturers. General Electric offered to develop the GE90-115B engine,<ref name=777XGE90/> while Rolls-Royce proposed developing the [[Rolls-Royce Trent|Trent 8104]] engine.<ref>{{cite web |url=http://www.janes.com/aerospace/civil/news/jae/jae010213_2_n.shtml |title=Aero-Engines – Rolls-Royce Trent |date=February 13, 2001 |work=[[Jane's Information Group|Jane's Transport Business News]] |access-date=March 21, 2009 |archive-url=https://web.archive.org/web/20080325005849/http://www.janes.com/aerospace/civil/news/jae/jae010213_2_n.shtml |archive-date=March 25, 2008}}</ref> In 1999, Boeing announced an agreement with General Electric, beating out rival proposals.<ref name=777XGE90/> Under the deal with General Electric, Boeing agreed to only offer GE90 engines on new 777 versions.<ref name=777XGE90/>

[[File:FGSQA.jpg|thumb|[[Air France]] received the first 777-300ER on April 29, 2004.]]
On February 29, 2000, Boeing launched its next-generation twinjet program,<ref>{{cite web |url=http://www.deseretnews.com/article/746327/ |title=Boeing launches stretch 777 jetliner |work=[[Deseret News]] |date=February 29, 2000 |access-date=October 28, 2009 |archive-url=https://web.archive.org/web/20131107011722/http://www.deseretnews.com/article/746327/Boeing-launches-stretch-777-jetliner.html |archive-date=November 7, 2013 |url-status=dead}}</ref> initially called 777-X,<ref name="Norris and Wagner p. 165" /> and began issuing offers to airlines.<ref name="eden113" /> Development was slowed by an industry downturn during the early 2000s.<ref name="Boe_777_back" /> The first model to emerge from the program, the 777-300ER, was launched with an order for ten aircraft from [[Air France]],<ref>{{cite web |last=Song |first=Kyung |url=https://archive.seattletimes.com/archive/20001005/TTKK1QJ4T/air-france-orders-10-777s |title=Air France orders 10 777s |work=[[The Seattle Times]] |date=October 5, 2000 |access-date=September 15, 2009 |archive-date=August 11, 2011 |archive-url=https://web.archive.org/web/20110811212702/http://community.seattletimes.nwsource.com/archive/?date=20001005&slug=TTKK1QJ4T |url-status=live}}</ref> along with additional commitments.<ref name="eden113" /> On February 24, 2003, the -300ER made its first flight, and the FAA and EASA ([[European Aviation Safety Agency]], successor to the JAA) certified the model on March 16, 2004.<ref>{{cite web |url=http://www.bizjournals.com/wichita/stories/2004/03/15/daily17.html |archive-url=https://web.archive.org/web/20110805090519/http://www.bizjournals.com/wichita/stories/2004/03/15/daily17.html |archive-date=August 5, 2011 |title=Boeing's 777-300ER receives certification |work=[[Wichita Business Journal]] |last=Dinell |first=David |date=March 16, 2004 |access-date=March 20, 2009}}</ref> The first delivery to Air France took place on April 29, 2004.<ref name="Boe_777_back" /> The -300ER, which combined the -300's added capacity with the -200ER's range, became the top-selling 777 variant in the late 2000s,<ref name="green" /> benefitting as airlines replaced comparable four-engine models with twinjets for their lower operating costs.<ref name="fuelsaver">{{cite web |last=Thomas |first=Geoffrey |url=http://www.theaustralian.com.au/business/aviation/demand-rises-for-fuel-saver-777/story-e6frg95x-1111116616439 |title=Boeing under pressure as demand rises for fuel-saver 777 |work=The Australian |date=June 13, 2008 |access-date=June 20, 2008 |archive-date=April 30, 2014 |archive-url=https://web.archive.org/web/20140430133813/http://www.theaustralian.com.au/business/aviation/demand-rises-for-fuel-saver-777/story-e6frg95x-1111116616439 |url-status=live}}</ref>

The second long-range model, the 777-200LR, rolled out on February 15, 2005, and completed its first flight on March 8, 2005.<ref name="Boe_777_back" /> The -200LR was certified by both the FAA and EASA on February 2, 2006,<ref>{{cite news |url=http://www.seattlepi.com/default/article/777-distance-champ-is-certified-for-service-1194755.php |title=777 distance champ is certified for service |date=February 3, 2006 |work=Seattle Post-Intelligencer |last=Wallace |first=James |access-date=December 10, 2008 |archive-date=December 3, 2013 |archive-url=https://web.archive.org/web/20131203024802/http://www.seattlepi.com/default/article/777-distance-champ-is-certified-for-service-1194755.php |url-status=live}}</ref> and the first delivery to [[Pakistan International Airlines]] occurred on February 26, 2006.<ref name="pia777">{{cite web |url=http://www.dawn.com/2002/11/18/ebr15.htm |archive-url=https://web.archive.org/web/20090413212450/http://www.dawn.com/2002/11/18/ebr15.htm |archive-date=April 13, 2009 |title=Modernization of PIA fleet |date=November 18, 2008 |work=[[Dawn (newspaper)|Pakistan Dawn]] |last=Chaudhry |first=Muhammad Bashir |access-date=February 12, 2008}}</ref> On November 10, 2005, the first -200LR set a record for the longest non-stop flight of a passenger airliner by flying {{convert|11664|nmi}} eastward from Hong Kong to London.<ref name="NYT_772LR_record" /> Lasting 22 hours and 42 minutes, the flight surpassed the -200LR's standard design range and was logged in the ''[[Guinness World Records]]''.<ref name="guinness">{{Harvnb|Glenday|2007|p=200}}</ref>

The production freighter model, the 777F, rolled out on May 23, 2008.<ref>{{cite web |last=Trimble |first=Stephen |url=http://www.flightglobal.com/articles/2008/05/23/224065/boeing-777f-makes-its-debut-ahead-of-flight-test-phase.html |archive-url=https://web.archive.org/web/20080526040129/http://www.flightglobal.com/articles/2008/05/23/224065/boeing-777f-makes-its-debut-ahead-of-flight-test-phase.html |archive-date=May 26, 2008 |title=Boeing 777F makes its debut ahead of flight test phase |work=Flight International |date=May 23, 2008 |access-date=June 6, 2008}}</ref> The maiden flight of the 777F, which used the structural design and engine specifications of the -200LR<ref name="Flug777F" /> along with fuel tanks derived from the -300ER, occurred on July 14, 2008.<ref>{{cite web |url=http://www.flightglobal.com/articles/2008/07/15/225443/picture-boeing-777f-flies-for-the-first-time.html |archive-url=https://web.archive.org/web/20090414031626/http://www.flightglobal.com/articles/2008/07/15/225443/picture-boeing-777f-flies-for-the-first-time.html |archive-date=April 14, 2009 |last=Ionides |first=Nicholas |title=Boeing 777F flies for the first time |work=Flight International |date=July 15, 2008 |access-date=March 20, 2009}}</ref> FAA and EASA type certification for the freighter was received on February 6, 2009,<ref>{{cite news |url=https://www.reuters.com/article/2009/02/06/idUS206466+06-Feb-2009+PRN20090206 |archive-url=https://web.archive.org/web/20120726042139/https://www.reuters.com/article/2009/02/06/idUS206466%2B06-Feb-2009%2BPRN20090206 |archive-date=July 26, 2012 |title=European Aviation Safety Agency Validates FAA Certification of Boeing 777 Freighter |work=Reuters |date=February 6, 2009 |access-date=July 1, 2011 |url-status=dead}}</ref> and the first delivery to launch customer Air France took place on February 19, 2009.<ref name="af777f">{{cite web |last=Ionides |first=Nicholas |url=http://www.flightglobal.com/articles/2009/02/20/322853/pictures-first-777-freighter-delivered-to-air-france.html |archive-url=https://web.archive.org/web/20090221111502/http://www.flightglobal.com/articles/2009/02/20/322853/pictures-first-777-freighter-delivered-to-air-france.html |archive-date=February 21, 2009 |title=First 777 freighter delivered to Air France |work=Air Transport Intelligence via [[FlightGlobal]] |access-date=February 20, 2009}}</ref><ref name="777Flaunch">{{cite news |url=https://www.nbcnews.com/id/wbna7962814 |title=Boeing launches cargo version of 777 |agency=Associated Press |date=May 24, 2005 |access-date=March 20, 2009 |archive-date=April 26, 2014 |archive-url=https://web.archive.org/web/20140426234435/http://www.nbcnews.com/id/7962814/ |url-status=live}}</ref>

<!-- The prologue to the 'Improvement packages' section -->
By the late 2000s, the 777 was facing increased potential competition from Airbus' planned [[Airbus A350|A350 XWB]] and internally from proposed 787 series,<ref name="777pressure" /> both airliners that offer [[fuel efficiency]] improvements. As a consequence, the 777-300ER received engine and aerodynamics improvement packages for reduced drag and weight.<ref name="enhance" /> In 2010, the variant further received a {{cvt|5000|lb}} [[Maximum Zero-Fuel Weight|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.<ref name="enhance" /> Through these improvements, the 777 remains the largest twin-engine jetliner in the world.<ref>{{cite journal |last=Grantham |first=Russell |date=February 29, 2008 |title=Delta's new Boeing 777 Can Fly Farther, Carry More |journal=[[The Atlanta Journal-Constitution]] |quote=Delta will put the new "triple seven" — as airline folks call the jet — into service March 8.}}</ref><ref>{{cite news |last=Robertson |first=David |date=March 13, 2009 |title=Workhorse Jet Has Been Huge Success with Airlines that Want to Cut Costs |work=The Times |publisher=Times Newspapers |location=London, England, United Kingdom |url=http://business.timesonline.co.uk/tol/business/industry_sectors/transport/article5898240.ece |url-status=dead |archive-url=https://web.archive.org/web/20110612140321/http://business.timesonline.co.uk/tol/business/industry_sectors/transport/article5898240.ece |archive-date=June 12, 2011}}</ref>

<!-- The prologue to the 'Third generation: 777X' section -->
In 2011, the [[Boeing 787 Dreamliner|787 Dreamliner]] entered service, the completed first stage a.k.a. the Yellowstone-2 (Y2) of a replacement aircraft initiative called the [[Boeing Yellowstone Project]],<ref>{{harvnb|Norris|Wagner|2009|pp=32–35.}}</ref> which would replace large variants of the 767 (300/300ER/400) but also small variants of the 777 (-200/200ER/200LR). The larger variants of the 777 (-300/300ER) as well as the 747 could eventually be replaced by a new generation aircraft, the Yellowstone-3 (Y3), which would draw upon technologies from the 787 Dreamliner (Y2).<ref name="777pressure" />  More changes were targeted for late 2012, including possible extension of the [[wingspan]],<ref name="enhance">{{cite news |url=http://www.flightglobal.com/articles/2010/11/02/349052/world-airliners-order-trickle-continues-for-in-production.html |archive-url=https://web.archive.org/web/20101107102327/http://www.flightglobal.com/articles/2010/11/02/349052/world-airliners-order-trickle-continues-for-in-production.html |archive-date=November 7, 2010 |title=Order trickle continues for in-production widebodies |work=Flight International |date=September 8, 2008 |access-date=November 2, 2010}}</ref> along with other major changes, including a [[composite material|composite]] wing, a new generation engine, and different fuselage lengths.<ref name="enhance" /><ref>{{cite news |url=http://www.flightglobal.com/articles/2010/03/17/339599/boeing-looks-to-extend-777-wingspan-for-incremental-improvement.html |archive-url=https://web.archive.org/web/20100322191835/http://www.flightglobal.com/articles/2010/03/17/339599/boeing-looks-to-extend-777-wingspan-for-incremental-improvement.html |archive-date=March 22, 2010 |title=Boeing looks to extend 777 wingspan for incremental improvement package |author=Ostrower, Jon |work=Flight International |date=September 8, 2008 |access-date=March 17, 2010}}</ref><ref>{{cite news |url=http://www.flightglobal.com/articles/2011/06/21/358550/paris-boeing-mulls-777-9x.html |archive-url=https://web.archive.org/web/20110624185346/http://www.flightglobal.com/articles/2011/06/21/358550/paris-boeing-mulls-777-9x.html |archive-date=June 24, 2011 |title=PARIS: Boeing mulls 777-9X |author=Ostrower, Jon |work=Air Transport Intelligence via [[FlightGlobal]] |date=June 21, 2011 |access-date=July 4, 2011}}</ref> Emirates was reportedly working closely with Boeing on the project, in conjunction with being a potential launch customer for the new 777 generation.<ref>[http://blog.seattlepi.com/aerospace/2011/09/12/emirates-may-be-launch-customer-for-new-boeing-777/ "Emirates may be launch customer for new Boeing 777"] {{Webarchive|url=https://web.archive.org/web/20111019193711/http://blog.seattlepi.com/aerospace/2011/09/12/emirates-may-be-launch-customer-for-new-boeing-777/ |date=October 19, 2011 }}. ''Seattle Post-Intelligencer'', September 12, 2011. Retrieved September 14, 2011.</ref> Among customers for the aircraft during this period, [[China Airlines]] ordered ten 777-300ER aircraft to replace 747-400s on long-haul transpacific routes (with the first of those aircraft entering service in 2015), noting that the 777-300ER's per seat cost is about 20% lower than the 747's costs (varying due to fuel prices).<ref>Perrett, Bradley, Very Chinese, Aviation Week & Space Technology, February 16 – March 1, 2015, pp.38-9</ref>

=== Improvement packages ===
In tandem with the development of the third generation Boeing 777X, Boeing worked with General Electric to offer a 2% improvement in fuel efficiency to in-production 777-300ER aircraft. General Electric improved the fan module and the high-pressure compressor stage-1 [[blisk]] in the GE-90-115 turbofan, as well as reduced clearances between the tips of the turbine blades and the shroud during cruise. These improvements, of which the latter is the most important and was derived from work to develop the 787, were stated by GE to lower fuel burn by 0.5%. Boeing's wing modifications were intended to deliver the remainder. Boeing stated that every 1% improvement in the 777-300ER's fuel burn translates into being able to fly the aircraft another {{cvt|75|nmi}} on the same load of fuel, or add ten passengers or {{cvt|2400|lb}} of cargo to a "load limited" flight.<ref>Norris, Guy. "Mind the gap". Aviation Week & Space Technology, February 16 – March 1, 2015, pp. 42-3.</ref>

In March 2015, additional details of the "improvement package" were unveiled. The 777-300ER was to shed {{cvt|1800|lb}} by replacing the fuselage crown with tie rods and composite integration panels, similar to those used on the 787. The new flight control software would eliminate the need for the tail skid by keeping the tail off the runway surface regardless of the extent to which pilots command the elevators. Boeing was also redesigning the inboard flap fairings to reduce drag by reducing pressure on the underside of the wing. The outboard raked wingtip was to have a divergent trailing edge, described as a "poor man's airfoil" by Boeing; this was originally developed for the [[McDonnell Douglas MD-12]] project. Another change involved elevator trim bias. These changes were to increase fuel efficiency and allow airlines to add 14 additional seats to the airplane, increasing per seat fuel efficiency by 5%.<ref>Norris, Guy. "Sharpened edge". Aviation Week & Space Technology, March 16–29, 2015, pp. 26-8.</ref>

Mindful of the long time required to bring the 777X to the market, Boeing continued to develop improvement packages which improve fuel efficiency, as well as lower prices for the existing product. In January 2015, United Airlines ordered ten 777-300ERs, normally selling for around $150&nbsp;million per aircraft, were purchased for $130&nbsp;million each, a discount to bridge the production gap to the 777X.<ref>{{cite web |date=January 20, 2015 |title=United and 777-300ERs |url=http://leehamnews.com/2015/01/20/odds-and-ends-bbds-sheridan-to-nordic-united-and-777s/ |url-status=live |archive-url=https://web.archive.org/web/20150121093801/http://leehamnews.com/2015/01/20/odds-and-ends-bbds-sheridan-to-nordic-united-and-777s/ |archive-date=January 21, 2015 |access-date=January 21, 2015 |publisher=Leeham News}}</ref> In 2019, the list price for the -200ER was $306.6 million, the -200LR: $346.9 million, the -300ER: $375.5 million and 777F: $352.3 million.<ref name="prices">{{cite web |title=About Boeing Commercial Airplanes: Prices |url=http://www.boeing.com/company/about-bca/#/prices |url-status=live |archive-url=https://web.archive.org/web/20200425044058/http://www.boeing.com/company/about-bca/#/prices |archive-date=April 25, 2020 |access-date=February 23, 2019 |publisher=Boeing}}</ref> The -200ER is the only Classic variant listed.

=== Third generation (777X): -8/-8F/-9 ===
{{main|Boeing 777X}}
[[File:777X Roll-Out (47320063842).jpg|alt=The improved and updated Boeing 777-9X was rolled out on March 13, 2019|thumb|The roll out of the third generation [[Boeing 777X]] on March 13, 2019, featuring composite wings with [[Folding wing|folding tips]] and more efficient [[General Electric GE9X|GE-9X]] engines.]]

In November 2013, with orders and commitments totaling 259 aircraft from [[Lufthansa]], Emirates, [[Qatar Airways]], and [[Etihad Airways]], Boeing formally launched the 777X program, the third generation of the 777, with two models: the 777-8 and 777-9.<ref name="777Xlaunch" /> The 777-9 is a further stretched variant with a capacity of over 400 passengers and a range of over {{cvt|8200|nmi}}, whereas the 777-8 is slated to seat approximately 350 passengers and have a range of over {{cvt|9300|nmi}}.<ref name="777Xlaunch" /> Both models are to be equipped with new generation [[General Electric GE9X|GE9X]] engines and feature new composite wings with [[folding wing]]tips. The first member of the 777X family was projected to enter service in 2020 at the time of the program announcement. The roll-out of the prototype 777X, a 777-9 model, occurred on March 13, 2019.<ref>{{cite news |last1=Norris |first1=Guy |date=March 14, 2019 |title=Boeing Unveils 777-9 In Low-Key Event |language=en |work=Aviationweek.com |url=https://aviationweek.com/commercial-aviation/boeing-unveils-777-9-low-key-event |url-status=live |access-date=June 27, 2019 |archive-url=https://web.archive.org/web/20191117062825/https://aviationweek.com/commercial-aviation/boeing-unveils-777-9-low-key-event |archive-date=November 17, 2019}}</ref> The 777-9 first flew on January 25, 2020, with deliveries initially forecast for 2022 or 2023<ref>{{cite web |last=McDermott |first=John |date=27 June 2021 |title=Boeing 777X Certification Delayed To 2023 After FAA Notification |url=https://airlinegeeks.com/2021/06/27/boeing-777x-certification-delayed-to-2023-after-faa-notification/ |url-status=live |archive-url=https://web.archive.org/web/20210628021937/https://airlinegeeks.com/2021/06/27/boeing-777x-certification-delayed-to-2023-after-faa-notification/ |archive-date=June 28, 2021 |access-date=10 August 2021 |work=AirlineGeeks}}</ref> and later delayed to 2025.<ref name="777x2025">{{Cite news |last=Gates |first=Dominic |date=2021-06-27 |title=Boeing 777x delayed to 2025 |work=AirwaysMag |url=https://airwaysmag.com/boeing-777x-delayed-2025/ |access-date=April 12, 2023}}</ref>