Editing Boeing 777 (section)

==Design==
[[File:Air France Boeing 777-300ER planform view.jpg|thumb|The planform view of a Boeing 777-300ER, with raked wingtips|alt=Aircraft in flight, underside view. The jet's two wings have one engine each. The rounded nose leads to a straight body section, which tapers at the tail section with its two rear fins.]]

Boeing introduced a number of advanced technologies with the 777 design, including fully digital [[Fly-by wire|fly-by-wire]] controls,<ref name="fbw">North, David. "Finding Common Ground in Envelope Protection Systems". ''Aviation Week & Space Technology'', August 28, 2008, pp. 66–68.</ref> fully software-configurable [[avionics]], [[Honeywell]] [[Liquid crystal display|LCD]] glass cockpit flight displays,<ref>{{Harvnb|Birtles|1998|p=57}}</ref> and the first use of a [[fiber optic]] avionics network on a commercial airliner.<ref>{{Harvnb|Norris|Wagner|1996|p=47}}</ref> Boeing made use of work done on the cancelled [[Boeing 7J7]] regional jet,<ref name="7j7">{{cite web |url=http://www.airspacemag.com/history-of-flight/prop-fan.html?c=y&page=5 |title=The Short, Happy Life of the Prop-fan |last=Sweetman |first=Bill |date=September 1, 2005 |work=[[Air & Space]] |access-date=December 1, 2008 |archive-date=July 30, 2013 |archive-url=https://web.archive.org/web/20130730172214/http://www.airspacemag.com/history-of-flight/prop-fan.html?c=y&page=5 |url-status=live}}</ref> which utilized similar versions of the chosen technologies.<ref name="7j7" /> In 2003, Boeing began offering the option of cockpit [[electronic flight bag]] computer displays.<ref>{{cite web |last=Corliss |first=Bryan |url=https://www.forbes.com/2003/11/05/1105boeingpinnacor.html |title=New Boeing 777 Boasts Breakthrough Video System |work=Forbes |date=November 5, 2003 |access-date=May 5, 2009 |archive-date=December 2, 2013 |archive-url=https://web.archive.org/web/20131202224255/http://www.forbes.com/2003/11/05/1105boeingpinnacor.html |url-status=live}}</ref> In 2013, Boeing announced that the upgraded 777X models would incorporate airframe, systems, and interior technologies from the 787.<ref name="777xdubai">{{cite web |url=http://www.aviationweek.com/Article.aspx?id=/article-xml/AW_11_25_2013_p32-638592.xml |archive-url=https://web.archive.org/web/20131125232333/http://www.aviationweek.com/Article.aspx?id=%2Farticle-xml%2FAW_11_25_2013_p32-638592.xml |archive-date=November 25, 2013 |title=Dubai Provides Runway For 777X Program Launch |first=Guy |last=Norris |work=Aviation Week & Space Technology |date=November 25, 2013 |access-date=November 25, 2013 |url-status=dead}}</ref>

===Fly-by-wire===
In designing the 777 as its first fly-by-wire commercial aircraft, Boeing decided to retain conventional [[Yoke (aircraft)|control yokes]] rather than change to [[Side-stick|sidestick]] controllers as used in many fly-by-wire fighter aircraft and in many Airbus airliners.<ref name="fbw" /> Along with traditional [[Aircraft flight control system|yoke and rudder]] controls, the cockpit features a simplified layout that retains similarities to previous Boeing models.<ref>{{Cite journal |last=Ropelewski |first=Robert |date=June 1995 |title=Flying the Boeing 777.(Evaluation) |url=http://www.highbeam.com/doc/1G1-17311312.html |archive-url=https://web.archive.org/web/20150924144710/http://www.highbeam.com/doc/1G1-17311312.html |url-status=dead |archive-date=September 24, 2015 |journal=Interavia Business & Technology |access-date=June 29, 2015}}</ref> 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 [[stall (flight)|stalls]], overspeeds, and excessively stressful maneuvers.<ref name="fbw" /> This system can be overridden by the pilot if deemed necessary.<ref name="fbw" /> The fly-by-wire system is supplemented by mechanical backup.<ref>{{Harvnb|Newhouse|2008|p=106}}</ref>

===Airframe and systems===
[[File:A6-ECF B777-300 Emirates front (4134226438).jpg|thumb|An Emirates 777-300ER in 2009, showing the circular fuselage profile, [[Dihedral (aeronautics)|dihedral]] wings, and [[General Electric GE90|GE90]] turbofan engines, the largest jet engine in service until surpassed by the [[General Electric GE9X]].]]
[[File:aa.b777-200er.n788an.mains.arp.jpg|thumb|777-200ER of [[American Airlines]] in 2007 with [[Rolls-Royce Trent 800|Trent 800]] engines, extended slats, flaps, and six-wheel landing gear |alt=Aircraft belly section. Close view of engines, extended landing gear and angled control flaps.]]
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The [[airframe]] incorporates the use of [[composite materials]], accounting for nine percent of the original structural weight, while the third-generation models, the 777-8 and 777-9, feature more composite parts.<ref>{{Harvnb|Norris|Wagner|1996|p=35}}</ref> Composite components include the cabin floor and rudder, with the 777 being the first Boeing airliner to use composite materials for both the horizontal and vertical stabilizers ([[empennage]]).<ref>{{cite conference |url=http://www.iccm-central.org/Proceedings/ICCM16proceedings/contents/pdf/MonA/MoAM1-01sp_roeselerw228184p.pdf |title=COMPOSITE STRUCTURES: THE FIRST 100 YEARS |author=William G. Roeseler |author2=Branko Sarh |author3=Max U. Kismarton |book-title=16TH INTERNATIONAL CONFERENCE ON COMPOSITE MATERIALS |date=July 9, 2007}}</ref> The main fuselage cross-section is fully circular,<ref>{{Harvnb|Birtles|1998|pp=52}}</ref><ref>{{Harvnb|Norris|Wagner|1996|p=92}}</ref> and tapers rearward into a blade-shaped tail cone with a port-facing [[auxiliary power unit]].<ref name=boeingjets>{{Harvnb|Norris|Wagner|1996|p=89}}</ref>

The wings on the 777 feature a [[supercritical airfoil]] design that is swept back at 31.6&nbsp;degrees<!-- (all models outside the 777-8X and 777-9X) --> and optimized for cruising at Mach&nbsp;0.83 (revised after flight tests up to Mach 0.84).<ref>{{Harvnb|Norris|Wagner|1999|p=130}}</ref> 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]].<ref name="Eden 2008, p. 107" /> The wings also serve as fuel storage, with longer-range models able to carry up to {{convert|47890|gal|L}} of fuel.<ref name="Boeing_777_airport_report_gen2" /> This capacity allows the 777-200LR to operate ultra-long-distance, trans-polar routes such as [[Toronto]] to [[Hong Kong]].<ref name="enroute">{{cite journal |last=Morris |first=Doug |title=What determines the kind of aircraft that will be used for a particular route? |journal=EnRoute |date=March 2012 |url=http://www.enroute.aircanada.com/en/articles/what-determines-the-kind-of-aircraft-that-will-be-used-for-a-particular-route-1 |access-date=March 17, 2012 |archive-date=April 4, 2012 |archive-url=https://web.archive.org/web/20120404064458/http://www.enroute.aircanada.com/en/articles/what-determines-the-kind-of-aircraft-that-will-be-used-for-a-particular-route-1 |url-status=dead}}</ref> 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.<ref name="777xdubai" />

Folding wingtips, {{convert|21|ft|sigfig=3}} 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.<ref>{{cite web |url=https://www.caa.govt.nz/aircraft/Type_Acceptance_Reps/Boeing_777.pdf |title=Type Acceptance Report – Boeing 777 |work=[[Civil Aviation Authority of New Zealand]] |access-date=December 1, 2008 |archive-url=https://web.archive.org/web/20081219112154/https://www.caa.govt.nz/aircraft/Type_Acceptance_Reps/Boeing_777.pdf |archive-date=December 19, 2008 |url-status=dead}}</ref> Folding wingtips reemerged as a design feature at the announcement of the upgraded 777X in 2013. Smaller folding wingtips of {{convert|11|ft|sigfig=3}} in length will allow 777X models to use the same airport gates and taxiways as earlier 777s.<ref name="777xdubai" /> These smaller folding wingtips are less complex than those proposed for earlier 777s, and internally only affect the wiring needed for wingtip lights.<ref name="777xdubai" />

The aircraft features the largest landing gear and the biggest tires ever used in a commercial jetliner.<ref>{{Harvnb|Eden|2008|p=111}}</ref> The six-wheel [[Bogie#Bogie (aircraft)|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 {{cvt|59490|lb|kg}}, which is heavier than other wide-bodies such as the 747-400.<ref>{{cite web |url=http://www.flightglobal.com/articles/2006/03/28/205694/adp-to-revamp-runway-at-orly.html |archive-url=https://web.archive.org/web/20090414031605/http://www.flightglobal.com/articles/2006/03/28/205694/adp-to-revamp-runway-at-orly.html |archive-date=April 14, 2009 |title=ADP to revamp runway at Orly |last=Turner |first=Aimee |date=March 28, 2006 |work=Flight International |access-date=April 2, 2009}}</ref> The aircraft has triple redundant [[hydraulic]] systems with only one system required for landing.<ref>{{Harvnb|Birtles|1998|p=66}}</ref> A [[ram air turbine]]—a small retractable device which can provide emergency power—is also fitted in the [[wing root]] [[Aircraft fairing|fairing]].<ref>{{Harvnb|Birtles|1998|p=60}}</ref>

===Interior===
[[File:Etihad Airways Boeing 777-3FXER Coral Wedelstaedt.jpg|thumb|The Economy cabin of an [[Etihad Airways]] Boeing 777-300ER in a 3–3–3 layout|alt=Airliner cabin. Rows of seats arranged between two aisles. Each seatback has a monitor; light shines from the sidewalls and overhead bins.]]<!-- larger image size specified to show details -->
[[File:BR 852 - 777-35E - EVA AIR - Royal Laurel Class (11975949583).jpg|thumb|The Royal Laurel Class (Business Class) cabin in a 1–2–1 [[Herringbone seating|reverse herringbone]] layout on an [[EVA Air]] 777-300ER|alt=Airliner cabin. Rows of seats arranged between two aisles.]]

The original 777 interior, also known as the Boeing Signature Interior, features curved panels, larger [[Airliner#Overhead bins|overhead bins]], and indirect lighting.<ref name="norris143"/> Seating options range from four<ref>{{cite web |url=https://www.united.com/web/en-US/content/travel/inflight/aircraft/777/300/default.aspx |title=Boeing 777-300ER (77W) - United Airlines |website=united.com |access-date=May 8, 2017 |archive-date=August 22, 2017 |archive-url=https://web.archive.org/web/20170822134811/https://www.united.com/web/en-US/content/travel/inflight/aircraft/777/300/default.aspx |url-status=live}}</ref> to six–abreast in [[First class (aviation)|first class]] up to ten–abreast in [[economy class|economy]].<ref name="norris32">{{Harvnb|Norris|Wagner|2001|pp=32–33}}</ref> The 777's windows were the largest of any current commercial airliner until the 787, and measure {{convert|15|by|10|in|sigfig=2}} for all models outside the 777-8 and -9.<ref name=windows>{{cite journal |last=Wallace |first=James |url=http://www.highbeam.com/doc/1G1-190312953.html |archive-url=https://web.archive.org/web/20121106060023/http://www.highbeam.com/doc/1G1-190312953.html |archive-date=November 6, 2012 |title=Continental plans Dreamliner seats to be roomy, with a view |journal=Seattle Post-Intelligencer |date=November 26, 2008 |access-date=July 1, 2011}}</ref> 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, [[Galley (kitchen)|galleys]], and lavatories quickly and more easily when adjusting cabin arrangements.<ref name=norris32 /> Several aircraft have also been fitted with [[VIP]] interiors for non-airline use.<ref>{{cite web |url=http://www.lufthansa-technik.com/applications/portal/lhtportal/lhtportal.portal?_nfpb=true&_pageLabel=Template7_8&requestednode=421&webcacheURL=TV_I/Media-Relations/Media-Archive/Archive-Press-Releases/Previous-Press-Releases/Press-Releases-2000/First_VIP_B777.xml |title=Lufthansa Technik turns out first customized VIP Boeing 777 |work=Lufthansa Technik |date=December 22, 2000 |access-date=October 25, 2008 |archive-url=https://web.archive.org/web/20090615231836/http://www.lufthansa-technik.com/applications/portal/lhtportal/lhtportal.portal?_nfpb=true&_pageLabel=Template7_8&requestednode=421&webcacheURL=TV_I%2FMedia-Relations%2FMedia-Archive%2FArchive-Press-Releases%2FPrevious-Press-Releases%2FPress-Releases-2000%2FFirst_VIP_B777.xml |archive-date=June 15, 2009 |url-status=dead}}</ref> Boeing designed a hydraulically damped toilet seat cover hinge that closes slowly.<ref>{{cite journal |last=Stover |first=Dawn |date=June 1994 |title=The newest way to fly |url=https://books.google.com/books?id=053lJ8sFTAYC |pages=78–79, 104 |journal=[[Popular Science]] |access-date=December 19, 2020 |archive-date=May 27, 2021 |archive-url=https://web.archive.org/web/20210527123611/https://books.google.com/books?id=053lJ8sFTAYC |url-status=live}}</ref>

In February 2003, Boeing introduced overhead crew rests as an option on the 777.<ref name=overhead>{{cite news |last=Wallace |first=James |url=http://www.seattlepi.com/default/article/Aerospace-Notebook-Boeing-adds-places-for-crews-1106748.php |title=Boeing adds places for crews to snooze |work=Seattle Post-Intelligencer |date=February 4, 2003 |access-date=June 3, 2011 |archive-date=August 11, 2011 |archive-url=https://web.archive.org/web/20110811075243/http://www.seattlepi.com/default/article/Aerospace-Notebook-Boeing-adds-places-for-crews-1106748.php |url-status=live}}</ref> 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.<ref name=overhead /> The Signature Interior has since been adapted for other Boeing wide-body and narrow-body aircraft, including [[Boeing 737 Next Generation|737NG]], 747-400, 757-300, and newer 767 models, including all [[Boeing 767-400ER|767-400ER]] models.<ref>{{Harvnb|Norris|Wagner|1999|p=122}}</ref><ref>{{Harvnb|Norris|Wagner|1999|pp=46, 112}}</ref> The [[Boeing 747-8|747-8]] and 767-400ER have also adopted the larger, more rounded windows of the original 777.

In July 2011, ''Flight International'' reported that Boeing was 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.<ref>{{cite web |url=http://www.flightglobal.com/articles/2011/07/07/359264/boeing-eyes-common-cabin-experience-across-platforms.html |archive-url=https://web.archive.org/web/20110710022528/http://www.flightglobal.com/articles/2011/07/07/359264/boeing-eyes-common-cabin-experience-across-platforms.html |archive-date=July 10, 2011 |title=Boeing eyes 'common cabin experience' across platforms |author=Kirby, Mark |date=July 7, 2011 |work=Air Transport Intelligence via Flightglobal.com |access-date=July 8, 2011}}</ref> 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.<ref name="777xdubai" /> Further details released in 2014 included re-sculpted cabin sidewalls for greater interior room, noise-damping technology, and higher cabin humidity.<ref>{{cite web |url=https://www.bloomberg.com/news/2014-05-01/cabin-comfort-becomes-focus-as-boeing-maps-777-upgrade-for-2020s.html |title=Boeing Maps Boost in Cabin Comfort for Next 777 |work=Bloomberg |first=Julie |last=Johnsson |date=May 1, 2014 |access-date=May 1, 2014 |archive-date=May 1, 2014 |archive-url=https://web.archive.org/web/20140501184114/http://www.bloomberg.com/news/2014-05-01/cabin-comfort-becomes-focus-as-boeing-maps-777-upgrade-for-2020s.html |url-status=live}}</ref>

Air France has a 777-300ER sub-fleet with 472 seats each, more than any other international 777, to achieve a cost per [[available seat kilometer]] (CASK) around €.05, similar to [[Level (airline)|Level]]'s 314-seat Airbus A330-200, its benchmark for low-cost, long-haul.<ref name=runwaygirl12jan2020 /> Competing on similar French [[overseas departments]] destinations, [[Air Caraïbes]] has 389 seats on the A350-900 and 429 on the -1000.<ref name=runwaygirl12jan2020 /> [[French Bee]]'s is even more dense with its 411 seats A350-900, due to 10-abreast economy seating, reaching a €.04 CASK according to Air France, and lower again with its 480 seats on the -1000.<ref name=runwaygirl12jan2020>{{cite news |url=https://runwaygirlnetwork.com/2020/01/12/air-france-worries-a350-1000-will-help-low-cost-long-haul-competitors/ |date=January 12, 2020 |title=Air France worries A350-1000 will help low-cost, long-haul competitors |author=Will Horton |work=Runway Girl Network |access-date=January 27, 2020 |archive-date=January 27, 2020 |archive-url=https://web.archive.org/web/20200127165708/https://runwaygirlnetwork.com/2020/01/12/air-france-worries-a350-1000-will-help-low-cost-long-haul-competitors/ |url-status=live}}</ref>

===Engines===
The initial 777 models (consisting of the 777-200, 777-200ER, 777-300) were launched with propulsion options from three manufacturers, [[GE Aviation]], Pratt & Whitney, and [[Rolls-Royce plc|Rolls-Royce]],<ref name="norris137">{{Harvnb|Norris|Wagner|1999|pp=136–137}}</ref> giving the airlines their choice of engines from competing firms.<ref name=777XGE90>{{cite web |url=http://www.flightglobal.com/articles/2000/03/01/62872/a-question-of-choice.html |archive-url=https://web.archive.org/web/20090414031600/http://www.flightglobal.com/articles/2000/03/01/62872/a-question-of-choice.html |archive-date=April 14, 2009 |title=A question of choice |work=Flight International |date=January 3, 2000 |access-date=March 29, 2009}}</ref> Each manufacturer agreed to develop an engine in the {{cvt|77200-98000|lbf|kN}} of [[Jet engine#Thrust|thrust]] class for the world's largest twinjet, resulting in the [[General Electric GE90]], [[Pratt & Whitney PW4000]], or [[Rolls-Royce Trent 800]] engines. The Trent 800 is the lightest of the three powerplants as it weighs 13,400 lb (6.078 t) dry,<ref name=Trent_800_TCDS>{{cite web |url=https://www.easa.europa.eu/sites/default/files/dfu/EASA%20E%20047%20TCDS%20issue%2004.pdf |title=Type-Certificate Data Sheet No. E.047 |date=21 February 2019 |publisher=EASA |access-date=27 October 2019 |archive-date=16 March 2019 |archive-url=https://web.archive.org/web/20190316025539/https://www.easa.europa.eu/sites/default/files/dfu/EASA%20E%20047%20TCDS%20issue%2004.pdf |url-status=live}}</ref> while the GE90 is {{cvt|17400|lb|t|2}},<ref>{{cite web |url=http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/b80ecadfe26c16b986257fdb006d97cb/$FILE/E00049EN_R19.pdf |title=Type Certificate Data Sheet E00049EN |date=June 23, 2016 |publisher=FAA |access-date=27 October 2019 |archive-date=9 February 2020 |archive-url=https://web.archive.org/web/20200209042218/https://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/b80ecadfe26c16b986257fdb006d97cb/$FILE/E00049EN_R19.pdf |url-status=dead}}</ref> and the PW4000 is {{cvt|16,260|lb|t|2}}.<ref>{{cite web |url=http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/69c65e492f1588bd862579a00066f840/$FILE/E46NE%20Rev%208.pdf |title=TCDS E46NE |publisher=FAA |date=January 23, 2012 }}</ref><ref name=norris137/>

<gallery mode=packed caption="Initial 777 engine options">
N7771@GVA;09.09.1995 - engine (6084012344).jpg|[[Pratt & Whitney PW4000]]
9V-SQI - c-n 28530 - 777-212ER - Singapore Airlines - Singapore - Changi (8392103750) (cropped).jpg|[[Rolls-Royce Trent 800]]
PH-BVC KLM (3701878334).jpg|[[General Electric GE90]]-94B with its thrust reverser deployed
</gallery>

For Boeing's second-generation 777 variants (777-300ER, 777-200LR, and 777F) greater thrust was needed to meet the aircraft requirements, and GE was selected as the exclusive engine manufacturer.<ref name=FG990714>{{cite news |url=https://www.flightglobal.com/news/articles/ge90-secures-exclusive-position-on-777x-53942/ |title=GE90 secures exclusive position on 777X |work=Flight Global |date=July 14, 1999 |access-date=August 1, 2016 |archive-date=August 18, 2016 |archive-url=https://web.archive.org/web/20160818030957/https://www.flightglobal.com/news/articles/ge90-secures-exclusive-position-on-777x-53942/ |url-status=live}}</ref><ref name=BB990809>{{cite news |url=https://www.bloomberg.com/news/articles/1999-08-08/how-ge-locked-up-that-boeing-order |title=How Ge Locked Up That Boeing Order |publisher=Bloomberg |date=August 9, 1999 |access-date=March 7, 2017 |archive-date=September 12, 2017 |archive-url=https://web.archive.org/web/20170912235512/https://www.bloomberg.com/news/articles/1999-08-08/how-ge-locked-up-that-boeing-order |url-status=live}}</ref> The higher-thrust variants, GE90-110B1 and -115B, have a different architecture from that of the earlier GE90 versions. GE incorporated an advanced larger diameter fan made from [[composite material]]s which enhanced thrust at low flight speeds. However, GE also needed to increase core power to improve net thrust at high flight speeds. Consequently, GE elected to increase core capacity, which they achieved by removing one stage from the rear of the HP compressor and adding an additional stage to the LP compressor, which more than compensated for the reduction in HP compressor pressure ratio, resulting in a net increase in core mass flow.<ref>{{cite news |url=https://blog.geaviation.com/people/the-ge90-ge-aviations-greatest-comeback-story |title=The GE90:ge aviations greatest comeback story |newspaper=The Ge Aviation Blog &#124; Aerospace & Flight News |date=December 2, 2019 |publisher=GE Aviation |access-date=February 12, 2020 |archive-date=February 6, 2020 |archive-url=https://web.archive.org/web/20200206054407/https://blog.geaviation.com/people/the-ge90-ge-aviations-greatest-comeback-story/ |url-status=live}}</ref> The higher-thrust GE90 variants are the first production engines to feature swept rotor blades. The [[nacelle]] has a maximum diameter of {{cvt|166|in}}.<ref name=seattletimes4jan2019>{{cite news |url=https://www.seattletimes.com/business/boeing-aerospace/the-biggest-jet-engines-ever-seen-are-set-to-roar-on-boeings-777x/ |title=The biggest jet engines ever seen are set to roar on Boeing's 777X |date=January 4, 2019 |author=Dominic Gates |author-link=Dominic Gates |newspaper=The Seattle Times |access-date=January 4, 2019 |archive-date=January 4, 2019 |archive-url=https://web.archive.org/web/20190104174520/https://www.seattletimes.com/business/boeing-aerospace/the-biggest-jet-engines-ever-seen-are-set-to-roar-on-boeings-777x/ |url-status=live}}</ref> Each of the 22 fan blades on the GE90-115B have a length of {{convert|4|ft|abbr=off|sp=us}} and a mass of less than {{convert|50|lb|abbr=off}}.<ref name="MoMA">{{cite book |author=[[The Museum of Modern Art]] |title=MoMA highlights since 1980: 250 works from the Museum of Modern Art, New York |url={{GBurl|izrz644BTjEC}} |section=Jet engine fan blade (model GE90-115B) |section-url=https://www.moma.org/collection/works/93637 |page=175 |editor-first=Rebecca |editor-last=Roberts |year=2007 |publisher=The Museum of Modern Art |isbn=978-0-87070-713-1 |oclc=191091211 |access-date=October 18, 2022}}</ref>

{{Plain image with caption|GE90 B777-200LR Side View.JPG|align=center|caption position=bottom|width=200px|caption=GE90-110B on a 777-200LR}}