Editing Boeing 777

{{short description|Wide-body, long-range, twin-engine jet airliner family}}
{{redirect-multi|2|Triple 7|B777|the road in Scotland|B777 road|other uses|777 (disambiguation)}}
{{Use mdy dates|date= December 2020}}
{{Use American English|date=December 2020}}
{{featured article}}
{{Infobox aircraft
| name = Boeing 777
| logo = Boeing 777 logo.svg{{!}}class=skin-invert
| image = Cathay Pacific Boeing 777-200; B-HNL@HKG.jpg<!-- Flight images are preferred for aircraft. Do not change image without a discussion on the talk page first, thanks. -->
| image_caption = The [[B-HNL|first Boeing 777 built]], 777-200 B-HNL, in operation in July 2011 by then-owner [[Cathay Pacific]]
| long_caption = 
| alt = Front quarter view of the first 777 built in flight wearing [[Cathay Pacific]] livery and with flaps partially extended and landing gear retracted.
| aircraft_type = [[Wide-body aircraft|Wide-body jet airliner]]
| national_origin = United States
| manufacturer = [[Boeing Commercial Airplanes]]
| designer = <!-- Only appropriate for one-person designers, not project leaders or chief designers -->
| first_flight = {{start date and age|1994|6|12}}
| introduction = {{nowrap|June 7, 1995, with [[United Airlines]]}}
| produced = 1993–present
| retired = 
| status = In service
| primary_user = [[Emirates (airline)|Emirates]]<!--Limit one (1) primary user. Top 4 users listed in 'primary user' and 'more users' fields based on numbers in service. See cited list in Operators section. -->
| more_users = [[United Airlines]] <br />[[Qatar Airways]] <br />[[Air France]] <!-- Limit is three (3) in 'more users' field, four (4) total users with primary user. See Operators section below for others. Please separate with <br />. -->
| number_built = 1,752 {{as of|2025|4|lc=y}}, based on deliveries<ref name=O_D_summ/><ref name=777_O_D_summ/><ref name=BoeingOD/>
| developed_from = 
| developed_into = [[Boeing 777X]]
}}

The '''Boeing 777''', commonly referred to as the '''Triple Seven''', is an American [[long haul|long-range]] [[Wide-body aircraft|wide-body airliner]] developed and manufactured by [[Boeing Commercial Airplanes]]. The 777 is the world's largest [[twinjet]] and the most-built wide-body airliner.
<!--Development-->
The [[Jet airliner|jetliner]] was designed to bridge the gap between Boeing's other wide body airplanes, the twin-engined [[Boeing 767|767]] and quad-engined [[Boeing 747|747]], and to replace aging [[DC-10]] and [[L-1011]] [[trijet]]s. Developed in consultation with eight major airlines, the 777 program was launched in October 1990, with an order from [[United Airlines]]. The [[B-HNL|prototype aircraft]] rolled out in April 1994, and first flew in June of that year. The 777 entered service with the launch operator United Airlines in June 1995. Longer-range variants were launched in 2000, and first delivered in 2004.

<!--design-->
The Triple Seven can accommodate a ten–abreast seating layout and has a typical 3-class capacity of 301 to 368 passengers, with a [[Range (aircraft)|range]] of {{convert|5240|to|8555|nmi|abbr=~|lk=in|-1}}. The jetliner is recognizable for its large-diameter [[turbofan]] engines, [[Wingtip device#Raked wingtip|raked wingtips]], six wheels on each main [[landing gear]], fully circular fuselage cross-section, and a blade-shaped tail cone. The 777 became the first Boeing airliner to use [[fly-by-wire]] controls and to apply a [[Carbon-fiber-reinforced polymers|carbon composite]] structure in the [[tailplane]]s. 

The original 777 with a [[maximum takeoff weight]] (MTOW) of {{cvt|545,000-660,000|lb|t}} was produced in two fuselage lengths: the initial 777-200 was followed by the extended-range -200ER in 1997; and the {{cvt|33.25|ft|adj=on}} longer 777-300 in 1998. These have since been known as 777 Classics and were powered by {{cvt|77,200-98,000|lbf|kN}} [[General Electric GE90]], [[Pratt & Whitney PW4000]], or [[Rolls-Royce Trent 800]] engines. The extended-range 777-300ER, with a MTOW of {{cvt|700,000-775,000|lb|t}}, entered service in 2004, the longer-range 777-200LR in 2006, and the 777F [[Cargo aircraft|freighter]] in 2009. These second-generation 777 variants have extended raked wingtips and are powered exclusively by {{cvt|110,000–115,300|lbf|kN}} GE90 engines. In November 2013, Boeing announced the development of the third generation [[Boeing 777X|777X]] (variants include the 777-8, 777-9, and 777-8F), featuring composite wings with [[Folding wing|folding wingtips]] and [[General Electric GE9X]] engines, and slated for first deliveries in 2026.

{{As of|2018}}, [[Emirates (airline)|Emirates]] was the largest operator with a fleet of 163 aircraft. {{as of|2025|4|df=US}}, more than 60 customers<!--The unidentified customers are grouped as one by Boeing. JAL Domestic and International air counted as one--> have placed orders for 2,352 777s across all variants, of which 1,752 have been delivered. This makes the 777 the best-selling wide-body airliner, while its best-selling variant is the 777-300ER with 833 delivered. The airliner initially competed with the [[Airbus A340]] and [[McDonnell Douglas MD-11]]; since 2015, it has mainly competed with the [[Airbus A350]]. First-generation 777-200 variants are to be supplanted by Boeing's [[Boeing 787|787 Dreamliner]]. {{As of|2024|5|df=US}}, the 777 has been involved in 31 [[aviation accidents and incidents]], including five [[hull loss]] accidents out of eight total hull losses with 542 fatalities including 3 ground casualties.<ref name=":0">{{Cite web |title=Accident Boeing 777-31H A6-EMW, Wednesday 3 August 2016 |url=https://asn.flightsafety.org/asndb/320037 |access-date=2024-08-23 |website=asn.flightsafety.org}}</ref><ref name=":2">{{Cite web |title=Incident Boeing 777-223ER N779AN, Tuesday 19 May 2009 |url=https://asn.flightsafety.org/wikibase/60148 |access-date=2024-08-23 |website=asn.flightsafety.org}}</ref><ref name=":3">{{Cite web |title=Accident Boeing 777-236ER G-VIIK, Wednesday 5 September 2001 |url=https://asn.flightsafety.org/wikibase/323233 |access-date=2024-08-23 |website=asn.flightsafety.org}}</ref>

==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>

==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}}

==Variants==
Boeing uses two characteristics – [[fuselage]] length and [[Range (aircraft)|range]] – to define its 777 models.<ref name=Eden112/><ref>{{cite news |url=https://aviationweek.com/blog/boeing-777-unveiling-design-classic-1990 |title=Boeing 777 - Unveiling A Design Classic (1990) |date=January 26, 2015 |author=Guy Norris |work=Aviation Week Network |access-date=November 25, 2019 |archive-date=October 18, 2018 |archive-url=https://web.archive.org/web/20181018002806/http://aviationweek.com/blog/boeing-777-unveiling-design-classic-1990 |url-status=live}}</ref> Passengers and cargo capacity varies by fuselage length: the 777-300 has a stretched fuselage compared to the base 777-200. Three range categories were defined: 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.<ref>{{cite book |title=The Magic of a Name: The Rolls-Royce Story, Part 3: A Family of Engines |author=Peter Pugh |publisher=Icon Books Ltd |isbn=978-1-84831-998-1 |date=2002 |url=https://books.google.com/books?id=LtXGBwAAQBAJ&pg=PT205 |access-date=December 19, 2020 |archive-date=May 27, 2021 |archive-url=https://web.archive.org/web/20210527123611/https://books.google.com/books?id=LtXGBwAAQBAJ&lpg=PT205 |url-status=live}}</ref> The A-market would be covered by a {{cvt|7800|km|nmi|disp=output only}} (7,800&nbsp;km; {{cvt|7800|km|mi|disp=output only}}) range, {{cvt|234|t|lb|order=flip}} MTOW aircraft for 353 to 374 passengers powered by {{cvt|316|kN|lbf|order=flip}} engines, followed by a {{cvt|12200|km|nmi|disp=output only}} (12,200&nbsp;km; {{cvt|12200|km|mi|disp=output only}}) B-market range for 286 passengers in three-class, with {{cvt|365|kN|lbf|order=flip}} unit thrust and {{cvt|263|t|lb|order=flip}} of MTOW, an A340 competitor, basis of an A-market 409 to 434 passengers stretch, and eventually a {{cvt|14000|km|nmi|disp=output only}} (14,000&nbsp;km; {{cvt|14000|km|mi|disp=output only}}) C-market with {{cvt|400|kN|lbf|order=flip}} engines.<ref>{{cite magazine |url=https://www.flightglobal.com/pdfarchive/view/1990/1990%20-%202621.html |title=Mass market |author=David Learmount |date=September 5, 1990 |magazine=Flight International |access-date=October 29, 2017 |archive-date=October 29, 2017 |archive-url=https://web.archive.org/web/20171029174517/https://www.flightglobal.com/pdfarchive/view/1990/1990%20-%202621.html |url-status=live}}</ref>

When referring to different variants, the [[International Air Transport Association]] (IATA) code collapses the 777 model designator and the -200 or -300 variant designator to "772" or "773".<ref name=IATAcode>{{cite web |url=http://www.flugzeuginfo.net/table_accodes_iata_en.php |title=IATA Aircraft Codes |work=Flugzeuginfo |access-date=October 29, 2017 |archive-date=November 14, 2017 |archive-url=https://web.archive.org/web/20171114003144/http://www.flugzeuginfo.net/table_accodes_iata_en.php |url-status=live}}</ref> The [[International Civil Aviation Organization]] (ICAO) aircraft type designator system adds a preceding manufacturer letter, in this case "B" for Boeing, hence "B772" or "B773".<ref name=ICAOcode/> Designations may append a range identifier like "B77W" for the 777-300ER by the ICAO,<ref name=ICAOcode/> "77W" for the IATA,<ref name=IATAcode/> though the -200ER is a company marketing designation and not certificated as such. Other notations include "773ER"<ref>{{cite news |url=https://www.smh.com.au/news/business/air-nz-must-ask-shareholders/2007/09/11/1189276720074.html |title=Air NZ must ask shareholders |work=Sydney Morning Herald |access-date=March 30, 2009 |last=John |first=Danny |date=September 12, 2007 |archive-date=April 13, 2009 |archive-url=https://web.archive.org/web/20090413194346/http://www.smh.com.au/news/business/air-nz-must-ask-shareholders/2007/09/11/1189276720074.html |url-status=live}}</ref> and "773B" for the -300ER.<ref>{{cite web |url=http://www.atimes.com/atimes/China_Business/GL03Cb06.html |archive-url=https://web.archive.org/web/20060316200115/http://www.atimes.com/atimes/China_Business/GL03Cb06.html |url-status=unfit |archive-date=March 16, 2006 |title=Cathay Pacific puts its trust in Boeing |publisher=[[Asia Times Online]] |access-date=March 30, 2009 |date=December 3, 2005}}</ref>

===777-200===
[[File:N774UA B777-222 United Al LHR 01JUN02 (8187152724).jpg|thumb|N774UA pictured in 2002, the second Boeing 777-200 produced]]

The initial 777-200 made its maiden flight on June 12, 1994, and was first delivered to United Airlines on May 15, 1995.<ref name="Boe_777_back"/> With a 545,000&nbsp;lb (247&nbsp;t) MTOW and {{cvt|77,000|lbf|kN}} engines, it has a range of {{convert|5240|nmi}} with 305 passenger seats in a three-class configuration.<ref name=777_perf/> The -200 was primarily aimed at US [[Domestic airport|domestic airline]]s,<ref name=Eden112/> although several Asian carriers and British Airways have also operated the type.  Nine<!-- JAL Domestic and International are counted as one --> different -200 customers have taken delivery of 88 aircraft,<ref name=777_O_D_summ/> with 55 in airline service {{as of|2018|lc=y}}.<ref name="FlightCensus">{{Cite web |date=August 21, 2018 |title=World Airline Census 2018 |url=https://www.flightglobal.com/asset/24536 |url-status=live |archive-url=https://web.archive.org/web/20181106212640/https://www.flightglobal.com/asset/24536 |archive-date=November 6, 2018 |access-date=August 21, 2018 |work=Flightglobal |language=en-GB}}</ref> The competing Airbus aircraft was the [[Airbus A330-300|A330-300]].<ref name="Wallace">{{cite web |url=http://www.highbeam.com/doc/1G1-80189598.html |title=Aerospace Notebook: Conner's best bet – Let it ride on the 777s but airlines aren't ready to commit to 200LR model |last=Wallace |first=James |date=November 19, 2001 |work=Seattle Post-Intelligencer |access-date=May 8, 2011 |url-status=dead |archive-url=https://web.archive.org/web/20121105222803/http://www.highbeam.com/doc/1G1-80189598.html |archive-date=November 5, 2012}}</ref>

In March 2016, [[United Airlines]] shifted operations with all 19 of its -200s to exclusively domestic US routes, including flights to and from Hawaii, and added more economy class seats by shifting to a ten-abreast configuration (a pattern that matched American Airlines' reconfiguration of the type).<ref>{{cite web |url=https://www.usatoday.com/story/travel/flights/todayinthesky/2016/03/09/united-confirms-10-abreast-seating-some-its-777s/81519220/ |title=United confirms 10-abreast seating on some of its 777s |last=Mutzabaugh |first=Ben |date=March 9, 2016 |access-date=June 28, 2019 |work=USA Today |archive-date=June 28, 2019 |archive-url=https://web.archive.org/web/20190628171937/https://www.usatoday.com/story/travel/flights/todayinthesky/2016/03/09/united-confirms-10-abreast-seating-some-its-777s/81519220/ |url-status=live}}</ref><ref>{{cite web |url=https://www.latimes.com/business/la-fi-travel-briefcase-united-boeing-20171021-story.html |title=United Airlines becomes latest carrier to put economy passengers in rows of 10 seats |last=Martin |first=Hugo |date=October 21, 2017 |access-date=June 28, 2019 |work=Los Angeles Times |archive-date=June 28, 2019 |archive-url=https://web.archive.org/web/20190628171937/https://www.latimes.com/business/la-fi-travel-briefcase-united-boeing-20171021-story.html |url-status=live}}</ref> {{as of|2019}}, Boeing no longer markets the -200, as indicated by its removal from the manufacturer's price listings for 777 variants.<ref name=prices/>

====777-200ER====
[[File:G-VIIN Boeing 772 British Airways (13894471233).jpg|thumb|The 777-200ER entered service in February 1997 with launch operator [[British Airways]].|alt=Aircraft landing approach. Side view of a twin-engine jet in flight with flaps and landing gear extended.]]

The B-market 777-200ER ("ER" for Extended Range), originally known as the 777-200IGW (increased gross weight), has additional fuel capacity and an increased MTOW enabling transoceanic routes.<ref name="eden112-113">{{Harvnb|Eden|2008|pp=112–113}}</ref> With a 658,000&nbsp;lb (298 t) MTOW and {{cvt|93,700|lbf|kN}} engines, it has a {{cvt|7065|nmi}} range with 301 passenger seats in a three-class configuration.<ref name="Characteristics"/> It was delivered first to British Airways on February 6, 1997.<ref name="Boe_777_back"/> Thirty-three customers received 422 deliveries, with no unfilled orders {{as of|2019|lc=y}}.<ref name=777_O_D_summ/>

{{as of|2018}}, 338 examples of the -200ER are in airline service.<ref name=FlightCensus/><!-- Updates require a reference. --> It competed with the [[Airbus A340#A340-300|A340-300]].<ref>{{cite magazine |author=Robert Wall |url=http://aviationweek.com/awin/boeings-interest-focuses-747-advanced-not-787-10 |title=Boeing talks up 747 Advanced, talks down Airbus A350 |magazine=Aviation Week & Space Technology |date=October 31, 2005 |page=40 |url-access=subscription |access-date=November 13, 2018 |archive-date=November 13, 2018 |archive-url=https://web.archive.org/web/20181113165850/http://archive.aviationweek.com/issue/20051031 |url-status=live}}</ref> Boeing proposed the [[Boeing 787 Dreamliner#787-10|787-10]] to replace it.<ref>{{cite news |url=http://www.seattlepi.com/business/article/Everett-work-force-for-787-pegged-at-1-000-1190602.php |title=Everett work force for 787 pegged at 1,000 |date=December 21, 2005 |work=[[Seattle Post-Intelligencer]] |author=James Wallace |access-date=October 29, 2017 |archive-date=August 22, 2018 |archive-url=https://web.archive.org/web/20180822015056/https://www.seattlepi.com/business/article/Everett-work-force-for-787-pegged-at-1-000-1190602.php |url-status=live}}</ref> The value of a new -200ER rose from US$110&nbsp;million at service entry to US$130&nbsp;million in 2007; a 2007 model 777 was selling for US$30&nbsp;million ten years later, while the oldest ones had a value around US$5–6&nbsp;million, depending on the remaining engine time.<ref>{{Cite news |url=http://www.aircraftvaluenews.com/the-last-decade-has-not-favored-b777-200er-values/ |title=The Last Decade Has Not Favored B777-200ER Values |author=Aircraft Value News |date=November 12, 2018 |access-date=November 13, 2018 |archive-date=November 13, 2018 |archive-url=https://web.archive.org/web/20181113165648/http://www.aircraftvaluenews.com/the-last-decade-has-not-favored-b777-200er-values/ |url-status=live}}</ref>

The engine can be delivered de-rated with reduced engine thrust for shorter routes to lower the MTOW, reduce purchase price and [[landing fee]]s (as 777-200 specifications) but can be re-rated to full standard.<ref name=SQ/> [[Singapore Airlines]] ordered over half of its -200ERs de-rated.<ref name=SQ>{{cite web |url=http://www.centreforaviation.com/analysis/sia-new-long-haul-low-cost-carrier-to-start-with-400-seat-b777s-plans-16-aircraft-fleet-within-five-58111 |title=SIA's new long-haul LCC to start with 400-seat B777s, plans 16-aircraft fleet within four years |publisher=CAPA Centre for Aviation |date=September 1, 2011 |access-date=March 22, 2012 |archive-date=March 17, 2012 |archive-url=https://web.archive.org/web/20120317182807/http://www.centreforaviation.com/analysis/sia-new-long-haul-low-cost-carrier-to-start-with-400-seat-b777s-plans-16-aircraft-fleet-within-five-58111 |url-status=live}}</ref><ref>{{cite web |url=http://www.singaporeair.com/en_UK/flying-with-us/ouraircraft/ |title=Our Fleet |work=Singapore Airlines |year=2012 |access-date=March 22, 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120324055551/http://www.singaporeair.com/en_UK/flying-with-us/ouraircraft/ |archive-date=March 24, 2012}}</ref>

====777-200LR Worldliner<span class="anchor" id="777-200LR Worldliner"></span>====<!-- This section is linked from [[KLM]] -->
[[File:AP-BGY KJFK (37725309116).jpg|thumb|A Boeing 777-200LR in the livery of its first operator, [[Pakistan International Airlines]]|alt=Aircraft landing approach. Side view of twin-engine jet in flight with flaps and landing gear extended.]]

The 777-200LR Worldliner ("LR" for Long Range), the C-market model, entered service in 2006 as one of the longest-range commercial airliners.<ref name=Flug772/><ref>{{cite web |last=Field |first=David |url=https://www.flightglobal.com/news/articles/delta-pushes-boeing-to-squeeze-more-range-from-777-2-222225/ |title=Delta pushes Boeing to squeeze more range from 777-200LR |date=March 17, 2008 |work=Flight International |access-date=December 2, 2008 |url-status=live |archive-url=https://web.archive.org/web/20080320012523/http://www.flightglobal.com/articles/2008/03/17/222225/delta-pushes-boeing-to-squeeze-more-range-from-777-200lr.html |archive-date=March 20, 2008}}</ref> Boeing named it ''Worldliner'' as it can connect almost any two airports in the world,<ref name=NYT_772LR_record>{{cite news |url=https://www.nytimes.com/2005/11/10/business/11air.html |title=Flight of Boeing's 777 Breaks Distance Record |author=Phillips, Don |agency=International Herald Tribune |date=November 10, 2005 |newspaper=The New York Times |access-date=October 14, 2013 |url-status=live |archive-url=https://web.archive.org/web/20150203152936/http://www.nytimes.com/2005/11/10/business/11air.html |archive-date=February 3, 2015}}</ref> although it is still subject to ETOPS restrictions.<ref>{{cite web |url=http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/6f3c0a764bd5cd0d86257482006e966a/$FILE/T00001SE.pdf |title=FAA Type Certificate Data Sheet T00001SE |work=[[Federal Aviation Administration]] |access-date=November 5, 2009 |archive-url=https://web.archive.org/web/20160204170653/http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/6f3c0a764bd5cd0d86257482006e966a/$FILE/T00001SE.pdf |archive-date=February 4, 2016 |url-status=dead}}</ref> It holds the world record for the longest nonstop flight by a commercial airliner.<ref name="NYT_772LR_record"/> It has a maximum design range of {{convert|8555|nmi}} {{as of|2017|lc=y}}.<ref name="Characteristics" /> The -200LR was intended for [[ultra long-haul]] routes such as [[Los Angeles]] to [[Singapore]].<ref name="Norris and Wagner p. 165"/>

Developed alongside the -300ER, the -200LR features an increased MTOW and three optional auxiliary fuel tanks in the rear cargo hold.<ref name=Flug772>{{cite web |url=http://www.flug-revue.rotor.com/FRtypen/FR77720l.htm |title=Datafile: Boeing 777-200LR Worldiner |work=Flug Revue |year=2006 |access-date=March 20, 2009 |archive-url=https://web.archive.org/web/20080517015012/http://www.flug-revue.rotor.com/FRtypen/FR77720L.htm |archive-date=May 17, 2008}}</ref> Other new features include extended raked wingtips, redesigned main landing gear, and additional structural strengthening.<ref name=Flug772/> As with the -300ER and 777F, the -200LR is equipped with wingtip extensions of 12.8&nbsp;ft (3.90&nbsp;m).<ref name=Flug772/> The -200LR is powered by GE90-110B1 or GE90-115B turbofans.<ref name=Boeing_777_airport_report_gen1/> The first -200LR was delivered to [[Pakistan International Airlines]] on February 26, 2006.<ref name=pia777/><ref>{{cite web |url=http://active.boeing.com/commercial/orders/index.cfm?content=modelselection.cfm&pageid=m15525 |title=Deliveries |work=Boeing |access-date=September 8, 2009 |archive-date=December 17, 2013 |archive-url=https://web.archive.org/web/20131217122256/http://active.boeing.com/commercial/orders/index.cfm?content=modelselection.cfm&pageid=m15525 |url-status=live}}</ref> Twelve different -200LR customers took delivery of 61 aircraft.<ref>{{Cite web |date=Dec 12, 2021 |title=Boeing: Commercial Orders & Deliveries: Dec 2021 |url=https://www.boeing.com/commercial/#/orders-deliveries |url-status=live |access-date=2021-12-05 |website=www.boeing.com |archive-url=https://web.archive.org/web/19991002201937/http://www.boeing.com/commercial/#/orders-deliveries |archive-date=October 2, 1999}}</ref> Airlines operated 50 of the -200LR variant {{as of|2018|lc=on}}.<ref name=FlightCensus/> Emirates is the largest operator of the LR variant with 10 aircraft.<ref name="FI17">{{cite journal |last1=Thisdell |first1=Dan |last2=Morris |first2=Rob |date=July 31, 2017 |title=World Airliner Census 2017 |department=Flightglobal Insight |journal=Flight International |publisher=Flightglobal |publication-date=August 12, 2017}}</ref> The closest competing aircraft from Airbus are the discontinued [[Airbus A340|A340-500HGW]]<ref name=Flug772/> and the current [[Airbus A350#A350-900ULR|A350-900ULR]].<ref>{{cite web |url=https://leehamnews.com/2015/10/16/bjorns-corner-increasing-an-aircrafts-range/ |title=Bjorn's Corner: Increasing an aircraft's range - Leeham News and Comment |date=October 16, 2015 |access-date=August 25, 2017 |archive-date=August 9, 2018 |archive-url=https://web.archive.org/web/20180809121025/https://leehamnews.com/2015/10/16/bjorns-corner-increasing-an-aircrafts-range/ |url-status=live}}</ref>

===777 Freighter===
[[File:N866FD@PEK (20200420152652).jpg|thumb|A 777F of [[FedEx Express]], the largest operator of the type]]

The 777 Freighter (777F) is an all-cargo version of the twinjet, and shares features with the -200LR; these include its airframe, engines,<ref name=cargokings>{{cite web |last=Norris |first=Guy |url=https://www.flightglobal.com/news/articles/cargo-kings-new-boeing-777f-and-747-8f-programmes-206571/ |title=Cargo Kings: new Boeing 777F and 747-8F programmes |work=Flight International |date=May 16, 2006 |access-date=October 27, 2016 |archive-date=October 27, 2016 |archive-url=https://web.archive.org/web/20161027192300/https://www.flightglobal.com/news/articles/cargo-kings-new-boeing-777f-and-747-8f-programmes-206571/ |url-status=live}}</ref> and fuel capacity.<ref name=Boeing_777_airport_report_gen2/> The 777F is unofficially referred to as 777-200LRF by some cargo airlines.<ref name="AAWw-1">{{Cite web |title=777-200LRF |url=https://www.atlasairworldwide.com/boeing-fleet/777-200lrf/ |access-date=December 3, 2024 |website=[[Atlas Air Worldwide]]}}</ref> With a maximum payload of {{cvt|228700|lb|kg}} (similar to the {{cvt|243000|lb|kg}} of the Boeing 747-200F), it has a maximum range of 9,750&nbsp;nmi (18,057&nbsp;km; {{cvt|9,750|nmi|mi|disp=output only}})) or 4,970&nbsp;nmi (9,200&nbsp;km; {{cvt|4,970|nmi|mi|disp=output only}})) at its max structural payload.<ref name=boeplanechars>{{cite web |url=https://www.boeing.com/assets/pdf/commercial/airports/acaps/777_2lr3er.pdf |title=777-200LR/-300ER/-Freighter Airplane Characteristics for Airport Planning |publisher=Boeing |date=May 2015 |access-date=March 31, 2021 |archive-date=February 24, 2021 |archive-url=https://web.archive.org/web/20210224200839/http://www.boeing.com/assets/pdf/commercial/airports/acaps/777_2lr3er.pdf |url-status=live}}</ref><ref>{{Cite web |title=freighters |url=https://www.boeing.com/commercial/freighters#777%20Freighter |access-date=2024-09-02 |website=www.boeing.com |language=en-US}}</ref><ref name="AAWw-1" />

The 777F also features a new supernumerary area, which includes four business-class seats forward of the rigid cargo barrier, full main deck access, bunks, and a galley.<ref>{{cite web |url=https://www.boeing.com/commercial/aeromagazine/articles/qtr_02_09/article_02_1.html |title=777 Freighter: Efficiency for Long-Haul Operators |publisher=Boeing |work=Aero Magazine |author=Jason S. Clark and Kenneth D. Kirwan |date=May 2015 |access-date=March 31, 2021 |archive-date=March 1, 2021 |archive-url=https://web.archive.org/web/20210301042948/https://www.boeing.com/commercial/aeromagazine/articles/qtr_02_09/article_02_1.html |url-status=live}}</ref> As the aircraft promises improved operating economics compared to older freighters,<ref name=fuelsaver/> airlines have viewed the 777F as a replacement for freighters such as the Boeing 747-200F, McDonnell Douglas DC-10, and McDonnell Douglas MD-11F.<ref name=Flug777F>{{cite web |url=http://www.flug-revue.rotor.com/FRtypen/FR777F.htm |title=Datafile: Boeing 777F |work=Flug Revue |year=2006 |access-date=March 20, 2009 |archive-url=https://web.archive.org/web/20080130004241/http://www.flug-revue.rotor.com/FRtypen/FR777F.htm |archive-date=January 30, 2008}}</ref><ref>{{cite news |url=https://www.usatoday.com/money/industries/manufacturing/2005-03-25-boeing-air-france_x.htm |title=Air France to buy Boeing 777 freighters |date=March 25, 2005 |agency=Associated Press |work=USA Today |access-date=October 19, 2010 |archive-date=August 4, 2011 |archive-url=https://web.archive.org/web/20110804225956/http://www.usatoday.com/money/industries/manufacturing/2005-03-25-boeing-air-france_x.htm |url-status=live}}</ref>

The first 777F was delivered to Air France on February 19, 2009.<ref name=af777f/> {{as of|2021|April|df=}}, 247 freighters have been ordered by 25 different customers with 45 unfilled orders.<ref name=777_O_D_summ/> Operators had 202 of the 777F in service {{as of|2018|lc=y}}.<ref name=FlightCensus/><!-- Updates require a newer reference. -->

===777-300===
[[File:B-HNF@HKG (20190716164500).jpg|alt=Aircraft takeoff. Side view of aircraft ascending, with landing gear doors open.|thumb|A 777-300 of [[Cathay Pacific]], its launch operator]]

Launched at the [[Paris Air Show]] on June 26, 1995, its major assembly started in March 1997 and its body was joined on July 21, it was rolled-out on September 8 and made its first flight on October 16.<ref name=Flight3dec1997/> The 777-300 was designed to be stretched by 20%: 60 extra seats to 368 in a three-class configuration, 75 more to 451 in two classes, or up to 550 in all-economy like the 747SR. The {{cvt|10.1|m|ft|order=flip}} stretch is done with {{cvt|5.3|m|ft|order=flip}} in ten frames forward and {{cvt|4.8|m|ft|order=flip}} in nine frames aft for a {{cvt|73.8|m|ft|order=flip}} length, {{cvt|3.4|m|ft|order=flip}} longer than the 747-400. It uses the -200ER {{cvt|171,200|litre|USgal|order=flip}} fuel capacity and {{cvt|374|-|436|kN|lbf|order=flip}} engines with a {{cvt|263.3|to|299.6|t|lb|order=flip}} MTOW.<ref name=Flight3dec1997/>

It has ground maneuvering cameras for [[taxiing]] and a [[tailstrike|tailskid]] to rotate, while the proposed {{cvt|324.6|t|lb|order=flip}} MTOW -300X would have needed a semi-levered main gear. Its overwing fuselage section 44 was strengthened, with its skin thickness going from the -200's {{cvt|6.3|to|11.4|mm|in|order=flip}}, and received a new evacuation door pair. Its [[operating empty weight]] with Rolls-Royce engines in typical tri-class layout is {{cvt|155.72|t|lb|order=flip}} compared to {{cvt|139.38|t|lb|order=flip}} for a similarly configured -200.<ref name=Flight3dec1997/> Boeing wanted to deliver 170 -300s by 2006 and to produce 28 per year by 2002, to replace early Boeing 747s, burning one-third less fuel with 40% lower maintenance costs.<ref name=Flight3dec1997>{{cite magazine |magazine=Flight International |url=https://www.flightglobal.com/pdfarchive/view/1997/1997%20-%203324.html |title=Boeing's long stretch |author=Guy Norris |date=December 3, 1997 |access-date=October 29, 2017 |archive-date=December 1, 2017 |archive-url=https://web.archive.org/web/20171201041100/https://www.flightglobal.com/pdfarchive/view/1997/1997%20-%203324.html |url-status=live}}</ref>

With a 660,000&nbsp;lb (299&nbsp;t) MTOW and {{cvt|90,000|lbf|kN}} engines, it has a range of {{convert|6005|nmi}} with 368 passengers in three-class.<ref name=777_perf/> Eight different customers have taken delivery of 60 aircraft of the variant, of which 18 were powered by the PW4000 and 42 by the RR Trent 800 (none were ordered with the GE90, which was never certified on this variant<ref name="TypeCert">{{cite web |url=http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/8bff0e63469dd8eb862580190055ffa6/$FILE/T00001SE_Rev40.pdf |title=Type Certificate data sheet No. T00001SE |date=August 12, 2016 |publisher=FAA |access-date=October 23, 2016 |archive-date=November 13, 2016 |archive-url=https://web.archive.org/web/20161113003304/http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/8bff0e63469dd8eb862580190055ffa6/$FILE/T00001SE_Rev40.pdf |url-status=live}}</ref>),<ref name=777_O_D_summ/> with 48 in airline service {{as of|2018|lc=y}}.<ref name=FlightCensus/> The last -300 was delivered in 2006 while the longer-range -300ER started deliveries in 2004.<ref name=777_O_D_summ/>

====777-300ER====<!-- This section is linked from [[KLM]] -->
[[File:F-GSQV@PEK (20191014145913).jpg|thumb|A 777-300ER, the best-selling variant, of the launch operator [[Air France]]]]

The 777-300ER ("ER" for Extended Range) is the B-market version of the -300. Its higher MTOW and increased fuel capacity permits a maximum range of {{convert|7,370|nmi}} with 392 passengers in a two-class seating arrangement.<ref name="Characteristics" /> The 777-300ER features extended raked wingtips, a strengthened fuselage and wings and a modified main landing gear.<ref name="77Wspecs">{{cite web |author=Guy Norris |url=https://www.flightglobal.com/news/articles/long-ranger-160884/ |title=Long Ranger |work=Flight International |date=January 28, 2003 |access-date=February 25, 2016 |archive-date=October 5, 2016 |archive-url=https://web.archive.org/web/20161005091041/https://www.flightglobal.com/news/articles/long-ranger-160884/ |url-status=live}}</ref> Its wings have an [[Aspect ratio (aerodynamics)|aspect ratio]] of 9.0.<ref name="leeUp">{{cite web |author=Scott Hamilton |url=http://leehamnews.com/2014/02/03/updating-the-a380-the-prospect-of-a-neo-version-and-whats-involved/ |title=Updating the A380: the prospect of a neo version and what's involved |publisher=Leeham news |date=February 3, 2014 |access-date=June 21, 2014 |archive-date=April 8, 2014 |archive-url=https://web.archive.org/web/20140408075935/http://leehamnews.com/2014/02/03/updating-the-a380-the-prospect-of-a-neo-version-and-whats-involved/ |url-status=live}}</ref> It is powered by the [[General Electric GE90#Variants|GE90-115B]] turbofan, the world's most powerful jet engine with a maximum thrust of {{cvt|115300|lbf|kN}}.<ref name="GE90-115Bpower">{{cite web |url=http://www.popularmechanics.com/technology/engineering/1280866 |title=Biggest Jet Engine |date=July 2004 |work=[[Popular Mechanics]] |author=Paul Eisenstein |access-date=June 3, 2011 |archive-date=December 24, 2014 |archive-url=https://web.archive.org/web/20141224214613/http://www.popularmechanics.com/technology/engineering/1280866 |url-status=live}}</ref>

Following flight testing, aerodynamic refinements have reduced fuel burn by an additional 1.4%.<ref name="green">{{cite web |author=Jon Ostrower |url=https://www.flightglobal.com/news/articles/green-and-versatile-225112/ |title=Green and versatile |work=Flight International |date=August 7, 2008 |access-date=February 25, 2016 |archive-date=March 7, 2016 |archive-url=https://web.archive.org/web/20160307085733/https://www.flightglobal.com/news/articles/green-and-versatile-225112/ |url-status=live}}</ref><ref name="77Wenhancement">{{cite news |author=Geoffrey Thomas |url=http://www.theaustralian.news.com.au/common/story_page/0,5744,17428629%255E23349,00.html |archive-url=https://web.archive.org/web/20051204032319/http://www.theaustralian.news.com.au/common/story_page/0%2C5744%2C17428629%5E23349%2C00.html |url-status=dead |archive-date=December 4, 2005 |title=Boeing nose ahead in Qantas order race |newspaper=The Australian |date=December 2, 2005}}</ref> At {{cvt|0.839|Mach|altitude_ft=30000|knots km/h|0}}, FL300, -59&nbsp;°C and at a {{cvt|513,400|lb|t}} weight, it burns {{cvt|17,300|lb|t}} of fuel per hour. Its operating empty weight is {{cvt|371,600|lb|t}}.<ref>{{cite news |url=http://archive.aviationweek.com/issue/20040405#!&pid=62 |title=In the Stretch - Flying the 777-300ER |author=David M. North |date=April 5, 2004 |work=Aviation week |url-access=subscription |access-date=July 25, 2018 |archive-date=July 25, 2018 |archive-url=https://web.archive.org/web/20180725153349/http://archive.aviationweek.com/issue/20040405#!&pid=62 |url-status=live}}</ref> The projected operational empty weight is {{cvt|168,560|kg|order=flip}} in airline configuration, at a weight of {{cvt|216,370|kg|lb|order=flip}} and FL350, total [[fuel economy in aircraft|fuel flow]] is {{cvt|6790|kg/h|lb/h|order=flip}} at {{cvt|0.84|Mach|altitude_ft=30000|knots km/h|0}}, rising to {{cvt|8,890|kg/h|lb/h|order=flip|-1}} at {{cvt|0.87|Mach|altitude_ft=30000|knots km/h|0}}.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/flight-test-boeing-777-300er-fast-and-heavy-176585/ |title=Flight Test: Boeing 777-300ER - Fast and heavy |date=January 20, 2004 |work=FlightGlobal |access-date=October 23, 2016 |archive-date=October 24, 2016 |archive-url=https://web.archive.org/web/20161024023709/https://www.flightglobal.com/news/articles/flight-test-boeing-777-300er-fast-and-heavy-176585/ |url-status=live}}</ref>

Since its launch, the -300ER has been a primary driver of the airplane's sales past the rival A330/340 series.<ref>{{cite web |url=http://centreforaviation.com/analysis/777-300er-fleet-report-orders-have-peaked-but-swiss-united-and-kuwait-new-operators-in-2016-268001 |title=777-300ER fleet report: orders have peaked but Swiss, United and Kuwait new operators in 2016 |work=CAPA - Centre for Aviation |date=February 25, 2016 |access-date=February 25, 2016 |archive-date=August 27, 2016 |archive-url=https://web.archive.org/web/20160827175621/https://centreforaviation.com/analysis/777-300er-fleet-report-orders-have-peaked-but-swiss-united-and-kuwait-new-operators-in-2016-268001 |url-status=live}}</ref> Its direct competitors have included the Airbus A340-600 and the [[Airbus A350-1000|A350-1000]].<ref name=777pressure>{{cite web |url=https://www.flightglobal.com/news/articles/airbus-a350-xwb-puts-pressure-on-boeing-777-219901/ |title=Airbus A350 XWB puts pressure on Boeing 777 |publisher=FlightGlobal |date=November 26, 2007 |access-date=February 25, 2016 |archive-date=March 8, 2016 |archive-url=https://web.archive.org/web/20160308174257/https://www.flightglobal.com/news/articles/airbus-a350-xwb-puts-pressure-on-boeing-777-219901/ |url-status=live}}</ref> Using two engines produces a typical operating cost advantage of around 8–9% for the -300ER over the A340-600.<ref name="exclusive-a340e">{{cite web |author=Ben Kingsley-Jones |author2=Guy Norris |url=https://www.flightglobal.com/news/articles/exclusive-enhanced-a340-to-take-on-777-203391/ |title=Enhanced A340 to take on 777 |work=Flight International |date=November 29, 2005 |access-date=February 25, 2016 |archive-date=March 7, 2016 |archive-url=https://web.archive.org/web/20160307102539/https://www.flightglobal.com/news/articles/exclusive-enhanced-a340-to-take-on-777-203391/ |url-status=live}}</ref> Several airlines have acquired the -300ER as a 747-400 replacement amid rising fuel prices given its 20% fuel burn advantage.<ref name=fuelsaver/> The -300ER has an operating cost of $44 per seat hour, compared to an [[Airbus A380]]'s roughly $50 per seat hour and $90 per seat hour for a Boeing 747-400 {{as of|2015|lc=y}}.<ref>{{cite news |url=http://airinsight.com/2015/11/20/the-a380s-future/ |title=The A380's future |date=November 20, 2015 |newspaper=AirInsight |access-date=April 22, 2016 |archive-date=April 13, 2016 |archive-url=https://web.archive.org/web/20160413052841/http://airinsight.com/2015/11/20/the-a380s-future/ |url-status=live}}</ref>

The first 777-300ER was delivered to Air France on April 29, 2004.<ref>{{Cite press release |url=https://www.geaviation.com/press-release/ge90-engine-family/ge90-115b-ges-best-ever-new-jet-engine-entry-airline-service |title=GE90-115B: GE's Best-Ever New Jet Engine Entry Into Airline Service |publisher=GE Aviation |date=July 17, 2006 |access-date=December 26, 2019 |archive-date=December 26, 2019 |archive-url=https://web.archive.org/web/20191226203642/https://www.geaviation.com/press-release/ge90-engine-family/ge90-115b-ges-best-ever-new-jet-engine-entry-airline-service |url-status=live}}</ref><ref>{{cite web |url=http://corporate.airfrance.com/uploads/media/new_boeing_777-300ER_joins_airfrance_fleet_02.pdf |title=New Boeing 777-300ER Joins Air France Fleet |publisher=Air France |date=May 13, 2004 |access-date=August 25, 2013 |url-status=dead |archive-url=https://web.archive.org/web/20120917104714/http://corporate.airfrance.com/uploads/media/new_boeing_777-300ER_joins_airfrance_fleet_02.pdf |archive-date=September 17, 2012}}</ref> The -300ER is the best-selling 777 variant, with Emirates being the largest operator with 123 777-300ER in service, having surpassed the -200ER in orders in 2010 and deliveries in 2013.<ref name=777_O_D_summ/> {{as of|2018}}, 784 300ERs were in service,<ref name=FlightCensus/> A total of 831 were built with the last delivered to [[Aeroflot]] in 2021.<ref>That's your flot ''[[Airliner World]]'' December 2021 p. 16</ref> Boeing ended 777-300ER production in 2024, and switched to the new 777X.<ref>[https://aviationa2z.com/index.php/2025/01/22/boeing-ends-production-of-777-300er-aircraft/ "Boeing Ends Production of its Best Seller Widebody Aircraft"]. ''Aviation A2Z.'' January 22, 2025.</ref><ref>[https://www.businesstraveller.com/features/the-end-of-an-era-boeing-stops-777-300er-production/ "The end of an era: Boeing stops 777-300ER production"]. ''Business Traveller'', January 23, 2025.</ref>

===777X===
{{main|Boeing 777X}}
[[File:777X Roll-Out (40407373023) (cropped).jpg|alt=Twin-engine aircraft in hangar|thumb|Unveiling of the first 777X variant, the 777-9, on March 13, 2019]]

The third-generation of the 777, launched as the 777X, is to feature new GE9X engines and new composite wings with folding wingtips.<ref name=777Xlaunch/> It was launched in November 2013 with two variants: the 777-8 and the 777-9.<ref name=777Xlaunch>{{cite press release |title=Boeing Launches 777X with Record-Breaking Orders and Commitments |url=http://boeing.mediaroom.com/2013-11-17-Boeing-Launches-777X-with-Record-Breaking-Orders-and-Commitments |publisher=Boeing |date=November 17, 2013 |access-date=December 23, 2013 |archive-date=February 13, 2014 |archive-url=https://web.archive.org/web/20140213081058/http://boeing.mediaroom.com/2013-11-17-Boeing-Launches-777X-with-Record-Breaking-Orders-and-Commitments |url-status=live}}</ref> The 777-8 provides seating for 395 passengers and has a range of {{convert|8745|nmi|0|abbr=on}}, while the 777-9 has seating for 426 passengers and a range of over {{convert|7285|nmi|0|abbr=on}}.<ref name=Boeing25jan2020>{{cite press release |url=https://investors.boeing.com/investors/investor-news/press-release-details/2020/New-Boeing-777X-Completes-Successful-First-Flight/default.aspx |title=New Boeing 777X Completes Successful First Flight |date=January 25, 2020 |publisher=Boeing |access-date=January 27, 2020 |archive-date=January 26, 2020 |archive-url=https://web.archive.org/web/20200126091019/https://investors.boeing.com/investors/investor-news/press-release-details/2020/New-Boeing-777X-Completes-Successful-First-Flight/default.aspx |url-status=live}}</ref> A longer 777-10X, 777X Freighter, and 777X BBJ variants have also been proposed.<ref>{{cite news |last1=Hemmerdinger |first1=Jon |title=Qatar offers to be launch customer for a 777X freighter |url=https://www.flightglobal.com/paris-air-show-2019/qatar-offers-to-be-launch-customer-for-a-777x-freighter/133259.article |access-date=9 December 2020 |agency=Flight Global |archive-date=December 18, 2020 |archive-url=https://web.archive.org/web/20201218091911/https://www.flightglobal.com/paris-air-show-2019/qatar-offers-to-be-launch-customer-for-a-777x-freighter/133259.article |url-status=live}}</ref><!--
Please add 777-8 and 777-9 specific details to the Boeing 777X article -->

===Government and corporate===
[[File:Boeing 777-2AN-ER, United Arab Emirates (Abu Dhabi Amiri Flight) AN1567289.jpg|thumb|A [[Presidential Flight (UAE)|Presidential Flight of United Arab Emirates]] government 777-200ER.|alt=Aircraft landing approach. Side view of a twin-engine jet in flight with flaps and landing gear extended.]]
[[File:JASDF B777-300ER 80-1111 (4).jpg|thumb|A [[Japan Air Self-Defense Force]] 777-300ER operating as [[Japanese Air Force One]]|alt=Aircraft takeoff. Side view of a twin-engine jet at takeoff with flaps and landing gear extended.]]

Versions of the 777 have been acquired by government and private customers. The main purpose has been for VIP transport, including as an [[Air transports of heads of state and government|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.<ref name="77LBBJ">{{cite web |url=http://boeing.mediaroom.com/index.php?s=20295&item=1512 |title=Boeing Business Jets Delivers 777-200LR to Aviation Link Company |date=November 10, 2010 |work=Boeing |access-date=August 14, 2014 |archive-date=August 14, 2014 |archive-url=https://web.archive.org/web/20140814132343/http://boeing.mediaroom.com/index.php?s=20295&item=1512 |url-status=live}}</ref><ref name=77WBBJ>{{cite web |url=http://www.flightglobal.com/news/articles/boeing-receives-order-for-777-300er-bbj-400275/ |title=Boeing receives order for 777-300ER BBJ |first=Greg |last=Waldron |work=Flight International |date=June 11, 2014 |access-date=August 14, 2014 |archive-date=August 14, 2014 |archive-url=https://web.archive.org/web/20140814144050/http://www.flightglobal.com/news/articles/boeing-receives-order-for-777-300er-bbj-400275/ |url-status=live}}</ref> The aircraft are fitted with private jet cabins by third party contractors,<ref name=77LBBJ/> and completion may take three years.<ref>{{citation |first=Kate |last=Sarsfield |url=http://www.flightglobal.com/news/articles/jet-aviation-secures-completion-contract-for-two-bbj-410105/ |title=Jet Aviation secures completion contract for two BBJ 777-300ERs |work=[[FlightGlobal]] |publisher=Reed Business Information |date=March 13, 2015 |access-date=March 14, 2015 |archive-date=March 15, 2015 |archive-url=https://web.archive.org/web/20150315052631/http://www.flightglobal.com/news/articles/jet-aviation-secures-completion-contract-for-two-bbj-410105/ |url-status=live}}</ref>
* '''KC-777''' – this was a proposed [[aerial refueling|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 [[Boeing KC-767|KC-767]], able to transport more cargo or personnel.<ref>{{cite web |url=https://www.chicagotribune.com/2006/09/27/boeing-adds-777-to-tanker-mix/ |title=Boeing adds 777 to tanker mix |last=Sachdev |first=Ameet |date=September 27, 2006 |work=Chicago Tribune |access-date=May 8, 2011 |archive-date=January 8, 2012 |archive-url=https://web.archive.org/web/20120108201032/http://articles.chicagotribune.com/2006-09-27/business/0609270250_1_northrop-eads-tanker-contract-president-of-tanker-programs |url-status=live}}</ref><ref>{{cite web |last=Norris |first=Guy |url=http://www.flightglobal.com/articles/2006/10/03/209627/us-air-force-tanker-rfp-reveals-kc-777-offer.html |archive-url=https://web.archive.org/web/20090618113946/http://www.flightglobal.com/articles/2006/10/03/209627/us-air-force-tanker-rfp-reveals-kc-777-offer.html |archive-date=June 18, 2009 |title=US Air Force tanker RFP reveals KC-777 offer |work=Flight International |date=October 3, 2006 |access-date=April 21, 2009}}</ref><ref>{{cite web |url=http://www.boeing.com/news/frontiers/archive/2006/november/cover.pdf |title=Ready to fill 'er up |work=Boeing |date=November 2006 |access-date=April 21, 2009 |archive-date=August 13, 2011 |archive-url=https://web.archive.org/web/20110813035251/http://www.boeing.com/news/frontiers/archive/2006/november/cover.pdf |url-status=live}}</ref> 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.<ref>{{cite web |url=http://www.bizjournals.com/wichita/stories/2007/04/09/daily22.html |archive-url=https://web.archive.org/web/20110805072633/http://www.bizjournals.com/wichita/stories/2007/04/09/daily22.html |archive-date=August 5, 2011 |title=Boeing submits KC-767 tanker proposal |work=Wichita Business Journal |last=Vandruff |first=Ken |date=April 11, 2007 |access-date=March 20, 2009 |url-status=live}}</ref> 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]].<ref name="KC-Z">{{cite web |url=http://www.flightglobal.com/news/articles/usaf-lays-out-x-y-and-z-of-tanker-replacement-strategy-in-three-tranche-process-to-replace-ageing-210459/ |title=USAF lays out X, Y and Z of tanker replacement strategy in three-tranche process to replace ageing KC-135s |date=November 8, 2006 |first=Graham |last=Warwick |work=Flight International |access-date=August 14, 2014 |archive-date=August 14, 2014 |archive-url=https://web.archive.org/web/20140814134434/http://www.flightglobal.com/news/articles/usaf-lays-out-x-y-and-z-of-tanker-replacement-strategy-in-three-tranche-process-to-replace-ageing-210459/ |url-status=live}}</ref>
* In 2014, the [[Government of Japan|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]].<ref name=JASDF>{{cite news |title=Japan chooses Boeing 777-300ER as government's official jet |url=http://www.japantimes.co.jp/news/2014/08/12/national/japan-chooses-boeing-777-300er-governments-official-jet/ |access-date=August 13, 2014 |agency=Jiji |work=Japan Times |date=August 12, 2014 |archive-date=June 28, 2017 |archive-url=https://web.archive.org/web/20170628073411/http://www.japantimes.co.jp/news/2014/08/12/national/japan-chooses-boeing-777-300er-governments-official-jet/ |url-status=live}}</ref> The aircraft, operated by the Japan Air Self-Defense Force under the callsign Japanese Air Force One, entered service in 2019 and replaced two 747-400s - the 777-300ER was specifically selected by the Ministry of Defense owing to its similar capabilities to the preceding 747 pair.<ref>{{cite news |title=政府専用機、後継の導入検討 官房長官 |url=http://www.nikkei.com/article/DGXNASFS1900G_Z10C13A7EB1000/ |access-date=March 10, 2020 |newspaper=日本経済新聞 |date=July 19, 2013 |archive-date=September 19, 2020 |archive-url=https://web.archive.org/web/20200919140652/https://www.nikkei.com/article/DGXNASFS1900G_Z10C13A7EB1000/ |url-status=live}}</ref> Besides VIP transport, the 777s are also intended for use in emergency relief missions.<ref name=JASDF/>
* 777s are serving or have served as official government transports for nations including [[Gabon]] (VIP-configured 777-200ER),<ref>{{cite web |url=http://conventiondiasporagabonaise.org/actualit%C3%A9s/actualit%C3%A9s-gabon/354-bien-mal-acquis-boeing-vip-777-236.html |archive-url=https://web.archive.org/web/20140403040247/http://conventiondiasporagabonaise.org/actualit%C3%A9s/actualit%C3%A9s-gabon/354-bien-mal-acquis-boeing-vip-777-236.html |archive-date=April 3, 2014 |title=Boeing 777 de Papa Romeo |work=Convention de la Diaspora Gabonaise |date=March 17, 2014 |access-date=August 14, 2014}}</ref> [[Turkmenistan]] (VIP-configured 777-200LR)<ref>"Turkmen Triple". ''Airliner World''. May 2014, p. 13.</ref> and the [[United Arab Emirates]] (VIP-configured 777-200ER and 777-300ER operated by [[Abu Dhabi Amiri Flight]]).<ref name=77WBBJ/> Prior to returning to power as [[Prime Minister of Lebanon]], [[Rafic Hariri]] acquired a 777-200ER as an official transport.<ref>{{cite news |url=http://news.bbc.co.uk/2/hi/middle_east/909269.stm |title=The battle for Lebanon's premiership |first=Christopher |last=Hack |date=September 3, 2000 |publisher=[[British Broadcasting Corporation|BBC]] |access-date=August 14, 2014 |archive-date=August 14, 2014 |archive-url=https://web.archive.org/web/20140814125144/http://news.bbc.co.uk/2/hi/middle_east/909269.stm |url-status=live}}</ref> The [[Indian government]] purchased two [[Air India]] 777-300ERs and converted them for VVIP transport operated by the [[Indian Air Force]] under the callsign [[Air India One]]; they entered service in 2021 replacing the Air India-owned 747s.<ref>{{cite web |url=https://www.indiatimes.com/news/india/narendra-modi-s-air-india-one-gets-rs-1300-cr-defence-upgrade-like-the-american-air-force-one-361756.html |title=Narendra Modi's Air India One Gets Rs 1300 Cr Defence Upgrade Like The American Air Force One |date=February 7, 2019 |website=indiatimes.com |access-date=March 31, 2019 |archive-date=March 31, 2019 |archive-url=https://web.archive.org/web/20190331155705/https://www.indiatimes.com/news/india/narendra-modi-s-air-india-one-gets-rs-1300-cr-defence-upgrade-like-the-american-air-force-one-361756.html |url-status=live}}</ref><ref>{{Cite web |date=2020-10-01 |title=WATCH: VVIP aircraft Air India One for President, PM arrives in Delhi |url=https://www.livemint.com/news/india/watch-vvip-aircraft-air-india-one-for-president-pm-arrives-in-delhi-11601553016767.html |access-date=2021-10-14 |website=mint |language=en}}</ref>
* 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]].<ref name="Puget Sound Business Journal">{{cite news |last1=Wilhelm |first1=Steve |title=Will U.S. copy Japan and switch to 777 for Air Force One? |url=http://www.bizjournals.com/seattle/news/2014/08/12/will-u-s-copy-japan-and-switch-to-777-for-air.html |archive-url=https://web.archive.org/web/20140814225929/http://www.bizjournals.com/seattle/news/2014/08/12/will-u-s-copy-japan-and-switch-to-777-for-air.html |archive-date=August 14, 2014 |newspaper=Puget Sound Business Journal |access-date=September 14, 2014 |url-status=dead}}</ref> Although the USAF had preferred a four-engine aircraft, this was mainly due to precedent (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 to quad-jet aircraft).<ref name="Puget Sound Business Journal"/> Ultimately, the Air Force decided against the 777, and selected the Boeing 747-8 to become the next presidential aircraft.<ref>{{cite news |url=https://www.af.mil/News/Article-Display/Article/562748/af-identifies-boeing-747-8-platform-for-next-air-force-one/ |title=AF Identifies Boeing 747-8 platform for next Air Force One |date=January 28, 2015 |access-date=January 28, 2015 |newspaper=U.S. Air Force |archive-date=March 3, 2016 |archive-url=https://web.archive.org/web/20160303175608/http://www.af.mil/News/ArticleDisplay/tabid/223/Article/562748/af-identifies-boeing-747-8-platform-for-next-air-force-one.aspx |url-status=live}}</ref>

===Aftermarket freighter conversions===
In the 2000s, Boeing began studying the conversion of 777-200ER and -200 passenger airliners into freighters, under the name 777 BCF (Boeing Converted Freighter).<ref>{{cite web |url=https://www.flightglobal.com/news/articles/boeing-reveals-cargo-conversion-development-studies-316341/ |title=Boeing reveals cargo conversion development studies for 777 |last=Sobie |first=Brendan |date=September 23, 2008 |work=Air Transport Intelligence via Flightglobal.com |access-date=October 19, 2010 |archive-date=November 17, 2015 |archive-url=https://web.archive.org/web/20151117020559/https://www.flightglobal.com/news/articles/boeing-reveals-cargo-conversion-development-studies-316341/ |url-status=live}}</ref> 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.<ref>{{cite web |url=https://www.flightglobal.com/news/articles/boeing-expects-to-secure-777bcf-launch-customer-in-e-348642/ |title=Boeing expects to secure 777BCF launch customer in early 2011 |last=Sobie |first=Brendan |date=October 19, 2010 |work=Air Transport Intelligence via Flightglobal.com |access-date=October 19, 2010 |archive-date=November 17, 2015 |archive-url=https://web.archive.org/web/20151117023215/https://www.flightglobal.com/news/articles/boeing-expects-to-secure-777bcf-launch-customer-in-e-348642/ |url-status=live}}</ref>

====777-300ER Special Freighter (SF)====
In July 2018, Boeing was studying a 777-300ER [[cargo aircraft|freighter]] conversion, targeted for the [[Volumetric weight|volumetric]] market instead of the density market served by the production 777F.<ref name=Leeham17jul2018/> After having considered a -200ER P2F program, Boeing was hoping to conclude its study by the Fall as the [[Boeing 777X|777X]] replacing aging -300ERs from 2020 will generate feedstock.<ref name="Leeham17jul2018">{{cite news |url=https://leehamnews.com/2018/07/17/farnborough-boeing-global-services-ponders-777-300er-p2f-program/ |title=Farnborough: Boeing Global Services ponders 777-300ER P2F program |date=July 17, 2018 |work=Leeham News |access-date=July 19, 2018 |archive-date=November 6, 2018 |archive-url=https://web.archive.org/web/20181106231016/https://leehamnews.com/2018/07/17/farnborough-boeing-global-services-ponders-777-300er-p2f-program/ |url-status=live}}</ref> New-build 777-300ERs may maintain the delivery rate at five per month, to bridge the production gap until the 777X is delivered.<ref>{{cite news |url=https://leehamnews.com/2018/10/23/boeings-growing-777x-challenge/ |title=Boeing's growing 777X challenge |date=October 23, 2018 |work=Leeham News |access-date=October 24, 2018 |archive-date=November 16, 2018 |archive-url=https://web.archive.org/web/20181116084818/https://leehamnews.com/2018/10/23/boeings-growing-777x-challenge/ |url-status=live}}</ref> Within the 811 777-300ERs delivered and 33 to be delivered by October 2019, GE Capital Aviation Services (GECAS) anticipates up to 150-175 orders through 2030, the four to five month conversion costing around $35 million.<ref name=Flight16oct2019/>

In October 2019, Boeing and [[Israeli Aerospace Industries]] (IAI) launched the 777-300ERSF passenger to freighter conversion program with GECAS ordering 15 aircraft and 15 options, the first aftermarket 777 freighter conversion program.<ref name=Flight16oct2019/> In June 2020, IAI received the first 777-300ER to be converted, from GECAS.<ref name=Flight28oct2020/> In October 2020, GECAS announced the launch operator from 2023: Michigan-based [[Kalitta Air]], already operating 24 747-400Fs, nine [[Boeing 767-300ER|767-300ERFs]] and three 777Fs.<ref name=Flight28oct2020>{{cite news |url=https://www.flightglobal.com/airframers/kalitta-to-be-launch-operator-of-777-300ersf-converted-freighter/140852.article |title=Kalitta to be launch operator of 777-300ERSF converted freighter |author=Jon Hemmerdinger |date=28 October 2020 |work=Flightglobal |access-date=October 29, 2020 |archive-date=November 1, 2020 |archive-url=https://web.archive.org/web/20201101034743/https://www.flightglobal.com/airframers/kalitta-to-be-launch-operator-of-777-300ersf-converted-freighter/140852.article |url-status=live}}</ref> IAI should receive the first aircraft in December 2020 while certification and service entry was scheduled for late 2022.<ref name=Flight16oct2019>{{Cite web |url=https://www.flightglobal.com/news/articles/gecas-and-iai-launch-777-300er-cargo-conversion-461491/ |title=GECAS and IAI launch 777-300ER cargo conversion |last=Kingsley-Jones |first=Max |date=October 16, 2019 |website=Flightglobal |language=en-GB |access-date=October 17, 2019 |archive-date=October 17, 2019 |archive-url=https://web.archive.org/web/20191017004631/https://www.flightglobal.com/news/articles/gecas-and-iai-launch-777-300er-cargo-conversion-461491/ |url-status=live}}</ref> By March 2023, IAI had completed the first flight of a 777-300ER Special Freighter, converted for AerCap, as it had a backlog over 60 orders.<ref>{{cite news |url=https://aircosmosinternational.com/article/the-world-s-first-successful-flight-of-a-b777-300er-converted-to-a-freighter-3743 |date=24 March 2023 |work=Air & Cosmos |title=The world's first successful flight of a B777-300ER converted to a freighter}}</ref> 

The 777-300ER Special Freighter has a maximum payload of {{cvt|101.6|t|lb|order=flip}}, a range of {{cvt|4,500|nmi}} and shares the door aperture and aft position of the 777F.<ref name=Flight16oct2019/> It has a cargo volume capacity of {{cvt|819|m3|cuft|order=flip}}, 5,800 cu ft (164 m<sup>3</sup>) greater than the 777F (or {{#expr:164/(8.19-1.64)round0}}% more) and can hold 47 standard [[Unit Load Device|96 x 125 in pallet]] (P6P) positions, 10 more positions than a 777F or eight more than a [[Boeing 747-400F|747-400F]].<ref name=Flight16oct2019/> With windows plugged, passenger doors deactivated, fuselage and floor reinforced, and a main-deck cargo door installed, the 777-300ERSF has 15% more volume than a 747-400BCF.<ref name=Flight28oct2020/>

===Experimental===
{{main|ecoDemonstrator}}
[[File:Boeing 777-200ER ecoDemonstrator N861BC.jpg|thumb|The 2022 ecoDemonstrator, a 777-200ER]]

Boeing has used 777 aircraft in two research and development programs. The first program, the [[Quiet Technology Demonstrator]] (QTD) was run in collaboration with Rolls-Royce and General Electric to develop and validate engine intake and exhaust modifications, including the chevrons subsequently used in the 737 MAX, 747-8 and 787 series. The tests were flown in 2001 and 2005.<ref name="BFrontiersQTD2">{{cite web |last1=Burnett |first1=Bob |title=Ssshhh, we're flying a plane around here |url=https://www.boeing.com/news/frontiers/archive/2005/december/ts_sf07.html |website=Boeing |access-date=19 November 2022 |date=December 2005}}</ref>

A further program, the [[ecoDemonstrator]] series, is intended to test and develop technologies and techniques to reduce [[Environmental effects of aviation|aviation's environmental impact]]. The program started in 2011, with the first ecoDemonstrator aircraft flying in 2012. Various airframes have been used since to test a wide variety of technologies in collaboration with a range of industrial partners. 777s have been used on three occasions as of 2024. The first of these, a 777F in 2018, performed the world's first commercial airliner flights using 100% [[Aviation biofuel|sustainable aviation fuel (SAF)]].<ref name="Key2018">{{cite web |last1=Broadbent |first1=Mark |title=Commercial Boeing ecoDemonstrator |url=https://www.key.aero/article/triple-seven-testbed |website=Key.Aero |publisher=Key Publishing Ltd. |access-date=19 November 2022 |date=27 June 2019}}</ref> In 2022-4, the testbed is a 777-200ER.<ref name="Backgrounder 22">{{cite web |title=Backgrounder: The Boeing ecoDemonstrator Program (June 2022) |url=https://www.boeing.com/resources/boeingdotcom/principles/environment/pdf/BKG-ecoDemonstrator_2022.pdf |archive-url=https://web.archive.org/web/20220620120530/https://www.boeing.com/resources/boeingdotcom/principles/environment/pdf/BKG-ecoDemonstrator_2022.pdf |archive-date=2022-06-20 |url-status=live |page=3 |website=Boeing |access-date=22 November 2022}}</ref>

==Operators==
{{main|List of Boeing 777 operators}}
[[File:Emirates Boeing 777 fleet at Dubai International Airport Wedelstaedt.jpg|thumb|right|[[Dubai International Airport]]: A row of Boeing 777-300 and -300ER operated by Emirates, the customer with the largest 777 fleet|alt=View of airport tarmac with terminal building and multiple airliners parked adjacent to it.]]
[[File:Boeing 777-2H6-ER, Malaysia Airlines AN0745446.jpg|thumb|right|Boeing 777 lineup at [[Adelaide Airport]]]]

Boeing customers that have received the most 777s are Emirates, Singapore Airlines, United Airlines, [[International Lease Finance Corporation|ILFC]], and American Airlines.<ref name=777_O_D_summ/> Emirates is the largest airline operator {{as of|2018|lc=y}},<ref name=FlightCensus/> and is the only customer to have operated all 777 variants produced, including the -200, -200ER, -200LR, -300, -300ER, and 777F.<ref name=777_O_D_summ/><ref>{{cite web |url=http://www.thenational.ae/business/aviation/emirates-9bn-deal-beats-expectations |title=Emirates $9bn deal beats expectations |work=The National |first=Ivan |last=Gale |date=July 19, 2010 |access-date=March 3, 2012 |archive-date=October 6, 2012 |archive-url=https://web.archive.org/web/20121006084310/http://www.thenational.ae/business/aviation/emirates-9bn-deal-beats-expectations |url-status=live}}</ref> The 1,000th 777 off the production line, a -300ER set to be Emirates' 102nd 777, was unveiled at a factory ceremony in March 2012.<ref name=ek1000>{{cite web |url=http://gulfnews.com/business/aviation/emirates-airline-receives-1-000th-boeing-777-1.989384 |title=Emirates airline receives 1,000th Boeing 777 |work=Gulf News |date=March 3, 2012 |access-date=March 3, 2012 |archive-date=March 4, 2012 |archive-url=https://web.archive.org/web/20120304061437/http://gulfnews.com/business/aviation/emirates-airline-receives-1-000th-boeing-777-1.989384 |url-status=live}}</ref>

A total of 1,416 aircraft (all variants) were in airline service {{as of|2018|lc=y}}, with Emirates (163), [[United Airlines]] (91), [[Air France]] (70), [[Cathay Pacific]] (69), [[American Airlines]] (67), [[Qatar Airways]] (67), [[British Airways]] (58), [[Korean Air]] (53), [[All Nippon Airways]] (50), [[Singapore Airlines]] (46), and other operators with fewer aircraft of the type.<ref name=FlightCensus/> 

In 2017, 777 Classics are reaching the end of their mainline service: with a -200 age ranging from three to 22 years, 43 Classic 777s or 7.5% of the fleet have been retired. Values of 777-200ERs have declined by 45% since January 2014, faster than Airbus A330s and Boeing 767s with 30%, due to the lack of a major [[Aftermarket (merchandise)|secondary market]] but only a few [[budget carrier|budget]], [[air charter]]s and [[ACMI lease|ACMI operator]]s. In 2015, [[Richard H. Anderson (businessman)|Richard H. Anderson]], then Delta Air Lines' chairman and chief executive, said he had been offered 777-200s for less than US$10&nbsp;million.<ref name=Flight1sep2017/> To keep them cost-efficient, operators densify their 777s for about US$10&nbsp;million each, like [[Scoot]] with 402 seats in its dual-class -200s, or Cathay Pacific which switched the 3–3–3 economy layout of 777-300s to 3–4–3 to seat 396 on regional services.<ref name=Flight1sep2017>{{cite news |url=https://www.flightglobal.com/news/articles/analysis-777-classics-entering-their-twilight-years-440697/ |title=777 Classics entering their twilight years |date=September 1, 2017 |author=Ellis Taylor |work=Flightglobal |access-date=September 11, 2017 |archive-date=September 11, 2017 |archive-url=https://web.archive.org/web/20170911204654/https://www.flightglobal.com/news/articles/analysis-777-classics-entering-their-twilight-years-440697/ |url-status=live}}</ref>

===Orders and deliveries===
{{main|List of Boeing 777 orders and deliveries}}
The 777 surpassed 2,000 orders by the end of 2018.<ref>{{cite news |url=https://randy.newairplane.com/2019/01/06/still-climbing-777-soars-past-2000-orders/ |title=Still Climbing: 777 Soars Past 2,000 Orders |author=Randy Tinseth |publisher=Boeing |date=January 6, 2019 |access-date=January 7, 2019 |archive-date=January 8, 2019 |archive-url=https://web.archive.org/web/20190108045704/https://randy.newairplane.com/2019/01/06/still-climbing-777-soars-past-2000-orders/ |url-status=live}}</ref>
{{trim|{{#section-h:List of Boeing 777 orders and deliveries|Orders and deliveries by type and year}}}}

==Accidents and incidents==
[[File:Ice-Trent-800-Heat-Exchanger inset.jpg|thumb|A laboratory replication of [[ice crystals]] clogging the fuel-oil [[heat exchanger]] on a [[Rolls-Royce Trent 800]] engine, from the [[Air Accidents Investigation Branch]] (AAIB) report on the [[British Airways Flight 38]] (BA38) and Delta Air Lines Flight 18 (DL18) incidents.<ref name="delta18details" /><ref name="FOHE"/> |alt=Heat exchanger. Circular latticework with an uneven covering of small particles over part of its surface.]]
[[File:Boeing 777-200ER Malaysia AL (MAS) 9M-MRO - color.jpg|thumb|9M-MRO, the aircraft involved in the disappearance of [[Malaysia Airlines Flight 370]]]]

<!--  This section is for Notable incidents and accidents only. 
-->
{{as of|2024|5|df=US}}, the 777 had been involved in 31 [[aviation accidents and incidents]],<ref name="ASNdatabase">{{cite web |date=March 3, 2019 |title=Boeing 777 occurrences |url=http://aviation-safety.net/database/types/Boeing-777/database |access-date=February 21, 2021 |publisher=[[Aviation Safety Network]] |archive-date=June 20, 2017 |archive-url=https://web.archive.org/web/20170620173734/http://aviation-safety.net/database/types/Boeing-777/database |url-status=live}}</ref> including a total of eight [[hull loss]]es (five in-flight accidents), resulting in 542 fatalities (including three fatalities due to ground casualties), along with three [[aircraft hijacking|hijackings]].<ref name=ASNlosses>{{cite web |url=http://aviation-safety.net/database/types/Boeing-777/losses |title=Boeing 777 hull losses |publisher=Aviation Safety Network |date=March 3, 2019 |access-date=March 3, 2019 |archive-date=August 13, 2016 |archive-url=https://web.archive.org/web/20160813030927/http://aviation-safety.net/database/types/Boeing-777/losses |url-status=live}}</ref><ref name=ASNstatistics>{{cite web |url=http://aviation-safety.net/database/types/Boeing-777/statistics |title=Boeing 777 Accident Statistics |publisher=Aviation Safety Network |date=September 25, 2018 |access-date=March 3, 2019 |archive-date=August 12, 2016 |archive-url=https://web.archive.org/web/20160812182426/http://aviation-safety.net/database/types/Boeing-777/statistics |url-status=live}}</ref><ref name=":0" /><ref name=":2" /><ref name=":3" /> The first fatality involving the twinjet occurred in a fire while an aircraft was being refueled at [[Denver International Airport]] in the United States on September 5, 2001, during which a ground worker sustained fatal burns.<ref name=ba2019>{{cite web |url=http://aviation-safety.net/database/record.php?id=20010905-1 |title=British Airways Flight 2019 ground fire |publisher=Aviation Safety Network |access-date=November 21, 2008 |archive-date=November 15, 2010 |archive-url=https://web.archive.org/web/20101115150631/http://aviation-safety.net/database/record.php?id=20010905-1 |url-status=live}}</ref> The aircraft, operated by [[British Airways]], sustained fire damage to the lower wing panels and engine housing; it was later repaired and returned to service.<ref name=ba2019/><ref>{{cite web |url=https://www.ntsb.gov/_layouts/ntsb.aviation/brief.aspx?ev_id=20010918X01956&key=1 |title=DEN01FA157 entry |publisher=[[National Transportation Safety Board]] |date=February 24, 2005 |access-date=January 2, 2011 |archive-date=October 5, 2016 |archive-url=https://web.archive.org/web/20161005114217/http://www.ntsb.gov/_layouts/ntsb.aviation/brief.aspx?ev_id=20010918X01956&key=1 |url-status=live}}</ref>

The first hull loss occurred on January 17, 2008, when a 777-200ER with Rolls-Royce Trent 895 engines, flying from Beijing to London as [[British Airways Flight 38]], crash-landed approximately {{convert|1000|ft|m}} short of Heathrow Airport's runway 27L and slid onto the runway's [[Displaced threshold|threshold]]. There were 47 injuries and no fatalities. The impact severely damaged the landing gear, wing roots and engines.<ref name=BA080201>{{cite news |title=Interim Management Statement |date=February 1, 2008 |work=[[Regulatory News Service]] |author=British Airways |url=http://www.investegate.co.uk/Article.aspx?id=200802010700330296N |access-date=November 21, 2008 |author-link=British Airways |archive-date=January 16, 2009 |archive-url=https://web.archive.org/web/20090116071025/http://www.investegate.co.uk/Article.aspx?id=200802010700330296N |url-status=live}}</ref><ref name=BA038report>{{cite web |url=http://www.aaib.gov.uk/cms_resources.cfm?file=/1-2010%20G-YMMM.pdf |title=Report on the accident to Boeing 777-236ER, G-YMMM, at London Heathrow Airport on 17 January 2008 |publisher=Air Accidents Investigation Branch |date=February 9, 2010 |access-date=February 9, 2010 |archive-date=December 18, 2014 |archive-url=https://web.archive.org/web/20141218041718/http://www.aaib.gov.uk/cms_resources.cfm?file=%2F1-2010%20G-YMMM.pdf |url-status=live}}</ref> The accident was attributed to ice crystals suspended in the aircraft's fuel clogging the fuel-oil heat exchanger (FOHE).<ref name="FOHE"/><ref>{{cite news |url=http://news.bbc.co.uk/2/hi/uk_news/7941137.stm |title='High risk' of plane fault repeat |work=BBC News |date=March 13, 2009 |access-date=March 20, 2009 |archive-date=March 21, 2009 |archive-url=https://web.archive.org/web/20090321014020/http://news.bbc.co.uk/2/hi/uk_news/7941137.stm |url-status=live}}</ref> Two other minor momentary losses of thrust with Trent 895 engines occurred later in 2008.<ref>{{cite web |url=http://www.flightglobal.com/articles/2008/02/29/221923/american-investigates-as-777-engine-fails-to-respond-to-throttle.html |archive-url=https://web.archive.org/web/20080304124553/http://www.flightglobal.com/articles/2008/02/29/221923/american-investigates-as-777-engine-fails-to-respond-to-throttle.html |archive-date=March 4, 2008 |title=American investigates as 777 engine fails to respond to throttle |work=Flight International |last=Kaminski-Morrow |first=David |date=February 29, 2008 |access-date=March 20, 2009}}</ref><ref name="delta18details">{{cite web |url=http://www.aero-news.net/index.cfm?do=main.textpost&id=7cba7571-d0e2-4736-a08b-2c24fcd7f225 |date=December 22, 2008 |title=NTSB Investigates B777 Uncommanded Engine Rollback |work=Air Safety Week |access-date=April 2, 2009 |archive-date=November 4, 2013 |archive-url=https://web.archive.org/web/20131104015745/http://www.aero-news.net/index.cfm?do=main.textpost&id=7cba7571-d0e2-4736-a08b-2c24fcd7f225 |url-status=live}}</ref> Investigators found these were also caused by ice in the fuel clogging the FOHE. As a result, the heat exchanger was redesigned.<ref name="FOHE">{{cite web |url=https://www.youtube.com/watch?v=EIMXfl8BIMA |title=Safety Recommendation: In reply refer to: A-09-17 (Urgent) and −18 |date=March 11, 2009 |work=[[Mayday (Canadian TV series)|Mayday]], Discovery Channel |access-date=October 23, 2015 |archive-date=March 5, 2016 |archive-url=https://web.archive.org/web/20160305053019/https://www.youtube.com/watch?v=EIMXfl8BIMA |url-status=live}}</ref><ref>{{cite news |author=Woodman, Peter |url=https://www.independent.co.uk/news/uk/home-news/ice-probable-cause-of-heathrow-crashlanding-1893650.html |title=Ice 'probable cause' of Heathrow crash-landing |work=The Independent |location=UK |date=February 9, 2010 |access-date=December 11, 2011 |archive-date=January 26, 2012 |archive-url=https://web.archive.org/web/20120126191838/http://www.independent.co.uk/news/uk/home-news/ice-probable-cause-of-heathrow-crashlanding-1893650.html |url-status=live}}</ref>

The second hull loss occurred on July 29, 2011, when a 777-200ER scheduled to operate as [[EgyptAir Flight 667]] suffered a cockpit fire while parked at the gate at [[Cairo International Airport]] before its departure.<ref name="SU-GBP">{{cite web |url=http://aviation-safety.net/database/record.php?id=20110729-0 |title=EgyptAir Flight 667 ground fire |publisher=Aviation Safety Network |access-date=January 2, 2012 |archive-date=March 9, 2014 |archive-url=https://web.archive.org/web/20140309144639/http://aviation-safety.net/database/record.php?id=20110729-0 |url-status=live}}</ref> The aircraft was evacuated with no injuries,<ref name="SU-GBP"/> and airport fire teams extinguished the fire.<ref name=jacdec711>{{cite web |url=http://www.jacdec.de/news/months/11_07.htm |title=Recent Incidents / Accidents Worldwide |publisher=Jet Airliner Crash Data Evaluation Centre |date=July 2011 |access-date=January 2, 2012 |archive-url=https://web.archive.org/web/20120106064051/http://www.jacdec.de/news/months/11_07.htm |archive-date=January 6, 2012 |url-status=dead}}</ref> The aircraft sustained structural, heat and smoke damage, and was written off.<ref name="SU-GBP"/><ref name=jacdec711/> Investigators focused on a possible short circuit between an electrical cable and a supply hose in the cockpit crew oxygen system.<ref name="SU-GBP"/>

The third hull loss occurred on July 6, 2013, when a 777-200ER, operating as [[Asiana Airlines Flight 214]], crashed while landing at [[San Francisco International Airport]] after touching down short of the runway. The 307 surviving passengers and crew on board evacuated before fire destroyed the aircraft. Two passengers, who had not been wearing their seatbelts, were ejected from the aircraft during the crash and were killed.<ref name="NTSB/AAR-14/01">{{cite book |url=https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR1401.pdf |title=Descent Below Visual Glidepath and Impact With Seawall, Asiana Airlines Flight 214, Boeing 777-200ER, HL7742, San Francisco, California, July 6, 2013 |publisher=[[National Transportation Safety Board]] |date=June 24, 2014 |access-date=July 12, 2017 |archive-date=April 30, 2017 |archive-url=https://web.archive.org/web/20170430002302/https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR1401.pdf |url-status=live}}</ref> A third passenger died six days later as a result of injuries sustained during the crash.<ref name="CBS-2013-07-12">{{cite news |title=3rd fatality in Asiana flight crash |url=http://www.cbsnews.com/news/3rd-fatality-in-asiana-flight-crash/ |work=CBS News |date=July 12, 2013 |access-date=July 12, 2017 |archive-date=July 3, 2017 |archive-url=https://web.archive.org/web/20170703080754/http://www.cbsnews.com/news/3rd-fatality-in-asiana-flight-crash/ |url-status=live}}</ref> These were the first fatalities in a crash involving a 777 since its entry into service in 1995.<ref>{{cite web |url=http://uk.reuters.com/article/uk-asiana-victim-coroner-idUKBRE96J00S20130720 |title=One Asiana victim killed by a vehicle, not plane crash - coroner |work=Reuters News Agency |date=July 20, 2013 |access-date=August 8, 2013 |archive-date=July 21, 2013 |archive-url=https://web.archive.org/web/20130721100652/http://uk.reuters.com/article/2013/07/20/uk-asiana-victim-coroner-idUKBRE96J00S20130720 |url-status=dead}}</ref><ref name="CBS-2013-07-12"/><ref name=FI_Asiana_777_crash>{{cite web |url=http://www.flightglobal.com/news/articles/asiana-777-200er-crashes-at-san-francisco-airport-388004/ |title=Asiana 777-200ER crashes at San Francisco airport |work=Flight International |date=July 6, 2013 |access-date=July 6, 2013 |archive-date=July 9, 2013 |archive-url=https://web.archive.org/web/20130709224745/http://www.flightglobal.com/news/articles/asiana-777-200er-crashes-at-san-francisco-airport-388004/ |url-status=live}}</ref> The official accident investigation concluded in June 2014 that the pilots committed 20 to 30 minor to significant errors in their final approach. Deficiencies in [[Asiana Airlines]]' pilot training and in Boeing's documentation of complex flight control systems were also cited as contributory factors.<ref>{{cite web |url=https://www.wsj.com/articles/SB10001424127887323823004578591422758092016 |title=Pilot Error Eyed in San Francisco Plane Crash |work=[[The Wall Street Journal]] |date=July 8, 2013 |quote=National Transportation Safety Board Chairman Deborah Hersman's comments indicated investigators were focused primarily on why the cockpit crew allowed speed to decay to such an extent&nbsp;... |access-date=July 8, 2013 |archive-date=July 22, 2015 |archive-url=https://web.archive.org/web/20150722173337/http://www.wsj.com/articles/SB10001424127887323823004578591422758092016 |url-status=live}}</ref><ref>{{Cite news |url=https://www.independent.co.uk/news/world/americas/asiana-airlines-flight-214-crash-caused-by-boeing-planes-being-overly-complicated-9562331.html |title=Asiana Airlines flight 214 crash caused by Boeing planes being 'overly complicated' |work=The Independent |last=Withnall |first=Adam |date=June 25, 2014 |access-date=July 17, 2014 |archive-date=July 26, 2014 |archive-url=https://web.archive.org/web/20140726024031/http://www.independent.co.uk/news/world/americas/asiana-airlines-flight-214-crash-caused-by-boeing-planes-being-overly-complicated-9562331.html |url-status=live}}</ref><ref name="AAR-14-01 Final Report">{{cite book |url=https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR1401.pdf |title=Descent Below Visual Glidepath and Impact With Seawall, Asiana Airlines Flight 214, Boeing 777-200ER, HL7742, San Francisco, California, July 6, 2013 |publisher=[[National Transportation Safety Board]] |id=NTSB/AAR-14/01 |date=June 24, 2014 |access-date=January 16, 2016 |archive-date=March 20, 2016 |archive-url=https://web.archive.org/web/20160320123345/http://www.ntsb.gov/investigations/AccidentReports/Reports/AAR1401.pdf |url-status=live}}</ref>

The fourth hull loss occurred on March 8, 2014, when a 777-200ER carrying 227 passengers and 12 crew, en route from Kuala Lumpur to Beijing as [[Malaysia Airlines Flight 370]], was reported missing. Air Traffic Control's last reported coordinates for the aircraft were over the [[South China Sea]].<ref>{{cite web |url=http://www.flightglobal.com/news/articles/night-search-for-missing-777-to-test-malaysia-and-vietnam-396796/ |title=Night search for missing 777 to test Malaysia and Vietnam |work=Flight Global |access-date=March 8, 2014 |archive-date=March 8, 2014 |archive-url=https://web.archive.org/web/20140308144935/http://www.flightglobal.com/news/articles/night-search-for-missing-777-to-test-malaysia-and-vietnam-396796/ |url-status=live}}</ref><ref>{{cite web |url=http://www.malaysiaairlines.com/my/en/site/dark-site.html |title=Friday, March 14, 12:00 AM MYT +0800 Malaysia Airlines MH370 Flight Incident - 18th Media Statement |date=March 14, 2014 |publisher=Malaysia Airlines |url-status=dead |archive-url=https://web.archive.org/web/20140308134226/http://www.malaysiaairlines.com/my/en/site/dark-site.html |archive-date=March 8, 2014}}</ref> After the search for the aircraft began, Malaysia's prime minister, [[Najib Razak]], announced on March 24, 2014, that after analysis of new satellite data it was now to be assumed "beyond reasonable doubt" that the aircraft had crashed in the Indian Ocean and there were no survivors.<ref>{{cite web |url=http://www.flightglobal.com/news/articles/equal-importance-given-to-both-corridors-in-mh370-397046/ |title='Equal importance' given to both corridors in MH370 search |publisher=Reed Business Information |work=flightglobal.com |access-date=April 1, 2015 |archive-date=October 23, 2014 |archive-url=https://web.archive.org/web/20141023193643/http://www.flightglobal.com/news/articles/equal-importance-given-to-both-corridors-in-mh370-397046/ |url-status=live}}</ref><ref>{{cite news |url=https://www.bbc.co.uk/news/world-asia-26716572 |title=Flight MH370 'crashed in south Indian Ocean' - Malaysia PM |work=BBC News |date=March 24, 2014 |access-date=April 1, 2015 |archive-date=May 2, 2014 |archive-url=https://web.archive.org/web/20140502152333/http://www.bbc.co.uk/news/world-asia-26716572 |url-status=live}}</ref> The cause remains unknown, but the Malaysian Government in January 2015, declared it an accident.<ref>{{Cite news |url=https://www.thestar.com/news/world/2015/01/29/malaysia-declares-jets-disappearance-an-accident.html |title=Malaysia declares MH370's disappearance an accident |last=Ng |first=Eileen |date=January 29, 2015 |agency=The Associated Press |website=The Star |publisher=Toronto Star Newspaper Ltd. |access-date=January 29, 2015 |archive-date=February 1, 2015 |archive-url=https://web.archive.org/web/20150201190732/http://www.thestar.com/news/world/2015/01/29/malaysia-declares-jets-disappearance-an-accident.html |url-status=live}}</ref><ref>{{cite web |url=http://www.thestar.com.my/News/Nation/2015/01/29/MH370-full-statement-DCA/ |title=MH370: Full statement by DCA |date=January 29, 2015 |website=The Star Online |publisher=Star Media Group Berhad |access-date=April 20, 2015 |archive-date=February 3, 2015 |archive-url=https://web.archive.org/web/20150203002211/http://www.thestar.com.my/News/Nation/2015/01/29/MH370-full-statement-DCA/ |url-status=live}}</ref> US officials believe the most likely explanation to be that someone in the cockpit of Flight 370 re-programmed the aircraft's autopilot to travel south across the Indian Ocean.<ref>{{Cite web |last1=Almasy |first1=Steve |last2=Carter |first2=Chelsea J. |last3=Clancy |first3=Jim |date=2014-03-18 |title=Malaysia Airlines Flight 370 search grows, pilots face scrutiny |url=https://www.cnn.com/2014/03/16/world/asia/malaysia-airlines-plane/index.html |access-date=2020-12-22 |website=CNN |archive-date=November 29, 2020 |archive-url=https://web.archive.org/web/20201129000150/https://www.cnn.com/2014/03/16/world/asia/malaysia-airlines-plane/index.html |url-status=live}}</ref><ref>{{Cite web |last=Collins |first=David |date=2014-03-24 |title=FBI to quiz wife of Flight MH370 pilot amid fears of cockpit hijack of missing plane |url=http://www.mirror.co.uk/news/world-news/missing-malaysia-airlines-flight-fbi-3276536 |access-date=2020-12-22 |website=mirror |language=en |archive-date=March 8, 2021 |archive-url=https://web.archive.org/web/20210308130757/https://www.mirror.co.uk/news/world-news/missing-malaysia-airlines-flight-fbi-3276536 |url-status=live}}</ref> On July 29, 2015, an item later identified as a [[flaperon]] from the still missing aircraft<ref>{{Cite news |url=https://www.bbc.com/news/world-asia-37820122 |title=MH370: The key pieces of debris found by the public |work=The [[BBC]] |date=23 January 2017 |access-date=9 December 2022}}</ref> was found on the island of [[Réunion]] in the western Indian Ocean, consistent with having drifted from the main search area.<ref>{{cite news |title=MH370: What's next in the investigation? |url=http://www.cnn.com/2015/08/05/world/mh370-plane-debris-what-next/index.html |website=CNN |access-date=August 6, 2015 |archive-date=August 6, 2015 |archive-url=https://web.archive.org/web/20150806091301/http://www.cnn.com/2015/08/05/world/mh370-plane-debris-what-next/index.html |url-status=live}}</ref>

The fifth hull loss occurred on July 17, 2014, when a 777-200ER, bound for [[Kuala Lumpur]] from [[Amsterdam]] as [[Malaysia Airlines Flight 17]] (MH17), was shot down by an anti-aircraft missile while flying over eastern Ukraine.<ref>{{cite news |author=Baker |first=Peter |date=July 19, 2014 |title=With Jet Strike, War in Ukraine Is Felt Globally |newspaper=The New York Times |url=https://www.nytimes.com/2014/07/20/world/europe/with-jets-fall-war-in-ukraine-is-felt-globally.html |issn=0362-4331 |access-date=February 14, 2017 |archive-date=April 11, 2017 |archive-url=https://web.archive.org/web/20170411065615/https://www.nytimes.com/2014/07/20/world/europe/with-jets-fall-war-in-ukraine-is-felt-globally.html |url-status=live}}</ref> All 298 people (283 passengers and 15 crew) on board were killed, making this the deadliest crash involving the Boeing 777.<ref>{{Cite web |last=Ranter |first=Harro |title=ASN Aircraft accident Boeing 777-2H6ER 9M-MRD Hrabove |url=https://aviation-safety.net/database/record.php?id=20140717-0 |access-date=2020-12-22 |website=aviation-safety.net |publisher=Aviation Safety Network |archive-date=June 3, 2020 |archive-url=https://web.archive.org/web/20200603195052/https://aviation-safety.net/database/record.php?id=20140717-0 |url-status=live}}</ref> The incident was linked to the ongoing [[War in Donbas]].<ref name=m17>{{cite web |last1=Walshe |first1=Michael |last2=McShane |first2=Larry |url=http://www.nydailynews.com/news/world/malaysian-airlines-plane-crashes-ukraine-russian-border-article-1.1870413 |title=Malaysia Airlines Flight 17 shot down by surface-to-air missile in what Ukrainian president calls 'act of terrorism' |website=NY Daily News |publisher=New York Daily News |date=July 17, 2014 |access-date=July 17, 2014 |archive-date=July 17, 2014 |archive-url=https://web.archive.org/web/20140717185307/http://www.nydailynews.com/news/world/malaysian-airlines-plane-crashes-ukraine-russian-border-article-1.1870413 |url-status=live}}</ref><ref>{{cite news |last1=Shoichet |first1=Catherine E. |last2=Fantz |first2=Ashley |date=July 17, 2014 |title=U.S. official: Missile hit Malaysia Airlines plane |work=CNN |url=http://www.cnn.com/2014/07/17/world/europe/ukraine-malaysia-airlines-crash/index.html |access-date=April 1, 2015 |archive-date=March 26, 2015 |archive-url=https://web.archive.org/web/20150326131010/http://www.cnn.com/2014/07/17/world/europe/ukraine-malaysia-airlines-crash/index.html |url-status=live}}</ref> On the basis of the [[Dutch Safety Board]] and the [[Malaysia Airlines Flight 17#Criminal investigation|Joint Investigation Team]] official conclusions of May 2018, the governments of the Netherlands and Australia hold Russia responsible for the deployment of the [[Buk missile system|Buk]] missile system used in shooting down the airliner from territory held by pro-Russian separatists.<ref name=":1">{{Cite web |url=https://www.government.nl/latest/news/2018/05/25/mh17-the-netherlands-and-australia-hold-russia-responsible |title=MH17: The Netherlands and Australia hold Russia responsible |date=25 May 2018 |website=Government of the Netherlands |access-date=25 May 2018 |archive-date=April 27, 2021 |archive-url=https://web.archive.org/web/20210427105812/https://www.government.nl/latest/news/2018/05/25/mh17-the-netherlands-and-australia-hold-russia-responsible |url-status=live}}</ref>

The sixth hull loss occurred on August 3, 2016, when a 777-300 crashed while landing and caught fire at [[Dubai]] Airport at the end of its flight as [[Emirates Flight 521]].<ref name="DC201608">{{cite news |title=Emirates flight from Trivandrum crash-lands in Dubai, passengers safe |url=https://www.deccanchronicle.com/world/asia/030816/emirates-flight-from-trivandrum-to-dubai-crash-lands-passengers-safe.html |access-date=August 3, 2016 |newspaper=Deccan Chronicle |date=August 3, 2016 |archive-date=August 5, 2016 |archive-url=https://web.archive.org/web/20160805042829/http://www.deccanchronicle.com/world/asia/030816/emirates-flight-from-trivandrum-to-dubai-crash-lands-passengers-safe.html |url-status=live}}</ref> The preliminary investigation indicated that the aircraft was attempting a landing during active wind shear conditions. The pilots initiated a go-around procedure shortly after the wheels touched-down onto the runway; however, the aircraft settled back onto the ground, apparently due to late throttle application. As the undercarriage was in the process of being retracted, the aircraft landed on its rear underbody and engine [[nacelle]]s, resulting in the separation of one engine, loss of control and subsequent crash.<ref>{{cite web |title=Preliminary Report AIFN/0008/2016 |url=https://www.gcaa.gov.ae/en/ePublication/admin/iradmin/Lists/Incidents%20Investigation%20Reports/Attachments/90/2016-2016%20-%20Preliminary%20Report,%20AAIS%20Case%20AIFN-0008-2016%20-%20A6-EMW.pdf |website=Gcaa.gov.ae |publisher=GCAA |access-date=September 7, 2016 |archive-date=September 6, 2016 |archive-url=https://web.archive.org/web/20160906230455/https://www.gcaa.gov.ae/en/ePublication/admin/iradmin/Lists/Incidents%20Investigation%20Reports/Attachments/90/2016-2016%20-%20Preliminary%20Report,%20AAIS%20Case%20AIFN-0008-2016%20-%20A6-EMW.pdf |url-status=live}}</ref> There were no passenger casualties of the 300 people on board, but one airport fireman was killed fighting the fire. The aircraft's fuselage and right wing were irreparably damaged by the fire.<ref name="DC201608"/><ref name=NDTV>{{cite news |url=http://www.ndtv.com/photos/news/images-of-the-emirates-plane-that-burst-into-flames-in-dubai-22563?site=full#photo-283025 |title=Images Of The Emirates Plane That Burst Into Flames In Dubai |work=NDTV |access-date=August 7, 2016 |archive-date=August 6, 2016 |archive-url=https://web.archive.org/web/20160806231510/http://www.ndtv.com/photos/news/images-of-the-emirates-plane-that-burst-into-flames-in-dubai-22563?site=full#photo-283025 |url-status=live}}</ref>

The seventh hull loss occurred on November 29, 2017, when a [[Singapore Airlines]] 777-200ER experienced a fire while being towed at [[Singapore Changi Airport]]. An aircraft technician was the only occupant on board and evacuated safely. The aircraft sustained heat damage and was written off.<ref>{{Cite web |url=https://aviation-safety.net/database/record.php?id=20171129-0 |title=ASN Aircraft accident Boeing 777-212ER 9V-SQK Singapore-Changi International Airport (SIN) |last=Ranter |first=Harro |website=aviation-safety.net |access-date=September 27, 2019 |archive-date=October 22, 2020 |archive-url=https://web.archive.org/web/20201022155801/https://aviation-safety.net/database/record.php?id=20171129-0 |url-status=live}}</ref> Another fire occurred on July 22, 2020 to an [[Ethiopian Airlines]] 777F while at the cargo area of [[Shanghai Pudong International Airport]]. The aircraft sustained heat damage and was written off as the eighth hull loss. Media reports on legal proceedings attribute the fire to the ignition of chlorine dioxide disinfection tablets at high temperatures in a humid environment on ground.<ref>{{Cite web |url=https://www.flightglobal.com/ethiopian-777f-suffers-major-fire-in-shanghai/139423.article |title=Ethiopian 777F suffers major fire in Shanghai |first=Alfred |last=Chua |date=July 22, 2020 |website=Flight Global |access-date=April 17, 2025 |archive-date=July 22, 2020 |archive-url=https://web.archive.org/web/20200722094838/https://www.flightglobal.com/ethiopian-777f-suffers-major-fire-in-shanghai/139423.article |url-status=live}}</ref><ref>{{Cite web |url=https://theloadstar.com/hong-kong-court-to-decide-liability-for-fire-on-ethiopian-airlines-aircraft/ |title=Hong Kong court to decide liability for fire on Ethiopian Airlines aircraft |website=The Loadstar |date=October 24, 2023 |access-date=January 4, 2024}}</ref>

On February 20, 2021, a 777-200 operating as [[United Airlines Flight 328]] suffered a failure of its starboard engine. The cowling and other engine parts fell over a Denver suburb. The captain declared an emergency and returned to land at the [[Denver]] airport.<ref>{{cite web |url=https://edition.cnn.com/2021/02/22/us/boeing-aircraft-engine-fail-monday/index.html |title=Engine debris rained over a mile across a Denver suburb. Now Boeing recommends suspending its 777s with that engine |access-date=22 February 2021 |website=CNN |date=February 22, 2021 |archive-date=February 22, 2021 |archive-url=https://web.archive.org/web/20210222111200/https://edition.cnn.com/2021/02/22/us/boeing-aircraft-engine-fail-monday/index.html |url-status=live}}</ref> An immediate examination, before any formal investigation, found that two fan blades had broken off. One blade had suffered metal fatigue and may have chipped another blade, which also broke off.<ref name=bbc4031>{{Cite news |title=Boeing 777: Signs of 'metal fatigue' found on Denver plane engine |website=BBC News |date=23 February 2021 |url=https://www.bbc.co.uk/news/world-us-canada-56163403 |access-date=February 23, 2021 |archive-date=February 23, 2021 |archive-url=https://web.archive.org/web/20210223124141/https://www.bbc.co.uk/news/world-us-canada-56163403 |url-status=live}}</ref> Boeing recommended suspending flights of all 128 operational 777s equipped with [[Pratt & Whitney PW4000]] engines until they had been inspected. Several countries also restricted flights of PW4000-equipped 777s in their territory.<ref name=bbc4031/>  In 2018, a similar issue occurred on [[United Airlines Flight 1175]] from San Francisco to Hawaii involving another 777-200 equipped with the same engine type.<ref>{{Cite web |url=https://sanfrancisco.cbslocal.com/2020/07/02/united-flight-1175-sfo-honolulu-ntsb-investigation/ |title=NTSB: Inspection Mistakes Caused Engine Failure On 2018 SFO-Hawaii Flight |date=July 2, 2020 |access-date=February 22, 2021 |archive-date=February 21, 2021 |archive-url=https://web.archive.org/web/20210221033258/https://sanfrancisco.cbslocal.com/2020/07/02/united-flight-1175-sfo-honolulu-ntsb-investigation/ |url-status=live}}</ref>

On May 21, 2024, [[Singapore Airlines Flight 321]], operated by a 777-300ER, encountered severe [[turbulence]] over Myanmar that injured 104 passengers and crew<ref>{{Cite web |title=Singapore Airlines: CEO apologises for deadly 'traumatic' flight |url=https://www.bbc.com/news/articles/ce99yy216l1o |access-date=2024-05-25 |website=bbc.com |date=May 22, 2024 |language=en-GB}}</ref> and led to the death of a passenger, who died of a suspected [[heart attack]].<ref>[https://bbc.com/news/videos/ck77mldzlnpo attack] BBC</ref><ref>{{Cite web |last=Ranter |first=Harro |title=Accident Boeing 777-312ER 9V-SWM, Tuesday 21 May 2024 |url=https://asn.flightsafety.org/wikibase/388147 |access-date=2025-01-01 |website=asn.flightsafety.org}}</ref> <!--
Only accidents or notable incidents above. See [[WP:AIRCRASH]], [[WP:AIRCRASH-TYPEARTICLE]] and [[WP:WikiProject Aviation/Aircraft accidents and incidents#Aircraft articles]] for project guidelines for inclusion. -->

==Aircraft on display==
[[File:B-HNL Boeing 777 Cathay Pacific forward.jpg|thumb|right|The 777 prototype, [[B-HNL]] (ex. N7771), on display at the [[Pima Air & Space Museum]], after 6 years in Boeing's test fleet followed by 18 years of commercial service|alt=View of twinjet aircraft parked on desert area.]]

* The first prototype, a Boeing 777-200, [[B-HNL]] (ex. N7771), was built in 1994 and originally used by Boeing for flight testing and development. In 2000, it was sold to Cathay Pacific (as no delivery slots were available for newly-built 777s) and refurbished for passenger service.<ref>{{cite news |title=The first Boeing 777 goes to museum |url=https://airlinerwatch.com/the-first-boeing-777-goes-to-museum/ |website=[[Airliner Watch]] |date=June 18, 2018 |access-date=June 21, 2018 |archive-date=June 22, 2018 |archive-url=https://web.archive.org/web/20180622005121/https://airlinerwatch.com/the-first-boeing-777-goes-to-museum/ |url-status=live}}</ref><ref>{{cite web |last1=Swopes |first1=Bryan |title=12 June 1994 |url=https://www.thisdayinaviation.com/12-june-1994/ |website=[[This Day in Aviation]] |access-date=June 22, 2018 |archive-date=June 22, 2018 |archive-url=https://web.archive.org/web/20180622192635/https://www.thisdayinaviation.com/12-june-1994/ |url-status=live}}</ref> After 18 years of commercial service, B-HNL was retired in mid-2018 amid press reports that it was to be displayed at the [[Museum of Flight]] in Seattle.<ref>{{cite web |url=https://www.flightglobal.com/news/articles/pictures-historic-cathay-777-heads-for-us-museum-451965/ |title=Historic Cathay 777 heads for US museum |publisher=FlightGlobal |access-date=November 24, 2019 |archive-date=January 24, 2019 |archive-url=https://web.archive.org/web/20190124012150/https://www.flightglobal.com/news/articles/pictures-historic-cathay-777-heads-for-us-museum-451965/ |url-status=live}}</ref> On September 18, 2018, [[Cathay Pacific]] and Boeing announced that B-HNL would be donated to the [[Pima Air & Space Museum]] near Tucson, Arizona, where it would be placed on permanent display.<ref>{{cite web |url=https://news.cathaypacific.com/cathay-pacific-boeing-to-donate-world-s-1st-777-to-aviation-museum |title=Cathay Pacific, Boeing to donate world's 1st 777 to aviation museum |publisher=Cathay Pacific |access-date=September 17, 2018 |archive-date=September 17, 2018 |archive-url=https://web.archive.org/web/20180917215455/https://news.cathaypacific.com/cathay-pacific-boeing-to-donate-world-s-1st-777-to-aviation-museum |url-status=live}}</ref>
* Three retired [[Saudia]] 777-200ER aircraft, formerly registered HZ-AKG, HZ-AKK, and HZ-AKP, respectively, were transported by road from Jeddah to Riyadh in September 2024 to be displayed at the [[Riyadh Season]] exhibition.<ref name=saudia>{{citation |title=At the end of epic road journey from Jeddah, Saudia planes reach Riyadh Season Boulevard Runway |language=en |work=Saudigazette |date=2024-09-17 |access-date=2024-10-06 |url=https://www.saudigazette.com.sa/article/645597/SAUDI-ARABIA/At-the-end-of-epic-road-journey-from-Jeddah-Saudia-planes-reach-Riyadh-Season-Boulevard-Runway}}</ref><ref>{{citation |title=Saudia moves three Boeing 777s from Jeddah to Riyadh by road |date=2024-09-05 |language=en-US |work=AeroTime |first1=Luke |last1=Peters |access-date=2024-10-06 |url=https://www.aerotime.aero/articles/saudia-transports-777s-by-road-0911 |archive-url=http://web.archive.org/web/20240917122419/https://www.aerotime.aero/articles/saudia-transports-777s-by-road-0911 |archive-date=2024-09-17}}</ref>  The fuselage of each aircraft was to be used as a tourist attraction featuring aviation-themed exhibits and/or dining and retail options.<ref name=saudia/>
* Former [[Korean Air]] Boeing 777-200ER HL7526 is now displayed at [[Inha University]] Square campus near Incheon. Originally delivered in 1998, the plane was withdrawn from service in 2022 before being disassembled in 2024 for transport, then reassembled on-site at Inha University.<ref>{{Cite AV media |url=https://www.youtube.com/watch?v=UkZT3weJL_Y |title=Boeing 777 saved from the airplane grave yard at a university |date=2024-07-05 |work= WorldAviation 4K  |access-date=2025-04-17 |via=YouTube}}</ref>

==Specifications==
{{sticky header}}
{| class="wikitable sortable sticky-header-multi" style="text-align:center"
|+ Boeing 777 specifications
! Variants
! colspan= 2 | First generation<ref name=Boeing_777_airport_report_gen1>{{Cite tech report |url=http://www.boeing.com/assets/pdf/commercial/airports/acaps/777_23.pdf |title=777-200/300 Airplane Characteristics for Airport Planning |publisher=Boeing |date=December 2008 |access-date=February 8, 2015 |archive-date=September 23, 2015 |archive-url=https://web.archive.org/web/20150923193631/http://www.boeing.com/assets/pdf/commercial/airports/acaps/777_23.pdf |url-status=live}}</ref>
! colspan= 2 | Second generation<ref name=Boeing_777_airport_report_gen2>{{cite tech report |url=http://www.boeing.com/assets/pdf/commercial/airports/acaps/777_2lr3er.pdf |title=777-200LR/-300ER/-Freighter Airplane Characteristics for Airport Planning |publisher=Boeing |date=May 2015 |access-date=February 8, 2015 |archive-date=February 9, 2015 |archive-url=https://web.archive.org/web/20150209031114/http://www.boeing.com/assets/pdf/commercial/airports/acaps/777_2lr3er.pdf |url-status=live}}</ref>
|-
! Model
! 777-200/200ER
! 777-300
! 777-300ER
! 777-200LR/777F
|-
! Cockpit crew
| colspan="6" | Two
|-
! 3-class seats<ref name="777_perf">{{cite web |url=http://www.boeing.com/assets/pdf/commercial/startup/pdf/777_perf.pdf |title=777 performance summary |date=2009 |publisher=Boeing |archive-url=https://web.archive.org/web/20140802021208/http://www.boeing.com/assets/pdf/commercial/startup/pdf/777_perf.pdf |archive-date=August 2, 2014 |url-status=dead}}</ref>
| 305 (24F/54J/227Y)
| 368 (30F/84J/254Y)
| 365 (22F/70J/273Y)
| 301 (16F/58J/227Y){{efn|777F: 228,700&nbsp;lb / 103,737&nbsp;kg}}
|-
! 2-class seats<ref name=Characteristics>{{cite web |url=http://www.boeing.com/commercial/777/#/design-highlights/characteristics |title=777 Characteristics |publisher=Boeing |access-date=February 25, 2016 |archive-date=December 31, 2016 |archive-url=https://web.archive.org/web/20161231080442/http://www.boeing.com/commercial/777/#/design-highlights/characteristics |url-status=live}}</ref>
| 313
| colspan=2 | 396
| 317
|-
! Exit limit<ref name="TypeCert"/>
| 440
| colspan="2" | 550
| 440{{efn|777F: 11}}
|-
! Length
| 209&nbsp;ft&nbsp;1&nbsp;in (63.73&nbsp;m)
| colspan=2 | 242&nbsp;ft&nbsp;4&nbsp;in (73.86&nbsp;m)
| 209&nbsp;ft&nbsp;1&nbsp;in (63.73&nbsp;m)
|-
! Wingspan
| colspan=2 | 199&nbsp;ft&nbsp;11&nbsp;in (60.93&nbsp;m), 31.6° [[Wing sweep]]<ref name=elsevier>{{cite web |url=http://booksite.elsevier.com/9780340741528/appendices/data-a/table-4/table.htm |title=Boeing Aircraft Data File |publisher=Elsevier |work=Civil Jet Aircraft Design |date=July 1999 |access-date=October 23, 2016 |archive-date=November 5, 2016 |archive-url=https://web.archive.org/web/20161105055750/http://booksite.elsevier.com/9780340741528/appendices/data-a/table-4/table.htm |url-status=live}}</ref>
| colspan=2 | 212&nbsp;ft&nbsp;7&nbsp;in (64.80&nbsp;m), 31.6° Wing sweep<ref name=elsevier/>
|-
! Wing area
| colspan=2 | {{cvt|427.8|m2|sqft|order=flip}},<ref name=elsevier/> {{#expr:60.93/(427.8/60.93)round2}} [[Wing aspect ratio|AR]]
| colspan=2 | {{cvt|436.8|m2|sqft|order=flip}},<ref name=AA120726>{{cite web |url=http://www.aspireaviation.com/2012/07/26/boeing-chooses-largest-wingspan-for-777x/ |date=July 26, 2012 |title=Boeing chooses largest wingspan for 777X |author=Daniel Tsang |work=Aspire Aviation |access-date=March 5, 2017 |archive-date=December 9, 2014 |archive-url=https://web.archive.org/web/20141209044428/http://www.aspireaviation.com/2012/07/26/boeing-chooses-largest-wingspan-for-777x/ |url-status=live}}</ref> {{#expr:64.80/(436.8/64.80)round2}} AR
|-
! Tail height<ref name=Characteristics/>
| colspan=1 | 60&nbsp;ft&nbsp;9&nbsp;in (18.5&nbsp;m)
| colspan=2 | 60&nbsp;ft&nbsp;8&nbsp;in (18.5&nbsp;m)
| colspan=1 | 61&nbsp;ft&nbsp;1&nbsp;in (18.6&nbsp;m)
|-
! Fuselage width
| colspan=4 | 20&nbsp;ft&nbsp;4&nbsp;in (6.20&nbsp;m)
|-
! Cabin width
| colspan=4 | 19&nbsp;ft&nbsp;3&nbsp;in (5.86&nbsp;m),<ref>{{cite web |url=http://www.boeing.com/farnborough2014/pdf/BCA/bck-777%20Family%20Backgrounder.pdf |title=Backgrounder: The Boeing 777 Family |date=May 2014 |publisher=Boeing Commercial Airplanes |access-date=June 4, 2018 |archive-date=July 13, 2019 |archive-url=https://web.archive.org/web/20190713054817/http://www.boeing.com/farnborough2014/pdf/BCA/bck-777%20Family%20Backgrounder.pdf |url-status=live}}</ref> Seats: 18.5&nbsp;in (47&nbsp;cm) at 9 abreast, 17&nbsp;in (43&nbsp;cm) at 10 abreast
|-
! Cargo volume<ref name=Characteristics/>
| 5,330&nbsp;cu&nbsp;ft (150.9&nbsp;m<sup>3</sup>)
| colspan=2 | 7,120&nbsp;cu&nbsp;ft (201.6&nbsp;m<sup>3</sup>){{efn|300ERSF: {{cvt|819|m3|cuft|order=flip}}<ref name=300ERSF/>}}
| 5,330&nbsp;cu&nbsp;ft (150.9&nbsp;m<sup>3</sup>){{efn|777F: 23,051&nbsp;cu&nbsp;ft (652.7&nbsp;m<sup>3</sup>)
}}
|-
! [[Maximum takeoff weight|MTOW]]
| 545,000&nbsp;lb (247,200&nbsp;kg) <br />200ER: 656,000&nbsp;lb (297,550&nbsp;kg)
| 660,000&nbsp;lb (299,370&nbsp;kg)
| 775,000&nbsp;lb (351,533&nbsp;kg)
| 766,000&nbsp;lb (347,452&nbsp;kg) <br />777F: 766,800&nbsp;lb (347,815&nbsp;kg)
|-
! [[Operating empty weight|OEW]]
| 299,550&nbsp;lb (135,850&nbsp;kg) <br />200ER: 304,500&nbsp;lb (138,100&nbsp;kg)
| 353,800&nbsp;lb (160,530&nbsp;kg)
| 370,000&nbsp;lb (167,829&nbsp;kg) <br />300ERSF: {{cvt|{{#expr:558000-222000}}<!--MSFW - max PL-->|lb|kg}}<ref name=300ERSF>{{cite web |url=https://www.iai.co.il/drupal/sites/default/files/2019-12/777-300ERSF%20Brochure.pdf |title=777-300ERSF Brochure |publisher=GECAS/IAI |date=2020 |access-date=October 29, 2020 |archive-date=November 28, 2020 |archive-url=https://web.archive.org/web/20201128165050/https://www.iai.co.il/drupal/sites/default/files/2019-12/777-300ERSF%20Brochure.pdf |url-status=live}}</ref>
| 320,000&nbsp;lb (145,150&nbsp;kg) <br />777F: 318,300&nbsp;lb (144,379&nbsp;kg)
|-
! Fuel capacity
| colspan=2 | 31,000&nbsp;US&nbsp;gal (117,340&nbsp;L) / 207,700&nbsp;lb (94,240&nbsp;kg) <br />200ER/300: 45,220&nbsp;US&nbsp;gal (171,171&nbsp;L) / 302,270&nbsp;lb (137,460&nbsp;kg)
| colspan=2 | 47,890&nbsp;US&nbsp;gal (181,283&nbsp;L) / 320,863&nbsp;lb (145,538&nbsp;kg)
|-
! [[Service ceiling|Ceiling]]<ref name=TypeCert/>
| colspan=4 | {{cvt|43,100|ft|m}}
|-
! Speed
| colspan=4 | Max. {{cvt|0.87-0.89|Mach|altitude_ft=43100|kn km/h mph|0}},<ref name=TypeCert/> Cruise {{cvt|0.84|Mach|altitude_ft=43100|kn km/h mph|0}}
|-
! Range<ref name=Characteristics/>
| 5,240&nbsp;nmi (9,700&nbsp;km; {{cvt|5,240|nmi|mi|disp=output only}}){{efn|305 passengers, Trents}}<ref name=777_perf/> <br />200ER: 7,065 nmi (13,080&nbsp;km; {{cvt|7,065|nmi|mi|disp=output only}}){{efn|313 passengers}}
| 6,030&nbsp;nmi (11,165&nbsp;km; {{cvt|6,030|nmi|mi|disp=output only}}){{efn|368 passengers, GE90}}<ref name=777_perf/>
| 7,370&nbsp;nmi (13,649&nbsp;km; {{cvt|7,370|nmi|mi|disp=output only}}){{efn|396 passengers}} <br />300ERSF: {{cvt|4,650|nmi}}<ref name=300ERSF/>
| 8,555&nbsp;nmi (15,843&nbsp;km; {{cvt|8,555|nmi|mi|disp=output only}}){{efn|317 passengers}} <br/>777F: {{cvt|4,970|nmi}}{{efn|102 t payload}}
|-
! Takeoff <br>distance{{efn|at MTOW, sea level, [[International standard atmosphere|ISA]]}}
| {{cvt|8000|ft|m|sigfig=3}} <br />200ER:{{cvt|11100|ft|m|sigfig=3}}
| {{cvt|10600|ft|m|sigfig=3}}
| {{cvt|10000|ft|m|sigfig=3}}
| {{cvt|9200|ft|m|sigfig=3}} <br />777F: {{cvt|9300|ft|m|sigfig=3}}
|-
! scope="row" | Engine (2×)
| [[Pratt & Whitney PW4000|PW4000]] / [[Rolls-Royce Trent 800|Trent 800]] / [[General Electric GE90|GE90]]
| [[Pratt & Whitney PW4000|PW4000]] / [[Rolls-Royce Trent 800|Trent 800]]<ref name=TypeCert/>
| [[General Electric GE90|GE90]]-115B<ref name=TypeCertEASA>{{cite web |url=https://www.easa.europa.eu/sites/default/files/dfu/TCDS_EASA%20IM%20A%20003_B777_%20Iss_15_2018-12-10.pdf |title=Type certificate data sheet No. EASA.IM.A.003 |publisher=[[European Aviation Safety Agency|EASA]] |date=December 10, 2018 |access-date=November 22, 2019 |archive-date=December 23, 2018 |archive-url=https://web.archive.org/web/20181223195554/https://www.easa.europa.eu/sites/default/files/dfu/TCDS_EASA%20IM%20A%20003_B777_%20Iss_15_2018-12-10.pdf |url-status=dead}}</ref>
| [[General Electric GE90|GE90]]-110B/-115B<ref name=TypeCertEASA/>
|-
! Max thrust (2×)
| {{cvt|77,200|lbf|kN}} <br />200ER: {{cvt|93,700|lbf|kN}}
| {{cvt|98,000|lbf|kN}}
| {{cvt|115,300|lbf|kN}}
| {{cvt|110,000-115,300|lbf|kN|disp=br()}}
|-
! [[International Civil Aviation Organization|ICAO]] designation<ref name=ICAOcode>[http://www.icao.int/publications/DOC8643/ "ICAO Document 8643."] {{Webarchive|url=https://web.archive.org/web/20170607233652/https://www.icao.int/publications/DOC8643/ |date=June 7, 2017 }} ''[[International Civil Aviation Organization]].'' Retrieved: January 8, 2018.</ref>
! B772
! B773
! B77W
! B77L
|}
{{for|Boeing 777-8 and -9 specifications|Boeing 777X}}

[[File:B777FAMILYv1.1.png|thumb|left|upright=1.8|Diagram of Boeing 777 variants with front, cross-section, side, and top views: {{nowrap|777-200ER}} on left, {{nowrap|777-300ER}} on right. |alt=Comparison chart showing front, side, and top views of the 777.]]
{{clear}}

==See also==
{{Portal|Aviation|United States}}
{{Spoken Wikipedia|date=2025-02-17|En-Boeing 777.ogg}}
{{aircontent
|see also= <!-- other related articles that have not already linked: -->
* [[Competition between Airbus and Boeing]]
|related= <!-- designs developed into or from this aircraft: -->
|similar aircraft= <!-- aircraft that are of similar Role, Era, and Capability this design: -->
* {{annotated link|Airbus A330}}
* {{annotated link|Airbus A340}}
* {{annotated link|Airbus A350}}
* {{annotated link|Boeing 767}}
* {{annotated link|Boeing 787 Dreamliner}}
* {{annotated link|Ilyushin Il-96}}
* {{annotated link|McDonnell Douglas MD-11}}
|lists= <!-- Relevant lists that this aircraft appears in. -->
* [[List of Boeing 777 operators]]
* [[List of Boeing 777 orders and deliveries]]
* [[List of Boeing 777X orders and deliveries]]
* [[List of Boeing customer codes]]
* [[List of commercial jet airliners]]
* [[List of civil aircraft]]
<!-- See [[WP:Air/PC]] for more explanation of these fields. -->
}}
{{clear}}

==Notes==
{{notelist|35em}}

==References==
{{Reflist}}

==Sources==
{{Refbegin|30em}}
* {{Cite book |last1=Abarbanel |first1=Robert |last2=McNeely |first2=William |year=1996 |title=FlyThru the Boeing 777 |location=New York |publisher=ACM SIGGRAPH |isbn=0-89791-784-7 |url-access=registration |url=https://archive.org/details/visualproceeding0000sigg}}
* {{Cite book |last1=Birtles |first1=Philip |year=1998 |title=Boeing 777, Jetliner for a New Century |location=St. Paul, Minnesota |publisher=Motorbooks International |isbn=0-7603-0581-1}}
* {{Cite book |last1=Birtles |first1=Philip |year=1999 |title=Modern Civil Aircraft: 6, Boeing 757/767/777 |edition=Third |location=London |publisher=Ian Allan Publishing |isbn=0-7110-2665-3}}
* {{Cite book |editor-last=Eden |editor-first=Paul |year=2008 |title=Civil Aircraft Today: The World's Most Successful Commercial Aircraft |location=London |publisher=Amber Books Ltd |isbn=978-1-84509-324-2}}
* {{Cite book |last1=Frawley |first1=Gerard |year=2003 |title=The International Directory of Civil Aircraft 2003/2004 |location=London |publisher=Aerospace Publications |isbn=1-875671-58-7}}
* {{Cite book |last1=Glenday |first1=Craig |year=2007 |title=Guinness World Records |location=London/New York |publisher=HiT Entertainment |isbn=978-0-9735514-4-0}}
* {{cite book |last1=Newhouse |first1=John |year=2008 |title=Boeing versus Airbus: The Inside Story of the Greatest International Competition in Business |location=London |publisher=Vintage |isbn=978-1-4000-7872-1}}
* {{Cite book |last1=Norris |first1=Guy |last2=Wagner |first2=Mark |year=1996 |title=Boeing 777 |location=St. Paul, Minnesota |publisher=Motorbooks International |isbn=0-7603-0091-7 |url-access=registration |url=https://archive.org/details/boeing7770000norr}}
* {{Cite book |last1=Norris |first1=Guy |last2=Wagner |first2=Mark |year=2001 |title=Boeing 777: The Technological Marvel |location=Minneapolis, Minnesota |publisher=Zenith Imprint |isbn=0-7603-0890-X}}
* {{Cite book |last1=Norris |first1=Guy |last2=Wagner |first2=Mark |year=2009 |title=Boeing 787 Dreamliner |location=Osceola, Wisconsin |publisher=Zenith Press |isbn=978-0-7603-2815-6}}
* {{Cite book |last1=Norris |first1=Guy |last2=Wagner |first2=Mark |year=1999 |title=Modern Boeing Jetliners |location=Minneapolis, Minnesota |publisher=Zenith Imprint |isbn=0-7603-0717-2}}
* {{Cite book |last1=Sabbagh |first1=Karl |year=1995 |title=21st Century Jet: The Making of the Boeing 777 |location=New York |publisher=Scribner |isbn=0-333-59803-2}}
* {{Cite book |last1=Wells |first1=Alexander T. |last2=Rodrigues |first2=Clarence C. |year=2004 |title=Commercial Aviation Safety |location=New York |publisher=McGraw-Hill Professional |isbn=0-07-141742-7}}
* {{Cite book |last1=Yenne |first1=Bill |year=2002 |title=Inside Boeing: Building the 777 |location=Minneapolis, Minnesota |publisher=Zenith Press |isbn=0-7603-1251-6}}
{{Refend}}

==External links==
{{Commons}}
* {{Official website}}

{{Boeing airliners}}
{{Boeing 7x7 timeline}}
{{Boeing model numbers}}

{{Authority control}}

[[Category:Boeing 777| ]]
[[Category:Boeing aircraft|777]]
[[Category:1990s United States airliners]]
[[Category:Aircraft first flown in 1994]]