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The Boeing 777 is the most successful widebody airliner ever built. It was initially designed in the early 1990s and competed against the Airbus A330, Airbus A340, as well as the McDonnell Douglas MD-11, but outsold all of its rivals in its early days. More capable A330 models ate away at sales of smaller 777 models, but by the mid-2000s, the newly launched 777-300ER variant stole the show. With over 800 sales, the 777-300ER currently stands as the most delivered widebody aircraft variant of all time, while the 777 family is the most delivered widebody aircraft of all time.
There are several reasons why the Boeing 777 is as successful as it is. In part, Boeing sold huge numbers of 777s to major blue-chip customers (the A340-300 was ordered by a similar number of airlines as the 777-200ER, but in nearly half the numbers). In addition, Boeing engineers designed growth into the original aircraft, enabling a more capable stretch in the form of the 777-300ER to replace older 747s, and the 777-300ER also beat initial expectations. The 777 is a truly extraordinary aircraft, and today, we’re going to explore it.
Beginning From The Front Of The 777
The above photograph depicts the flight deck of N776UA, a Boeing 777-200. This aircraft, operated by United Airlines, is nearly 30 years old and is listed as line number 27, making it one of the earliest Boeing 777s to ever be produced. But you wouldn’t know it based on its flight deck, as the 777’s cockpit pioneered many technologies now standard in airliners. This includes, for instance, a fiber optics avionics network, the first in a commercial aircraft, along with a full glass cockpit.
The 777 wasn’t Boeing’s first airliner with a glass cockpit (this was the 747-400), but the 777 notably came with liquid crystal displays (LCDs), whereas prior airliners with glass cockpits featured cathode ray tube (CRT) screens. Other modern airliners, such as the Airbus A320, have since switched to using LCDs. The 777 debuted a trackpad to control a cursor on the aircraft’s displays, a feature since used on numerous types like the Boeing 787, Airbus A350, A380, and A220. Although the 777 still features a yoke, it was Boeing’s first fully fly-by-wire airliner.
When designing the 787, 
Boeing took care to ensure that the Dreamliner’s systems and software were as similar as possible, while the FBW system on the 787 ensures that the two aircraft handle as similarly as possible, given their differences in size and design. Although the 787 features much larger screens, the actual functions of the aircraft’s computers are fairly similar. Furthermore, the two planes have extremely similar procedures and flows. This allows for shortened training courses for pilots, while some jurisdictions group the two as a common type rating.
The Passenger Cabin Of The Boeing 777
As Boeing’s last clean-sheet widebody of the 20th century, the 777 was to feature an innovative interior to make long-haul flying easier than it had ever been in the past. The 777’s windows were the largest of any in-production airliner at the time, measuring 10 inches by 15 inches (25.4 centimeters by 38.1 centimeters), and they’re roughly 12% larger than the newer Airbus A350. In addition, the 777 has a ceiling height of nearly eight feet, while its cabin is wide enough to accommodate nine passengers per row in economy with spacious 18.5-inch (46.99 centimeter) seats.
The 777 debuted with the “Boeing Signature Interior“. The Boeing Signature Interior abandoned the functional look and straight lines of prior airlines for an organic appearance, featuring curved ceiling panels and indirect lighting. The 777’s mood lighting system is far more sophisticated than prior generations of airliners, although newer airliners feature even more advanced systems. In addition, all 777s are equipped with large pivot-style overhead bins, larger and less intrusive than the traditional shelf-type bin. The Signature Interior was later adapted for other Boeing models as well.
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Aircraft With Boeing Signature Interior |
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Boeing 777 |
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Boeing 747-400 |
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Boeing 767 |
The 777-300ER in particular is used by many airlines as a flagship aircraft, and as such, typically features an airline’s best premium product, including, on occasion, a first-class cabin. In the economy, however, airlines figured out that the width of the 777 could accommodate a ten-abreast layout in economy. While this layout delivers incredible operating economics for airlines, ten-abreast Boeing 777s are some of the tightest aircraft in the skies, with narrow seats and tight aisles.
Why Was The Boeing 777-300 A Failure?
The dynamic aircraft offered a lot to customers.
Looking Above The Passenger Cabin In The Boeing 777
With the 777-200ER being capable of operating routes above 13 or even 14 hours, it was necessary for Boeing to design crew rest areas for airlines looking to utilize the full capabilities of the 777 (which ended up being most carriers). Originally, pilots were given a space directly behind the flight deck, consisting of a tight room with two bunk beds. Flight attendants, meanwhile, descended a staircase near the third set of exits to a module in the cargo hold. Both of these spaces wasted valuable real estate, so Boeing instead decided to move these areas up.
The Boeing 777 is known for its distinct circular fuselage, and with its size, this creates a large “crown area” above the passenger cabin. In 2003, Boeing began offering overhead crew rests, and these would later become the standard for the aircraft type. The module for the pilots is located near the first set of exit doors and consists of two beds separated by a partition, along with two seats. The flight attendant rest area is located above the rear cabin, with a higher number of beds.
The cargo hold module containing the flight attendant rest area took valuable revenue space that could be used for freight, while the original design for the pilot bunks took up space that could be used for the galley or as another lavatory. Meanwhile, moving the rest modules to the crown area doesn’t result in valuable floor space being lost. This became standard on the Boeing 777, and is now also standard on the Boeing 787 as well as the Airbus A350. However, the Airbus A330neo does not have a large enough crown area to fit overhead crew modules.
Under The Floor Of The Boeing 777
The Boeing 777 is designed to fit two LD3 containers side-by-side in its cargo compartment, which is standard among widebodies. The 777-300ER, however, is known for being a freight-hauling monster, as it has space for up to 44 LD3 containers in the cargo hold, significantly more than a Boeing 747-400 and the same as the Boeing 747-8. In addition, the 777-200ER, 777-300ER, and 777-200LR’s high gross weight means that they can carry a high amount of cargo across long distances, whereas an Airbus A330-300 will need to leave freight behind on longer missions.
Structurally, the 777 was designed to support high gross weights, and the fuselage stretches from the beginning. The second-generation 777 is rated for a maximum takeoff weight (MTOW) over 100 tons higher than the original 777-200. The first-generation 777 was offered with three engine choices ( General Electric, Pratt & Whitney, Rolls-Royce), with the Rolls-Royce Trent 800 becoming the most popular option. The second-generation was exclusively sold with an updated variant of the General Electric GE90, the most powerful turbofan engine in service.
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Variants |
Engines |
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777-200 777-200ER 777-300 |
General Electric GE90 Pratt & Whtney PW4000-112 Rolls-Royce Trent 800 |
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777-300ER 777-200LR 777F |
General Electric GE90 |
The 777 features six-wheel bogies for its main landing gear, and these sets feature a steerable rear axis, assisting pilots in turning the massive twinjet when on the ground. By weight, the Boeing 777 was roughly 12% carbon-composites, with the material prominently used for the 777’s stabilizers. The 777 was also the first airliner to be developed fully using computer-assisted design (CAD), which simplified the development process and limited overall costs.
Here’s How Much More Range The Boeing 777X Has Compared To The 777-300ER
While the 777-300ER has more range than the larger 777-9, the similarly sized 777-8 can fly 1,375 NM further, while carrying a few more passengers.
Differences With The Upcoming Boeing 777X
The Boeing 777X is the third-generation 777. Development of the smaller 777-8, replacing the 777-200LR, is currently on hold due to a lack of demand, while the 777-8F and 777-9 are receiving steady orders. Boeing is looking to certify the 777-9 later in 2026, with first deliveries to occur in 2027. Although the 777X family is a derivative of the 777, it’s one of the most thorough changes to an existing aircraft, as Boeing has revised the 777’s interior, significantly updated its technology, and stretched the airframe.
At 251 ft and nine inches (76.73 meters), the 777-9 will be the longest airliner ever built, and although the 777X retains the same metal fuselage, it’ll come with new carbon-composite wings. The 777X’s wingspan will be greater than that of the Boeing 747-8, but it will come with folding wingtips to permit the 777X to use the same gates as the current 777. The 777X will also be equipped with the General Electric GE9X, the largest jet engines ever placed on an airliner. Although the GE9X is capable of producing more power than the GE90, its in-service power rating will be lower.
Inside, Boeing has designed the 777X’s cockpit to resemble that of the Boeing 787, and will also be including touchscreen displays. In addition, the passenger cabin will feature an updated variant of the Boeing Sky Interior found on the 787 and 737, with larger overhead bins, as well as a more sophisticated mood lighting system. In addition, Boeing will install larger windows with a dimming function, and is designing the aircraft with a cabin altitude comparable to that of the 787.
