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Boeing 777: Difference between revisions

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m Reverted edits by 2400:80A0:30:33:1C89:F5F8:5E5F:DF4F (talk) (HG) (3.4.12)
m Copyedits. Put US units first consistently since this is a US airplane. Standardized "U.S." vs "US" in text.
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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=http://community.seattletimes.nwsource.com/archive/?date=19930816&slug=1716209 |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 U.S.US [[Federal Aviation Administration]] (FAA) and European [[Joint Aviation Authorities]] (JAA) on April 19, 1995.<ref name="Eden 2008, p. 107" />
 
===Entry into service===
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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 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 340,500&nbsp;{{cvt|340500|kg (750,000&nbsp;|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/>
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[[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|in|adj=on|sigfig=2}} by {{convert|10|in|adj=on|sigfig=2}} in sizefor (all models outside the 777-8 and -9).<ref name=windows>{{cite web |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 |work=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 [[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.
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==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>
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[[File:Boeing 777-200 (United AL) LHR (5383777850).jpg|thumb|A [[United Airlines]] 777-200 in January 2011. United is the 777-200 launch operator having first been launched in May 1995|alt=Aircraft landing approach. Side view of a twin-engine jet in flight with flaps and landing gear extended.]]
 
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 passengers in a three-class configuration.<ref name=777_perf/> The -200 was primarily aimed at U.S.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 [[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 U.S.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===
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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 was designed to be stretched by 20%: 60 extra seats to almost 370 in tri-class, 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/>
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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 6,790&nbsp;{{cvt|6790|kg/h (14,960&nbsp;|lb/h)|order=flip}} at M0.84/{{cvt|4720.84|knMach|altitude_ft=30000|knots km/h|0}}, rising to {{cvt|8,890|kg/h|lb/h|order=flip|-1}}/h at M0.87/{{cvt|5060.87|knMach|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 twinjet'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 [[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 US$44 per seat hour, compared to an [[Airbus A380]]'s roughly US$50 per seat hour (hourly cost is about US$26,000), and US$90 per seat hour for a Boeing 747-400 {{as of|2015|lc=y}}.<ref>{{cite web |url= http://airinsight.com/2015/11/20/the-a380s-future/ |title= The A380's future |date= November 20, 2015 |publisher= 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> At its peak, a new 777-300ER was valued US$150&nbsp;million, falling to US$17&nbsp;million in 2019.<ref>{{cite news |url= http://www.aircraftvaluenews.com/b777-300er-residuals-come-under-spotlight/ |title= B777-300ER Residuals Come Under Spotlight |author= Aircraft Value News |date= March 18, 2019 |access-date= March 18, 2019 |archive-date= September 19, 2020 |archive-url= https://web.archive.org/web/20200919102550/https://www.aircraftvaluenews.com/b777-300er-residuals-come-under-spotlight/ |url-status= live}}</ref>
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