This is the right time to expand your success
The Boeing 777's unique combination of superior range, exceptional fuel efficiency and passenger-acclaimed comfort has created enduring success for airlines around the world. And now the 777-300 gives airlines the perfect opportunity to extend this success. Upgrades further reduce costs and increase revenues. Moreover, now is the perfect time to contribute to that success, in the air and on the bottom line. The 777-300ER makes every fleet a profitable fleet. It's a better way to fly. The flight experience on the 777 continues to be considered the best by passengers. A more profitable fleet and more satisfied passengers. It's a better way to travel.
A complete family - wide market coverage and standardization
Since the 777 aircraft entered service in June 1995, Boeing has expanded the 777 family to include five passenger models and one cargo version. The benefit to airlines is in providing a family of aircraft with broad market coverage and standardization. The 777 accommodates 301 to 368 passengers in a three-class configuration, with a range of 9,700 km to 17,395 km. The 777-200 carries 305 passengers with a range of up to 9,700 km. The 777-300 carries 368 passengers with a range of up to 11,120 km. The 777-200ER (Extended Range) has a capacity of 301 passengers with a range of up to 14,305 km.
Aiming to offer airlines greater flexibility on nonstop routes, Boeing has launched two new longer-range 777 aircraft. In May 2004, Boeing delivered the first 777-300ER, which seats 365 passengers and has a range of 14,658 km. In February 2006, Boeing delivered the first 777-200LR Worldliner (Longer Ranger), which carries 301 passengers and has a range of up to 17,395 km. The 777-200LR, the world's longest-range business jet, can connect any two city pairs worldwide.
In May 2005, Boeing launched the 777 Freighter. Based on the 777-200LR platform, the 777 Freighter flies 9,070 km at full load in general cargo market volumes - making it the world's highest capacity twin-engine cargo aircraft. The aircraft entered service in February 2009.
Wing design
The 777's advanced wing design, with a wingspan of 60.9 m, enhances its ability to reach higher cruise speeds, reach higher altitudes faster and fly higher than competing aircraft. This also enables the aircraft to carry the full passenger capacity from airports in high altitude and high temperature locations.
The 1.9-m (3.9-foot) sheeted wingtips have been added to the 777-200LR and 777-300ER to increase the wing's overall aerodynamic efficiency. The feathered wingtips help reduce takeoff field length, increase climb performance, and reduce fuel burn.
Twin engines - Fuel-saving, quiet and reliable
Three engine manufacturers have developed more efficient and quieter turbofans for the 777. General Electric supplies the GE90 series; Rolls-Royce offers the Trent 800 and Pratt & Whitney brings the PW4000 series. For the longer-range 777 and the freighter, GE is the exclusive engine supplier, with its GE90-115B and GE90-110B. All three engine types provide excellent fuel economy.
The main factors responsible for this performance are the new larger diameter fans with wide-chord fan blade design and a bypass rate ranging from six-to-one to nine-to-one. This is similar to the five-to-one bypass rate typical of engines in old twin-aisle aircraft.
Lightweight design
The 777 uses lower-cost, lightweight structural materials that reduce the overall weight of the aircraft and contribute to the 777's fuel economy. An improved aluminum alloy, for example, is used in the upper wing structure and stringers. Known as 7055, this alloy provides greater compressive strength than previous alloys, enabling weight reduction and increased resistance to corrosion and wear.
Advances in the development and manufacture of advanced composites for weight reduction are evident in the 777. Newly developed carbon fibers embedded in hardened resins are found in the vertical and horizontal tails. The passenger cabin floor beams are also made of these modern composite materials.
Other applications of composites include secondary structures such as aerodynamic flap mechanisms. Composites, which include resins and adhesives, account for 9 percent of the 777's structural weight. This is the same type of composite material used on the 787 Dreamliner.
Flight Deck and Aircraft Systems
In response to airline preference, the 777's flight deck layout has a horizontal format, similar to that of the 747-400. Key flight, navigation, and engine information appear on six large screens. Although similar in appearance to CRT (cathode ray tube) screens, they incorporate advanced liquid crystal display technology. The depth of the new "flat screens" is almost half that displayed by CRTs. In addition to saving space, the new screens weigh less and consume less power. They also generate less heat, contributing to greater reliability and longer life. As an added benefit, the screens do not require the heavy and complex air conditioners used to cool the equipment on the old flight decks. Pilots are pleased with the panel screens that are clearly visible in all conditions, even in direct sunlight.
Three multiple control displays (CDU), installed on the center aisle pillar display and allow data entry for flight management functions. These units are the primary interface between the Aircraft Information Management System (AIMS). The CDUs are color displays, again to meet market preferences. The colors help pilots understand the information more quickly.
The AIMS system provides crew members and maintenance with all relevant information about the aircraft's overall condition, maintenance needs, and key operational functions, including flight management, thrust, and communications.
The crew transmits control commands and maneuvers via electrical cables, amplified by computers, directly to the hydraulic actuators of the elevators, rudder, ailerons, and other control surfaces. This three-axis fly-by-wire flight control system simplifies factory assembly compared to conventional mechanical systems that use steel cables, requiring fewer spare parts and less airline maintenance.
An important part of the 777's systems is a Boeing-patented bi-directional digital transmission data bus that has been adopted as a new industry standard: the ARINC 629. It allows the aircraft's systems and computers to communicate with each other via a single pair of wires (a twisted pair) instead of separate connections each containing one wire. This further simplifies assembly and reduces weight, and increases reliability by reducing the amount of wires and connectors. There are 11 of these ARINC 629 arrangements on the 777.
The 777 was the first Boeing model to be equipped with the Enhanced Ground Proximity Warning System (EGPWS) as standard equipment. EGPWS shows imminent ground contact and sounds an audible alert up to one minute before contact, compared with 10 to 15 seconds for previous systems. It incorporates a proprietary digital map, which it continuously compares with the aircraft's position data obtained from the navigation system.
A unique feature of the 777-300ER and 777-300 flight deck is the Ground Maneuver Camera System (GMCS), designed to assist the pilot in maneuvering the 777-300 on the ground with images of the nose landing gear and main landing areas. The cameras are located at the forward tips of the left and right horizontal stabilizers and on the underside of the fuselage, and are used during ground maneuvers. The images are displayed on the multi-functional display positions on the flight deck with the image divided into three sections.
Boeing Signature Interior - Passenger Favorite
In addition to boasting one of the most spacious passenger cabins ever developed, the Boeing Signature Interior - the 777's interior allows unparalleled configuration flexibility for carriers. A number of flexibility zones have been incorporated into the cabin areas specified by the airlines, primarily at the aircraft doors. Sinks and lavatories can be positioned anywhere within these zones, within certain limits in centimeters, and such zones are pre-structured to accommodate wires, tubes and connecting pieces. Passenger service units and overhead baggage compartments are designed for quick removal without damaging the roof panels, air conditioning ducts, and support structure. A typical change to the 777 configuration should take a maximum of 72 hours, whereas the same change could take two to three weeks on other aircraft.
The large overhead bays offer passengers more space for their luggage. The outer and center stowage units are designed to open downward for easy loading. When closed, they fit the contours of the interior architecture perfectly, providing more space in the overhead bins.
For better and more efficient onboard service, the 777 comes equipped with an advanced cabin management system. Connected to a computerized control panel, the cabin management system assists the crew in their various tasks and enables airlines to offer new services to passengers, including a digital sound system, comparable to the most advanced home stereos and CD players.
Passenger surveys on long-haul routes continue to show that passengers prefer to travel on the 777 over other aircraft.
Landing gear
The 777's main landing gear is a two-pylon arrangement with six-tire capacity instead of the conventional four-tire unit. This makes up a twelve-tire main landing gear for better weight distribution on the runways and taxiways, also avoiding the need for a two-tire complementary gear under the center of the fuselage. The 777's landing gear is the largest ever incorporated into a commercial aircraft. The long-range 777 has a new and superior landing gear. Because of its greater length, the 777-300ER uses a new semi-levered type landing gear.
High Reliability & Quality
A new design and testing initiatives helped ensure the highest levels of reliability already on the first 777, compared to what would have been possible on other previously launched aircraft. Current 777 carriers exhibit a 99 percent delivery reliability rate, unsurpassed in the industry. The development and construction teams, which bring together representatives from the various disciplines involved in developing an aircraft, as well as suppliers and airline representatives, allowed team members to work simultaneously on structural and systems design.
Source: boeing.com.br
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