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BOEING 777-200 / 777-200ER

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Name 777-200 / 777-200ER
Manufacturer BOEING
Body Wide
Wing Fixed Wing
Position Low wing
Tail Regular tail, mid set
WTC Heavy
Type code L2J
Aerodrome Reference Code 4E
RFF Category 9
Engine Jet
Engine count Multi
Position Underwing mounted
Landing gear Tricycle retractable
Mass group 4

Manufacturered as:

BOEING 777-200
BOEING 777-200ER

BOEING 777-200 / 777-200ER

BOEING 777-200 / 777-200ER BOEING 777-200 / 777-200ER 3D


A long range, high capacity wide-body airliner in service since 1995 and Boeing's first fly-by-wire airliner with an EFIS Flight Deck and Flight Envelope Protection. In 2005, the 777-200IGW - later re-designated as the 777-200ER - was introduced. It had the same airframe but bigger engines and a 50 tonne increase in MTOM to take it to 297550kg655,985.461 lbs <br />297.55 tonnes <br /> and a maximum range of 7725nm14,306,700 m <br />14,306.7 km <br />46,937,992.16 ft <br />. In 2005, the 777-200LR was introduced, capable of flying 9395nm17,399,540 m <br />17,399.54 km <br />57,085,105.029 ft <br /> with MTOM 351535kg775,002.013 lbs <br />351.535 tonnes <br />. It has the same wing as the 777-300ER and bigger engines than both the other 777-200 models. The B772 is member of the B777 family of aircraft.

Technical Data

Wing span 60.9 m199.803 ft <br />
Length 63.7 m208.99 ft <br />
Height 18.7 m61.352 ft <br />
Powerplant 777-200: 2 x PW 4077 (342.5 kN) or 2 x GE90-77B (342.5 kN) or 2 x RR Trent 877 (338.1 kN)

777-200ER: 2 x PW 4090 (400.3 kN) or 2 x GE90-94B (417 kN) or 2 x RR Trent 895 (415 kN)

Engine model General Electric GE90, Pratt & Whitney PW4000, Rolls-Royce Trent 800

Performance Data

Take-Off Initial Climb
(to 5000 ft)
Initial Climb
(to FL150)
Initial Climb
(to FL240)
MACH Climb Cruise Initial Descent
(to FL240)
(to FL100)
Descent (FL100
& below)
V2 (IAS) 170 kts IAS 200 kts IAS 300 kts IAS 300 kts MACH 0.83 TAS 480 kts MACH 0.75 IAS 300 kts IAS 250 kts Vapp (IAS) 136 kts
Distance 2900 m ROC 3000 ft/min ROC 2500 ft/min ROC 2000 ft/min ROC 1500 ft/min MACH 0.84 ROD 800 ft/min ROD 3000 ft/min MCS 240 kts Distance 1700 m
MTOW 247200247,200 kg <br />247.2 tonnes <br /> kg Ceiling FL430 ROD 1500 ft/min APC C
WTC H Range 52405,240 nm <br />9,704,480 m <br />9,704.48 km <br />31,838,845.168 ft <br /> NM

Accidents & Serious Incidents involving B772

  • B763 / B772, New Chitose Japan, 2007 (On 27 June 2007, a Skymark Boeing 767-300 rejected its night take off from the 3000 metre-long runway 19R at New Chitose from around 80 knots when an All Nippon Boeing 777-200 which had just landed on runway 19L was seen to be taxying across the runway near the far end. There was no actual risk of collision. Both aircraft were being operated in accordance with conflicting air traffic clearances issued by the same controller. None of the three controllers present in the TWR including the Supervisor noticed the error until alerted by the aircraft rejected take off call.)
  • B772 / A321, London Heathrow UK, 2007 (On 27 July 2007, a British Airways Boeing 777-200ER collided, during pushback, with a stationary Airbus A321-200. The A321 was awaiting activation of the electronic Stand Entry Guidance (SEG) and expecting entry to its designated gate.)
  • B772 en-route suspected location southern Indian Ocean, 2014 (On 8 March 2014, contact was lost with a Malaysian Airlines Boeing 777-200ER operating a scheduled night passenger flight from Kuala Lumpur to Beijing as MH370. The available evidence indicates that it crashed somewhere in the South Indian Ocean but a carefully- targeted underwater search coordinated by the Australian Transport Safety Bureau has failed to locate the aircraft wreckage and the Investigation process is now effectively stalled. A comprehensive Investigation Report has been published and Safety Recommendations informed by the work of the Investigation have been made but it has not been possible to establish what happened and why.)
  • B772, Cairo Egypt, 2011 (On 29 July 2011 an oxygen-fed fire started in the flight deck of an Egypt Air Boeing 777-200 about to depart from Cairo with most passengers boarded. The fire rapidly took hold despite attempts at extinguishing it but all passengers were safely evacuated via the still-attached air bridge access to doors 1L and 2L. The flight deck and adjacent structure was severely damaged. The Investigation could not conclusively determine the cause of the fire but suspected that wiring damage attributable to inadequately secured cabling may have provided a source of ignition for an oxygen leak from the crew emergency supply)
  • B772, Denver CO USA, 2001 (On 5 September 2001, a British Airways Boeing 777-200 on the ground at Denver USA, was substantially damaged, and a refuelling operative killed, when a fire broke out following the failure of a refuelling coupling under pressure because of improper attachment.)
  • B772, Dhaka Bangladesh, 2018 (On 24 July 2018, a Boeing 777-200 making its second attempt to land at Dhaka in moderate to heavy rain partly left the runway during its landing roll and its right main landing gear sustained serious impact damage before the whole aircraft returned to the runway with its damaged gear assembly then causing runway damage. The Investigation attributed the excursion to the flight crew’s inadequate coordination during manual handling of the aircraft and noted both the immediate further approach in unchanged weather conditions and the decision to continue to a landing despite poor visibility instead of going around again.)
  • B772, Las Vegas NV USA, 2015 (On 8 September 2015, a catastrophic uncontained failure of a GE90-85B engine on a Boeing 777-200 taking off from Las Vegas was immediately followed by a rejected takeoff. A fuel-fed fire took hold and a successful emergency evacuation was completed. The Investigation traced the failure to a fatigue crack in the high pressure compressor well within the manufacturer’s estimated crack initiation life and appropriate revisions to risk management have followed. The main operational risk concern of the Investigation was the absence of any procedural distinction in crew emergency responses for engine fires beginning in the air or on the ground.)
  • B772, London Heathrow UK, 2007 (On 26 February 2007, a Boeing 777-222 operated by United Airlines, after pushback from the stand at London Heathrow Airport, experienced internal failure of an electrical component which subsequently led to under-floor fire. The aircraft returned to a stand where was attended by the Airfield Fire Service and the passengers were evacuated.)
  • B772, London Heathrow UK, 2008 (On 17 January 2008, a British Airways Boeing 777‑200ER crash-landed 330 metres short of the intended landing runway, 27L, at London Heathrow after a loss of engine thrust on short final. This un-commanded reduction of thrust was found to have been the result of ice causing a restriction in the fuel feed system. Prompt crew response minimized the extent of the inevitable undershoot so that it occurred within the airport perimeter.)
  • B772, Manchester UK, 2005 (On 1 March 2005, a Boeing 777-200 being operated by Pakistan International Airlines on a scheduled passenger flight from Lahore to Manchester experienced a landing gear fire during taxi in at destination after an apparently routine landing in normal day visibility. There were no flight deck indications of a significant fire but an emergency evacuation was recommended by attending Fire Crew and carried out. Thirty one of the 344 occupants sustained minor injuries during this evacuation and the rest were uninjured. Five firefighters also sustained minor injuries as they assisted passengers from the slides. Damage to the aircraft was minor.)
  • B772, San Francisco CA USA, 2013 (On 6 July 2013, an Asiana Boeing 777-200 descended below the visual glidepath on short finals at San Francisco after the pilots failed to notice that their actions had reduced thrust to idle. Upon late recognition that the aircraft was too low and slow, they were unable to recover before the aircraft hit the sea wall and the tail detached. Control was lost and the fuselage eventually hit the ground. A few occupants were ejected at impact but most managed to evacuate subsequently and before fire took hold. The Probable Cause of the accident was determined to be the mismanagement of the aircraft by the pilots.)
  • B772, Singapore, 2010 (On 14 June 2010, a Boeing 777-200 being operated by British Airways on a scheduled passenger service from Singapore to London Heathrow with a relief crew present on the flight received indications of abnormal functioning of the right engine during a night take off in VMC. Subsequent and directly related developments en route, including greater than planned fuel consumption which put the intended destination out of reach, led to the declaration of a PAN to ATC and diversion to Amsterdam. Inspection after flight found that parts of the right engine were damaged or missing and the latter were matched to previously unidentified debris recovered from the runway at Singapore. None of the 214 occupants were injured.)
  • B772, Singapore, 2013 (On 19 December 2013, the left engine of a Boeing 777-200 taxiing onto its assigned parking gate after arrival at Singapore ingested an empty cargo container resulting in damage to the engine which was serious enough to require its subsequent removal and replacement. The Investigation found that the aircraft docking guidance system had been in use despite the presence of the ingested container and other obstructions within the clearly marked 'equipment restraint area' of the gate involved. The corresponding ground handling procedures were found to be deficient as were those for ensuring general ramp awareness of a 'live' gate.)
  • B772, St Kitts West Indies, 2009 (On 26 September 2009, the crew of a British Airways Boeing 777-200 unintentionally began and completed their take off in good daylight visibility from the wrong intermediate runway position with less than the required take off distance available. Due to the abnormally low weight of the aircraft compared to almost all other departures by this fleet, the aircraft nevertheless became airborne just before the end if the runway. The investigation attributed the error to a poorly marked taxiway and the failure of the crew to include the expected taxi routing in their pre flight briefing.)
  • B772, Tokyo Narita Japan, 2008 (On July 30 2008, a Boeing 777-200 being operated by Vietnam Airlines on a scheduled passenger flight landed at Narita in daylight and normal visibility and shortly afterwards experienced a right engine fire warning with the appropriate crew response following. Subsequently, after the aircraft had arrived at the parking stand and all passengers and crewmembers had left the aircraft, the right engine caught fire again and this fire was extinguished by the Airport RFFS who were already in attendance. There were no injuries and the aircraft sustained only minor damage.)
  • B772, en-route Bozeman MT USA, 2008 (On 26 November 2008, a Boeing 777-200 powered by RR RB211 Trent 800 series engines and being operated by Delta AL on a scheduled passenger flight from Shanghai Pudong to Atlanta was in the cruise at FL390 in day VMC in the vicinity of Bozeman MT when there was an uncommanded thrust reduction or ‘rollback’ of the right engine.)
  • B772, en-route, Northern Kanto Japan, 2014 (On 16 December 2014, a US-operated Boeing 777-200 encountered a significant period of severe clear air turbulence (CAT) which was unexpected by the flight crew when travelling eastbound over northern Japan at night between FL 270 and FL290. The decision to turn back to Tokyo to allow the nine seriously injured passengers and crew to be treated was made 90 minutes later. The Investigation concluded that the CAT encountered had been correctly forecasted but the Operator's dispatcher-based system for ensuring crew weather awareness was flawed in respect of international operations out of 'non hub' airports.)
  • B772, en-route, Osaka Japan, 2017 (On 23 September 2017, a large wing-to-body fairing panel confirmed to have dropped from a Boeing 777-200 passing over the centre of Osaka after takeoff off from Kansai hit and significantly damaged a moving vehicle. The Investigation found that the panel involved had a sufficient history of attachment bracket failures for Boeing to have developed an improved thicker bracket for new-build aircraft which had then been advised as available as a replacement for in-service 777-200 aircraft in a Service Letter which KLM had decided not to follow. Although some incorrect bracket attachment bolts were found, this was not considered contributory.)
  • B772, en-route, near Hrabove Eastern Ukraine, 2014 (On 17 July 2014, ATC lost contact with a Malaysian Airlines Boeing 777-200 en route at FL330 and wreckage of the aircraft was subsequently found. An Investigation by the Dutch Transport Safety Board concluded that the aircraft had been brought down by an anti-aircraft missile fired from an area where an armed insurgency was in progress. It was also concluded that Ukraine already had sufficient reason to close the airspace involved as a precaution before the investigated event occurred and that none of the parties involved had recognised the risk posed to overflying civil aircraft by the armed conflict.)
  • B772, en-route, northern Indian Ocean, 2014 (On 16 April 2014, a pre-flight concern about whether a Boeing 777-200ER about to depart Singapore had been overfuelled was resolved by a manual check but an en-route fuel system alert led to close monitoring of the fuel system. When a divergent discrepancy between the two independent fuel remaining sources became apparent, an uneventful precautionary air turnback was made and overfuelling subsequently confirmed. The Investigation found that a system fault had caused overfuelling and that the manual check carried out to confirm the actual fuel load had failed to detect it because it had been not been performed correctly.)
  • B772, en-route, southwest of Belfast UK, 2017 (On 13 November 2017, fumes on a GE90-powered Boeing 777-200 sufficient to require flight crew oxygen mask use occurred as it descended towards London Heathrow. The flight was completed without further event. Subsequent engineering assessments twice led to release to service followed by recurrence and after the fourth such release, a left engine overheat was annunciated. After flight, a hole in the engine combustor case was found and the engine was removed for repair. The Investigation attributed the delayed identification of the causal fault to inappropriate guidance in the aircraft manufacturer’s Fault Isolation Manual which was has since been amended.)
  • DH8D / B772, vicinity Sydney Australia, 2016 (On 9 December 2016, a Bombardier DHC8-400 departing Sydney lost prescribed separation against an inbound Boeing 777-200 after its crew failed to ensure that the aircraft levelled as cleared at 5,000 feet and this was exceeded by 600 feet. The Investigation found that the First Officer, as Pilot Flying, had disconnected the autopilot prior to routinely changing the selected airspeed because it tended to disconnect when this was done with altitude capture mode active but had then failed to re-engage it. The Captain's lack of effective monitoring was attributed to distraction as he sought to visually acquire the conflicting traffic.)
  • F900 / B772, en-route, near Kihnu Island Estonia, 2013 (On 17 October 2013, a Falcon 900 climbing as cleared to FL 340 and being operated as a State Aircraft equipped with TCAS II v7.0 initially responded to a TCAS RA against crossing traffic at FL 350 in day VMC in the opposite direction to the one directed and prescribed separation was lost as a result. The Investigation concluded that the F900 crew had commenced a climb on receipt of a TCAS RA 'ADJUST VERTICAL SPEED' when a reduction in the 800 fpm rate of climb was required. Safety Recommendations were made in respect of TCAS RA requirements for State Aircraft.)