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Introducing the Boeing 777X

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#1 alberttky

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Posted 10 September 2011 - 09:27 AM

Emirates is working closely with Boeing on its 777-300ER successor development effort, and indicates it could become the launch customer if the airframer decides to give the programme the go-ahead.

But the Dubai-based airline is also waiting to meet with Airbus, to begin discussions about its dissatisfaction with the changes to the A350-1000 disclosed at the Paris air show in June.

"There's a lot of work going on [at Boeing on the new 777], and we're involved in it," Emirates Airline's president Tim Clark went on to add.

Clark added that Boeing is getting "ready to rock and roll", and if the new aircraft meets Emirates' needs then it could sign up as a launch customer.

Emirates is a major 777-300ER customer, with over 100 of the General Electric GE90-115-powered variant in service or on order, as well as 10 of the -200LR "shrink" type.

Clark did not divulge details of Boeing's 777 successor studies, but said that Emirates' requirement would be for a twinjet capable of flying a 50-tonne payload - by its rules - between Dubai and Los Angeles.

Today the airline operates a 777-300ER on the route, with a payload of around 35-37 tonnes. "So I'm not carrying any cargo and have a 20-seat payload ­penalty," said Clark.

"They've got to look at the weight, the wing and at propulsion to get an SFC [specific fuel consumption] reduction," he added. "[GE Aviation president] David Joyce has got a lot up his sleeve for the new GE90-115. He's definitely going to give us something on that."

Clark speculated that to have "a fighting chance" of ­eventually creating the aircraft Emirates wants, Boeing would need to ­reduce the empty weight by at least 5-8 tonnes, perhaps even as far as anything up to about 10 tonnes.


#2 alberttky

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Posted 14 September 2011 - 08:50 AM

Boeing is evaluating the entry into service timing of its 777-300ER successor and 787-10 variant, as part of its competitive response to the Airbus A350-1000.

Speaking at the Deutsche Bank Aviation Conference in New York, Boeing Commercial Airplanes vice-president business development and strategic integration Nicole Piasecki described the 777 as "an incredibly successful airplane family", but added: "However, it will be challenged when the A350-1000 does come to market. It is our belief that the 777 family will be challenged, so we are going through conducting a widebody study to understand what sort of improvements we will need to bring to market."

Airbus added two years to the A350-1000 development programme, sliding its service entry to 2017, driven by a need to offer an updated Rolls-Royce Trent XWB engine with higher thrust and airframe modifications for the higher maximum takeoff weights required by customers.

The capabilities of the new 777 "depends on our customers requirements, that depends on what in fact the A350-1000 turns out to be", said Piasecki. "And it also depends on the timing requirements of the marketplace and the dynamics between the [new 777] and the [787-10 variant], what sort of investment profile do we want to have and over what period of time and which airplane comes first."

The study, dubbed the 777-8X/9X, is looking at adding a carbonfibre wing and fuselage changes to the 777 family that updates the 305-seat 777-200LR and 365-seat 777-300ER.

The 787-10 variant, seen as a "relatively small statement of work", said Piasecki, would be a stretch of the 250- to 290-seat 787-9, and would offer a performance of approximately 320 passengers, twin 74,000lb (329kN) engines, with a range of 6,800nm (12,600km), slightly lower than its June estimate of 6,900nm.

Ahead of the 787-10's potential launch, Boeing plans to introduce the 787-9 at the end of 2013, which is expected to undergo its critical programme review (CPR) later in September "building off the load and flight test data on the 787-8", said Piasecki.


#3 alberttky

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Posted 15 September 2011 - 08:51 AM

Next generation 777 comes into focus

Building on its 777-300ER, Boeing is evaluating its next moves in the 300 to 415-seat market with its conceptual 777-8X/9X, powered by a smaller GE90-derived engine, composite wing, a possible fuselage stretch and higher economy seating capacity.

This marks what is likely to become the second major incremental evolution of the 777 family, 15% better than today's aircraft.

Boeing's available options that are now coming into focus look to grow the 213ft metallic wingspan of the long-range twin to as much as 71.3m (234ft) with a carbonfibre design, and 30.5m (10ft) wider than the 747-8. Initial estimates being evaluated by Boeing point to a lower maximum takeoff weight of around 342t (753,000lbs) for the 777-9X, which would anchor the family and preserve the payload range capability of today's aircraft.

The move would transform significant portions of the 777's manufacturing footprint with the introduction of composite fabrication to the wing's primary structure. The 777 programme has seen such transformations before, transitioning to a moving U-shaped final assembly line between 2006 and 2010 continually refining and consolidating the manufacturing process.

Without confirming details, Boeing said in response to queries that the 777 family "will benefit from years of additional refinements based on customer input and the application of new 787 technologies before the [Airbus] A350-1000 is scheduled to enter service".

"We are confident that, when the market demands it, we can develop and deliver a superior airplane that provides unparalleled value to our customers. We have been working hard on developing options and we feel very comfortable with where we are in that process," it said.

To power the new jet, Boeing and General Electric look to be investigating a scaled down GE90, part of its GE9X study, by evaluating a 325cm (128in) diameter fan with a lower 99,500lb thrust, a reduction of 15,500lbs from the 343cm (135in) GE90-115B that powers the 777-300ER today. The engine would draw on technology introduced on the GEnx platforms, as well as implement ceramic matrix composites for the turbine section.

With a late-decade service entry, the larger wing and its increased lift to drag ratio, coupled with the a 10% improvement in specific fuel consumption for the GE9X engine, along with material improvements across the aircraft would aim to improve fuel burn by 15% on a per seat basis.

Boeing is currently studying the entry into service timing of its widebody models to follow the 787-9 in late 2013. In response to the A350-900, Boeing is evaluating the pacing of a larger 787-10X stretch and the 777-8X/9X.

As part of the studies, Boeing is examining optimising the fuselage around the new larger wing and looking at both a fuselage stretch and a shrink of the 777-300ER. One conceptualisation of the -9X would be an additional stretch to the 777-300ER, while the -8X would be a shrink of the 365-seat jet, The 777-8X and -9X would allow Boeing to span the products between the proposed 330-seat 787-10X and 467-seat 747-8.

Further, as part of the study Boeing would offer a new 787-style interior, with LED lighting and larger overhead bins to the type, as it has done with its 747-8 and 737 families. In the cockpit, Boeing is looking at flight deck and avionics updates for future air traffic management systems, as well as systems architecture upgrades that would bring parts of the 787's ARINC 629 standard and increased electrical usage to the 777.


#4 flee

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Posted 17 November 2013 - 05:42 PM

The 777X is a twin-engine, twin-aisle success redefined. We like to think of it as the future of flight unfolding. 
Building on the success of the 777 and 787 Dreamliner, the 777X is the largest and most efficient twin-engine jet in the world. Its folding raked wingtip and optimized span deliver greater efficiency, significant fuel savings and complete airport gate compatibility. And its GE9X engine is the most advanced, fuel-efficient commercial engine ever. 
Performance, however, is just part of the story. The interior of the 777X is inspired by the comforts and conveniences of the 787 Dreamliner and will include larger windows, a wider cabin, new lighting and enhanced architecture — all of which will be custom tailored for a unique 777X experience. 
777X Details & Specifications
The 777X will be the largest and most efficient twin-engine jet in the world, with 12 percent lower fuel consumption and 10 percent lower operating costs than the competition. 
The 777-9X will have the lowest operating cost per seat of any commercial airplane. It will offer a range of 8,200 nautical miles (15,185 km) and seat more than 400 passengers. The 777-8X will compete directly with the A350-1000 and will boast an incredible range of up to 9,300 nautical miles (17,220 km) with seating for 350 passengers. The 777X is scheduled to enter service in 2020. 
Like the 787 Dreamliner which was launched as the 7E7, the 777X will be formally named at a later date.

Boeing Microsite: http://www.newairplane.com/777X/

#5 flee

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Posted 17 November 2013 - 10:30 PM

Boeing Launches 777X In Dubai Order Boom


Boeing officially launched the 777X derivative at the Dubai air show on the back of 259 orders from four airlines worth almost $100 billion, making it the largest single commercial launch by value in the history of the industry.

Dubai-based Emirates Airlines grabbed the lion’s share of the contracts with firm orders for 150 777X, plus purchase rights on a further 50, while neighboring Qatar Airways and Etihad Airways shared the limelight by ordering an additional 50 and 25 respectively. Together with Lufthansa’s earlier order for 34 777-9X, Boeing says the combined value of the 777X agreements is more than $95 billion. The Emirates order is made up of 115 of the larger capacity -9X versions and 35 -8X, while Etihad will take 17 777-9X versions and eight -8Xs. Etihad’s order also includes options and purchase rights for 12 additional 777X.
Beyond the 777X, Boeing’s 787 orderbook also received a significant boost with Etihad ordering 30 787-10s. Together with the carrier’s previous order for 41 787-9s, the -10 purchase means Etihad will become the largest operator of the 787 with a total of 71 787s on order. The deal includes options and purchase rights for an additional 12 787-10s and marks the 1,000th order for the 787 family since All Nippon Airways launched the program in April 2004. The Etihad selection also means the 787 has reached the 1,000 firm order milestone in just over nine years, faster than any other twin-aisle aircraft. Etihad’s order also includes one additional 777 freighter plus two options.
The 777-9X will be configured to carry more than 400 passengers, and will have a range of more than 8,200 naut. mi. The 777-8X, which with capacity for 350 passengers is sized close to the current 777-300ER, will have a range of more than 9,300 naut. mi. The aircraft will be powered by General Electric’s GE9X which will be rated at around 105,000 lb. thrust, confirms David Joyce, the engine maker’s president and CEO.
“The -9X will have a 16% to 17% delta in fuel burn (compared to the current 777-300ER), and is an aircraft that is redesigned inside and has a new wing,” says Emirates Airlines president Tim Clark. “It is all composite and has great lift over drag. The -8X is about the same size as the 777-300ER but will be able to fly 17 hours to 18 hours non-stop and with the same fuel efficiency as the -9X. It’s a step change in aircraft design and a step change in propulsion but we have to wait seven or eight years for this to come.”
Design of the 777X is under way and Boeing confirms suppliers will be named “in the coming months.” Production will begin in 2017, with first delivery of the 777-9X targeted for 2020, with initial deliveries of the -8X following around 18 months later.
Almost eclipsed by the twin-aisle order avalanche was the news that flydubai has ordered 100 737 MAX, all of them -8s, as well as 11 737-800s. The deal is valued at $11.4 billion at list prices, including purchase rights. It is the largest ever Boeing single-aisle airplane purchase in the Middle East, says the manufacturer. First flight is scheduled in 2016 with deliveries starting in 2017. Flydubai currently operates the 737-800 and so far has taken 33 of the 50 aircraft it ordered in 2008.

#6 BC Tam

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Posted 18 November 2013 - 06:22 PM

Mind boggling numbers :shok:

#7 flee

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Posted 18 November 2013 - 06:26 PM

Unlike MH, EK are planning very far ahead. The B777X orders will only commence deliveries in 2020 (if Boeing keeps to schedule) and are intended to replace their current fleet of B777s, many of which are yet to be delivered! Viewed in that context, it is a more modest expansion of capacity.

Edited by flee, 18 November 2013 - 06:26 PM.

#8 BC Tam

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Posted 18 November 2013 - 06:44 PM

Viewed in that context, it is a more modest expansion of capacity.

I know and it's understood, but please make allowances for those amongst us (admittedly I could be alone here :)) for whom a seven digit figure is placed in 'MEGA' category
At the rate they are going, numbers will need to be quoted some quirky mathematical address in the not too distant future :D

#9 flee

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Posted 28 November 2016 - 11:25 PM

* Washington tax break for 777X is prohibited subsidy - WTO
* Part of long-running transatlantic row over jet subsidies
* EU estimated the aid was worth $5.7 billion
GENEVA, Nov 28 The World Trade Organization (WTO) ruled on Monday a tax break from Washington state to help Boeing develop its new 777X jetliner was a prohibited subsidy, in a setback for the U.S. planemaker as it eyes victory in a parallel case against Airbus.
The WTO said the subsidy came in the form of a renewed cut in Washington state's main business tax for aerospace agreed in 2013, when Boeing was considering where to base assembly of the latest member of its long-haul jet family.
It rejected a complaint by the European Union against six further tax measures.
It is the third swathe of public support for Boeing or its European rival Airbus criticised by the WTO in a record transatlantic trade dispute dating back 12 years, and involving mutual accusations of tens of billions of dollars of aid.
The ruling, which can be appealed by either side, comes as the United States ponders potential sanctions against the EU over earlier rulings against Airbus.
The WTO did not give a value for the banned aid, but the European Union estimated it at $5.7 billion out of an $8.7 billion package of tax measures in Washington, where most of Boeing's factories are based.


#10 flee

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Posted 29 November 2016 - 06:26 PM

A World Trade Organisation panel has ruled against a tax break for the Boeing 777X programme, as both airframers claimed vindication in the latest ruling in the long-running spat over support for large aircraft manufacturers.
In a ruling today the WTO adjudged that one of the the tax amendments applying in Washington state relating to Boeing's 777X programme was inconsistent with the existing Subsidies and Counterveiling Measures (SCM) Agreement.

#11 flee

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Posted 19 May 2017 - 09:36 AM

GE starts 18-month GE9X certification program


GE Aviation has started the 18-month certification program for the GE9X engine that will exclusively power the Boeing 777X.
The first round of certification tests will take place in Peebles, Ohio. The certification testing is beginning on the second GE9X engine GE has built; ultimately, there will be eight certification test engines. The next two GE9X engines are currently being built. One of those two engines will be tested in flight on GE’s 747 flying testbed based in Victorville, California, in the second half of 2017.

#12 flee

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Posted 30 May 2017 - 06:05 PM

ANALYSIS: After six years, 777X engine starts certification tests



#13 flee

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Posted 27 November 2017 - 09:09 PM

World’s Largest Engine Readied For Flight


General Electric’s GE9X engine for the Boeing 777X has been mounted on the company’s 747-400 flying testbed in Victorville, California, marking a key milestone towards the beginning of test flights around the end of the year.


The first image of the engine, installed in the number two position on the left wing of the 747, emphasizes the way GE has had to cantilever the extremely large powerplant forward and slightly up above the leading edge to provide adequate ground clearance. Rated at 105,000-lb. thrust, the GE9X incorporates a 134-in. diameter fan encased in a 174-in. wide nacelle, making it the largest jet engine dimensionally ever developed.


See full report here: http://aviationweek....-readied-flight

#14 leon t

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Posted 28 November 2017 - 10:37 AM

Unlike MH, EK are planning very far ahead. The B777X orders will only commence deliveries in 2020 (if Boeing keeps to schedule) and are intended to replace their current fleet of B777s, many of which are yet to be delivered! Viewed in that context, it is a more modest expansion of capacity.

Even SIA have ordered this aircraft

#15 flee

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Posted 15 March 2018 - 01:25 PM

GE9X enters flight test phase


GE Aviation’s GE9X turbofan flew for the first time on 13 March, launching a months-long engine certification campaign for the largest turbofan engine in history.
The 340cm (134in)-diameter fan mounted on the inboard station of the left wing of GE’s Boeing 747-400 flying test bed took off from Victorville, California.
“Today’s flight starts the beginning of the GE9X flight test campaign that will last for several months, allowing us to accumulate data on how the engine performs at altitude and during various phases of flight,” says GE programme manager Ted Ingling.

#16 Alif A. F.

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Posted 11 July 2018 - 04:07 PM

'Boeing has released images of the first two Boeing 777X test aircraft on the final assembly line at its Everett plant in Washington.'


Read more at: https://www.flightgl...bly-lin-450065/

#17 Alif A. F.

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Posted 06 March 2019 - 03:26 PM

Boeing to reveal 777-9 on 13 March:



#18 Alif A. F.

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Posted 11 March 2019 - 12:35 PM

Boeing postpones launch of 777X after Ethiopia Airlines crash:




Boeing cancels 777x launch after Ethiopian Airlines crash:



#19 Eugene Koh

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Posted 13 March 2019 - 08:56 PM

Courtesy of Aeronews:


#20 jani

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Posted 14 March 2019 - 08:41 AM

Is this the -8 or the -9?

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