Boeing 777-300LR (-300X)

Type (Muster)
Long-range, high-capacity airliner (Großraumverkehrsflugzeug)

Country (Land)
USA

Manufacturer (Hersteller)
Boeing (Commercial Airplane Group)
PO Box 3707
Seattle, WA 98124-2207
USA
Phone: 001-206/237-2121
Fax: 001-206/237-3544

General (Allgemeine Angaben)
Crew (Besatzung): 2
Passengers (Passagiere): 359 in typical three-class arrangement
Cargo capacity (Fracht): Eight 96 x 125 in-pallettes in forward hold. 20 LD3 containers in aft lower hold, plus 170,3 cu m bulk cargo for a total hold volume of 200,5 cu m.

Power plant (Antrieb): Two General Electric GE90-115B turbofans
Thrust (Schub): 2 x 511 kN (115 000 lbs)

Dimensions (Abmessungen)
Length (Länge): 73,86 m
Height (Höhe): 18,56 m
Span (Spannweite): 64,8 m
Fuselage diameter (Rumpfdurchmesser): 6,19 m

Cabin width (Kabinenbreite): 5,86 m

Weights (Massen)
Fuel capacity (Kraftstoff): 181264 litres (47890 gal)
Max. take-off weight (Max. Startmasse): 340200 kg

Performance (Flugleistungen)
Max. cruise speed (max. Reisegeschwindigkeit): Mach 0.89
Typical cruise speed (typische Reisegeschwindigkeit): Mach 0.84
Range (Reichweite): 13380 km (7230 NM)

Costs (Kosten)
Not known yet.
Development cost for the 777-200LR/300LR is put at two-three billion US-Dollars by analysts.

Customers (Kunden)
At the time of the programme launch announcement on 29. February 2000, Boeing did not unveil any customer. The company anticipates 500 to 600 sales of the long-range variants of the 777-200/300.
By January 2000, total 777 sales for all models stood at 452, of which 226 had been delivered.

Competition (Konkurrenz)
Airbus A340-600

Remarks (Bemerkungen)
The 777-300X, now referred to by Boeing as the "longer range" -300, is a heavier variant of the the largest twin-engined airliner ever. According to the company, the new addition to the 777 family is adressing the demand for more point-to-point services. It is said to be the ideal replacement for early 747s, providing comparable capacity but twin-engine economies on routes such as Paris to Los Angeles. Fuel burn per seat is said to be 40 per cent less, or 16 per cent below the A340-600. Regarding seat-mile costs, Boeing claims an andvantage of 20 per cent over earlier 747s and around 10 per cent lower than the Airbus rival.
Among the changes from the basic 777-300 are:

high-thrust GE90-115B engines, which are offered exclusively on this version, as well as on the 777-200LR. Also, the engine struts are revised.
more crew rest space for the 14 to 18 hour long flights. Pilots have two business class seats and two rest bunks near the flight deck, accessed through a stairway. Flight attendants will be accomodated by four to 11 sleeping bunks and two business class seats in the back
new main landing gear and strengthened nose gear. New wheels, tires and brakes
wingtip extensions (1,98 m each), allowing more fuel
strengthened body, wing and empennage

History (Geschichte)
In 1997, Boeing went out to the marketplace to propose new variants of the 777. The aim was to offer more range, and the airlines demanded extreme performance here. So the 777-300X (now -300LR) went from 7400 miles to 8300 miles during these discussions, enabling it to serve 747-400 routes.
The high take-off weights resulting from these requirements forced an important thrust inrcrease, which in turn made development of new engine variants more expensive. According to Boeing, it became clear that a single-source engine supplier was needed. After a thorough evaluation, Boeing selected General Electric in July 1999. GE is apparently also contributing to 777 development costs.
After much hesitation, the Boeing board of directors authorized full production go-ahead for the 777-200LR/-300LR programme on 28. February 2000. This was in response to "strong market interest and customer commitment", it was announced the next day in a joint press conference with General Electric, although no orders were revealed.
Deliveries of the 777-200LR/300LR are planned to begin in September 2003.

Last updated 1. March 2000

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