The Boeing 777X is the long-awaited update to the iconic Boeing 777. This is the third generation of the 777, and will come with three variants. The Boeing 777-9 is the first variant, while the smaller 777-8’s development is on pause. Curiously, although the passenger derivative of the 777-8 is not currently being developed, the third, freighter version is in development. This, however, makes sense, as the 777-8F has received more orders than its passenger counterpart.
The 777X family was originally announced in 2013, with two variants dubbed the 777-9X and the 777-8X. These variants, later renamed to remove the ‘X,’ will replace the Boeing 777-300ER and Boeing 777-200LR respectively, while the 777-8F was launched in 2022 and has received nearly 60 orders to date. The family as a whole, meanwhile, has received well over 500 orders since the program was launched, and its entry-into-service (EIS) is currently targeted for 2026.
An Overview Of The Boeing 777X’s Design
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Although this is technically a refresh of an existing design rather than an entirely new design, the 777X is one of the most thorough overhauls to any type in history, and the update comes with a new engine type, namely the General Electric GE9X. However, they’re also hanging off a pair of brand new wings, which are fully carbon-composite and far larger than the wings on prior 777s. These are the largest wings ever fitted to a Boeing aircraft, and are so wide that they feature folding wingtips.
The flight deck has been thoroughly redesigned from the prior 777 generations. While the systems underneath are largely identical, the cockpit is visually designed to resemble the Boeing 787. It incorporates larger displays, along with new touchscreen technology. The passenger cabin, meanwhile, features larger windows with a dimming function, increased humidity levels, and a new visual design with more spacious bins as well as improved lighting.
Because the 777X retains the heavy metal fuselage of its predecessors, Boeing had to stretch the plane to ensure that per-seat costs were competitive with the Airbus A350. All three 777X models are longer than prior 777s, with the 777-8 variants measuring 232 ft 6 in (70.87 m) long. The 777-9, meanwhile, stands as the longest passenger airliner ever built, measuring 251 ft 9 in (76.72 m).
Examining The Engines Of The Boeing 777X
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The General Electric GE9X is the sole engine option on the Boeing 777X, and, as its name suggests, the GE9X essentially combines technologies of the GEnx with the basic structure of the GE90. The GE9X is the largest turbofan engine ever created, with a fan diameter of 134″ (340 cm), but, while it’s wider than a GE90, it only features 16 fan blades. Meanwhile, the GE90 is equipped with 22 blades. These blades are also constructed out of carbon-composite materials.
There are multiple ways for manufacturers to improve fuel efficiency in new engines. With the GE9X, General Electric is focusing on boosting the motor’s thermal efficiency. General Electric has incorporated huge amounts of ceramic matrix composites, which allow for higher internal temperatures. The internal pressure ratio has also been boosted from 40:1 to 60:1, while the engine now uses 11 compressor stages to increase the ratio for the high-pressure core.
Metric
General Electric GE9X Specifications
Fan size
134″ (340 cm)
Length
224″ (569 cm)
Weight
21,230 lb (9,630 kg)
Rated thrust
110,000 lbf
Bypass ratio
10:1
Pressure ratio
60:1
While the engine is heavier than the GE90 on account of its larger size, General Electric advertises that the engine consumes 10% less fuel. In normal service, the GE9X is rated for up to 110,000 lbs of thrust, though it’s been tested to produce 134,300 lbs of thrust. With two GE9Xs, therefore, a 777X can produce up to 220,000 lbs of thrust in normal operations.
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Comparing The 777X To The First Generation Of The 777
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The 777X is the third generation of the Boeing 777. Before the 777X, Boeing produced the 777-200LR, 777F, and the 777-300ER, collectively referred to by some as the 777NG. The first generation of the 777, meanwhile, consists of the 777-200, 777-200ER, and 777-300. The changes between the first and second generations of the 777 primarily consisted of engine improvements, aerodynamic refinements, and increased gross weight.
The 777-200 was the base model, while the 777-200ER came with a higher Maximum Takeoff Weight (MTOW), and the 777-300 was a stretch of the 777-200ER. Whereas later generations of the 777 exclusively come with General Electric engines, the first generation 777s could also be ordered with the Pratt & Whitney PW4000-112 or the Rolls-Royce Trent 800. The Trent 800 is rated to produce up to 95,000 lbs of thrust, while the PW4000-112 is rated for up to 99,000 lbs of thrust.
Aircraft from the first generation 777 family were also powered by General Electric GE90 engines. Whereas its competitors were derivatives of a pre-existing engine, the GE90 was a clean-sheet design intended specifically for the 777. The most powerful model initially offered was the GE90-94B, which was rated for 94,000 lbs of thrust. While this is less than its two rivals, the most powerful variants were designed for the 777-300, and no 777-300s were ordered with the GE90 engine.
Analyzing The Power Of The Second-Generation 777
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As previously mentioned, the second generation of the 777 family consists of the 777-200LR, 777F, and 777-300ER. These variants were exclusively offered with updated variants of the General Electric GE90. The 777-200LR and 777F were primarily offered with the General Electric GE90-110B, which produces 110,760 lbs of thrust. As an option, airlines could also equip their 777s with the GE90-115B, which would add more capability.
The 777-300ER was the first variant of the 777NG to enter service. This was by far the most popular variant of the 777, receiving over 800 orders. As standard, this aircraft is equipped with two GE90-115Bs, which are rated for 115,540 lbs of thrust each. This means that, at full takeoff power, a second-generation 777 can produce over 230,000 lbs of thrust. Additionally, the GE90-115B produced 127,900 lbs of thrust during testing, setting a record that wouldn’t be broken until the GE9X.
Curiously, although the GE9X can produce more thrust than the GE90, its standard in-service rating is lower than the GE90-115B, and even slightly lower than the GE90-110B. This is despite the aircraft being physically larger than prior 777s, while being rated for the same MTOW. This is rare because updated airliners usually receive more power in addition to improved fuel efficiency.
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Addressing The Flaws Of The 777-300ER
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In a way, the success of the 777-300ER can be considered by some as a fluke. The GE90-115B beat fuel burn expectations, making the plane more capable as well as more efficient than initially anticipated. This also helped counter the 777-300ER’s Achilles’ Heel, which is that the wing was small for an airliner of its size and weight. Further contributing to the 777-300ER’s success was the fact that the aircraft’s direct competitor was the refreshed Airbus A340, a heavy quadjet.
When Airbus redesigned its A350 concept to directly compete with the 777, Boeing’s star widebody was suddenly outclassed. The new wing for the 777X means that the airliner now produces far more lift than its predecessor, greatly improving long-range fuel burn. This also improves takeoff performance, meaning that the 777X now requires less thrust to lift the same amount of weight.
The GE9X is rated for less thrust than the GE90-115B because 110,000 lbs of thrust is all that the 777X requires. The added benefit of such a significant derate is that this reduces wear on the engine. This is part of why Emirates, for example, has favored the 777X over the competing Airbus A350-1000, as the Trent XWB-97 is a more stressed engine than the GE9X. This lowers maintenance costs and increases the lifespan of the engine.
The Bottom Line
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The Boeing 777X will be the most powerful plane in production once it enters service. With its two GE9Xs, the aircraft can generate 220,000 lbs of thrust in normal service. While this is less than the 777-300ER, the 777X’s larger wings more than compensate for the reduced power figure. The result is a plane far more fuel efficient than its predecessor, both in terms of its engines and its overall design.
Not only is the plane more fuel efficient, but its exit layout has been changed as well. There are now four sets of exit doors spaced further apart, allowing for more flexibility with seating arrangements. While the exit limit is lower, airlines can add a fifth set of smaller exits to the 777-9 boosting maximum capacity to 475. Furthermore, few airlines configured their 777-300ERs in such a high-capacity configuration.
The 777X’s primary competitor is the Airbus A350. By being larger than the A350, the 777X can fill its own niche rather than competing directly with the A350. The 777-9, by far the most successful variant, sells primarily on its size, in which airlines intend to offer a first-class cabin or larger premium cabins. This is backed up by the fact that nearly all 777Xs also operate the A350. Given that the 777X has received over 500 orders, this appears to be a winning strategy for Boeing.
Length
251 ft 9 in (76.72 m)
Wingspan
Folded: 212 ft 8 in (64.8 m); Unfolded: 235 ft 5 in (71.75 m)
Height
64 ft 7 in (19.68 m)
