INDUSTRIAL TRAINING REPORT

ON

MAINTENANCE OF Boeing-777 AT
AIR INDIA Engineering Services Ltd. (Mumbai)

REPORT SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS

FOR THE AWARD OF THE DEGREE
OF

BACHELOR OF TECHNOLOGY
IN

Aeronautical Engineering,
RAJASTHAN TECHNICAL UNIVERSITY, KOTA

Submitted by:

ANANYA CHATURVEDI (14EUCAN005)

To the department of
AERONAUTICAL ENGINEERING

UNIVERSITY COLLEGE OF ENGINEERING

Kota, Rajasthan 324006

i
ii
ACKNOWLEDGEMENT

It gives me great pleasure to present my industrial training report on

Maintenance of Boeing-777. No work, however big or small, has ever been
done without the contributions of others.

It would be a great pleasure to write a few words, which would although not
suffice as the acknowledgement of this long cherished effort, but in the absence
of which this report would necessarily be incomplete. So these words of
acknowledgement come as a small gesture of gratitude towards all those people,
without whom the successful completion of this project would not have been
possible.

I would like to express my sincere gratitude to Mr. Prashant Narayan, Mr.

Harendra Mishra, Mr.Tarun Pal and Mr. Rahul Joshi (sr. AMEs) for helping me
successfully complete my work as a trainee in the AIR INDIA
ENGINEERING SERVICES LTD., MUMBAI.

I would also like to thank all the other personnel, directly or indirectly involved
in assisting with my training during the course and help me gain knowledge
about the functionalities and machineries at the AIR INDIA workshop facility. I
have tried my level best to make this industrial training report error free, but I
regret for errors, if any.

ANANYA CHATURVEDI

iv
COMPANY PROFILE

Air India is the flag carrier airline of India owned by Air India Limited (AIL), a Government

of India enterprise. It is the third largest airline in India (after IndiGo and Jet Airways) in

domestic market share, and operates a fleet of Airbus and Boeing aircraft serving various

domestic and international airports. It is headquartered at the Indian Airlines House in New

Delhi. Air India has two major domestic hubs at Indira Gandhi International Airport and

Chhatrapati Shivaji International Airport, and secondary hubs at Netaji Subhas Chandra

Bose International Airport, Kolkata and Chennai International Airport. The airline formerly

operated a hub at Frankfurt Airport which was terminated on account of high costs. However,

another international hub is being planned at the Dubai International Airport.

The airline was invited to be a part of the Star Alliance in 2007. Air India completed the

merger with Indian Airlines and some part of the agreed upgrades in its service and

membership systems by 2011. In August 2011, Air India's invitation to join Star Alliance was

suspended as a result of its failure to meet the minimum standards for the membership.

However, in October 2011, talks between the airline and Star Alliance resumed. On 13

December 2013, Star Alliance announced that Air India and the alliance have resumed the

integration process and the airline became the 27th member of Star Alliance on 11 July 2014.

v
 CONTENTS

CERTIFICATE ii
ACKOWLEDGEMENT iv
COMPANY PROFILE v
CONTENTS vi
LIST OF TABLES ix
LIST OF FIGURES ix

CHAPTER 1: INTRODUCTION 10

1.1 Infrastructure

1.2 Fleet Information

1.3 Engineering Facilities Keeping the Aircraft Flying

CHAPTER 2: MAINTENANCE DIVISION 16

2.1 Line Maintenance

2.2: Base Maintenance

CHAPTER 3: AIRCRAFT MAINTENANCE CHECKS 18

3.1 A Check

3.2 B Check

3.3 C Check

3.4 D Check

vi
CHAPTER 4: AIRCRAFT SPECIFICATIONS 20

4.1 Boeing 777-200

4.2 Boeing 777-300

CHAPTER 5: STRUCTURAL DESIGN OF BOEING 777-300 26

5.1 Fuselage station number

5.2 Wing structure

5.3 Stabilizers

5.4 Composite design

5.5 Corrosion prevention

CHAPTER 6: LANDING GEARS 34

6.1 Main Landing Gear

6.2 Nose Landing Gear

6.3 Landing Gear Controls and Indications

6.4 Airplane Ground Steering

6.5 Brakes

CHAPTER 7: POWERPLANT 40

7.1 Development
7.2 Specifications

vii
CHAPTER 8: FUEL 43

8.1 Fuel Tanks and Vent System

8.2 Pressure Refuel System

8.3 Jettison and Defuel Systems

CHAPTER 9: CARGO 47

9.1 Cargo Compartments and Capacity

9.2 Cargo Compartment Smoke Detection
9.3 Cargo Compartment Fire Extinguishing

CHAPTER 10: OTHER SYSTEMS 52

10.1 Passenger and Service Entry Doors

10.2 Escape system

10.3 Redundancy systems

REFRENCES. 55

viii
 LIST OF FIGURES

Figure 1: Air India aircraft

Figure 2: Boeing 777 aircraft

Figure 3: Boeing 777 dimensions

Figure 4: Fuselage

Figure 5: Wing

Figure 6: Stabilizer
Figure 7: Composite structure

Figure 8: Landing gear configuration

Figure 9: GE90 engine for Boeing 777

Figure 10: Fuel tank and vent system

Figure 11: Cargo handling system

Figure 12: Forward cargo under maintenance

Figure 13: Overwing doors

Figure 14: Escape slide

Figure 15: Ram Air Turbine

LIST OF TABLES

Table 1: Air India Fleet

Table 2: Aircrafts operated by Air India
Table 3: Boeing 777 specifications

Table 4: GE90 specifications

ix
CHAPTER 1:

INTRODUCTION

Air India is the flag carrier airline of India owned by Air India Limited (AIL), a
Government of India enterprise. It is the third largest airline in India (after IndiGo
and Jet Airways) in domestic market share, and operates a fleet of Airbus and
Boeing aircraft serving various domestic and international airports. It is
headquartered at the Indian Airlines House in New Delhi. Air India has two major
domestic hubs at Indira Gandhi International Airport and Chhatrapati Shivaji
International Airport, and secondary hubs at Netaji Subhash Chandra Bose
International Airport, Kolkata and Chennai International Airport. The airline
formerly operated a hub at Frankfurt Airport which was terminated on account of
high costs. However, another international hub is being planned at the Dubai
International Airport.
The airline was invited to be a part of the Star Alliance in 2007. Air India
completed the merger with Indian Airlines and some part of the agreed upgrades in
its service and membership systems by 2011. In August 2011, Air India's invitation
to join Star Alliance was suspended as a result of its failure to meet the minimum
standards for the membership. However, in October 2011, talks between the airline
and Star Alliance resumed. On 13 December 2013, Star Alliance announced that
Air India and the alliance have resumed the integration process and the airline
became the 27th member of Star Alliance on 11 July 2014.

Figure 1: Air India aircraft

10
1.1 Infrastructure

The Airlines aircraft maintenance facilities are of the highest international standards. Air
India has developed state-of-the-art facilities for all aspects of maintenance, including
engine overhaul. These facilities are used not only by Air India but also by other airlines
from time to time. Our training facilities for Pilots are integrated at Hyderabad where
Commanders and Captains are trained in all types of aircraft in the Indian Airlines fleet.
State-of-the-art full flight simulators are available for A300, A320 and B737. Several
international airlines also avail of these training facilities. Air Indias continuous
technology up gradation also extends to other areas such as Reservations, Passenger
Handling Systems and Customer Service.

1.2 Fleet Information

On 4 August 1993, Air India took the delivery of its first Boeing 747-400, registered VT-
ESM and named Konark. The aircraft was officially withdrawn from use and scrapped at
Mumbai in May 2011. The airline's first Boeing 777-200LR aircraft was delivered on 26
July 2007. The aircraft was named after the Indian state of Andhra Pradesh. Air India
received its first Boeing 777-300ER aircraft on 9 October, the same year. The aircraft
was named Bihar. Air India received its first Boeing 787 dreamliner aircraft on 6
September 2012 and commenced flights on 19 September 2012.

Apart from the Boeing aircraft, Air India also operates a wide range of Airbus aircraft. In
1989, Indian Airlines introduced the Airbus A320-200 aircraft, which Air India now uses
to operate both domestic and international short haul flights. In 2005, Indian Airlines
introduced the smaller, A319, which are now used mainly on domestic and regional
routes. After the merger in 2007, Air India inducted the biggest member of the A320
family, the A321, to operate mainly on international short haul and medium haul routes.
At the same time, Air India leased the Airbus A330s to operate on medium-long haul
international routes. As of February 2013, Air India operates 62 A320 family aircraft.

11
New aircraft orders
On 11 January 2006, Air India announced an order for 68 jets 8 Boeing 777-200LR
Worldliners, 15 Boeing 777-300ER, 18 Boeing 737-800 and 27 Boeing 787-8
Dreamliners. The 18 737s ordered were later transferred to Air India Express. Air India
has taken the delivery of 20 Boeing 787-8 Dreamliners so far. All remaining dreamliners
are expected to be delivered by 2016.
Fleet restructuring
As a part of the financial restructuring, Air India sold five of its eight Boeing 777-200LR
to Etihad Airways in December 2013. According to the airline, plans for introducing
ultra-long flights with service to Seattle, San Francisco and Los Angeles were cancelled
due to factors like high fuel prices and weak demand. In April 2014, the airline decided to
sell its remaining three Boeing 777-200LR as well, citing higher operating costs. On 24
April 2014, Air India issued a tender for leasing 14 Airbus A320 aircraft for up to six
years, to strengthen its domestic network.
Current
As of August 2015, the Air India fleet consists of the following aircraft (including leased
aircraft, excluding subsidiaries)

Air India Fleet

In Order Passengers
Aircraft Notes
Service s F J Y Total
8 114 122
10 aircraft sold and leased back, 5 are
Airbus
22 on dry lease, 6 older ones to be phased
A319-100 144 144 out

168 168
Airbus 6 aircraft sold and leased back
24 1
A320-200 20 125 146 VT-ESF in Star Alliance livery

Airbus To be dry-leased from Kuwaiti leasing

14 168 168
A320neo Co.

Airbus
20 12 172 184 12 aircraft sold and leased back
A321-200

12
 Boeing
5 12 26 385 423 2 aircraft sold and leased back
747-400

Boeing
3 8 35 195 238 VT-ALG Stored.
777-200LR

VT-ALJ in Star Alliance livery. 3 orders

Boeing
12 3 4 35 303 342 converted to equivalent number of
777-300ER
Boeing 737 MAX for Air India Express.

7 aircraft sold and leased back. 20th

Boeing aircraft VT-ANU delivered in Star
21 6 18 238 256
787-8 Alliance livery becoming the world's
first 787 in any alliance livery.

Total 107 24

Table 1 : Air India Fleet

Aircraft operated by Air India (1970- Aircraft operated by Air India (2000
1999) present)

Total
Total
Aircraft Operat Introduced Retired Retire
Aircraft Opera Introduced
ed d
ted

Airbus
1 1994 1994 Airbus
A300-100 24 2005 Active
A319-100

Airbus
4 1982 2002 Airbus
A300-200 20 2007 Active
A321-200

Airbus
29 1986 2012 Airbus
A310-300 2 2007 2014
A330-200

13
 Airbus
32 1989 Active Boeing 737- 5 2007 2011
A320-200 200
Boeing Boeing 757-
14 1971 2003 1 2007 2007
747-200 200
Boeing
3 1988 2008 Boeing 767-
747-300 3 2006 2008
300
Boeing
14 1993 Active Boeing 777-
747-400 1 2006 2010
200
Douglas
11 1977 1986
DC-8-60F Boeing 777-
3 2005 2011
200ER
Douglas
4 1983 1995
DC-8-70F Boeing 777-
3 (5 sold) 2007 Active
200LR
Ilyushin Il-
1 1989 1990
62M
Lockheed Boeing 777-
L-1011 1 1995 1996 12 2007 Active
300ER
TriStar

Boeing
? 1960 1990s Boeing 787- 20 2012 Active
707-436 8

Table 2 : Aircrafts operated by Air India

1.3 ENGINEERING FACILITIES KEEPING THE AIRCRAFT FLYING

As proud owners of a large fleet, Air India Limiteds operations cover extensive domestic
as well as international networks. Major Service support is provided by its Engineering
department to keep the aircraft in perfect flying condition. By suitably overhauling,
repairing and modifying the Air India fleet, this department prepares them to meet
specified airworthiness standards.

14
As dedicated team of trained engineers and technicians work hard to carry out stringent
maintenance procedures. Whats more, with critical jobs now being undertaken in-house
Air Indias turnaround time has reduced greatly, making it self-reliant.
Air India Limiteds engineering structure matches the best in international standards. The
entire activity is divided into four regions-Western at Mumbai, Northern at Delhi, Eastern
at Calcutta and Southern at Hyderabad, and they ably handle all major Air Indias fleet
types.
A new Avionics Complex at Delhi caters to the avionics and airframe accessories of A-
320 aircraft. Equipped with modern Test benches, this fully air-conditioned complex
boasts 0.5 micron particle cleanliness!
Indian Airlines Limited A forward looking company, as much for actual flight
performance, as for endless possibilities in aircraft maintenance. Guided by unique, new
generation technology, and forever endorsing latest breakthroughs in related fields, Air
india executives difficult maintenance tasks with a rare show of expertise its growing list
of satisfied domestic and foreign clients, and as the company prepares to take off into the
future, exciting challenges dot the runway. Challenges, it is more than prepared to meet,
because for Air India Limited, as its unparalleled track record has shown, success goes
well beyond the skies!

15
CHAPTER 2:
MAINTENANCE DIVISIONS

In most general terms, aircraft maintenance can be divided into three categories (as
defined by law and by common sense, if you think about it):

Defect rectification (which is the most obvious part the fixing of aircraft)
Line maintenance
Base maintenance (or heavy maintenance or hangar maintenance)

2.1 Line Maintenance

Most aircraft require line maintenance tasks to be performed quite frequently. In many
aircraft types, typical line maintenance tasks would include a daily check (performed
anywhere from every 24 to every 48 hours) and a weekly check (every 7-8 days). Apart
from that, there may be several OOP (out of phase) maintenance tasks which can be
considered to be line maintenance and carried out by a line maintenance provider.

Part 145 regulation defines line maintenance as any maintenance tasks which can be
performed outside of a hangar (under open skies) except for situations in which the
weather deteriorates to such conditions, that a hangar becomes mandatory.

Many airline professionals have a good feel for the line / base distinction and know by
heart which is which, especially if they have years of practical experience on a given
aircraft type.
First of all, for some aircraft, the scope of line maintenance is specified in the MPD or
MS (Maintenance Planning Document or Maintenance Schedule). Those documents may
either bluntly tell you that line maintenance is for every check up to and including the
500 HR A-check.
On top of that, the same documentation will specify components which are known as
LRU Line Replaceable Unit. This implies that the replacement of such components can
be done during line maintenance. Be careful with oversimplification though an engine
is generally considered to be an LRU and as much as youre allowed to replace it during
line maintenance (for instance, if you get FOD Foreign Object Damage such as a bird
ingestion, at an airport where no hangar facility is available) you should probably stick to
a base maintenance facility for this job if there is one nearby.

16
On the other hand, most modern aircraft tend to define their maintenance programs as
stand-alone tasks rather than complete work packages. In this case, you will not get a
definition of an A-check or C-check, and therefore also no distinction as to which one of
them can be assumed line maintenance.

2.2 Base Maintenance

The definition of base maintenance is simple it is all maintenance which does not fall
under the line maintenance category. In practice, this will be mainly heavy checks such as
C and D checks. During those checks major and minor aircraft systems are being
evaluated together with complex and time consuming tasks such as corrosion prevention,
structural work, replacement of major components, interior refurbishment, etc. Of course,
all this work needs to be done in a hangar and requires quite a bit of planning and a
significant dose of cooperation between the airline and the MRO.

The arrangement of base maintenance is not as simple as with line maintenance.

Operators are required (by law) to have base maintenance contracts in place for all
aircraft they operate. Such contracts need to fulfill the Part 145 contracting /
subcontracting requirements and need to be approved by the respective aviation authority.
The way this is generally done is that major MROs have so-called GTAs General
Terms Agreements which can be signed by an operator. A GTA does not warrant
anything really. It does not ensure that there will be an available slot for your aircraft
when you need one, neither does it guarantee any kind of technical support. However, it
does present a general framework of the cooperation between the airline and the MRO
once a heavy aircraft check is being ordered. It can also be approved by the authority,
which means that it satisfies the Part 145 requirements mentioned above.

Once you agree on a check date and price with the MRO of your choice, all you need to
do is sign an attachment (or appendix or side letter whatever you wish to call it) to the
GTA. All the attachment does is specify the work scope, induction and extraction dates
and pricing. All other terms and conditions have already been agreed upon in the GTA,
so there is no sense in repeating those. Last but not least the attachment does not need
to be approved by the authority, as it is not an agreement by itself. This allows for more
flexibility as the operator is not limited by the time it usually takes to approve documents
at the CAA.

17
CHAPTER 3:
AIRCRAFT MAINTENANCE CHECKS

Aircraft maintenance checks are periodic inspections that have to be done on all
commercial/civil aircraft after a certain amount of time or usage; military aircraft
normally follow specific maintenance programmes which may or may not be similar to
those of commercial/civil operators. Airlines and other commercial operators of large or
turbine-powered aircraft follow a continuous inspection program approved by the Federal
Aviation Administration (FAA) in the United States, or by other airworthiness authorities
such as Transport Canada or the European Aviation Safety Agency (EASA). Under FAA
oversight, each operator prepares a Continuous Airworthiness Maintenance Program
(CAMP) under its Operations Specifications or "OpSpecs". The CAMP includes both
routine and detailed inspections. Airlines and airworthiness authorities casually refer to
the detailed inspections as "checks", commonly one of the following: A check, B check,
C check, or D check. A and B checks are lighter checks, while C and D are considered
heavier checks.

3.1 A Check
This is performed approximately every 400-600 flight hours or 200300 cycles (takeoff
and landing is considered an aircraft "cycle"), depending on aircraft type. It needs about
50-70 man-hours and is usually on the ground in a hangar for a minimum of 10 hours.
The actual occurrence of this check varies by aircraft type, the cycle count, or the number
of hours flown since the last check. The occurrence can be delayed by the airline if
certain predetermined conditions are met.

3.2 B Check
This is performed approximately every 6-8 months. It needs about 160-180 man-hours,
depending on the aircraft, and is usually completed within 13 days at an airport hangar.
A similar occurrence schedule applies to the B check as to the A check. However, B
checks may also be incorporated into successive A checks, i.e.: Checks A-1 through A-10
complete all the B check items.

18
3.3 C Check
This is performed approximately every 2024 months or a specific amount of actual
flight hours (FH) or as defined by the manufacturer. This maintenance check is much
more extensive than a B check, requiring a large majority of the aircraft's components to
be inspected. This check puts the aircraft out of service, and the aircraft must not leave
the maintenance site until it is completed. It also requires more space than A and B
checks. It is, therefore, usually carried out in a hangar at a maintenance base. The time
needed to complete such a check is at least 12 weeks and the effort involved can require
up to 6,000 man-hours. The schedule of occurrence has many factors and components as
has been described, and thus varies by aircraft category and type.

3.4 D Check
This is by far the most comprehensive and demanding check for an airplane. It is also
known as an IL or "heavy maintenance visit" (HMV). This check occurs approximately
every six years. It is a check that more or less takes the entire airplane apart for inspection
and overhaul. Even the paint may need to be completely removed for further inspection
on the fuselage metal skin. Such a check can generally take up to 50,000 man-hours and 2
months to complete, depending on the aircraft and the number of technicians involved. It
also requires the most space of all maintenance checks, and as such must be performed at
a suitable maintenance base. The requirements and the tremendous effort involved in this
maintenance check make it by far the most expensive, with total costs for a single D
check in the million-dollar range.
Because of the nature and the cost of such a check, most airlines especially those with
a large fleet have to plan D checks for their aircraft years in advance. Often, older
aircraft being phased out of a particular airline's fleet are either stored or scrapped upon
reaching their next D check, due to the high costs involved in comparison to the aircraft's
value. On average, a commercial aircraft undergoes three D checks before being retired.
Many maintenance, repair and overhaul (MRO) shops claim that it is virtually impossible
to perform a D check profitably at a shop located within the United States. As such, only
a few of these shops offer D checks.
Given the time requirements of this check, many airlines use the opportunity in order to
also make major cabin modifications on the aircraft, which would otherwise require an
amount of time that would have to put the aircraft out of service without the need for an
inspection. This may include new seats, entertainment systems, carpeting, etc.

19
CHAPTER 4:
AIRCRAFT SPECIFICATIONS- BOEING 777

The Boeing 777 is a family of long-range wide-body twin-engine jet airliners developed
and manufactured by Boeing Commercial Airplanes. It is the world's largest twinjet and
has a typical seating capacity of 314 to 396 passengers, with a range of 5,240 to 8,555
nautical miles (9,704 to 15,844 km). Commonly referred to as the "Triple Seven", its
distinguishing features include the largest-diameter turbofan engines of any aircraft, long
raked wings, six wheels on each main landing gear, fully circular fuselage cross-section,
and a blade-shaped tail cone. Developed in consultation with eight major airlines, the 777
was designed to replace older wide-body airliners and bridge the capacity difference
between Boeing's 767 and 747. As Boeing's first fly-by-wire airliner, it has computer-
mediated controls. It was also the first commercial aircraft to be designed entirely with
computer-aided design.
The 777 is produced in two fuselage lengths as of 2017. The original 777-200 variant
entered commercial service in 1995, followed by the extended-range 777-200ER in 1997.
The stretched 777-300, which is 33.25 ft (10.1 m) longer, followed in 1998. The initial
777-200, extended-range -200ER, and -300 versions are equipped with General Electric
GE90, Pratt & Whitney PW4000, or Rolls-Royce Trent 800 engines. They have since
been collectively referred to as 777 Classics. The extended-range 777-300ER and ultra
long-range 777-200LR variants entered service in 2004 and 2006 respectively, while the
777F, a freighter version, debuted in February 2009; these second generation variants all
feature high-output GE90 engines and extended raked wingtips. The 777-200LR is one of
the world's longest-range airliners, able to fly more than halfway around the globe and
holds the record for the longest distance flown non-stop by a commercial aircraft. In
November 2013, Boeing announced the development of the third-generation of the 777,
the 777X, initially consisting of the 777-8 and 777-9 "mini-jumbo jet" variants. The
777X features composite folding wings and GE9X engines plus further technologies
developed for the Boeing 787, and scheduled to enter service by 2020.
The 777 first entered commercial service with United Airlines on June 7, 1995. The 777
has received more orders than any other wide-body airliner; as of October 2017, more
than 60 customers had placed orders for 1,957 aircraft of all variants, with 1,520
delivered. The most common and successful variant is the 777-300ER with 758 delivered
and 829 orders; Emirates operates the largest 777 fleet, with 161 passenger and freighter
aircraft as of July 2017. The 777 has been involved in six hull losses as of October 2016;
the Asiana Airlines Flight 214 accident in July 2013 was its first fatal crash in 18 years of
service.

20
4.1 BOEING 777-200

The initial 777-200 made its maiden flight on June 12, 1994 and was first delivered to
United Airlines on May 15, 1995. With a 247.2 t (545,000 lb) MTOW and 77,000 lbf
(340 kN) engines, it has a range of 5,240 nautical miles (9,700 km) with 305 passengers
in three-class. The -200 was aimed at U.S. domestic airlines. Nine different -200
customers have taken delivery of 88 aircraft, with 62 in airline service as of July 2017.
The competing Airbus is the A330-300.

Figure 2: Boeing 777 aircraft

4.1.1 Boeing 777-200ER
The B-market 777-200ER ("ER" for Extended Range), originally known as the 777-
200IGW (increased gross weight), has additional fuel capacity and an increased MTOW
for transatlantic routes. With a 298.46 t (658,000 lb) MTOW and 93,700 lbf (417 kN)
engines, it has a 7,065 nmi (13,084 km) range. It was delivered first to British Airways on
February 6, 1997. Thirty-three customers received 422 deliveries, with no unfilled orders.

21
As of July 2017, 354 examples of the -200ER are in airline service. Boeing proposes the
787-10 to replace it. It competes with the A340-300 and the A350-900.
It can be delivered de-rated with reduced engine thrust for shorter routes to lower the
MTOW, reduce purchase price and landing fees (as 777-200 specifications) but can be re-
rated to full standard. Singapore Airlines (SIA) ordered over half of its -200ERs de-rated.
A March 17, 2003, United Airlines flight over the Pacific Ocean carrying 255 passengers
made the longest ETOPS flight diversion with only one engine in 177 minutes. A British
Airways 777-200ER flew the fastest New York to London subsonic flight at 5 hours and
16 minutes in January 2015 due to strong tail winds.

4.1.2 Boeing 777-200LR

The 777-200LR ("LR" for Longer Range), the C-market model, entered service in 2006
as one of the longest-range commercial airliners. Boeing named it Worldliner as it can
connect almost any two airports in the world, although it is subject to ETOPS restrictions.
It holds the world record for the longest nonstop flight by a commercial airliner. It has a
maximum design range of 8,555 nautical miles (15,844 km) as of 2017. The -200LR was
intended for ultra long-haul routes such as Los Angeles to Singapore.
Developed alongside the -300ER, the -200LR features an increased MTOW and three
optional auxiliary fuel tanks in the rear cargo hold. Other new features include extended
raked wingtips, redesigned main landing gear, and additional structural strengthening. As
with the -300ER and 777F, the -200LR is equipped with wingtip extensions of 12.8 ft
(3.90 m). The -200LR is powered by GE90-110B1 or GE90-115B turbofans. The first -
200LR was delivered to Pakistan International Airlines on February 26, 2006. Eleven
different -200LR customers took delivery of 59 aircraft, with no unfilled orders. Airlines
operated 55 of the -200LR variant as of July 2017. Delta Air Lines and Emirates are the
largest operators of the LR variant, each operating 10 aircraft. The closest competing
aircraft from Airbus are the discontinued A340-500HGW and the forthcoming A350-
900ULR.

4.2 BOEING 777-300

Launched at the Paris Air Show on June 26, 1995, its major assembly started in March
1997 and its body was joined on July 21, it was rolled-out on September 8 and made its
first flight on October 16. The 777 was designed to be stretched by 20%: 60 extra seats to
almost 370 in tri-class, 75 more to 451 in two classes, or up to 550 in all-economy like

22
the 747SR short-range variant. The 33 ft (10.1 m) stretch is done with 17 ft (5.3 m) in ten
frames forward and 16 ft (4.8 m) in nine frames aft for a 242 ft (73.8 m) length, 11 ft (3.4
m) longer than the 747. It uses the -200IGW 45,200 US gal (171,200 L) fuel capacity and
84,00098,000 lbf (374436 kN) engines with a 580,000 to 661,000 lb (263.3 to 299.6 t)
MTOW.
It has ground maneuvering cameras for taxiing and a tailskid to rotate, while the proposed
716,000 lb (324.6 t) MTOW -300X will need a semi-levered main gear. Its overwing
fuselage section 44 was strengthened, with its skin thickness going from the -200's 6.3 to
11.4 mm (0.25 to 0.45 in), and received a new evacuation door pair. Its operating empty
weight with Rolls-Royce engines in typical tri-class layout is 343,300 lb (155.72 t)
compared to 307,300 lb (139.38 t) for a similarly configured -200. Boeing wanted to
deliver 170 -300s by 2006 and to produce 28 per year by 2002, to replace Boeing 747
Classics, burning one-third less fuel with 40% lower maintenance costs.
With a 545,000 lb (247.2 t) MTOW and 77,000 lbf (340 kN) engines, it has a range of
5,240 nautical miles (9,700 km) with 305 passengers in three-class. The -300 was aimed
at U.S. domestic airlines. Nine different customers have taken delivery of 88 of the
variant, with 62 in airline service as of July 2017. The competing airliner from Airbus is
the A330-300. The last -300 was delivered in 2006 while the longer-range -300ER started
deliveries in 2004.

4.2.1 Boeing 777-300ER

The 777-300ER ("ER" for Extended Range) is the B-market version of the -300. Its
higher MTOW and increased fuel capacity permits a maximum range of 7,370 nautical
miles (13,650 km) with 396 passengers in a two-class seating arrangement. The 777-
300ER features raked and extended wingtips, a strengthened fuselage and wings and a
modified main landing gear. Its wings have an aspect ratio of 9.0. It is powered by the
GE90-115B turbofan, the world's most powerful jet engine with a maximum thrust of
115,300 lbf (513 kN). Following flight testing, aerodynamic refinements have reduced
fuel burn by an additional 1.4%.
Since its launch, the -300ER has been a primary driver of the twinjet's sales past the rival
A330/340 series. Its direct competitors have included the Airbus A340-600 and the
A350-1000. Using two engines produces a typical operating cost advantage of around 8
9% for the -300ER over the A340-600. Several airlines have acquired the -300ER as a
747-400 replacement amid rising fuel prices given its 20% fuel burn advantage. The -
300ER has a $44 per seat hour, compared to an Airbus A380's roughly $50 per seat hour
(hourly cost is about $26,000), and $90 per seat hour for a Boeing 747-400 as of
November 2015.

23
The first -300ER was delivered to Air France on April 29, 2004. The -300ER is the best-
selling 777 variant, having surpassed the -200ER in orders in 2010 and deliveries in
2013. As of September 2017, -300ER deliveries to 45 different customers totaled 758,
with 71 unfilled orders. As of July 2017, 739 Boeing 777-300ER aircraft were in service.

Table 3: Boeing 777 specifications

24
Figure 3: Boeing 777 dimensions

25
CHAPTER 5:
STRUCTURAL DESIGN OF BOEING 777-300

5.1 Fuselage station number

The fuselage is a pressurized semi-monocoque structure. It is made with circumferential

frames, longitudinal stringers, stressed skin, and pressure bulkheads. The fuselage
includes many improvements that were identified by the Boeing aging fleet program.
FUSELAGE SECTIONS- These are the major fuselage sections and their station
numbers (STA).
Section 41 (STA 92.5 - 655): This section contains these items:
Radome
Flight deck
Forward pressure bulkhead
Forward equipment center
Nose gear wheel well
Main equipment center
Forward cargo door (right side)
Forward part of the forward cargo compartment.
Section 43 (STA 655- 1035): This section contains the aft part of the forward cargo
compartment
Section 44/45 (STA1035 - 1434): This is the center portion of the fuselage. It contains
these items:
Wing center section
Keel beam
Main gear wheel wells.
Section 46 (STA 1434 - 1832): This section contains these items:
Aft cargo door (right side)

26
 Aft cargo compartment.
Section 47 (STA 1832 - 2150): This section contains these items:
Bulk cargo door (right side)
Bulk cargo compartment.
Section 48 (STA 2150 - 2570): This section contains these items:
Aft pressure bulkhead
Stabilizer compartment
APU firewall
APU inlet and exhaust
APU compartment.
All sections except sections 45 and 48 contain parts of the passenger compartment.

Figure 4: Fuselage

27
5.2 Wing structure

The wing holds fuel, contains fuel system components, and includes the attachment
points for the engine strut, landing gear, and flight control surfaces.
WING PRIMARY STRUCTURE
The wing primary structure is aluminum alloy and includes:
Front and rear spars
Skin panels
Stringers
Ribs.
Tank end ribs are sealed and make the ends of the fuel tanks. The sideof- body rib
connects the outboard wing section to the wing center section.
The main landing gear attaches to the wing rear spar and the landing gear beam.
WING SECONDARY STRUCTURE
The wing secondary structure includes the leading edge, trailing edge, and aerodynamic
fairings. The leading edge slats attach to the front spar. These items attach to the rear spar
and auxiliary structure:
Trailing edge flaps
Aileron
Flaperon
Spoilers.
The wing tip is an aerodynamic fairing on the end of the wing.
WING ACCESS PANELS
Access panels are on the lower surface of the wing. The wing center section has one
access panel. Openings in some ribs and the center section spanwise beams permit
movement in the tank.
CHANGES FOR 777-300ER/200LR
The 777-300ER and 777-200LR have an extended wing and new wingtip. Fuel tank
volume increases with a new tank end rib. Center tank volume also increases into part of
the wing dry bay.

28
 Figure 5: Wing

5.3 Stabilizers

Major structural parts of the stabilizers are made of composite materials.

HORIZONTAL STABILIZER
These components of the horizontal stabilizer are made of toughened carbon fiber
reinforced plastic:
Torque box spars
Ribs
Stringers
Skins.

29
The elevators are made of carbon fiber reinforced plastic.
VERTICAL STABILIZER
These components of the vertical stabilizer are made of toughened carbon fiber
reinforced plastic:
Torque box spars
Ribs
Stringers
Skins.
Auxiliary structure is aluminum or titanium. The leading edge and tip are removable. All
panels are fiberglass.
Only the panels on the left side of the stabilizer are removable for access.
The rudder and tab structure are made of carbon fiber reinforced plastic.

Figure 6: Stabilizers

30
5.4 Composite design

Some of the airplane structure is made of composite materials to improve resistance to

corrosion and to reduce weight.
Composite materials are layers or plies of high strength fibers (carbon fiber or fiberglass)
in a mixture of plastic resin. Components made of composite materials use laminations or
combine layers of the composite materials with a honeycomb core to form a sandwich
construction.
The structural repair manual contains the necessary inspections, damage limits, and repair
procedures for each component.
CARBON FIBER REINFORCED PLASTIC
These structural components are made of carbon fiber reinforced plastic:
Elevators
Rudder
Ailerons
Flaperons
Flaps
Spoilers
Strut fairings
Engine cowlings
Nose gear doors.
These structural components are made of carbon fiber reinforced plastic + nylon
(toughened carbon fiber reinforced plastic):
Torque boxes
Floor beams.
FIBERGLASS
These structural components are made of fiberglass:
Leading and trailing edge panels
Wing-to-body fairing

31
 Wing and main landing gear doors
Floor panels
Radome.

Figure 7: Composite structure

5.5 Corrosion prevention

The corrosion protection for the 777 includes:

Better drainage
Increased use of corrosion resistant materials
Special protective coatings and sealants.

32
Corrosion prevention procedures are continuously updated for the latest technology and
in-service experience. This helps to keep a structurally-durable airplane.
The 777 includes several corrosion prevention features.
DRAINAGE
These features improve drainage:
Centerline drain path
Stringer drain holes
Drainage clearance at frames, stringer splices and fittings
Increased number of skin centerline drain holes.
CORROSION RESISTANT MATERIALS
These items are new:
Better aluminum alloys (2524-T3)
Titanium seat tracks
Toughened carbon fiber reinforced plastic floor beams
Fiberglass floor panels.
FINISHES
These improve the airplane finish:
Increased use of primer
Corrosion inhibiting compounds.
Access for inspection is improved to permit better corrosion surveillance.

33
CHAPTER 6:
LANDING GEARS

The Boeing 777 consists of tricycle landing gear configuration which has two main
landing gear under the wings and one nose landing gear.

HYDRAULIC ACTUATION: The landing gear operates with center hydraulic system
pressure. During normal operation, valves control the sequence of operation. An alternate
gear extension system extends the landing gear without center hydraulic system pressure.
When the landing gear is fully retracted in flight, valves automatically remove hydraulic
pressure from the landing gear.

ELECTRICAL CONTROL OF LANDING GEAR: The landing gear control lever has two
positions and electrically controls the landing gear selector valves for landing gear
operation.

PROXIMITY SENSOR SYSTEM: The proximity sensor system monitors the position of
the proximity sensors and supplies signals to show the position of the landing gear and
other aircraft systems.

AIR/GROUND SYSTEM: Load sensors monitor the weight of the aircraft on the landing
gear and supply signals for air/ground detection. Many aircraft systems use these
air/ground signals. Nose gear and main truck proximity sensors also supply air/ground
signals for some limited functions.

SIX WHEELS ON THE MAIN TRUCKS: Each main landing gear truck has six wheels.

MAIN GEAR STEERING: The aft axles of the main gear trucks pivot to help the nose
gear steer the airplane. This helps to decrease the turn radius and tire scrub.

CARBON BRAKES: All wheels of the main landing gear trucks have carbon brakes for
reduced weight and longer life.

BRAKE SYSTEM CONTROL UNIT: A brake system control unit (BSCU) controls
antiskid and autobrake operation and other brake system functions.

TAXI BRAKE RELEASE: During low taxi speed, the BSCU releases two brakes on each
truck. This decreases brake and tire wear.

34
BRAKE INDICATIONS: Lights on the nose gear show if the brakes and the parking brake
are applied.

6.1 Main Landing Gear

The main landing gear strut includes an air-oil shock absorber. A drag brace and a side
brace transmit loads from the strut to the airplane structure. Over-center mechanisms lock
the two braces when the landing gear fully extends. A landing gear door on each main
gear wheel well opens and closes during gear retraction and extension. Each truck has
three axles. A brake and a wheel-tire assembly are at the end of each axle for a total of six
wheels on each main landing gear.

The aft axle turns for main gear steering. The 777-300ER has a semi-lever gear for an
increased takeoff lift and tail clearance. The truck position actuator locks during takeoff,
and airplane rotation is around the rear axle.

NORMAL OPERATION

The main landing gear uses hydraulic pressure from the center system to retract and
extend. Sequence valves control the door and gear movement. Drag brace and side brace
downlock actuators lock the gear in the extended position. Uplock hooks lock the landing
gear in the retracted position. The main landing gear trucks do a tilt of approximately 13
degrees forward wheels up with the gear extended in flight. The gear trucks do a tilt of
approximately 5 degrees forward wheels down when the gear is up and locked, or the
gear is in transit.

ALTERNATE EXTENSION

The alternate extension system permits landing gear extension if the center hydraulic
system has no pressure. An alternate extend power pack supplies hydraulic pressure to
release the landing gear doors and the landing gear. The doors open, and the gear extends
by their own weight. The gear doors stay open after an alternate extension.

GROUND DOOR OPERATION

The alternate extension system lets you open the doors when the airplane is on the
ground. The doors open by their own weight. Center system hydraulic pressure closes the
doors.

35
 Figure 8: Landing gear configuration

6.2 Nose Landing Gear

The nose landing gear strut includes an air-oil shock absorber. A drag brace transmits
loads from the strut to the airplane structure. The drag brace folds. At full extension or
retraction of the nose gear, the overcenter mechanism of the lock link locks the drag
brace. The forward doors of the nose gear wheel well operate hydraulically during gear
retraction and extension. The aft doors operate by mechanical linkages that connect to the
nose gear. The aft doors close only when the gear retracts.

NORMAL OPERATION

The nose landing gear uses center system hydraulic pressure to retract and extend.
Sequence valves control forward door and landing gear movement.

ALTERNATE EXTENSION

36
Nose gear alternate extension uses hydraulic pressure from the alternate extend power
pack. The forward doors open and the landing gear extends by its own weight. The
forward doors stay open after an alternate extension.

GROUND DOOR OPERATION

The alternate extension system permits you to open the forward doors when the airplane
is on the ground. The forward doors open by their own weight. The doors close with
hydraulic pressure from the center system.

6.3 Landing Gear Controls and Indications

FLIGHT DECK CONTROLS

These landing gear controls are on the flight deck:

Landing gear lever

Alternate gear switch

Autobrake selector

Parking brake lever.

The landing gear lever has two positions, down (DN) and UP. The lever electrically
controls the landing gear selector valves to control the hydraulic operation of the landing
gear. An automatic lever lock prevents the lever from being moved up on the ground. A
lever lock override switch permits the lever to be unlocked manually. A guarded switch
next to the lever lock override switch turns on the alternate extend power pack. This
permits the gear to extend by gravity. The autobrake selector is below the landing gear
lever. This selector arms the autobrake system for landing autobrakes or for rejected
takeoff (RTO). You set the parking brakes with the parking brake lever on the P10
control stand.

LANDING GEAR INDICATION

The EICAS display shows the position of the landing gear. The DOWN indication shows
continuously when the landing gear is down and locked. The UP indication goes out of
view 10 seconds after the landing gear is up and locked. During an alternate landing gear
extension or a non normal condition, an expanded indication shows the position of each
gear.

37
There are warning, caution, and advisory messages for the landing gear. The status,
maintenance, and synoptic displays show additional landing gear information. A brake
accumulator gage shows brake accumulator pressure. Brake status lights on the nose gear
show the condition of the brakes.

DOOR GROUND CONTROL

Two switches on the main wheel well electrical service panel open all the landing gear
doors. These switches also close the main landing gear doors. Two switches on the
service and APU shutdown panel close the nose gear doors.

6.4 Airplane Ground Steering

NOSE GEAR STEERING

Two tillers control the nose wheel movement to a maximum of 70 degrees in each
direction. The rudder pedals control the nose wheel movement to a maximum of 7
degrees in each direction.

An upper cable loop gets inputs from the tillers or from the rudder pedals through the
rudder pedal interconnect mechanism. The upper cable loop drives a lower cable loop.
The lower cable loop supplies inputs to the steering metering valve module to supply
center hydraulic pressure to the two actuators. The steering metering valve module has a
dynamic load damper for shimmy protection. It also has a towing lever to depressurize
the nose wheel steering during towing. A pin holds the towing lever in the tow position.

MAIN GEAR STEERING

Main gear steering operates when nose wheel steering commands are more than 13
degrees. The main gear steering control unit (MGSCU) receives tiller position and
controls the aft axles to steer up to 8 degrees left or right. Main gear steering also uses
center hydraulic system pressure.

When not steered, the steering/locking actuators align the aft wheels with the forward
wheels of the main landing gear and lock the aft axles. The MGSCU monitors the aft axle
steering system for faults. Faults stop the operation of the main gear steering system and
an EICAS message shows.

38
6.5 Brakes
A multiple disc carbon brake is on each main landing gear wheel. There are no brakes on
the nose wheels.

BRAKE SYSTEM

Two sets of brake pedals control the brakes. The pedals connect by cables to the left and
right brake metering valves. The metering valves supply hydraulic pressure to the brakes
in proportion to the pedal movement.

Normal braking uses right system hydraulic pressure and alternate braking uses center
system hydraulic pressure. The accumulator isolation valve (AIV) and alternate source
selection valve (ASSV) make an automatic selection of normal or alternate braking based
on the hydraulic pressure source available.

When there is no available hydraulic pressure for normal or alternate braking, a BRAKE
SOURCE light and an EICAS message alert the flight crew. The brake accumulator then
supplies brake pressure for about six full brake applications. Separate brake metering
valves, antiskid valves, and hydraulic fuses control the normal and alternate hydraulic
pressure to the brakes. The normal and alternate brake lines connect at the shuttle valve
modules.

PARKING BRAKE

The brake accumulator in the right hydraulic system supplies brake pressure to the brakes
when there is no hydraulic power on the airplane.

GEAR RETRACT BRAKING

During landing gear retraction, center system hydraulic pressure operates actuators on the
alternate brake metering valves. The metered pressure stops wheel spin before the wheels
enter the wheel wells. The nose gear tires rub against spin brakes in the nose gear wheel
well to stop wheel spin as they enter the nose wheel well.

39
 CHAPTER 7:
POWERPLANT- General Electric GE90

The General Electric GE90 is a family of high-bypass turbofan aircraft engines built by GE
Aviation for the Boeing 777, with thrust ratings from 81,000 to 115,000 lbf (360 to 510 kN).
It entered service with British Airways in November 1995. It is one of three options for the
777-200, -200ER, and -300 versions, and the exclusive engine of the -200LR, -300ER, and
777F. It is the largest and the most powerful jet engine, until its 6 in (15 cm) wider fan
successor, the 105,000 lbf (470 kN) GE9X, powers the Boeing 777X from 2019.

Figure 9: GE90 engine for Boeing 777

40
7.1 Development

The GE90 was developed from the NASA 1970s Energy Efficient Engine. GE's GE36
UDF (propfan) was meant to replace the CFM International CFM56 high-bypass turbofan
which was initially noncompetitive against the rival IAE V2500, however when the
V2500 ran into technical problems sales of the CFM56 took off. GE was not interested in
having the GE36 cannibalize the CFM56, and while "the UDF could be made reliable by
earlier standards, turbofans were getting much, much better than that". However, GE
used the UDFs blade technology directly into the GE90.

The GE90 engine was launched in 1990. GE Aviation teamed with Snecma (France,
24%), IHI (Japan) and Avio (Italy) for the program.

7.2 Specifications

The GE90's 10-stage high-pressure compressor develops an industry record pressure ratio
of 23:1 and is driven by a 2-stage, air-cooled, HP turbine. A 3-stage low-pressure
compressor, situated directly behind the fan, supercharges the core. The fan/LPC is
driven by a 6-stage low-pressure turbine.

The higher-thrust variants, GE90-110B1 and -115B, have a different architecture from
the earlier GE90 versions, with one stage removed from the HP compressor and an extra
stage added to the LP compressor. A net increase in core flow was achieved. General
Electric performed a similar re-staging exercise when they upgraded the CF6 from the -6
to the higher-thrust -50. However, this thrust growth route is expensive, since all the
downstream components (e.g. turbines) must be larger for flow capacity. The fan is an
advanced, larger diameter unit made from composite materials and is the first production
engine to feature swept rotor blades.

Variant -76B/-77B/-85B/-90B/-94B -110B1/-113B/-115B

Type Dual rotor, axial flow, high bypass ratio turbofan

41
 Compressor 1 fan, 3-stage LP, 10-stage 1 fan, 4-stage LP, 9-stage
HP HP

Turbine 2-stage HP, 6-stage LP

Length 286.9 in (729 cm) 286.67 in (728.1 cm)

Max. width 152.4 in (387 cm) 148.38 in (376.9 cm)

Max. height 155.6 in (395 cm) 154.56 in (392.6 cm)

Fan diameter 123 in (310 cm) 128 in (330 cm)

Weight 17,400 lb (7,893 kg) 19,316 lb (8,762 kg)

Takeoff thrust -76B: 81,070 lbf (360.6 kN) -110B1: 110,760 lbf
-77B: 81,700 lbf (363 kN) (492.7 kN)
-85B: 88,870 lbf (395.3 kN) -113B: 113,530 lbf
-90B: 94,000 lbf (420 kN) (505.0 kN)
-94B: 97,300 lbf (433 kN) -115B: 115,540 lbf
(513.9 kN)

LP rotor speed 2,261.5 RPM 2,355 RPM

HP rotor speed 9,332 RPM

Bypass ratio 8.4 9 9

Pressure ratio 40:1 42:1

Thrust-to-weight 5.59 5.98

ratio

Table 4: GE90 specifications

42
CHAPTER 8:
FUEL

Features
FUEL CAPACITY: One center tank and two main tanks hold 306,000 pounds (139,000
kg) in the 777-200ER and the 777-300. The 777-200 has a smaller center tank, so the
airplane holds 209,000 pounds (94,700 kg). The 777-300ER holds 323,700 pounds
(147,00 kg) with larger main and center tanks. The 777-200LR holds 361,250 pounds
(164,200 kg) with auxiliary tanks.
FUEL TANK COMPONENT REPLACEMENT WITHOUT DEFUEL: Many fuel system
components are removable from the rear spar without removal of fuel.
AUTOMATIC CENTER TANK SCAVENGE: When the fuel in the center tank gets low,
the main tanks supply the engines. The remaining fuel in the center tank moves to the
main tanks.
WATER SCAVENGE: Each tank has water scavenge pumps that operate continuously.
AUTOMATIC FUEL JETTISON SYSTEM: The fuel jettison system moves fuel overboard
to decrease airplane gross weight. This prevents an overweight landing. The pilots start
the jettison system operation. Operation stops at the maximum landing weight. The pilots
can also manually select the quantity of fuel for jettison.
ULTRASONIC FUEL QUANTITY INDICATING SYSTEM (FQIS): The FQIS uses an
ultrasonic system and an advanced microprocessor to measure fuel quantity.
WATER DETECTION: Ultrasonic sensors find water in the bottom of a tank. The primary
display system shows a maintenance page message as an alert to the ground crew of
water in a tank.

8.1 Fuel Tanks and Vent System

The fuel system has three fuel tanks, two main tanks and one center tank. The tanks are
part of the wing structure and the center wing section. Most fuel system components are
in the tanks. These are the components on the rear spar:
Fuel pumps
Scavenge jet pumps

43
 Valve actuators.
You can remove most of these components on the rear spar without the removal of fuel.
The fuel vent system keeps the fuel tanks near ambient pressure during all flight phases,
airplane attitudes, and refuel/defuel operations. Each fuel tank has a vent to its surge tank
through channels in the wing. The vent channels also let a fuel overflow go into the surge
tank if necessary.

Figure 10: Fuel tank and vent system

8.2 Pressure Refuel System

The refuel station is on the leading edge of the left wing. It has two refuel adapters and an
integrated refuel panel (IRP). A refuel station on the right wing is optional. The
integrated refuel panel has these components:

44
 Overfill test and reset switches
Overfill indication light
Indication and system test switches
Load select quantity switches
Defuel valve control switch
Defuel valve position light
Battery power switch
LCD fuel quantity and load select indicators
Load select set switches
Display transfer switch
Refuel valve position lights
Refuel valve control switches.
There are six refuel valves, two for each main tank and two for the center tank. The
fuel/jettison manifold supplies fuel from the refuel station to the valves. You can fill the
tanks individually or all at the same time.
The control switches on the integrated refuel panel open and close the refuel valves. The
valves also close automatically when one of these occur:
Tank weight gets to a level set on the refuel control panel
Tank gets to the volumetric shut off (VSO)
Fuel flows into the surge tank
You push the system test switch.
When you push the system test switch, the valves close and then open again
automatically. Power for the refuel system comes from the ground handling bus or the
main battery. If electrical power is not available, you can not operate the valves
manually. Fuel measuring sticks permit manual fuel quantity measurement.

45
8.3 Jettison and Defuel Systems

The fuel jettison system moves fuel overboard to decrease the landing weight. The
system only operates in the air.
To operate the system, you set the ARM switch to ARM and the nozzle switches to ON.
This opens the isolation valves, puts on the jettison pumps, and opens the jettison
nozzles.
The jettison pumps put main tank fuel into the refuel/jettison manifold. The override/
jettison pumps put center tank fuel into the fuel feed manifolds, through the isolation
valve, and into the refuel/jettison manifold. The fuel goes overboard through the jettison
nozzles.
Fuel quantity and jettison time show on EICAS and the fuel synoptic. The jettison system
automatically goes off at the maximum landing weight (MLW). You can set the MLW up
or down with the FUEL TO REMAIN switch.
Defuel System
The override/jettison and boost pumps put fuel into the engine feed manifold. You open
the defuel valve from the refuel panel. Fuel goes through the defuel valve, the
refuel/jettison manifold, and the refuel panel adapters into a ground container.
FUEL TRANSFER
You use the boost pumps and the defuel, crossfeed, and refuel valves for a tank-to-tank
transfer on the ground.

46
CHAPTER 9:
CARGO

Figure 11: Cargo handling system

9.1 Cargo Compartments and Capacity

These are the three cargo compartments in the lower deck:
Forward cargo compartment
Aft cargo compartment
Bulk cargo compartment.

47
The forward and aft cargo compartments hold certified and non-certified unit load
devices (ULD).
The forward cargo compartment holds these ULDs:
LD-1
LD-2
LD-3
LD-5
LD-6
LD-7
LD-9
LD-10
LD-11
Pallets (size A, M, and 1/2 size).
The aft cargo compartment holds these ULDs:
LD-1
LD-2
LD-3
LD-5
LD-6
LD-10
LD-11
1/2 size pallets.
The aft cargo compartment holds the larger ULDs if the airplane has the optional aft large
cargo door.
The forward and aft cargo compartments have a cargo handling system. A divider net
separates the bulk cargo compartment from the aft cargo compartment. The cargo
compartments have a lining of fire resistant material.
The capacity of the forward cargo compartment of the 777-200 is 2,844 cubic feet (80.5
cubic meters). The capacity of the forward cargo compartment of the 777-300 is 3,792
cubic feet (107.4 cubic meters).

48
The capacity of the aft cargo compartment of the 777-200 is 2,212 cubic feet (62.6 cubic
meters). The capacity of the aft cargo compartment of the 777-300 is 3,160 cubic feet
(89.5 cubic meters).
The capacity of the bulk cargo compartment is 600 cubic feet (17 cubic meters).

Figure 12: Forward cargo under maintenance

9.2 Cargo Compartment Smoke Detection

Cargo smoke detectors use light emitting diodes for high reliability. The smoke detectors
can tell the difference between smoke and other aerosols. A smoke detector in the
optional lower lobe attendants rest (LLAR) operates similar to the cargo smoke detectors
to monitor for smoke in the module (-200ER and -300). The cargo smoke detection
system (CSDS) monitors air in these areas for smoke:

49
 Forward cargo compartment
Aft cargo compartment
Bulk cargo compartment.
The forward cargo compartment smoke detector processes signals from the main
equipment center (MEC) cooling smoke detector. These components make up the cargo
smoke detection system:
Light emitting diode smoke detectors
Smoke detector fans
Air sampling ducts.
The smoke detector fans bring air from the cargo compartments through the sampling
ducts and into the smoke detectors. The smoke detectors analyze the air for smoke.
Cargo compartment smoke detection signals go to the ASG cards in the system card files.
It sends signals to:
OPAS
WES
AIMS.
These are the indications:
EICAS warning message
Fire warning aural
Master warning lights
Fwd or aft cargo fire warning light.
You use the fire/overheat test switch on the P5 to manually test the system. The test
includes the cargo compartment fire indications. Test results show on the primary display
system. There are also periodic automatic tests. There are no indications from these tests
unless there are system faults.

9.3 Cargo Compartment Fire Extinguishing

The cargo compartment fire extinguishing bottles are in the forward cargo compartment.
They are aft of the cargo compartment door and outboard of the liner. The bottles are

50
filled with Halon and pressurized with nitrogen. Tubes and flow valves connect the
bottles to the forward, aft and bulk cargo compartments.

Each bottle has one discharge squib. Each flow valve has two squibs. The squib is an
electrically-operated explosive device which breaks a seal in the bottle and in the flow
valve.

Halon flows from the bottle through the flow valve to the selected cargo compartment.
The cargo fire/engine control panel has forward and aft cargo fire arm switches and a
discharge switch. Push the forward or aft cargo fire arm switch to arm the system. Push
the discharge switch to:

Open the flow valve

Release halon from the dump bottles

Start a timer in ELMS for the discharge of the metered bottles.

This is how the metered bottles Discharge:

If the airplane is on the ground when the discharge switch is set, one metered bottle will
discharge 20 minutes after the dump bottles.

If the airplane is in the air but lands less than 20 minutes after the switch is set, one
metered bottle will discharge at landing.

If the airplane is in the air 20 minutes after the switch is set, all of the metered bottles
will discharge.

The filter/regulator causes the metered bottles to discharge slowly for long-term fire
suppression. It takes 180 minutes for all three bottles to completely discharge (240
minutes is an option). A pressure switch in the discharge line turns on the light in the
discharge switch. A pressure switch in each bottle shows bottle discharge on the primary
display system. The primary display system also shows the condition of the squibs.

The ELMS does an automatic squib test during each flight leg. You can also use the
MAT to do a squib test. Status messages show inoperative squib circuits.

51
CHAPTER 10:
OTHER ESSENTIAL SYSTEMS

Figure 13: Overwing doors

10.1 Passenger and Service Entry Doors

There are four passenger entry doors on each side of the airplane (-200). There are five
passenger entry doors on each side of the airplane (-300). The overwing doors are for
emergency use only. The door openings have sufficient width to let two people go
through the door at the same time. The doors are plug type that open outward. There are
stops on the door and on the door frame. The door stops put the pressurization load on the
frame stops.

52
All of the doors operate manually from inside and outside of the airplane. A single hinge
arm attaches the middle of the door to the door frame. The mechanism that connects the
door to the hinge permits this door movement:
Move up and down
Turn in relation to the hinge arm.
As the door opens, it first moves up so the door stops can move over the frame stops. The
door then moves outward and forward. The programming mechanism chain keeps the
inboard side of the door toward the airplane. The door does not turn in relation to the
airplane. The inboard side of the door always faces inboard.
A hold-open mechanism holds the door in the open position. The mode select lever lets
the cabin attendants arm the emergency power assist system (EPAS) and the escape
slides. The EPAS uses compressed gas from a reservoir to help open the doors in an
emergency. The gas goes from the reservoir to an actuator (not shown).
The actuator connects to the programming chain. It uses the chain to open the door.
Each door has a flight lock assembly that locks the door when airspeed is more than 80
knots.

10.2 Escape system

Emergency Escape System: There is an escape slide/raft at each passenger entry door. A
bustle covers each slide/raft.
Each slide/raft has two passenger lanes. Lights on the end of the slides come on when the
slides are inflated.
They are safe for use in winds up to 25 knots, and with the collapse of one or more of the
landing gear. The mode select lever on the door lets the cabin attendants arm the
emergency power assist system (EPAS) and the escape slides. The EPAS opens the door
when it is armed and you move the interior door handle to the open position.
As the door opens, the slide/raft releases from the door. This starts the slide/raft inflation
sequence. When you use the external door handle, the EPAS and escape slide
automatically disarm.

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 Figure 14: Escape slide

Off-Wing Escape System

The off-wing escape system lets passengers and crew get off the wing after they go out of
the airplane through the number three passenger entry (over-wing) door.
There is an off-wing slide for each wing. The slide is stowed in a compartment aft of the
wing in the wing-to-body fairing. The inflation bottle is in a compartment in the wing-to-
body fairing below the wing.
Operation of the over-wing door is the same as the other passenger entry doors. The off-
wing slide inflates when you open the door in the armed mode.

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10.3 Redundancy systems

The RAT, or Ram Air Turbine, is an emergency device that can provide limited backup
electrical and hydraulic power in the event of multi-system failures. When it is deployed,
air passing over the RAT blades make them spin, in exactly the same way as the big
white wind turbines do on the ground in one of those wind farms. The spinning blades
drive both a small electrical generator and a small hydraulic pump.

Figure 15: Ram Air Turbine

On the 777 the RAT will deploy automatically if the aircraft is in the air and either all 3
hydraulic systems lose pressure, or both the main electrical buses lose power, or both. It
can also be deployed manually via a switch on the flight deck. The RAT has a hydraulic

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pump, to test the RAT that pump is back driven using the aircraft's other hydraulic
pumps, essentially turning it into a motor.

By motoring the RAT it is fair to say the hydraulic components are working satisfactorily
and without leaks. The output from the electrical generator is also checked during
motoring. In the event of double engine failure (birdstrike maybe), the RAT will auto-
deploy and the APU will automatically start, the rat will power the aircraft until the APU
is online. Other than the above the most likely cause for a RAT deployment would be
loss of fuel due to a leak or not enough fuel loaded to complete the journey I would think.
Otherwise it would be because; Electrically, the aircraft has lost both main electrical
generators, one on each engine.

Both backup generators, one on each engine, there's 4, and the APU generator making 5.
Hydraulically, one engine driven pump on each engine, 4 electric motor driven pumps,
and 2 air driven pumps, making 8 in total. It would have to be a pretty bad day to lose 5
generators or 8 hydraulic pumps.

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 REFERENCES

1. Aviation learning- Boeing 777 Refresher Course

2. General Electric GE90 Wikipedia

3. www.boeing.com

4. https://www.aircraft-info.net/

5. http://www.airindia.in/

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