The GE90 engine family powers all Boeing 777 models. It is the exclusive powerplant on the Boeing 777-300ER, -200LR, and Freighter. The engine has accumulated nearly 100 million flight hours and 14 million cycles since entering service. The new Boeing 777X will be the world’s largest and most efficient twin-engine jet, unmatched in every aspect of performance. With new breakthroughs in aerodynamics and engines, the 777X will deliver 10 percent lower fuel use and emissions and 10 percent lower operating costs than the competition.

There are 8 First Class, 52 Business Class, 24 Premium Economy, and 180 Economy Class seats. Seat rows are numbered from 1 to 42.

Emergency exits are located on both sides at the front of the cabin, both sides behind row 6, both sides behind row 17, both sides in front of row 30, and both sides at the back of the cabin.

First Class seats are in rows 1 and 2.

The seat layout from left to right is A, aisle, D, G, aisle, K.

These seats come with a table at the front.

Armrests are non-movable for all of these seats.

Business Class seats are in rows 5 to 17.

The seat layout from left to right for rows 5, 7, 9, 11, 13, 15, and 17 is A, aisle, D, F, aisle, H.

These seats come with a table on the right.

The seat layout from left to right for rows 6, 8, 10, 12, 14, and 16 is C, aisle, E, G, aisle, K.

These seats come with a table on the left. Armrests are non-movable for all of these seats.

Premium Economy seats are in rows 18 to 20.

The seat layout from left to right is A, C, aisle, D, E, F, G, aisle, H, K.

Armrests are non-movable for all of these seats.

Economy Class seats are in rows 24 to 42.

The seat layout from left to right for rows 24 to 38 is A, B, C, aisle, D, E, F, G, aisle, H, J, K.

The seat layout from left to right for rows 39 to 41 is A, C, aisle, D, E, F, G, aisle, H, K. The seat layout from left to right for row 42 is A, C, aisle, D, E, F, G. Seats 30A, B, C, H, J, and K are emergency exit row seats.

Armrests are non-movable for all seats in rows 24 and 30 and seats 38A, B, C, H, J, and K. Seats 30A and 30K do not have a window.

Monitors are installed in front of rows 24 and 30.

A wheelchair-accessible lavatory is located behind seats 29A, B, and C.

Lavatories equipped with a multi-function bidet and diaper changing table are located in front of seats 1D and 1G, behind seat 6C, behind seat 6K, behind seat 17A, and behind seat 17H.

Lavatories equipped with a diaper changing table are located behind seats 29H, J, and K, and behind seats 42F and 42G.

A lavatory equipped with a multi-function bidet is located in front of seat 1A.

Boeing 777 Motor Power

Lavatories are located behind seats 41H and 41K and behind seats 42A and 42C.

Galleys are located at the front of the cabin, behind row 6, behind row 29, in front of row 30, and at the back of the cabin.

A bar is located behind row 17.

The Boeing 777 is a large twin engine jet transport designed for regional and extended range service. The primary electrical system is a 3-phase, 4-wire, constant frequency 400 Hz, 115/200 Volt system, which has been the industry standard on commercial jet transports since the Boeing 707 (and maybe before, but that's as far back as I go). The neutral is connected to the airframe so that single phase circuits are supplied with a single wire, using the airframe as the return circuit. There is also a 28 Volt direct current system with the negative pole connected to airframe, such that 28 VDC services are also supplied with a single wire using the airframe as the return circuit. The 28 VDC power is derived from the AC power system by transformer-rectifiers.

The primary in-flight electrical source on the 777 is a 120 kVA constant speed two-pole brushless alternator. This represents a 33% increase in capacity over the next largest electrical source on previous Boeing commercial jet transports, the 747-400, 757 and 767. The alternator in these machines is integrated with an axial gear differential/hydraulic constant speed drive. The speed on the 120 kVA machine maintains an average 24,000 rpm plus or minus about 1%. This is currently the lightest weight technology in kVA per pound for supplying a 400 Hz constant frequency system, actually weighing just slightly less than the 40 kVA drive/alternator on the earlier Model 727. Minimizing weight has been achieved partly by increasing the alternator speed, partly by improved packaging and partly by switching from air cooling to oil cooling. The progression on Boeing airplanes has been from air-cooled 6000 rpm machines on the 707, 727, 737-100/200/300/400's and 8000 rpm machines on the 747-100/200, to oil-cooled 12,000 rpm machines on the 767, 757 and 740-400, and ultimately to 24,000 rpm machines on the 777. The 24,000 rpm constant speed Integrated Drive Generator, or IDG as it is referred to, was a mature technology also in service on the McDonnell Douglas MD-11 and Airbus A330.

The system on the Boeing 777 is configured with one IDG per engine, driven directly from the engine gearbox. There are two main electrical distribution buses, a left main bus and a right main bus, each normally supplied independently by their respective IDG. There is a third main alternator driven from an auxiliary gas turbine engine (called the auxiliary power unit or APU for short) located in the tail of the airplane, which is also rated at 120 kVA. Since the APU runs at a constant speed, this 24,000 rpm alternator is a direct drive, i.e., not an IDG. It is, however, essentially the same alternator used in the IDG. While the APU alternator is primarily a ground power source for the airplane, it can also be operated in flight to replace the loss of one engine driven IDG.

The 777 also incorporates a second power generation system, called the Backup System. This is a 25 kVA system intended to support essential services in the unlikely event of loss of all main alternators. A variable speed direct drive alternator was selected for this system to minimize the size of the engine installation. There is one backup alternator per engine directly driven from the engine gearbox at approximately 14,000 to 28,000 rpm. The output power of this alternator, at a frequency of 933 Hz to 1867 Hz, is converted to a constant 400 Hz by an electronic converter in the fuselage. Also incorporated within this machine are two permanent magnet alternators which are used as isolated independent supplies for the electronic flight controls system.

Boeing 777 Engines

Flight instruments on the 777 are primarily powered by 28 Volts DC. Direct current power is supplied by three-phase transformer-rectifier units. There are four such units each rated at 120 Amperes. The choice of using 28 VDC instruments facilitates powering these instruments from battery power when necessary. Flight instruments and flight controls can also be powered from a Ram Air Turbine driven alternator which deploys automatically for loss of all engine driven generator power.