1. See Full List On Radarbox.com
2. B77w Plane

1. I am pretty sure that a 'B77W' is a Boeing 777-300 and a '777' is a Boeing 777-200. The 777-300 is a longer/larger aircraft (the seat map section will give you a better idea) - access to seat selection via manage my booking will show if it's a 3 or 4 class 777-200, you can always cancel out without selecting a seat.
2. View Boeing 777-300ER (77W) seating and specifications on United aircraft using this United Airlines seating chart.
3. Boeing Commercial Airplanes offers airplanes and services that deliver superior design, efficiency and value to customers around the world.

BOEING 777-300ER

View Boeing 777-300ER (77W) seating and specifications on United aircraft using this United Airlines seating chart.

From SKYbrary Wiki

B77W

BOEING 777-300ER

Description

The 777-300ER ('ER' for Extended Range) is the B-market version of the 777-300. It features raked and extended wingtips, a new main landing gear, reinforced nose gear, and extra fuel tanks. The -300ER also has a strengthened fuselage, wings, empennage (tail assembly), and engine attachments. The maximum range is 7,930 nm14,686,360 m <br />14,686.36 km <br />48,183,595.836 ft <br />, made possible due to a higher MTOW along with the increased fuel capacity. The -300ER can fly approximately 34% farther than the -300 with a full load of passengers and cargo. B77W is member of the B777 family of aircraft.

Technical Data

See Full List On Radarbox.com

Performance Data

Accidents & Serious Incidents involving B77W

• A320/B773, Dubai UAE, 2012 (On March 20 2012 a Ural Airlines Airbus A320 failed to taxi as instructed after vacating the landing runway 12L at Dubai and crossed the lit stop bar of an intersection access to runway 12R before stopping just in time to prevent a collision with a Boeing 777-300ER about to pass the intersection at very high speed on take off. Taxi clearance had been correctly given and acknowledged. The aircraft commander had extensive aircraft type experience but the inexperienced First Officer appeared to be undergoing early stage line training with a Safety Pilot present. The Investigation is continuing.)
• B773, Lagos Nigeria, 2010 (On 11 Jan 2010, an Air France Boeing 777-300ER successfully rejected a night take off from Lagos from significantly above V1 when control column pressure at rotation was perceived as abnormal. The root and secondary causes of the incident were found to be the failure of the Captain to arm the A/T during flight deck preparation and his inappropriate response to this on the take off roll. It was considered that his performance may have being an indirect consequence of his decision to take a 40 minute period of in-seat rest during the 90 minute transit stop at Lagos.)
• B773, vicinity Toronto Canada, 2012 (On 28 May 2012 a GE90-powered Air Canada Boeing 777-300ER experienced sudden failure of the right engine during the initial climb after take off. There were no indications of associated engine fire and the failed engine was secured, fuel jettisoned and a return to land made. The Investigation found that the failure was related to a known manufacturing defect which was being controlled by repetitive boroscope inspections, the most recent of which was suspected not to have identified deterioration in the affected part of the engine.)
• B77W, en-route, northeast of Los Angeles USA, 2016 (On 16 December 2016, a Boeing 777-300 which had just departed from runway 07R at Los Angeles was radar vectored in Class ‘B’ airspace at up to 1600 feet below the applicable minimum radar vectoring altitude. The Investigation found that the area controller’s initial vectoring had been contrary to applicable procedures and their communication confusing and that they had failed to recover the situation before it became dangerous. As a result, as the crew were responding in night IMC to a resulting EGPWS ‘PULL UP’ Warning, the aircraft had passed within approximately 0.3 nm of obstructions at the same altitude.)
• C525 / B773, vicinity London City UK, 2009 (On 27 July 2009, a Cessna 525 departing from London City failed to comply with the initial 3000 feet QNH SID Stop altitude and at 4000 feet QNH in day VMC came into close proximity on an almost reciprocal heading with a Boeing 777-300ER. The 777, on which line training was being conducted, failed to follow any of the three TCAS RAs generated. Actual minimum separation was approximately 0.5nm laterally and estimated at between 100 feet and 200 feet vertically. It was noted that the Cessna had been given a stepped climb SID.)

B77w Plane