Reference
Boeing 777F
Twin-engine freighter on the long-haul routes. Payload, hold, door and the job it usually flies are below.
- Structural payload
- 107,000 kg
- Hold volume
- 653 m³
- Hold length × width × height
- 44.12 × 5.82 × 3.15 m
- Main cargo door
- 3.72 × 3.15 m
How the Boeing 777F is used
A twin-engine freighter that lifts just over a hundred tonnes. It took over most of the long-haul work the 747 freighter used to fly.
Two engines instead of four cut trip fuel for a payload close to a 747-400F, which made it the usual choice on intercontinental cargo routes. Production is winding down as the 777-8F follows it.
Cargo it usually takes
How this family is arranged
- The main deck is cleared of cabin fittings and floored for pallets and containers. A cargo door in the forward or aft fuselage takes a full-height pallet.
- Powered rollers and a ball mat let one handler push a loaded pallet into place instead of lifting it.
- Floor locks catch the pallet base and hold the load in flight, so separate lashing is not required for a standard unit.
- A rigid barrier sits behind the flight deck. Smoke detection and suppression cover the cargo deck.
- Lower holds stay under the main deck and take the same LD containers a passenger aircraft carries.
Why operators pick it
- Payload and volume are the highest in air freight, which is what makes a long-haul cargo flight pay.
- Standard ULDs are built away from the aircraft and lifted aboard in minutes.
- Main-deck height takes tall pieces that a belly hold cannot accept.
- Range with a full load covers an intercontinental sector without a fuel stop.
Settle these points before you book
- It needs a main-deck loader and a stand that can take a widebody, so fewer airports can handle it.
- A full structural payload usually shortens the sector. Payload and range move against each other.
- Capacity sits at a few hubs, so the routing may add a road leg at either end.