Boeing 777F
18,180 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 14M147-5 | PMA |
| 151W8401-11071 | PMA |
| 214W2446-2036 | PMA |
| 214W2446-2043 | PMA |
| 214W2446-2071 | PMA |
| 214W2450-3058 | PMA |
| 214W2450-3181 | PMA |
| 214W3220-2532 | PMA |
| 232W1271-102 | PMA |
| 232W1271-131 | PMA |
| 232W1271-136 | PMA |
| 232W1271-137 | PMA |
| 232W1271-151 | PMA |
| 232W1271-152 | PMA |
| 232W1271-155 | PMA |
| 232W1271-180 | PMA |
| 232W1271-187 | PMA |
| 232W1271-190 | PMA |
| 232W1271-30 | PMA |
| 232W1271-34 | PMA |
| 232W1271-51 | PMA |
| 232W1271-69 | PMA |
| 232W1271-89 | PMA |
| 232W1281-11 | PMA |
| 232W1281-117 | PMA |
| 232W1281-118 | PMA |
| 232W1281-13 | PMA |
| 232W1281-139 | PMA |
| 232W1281-148 | PMA |
| 232W1281-152 | PMA |
| 232W1281-183 | PMA |
| 232W1281-44 | PMA |
| 232W1281-48 | PMA |
| 232W1281-57 | PMA |
| 232W1281-68 | PMA |
| 232W1281-79 | PMA |
| 232W1333-18 | PMA |
| 232W1333-4 | PMA |
| 232W1373-11 | PMA |
| 232W1373-27 | PMA |
| 232W1381-11 | PMA |
| 232W1381-24 | PMA |
| 87-05546-001 | PMA |
| C48-10R20-16S8-406 | PMA |
| CN0966B12G03S6-040 | PMA |
| CN0966B12G03S8-040 | PMA |
| CN0966B12G12S6Y040 | PMA |
| CN0966B14G07S8-040 | PMA |
| CN0966B14G15SNY040 | PMA |
| CN0966B16G10P6-040 | PMA |
Utilization & cargo trend(US carriers, 2015–2025)
777 family rollup — BTS T-100, domestic + international
US carriers only (BTS T-100, domestic + international segments) — foreign-carrier flying is excluded, so global utilization runs higher. Fleet size is reconstructed from the FAA registry (built on or before each year, not yet deregistered) — an approximation. Freighter share counts departures with zero passengers and freight aboard — a proxy for freighter/combi operations, not a tail-by-tail conversion count. Missing years render as gaps.
USM supply — retirements & teardowns(2023–2026)
777 family — FAA registry deregistrations
FAA registry data. Domestic deregistration is a teardown proxy — it also captures re-registrations and some unflagged exports, so it is not a confirmed part-out count; exported aircraft left the US fleet intact and are not USM supply. ATA shares reflect where this directory's parts for the family concentrate (parts in parentheses) — a coverage signal, not the aircraft's bill of materials or a teardown-yield forecast.
Engine-program supply pressure(since 2023)
FAA registry — US-registered fleet
Engines account for roughly half of all MRO spend, so engine programs shedding aircraft are where retirement supply carries the most value.
| Engine model | Active tails | Engine units | Retired since ’23 | Exported | Avg age at dereg |
|---|---|---|---|---|---|
| P&W PW4000 series | 149 | 329 | 23 | 2 | 30 yr |
| ROLLS-ROYC RB-211 series | 186 | 372 | 15 | 8 | 28.6 yr |
| P&W CANADA PT6A-66 series | 161 | 167 | 4 | 1 | 24.6 yr |
| ROLLS-ROYC TRENT 800 | 4 | 8 | 2 | 0 | 22.5 yr |
| ROLLS-ROY TRENT 892-17 | 1 | 2 | 2 | 0 | 24 yr |
| GE GE90-115B | 51 | 102 | 1 | 2 | 18.7 yr |
| GE GE90-110B1 | 90 | 180 | 0 | 5 | 9 yr |
| GE GE90-90B | 23 | 46 | 0 | 0 | — |
FAA registry data, US-registered aircraft only. Counts reflect the engine model as registered — generic “series” rows coexist with thrust-variant rows, so per-variant figures are partial. Retired = domestic deregistrations (a teardown proxy, not a confirmed part-out); exported aircraft left the US fleet intact. Active tails span every family the engine flies on, not just this one.
Maintenance economics(US carriers, through 2026)
777 family — BTS Form 41 filings
BTS Form 41 data (Schedule P-5.2 maintenance expense over T-2 block hours), Group III US carriers only — filers above $1B annual revenue; smaller US operators, Part 135, and all non-US carriers are not in this data. Dollars are accrual-basis from regulatory filings (reserves and depreciation included), so they benchmark fleet economics and do not track to individual repair events. Averages are block-hour- weighted across every reporting carrier; the range spans per-carrier rates after excluding marginal reporting slices, and small carrier counts are noisy.
Airworthiness Directive activity
FAA / EASA public regulatory data
- FAA AD 2026-13-10effective Jul 1, 2026Prohibition
The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 747-8 and -8F series airplanes and Model 777- 200, -200LR, -300, -300ER, and 777F series airplanes. This AD was prompted by the determination that radio altimeters cannot be relied upon to perform their intended function if they experience interference from wireless broadband operations in the 3.7-3.98 GHz frequency band (5G Lower C-Band) while operating in Canadian airspace, and the determination that this interference may affect multiple other airplane systems using radio altimeter data, including the pitch control laws, including those that provide tail strike protection, regardless of the approach type or weather. This AD requires revising the existing airplane flight manual (AFM) to incorporate limitations prohibiting certain operations requiring radio altimeter data when operating in Canadian airspace. The FAA is issuing this AD to address the unsafe condition on these products.
- FAA AD 2026-05-15effective Apr 20, 2026Mixed actions
The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200LR and -300ER series airplanes. This AD was prompted by reports of chafing and arcing damage on the light emitting diode (LED) sidewall wire bundles. This AD requires a general visual inspection (GVI) of the sidewall light for chafing damage and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
- FAA AD 2025-21-02effective Jan 2, 2026Prohibition
The FAA is superseding Airworthiness Directive (AD) 2022-15- 06, which applied to all The Boeing Company Model 777-200, -200LR, - 300, -300ER, and 777F series airplanes. AD 2022-15-06 required disconnecting certain connectors and capping and stowing the wires that had been attached to the affected transorb modules. Since the FAA issued AD 2022-15-06, the agency has determined additional connectors are affected. Also, a replacement has been developed to address the unsafe condition, which would terminate the existing actions. This AD continues to require the actions specified in AD 2022-15-06 and requires those actions for additional connectors. This AD also requires determining if affected transorb modules are installed, replacing or testing affected transorb modules, and applicable on-condition actions. This AD also prohibits the installation of affected parts. The FAA is issuing this AD to address the unsafe condition on these products.
- FAA AD 2025-15-09effective Aug 21, 2025Mixed actions
The FAA is superseding Airworthiness Directive (AD) 2024-15- 03, which applied to all The Boeing Company Model 777 airplanes. AD 2024-15-03 required identifying the part number, and the serial number if applicable, of the Captain's and First Officer's seats and applicable on-condition actions for affected seats. AD 2024-15-03 also required a one-time detailed inspection and repetitive checks of the horizontal movement system (HMS) for the Captain's and First Officer's seats and applicable on-condition actions. Since the FAA issued AD 2024-15-03, the FAA determined that AD 2024-15-03 contains an error when providing conditions for taking credit using a previous revision of the service information. This AD requires the actions of AD 2024-15-03 and revises paragraph (j) of this AD to clarify which actions are not required. The FAA is issuing this AD to address the unsafe condition on these products.
- FAA AD 2025-05-10effective May 13, 2025Mixed actions
The FAA is superseding Airworthiness Directive (AD) 2012-07- 06, which applied to certain The Boeing Company Model 777-200, -200LR, -300, -300ER, and 777F series airplanes. AD 2012-07-06 required revising the maintenance program to update inspection requirements to detect fatigue cracking of principal structural elements (PSEs). This AD was prompted by new revisions to the airworthiness limitations of the maintenance planning document and damage tolerance rating check form document. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.
Directives linked to this airframe family in the FAA / EASA regulatory corpus we have processed — not a complete historical AD list. An AD is a compliance requirement that drives scheduled work (inspections, replacements, modifications) across the fleet; inspection directives are not replacement directives, and none of this is a prediction that any part will fail.