titler06 - Pakistan International Airlines

777-200ER PAKISTAN INTERNATIONAL AIRLINES

CORPORATIONWEIGHT AND BALANCE

CONTROL AND LOADING MANUAL

Export controlled by ECCN 9E991No License is required for the dissemination of the commercial information contained herein

to foreign persons other than those from or in terrorist supporting countries identified in the EAR. It is the responsibility of the individual in control of this data to abide by U.S. export laws.

Boeing Commercial Airplane GroupWeight Engineering Organization

P.O. Box 3707 Seattle, Washington 98124

Boeing Document No. D043W520-PIA1

WEIGHT AND BALANCECONTROL AND LOADING MANUAL

Pakistan International Airlines Corporation

777-200ER

APPLICABLE CONFIGURATIONS All

IntroductionPage 1 of 2

Oct 14/2010D043W520-PIA1

INTRODUCTION

The data presented in this manual are in compliance with Federal Aviation Regulations Part 25, Para-graphs 25.29; 25.471 (b); 25.1519 and 25.1583 (c); and are provided for the purpose of establishing theModel 777-200ER weight and balance requirements and allowables.

This manual presents all the weight and balance information necessary to ensure safe airplane operation.In addition, information is provided to allow the operator to efficiently plan loading procedures in such amanner that maximum payload capability is safely distributed for any type of operation.

The Weight and Balance Manual is organized following the guidelines of the Air Transport Association(ATA) Specification No. 100, “Specification for Manufacturers' Technical Data”. Accordingly, the weight andbalance data is presented in two chapters.

CHAPTER 1 - CONTROL

Control contains all weight and balance data specifically related to the customer aircraft. The data pre-sented in this chapter is modular, with groups of related information provided in discreet subject packages,each of which is uniquely identified by a three element Chapter-Section-Subject number (CHP-SEC-SUB).Major data groupings for the Chapter-Sections are as follows:

The two digit section (SEC) element allows for ten distinct topics within each major group of data (e.g. 20through 29 for Fuel). The subject (SUB) element is primarily used to uniquely identify topically identicaldata for varying aircraft configurations. However, in some cases the subject (SUB) element is used to fur-ther subdivide topical information.

The Chapter 1 document includes only those topics that apply to the airplanes called out in the “AirplaneConfiguration” section of the document. The CHP-SEC-SUB number, page numbering, revision date anddocument number appear on the lower outside corner of each page.

Changes within a revised CHP-SEC-SUB are identified with a solid bar in the outside margin, adjacent tothe change. The date for the CHP-SEC-SUB will be revised and the changes will be noted in the revisionhighlights.

To determine if you have received a complete document, check each section listed in the “Table of Con-tents” and confirm that the section is included in this document. The total number of pages for each sectionis specified at the bottom of every page contained within it (e.g. “Page 1 of 4”, where “4” represents thetotal number of pages in the section).

CHAPTER - SECTION MAJOR DATA GROUPING

1- 00 through 1- 09 General

1- 20 through 1- 29 Fuel

1- 30 through 1- 39 Fluids

1- 40 through 1- 49 Personnel

1- 60 through 1- 69 Cargo

1- 80 through 1- 89 Ground Operations

1- 90 through 1- 99 Examples



INTRODUCTION (Continued)


IntroductionPage 2 of 2Oct 14/2010D043W520-PIA1

777-200ER

MANAGING AIRCRAFT CONFIGURATIONS

The “Airplane Configuration” section of this document lists all aircraft covered in this document, along withthe allowable configurations associated with each aircraft. Restrictions and limitations for each associationof a configuration with a specific aircraft serial number are defined in the same section under the heading“Configuration Qualifications”.

The data presented within each CHP-SEC-SUB module apply to the aircraft configuration(s) listed in the“Applicable Configurations” box at the bottom of each page. The word “All” signifies that the data is appli-cable to all configurations listed in the “Airplane Configuration” section of this document, whereas data thatis applicable to specific aircraft configurations will list only the appropriate configuration letter(s) in the“Applicable Configurations” box.

DOCUMENT NUMBERING

For all 777-200ER Chapter 1 Manuals, document numbering will use the following convention:

CHAPTER 2 - AIRCRAFT REPORTS

The Aircraft Report (covered in a separate document) contains weight and balance data specifically relatedto each delivered aircraft of the customer's fleet. The data includes: make, model, serial number,registration identification, actual weighing data, and inventory list for the delivery configuration of eachaircraft.

D043W5[Y][Z]-[ccc][X]

where [Y] = Minor Model Designator (e.g. “2” for a -200 Minor Model)

[Z] = Derivative Designator (0=Passenger, 1=Combi, 2=Freighter, 3=Convertible, 4=Special Freighter)

[ccc] = Airline 3-Letter Designator (As per Boeing Standard Designators - CCID)

[X] = Document Serial Number (This will always be “1” unless an airline has multiple Weight &Balance Manuals for a given derivative model.)

777-200ERWEIGHT AND BALANCECONTROL AND LOADING MANUAL


APPLICABLE CONFIGURATIONSAll

RevisionsPage 1 of 3

Sep 11/2012D043W520-PIA1

Highlights Revision No: 1

This revision updates fuel section 1-20-0xx for all effectivities in the manual per Service Letter 777-SL-02-008 “UPDATED USABLE AND UNUSABLE FUEL QUANTITIES - WEIGHT AND BALANCE MANUALREVISION”. In addition, this revision incorporates miscellaneous changes to the manual. Details of thechanges made to each section are listed below.

GENERAL

Removed Section 1-60-802 (old 1-60-082) from manual.

Removed Section 1-60-802 from Configuration “A” (no longer applicable).

TITLE PAGE

Removed the customer specific model designator.

Added 9E991 classification designation.

TABLE OF CONTENTS

Updated for this revision.

AIRPLANE CONFIGURATION

Removed registry numbers.

INTERIOR EFFECTIVITY

Added variable number column to the table.

LOPA-772-161 updated to Revision F.

1-00-001

Added additional definitions and metric conversion factors.

1-00-021

Revised the dimension 205 FT 10 IN. to 206 FT 6 IN. in the drawing.

1-02-001

Added information to interpolate between inflection points for certified weight and center of gravity limits. Removed operational empty weight variation.

Added “taxi” to operations which need airplane balance accounted for, removed reference to Federal Aviation Regulations Part 121, and added reference to Advisory Circular AC 120-27E.

1-02-068

Added label on c.g. grid for 470000 LB at 14.2% on fwd cutoff.

Added reference to Airplane Maintenance Manual Section 12-15-03 for tire pressure requirements.

Revised to add interpolation note.

1-04-010

Corrected lateral imbalance label at 213188 kilogram gross weight.

1-06-004

Corrected typographical error in trim setting table for metric units flaps 15 & 20.

1-20-008

Updated usable fuel quantities, unusable fuel quantities and B.A. data.

1-22-002

Revised the reference to the Airplane Flight Manual to Section 1.

Added fuel usage procedure per Boeing Service Bulletin 777-28A0040.

Added line number and referenced PRR 61998-2.



HIGHLIGHTS REVISION NO: 1 (Continued)


RevisionsPage 2 of 3Sep 11/2012D043W520-PIA1

777-200ER

1-40-001

Revised data per FAA Advisory Circular 120-27E.

Revised the paragraph under passengers.

1-44-038

Added VCC, door and seat row numbering to LOPA 772-161.

1-48-007

Added VCC to Purser Work Station description.

1-48-104

Section number changed from “1-48-024” to “1-48-104”.

1-48-301


1-49-006

Removed column for number of carts in the “Door 2 Side Galley Cart Limits” table.

1-60-002

Section number reference changed from “1-60-04x” to “1-60-40x” and “1-60-06x to 1-60-60x”.

1-60-201


Updated CHP-SEC referenced in note [b] and added data for LD-3-45 and LD-3-45W containers.

1-60-403


1-60-605


1-62-401


Added information for the bulk cargo carriage in the containerized lower hold.

1-62-601


Revised to add barrier net information for the aft cargo compartment.

Added information for the bulk cargo carriage in the containerized lower hold.

1-62-801


Corrected sentence on page 4, under Door Dimensions from aft cargo door to bulk cargo door dimensions.

1-63-001

Revised LD-2 dimension label and data referencing TSO-C90.

Removed Size Code Q Longitudinal data.

Added data for LD-3-45 and LD-3-45W containers.

1-63-021

Revised vertical and lateral allowable c.g. range data for Size Code N ULDs.

Added data referencing TSO-C90.

Added Size Code Q Longitudinal loading capability.

777-200ER



Sep 11/2012D043W520-PIA1



HIGHLIGHTS REVISION NO: 1 (Continued)

1-64-001

Revised to remove lateral guides from graphics. No data changed.

1-64-201


1-64-601


1-66-204


1-66-605


1-68-001

Added list of requirements for tying down non-approved unit load devices.

Added center bulk compartment strap orientation restrictions diagram and corrected Fwd/Aft allowable load equation.

Updated example 1 and 2 data.

Corrected endstops location to be at the forward end of the pallet on page 13.

1-68-081

Revised to add cargo door net fittings note.

1-69-001

Added data for LD-3-45 and LD-3-45W containers.

1-80-002

Revised jack point designations for the limitations envelopes.

1-80-081

Added equations to jack point scales.

Revised to remove words “Jack Point” from the Mid Axle description - no data change.

1-82-001

Updated referenced FAA Advisory Circular from AC 120-27C to 120-27E.

Revised sentence for airplane weighing on Page 1. Revised wording on table from “Nose up” to “Tail down” to reflect wording of actual airplane placard.

Updated Airplane Weighing Procedure

1-84-002

Revised graphs and added balance arm scale.

Added a bullet in towing and tipping considerations and added a note.

1-86-062

Revised title of section and added APU data.

1-90-001

Removed reference to standardized loading schedule.

Revised ordering information.





Nov 18/2003D043W520-PIA1

Highlights Revision No: Original Release

Original Release.

777-200ER


Table of ContentsPage 1 of 6

Sep 11/2012D043W520-PIA1



TABLE OF CONTENTS

TITLE CHP-SEC-SUB DATE/PAGE CONFIGURATION

PREFACE

INTRODUCTION 10/14/2010 AllChapter 1 - Control 1Managing Aircraft Configurations 2Document Numbering 2Chapter 2 - Aircraft Reports 2

HIGHLIGHTS REVISION NO: 1 9/11/2012 AllHIGHLIGHTS REVISION NO: ORIGINAL RELEASE 11/18/2003 All

AIRPLANE CONFIGURATION 9/11/2012 AllConfiguration Assignment 1Configuration Qualifications 1

INTERIOR EFFECTIVITY 9/11/2012 AllMain Cabin 1

GENERAL

GENERAL INFORMATION 1-00-001 8/6/2009 AllWeight and Balance Definitions 1Abbreviations 4Conversion Factors 5

AIRPLANE DIMENSIONS 1-00-021 3/22/2005 AllGeneral Arrangement and Primary Dimensions 1

BALANCE REFERENCE SYSTEM 1-00-041 7/21/1998 AllBalance Arms / Body Stations 1Mean Aerodynamic Chord 1Body Buttock Line 1Water Line 2

FACTORS AFFECTING PERFORMANCE AND OPERATIONAL LIMITATIONS 1-02-001 7/1/2005 AllInterpolation of Certified Center of Gravity Limits 1Operational Weight and Center of Gravity Requirements 1Commonwealth of Independent States (CIS) Requirements 2

CERTIFIED WEIGHT AND CENTER OF GRAVITY LIMITS 1-02-068 5/7/2012 AllCertified Weight Limits - MTW 606000 LB (274876 KG) 1Limitations 1Interpolation of Certified Center of Gravity Limits 1C.G. Limits - MTW 606000 LB, MLW 470000 LB, MZFW 440000 LB 2C.G. Limits - MTW 274876 KG, MLW 213188 KG, MZFW 199580 KG 3

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Table of ContentsPage 2 of 6Sep 11/2012D043W520-PIA1



TABLE OF CONTENTS (Continued)


AIRPLANE LATERAL IMBALANCE LIMITS 1-04-010 3/22/2005 AllLateral Imbalance 1Lateral Imbalance Limitations (Pounds) 2Lateral Imbalance Limitations (Kilograms) 3

TAKEOFF HORIZONTAL STABILIZER TRIM SETTING 1-06-004 11/7/2008 AllEnglish Units Flaps 5 - Multiple Green Band 1Metric Units Flaps 5 - Multiple Green Band 2English Units Flaps 15 & 20 - Multiple Green Band 3Metric Units Flaps 15 & 20 - Multiple Green Band 4English Units Flaps 5 - Multiple Green Band 5Metric Units Flaps 5 - Multiple Green Band 6English Units Flaps 15 & 20 - Multiple Green Band 7Metric Units Flaps 15 & 20 - Multiple Green Band 8

LANDING GEAR AND FLAP MOVEMENT BALANCE EFFECT 1-08-002 3/18/1998 AllLanding Gear Retraction Moment 1Flaps Retraction Moment 1

FUEL

FUEL TANK ARRANGEMENT AND CAPACITIES 1-20-008 8/24/2012 AllFuel Tank Locations 1Maximum Allowable Fuel Weight 2Usable Fuel Quantities and Locations 2Unusable Fuel Quantities and Locations 3

FUEL MANAGEMENT 1-22-002 8/26/2008 AllFuel Loading Procedures 1Lateral Fuel Imbalance 1Fuel Usage Procedures 2APU Fuel Usage 2

FUEL TANK QUANTITIES AND BALANCE ARMS 1-24-002 7/5/2001 AllCombined Main Tanks 1 and 2 in U.S. Gallons 1Combined Main Tanks 1 and 2 in Liters 4

FUEL TANK QUANTITIES AND BALANCE ARMS 1-24-022 3/18/1998 AllCenter Tank in U.S. Gallons 1Center Tank in Liters 5

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FLUIDS

SYSTEM FLUIDS 1-30-002 3/18/1998 AllEngine System Oil (General Electric GE90 Series Engines) 1Integrated Drive Generator Oil 1Variable Speed Constant Frequency Generator Oil 1Hydraulic System Fluid 2Landing Gear System Fluid 2Operating System Fluid 2

POTABLE WATER SYSTEM 1-32-002 11/5/2002 AllTank Quantities and Locations 1

WASTE DISPOSAL SYSTEM 1-34-001 3/18/1998 AllTank Quantities and Locations 1

PERSONNEL

PASSENGER AND PERSONNEL WEIGHT ALLOWANCES 1-40-001 9/24/2007 AllFAA Advisory Circular 120-27E Allowances 1

INTERIOR ARRANGEMENT - MAIN DECK 1-44-038 9/11/2012 AllFlight Deck 1Main Cabin - 35C/294Y Arrangement 2

GALLEY WEIGHTS - FIXED POSITIONS 1-48-007 4/29/2010 AllMaximum Allowable Weights - Door 1 1



GALLEY WEIGHTS - FLEX ZONES 1-49-006 6/7/2004 AllMaximum Allowable Weights 1

CARGO

CARGO COMPARTMENT LOAD LIMITS 1-60-002 2/16/2007 AllMaximum Allowable Weights 1Maximum Combined Linear Load Limits 2Bulk Compartment Loading Limit 3

CERTIFIED UNIT LOAD DEVICE WEIGHTS BY POSITION 1-60-201 7/19/2012 AllUnit Load Device Positions - Lower Deck 1

777-200ER







FORWARD BODY CUMULATIVE LOADS 1-60-403 2/16/2007 AllCumulative Load Check 1Allowable Loads 2Sample Cumulative Load Check 2

AFT BODY CUMULATIVE LOADS 1-60-605 2/19/2007 AllCumulative Load Check 1Allowable Loads 2Sample Cumulative Load Check 2

CARGO COMPARTMENTS 1-62-001 3/18/1998 AllGeneral Location and Arrangement 1

FORWARD CARGO COMPARTMENTS 1-62-401 2/29/2012 AllForward Cargo Compartment Volumes 1Forward Cargo Compartment Cross Sections 1Cargo Door Dimensions and Allowable Package Sizes 2

AFT CARGO COMPARTMENTS 1-62-601 3/6/2012 AllAft Cargo Compartment Volumes 1Aft Cargo Compartment Cross Sections 1Cargo Door Dimensions and Allowable Package Sizes 2

BULK CARGO COMPARTMENT 1-62-801 3/9/2007 AllBulk Cargo Compartment Volume 1Bulk Cargo Compartment Cross Sections 1Cargo Door Dimensions and Allowable Package Sizes 3

UNIT LOAD DEVICES - LOWER DECK 1-63-001 7/19/2012 AllSize Codes K, L and P 1Volumes and Center of Gravity Limits 2Dimensions and Lateral Positions 3

UNIT LOAD DEVICES - LOWER DECK 1-63-021 6/13/2012 AllSize Codes A, M, N and Q Longitudinal 1Volumes and Center of Gravity Limits 2Dimensions and Lateral Positions 3

FORWARD COMPARTMENT UNIT LOAD DEVICE LOCATIONS 1-64-001 3/15/2011 AllSize Codes K & L 1Size Code P 2

FORWARD COMPARTMENT UNIT LOAD DEVICE LOCATIONS 1-64-201 3/15/2011 AllSize Code A 1Size Codes M & N 2Size Code Q (LD-4) Longitudinal 3Size Code Q (LD-8) Longitudinal 4

777-200ER



Sep 11/2012D043W520-PIA1





AFT COMPARTMENT UNIT LOAD DEVICE LOCATIONS 1-64-601 3/15/2011 AllSize Codes K & L 1Size Code P 2

FORWARD COMPARTMENT UNIT LOAD DEVICE LOAD LIMITS 1-66-010 9/5/2003 AllCargo Restraint System - Size Codes K, L, & P 1Load Limits - Size Codes K, L, & P 1

FORWARD COMPARTMENT UNIT LOAD DEVICE LOAD LIMITS 1-66-204 2/16/2007 AllCargo Restraint System - Size Codes A, M, N & Q Longitudinal 1Load Limits - Size Codes A, M, N & Q Longitudinal 2

AFT COMPARTMENT UNIT LOAD DEVICE LOAD LIMITS 1-66-605 2/19/2007 AllCargo Restraint System - Size Codes K, L, & P 1Load Limits - Size Codes K, L, & P 1

CARGO TIEDOWNS - LOWER DECK 1-68-001 8/24/2012 AllGeneral Information 1Tiedown Allowables 2Tiedown Calculation 5Tiedown Example 9

TIEDOWN FITTING LOCATIONS - FORWARD COMPARTMENTS 1-68-042 8/29/2003 AllFitting Locations 1

TIEDOWN FITTING LOCATIONS - AFT COMPARTMENTS 1-68-061 5/7/1998 AllFitting Locations 1

TIEDOWN FITTING LOCATIONS - BULK COMPARTMENT 1-68-081 2/3/2011 AllFitting Locations 1

CARGO LATERAL IMBALANCE CONTROL 1-69-001 7/19/2012 AllProcedure for Calculation of Imbalance 1

GROUND OPERATIONS

AIRPLANE JACKING 1-80-002 7/1/2004 AllJack Point Locations 1Maximum Allowable Jacking Loads 2Limitations Envelopes 3

MAIN LANDING GEAR JACK POINTS FOR VARIOUS OLEO EXTENSIONS 1-80-081 8/10/2010 AllJack Point Balance Arms Versus Oleo Extension 1

777-200ER







AIRPLANE WEIGHING PROCEDURE 1-82-001 1/13/2009 AllGeneral Information 1Weighing Facilities and Equipment 1Preparation for Airplane Weighing 1Weighing Operation 2Weighing Procedure Using Platform Scales 3Weighing Procedure Using Electronic Load Cells 3Non-Level Weighing 5

TOWING AND TIPPING LIMITATIONS 1-84-002 9/24/2007 AllTowing and Tipping Considerations 1Towing and Tipping Limits (English) 2Towing and Tipping Limits (Metric) 3

COMPONENT WEIGHTS AND BALANCE ARMS 1-86-001 3/18/1998 AllWing Components 1

COMPONENT WEIGHTS AND BALANCE ARMS 1-86-011 3/18/1998 AllHorizontal Stabilizer Components 1

COMPONENT WEIGHTS AND BALANCE ARMS 1-86-021 3/18/1998 AllVertical Fin Components 1

COMPONENT WEIGHTS AND BALANCE ARMS 1-86-031 7/5/2001 AllBody Components 1

COMPONENT WEIGHTS AND BALANCE ARMS 1-86-041 3/18/1998 AllMain Gear Components 1

COMPONENT WEIGHTS AND BALANCE ARMS 1-86-051 3/18/1998 AllNose Gear Components 1

COMPONENT WEIGHTS AND BALANCE ARMS 1-86-062 8/31/2004 AllNacelle and Power Plant Components 1

EXAMPLES

LOADING SCHEDULE DEVELOPMENT 1-90-001 3/29/2007 AllIntroduction 1Ordering Instructions 2




Airplane ConfigurationPage 1 of 1

Sep 11/2012D043W520-PIA1

AIRPLANE CONFIGURATION

The engineering data and FAA certification provided by this document are applicable and validonly for the airplane as defined in the Type Design at delivery, and as modified by the incorporationof any Boeing Supplemental Type Certificate (STC) or Service Bulletin. With respect to any thirdparty STC configuration, either pre-delivery or post-delivery, it shall be the responsibility of thebuyer to obtain the data and appropriate regulatory agency approval.

CONFIGURATION ASSIGNMENT

The table shown below correlates each airplane serial number to the currently allowed configuration(s) forthat airplane. Each configuration is designated by a different letter. Configuration qualifications are listedfollowing the table and indicate the change authorization involved for airplanes with multiple allowable con-figurations. Because there may be multiple configuration letters applicable to any serial number, and alsomultiple configuration qualifications listed for any configuration letter, care should be exercised when deter-mining the configuration letter which correctly reflects the applicable configuration of the airplane.

CONFIGURATION QUALIFICATIONS

LINENUMBER

SERIALNUMBER

VARIABLENUMBER

CONFIGURATION

467 33775 WC446 A

469 33776 WC447 A

473 33777 WC448 A




Interior EffectivityPage 1 of 1

Sep 11/2012D043W520-PIA1

INTERIOR EFFECTIVITY

The tabular data shown below correlates each airplane serial number to the passenger arrangement(s)certified for that airplane. Each passenger arrangement is designated by drawing number and revision let-ter. To locate a particular passenger arrangement(s), refer to the interior section listed below. Drawingnumbers are listed beside each interior drawing in the interior section.

MAIN CABIN

Weight and balance data for each drawing identified in the following table are provided in Section 1-44-038of this manual.

SERIAL NUMBER

VARIABLE NUMBER

PASSENGER ARRANGEMENT EFFECTIVITY - MAIN CABIN

DRAWING #

RE

V

DRAWING #

RE

V

DRAWING #

RE

V

33775 WC446 LOPA-772-161 F

33776 WC447 LOPA-772-161 F

33777 WC448 LOPA-772-161 F



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D043W520-PIA1

GENERAL INFORMATION

WEIGHT AND BALANCE DEFINITIONS

The following definitions are provided to assist operators in having a better understanding of the termsused throughout the Weight and Balance Manual.

General Terms or Acronyms

Weight Terms

Balance Arm (B.A.) A true measure of distance from forward to aft, in inches, from afixed datum. The fixed datum is selected by the airplane manufac-turer. Balance Arms are used in weight and balance calculations. Tosee the relationship between B.A. and B.S., refer to CHP-SEC-SUB1-00-04x of this manual.

Body Station (B.S.) A manufacturing location on the airplane. For first of an airplanemodel, B.S. are continuous from the front to the aft of the airplane.For later versions that are either stretched (i.e. fuselage insertsadded) or shrunk (i.e. fuselage sections removed), B.S. becomesdiscontinuous, for manufacturing reasons. To see the relationshipbetween B.A. and B.S., refer to CHP-SEC-SUB 1-00-04x of thismanual.

Layout of Passenger Arrangement (LOPA)

A Boeing internal drawing that depicts the interior layout.

Layout of Passenger Systems (LOPS)

A Boeing internal drawing that depicts the interior layout.

Basic Empty Weight(BEW)

Standard Basic Empty Weight plus or minus weight of standard itemvariations.

Delivery Empty Weight(DEW)

Manufacturer's Empty Weight, less any shortages, plus those stan-dard items and operational items in aircraft at time of delivery.

Fleet Empty Weight(FEW)

Average Basic Empty Weight used for a fleet or group of aircraft ofthe same model and configuration. (The weight of any fleet membershall not vary more than the tolerance established by governmentregulations.)

Guaranteed Weight Weight the manufacturer clearly defines and guarantees, subject tocontractual tolerances and adjustments.

Manufacturer's Empty Weight(MEW)

Weight of structure, powerplant, furnishings, systems and otheritems of equipment that are an integral part of a particular aircraftconfiguration. (It is essentially a “dry” weight, including only thosefluids contained in closed systems.)

Maximum Payload Maximum Zero Fuel Weight minus Operational Empty Weight.

Operational Empty Weight(OEW)

Basic Empty Weight or Fleet Empty Weight plus operational items.



GENERAL INFORMATION (Continued)


1-00-001Page 2 of 5Aug 6/2009D043W520-PIA1

777-200ER

Operational Items Personnel, equipment and supplies necessary for a particular oper-ation but not included in Basic Empty Weight. These items may varyfor a particular aircraft and may include, but are not limited to, thefollowing:

Crew and Baggage

Manuals and navigational equipment

Removable service equipment for cabin, galley and bar

Food and beverage, including liquor

Usable fluids other than those in useful load

Life rafts, life vests and emergency transmitters

Aircraft unit load devices

Operational Landing Weight(OLW)

Maximum authorized weight for landing. (It is subject to airport,operational and related restrictions. It must not exceed maximumcertified landing weight.)

Operational Takeoff Weight (OTOW)

Maximum authorized weight for takeoff. (It is subject to airport, oper-ational and related restrictions. This is the weight at start of takeoffrun and must not exceed maximum certified takeoff weight.)

Payload Weight of the passengers, cargo and baggage. (These may be reve-nue and/or nonrevenue.)

Standard Basic Empty Weight(SBEW)

Manufacturer's Empty Weight plus standard items.

Standard Items Equipment and fluids not considered an integral part of a particularaircraft and not a variation for the same type of aircraft. These itemsmay include, but are not limited to, the following:

Unusable fuel and other unusable fluids

Engine oil

Toilet fluid and chemical

Fire extinguishers, pyrotechnics and emergency oxygenequipment

Structure in galley, buffet and bar

Supplementary electronic equipment

Useful Load Difference between takeoff weight and Operational Empty Weight.(It includes payload, usable fuel and other usable fluids not includedas operational items.)

Zero Fuel Weight Operational Empty Weight plus payload. (This weight must notexceed Maximum Zero Fuel Weight.)




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Weight Limitation Terms

Fuel Terms

Curtailments

Maximum Landing Weight(MLW)

Maximum weight for landing as limited by aircraft strength and air-worthiness requirements.

Maximum Takeoff Weight(MTOW)

Maximum weight at brake release as limited by aircraft strength andairworthiness requirements.

Maximum Taxi Weight(MTW)

Maximum weight for ground maneuver as limited by aircraft strengthand airworthiness requirements. (It includes weight of taxi and runupfuel.)

Maximum Zero Fuel Weight(MZFW)

Maximum weight allowed before usable fuel must be loaded in theaircraft as limited by strength and airworthiness requirements.

Minimum Flight Weight(MFW)

Minimum weight for flight as limited by aircraft strength and airwor-thiness requirements.

Unusable Fuel Fuel remaining after a fuel runout test has been completed in accor-dance with government regulations. (It includes drainable unusablefuel plus unusable portion of trapped fuel.)

Drainable Unusable Fuel Unusable fuel minus unusable portion of trapped fuel.

Trapped Unusable Fuel Unusable fuel remaining when aircraft is defueled by normal meansusing the procedures and attitudes specified for draining the tanks.

Usable Fuel Fuel available for aircraft propulsion.

Drainable Usable Fuel Usable fuel that can be drained from the aircraft by normal meansusing the procedures and attitudes specified for draining the tanks.

Trapped Usable Fuel Usable fuel remaining in the fuel feed and engine lines after stan-dard tank defueling.

Cargo Location Variation Operational margin placed within the certified center of gravity limitsto compensate for the effect of reasonable variations in cargo loca-tion when partially unrestricted cargo placement is permitted.

Fuel Density Variation Operational margin placed within the certified center of gravity limitsto compensate for the effect of fuel density variation.

Fuel Usage Operational margin placed within the certified center of gravity limitsto compensate for the effect of fuel management during the criticalportions of flight.

Gear and Flap Movement Operational margin placed within the certified center of gravity limitsto compensate for the effect of extending or retracting landing gearand flaps.





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777-200ER

Balance Terms

ABBREVIATIONS

The following terms, when necessary, will be abbreviated as shown below.

In-flight Movement Operational margin placed within the certified center of gravity limitsto compensate for the effect of reasonable passenger, crew, andcart movement during flight.

Loading Schedule A hardcopy or computerized form used to record the aircraft’sweight, load distribution and other appropriate information; to calcu-late and check the weight and balance conditions of the aircraftagainst operational limitations; and to establish the stabilizer trimsetting for takeoff.

Operational Empty Weight Variation

Operational margin placed within the certified center of gravity limitsto compensate for the known variations in the standard and opera-tional items.

Passenger Seating Variation Operational margin placed within the certified center of gravity limitsto compensate for the effect of reasonable variations in passengercenter of gravity when unrestricted seating is permitted.

Fleet Center-of-Gravity Average Basic Empty Weight center of gravity used for a fleet orgroup of aircraft of the same model and configuration. (The center ofgravity of any fleet member shall not vary more than the maximumtolerance established by government regulations.)

UNIT ABBREVIATION UNIT ABBREVIATION

Pounds LB Inches IN.

Kilograms KG Feet FT

U. S. Gallons U.S. GAL. Square Feet SQ FT

Liters L Cubic Feet CU FT

Number NO. Inboard INBD

Forward FWD Outboard OUTBD

Balance Arm B.A. Mean Aerodynamic Chord MAC

Body Buttock Line B.B.L. Leading Edge of the MAC LEMAC

Water Line W.L. Center of Gravity C.G.




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CONVERSION FACTORS

The data in this manual is provided in both English and Metric units. Unless otherwise stated, the conver-sions listed below are used throughout this manual.

When totals or summations are required the English values are summed separately from the metric val-ues. Differences may occur when comparing the English totals with the metric totals due to round off.

All metric values are converted from English values. When using the conversion factors in this manual, allresultants will be rounded except when the value is a weight limitation. For minimum or maximum weightlimitations the resultant metric values will be rounded up or truncated, whichever is more conservative.

MULTIPLY BY TO OBTAIN

Pounds 0.45359237 Kilograms

U. S. Gallons 3.78541180 Liters

Inches 2.54000000 Centimeters

Feet 0.30480000 Meters



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Mar 22/2005D043W520-PIA1

AIRPLANE DIMENSIONS

GENERAL ARRANGEMENT AND PRIMARY DIMENSIONS

The following figure shows the 777-200 general arrangement and primary dimensions for a configurationwith the small aft cargo door.

20 FT 4 IN.

84 FT 11 IN.19 FT 4 IN.

206 FT 6 IN.209 FT 1 IN.

60 FT 9 IN.

199 FT 11 IN.36 FT 0 IN.

FT70 7.5 IN.




1-00-041Page 1 of 2Jul 21/1998

D043W520-PIA1

BALANCE REFERENCE SYSTEM

BALANCE ARMS / BODY STATIONS

Longitudinal location of all airplane component centers of gravity identified throughout this manual will bereferred to as Balance Arms. The Balance Arm is a true measure in inches from the reference datum 92.5IN. forward of the airplane nose. Balance Arms are equivalent to Body Stations (B.S.).

MEAN AERODYNAMIC CHORD

The Mean Aerodynamic Chord, as used in this manual, is a wing reference distance with a length of 278.5IN. The Leading Edge of the Mean Aerodynamic Chord is at Balance Arm 1174.5 IN. Conversion of the air-plane center of gravity from Balance Arm, in inches, to a percentage of Mean Aerodynamic Chord isderived using the following formula:

The reverse conversion of the airplane center of gravity from a percentage of Mean Aerodynamic Chord toBalance Arm, in inches, is derived using the following formula:

BODY BUTTOCK LINE

The Body Buttock Line is a vertical line or a vertical plane parallel to the centerline of the airplane used tolocate points or planes to the left or right of the airplane centerline.

92.5 358.0 764.5 1522.5 2042.5

557.0 1916.0 2562.9

0 260024002200200018001000800600400200 160014001200

1716.5

%MAC B.A. 1174.5–( ) 100.0×278.5

---------------------------------------------------------------=

B.A. 278.5 %MAC×( )100.0

---------------------------------------------- 1174.5+=



BALANCE REFERENCE SYSTEM (Continued)


1-00-041Page 2 of 2Jul 21/1998D043W520-PIA1

777-200ER

WATER LINE

The Water Line is a horizontal reference line or a horizontal plane parallel to the main deck floor used tolocate points or planes vertically. The Water Line is measured from the reference datum 200.5 IN. belowthe top of the main deck floor.



777-200ER


1-02-001Page 1 of 2Jul 1/2005

D043W520-PIA1

FACTORS AFFECTING PERFORMANCE AND OPERATIONAL LIMITATIONS

INTERPOLATION OF CERTIFIED CENTER OF GRAVITY LIMITS

CHP-SEC 1-02-xxx presents the certified weight and center of gravity limits by identifying inflection points(end points) for each limit in terms of weight and %MAC. Intermediate points between the inflection pointsmust be determined by interpolating the weight and moment, not the weight and %MAC. The moment iscalculated for any given weight and %MAC by using the following formula:

Weight versus moment grids can be presented in various ways. The Loading Schedule Substantiation doc-uments referenced in CHP-SEC 1-90-00x typically show weight and center of gravity limits converted to aweight versus index. The index values on these grids are an alternate way of displaying moment and arecalculated using an index equation. Interpolating intermediate points using weight and index is equivalentto weight and moment.

OPERATIONAL WEIGHT AND CENTER OF GRAVITY REQUIREMENTS

To comply with the performance and operational limitations of the Federal Aviation Regulations, the allow-able takeoff weight and the landing weight may be restricted to less than the Maximum Takeoff Weight andthe Maximum Landing Weight respectively. The Operational Takeoff Weight may be limited by the mostrestrictive of the following requirements:

Operational Takeoff Weight for altitude and temperature Takeoff field length requirements Tire speed and brake energy limits Tire pressure Obstacle clearance, enroute and landing requirements Noise requirements

The Operational Landing Weight may be limited by the most restrictive of the following requirements:

Landing field length requirements Maximum approach and landing climb weight for altitude and temperature Noise requirements

These may not be all of the limitations; see the Airplane Flight Manual for further information.

To ensure that the airplane center of gravity remains within the center of gravity limits, airplane balancemust be accounted for with all load conditions during all taxi, takeoff, flight and landing operations. Appro-priate constraints must be established and applied to the center of gravity limits as required to account forsuch changes in the airplane balance condition as due to:

Cargo location variation

Fuel density variation

Fuel usage

Gear and flap movement

In-flight movement

Passenger seating variation

The data in the remainder of this manual will allow the operator to develop these constraints. For guidancein accounting for these items, refer to Advisory Circular 120-27E.

Moment Weight278.5 %MAC×( )

100.0--------------------------------------------- 1174.5+×=



FACTORS AFFECTING PERFORMANCE AND OPERATIONAL LIMITATIONS


1-02-001Page 2 of 2Jul 1/2005D043W520-PIA1

777-200ER

COMMONWEALTH OF INDEPENDENT STATES (CIS) REQUIREMENTS

Airplanes operating under the regulatory agency of the Commonwealth of Independent States (CIS) arerequired to be in compliance with NLGS-3 (comparable to FAR Part 25). Aviation Register (AR) Specialistsidentified changes to some Boeing procedural documents that would be necessary to be in compliancewith NLGS-3 and operate in the CIS.

Continuous Cold Weather Operations

Boeing document number D012W301, “The Aviation Register Requirements for Operation in theCommonwealth of Independent States”, defines a procedure for airplanes operating continuously in coldweather (i.e. ground temperatures below the freezing point). When these conditions exist, ice builds up inthe interior of the airplane. The Maintenance Manual Section of document D012W301 defines theprescribed maximum flight hours before removal of interior ice is required.



777-200ER


1-02-068Page 1 of 3May 7/2012

D043W520-PIA1

CERTIFIED WEIGHT AND CENTER OF GRAVITY LIMITS

CERTIFIED WEIGHT LIMITS - MTW 606000 LB (274876 KG)

The Maximum Certified Gross Weights and Center of Gravity Limits are shown graphically on pages 2 & 3.These Center of Gravity Limits are for taxi, takeoff, flight and landing unless otherwise specified, and arethe absolute limits which must not be exceeded by the airplane center of gravity in any taxi, takeoff, flight,or landing configuration.

LIMITATIONS

The following limitations must be met in order to use the certified gross weight and center of gravity limits:

Minimum Tire Size Required

Nose Gear - 42X17R-18/26 Ply Rating

Main Gear - 50X20R-22/32 Ply Rating

Minimum Wheel Size Required

Nose Gear - S294W522-220 or -320

Main Gear - S294W511-270 or -370

When operating with a Zero Fuel Weight greater than 430000 LB (195044 KG) theminimum fuel density is increased to 6.3 LB/GAL. (0.7549 KG/L).

Refer to the Airplane Maintenance Manual Section 12-15-03 for minimum tire pressurerequirements.

INTERPOLATION OF CERTIFIED CENTER OF GRAVITY LIMITS

The certified weight and center of gravity limits shown in this section identify the inflection points (endpoints) for each weight in terms of weight and % MAC. Intermediate points between the inflection pointsmust be determined by interpolating the weight and moment. The method of interpolation is presented inCHP-SEC 1-02-00x.

CERTIFIED GROSS WEIGHTS

LB KG

Maximum Taxi Weight (MTW) 606000 274876

Maximum Takeoff Weight (MTOW) 604000 273969

Maximum Landing Weight (MLW) 470000 213188

Maximum Zero Fuel Weight (MZFW) 440000 199580

Minimum Flight Weight (MFW) 266100 120701



CERTIFIED WEIGHT AND CENTER OF GRAVITY LIMITS (Continued)


1-02-068Page 2 of 3May 7/2012D043W520-PIA1

777-200ER

C.G. LIMITS - MTW 606000 LB, MLW 470000 LB, MZFW 440000 LB

The following diagram represents the certified Center of Gravity Limits in English units:

WARNING REFER TO PAGE 1 OF THIS SUBJECT FOR LIMITATIONS TO THE C.G. LIMITS.

460000 LBat 14.0%

582000 LBat 16.3%

18.1% 40.3%

565000 LBat 44.0%

MAXIMUM TAXI

WEIGHT - 606000 LB

MAXIMUM TAKEOFF

WEIGHT - 604000 LB

MAXIMUM LANDING

WEIGHT - 470000 LB

MAXIMUM ZERO FUEL

WEIGHT - 440000 LB

18.0%430000 LB

at 14.0%

35.3%

471500 LBat 44.0%

470000 LBat 14.2%

Do not operate in the shaded area during takeoff.

280000

300000

320000

340000

360000

380000

400000

420000

440000

460000

480000

500000

520000

540000

560000

580000

600000

620000

640000

5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0 45.0 50.0

CENTER OF GRAVITY - % MAC

GR

OS

S W

EIG

HT

- LB



CERTIFIED WEIGHT AND CENTER OF GRAVITY LIMITS (Continued)

777-200ER


1-02-068Page 3 of 3May 7/2012

D043W520-PIA1

C.G. LIMITS - MTW 274876 KG, MLW 213188 KG, MZFW 199580 KG

The following diagram represents the certified Center of Gravity Limits in Metric units:

WARNING REFER TO PAGE 1 OF THIS SUBJECT FOR LIMITATIONS TO THE C.G. LIMITS.

208652 KGat 14.0%

263990 KGat 16.3%

18.1% 40.3%

256279 KGat 44.0%

MAXIMUM TAXI

WEIGHT - 274876 KG

MAXIMUM TAKEOFF

WEIGHT - 273969 KG

MAXIMUM LANDING

WEIGHT - 213188 KG

MAXIMUM ZERO FUEL

WEIGHT - 199580 KG

18.0%195044 KG

at 14.0%

35.6%

213868 KGat 44.0%

213188 KGat 14.2%

Do not operate in the shaded area during takeoff.

130000

140000

150000

160000

170000

180000

190000

200000

210000

220000

230000

240000

250000

260000

270000

280000

290000

5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0 45.0 50.0


GR

OS

S W

EIG

HT

- KG



777-200ER


1-04-010Page 1 of 3

Mar 22/2005D043W520-PIA1

AIRPLANE LATERAL IMBALANCE LIMITS

LATERAL IMBALANCE

The airplane should be loaded symmetrically. When off center loading of payload and/or fuel does occur,the airplane can be operated if the following gross weight and lateral imbalance limits are not exceeded.The lateral balance arms of ULDs can be found in CHP-SEC 1-69-00x.

Random Imbalance is the lateral movement of the airplane center of gravity about the airplane centerlinedue to the loading of passengers and the attempt to symmetrically load cargo and fuel about the airplanecenterline. It is expressed as a moment about the airplane centerline.



AIRPLANE LATERAL IMBALANCE LIMITS (Continued)


1-04-010Page 2 of 3Mar 22/2005D043W520-PIA1

777-200ER

LATERAL IMBALANCE LIMITATIONS (POUNDS)

The following chart presents lateral imbalance data in pounds.

360000

380000

400000

420000

440000

460000

480000

500000

520000

540000

560000

580000

600000

620000

640000

660000

680000

0 2 4 6 8 10

LATERAL IMBALANCE - 1000000 LB-IN.

GR

OS

S W

EIG

HT

- L

B

00

3.85

652000

10.0

2.90

470000

Flig

ht L

imit

at 4

.10

602500

621500

450000

464100

Allowable RandomImbalance Increment


due to lateral imbalance

Taxi weight restriction

Landing weight restrictiondue to lateral imbalance



AIRPLANE LATERAL IMBALANCE LIMITS (Continued)

777-200ER


1-04-010Page 3 of 3

Mar 22/2005D043W520-PIA1

LATERAL IMBALANCE LIMITATIONS (KILOGRAMS)

The following chart presents lateral imbalance data in kilograms.

160000

170000

180000

190000

200000

210000

220000

230000

240000

250000

260000

270000

280000

290000

300000

310000

0 1 2 3 4 5

LATERAL IMBALANCE - 1000000 KG-IN.

GR

OS

S W

EIG

HT

- K

G

1.74

295742

4.53281907

273289

210512

204116

1.31

213188

Flig

ht L

imit

at 1

.86



due to lateral imbalance

Taxi weight restriction

Landing weight restrictiondue to lateral imbalance



777-200ER


1-06-004Page 1 of 8Nov 7/2008

D043W520-PIA1

TAKEOFF HORIZONTAL STABILIZER TRIM SETTING

ENGLISH UNITS FLAPS 5 - MULTIPLE GREEN BAND

The following diagram provides Takeoff Trim Settings versus Airplane Center of Gravity for Flaps 5 inPounds.

Full Thrust to 15% Thrust Derate - Flaps 5

The following table provides inflection point data for the Takeoff Trim Settings versus Airplane Center ofGravity Diagram above.

The above values are for full rated engine thrust to 15% thrust derate. For engine thrust derate greaterthan 15% see page 5. For intermediate values, use linear interpolation.

TAKEOFF TRIM SETTING INFLECTION POINTS (Gross Weight - 1000 LB)

300 350 400 450 500 550 600 640 670

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

14.0 3.00 14.0 4.50 14.0 6.00 14.0 6.50 14.0 7.00 14.0 7.50 14.0 7.50 14.0 7.50 14.0 7.50

16.0 6.00 16.0 6.50 16.0 7.00 16.0 7.50 16.0 7.50 16.0 7.50 16.0 7.50

26.6 3.00 29.0 3.10 29.0 3.36 29.0 3.80

29.0 2.40 30.5 3.00 34.0 2.80 34.0 2.80 34.0 2.85 34.0 3.10

34.0 1.00 34.0 1.00 34.0 1.00 34.0 2.00 34.0 2.20 39.0 2.00 39.0 2.50 39.0 2.83

44.0 1.00 44.0 1.00 44.0 1.00 44.0 1.00 44.0 1.20 44.0 1.50 44.0 1.70 44.0 2.00 44.0 2.00

0

1

2

3

4

5

6

7

8

9

10

11

12

5 10 15 20 25 30 35 40 45

CENTER OF GRAVITY - %MAC

ST

AB

ILIZ

ER

TR

IM U

NIT

S

300*350*

450*500*

550*400*

600*

670*

GREENBANDS

A

ANU

M ID

ND

FLAPS 5

640*

* GROSS WEIGHT - 1000 LB



TAKEOFF HORIZONTAL STABILIZER TRIM SETTING (Continued)


1-06-004Page 2 of 8Nov 7/2008D043W520-PIA1

777-200ER

METRIC UNITS FLAPS 5 - MULTIPLE GREEN BAND

The following diagram provides Takeoff Trim Settings versus Airplane Center of Gravity for Flaps 5 in Kilo-grams.

Full Thrust to 15% Thrust Derate - Flaps 5



TAKEOFF TRIM SETTING INFLECTION POINTS (Gross Weight - 1000 KG)

140 160 180 200 220 240 260 280 300

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

14.0 3.20 14.0 4.60 14.0 5.90 14.0 6.40 14.0 6.90 14.0 7.30 14.0 7.50 14.0 7.50 14.0 7.50

16.0 5.90 16.0 6.40 16.0 6.90 16.0 7.30 16.0 7.50 16.0 7.50 16.0 7.50

28.1 1.70 29.0 2.85 30.1 3.00 29.0 3.60 29.0 3.90 29.0 4.12

33.1 1.00 34.0 1.00 34.0 1.00 34.0 1.80 34.0 2.10 34.0 2.60 34.0 2.80 34.0 2.80 34.0 3.00

39.0 2.00 39.0 2.10 39.0 2.80

44.0 1.00 44.0 1.00 44.0 1.00 44.0 1.00 44.0 1.10 44.0 1.40 44.0 1.60 44.0 1.80 44.0 2.00

0

1

2

3

4

5

6

7

8

9

10

11

12

5 10 15 20 25 30 35 40 45


ST

AB

ILIZ

ER

TR

IM U

NIT

S 160*200*

220*240*180*140*

260*280*

A

ANU

M ID

ND

GREENBANDS

300*

FLAPS 5

* GROSS WEIGHT - 1000 KG




777-200ER


1-06-004Page 3 of 8Nov 7/2008

D043W520-PIA1

ENGLISH UNITS FLAPS 15 & 20 - MULTIPLE GREEN BAND

The following diagram provides Takeoff Trim Settings versus Airplane Center of Gravity for Flaps 15 & 20in Pounds.

Full Thrust to 15% Thrust Derate - Flaps 15 & 20




300 350 400 450 500 550 600 640 670

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

14.0 3.00 14.0 4.50 14.0 6.00 14.0 7.00 14.0 8.00 14.0 9.25 14.0 10.00 14.0 10.00 14.0 10.00

29.0 1.85 29.0 2.25 29.0 3.70

32.0 3.00

34.0 1.00 34.0 1.20 34.0 1.50 34.0 2.00 34.0 2.50 34.0 3.00 34.0 3.30 34.0 3.85 34.0 4.10

39.0 1.00 39.0 1.20 39.0 1.50 39.0 2.00 39.0 2.20 39.0 2.30 39.0 2.50 39.0 2.70

44.0 1.00 44.0 1.00 44.0 1.00 44.0 1.00 44.0 1.50 44.0 1.90 44.0 2.00 44.0 2.20 44.0 2.40

0

1

2

3

4

5

6

7

8

9

10

11

12

5 10 15 20 25 30 35 40 45


ST

AB

ILIZ

ER

TR

IM U

NIT

S 300* 350*450*

500* 550*400*

640*

A

ANU

M ID

ND

GREENBANDS

600*670*

FLAPS 15 AND 20






1-06-004Page 4 of 8Nov 7/2008D043W520-PIA1

777-200ER

METRIC UNITS FLAPS 15 & 20 - MULTIPLE GREEN BAND

The following diagram provides Takeoff Trim Settings versus Airplane Center of Gravity for Flaps 15 & 20in Kilograms.

Full Thrust to 15% Thrust Derate - Flaps 15 & 20




140 160 180 200 220 240 260 280 300

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

14.0 3.30 14.0 4.60 14.0 5.90 14.0 6.80 14.0 7.70 14.0 8.73 14.0 9.60 14.0 10.00 14.0 10.00

33.1 1.20 29.0 1.87 29.0 2.20 29.3 2.90 29.0 3.50 33.2 3.00 34.0 3.10 34.0 3.54 16.0 9.40

38.1 1.00 34.0 1.20 34.0 1.50 34.0 1.90 34.0 2.40 36.9 2.30 37.4 2.60 39.0 2.40 38.1 2.90

43.1 1.00 39.0 1.00 42.0 1.90 41.6 2.10 41.0 2.50

44.0 1.00 44.0 1.00 44.0 1.00 44.0 1.00 44.0 1.40 44.0 1.70 44.0 1.90 44.0 2.10 44.0 2.30

0

1

2

3

4

5

6

7

8

9

10

11

12

5 10 15 20 25 30 35 40 45


ST

AB

ILIZ

ER

TR

IM U

NIT

S 160* 200*220*

240*180*140*

260*

300*

A

ANU

M ID

ND

GREENBANDS

280*

FLAPS 15 AND 20





777-200ER


1-06-004Page 5 of 8Nov 7/2008

D043W520-PIA1

ENGLISH UNITS FLAPS 5 - MULTIPLE GREEN BAND

The following diagram provides Takeoff Trim Settings versus Airplane Center of Gravity for Flaps 5 inPounds.

Thrust Derate Greater than 15% - Flaps 5



300 350 400 450 500 550 600 640 670

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

14.0 4.00 14.0 5.50 14.0 7.00 14.0 7.50 14.0 8.00 14.0 8.50 14.0 8.50 14.0 8.50 14.0 8.50

16.0 7.00 16.0 7.50 16.0 8.00 16.0 8.50 16.0 8.50 16.0 8.50 16.0 8.50

29.0 3.40 29.0 3.95 29.0 4.36 29.0 4.80

34.0 2.00 34.0 2.50 34.0 3.00 34.0 3.20 34.0 3.50 34.0 3.80 34.0 3.85 34.0 4.10

39.0 1.50 39.0 1.50 39.0 3.00 39.0 3.50 39.0 3.90

44.0 1.00 44.0 1.00 44.0 1.50 44.0 2.00 44.0 2.20 44.0 2.50 44.0 2.70 44.0 3.00 44.0 3.00

0

1

2

3

4

5

6

7

8

9

10

11

12

5 10 15 20 25 30 35 40 45


ST

AB

ILIZ

ER

TR

IM U

NIT

S

300*

350* 450*550*

400*

600*670*

500*

A

ANU

M ID

ND

GREENBANDS

640*

FLAPS 5






1-06-004Page 6 of 8Nov 7/2008D043W520-PIA1

777-200ER

METRIC UNITS FLAPS 5 - MULTIPLE GREEN BAND

The following diagram provides Takeoff Trim Settings versus Airplane Center of Gravity for Flaps 5 in Kilo-grams.

Thrust Derate Greater than 15% - Flaps 5



140 160 180 200 220 240 260 280 300

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

14.0 4.30 14.0 5.60 14.0 6.90 14.0 7.40 14.0 7.90 14.0 8.30 14.0 8.50 14.0 8.50 14.0 8.50

16.0 6.90 16.0 7.40 16.0 7.90 16.0 8.30 16.0 8.50 16.0 8.50 16.0 8.50

29.0 3.40 29.0 3.85 29.0 4.24 29.0 4.60

34.0 2.00 34.0 2.00 34.0 2.50 34.0 2.90 34.0 3.10 34.0 3.40 34.0 3.60 34.0 3.82 34.0 4.00

39.0 1.50 39.0 1.50 39.0 2.40 39.0 3.80

44.0 1.00 44.0 1.00 44.0 1.00 44.0 1.91 44.0 2.10 44.0 2.40 44.0 2.60 44.0 2.80 44.0 3.00

0

1

2

3

4

5

6

7

8

9

10

11

12

5 10 15 20 25 30 35 40 45


ST

AB

ILIZ

ER

TR

IM U

NIT

S

160* 200*220*

180*140*

260*300*

A

ANU

M ID

ND

GREENBANDS

240*280*

FLAPS 5





777-200ER


1-06-004Page 7 of 8Nov 7/2008

D043W520-PIA1

ENGLISH UNITS FLAPS 15 & 20 - MULTIPLE GREEN BAND

The following diagram provides Takeoff Trim Settings versus Airplane Center of Gravity for Flaps 15 & 20in Pounds.

Thrust Derate Greater than 15% - Flaps 15 & 20



300 350 400 450 500 550 600 640 670

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

14.0 4.00 14.0 5.50 14.0 7.00 14.0 8.00 14.0 9.00 14.0 10.25 14.0 11.00 14.0 11.00 14.0 11.00

29.0 3.25 16.0 10.35 16.0 10.40

34.0 2.20 34.0 2.50 34.0 3.00 34.0 3.50 34.0 4.00 34.0 4.30 34.0 4.85 34.0 5.10

39.0 1.50 39.0 2.00 39.0 2.20 39.0 2.50 39.0 3.00 39.0 3.20 39.0 3.30 39.0 3.50 39.0 3.70

44.0 1.0 44.0 1.50 44.0 1.50 44.0 2.00 44.0 2.50 44.0 2.90 44.0 3.00 44.0 3.20 44.0 3.40

0

1

2

3

4

5

6

7

8

9

10

11

12

5 10 15 20 25 30 35 40 45


ST

AB

ILIZ

ER

TR

IM U

NIT

S

300* 350*450*

500*

550*400*

600* 640*

A

ANU

M ID

ND

GREENBANDS

670*

FLAPS 15 AND 20






1-06-004Page 8 of 8Nov 7/2008D043W520-PIA1

777-200ER

METRIC UNITS FLAPS 15 & 20 - MULTIPLE GREEN BAND

The following diagram provides Takeoff Trim Settings versus Airplane Center of Gravity for Flaps 15 & 20in Kilograms.

Thrust Derate Greater than 15% - Flaps 15 & 20



140 160 180 200 220 240 260 280 300

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

C.G

.

STA

BT

RIM

14.0 4.30 14.0 5.60 14.0 6.90 14.0 7.80 14.0 8.70 14.0 9.70 14.0 10.60 14.0 11.00 14.0 11.00

29.0 2.90 29.0 3.23 29.0 3.90 29.0 4.50 16.0 10.35

34.0 2.00 34.0 2.20 34.0 2.50 34.0 2.90 34.0 3.35 34.0 3.80 34.0 4.10 34.0 4.50

39.0 1.60 39.0 2.00 39.0 2.20 39.0 2.40 39.0 2.90 39.0 3.10 39.0 3.30 39.0 3.40 39.0 3.60

44.0 1.00 44.0 1.50 44.0 1.50 44.0 1.90 44.0 2.40 44.0 2.70 44.0 3.00 44.0 3.10 44.0 3.30

0

1

2

3

4

5

6

7

8

9

10

11

12

5 10 15 20 25 30 35 40 45


ST

AB

ILIZ

ER

TR

IM U

NIT

S

160*200* 220*

180*140*

240*300*

A

ANU

M ID

ND

GREENBANDS

260* 280*

FLAPS 15 AND 20





1-08-002Page 1 of 1

Mar 18/1998D043W520-PIA1

LANDING GEAR AND FLAP MOVEMENT BALANCE EFFECT

LANDING GEAR RETRACTION MOMENT

The following table provides airplane moment changes caused by retraction of the landing gear from thetaxi position (extended, gear down) to the flight position (retracted, gear up).

FLAPS RETRACTION MOMENT

The following table provides airplane moment changes caused by retraction of the leading edge (L.E.) andthe trailing edge (T.E.) flaps.

NOTE A forward movement of airplane center of gravity is a negative moment. An aftmovement of airplane center of gravity is a positive moment.

GEARMOMENT

LB-IN. KG-IN.

Nose (Down to Up) -111200 -50400

Main (Down to Up) -233900 -106100

Total Moment Change -345100 -156500

FLAPPOSITION

MOMENTLB-IN.

MOMENTKG-IN.

FROM TO L.E. FLAPS T.E. FLAPS TOTAL L.E. FLAPS T.E. FLAPS TOTAL

30 25 0 -10600 -10600 0 - 4800 - 4800

30 20 +4900 -31200 -26300 + 2200 - 14200 - 12000

30 15 +4900 -50900 -46000 + 2200 - 23100 - 20900

30 5 +4900 -71900 - 67000 + 2200 - 32600 - 30400

30 1 +4900 -140400 - 135500 + 2200 - 63700 - 61500

30 0 + 21000 -140400 - 119400 +9500 - 63700 - 54200



777-200ER


1-20-008Page 1 of 3

Aug 24/2012D043W520-PIA1

FUEL TANK ARRANGEMENT AND CAPACITIES

FUEL TANK LOCATIONS

The following diagram shows the fuel tank arrangement:

SURGE TANK

DRY BAY

CENTER TANK

MAIN TANK 2

DRY BAY

MAIN TANK 1

SURGE TANK



FUEL TANK ARRANGEMENT AND CAPACITIES (Continued)


1-20-008Page 2 of 3Aug 24/2012D043W520-PIA1

777-200ER

MAXIMUM ALLOWABLE FUEL WEIGHT

The maximum allowable usable tank quantities shown in the following table are based on a fuel density of7.1 LB/U.S. GAL. (0.8507 KG/L).

USABLE FUEL QUANTITIES AND LOCATIONS

The following tables provide volume and center of gravity data for usable fuel. For definitions of “usable”,“drainable usable” and “trapped usable”, refer to General Information (CHP-SEC 1-00-001).

LOCATIONMAXIMUM VOLUME MAXIMUM WEIGHT

U.S. GAL. L LB KG

Main Tank 1 or 2 9560 36188 67876 30788

Center Tank 26100 98799 185310 84055

FUEL CATEGORY

FUELLOCATION

VOLUME B.A.IN.U.S. GAL. L

DrainableUsable

Main Tank 1 9560 36188 1306.7

Main Tank 2 9560 36188 1306.7

Center Tank 26100 98799 1146.7

Manifold 62[b] 235[b] 1295.6

Total Drainable 45282 171410 1214.5

TrappedUsable

Feed Lines[a]

[a] All fuel in lines between boost pump check valves and engine pump inlets, bypass valves, defuel valves, and APU fuel control. Pump inlet line volume included in tank volume.

12.0[b]

[b] These volumes are not gauged.

45.4[b] 1228.9

Engines 9.4[b] 35.6[b] 1032.5

Total Trapped 21.4[b] 81.0[b] 1142.6

TOTAL USABLE 45303 171491 1214.5



FUEL TANK ARRANGEMENT AND CAPACITIES (Continued)

777-200ER


1-20-008Page 3 of 3

Aug 24/2012D043W520-PIA1

UNUSABLE FUEL QUANTITIES AND LOCATIONS

The following table provides volume and center of gravity data for unusable fuel. For definitions of “unus-able”, “drainable unusable” and “trapped unusable”, refer to General Information (CHP-SEC 1-00-001).

FUEL CATEGORY

FUELLOCATION

VOLUME B.A.IN.U.S. GAL. L

DrainableUnusable[a]

[a] Based on an airplane nominal ground attitude of 0.70 degrees nose down and 0 degrees roll.

Main Tank 1 11.0 41.6 1256.6

Main Tank 2 11.0 41.6 1256.6

Center Tank 7.4[b]

[b] During normal operations with scavenge system in use.

28.0[b] 1159.1

Total Drainable 29.4 111.2 1232.1

TrappedUnusable[a]

Main Tank 1 1.5 5.7 1256.6

Main Tank 2 1.5 5.7 1256.6

Center Tank 22.8 86.3 1159.1

Feed Line[c]

[c] All fuel in lines between boost pump check valves and engine pump inlets, bypass valves, defuel valves, and APU fuel control. Pump inlet volume included in tank volume.

18.9 71.5 1272.6

Total Trapped 44.7 169.2 1213.6

TOTAL UNUSABLE 74.1 280.4 1220.9



777-200ER


1-22-002Page 1 of 2

Aug 26/2008D043W520-PIA1

FUEL MANAGEMENT

FUEL LOADING PROCEDURES

Fuel loading limitations and procedures are detailed below.

Loading Limitations

Fuel density must be between the minimum allowable fuel density of 6.1 LB/GAL. (0.7309 KG/L) and themaximum allowable fuel density of 7.1 LB/GAL. (0.8507 KG/L). Minimum fuel density may be furtherrestricted by zero fuel weight (see Limitations in CHP-SEC 1-02-xxx for applicability).

Loading Procedures

Use the following procedures for loading fuel:

1. Load Main Tanks 1 and 2 equally to the desired fuel quantity or until full.

2. Load center tank if additional fuel is required with Main Tanks 1 and 2 full.

Up to 3000 LB (1360 KG) of fuel may be loaded in the center tank with less than full main tanks, providedthe weight of the fuel in the center tank plus the actual zero fuel weight does not exceed the maximum zerofuel weight, and balance limits are observed. Fuel must be used in accordance with the fuel usage for thecenter tank fuel.

NOTE Recommended fuel loading reflects the final dispatch fuel distribution, not a load-ing sequence. Fuel tanks may be loaded individually, simultaneously or in anysequence.

LATERAL FUEL IMBALANCE

The following random lateral imbalance criteria between main tanks 1 and 2 must be observed for allground operations (taxi, takeoff, and landing):

Random lateral fuel imbalance must not exceed 4500 LB (2041 KG) when total main tankfuel is less than or equal to 50000 LB (22680 KG).

Random lateral fuel imbalance must not exceed 3000 LB (1360 KG) when total main tankfuel exceeds 114000 LB (51709 KG).

Allowable lateral fuel imbalance is determined using linear interpolation between 4500 LB(2041 KG) and 3000 LB (1360 KG) when the main tank fuel is greater than 50000 LB(22680 KG) and less than or equal to 114000 LB (51709 KG), respectively.



FUEL MANAGEMENT (Continued)


1-22-002Page 2 of 2Aug 26/2008D043W520-PIA1

777-200ER

FUEL USAGE PROCEDURES

With no center tank fuel, use main tank-to-engine fuel feed with all operable main tank boost pumps on andthe crossfeed valves closed.*

The following is not applicable upon incorporation of Boeing Service Bulletin 777-28A0040.

With center tank fuel, use center tank fuel for all operations with all operable boost pumps on and thecrossfeed valves closed* until the FUEL LOW CENTER advisory message is displayed. Then continueflight using main tank-to-engine fuel feed with all operable main tank boost pumps on and the crossfeedvalves closed.*

*A crossfeed valve is opened for minimum fuel operation. To correct fuel imbalance, open a crossfeedvalve and turn the low tank boost pumps off.

The following is applicable upon incorporation of Boeing Service Bulletin 777-28A0040 or productionequivalent. (Line number 556 and on - Reference PRR 61998-2).

With center tank fuel quantity greater than 10,500 LBS (4762 KG), use center tank fuel for all operationswith all operable boost pumps on and the crossfeed valves closed* until the FUEL LOW CENTER advisorymessage is displayed. Then continue flight using main tank-to-engine fuel feed with all operable main tankboost pumps on and the crossfeed valves closed.* If the FUEL IN CENTER advisory message displays instabilized cruise, use center tank fuel with all operable boost pumps on and the crossfeed valves closed*until the FUEL LOW CENTER advisory message is again displayed. Then continue flight using main tank-to-engine fuel feed with all operable main tank boost pumps on and the crossfeed valves closed. *

With center tank fuel quantity less than or equal to 10,500 LBS (4762 KG), use main tank-to-engine fuelfeed with all operable main tank boost pumps on and the crossfeed valves closed.* Once in stabilizedcruise, if the FUEL IN CENTER advisory message displays, use center tank fuel with all operable boostpumps on and the crossfeed valves closed * until the FUEL LOW CENTER advisory message is displayed.Then continue flight using main tank-to-engine fuel feed with all operable main tank boost pumps on andthe crossfeed valves closed.*

*A crossfeed valve is opened for minimum fuel operation. To correct fuel imbalance, open a crossfeedvalve and turn the low tank boost pumps off.

NOTE Refer to the Airplane Flight Manual, Section 1 for fuel usage procedure.

APU FUEL USAGE

Fuel consumption should be accounted for during APU operation per instructions in the Operations Man-ual.




1-24-002Page 1 of 6Jul 05/2001

D043W520-PIA1

FUEL TANK QUANTITIES AND BALANCE ARMS

COMBINED MAIN TANKS 1 AND 2 IN U.S. GALLONS

The following table provides usable, gauged fuel data in U.S. gallons.

U.S. GALLONS

MAIN TANKS 1 & 2 MAIN TANKS 1 & 2

VOLUMEU.S. GAL.

B.A.IN.

VOLUMEU.S. GAL

B.A.IN.

100 1256.6 3100 1250.9

200 1253.5 3200 1251.0

300 1250.4 3300 1251.2

400 1249.3 3400 1251.4

500 1248.9 3500 1251.5

600 1248.5 3600 1251.7

700 1248.0 3700 1251.9

800 1247.6 3800 1252.0

900 1247.2 3900 1252.2

1000 1247.3 4000 1252.3

1100 1247.4 4100 1252.5

1200 1247.5 4200 1252.7

1300 1247.6 4300 1252.8

1400 1247.8 4400 1253.0

1500 1247.9 4500 1253.2

1600 1248.0 4600 1253.3

1700 1248.1 4700 1253.5

1800 1248.2 4800 1253.6

1900 1248.4 4900 1253.7

2000 1248.6 5000 1253.9

2100 1248.8 5100 1254.0

2200 1249.0 5200 1254.1

2300 1249.2 5300 1254.2

2400 1249.5 5400 1254.4

2500 1249.7 5500 1254.5

2600 1249.9 5600 1254.6

2700 1250.1 5700 1254.7

2800 1250.3 5800 1254.9

2900 1250.5 5900 1255.0

3000 1250.7 6000 1255.1



FUEL TANK QUANTITIES AND BALANCE ARMS (Continued)


1-24-002Page 2 of 6Jul 05/2001D043W520-PIA1

777-200ER

6100 1255.3 9600 1260.8

6200 1255.4 9700 1261.0

6300 1255.5 9800 1261.3

6400 1255.6 9900 1261.5

6500 1255.8 10000 1261.7

6600 1255.9 10100 1261.9

6700 1256.0 10200 1262.1

6800 1256.2 10300 1262.3

6900 1256.3 10400 1262.6

7000 1256.5 10500 1262.8

7100 1256.6 10600 1263.0

7200 1256.7 10700 1263.2

7300 1256.9 10800 1263.4

7400 1257.0 10900 1263.7

7500 1257.2 11000 1264.0

7600 1257.3 11100 1264.3

7700 1257.5 11200 1264.6

7800 1257.6 11300 1264.9

7900 1257.8 11400 1265.3

8000 1257.9 11500 1265.6

8100 1258.0 11600 1265.9

8200 1258.2 11700 1266.2

8300 1258.3 11800 1266.5

8400 1258.5 11900 1266.8

8500 1258.6 12000 1267.1

8600 1258.8 12100 1267.5

8700 1258.9 12200 1267.8

8800 1259.1 12300 1268.1

8900 1259.3 12400 1268.4

9000 1259.5 12500 1268.7

9100 1259.7 12600 1269.0

9200 1259.9 12700 1269.3

9300 1260.2 12800 1269.8

9400 1260.4 12900 1270.2

9500 1260.6 13000 1270.6

U.S. GALLONS (Continued)


VOLUMEU.S. GAL.

B.A.IN.

VOLUMEU.S. GAL

B.A.IN.

777-200ER


1-24-002Page 3 of 6Jul 05/2001

D043W520-PIA1




13100 1271.0 16100 1285.9

13200 1271.5 16200 1286.5

13300 1271.9 16300 1287.1

13400 1272.3 16400 1287.7

13500 1272.8 16500 1288.3

13600 1273.2 16600 1288.9

13700 1273.6 16700 1289.5

13800 1274.1 16800 1290.2

13900 1274.5 16900 1290.8

14000 1274.9 17000 1291.5

14100 1275.3 17100 1292.1

14200 1275.8 17200 1292.8

14300 1276.2 17300 1293.4

14400 1276.7 17400 1294.1

14500 1277.3 17500 1294.8

14600 1277.8 17600 1295.4

14700 1278.3 17700 1296.1

14800 1278.8 17800 1296.8

14900 1279.3 17900 1297.5

15000 1279.8 18000 1298.3

15100 1280.4 18100 1299.0

15200 1280.9 18200 1299.7

15300 1281.4 18300 1300.4

15400 1281.9 18400 1301.1

15500 1282.4 18500 1301.9

15600 1283.0 18600 1302.7

15700 1283.6 18700 1303.5

15800 1284.2 18800 1304.2

15900 1284.7 18900 1305.0

16000 1285.3 19000 1305.8

19100 1306.6

19120 1306.7



VOLUMEU.S. GAL.

B.A.IN.

VOLUMEU.S. GAL

B.A.IN.





1-24-002Page 4 of 6Jul 05/2001D043W520-PIA1

777-200ER

COMBINED MAIN TANKS 1 AND 2 IN LITERS

The following table provides usable, gauged fuel data in liters.

LITERSMAIN TANKS 1 & 2 MAIN TANKS 1 & 2

VOLUMEL

B.A.IN.

VOLUMEL

B.A.IN.

400 1256.4 12400 1251.2

800 1253.1 12800 1251.3

1200 1249.9 13200 1251.5

1600 1249.2 13600 1251.7

2000 1248.8 14000 1251.9

2400 1248.3 14400 1252.0

2800 1247.8 14800 1252.2

3200 1247.4 15200 1252.4

3600 1247.3 15600 1252.6

4000 1247.4 16000 1252.7

4400 1247.5 16400 1252.9

4800 1247.6 16800 1253.1

5200 1247.7 17200 1253.2

5600 1247.8 17600 1253.4

6000 1247.9 18000 1253.5

6400 1248.1 18400 1253.7

6800 1248.2 18800 1253.8

7200 1248.4 19200 1253.9

7600 1248.6 19600 1254.1

8000 1248.9 20000 1254.2

8400 1249.1 20400 1254.3

8800 1249.3 20800 1254.5

9200 1249.5 21200 1254.6

9600 1249.7 21600 1254.8

10000 1250.0 22000 1254.9

10400 1250.2 22400 1255.0

10800 1250.4 22800 1255.2

11200 1250.6 23200 1255.3

11600 1250.8 23600 1255.4

12000 1251.0 24000 1255.6

777-200ER


1-24-002Page 5 of 6Jul 05/2001

D043W520-PIA1




24400 1255.7 38400 1262.0

24800 1255.8 38800 1262.2

25200 1256.0 39200 1262.5

25600 1256.1 39600 1262.7

26000 1256.3 40000 1262.9

26400 1256.4 40400 1263.2

26800 1256.6 40800 1263.4

27200 1256.7 41200 1263.6

27600 1256.9 41600 1264.0

28000 1257.0 42000 1264.3

28400 1257.2 42400 1264.6

28800 1257.3 42800 1265.0

29200 1257.5 43200 1265.3

29600 1257.6 43600 1265.6

30000 1257.8 44000 1266.0

30400 1257.9 44400 1266.3

30800 1258.1 44800 1266.6

31200 1258.3 45200 1267.0

31600 1258.4 45600 1267.3

32000 1258.6 46000 1267.6

32400 1258.7 46400 1268.0

32800 1258.9 46800 1268.3

33200 1259.0 47200 1268.6

33600 1259.2 47600 1269.0

34000 1259.5 48000 1269.3

34400 1259.7 48400 1269.7

34800 1259.9 48800 1270.2

35200 1260.2 49200 1270.6

35600 1260.4 49600 1271.1

36000 1260.6 50000 1271.5

36400 1260.8 50400 1272.0

36800 1261.1 50800 1272.4

37200 1261.3 51200 1272.9

37600 1261.5 51600 1273.3

38000 1261.8 52000 1273.8

LITERS (Continued)


VOLUMEL

B.A.IN.

VOLUMEL

B.A.IN.





1-24-002Page 6 of 6Jul 05/2001D043W520-PIA1

777-200ER

52400 1274.2 62400 1288.2

52800 1274.7 62800 1288.8

53200 1275.1 63200 1289.5

53600 1275.6 63600 1290.2

54000 1276.1 64000 1290.9

54400 1276.6 64400 1291.5

54800 1277.2 64800 1292.2

55200 1277.7 65200 1292.9

55600 1278.2 65600 1293.6

56000 1278.8 66000 1294.3

56400 1279.3 66400 1295.0

56800 1279.9 66800 1295.7

57200 1280.4 67200 1296.5

57600 1281.0 67600 1297.2

58000 1281.5 68000 1298.0

58400 1282.1 68400 1298.8

58800 1282.6 68800 1299.5

59200 1283.2 69200 1300.3

59600 1283.8 69600 1301.0

60000 1284.5 70000 1301.8

60400 1285.1 70400 1302.7

60800 1285.7 70800 1303.5

61200 1286.3 71200 1304.3

61600 1287.0 71600 1305.1

62000 1287.6 72000 1306.0

72376 1306.7

LITERS (Continued)


VOLUMEL

B.A.IN.

VOLUMEL

B.A.IN.




1-24-022Page 1 of 8

Mar 18/1998D043W520-PIA1

FUEL TANK QUANTITIES AND BALANCE ARMS

CENTER TANK IN U.S. GALLONS

The following table provides usable, gauged fuel data in U.S. gallons.

U.S. GALLONS

CENTER TANK CENTER TANK

VOLUMEU.S. GAL.

B.A.IN.

VOLUMEU.S. GAL

B.A.IN.

100 1159.1 3100 1150.6

200 1158.7 3200 1150.4

300 1158.4 3300 1150.3

400 1158.1 3400 1150.1

500 1157.7 3500 1149.9

600 1157.5 3600 1149.7

700 1157.3 3700 1149.6

800 1157.1 3800 1149.4

900 1157.0 3900 1149.2

1000 1156.8 4000 1149.0

1100 1156.6 4100 1148.9

1200 1156.4 4200 1148.7

1300 1156.2 4300 1148.6

1400 1156.1 4400 1148.5

1500 1155.9 4500 1148.5

1600 1155.6 4600 1148.4

1700 1155.2 4700 1148.4

1800 1154.8 4800 1148.3

1900 1154.5 4900 1148.3

2000 1154.1 5000 1148.2

2100 1153.7 5100 1148.2

2200 1153.4 5200 1148.1

2300 1153.0 5300 1148.1

2400 1152.6 5400 1148.0

2500 1152.2 5500 1148.0

2600 1151.9 5600 1147.9

2700 1151.5 5700 1147.8

2800 1151.1 5800 1147.8

2900 1151.0 5900 1147.8

3000 1150.8 6000 1147.8





1-24-022Page 2 of 8Mar 18/1998D043W520-PIA1

777-200ER

6100 1147.8 9600 1148.3

6200 1147.8 9700 1148.3

6300 1147.8 9800 1148.3

6400 1147.8 9900 1148.4

6500 1147.8 10000 1148.4

6600 1147.8 10100 1148.4

6700 1147.8 10200 1148.4

6800 1147.8 10300 1148.4

6900 1147.8 10400 1148.5

7000 1147.8 10500 1148.5

7100 1147.8 10600 1148.5

7200 1147.8 10700 1148.5

7300 1147.8 10800 1148.6

7400 1147.8 10900 1148.6

7500 1147.8 11000 1148.6

7600 1147.8 11100 1148.6

7700 1147.8 11200 1148.6

7800 1147.8 11300 1148.7

7900 1147.9 11400 1148.7

8000 1147.9 11500 1148.7

8100 1147.9 11600 1148.7

8200 1147.9 11700 1148.7

8300 1148.0 11800 1148.7

8400 1148.0 11900 1148.8

8500 1148.0 12000 1148.8

8600 1148.0 12100 1148.8

8700 1148.1 12200 1148.8

8800 1148.1 12300 1148.8

8900 1148.1 12400 1148.8

9000 1148.1 12500 1148.8

9100 1148.2 12600 1148.8

9200 1148.2 12700 1148.9

9300 1148.2 12800 1148.9

9400 1148.2 12900 1148.9

9500 1148.3 13000 1148.9



VOLUMEU.S. GAL.

B.A.IN.

VOLUMEU.S. GAL

B.A.IN.

777-200ER


1-24-022Page 3 of 8

Mar 18/1998D043W520-PIA1




13100 1148.9 16600 1149.1

13200 1148.9 16700 1149.1

13300 1148.9 16800 1149.1

13400 1148.9 16900 1149.1

13500 1149.0 17000 1149.1

13600 1149.0 17100 1149.1

13700 1149.0 17200 1149.1

13800 1149.0 17300 1149.1

13900 1149.0 17400 1149.1

14000 1149.0 17500 1149.1

14100 1149.0 17600 1149.1

14200 1149.0 17700 1149.1

14300 1149.0 17800 1149.2

14400 1149.0 17900 1149.2

14500 1149.0 18000 1149.2

14600 1149.0 18100 1149.2

14700 1149.0 18200 1149.2

14800 1149.0 18300 1149.2

14900 1149.0 18400 1149.2

15000 1149.1 18500 1149.2

15100 1149.1 18600 1149.2

15200 1149.1 18700 1149.2

15300 1149.1 18800 1149.2

15400 1149.1 18900 1149.2

15500 1149.1 19000 1149.2

15600 1149.1 19100 1149.2

15700 1149.1 19200 1149.2

15800 1149.1 19300 1149.2

15900 1149.1 19400 1149.2

16000 1149.1 19500 1149.2

16100 1149.1 19600 1149.2

16200 1149.1 19700 1149.2

16300 1149.1 19800 1149.2

16400 1149.1 19900 1149.2

16500 1149.1 20000 1149.2



VOLUMEU.S. GAL.

B.A.IN.

VOLUMEU.S. GAL

B.A.IN.





1-24-022Page 4 of 8Mar 18/1998D043W520-PIA1

777-200ER

20100 1149.2 23100 1148.7

20200 1149.2 23200 1148.6

20300 1149.2 23300 1148.6

20400 1149.2 23400 1148.6

20500 1149.1 23500 1148.5

20600 1149.1 23600 1148.5

20700 1149.1 23700 1148.4

20800 1149.1 23800 1148.4

20900 1149.1 23900 1148.3

21000 1149.1 24000 1148.3

21100 1149.1 24100 1148.2

21200 1149.1 24200 1148.1

21300 1149.1 24300 1148.1

21400 1149.1 24400 1148.0

21500 1149.1 24500 1147.9

21600 1149.1 24600 1147.8

21700 1149.1 24700 1147.8

21800 1149.1 24800 1147.7

21900 1149.1 24900 1147.6

22000 1149.1 25000 1147.6

22100 1149.0 25100 1147.5

22200 1149.0 25200 1147.4

22300 1149.0 25300 1147.3

22400 1148.9 25400 1147.3

22500 1148.9 25500 1147.2

22600 1148.8 25600 1147.1

22700 1148.8 25700 1147.0

22800 1148.8 25800 1146.9

22900 1148.7 25900 1146.9

23000 1148.7 26000 1146.8

26100 1146.7



VOLUMEU.S. GAL.

B.A.IN.

VOLUMEU.S. GAL

B.A.IN.

777-200ER


1-24-022Page 5 of 8

Mar 18/1998D043W520-PIA1




CENTER TANK IN LITERS

The following table provides usable, gauged fuel data in liters.

LITERSCENTER TANK CENTER TANK

VOLUMEL

B.A.IN.

VOLUMEL

B.A.IN.

400 1159.1 12400 1150.3

800 1158.7 12800 1150.1

1200 1158.3 13200 1149.9

1600 1158.0 13600 1149.8

2000 1157.6 14000 1149.6

2400 1157.4 14400 1149.4

2800 1157.2 14800 1149.2

3200 1157.1 15200 1149.0

3600 1156.9 15600 1148.8

4000 1156.7 16000 1148.6

4400 1156.5 16400 1148.6

4800 1156.3 16800 1148.5

5200 1156.1 17200 1148.5

5600 1155.9 17600 1148.4

6000 1155.6 18000 1148.4

6400 1155.2 18400 1148.3

6800 1154.8 18800 1148.2

7200 1154.5 19200 1148.2

7600 1154.1 19600 1148.1

8000 1153.7 20000 1148.1

8400 1153.3 20400 1148.0

8800 1152.9 20800 1148.0

9200 1152.5 21200 1147.9

9600 1152.1 21600 1147.8

10000 1151.7 22000 1147.8

10400 1151.3 22400 1147.8

10800 1151.0 22800 1147.8

11200 1150.9 23200 1147.8

11600 1150.7 23600 1147.8

12000 1150.5 24000 1147.8





1-24-022Page 6 of 8Mar 18/1998D043W520-PIA1

777-200ER

24400 1147.8 38400 1148.4

24800 1147.8 38800 1148.4

25200 1147.8 39200 1148.5

25600 1147.8 39600 1148.5

26000 1147.8 40000 1148.5

26400 1147.8 40400 1148.5

26800 1147.8 40800 1148.6

27200 1147.8 41200 1148.6

27600 1147.8 41600 1148.6

28000 1147.8 42000 1148.6

28400 1147.8 42400 1148.6

28800 1147.8 42800 1148.7

29200 1147.8 43200 1148.7

29600 1147.8 43600 1148.7

30000 1147.9 44000 1148.7

30400 1147.9 44400 1148.7

30800 1147.9 44800 1148.7

31200 1148.0 45200 1148.8

31600 1148.0 45600 1148.8

32000 1148.0 46000 1148.8

32400 1148.0 46400 1148.8

32800 1148.1 46800 1148.8

33200 1148.1 47200 1148.8

33600 1148.1 47600 1148.8

34000 1148.1 48000 1148.9

34400 1148.2 48400 1148.9

34800 1148.2 48800 1148.9

35200 1148.2 49200 1148.9

35600 1148.2 49600 1148.9

36000 1148.3 50000 1148.9

36400 1148.3 50400 1148.9

36800 1148.3 50800 1149.0

37200 1148.3 51200 1149.0

37600 1148.4 51600 1149.0

38000 1148.4 52000 1149.0

LITERS (Continued)


VOLUMEL

B.A.IN.

VOLUMEL

B.A.IN.

777-200ER


1-24-022Page 7 of 8

Mar 18/1998D043W520-PIA1




52400 1149.0 66400 1149.1

52800 1149.0 66800 1149.1

53200 1149.0 67200 1149.1

53600 1149.0 67600 1149.2

54000 1149.0 68000 1149.2

54400 1149.0 68400 1149.2

54800 1149.0 68800 1149.2

55200 1149.0 69200 1149.2

55600 1149.0 69600 1149.2

56000 1149.0 70000 1149.2

56400 1149.0 70400 1149.2

56800 1149.1 70800 1149.2

57200 1149.1 71200 1149.2

57600 1149.1 71600 1149.2

58000 1149.1 72000 1149.2

58400 1149.1 72400 1149.2

58800 1149.1 72800 1149.2

59200 1149.1 73200 1149.2

59600 1149.1 73600 1149.2

60000 1149.1 74000 1149.2

60400 1149.1 74400 1149.2

60800 1149.1 74800 1149.2

61200 1149.1 75200 1149.2

61600 1149.1 75600 1149.2

62000 1149.1 76000 1149.2

62400 1149.1 76400 1149.2

62800 1149.1 76800 1149.2

63200 1149.1 77200 1149.2

63600 1149.1 77600 1149.1

64000 1149.1 78000 1149.1

64400 1149.1 78400 1149.1

64800 1149.1 78800 1149.1

65200 1149.1 79200 1149.1

65600 1149.1 79600 1149.1

66000 1149.1 80000 1149.1

LITERS (Continued)


VOLUMEL

B.A.IN.

VOLUMEL

B.A.IN.





1-24-022Page 8 of 8Mar 18/1998D043W520-PIA1

777-200ER

80400 1149.1 90400 1148.4

80800 1149.1 90800 1148.3

81200 1149.1 91200 1148.2

81600 1149.1 91600 1148.1

82000 1149.1 92000 1148.1

82400 1149.1 92400 1148.0

82800 1149.1 92800 1147.9

83200 1149.1 93200 1147.8

83600 1149.0 93600 1147.7

84000 1149.0 94000 1147.7

84400 1149.0 94400 1147.6

84800 1148.9 94800 1147.5

85200 1148.9 95200 1147.4

85600 1148.8 95600 1147.4

86000 1148.8 96000 1147.3

86400 1148.8 96400 1147.2

86800 1148.7 96800 1147.1

87200 1148.7 97200 1147.0

87600 1148.6 97600 1147.0

88000 1148.6 98000 1146.9

88400 1148.6 98400 1146.8

88800 1148.5 98799 1146.7

89200 1148.5

89600 1148.5

90000 1148.4

LITERS (Continued)


VOLUMEL

B.A.IN.

VOLUMEL

B.A.IN.




1-30-002Page 1 of 2

Mar 18/1998D043W520-PIA1

SYSTEM FLUIDS

ENGINE SYSTEM OIL (GENERAL ELECTRIC GE90 SERIES ENGINES)

The following table lists total engine system oil (including trapped oil):

NOTE Oil density used is 8.3 LB/U.S. GAL. (0.995 KG/L).

INTEGRATED DRIVE GENERATOR OIL

The following table lists the constant speed drive oil:


VARIABLE SPEED CONSTANT FREQUENCY GENERATOR OIL

The following table lists the variable speed constant frequency generator oil:


FLUID CATEGORY

VOLUME WEIGHT B.A.IN.ENGINE U.S. GAL. L LB KG

Drainable Oil

No. 1 9.5 36.0 78.9 35.8 994.0

No. 2 9.4 35.6 78.0 35.4 997.5

Total 18.9 71.6 156.9 71.2 995.7

Trapped Oil

No. 1 3.1 11.7 25.7 11.6 1046.6

No. 2 3.1 11.7 25.7 11.6 1045.8

Total 6.2 23.4 51.4 23.2 1046.2

TANKLOCATION

VOLUME WEIGHT B.A.IN.U.S. GAL. L LB KG

No. 1 1.2 4.5 10.0 4.5 1051.0

No. 2 1.2 4.5 10.0 4.5 1051.9

Total 2.4 9.0 20.0 9.0 1051.5

TANKLOCATION

VOLUME WEIGHT B.A.IN.U.S. GAL. L LB KG

No. 1 0.5 1.9 4.2 1.9 1030.4

No. 2 0.5 1.9 4.2 1.9 1031.2

Total 1.0 3.8 8.4 3.8 1030.8



SYSTEM FLUIDS (Continued)


1-30-002Page 2 of 2Mar 18/1998D043W520-PIA1

777-200ER

HYDRAULIC SYSTEM FLUID

The following table provides the hydraulic system fluid totals:

NOTE Hydraulic fluid density used is 8.34 LB/U.S. GAL. (0.999 KG/L).

LANDING GEAR SYSTEM FLUID

The following table lists the landing gear system hydraulic fluid totals:


OPERATING SYSTEM FLUID

The following table provides operating systems fluid totals:


FLUID CATEGORY

LOCATIONVOLUME WEIGHT B.A.

IN.U.S. GAL. L LB KG

Hydraulic System Fluid

System Left 35.5 134.4 296.1 134.3 1459.9

System Right 28.9 109.4 241.0 109.3 1398.5

System Center 66.3 251.0 552.9 250.7 1374.3

Total 130.7 494.8 1090.0 494.3 1402.9

Hydraulic Reservoir Fluid

System Left 7.7 29.1 64.2 29.1 1227.0

System Right 7.7 29.1 64.2 29.1 1227.0

System Center 11.0 41.6 91.7 41.6 1346.0

Total 26.4 99.8 220.1 99.8 1276.6

FLUID LOCATIONVOLUME WEIGHT B.A.


Nose Gear Oleo 5.0 18.9 36.3 16.4 320.5

Main Gear Oleo 32.0 121.1 232.0 105.2 1334.2

SYSTEMVOLUME WEIGHT B.A.


Pneumatic Starter Oil 0.5 1.9 4.2 1.9 1050.0

Aux. Power Unit Oil 2.3 8.7 19.1 8.7 2444.4



777-200ER


1-32-002Page 1 of 1

Nov 05/2002D043W520-PIA1

POTABLE WATER SYSTEM

TANK QUANTITIES AND LOCATIONS

The drinking, washing and lavatory rinse water system has three storage tanks per airplane. The totalusable potable water and supply lines are listed in the table below.

NOTE Density used is 8.34 LB/U.S. GAL. (0.999 KG/L).

SYSTEM

VOLUME WEIGHT B.A. IN.U.S. GAL. L LB KG

Water Tanks (2) 218.0 825.2 1818.1 824.7 2089.9

Water Tanks (1) 109.0 412.6 909.1 412.4 2083.9

Lines 7.8 29.5 65.1 29.5 1350.0

Total 334.8 1267.3 2792.3 1266.6 2070.7




1-34-001Page 1 of 1

Mar 18/1998D043W520-PIA1

WASTE DISPOSAL SYSTEM

TANK QUANTITIES AND LOCATIONS

The 777 utilizes a vacuum waste disposal system. An initial charge of disinfectant is located in each of thewaste tanks listed below.

NOTE Density used is 8.33 LB/U.S. GAL. (0.998 KG/L).

The following illustration provides locations of the lavatory flex zones.

SYSTEM

VOLUME WEIGHTB.A. IN.

U.S. GAL. L LB KG

Forward Tank 6.0 22.7 50.0 22.7 1953.0

Mid Tank 6.0 22.7 50.0 22.7 1989.0

Aft Tank 6.0 22.7 50.0 22.7 2023.0

TOTAL 18.0 68.1 150.0 68.1 1988.3

2200

2100

2000

1900

1800

1700

1600

1500

1400

1300

1200

1100

1000

900

800

700

600

500

400

200

300351

435

583 601

737

792

878 867

14171451

1495

155015941612

1960

2049



777-200ER


1-40-001Page 1 of 1

Sep 24/2007D043W520-PIA1

PASSENGER AND PERSONNEL WEIGHT ALLOWANCES

FAA ADVISORY CIRCULAR 120-27E ALLOWANCES

The following crew, passenger and baggage weights reflect the Federal Aviation Administration (FAA)Advisory Circular 120-27E, dated June 10, 2005.

Flight Crew

For flight crew members:

Flight crew member 190 LB (86.2 KG)

Pilot flight bag 20 LB ( 9.1 KG)

Crewmember roller bag 30 LB (13.6 KG)

Cabin Crew

For cabin attendants:

Cabin attendant 170 LB (77.1 KG)

Flight attendant kit 10 LB (4.5 KG)

Crewmember roller bag 30 LB (13.6 KG)

Passengers

The Advisory Circular 120-27E specifies an average passenger weight of 195 LB (88.5 KG) which consistsof a 179 LB (81.2 KG) passenger weight plus 16 LB (7.3 KG) carry-on baggage and personal items. Thecombination of average passenger weight, seat weight and passenger carry-on baggage stowed under theseat must not exceed the main cabin linear loading limits (see CHP-SEC 1-60-00x).

Baggage

The following average weights apply to passenger checked baggage:

Use an average weight of not less than 30 LB (13.6 KG) for each piece of checked bag-gage.

NOTE Use of average passenger and baggage weights is not advisable in computing theweight and balance of charter flights or other special services involving the car-riage of special groups (e.g. athletic squads, military groups, etc.). Refer to Advi-sory Circular 120-27E.



777-200ER

APPLICABLE CONFIGURATIONS Refer to the Interior Effectivity section of this manual to correlate certified Pas-senger Arrangements with specific aircraft serial numbers.

1-44-038Page 1 of 4

Sep 11/2012D043W520-PIA1

INTERIOR ARRANGEMENT - MAIN DECK

FLIGHT DECK

The flight crew balance arms are defined as 6 IN. in front of the Seat Reference Point (SRP). The SRP isdefined as the intersection of the seat bottom and the seat back. The crew locations represent the crewseated at takeoff positions.

Flight Deck (2 Observers)

FLIGHT CREW (TWO OBSERVERS)

LOCATIONB.A.IN.

Captain 188

First Officer 188

First Observer 229

Second Observer 236



INTERIOR ARRANGEMENT - MAIN DECK (Continued)


1-44-038Page 2 of 4Sep 11/2012D043W520-PIA1

777-200ER

MAIN CABIN - 35C/294Y ARRANGEMENT

The main cabin 35C/294Y arrangement shown below is the basis for the subsequent passenger and cabincrew center of gravity data.

Reference Drawing(s):

LOPA 772-161

Galley Structure

Attendant Seat

BALANCEARM - IN.

200

300

400

500

600

700

800

900

1000

1100

1200

2200

2100

2000

1900

1800

1700

1600

1500

1400

1300

VCC




777-200ER


1-44-038Page 3 of 4

Sep 11/2012D043W520-PIA1

Passenger Locations

The center of gravity of each passenger location for the main cabin arrangement on page 2 is listed in thefollowing table. The class designations are as follows: First Class (F), Business Class (C) and TouristClass (Y). Unless otherwise noted, the passenger balance arms are defined as 8 IN. aft of the forward seatpin, relative to the seat. The balance arms represent the passengers seated in an upright position.

CLASS ROW

PASSENGERSLEFT CENTER RIGHT

NO.B.A.IN.

NO.B.A.IN.

NO.B.A.IN.

C

1 2 441 3 448 2 4412 2 500 3 505 2 5003 2 557 3 562 2 5574 2 614 3 619 2 6145 2 671 3 676 2 671

DOOR 2

Y

21 3 869 3 859 3 86922 3 901 3 890 3 90023 3 933 3 921 3 93124 3 965 3 952 3 96225 3 997 3 983 3 99326 3 1029 3 1015 3 102427 3 1061 3 1047 3 105528 3 1093 3 1079 3 108629 3 1125 3 1111 3 111730 3 1157 3 1143 3 114831 3 1189 3 1175 3 117932 3 1221 3 1207 3 121033 3 1253 3 1239 3 124234 3 1285 3 1271 3 127435 3 1317 3 1303 3 130636 3 1349 3 1335 3 133837 3 1381 3 1367 3 137038 3 1412 3 1399 3 140239 3 1431 2 1434

DOOR 341 3 1572 3 1543 3 157242 3 1604 3 1575 3 160443 3 1636 3 1607 3 163644 3 1668 3 1639 3 166845 3 1700 3 1671 3 170046 3 1732 3 1703 3 173247 3 1764 3 1735 3 176448 3 1796 3 1767 3 179649 3 1828 3 1799 3 182850 3 1863 3 1830 3 1863





1-44-038Page 4 of 4Sep 11/2012D043W520-PIA1

777-200ER

Cabin Crew Locations

The cabin crew balance arms are defined as 6 IN. in front of the Seat Reference Point (SRP). The SRP isdefined as the intersection of the seat bottom and the seat back. The cabin crew locations represent thecrew seated at takeoff positions for the main cabin arrangement shown on page 2.

Y

51 3 1895 3 1861 3 189552 3 1926 3 1892 3 192653 3 1956 3 1923 3 195654 2 1987 3 1954 2 198755 3 1985

CABIN CREW

GENERAL LOCATION

NUMBER OF ATTENDANTS B.A.IN.LEFT RIGHT

Door 1 1 335

Door 1 1 1 382

Door 2 1 1 747

Door 2 1 1 789

Door 3 1 1 1505

Door 4 1 1 2021

Door 4 1 1 2060

Door 4 1 1 2063

CLASS ROW

PASSENGERSLEFT CENTER RIGHT

NO.B.A.IN.

NO.B.A.IN.

NO.B.A.IN.



777-200ER


1-48-007Page 1 of 1

Apr 29/2010D043W520-PIA1

GALLEY WEIGHTS - FIXED POSITIONS

MAXIMUM ALLOWABLE WEIGHTS - DOOR 1

Door 1 galley configurations are shown in the following illustrations.

Door 1 galley weights listed below are the maximum allowable weights that can be sustained by the basicmonocoque structure for each galley configuration shown above.

NOTES • Galleys installed on this airplane may be further limited by the carrier and con-tents weight as shown on the galley capacity placards.

• Purser Work Station or VCC not to exceed 1280 LB (580 KG)

MAXIMUM ALLOWABLE GALLEY WEIGHTS

NUMBER OF CARTS

F1 F2 F3 TOTAL COMPLEX

LB KG LB KG LB KG LB KG

7.5 1500 680 1900 861 600 272 4000 1814

8.5 1500 680 2400 1088 600 272 4500 2041

9.5 1500 680 2900 1315 600 272 5000 2267

F1

F2F3

7.5 CARTS

F1

F2F3

8.5 CARTS

F1

F2F3

9.5 CARTS

VCCVCCVCC

PSor or or

PS PS



777-200ER


1-48-104Page 1 of 1

Feb 19/2007D043W520-PIA1



Door 2 galley configuration is shown in the following illustration.

Door 2 galley weights listed below are the maximum allowable weights that can be sustained by the basicmonocoque structure for the galley configuration shown above.

NOTES • When Door 2 fixed galleys are installed, flexible zone galleys are not allowed inthe Door 2 side area.

• Galleys installed on this airplane may be further limited by the carrier and con-tents weight as shown on the galley capacity placards.


NUMBER OF CARTS

M1 M2 M1ATOTAL

COMPLEX


15 2976 1349 2825 1281 866 392 6667 3022

400

15 CARTS

M1

M2

M1A




1-48-301Page 1 of 1

Feb 19/2007D043W520-PIA1



Door 4 galley configuration is shown in the following illustration.

Door 4 galley weights listed below are the maximum allowable weights that can be sustained by the basicmonocoque structure for the galley configuration shown above.

NOTE Galleys installed on this airplane may be further limited by the carrier and contentsweight as shown on the galley capacity placards.


NUMBER OF CARTS

A1 A2 A3TOTAL

COMPLEX


16 3000 1360 2700 1224 2700 1224 8400 3808

16 CARTS

A3

A1

A2



777-200ER


1-49-006Page 1 of 3Jun 7/2004

D043W520-PIA1

GALLEY WEIGHTS - FLEX ZONES

MAXIMUM ALLOWABLE WEIGHTS

The flexible galley zones are presented in the following figure. In the table that follows, the flex zones arereferred to as: Door 1, Door 2 Centerline, Door 2 Side, Door 3, and Door 4.

400

DOOR 1

DOOR 2

DOOR 3

DOOR 4

2200

2100

2000

1900

1800

1700

1600

1500

1400

1300

1200

1100

1000

900

800

700

600

500

400

200

300337

435

601

737

792

856

1464

1578

1995

2055

BALANCEARM - IN.

MS

-2M

S-4

MS

-1M

S-3



GALLEY WEIGHTS - FLEX ZONES (Continued)


1-49-006Page 2 of 3Jun 7/2004D043W520-PIA1

777-200ER

The flexible zone galley weights listed in the following table are the maximum allowable weights that canbe sustained by the floor and monocoque structure.


FLEXZONE

NUMBER OF CARTS

LOADS FROM

MAXIMUM WEIGHT NUMBER OF

GALLEYS ALLOWED

LB KG

Door 1[a]

[a] A maximum of one galley is allowed in this flex zone.

3 Full Fwd 2070 938 1

3 Half Fwd 1200 544 1

Door 2[b][c]

Centerline

[b] Any single or combination of 2 galleys.[c] Door 2 centerline galleys cannot be arranged back to back.

5 Full Fwd/Aft 3000 1360 2

6 Full Fwd/Aft 3200 1451 2

7 Full[d]

[d] Maximum weight with galley integral floors and cart mushrooms.

Fwd/Aft 3400 1542 2

7 Full Fwd/Aft 4000 1814 2

5 Half Fwd/Aft 1700 771 2


Door 2 Side

2 Full Fwd/Aft 1000 453 2[e]

[e] One galley per side of airplane.

2 Full Aisle 1150 521 [f]

[f] Any single or combination allowed by Door 2 Side Galley Cart Limit Table and the weight limits of that combination.

3 Full Aisle 1400 635 [f]

4 Full[g]

[g] This configuration is allowed only if installed aft of B.A. 655.0.

Aisle 1800 816 2

5 Full[g] Aisle 2200 997 2

6 Full[h]

[h] This configuration is allowed only if installed aft of B.A. 645.0.

Aisle 2800 1270 2

Door 3[a]

2 Full Aisle 1660 752 1

4 Full Aisle 2100 952 1

5 Full Fwd/Aft 3000 1360 1


Door 4[a]

2 Full Aisle 1660 752 1

5 Full Aft 3000 1360 1

6 Full Aft 3200 1451 1

5 Half Aft 1700 771 1

6 Half Aft 1800 816 1



GALLEY WEIGHTS - FLEX ZONES (Continued)

777-200ER


1-49-006Page 3 of 3Jun 7/2004

D043W520-PIA1

NOTES • Galleys installed on this airplane may be further limited by the carrier and con-tents weight as shown on the galley capacity placards.

• Purser stations weighing 1000 pounds or more are considered as galleys wheninstalled in the galley flex zones. They must comply with galley weight limitsand be counted in the number of galleys allowed.

The Door 2 side galley zone weights listed in the following table are the maximum allowable weights thatcan be sustained by the floor and monocoque structure.

The Door 2 side galley cart limits listed in the following table are the maximum that can be sustained by thefloor and monocoque structure.

NOTE Lower weight centerline galleys are allowed the configurations of the higherweight centerline galleys.

MAXIMUM ALLOWABLE DOOR 2SIDE GALLEY ZONE WEIGHTS

ZONES LB EACH KG EACH

Forward Zones 2800 1270

Aft Zones 1800 816

Combined Side Zones[a]

[a] Each side of airplane.

2800 1270

DOOR 2 SIDE GALLEY CART LIMITS

CENTERLINE GALLEY

WEIGHTS

ALLOWED SIDE GALLEY SIZE - NUMBER OF FULL CARTS[a]

[a] Determine allowed side galley size using heaviest installed centerline galley.

MAXIMUM NUMBER OF CARTS[a]

MS-1 MS-2 MS-3 MS-4 TOTALFWD

ZONESAFT

ZONESSIDE

ZONES

LB KGCARTS/ZONE

CARTS/ZONE

CARTS/ZONE

CARTS/ZONE

CARTS/APL

CARTS/APL

CARTS/APL

CARTS/APL

4000 1814 0 0 0 0 0 0 0 0

3400 1542 2 2 2 2 8 4 4 4

3200 1451 3 3 3 3 6 6 6 6

3000 1360 4[b]

[b] Cannot be installed forward of B.A. 655.0.

4[b] 4 4 8 8 8 4

3000 1360 5[b] 5[b] 0 0 10 10 0 5

3000 1360 6[c]

[c] Cannot be installed forward of B.A. 645.0.

6[c] 0 0 12 12 0 6

1700 771 [d]

[d] Number of side galley carts allowed is the same as the 3000 LB (1360 KG) centerline galley.

[d] [d] [d] [d] [d] [d] [d]

1800 816 [d] [d] [d] [d] [d] [d] [d] [d]



777-200ER


1-60-002Page 1 of 3

Feb 16/2007D043W520-PIA1

CARGO COMPARTMENT LOAD LIMITS

MAXIMUM ALLOWABLE WEIGHTS

This section provides main deck and lower deck cargo compartment loading. These values are the maxi-mum allowable weights that can be sustained by the basic monocoque structure.

The following illustration shows the configuration of the cargo compartments.

Four basic structural limitations that must be observed when loading payload are compartment, linear load-ing, floor loading, and cumulative load limitations. Cumulative load limitations are discussed in CHP-SEC1-60-40x (forward body) and CHP-SEC 1-60-60x (aft body). Maximum allowable compartment weights,and maximum allowable linear and floor loading are provided in the following table:

MAXIMUM ALLOWABLE WEIGHT

COMPARTMENTTOTAL WEIGHT FLOOR LOADING

LB KG LB/IN. KG/IN. LB/SQ FT KG/SQ FT

Main Cabin 81.0[a][b]

[a] The main cabin floor loading includes the weight of passengers, passenger seats, and passenger carry-on baggage stowed under the seats.

[b] When the loading rate exceeds 58.7 LB/IN. (26.6 KG/IN.) over the bulk compartment, additional restrictions apply to the bulk compartment. Refer to “Bulk Compartment Loading Limit” later in this subject.

36.7[a][b] 85.0 38.5

Forward Cargo Hold[c]

[c] The lower hold limitations include the weight of cargo and the unit load devices (ULDs).

67500 30617

B.A. 409.0 to B.A. 899.7 57510 26086 117.2 53.1 200.0 90.7

B.A. 899.7 to B.A. 998.0 17104 7758 174.0[d]

[d] Refer to CHP-SEC 1-68-xxx for tiedown requirements when loading cargo above 117.2 LB/IN. (53.1 KG/IN.).

78.9[d] 200.0 90.7

Aft Cargo Hold[c] 49000 22226

B.A. 1437.0 to B.A. 1538.3 17626 7995 174.0[d] 78.9[d] 200.0 90.7

B.A. 1538.3 to B.A. 1886.0 40750 18483 117.2 53.1 200.0 90.7

Bulk Hold 9000 4082

B.A. 1886 to B.A. 1942 3752 1701 67.0 30.3 150.0 68.0

B.A. 1942 to B.A. 2062 6120 2776 Varies[e]

[e] 67.0 LB/IN. (30.3 KG/IN.) at B.A. 1942, decreasing linearly to 35.0 LB/IN. (15.8 KG/IN.) at B.A. 2062

Varies[e] 150.0 68.0

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CARGO COMPARTMENT LOAD LIMITS (Continued)


1-60-002Page 2 of 3Feb 16/2007D043W520-PIA1

777-200ER

MAXIMUM COMBINED LINEAR LOAD LIMITS

Total loading for the main deck and lower deck cargo must not exceed the combined linear loading limitsshown in the following diagram:

The main deck load is determined by adding the weight of a row of seats and passengers, with carry-onbaggage, and dividing by the seat pitch.

Example:

With a nine abreast configuration consisting of two double seats at 100 LB (45 KG) each and a 250 LB(113 KG) quint seat with a passenger weight of 185 LB (84 KG) and a 33 inch seat pitch, the resulting loadwould be 64.1 LB/IN. (29.1 KG/IN.). The calculation using pounds is as follows:

Similarly, the calculation using kilograms is:

020406080

100120140160180200220240260280

0

100

200

300

400

500

600

700

800

900

1000

1100

1200

1300

1400

1500

1600

1700

1800

1900

2000

2100

2200

2300

2400

BALANCE ARM - IN.

LIN

EAR

LO

AD

- L

B/IN

.

0

10

20

30

40

50

60

70

80

90

100

110

120

LIN

EAR

LO

AD

- (

KG

/IN.)

327.

0

81.0 (36.7)

409.

0

191.4 (86.8)89

9.7

247.4 (112.2)

998.

0

81.0 (36.7)

1437

.015

38.3

191.4 (86.8)

1886

.0

125.7 (57.0)

1942

.0

2062

.0

93.7 (42.5)81.0 (36.7)

2065

.0

100 LB 100 LB 250 LB 9 185 LB×( )+ + +33 IN.

------------------------------------------------------------------------------------------------------------- 64.1 LB/IN.=

45 KG 45KG 113KG 9 84KG×( )+ + +33 IN.

------------------------------------------------------------------------------------------------------ 29.1 KG/IN.=



CARGO COMPARTMENT LOAD LIMITS (Continued)

777-200ER


1-60-002Page 3 of 3

Feb 16/2007D043W520-PIA1

BULK COMPARTMENT LOADING LIMIT

When the main cabin loading exceeds 58.7 LB/IN. (26.6 KG/IN.) over the bulk cargo compartment, theallowable weight carried in the bulk compartment must be reduced as shown by the following graphs:

Bulk Loading in Pounds

Bulk Loading in Kilograms

56

60

64

68

72

76

5400 5800 6200 6600 7000 7400 7800 8200 8600 9000

BULK COMPARTMENT WEIGHT - LB

MA

IN D

EC

K L

OA

DIN

G -

LB

/IN

76.6 LB/IN.5850 LB

58.7 LB/IN.

9000 LB

MA

IN D

EC

K L

OA

DIN

G -

LB

/IN.

24

26

28

30

32

34

36

2500 2700 2900 3100 3300 3500 3700 3900 4100

BULK COMPARTMENT WEIGHT - KG

GR

OS

S W

EIG

HT

- K

G

34.7 KG/IN.2653 KG

26.6 KG/IN.

4082 KG

MA

IN D

EC

K L

OA

DIN

G -

KG

/IN.



777-200ER


1-60-201Page 1 of 3Jul 19/2012

D043W520-PIA1

CERTIFIED UNIT LOAD DEVICE WEIGHTS BY POSITION

UNIT LOAD DEVICE POSITIONS - LOWER DECK

The following diagram illustrates the unit load device positions:

Size Codes K, L and P

Certified weights for unit load device size codes K, L and P in the forward hold are provided in the followingtable:

DESIGNATIONCERTIFIED WEIGHT

FORWARD HOLD

SIZE CODE COMMONALL POSITIONS POSITION 25[a]

[a] Tiedowns are required. Refer to CHP-SEC 1-68-00x for tiedown requirements.

LB KG LB KG

K

LD-1 3500 1587 5150 2336

LD-3 3500 1587 5150 2336

LD-3-45 3500 1587 5150 2336

LD-3-45W 3500 1587 5150 2336

LD-3 Pallet 3500 1587 5150 2336

L

LD-5 7000 3175 10500 4762

LD-6 7000 3175 10500 4762

LD-10 7000 3175 10500 4762

LD-11 7000 3175 10500 4762

Half Pallet 7000 3175 10500 4762

P LD-2[b]

[b] This unit load device is not certified for all positions. Refer to CHP-SEC 1-64-0xx for allowable unit load device positions.

2700 1224

998.0

SIZE CODESK, L & P

409.0DOOR

1886.01437.0

DOOR

11 1312 14 23 252421 22 41 4232 3331 44

11P

43

FORWARD CARGO HOLD AFT CARGO HOLD

12P 13P 21P 22P 23PSIZE CODES

A, M, N &Q Longitudinal



CERTIFIED UNIT LOAD DEVICE WEIGHTS BY POSITION (Continued)


1-60-201Page 2 of 3Jul 19/2012D043W520-PIA1

777-200ER

Certified weights for unit load device size codes K, L and P in the aft hold are provided in the followingtable:

Size Code Q Longitudinal

Certified weights for unit load device size code Q oriented longitudinal in the forward hold are provided inthe following table:


AFT HOLD

SIZ

E C

OD

E

CO

MM

ON POSITION

31 & 32 33 41 42 43 44 31[a]


LB KG LB KG LB KG LB KG LB KG LB KG LB KG

K

LD-1 3500 1587 3500 1587 3500 1587 3500 1587 3500 1587 3500 1587 5150 2336

LD-3 3500 1587 3500 1587 3500 1587 3500 1587 3500 1587 3500 1587 5150 2336

LD-3-45 3500 1587 3500 1587 3500 1587 3500 1587 3500 1587 3500 1587 5150 2336

LD-3-45W 3500 1587 3500 1587 3500 1587 3500 1587 3500 1587 3500 1587 5150 2336

LD-3 Pallet 3500 1587 3440 1560 3260 1478 3100 1406 2950 1338 2820 1279 5150 2336

L

LD-5 7000 3175 7000 3175 7000 3175 7000 3175 7000 3175 7000 3175 10500 4762

LD-6 7000 3175 7000 3175 7000 3175 7000 3175 7000 3175 7000 3175 10500 4762

LD-10 7000 3175 7000 3175 7000 3175 7000 3175 7000 3175 7000 3175 10500 4762

LD-11 7000 3175 7000 3175 7000 3175 7000 3175 7000 3175 7000 3175 10500 4762

Half Pallet 7000 3175 6870 3116 6520 2957 6200 2812 5910 2680 5640 2558 10500 4762

P LD-2[b]


2700 1224 2700 1224


FORWARD HOLD

SIZE CODE

COMMONALL POSITIONS POSITION 23P[a]


LB KG LB KG

QLD-4 5400 2449 8050 3651

LD-8[b]


5400 2449



CERTIFIED UNIT LOAD DEVICE WEIGHTS BY POSITION (Continued)

777-200ER


1-60-201Page 3 of 3Jul 19/2012

D043W520-PIA1

Size Codes A, M and N

Certified weights for unit load device size codes A, M and N are provided in the following table:

DESIGNATION CERTIFIED WEIGHT - FORWARD HOLD

SIZE CODE

COMMONPOSITIONS 11P - 22P POSITION 23P POSITION 23P[a]


LB KG LB KG LB KG

A

P1 10310 4676 11250 5102 15300 6939

LD-7 10310 4676 11250 5102 15300 6939

LD-9 10310 4676 11250 5102 15300 6939

M P6 11250 5102 14000 6350 16700 7574

N Half Pallet 5400 2449 5400 2449 8200 3719




1-60-403Page 1 of 3

Feb 16/2007D043W520-PIA1

FORWARD BODY CUMULATIVE LOADS

CUMULATIVE LOAD CHECK

When main deck loading exceeds 74.2 LB/IN. (33.6 KG/IN.) over the forward hold cargo compartment,cumulative load limitations may require a reduction in cargo loading.

If the main deck loading rate for the type of unit load device (ULD) being carried is exceeded, the cumula-tive loads found under the “Allowable Loads” heading in this subject must not be exceeded. Refer to CHP-SEC 1-60-20x for ULD certified weights by position; CHP-SEC 1-63-xxx for individual ULD volumes, centerof gravity, dimensions and lateral positions; and CHP-SEC 1-64-xxx for ULD location definitions.

The maximum forward main cabin loading rates allowed without a cumulative load check are tabulated foreach ULD size code in the following table:

Procedure for Checking Cumulative Loads

The following procedure should be used to determine if a cumulative load check is required, and to per-form the cumulative load check.

1. Determine the loading rates for the main cabin. The loading rate is determined by addingthe weight of a row of seats and passengers, including carry-on baggage, and dividing bythe seat pitch (refer to CHP-SEC 1-60-00x for an example of this calculation). The loadingrate will change wherever seat pitch, the weight of a row of seats, or the number of pas-sengers per row changes.

2. Select the highest loading rate from step 1, and compare it to the value in the above tablefor the type of ULD being carried (or bulk, if applicable). If the highest loading rate exceedsthe value in the table, a cumulative load check is required.

3. To check the cumulative load, use the table in “Allowable Loads” section on page 2 of thissubject. Starting at the forward end of the cargo hold, calculate the weight of cargo andULD tare for each zone, and compare the calculated weight to the Allowable CumulativeLoad from the table for that zone. The allowable loads must not be exceeded. When usingULDs, zone boundaries correspond to the ULD positions. When bulk loading, zones aredefined by beginning and ending balance arms.

WARNING THE WEIGHT OF CARGO IN A ZONE MUST NOT EXCEED THE ALLOWABLECUMULATIVE LOAD FOR THAT ZONE. CUMULATIVE LOADS MUST BE CHECKEDFOR EACH ZONE APPLICABLE TO THE TYPE OF UNIT LOAD DEVICE CARRIED.

FORWARD MAIN CABIN MAXIMUM LOADING RATE WITH NO CUMULATIVE LOAD CHECK[a]

[a] These loading rates are based on an average passenger weight of 185 LB (83.9 KG)/Passenger, including carry-on baggage. The maximum allowable seat weights must be observed (refer to CHP-SEC 1-60-80x).

ULDSIZE CODE

BULK A K L M N P Q

LB/IN. 74.2 77.0 81.0[b]

[b] This is the maximum allowable main cabin loading rate.

81.0[b] 76.5 81.0[b] 81.0[b] 81.0[b]

KG/IN. 33.6 34.9 36.7[b] 36.7[b] 34.7 36.7[b] 36.7[b] 36.7[b]



FORWARD BODY CUMULATIVE LOADS (Continued)


1-60-403Page 2 of 3Feb 16/2007D043W520-PIA1

777-200ER

ALLOWABLE LOADS

The following table provides cumulative loads for the forward hold:

SAMPLE CUMULATIVE LOAD CHECK

For this sample, a 777 is configured with 6 abreast first class seating at 58 inch seat spacing forward ofdoor 2, 10 abreast economy class seating at 31 inch seat spacing aft of door 2 and 8 abreast economyseating at 31 inch seat spacing aft of station 1870. The first class seats weigh 100 LB (45.4 KG) per seatbottom. The economy seats weigh 55 LB (24.9 KG) per seat bottom. Passengers with carry-on baggageweigh 185 LB (83.9 KG) each. Size code M pallets are carried in the forward compartment, while size codeL containers are carried in the aft compartment.

ULD TYPE / SIZE CODE

ZONEMAXIMUM ALLOWABLE

CUMULATIVE LOADFROM TO LB KG

Bulk B.A. 409

B.A. 472 6960 3157B.A. 570 17770 8060B.A. 632 24620 11167B.A. 693 31350 14220B.A. 753 37980 17227B.A. 814 44710 20280B.A. 875 51450 23337B.A. 935 58070 26340B.A. 998 65030 29497

A 11P

11P 9960 451712P 20270 919413P 30580 1387021P 40890 1854722P 51200 2322323P 65030 29497

M 11P

11P 10850 492112P 21670 982913P 32450 1471921P 43330 1965422P 54020 2450323P 65030 29497

777-200ER


1-60-403Page 3 of 3

Feb 16/2007D043W520-PIA1



FORWARD BODY CUMULATIVE LOADS (Continued)

Step 1:

Calculate the loading rates in the main cabin over the forward hold:

Step 2:

The main cabin loading rate forward of Door 2 is 29.5 LB/IN. (13.4 KG/IN.). It is 77.4 LB/IN. (35.1 KG/IN.)aft of Door 2. The determination of whether a cumulative load check is required is the higher of the two val-ues; for this example 77.4 LB/IN. (35.1 KG/IN.). Since this value is greater than the allowed 76.5 LB/IN.(34.7 KG/IN.) when carrying size code M pallets, a cumulative loading check is required.

Step 3:

Calculate the cumulative load for each zone, and compare it to the size code M allowables from the tableon page 2.

Since the calculated cumulative load is less than the allowable cumulative load for each zone, no reductionor rearrangement in cargo loading is required.

SAMPLE LOADING RATE CALCULATION - FORWARD BODY

ZONEPASSENGER

WEIGHT SEAT WEIGHT SEAT

PITCHIN.

SEATSPER ROW

LOADING RATE

LB KG LB KG LB/IN. KG/IN.

Fwd of Door 2

185 83.9 100 45.4 58 6 29.5 13.4

Aft ofDoor 2

185 83.9 55 24.9 31 10 77.4 35.1

SAMPLE CUMULATIVE LOAD CHECK- FORWARD BODY

ZONECARGO & ULD TARE

(SAMPLE SIZE CODE M)CALCULATED

CUMULATIVE LOADALLOWABLE

CUMULATIVE LOAD

POSITION LB KG LB KG LB KG

11P - 11P 11P 5300 2404 5300 2404 10850 4921

11P - 12P 12P 6200 2812 11500 5216 21670 9829

11P - 13P 13P 4900 2223 16400 7439 32450 14719

11P - 21P 21P 5000 2268 21400 9707 43330 19654

11P - 22P 22P 5500 2495 26900 12202 54020 24503

11P - 23P 23P 6500 2948 33400 15150 65030 29497




1-60-605Page 1 of 3

Feb 19/2007D043W520-PIA1

AFT BODY CUMULATIVE LOADS

CUMULATIVE LOAD CHECK

When main deck loading exceeds 74.2 LB/IN. (33.6 KG/IN.) over the aft hold cargo compartment, cumula-tive load limitations may require a reduction in cargo loading.

If the main deck loading rate for the type of unit load device (ULD) being carried is exceeded, the cumula-tive loads found under the “Allowable Loads” heading in this subject must not be exceeded. Refer to CHP-SEC 1-60-20x for ULD certified weights by position; CHP-SEC 1-63-0xx for individual ULD volumes, cen-ter of gravity, dimensions and lateral positions; and CHP-SEC 1-64-0xx for ULD location definitions.

The maximum aft main cabin loading rates allowed without a cumulative load check are tabulated for eachULD size code in the following table:

Procedure for Checking Cumulative Loads

The following procedure should be used to determine if a cumulative load check is required, and to per-form the cumulative load check.

1. Determine the loading rates for the main cabin. The loading rate is determined by addingthe weight of a row of seats and passengers, including carry-on baggage, and dividing bythe seat pitch (refer to CHP-SEC 1-60-00x for an example of this calculation). The loadingrate will change where ever seat pitch, the weight of a row of seats, or the number of pas-sengers per row changes.

2. Select the highest loading rate from step 1, and compare it to the value in the above tablefor the type of ULD being carried (or bulk, if applicable). If the highest loading rate exceedsthe value in the table, a cumulative load check is required.

3. To check the cumulative load, use the table in “Allowable Loads” section on page 2 of thissubject. Starting at the aft end of the cargo hold, calculate the weight of cargo and ULDtare for each zone, and compare the calculated weight to the Allowable Cumulative Loadfrom the table for that zone. The allowable loads must not be exceeded. When usingULDs, zone boundaries correspond to the ULD positions. When bulk loading, zones aredefined by beginning and ending balance arms.

WARNING THE WEIGHT OF CARGO IN A ZONE MUST NOT EXCEED THE ALLOWABLECUMULATIVE LOAD FOR THAT ZONE. CUMULATIVE LOADS MUST BE CHECKEDFOR EACH ZONE APPLICABLE TO THE TYPE OF UNIT LOAD DEVICE CARRIED.

AFT MAIN CABIN MAXIMUM LOADING RATE WITH NO CUMULATIVE LOAD CHECK[a]

[a] These loading rates are based on an average passenger weight of 185 LB (83.9 KG)/Passenger, including carry-on baggage. The maximum allowable seat weights must be observed (refer to CHP-SEC 1-60-80x).

ULDSIZE CODE

BULK K (LD-3) K (LD-1) L P

LB/IN. 74.2 81.0[b]

[b] This is the maximum allowable main cabin loading rate.

81.0[b] 81.0[b] 81.0[b]

KG/IN. 33.6 36.7[b] 36.7[b] 36.7[b] 36.7[b]



AFT BODY CUMULATIVE LOADS (Continued)


1-60-605Page 2 of 3Feb 19/2007D043W520-PIA1

777-200ER

ALLOWABLE LOADS

The following table provides cumulative loads for the aft hold:

SAMPLE CUMULATIVE LOAD CHECK

For this sample, a 777 is configured with 6 abreast first class seating at 58 inch seat spacing forward ofdoor 2, 10 abreast economy class seating at 31 inch seat spacing aft of door 2 and 8 abreast economyseating at 31 inch seat spacing aft of station 1870. The first class seats weigh 100 LB (45.4 KG) per seatbottom. The economy seats weigh 50 LB (22.7 KG) per seat bottom. Passengers with carry-on baggageweigh 185 LB (83.9 KG) each. Size code M pallets are carried in the forward compartment, while size codeL containers are carried in the aft compartment.

Step 1:

Calculate the loading rates in the main cabin over the aft hold:

Step 2:

The main cabin loading forward of balance arm 1870 is 75.8 LB/IN. (34.4 KG/IN.) Aft of balance arm 1870it is 60.6 LB/IN. (27.5 KG/IN.). The determination of whether a cumulative load check is required is thehigher of the two values; for this example, 75.8 LB/IN (34.4 KG/IN.). Since this is below the allowable 81.0LB/IN. (36.7 KG/IN.) when loading size code L containers, no cumulative loading check is required for theaft compartment.

Bulk compartment loading must be reduced if the main cabin loading over the bulk cargo compartmentexceeds 58.7 LB/IN. (26.6 KG/IN.) Refer to CHP-SEC 1-60-00x for the bulk compartment loading limits.

ULD TYPE /SIZE CODE

ZONEMAXIMUM ALLOWABLE

CUMULATIVE LOAD

FROM TO LB KG

Bulk B.A. 1886

B.A. 1819 7400 3356

B.A. 1759 14020 6359

B.A. 1686 22080 10015

B.A. 1624 28930 13122

B.A. 1563 35660 16175

B.A. 1503 42280 19177

B.A. 1437 49000 22226

SAMPLE LOADING RATE CALCULATION - AFT BODY

ZONEPASSENGER

WEIGHT SEAT WEIGHT SEAT

PITCHIN.

SEATSPER ROW

LOADING RATE

LB KG LB KG LB/IN. KG/IN.

Fwd ofB.A. 1870

185 83.9 50 22.7 31 10 75.8 34.4

Aft ofB.A. 1870

185 83.9 50 22.7 31 8 60.6 27.5

777-200ER


1-60-605Page 3 of 3

Feb 19/2007D043W520-PIA1



AFT BODY CUMULATIVE LOADS (Continued)

Since the aft cabin loading over the bulk compartment of 60.6 LB/IN. (27.5 KG/IN.) is above the allowed58.7 LB/IN. (26.6 KG/IN.), the allowable load in the bulk cargo compartment is reduced from 9000 LB(4082 KG), to 8666 LB (3930 KG).

Step 3:

No cumulative load check is required.




1-62-001Page 1 of 1

Mar 18/1998D043W520-PIA1

CARGO COMPARTMENTS

GENERAL LOCATION AND ARRANGEMENT

The following airplane profile illustrates cargo compartment locations.

The following table provides cargo compartment locations, usable volumes and the correspondingvolumetric centroid arms.

CARGOCOMPARTMENT

LOCATION - B.A. USABLE VOLUME - CU FT

B. A.IN.FROM TO

Forward 409 998 3596 703.5

Aft 1437 1886 2729 1661.5

Bulk 1886 2062 600 1964.5

Total 6925 1190.3

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777-200ER


1-62-401Page 1 of 4

Feb 29/2012D043W520-PIA1

FORWARD CARGO COMPARTMENTS

FORWARD CARGO COMPARTMENT VOLUMES

The following figure shows forward cargo hold compartment boundaries.

Total volume and the volumetric centroid for the above figure are provided in the following table.

For volumes of individual unit load devices, refer to CHP-SEC 1-63-xxx; and for the allowable positions ofunit load devices, refer to CHP-SEC 1-64-xxx.

FORWARD CARGO COMPARTMENT CROSS SECTIONS

The figure below illustrates the cross-section of the forward cargo compartment. This cross-section is con-stant throughout the length of the forward cargo compartment.

COMPARTMENTUSABLE LOCATION USABLE

VOLUMECU FT

VOLUMETRIC CENTROIDB.A. - IN.FROM TO

Forward Hold (Bulk) 409.0 998.0 3596 703.5

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164.0 IN.

66.0 IN.

125.0 IN.

2.12 IN.MINIMUM

46.0 IN.

CL



FORWARD CARGO COMPARTMENTS (Continued)


1-62-401Page 2 of 4Feb 29/2012D043W520-PIA1

777-200ER

CARGO DOOR DIMENSIONS AND ALLOWABLE PACKAGE SIZES

This section provides dimensions of the maximum package sizes which will pass through the forwardcargo door opening. The maximum length is restricted by the geometry of the sidewall liner opposite thedoor.

Package sizes are approximate. Tilting, twisting, bending and/or rotating packages through door openingswill allow additional lengths in many cases, but should be determined for each situation. A trial loading isrecommended for packages with dimensions close to maximum dimensions indicated in the tables.

The height dimensions do not include allowances for items increasing package height such as fork lift tynethicknesses, pallet depths, skid tub heights, etc. Any such devices must be accounted for in the totalheight.

Bulk cargo is usually carried in the bulk hold. Bulk cargo can also be carried in the Fwd Containerized Holdor as a mix with containerized loads provided:

1. The bulk cargo is not of shape or density that could become a hazard to the airplane struc-ture or systems (e.g. dense or piercing items that could become projectiles) otherwise tie-down is required.

2. It is restrained to prevent causing a large change in the airplane C.G.

3. Has a 2 inch minimum clearance from the ceiling lights, smoke detectors and hold liners.

4. Does not exceed the holds area and longitudinal loading limits of CHP-SEC 1-60-00x.

Refer to CHP SEC 1-68-00x for tiedown information.




777-200ER


1-62-401Page 3 of 4

Feb 29/2012D043W520-PIA1

Package Size Illustration

The following illustration shows package dimensioning used in the allowable package size tables.

Door Dimensions

The following figure provides the forward cargo door dimensions.

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CLEAR DOOROPENING - 97.1 IN.

(BETWEEN ROLLERS)

CLEAR DOOROPENING - 101.9 IN.(ABOVE ROLLERS)


PACKAGEWIDTH

PACKAGEHEIGHT





1-62-401Page 4 of 4Feb 29/2012D043W520-PIA1

777-200ER

Allowable Package Sizes

The following tables are applicable for packages loaded aft of the forward cargo door (B.A. 557.0 IN.).

FORWARD COMPARTMENT ALLOWABLE PACKAGE SIZES

HEIGHTIN.

WIDTH IN.

10 20 30 40 50 60 70 80 90 101.9

LENGTH IN.

64 293 273 253 233 213 193 172 152 130

60 312 291 271 251 231 211 190 170 149 133

55 328 308 288 268 247 227 206 185 164 146

50 343 323 302 282 262 241 220 199 177 157

45 347 327 306 286 265 245 224 203 181 160

40 347 327 306 286 265 245 224 203 181 160

35 347 327 306 286 265 245 224 203 181 160

30 347 327 306 286 265 245 224 203 181 160

25 347 327 306 286 265 245 224 203 181 160

20 347 327 306 286 265 245 224 203 181 160

15 347 327 306 286 265 245 224 203 181 160

10 347 327 306 286 265 245 224 203 181 160

5 347 327 306 286 265 245 224 203 181 160



777-200ER


1-62-601Page 1 of 4Mar 6/2012

D043W520-PIA1

AFT CARGO COMPARTMENTS

AFT CARGO COMPARTMENT VOLUMES

The following figure shows aft cargo hold compartment boundaries.


For volumes of individual unit load devices, refer to CHP-SEC 1-63-xxx; and for the allowable positions ofunit load devices, refer to CHP-SEC 1-64-xxx.

AFT CARGO COMPARTMENT CROSS SECTIONS

The figure below illustrates the cross-section of the aft cargo compartment. This cross-section is constantthroughout the length of the aft cargo compartment.


VOLUMECU FT


Aft Hold (Bulk) 1437.0 1886.0 2729 1661.5

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164.0 IN.

66.0 IN.

125.0 IN.

2.12 IN.MINIMUM

46.0 IN.

CL



AFT CARGO COMPARTMENTS (Continued)


1-62-601Page 2 of 4Mar 6/2012D043W520-PIA1

777-200ER


This section provides dimensions of the maximum package sizes which will pass through the aft cargodoor opening. The maximum length is restricted by the geometry of the sidewall liner opposite the door.


The height dimensions do not include allowances for items increasing package height such as fork lift tynethicknesses, pallet depths, skid tub heights, etc. Any such devices must be accounted for in the totalheight.

Bulk cargo is usually carried in the bulk hold. Bulk cargo can also be carried in the Aft Containerized Holdor as a mix with containerized loads provided:

1. The bulk cargo is not of shape or density that could become a hazard to the airplane struc-ture or systems (e.g. dense or piercing items that could become projectiles) otherwise tie-down is required.

2. It is restrained to prevent causing a large change in the airplane C.G.

3. Has a 2 inch minimum clearance from the ceiling lights, smoke detectors and hold liners.

4. Does not exceed the holds area and longitudinal loading limits of CHP-SEC 1-60-00x.

5. The barrier net at the end of the cargo hold must be installed when carrying non-certifiedULDs or bulk cargo. Otherwise the maximum allowable weight limit is 0 LB (0 KG) or tie-down is required for all non-certified ULDs and bulk cargo.

Refer to CHP SEC 1-68-00x for tiedown information.




777-200ER


1-62-601Page 3 of 4Mar 6/2012

D043W520-PIA1



Door Dimensions

The following figure provides the aft cargo door dimensions.

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PACKAGEWIDTH

CLEAR DOOROPENING - 67.0 IN.(ABOVE ROLLERS)


(BETWEEN ROLLERS)


PACKAGEHEIGHT





1-62-601Page 4 of 4Mar 6/2012D043W520-PIA1

777-200ER


The following tables are applicable for packages loaded forward of the aft cargo door (B.A. 1716.5 IN.).

AFT COMPARTMENT ALLOWABLE PACKAGE SIZES

HEIGHTIN.

WIDTH IN.

10 20 30 40 50 60 67

LENGTH IN.

64 239 218 197 176 153 125

60 257 237 216 194 172 149 133

55 273 252 231 209 187 163 146

50 287 266 244 222 200 175 157

45 291 270 248 226 203 178 160

40 291 270 248 226 203 178 160

35 291 270 248 226 203 178 160

30 291 270 248 226 203 178 160

25 291 270 248 226 203 178 160

20 291 270 248 226 203 178 160

15 291 270 248 226 203 178 160

10 291 270 248 226 203 178 160

5 291 270 248 226 203 178 160



777-200ER


1-62-801Page 1 of 4Mar 9/2007

D043W520-PIA1

BULK CARGO COMPARTMENT

BULK CARGO COMPARTMENT VOLUME

The following figure shows the bulk cargo hold compartment boundaries.


BULK CARGO COMPARTMENT CROSS SECTIONS

The figure below illustrates the general layout of the bulk cargo compartment. The numbered labels andshaded panels correspond to the cross-sections provided following the illustration.


VOLUMECU FT


Bulk Compartment 1886.0 2062.0 600 1964.5

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BULK CARGO COMPARTMENT (Continued)


1-62-801Page 2 of 4Mar 9/2007D043W520-PIA1

777-200ER

The following cross-sections for the bulk compartment can be used to determine ceiling clearances at var-ious bulk cargo compartment balance arms. The relative location of the cross-sectional cut can be deter-mined by correlating the cross-section number to the general layout shown above.

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777-200ER


1-62-801Page 3 of 4Mar 9/2007

D043W520-PIA1


This section provides dimensions of the maximum package sizes which will pass through the aft cargodoor opening. The maximum length is restricted by the geometry of the compartment.




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1-62-801Page 4 of 4Mar 9/2007D043W520-PIA1

777-200ER

Door Dimensions

The following figure provides the bulk cargo door dimensions.


The following tables are applicable for packages loaded forward of the bulk cargo door (B.A. 1916.0 IN.).

BULK COMPARTMENT ALLOWABLE PACKAGE SIZES

HEIGHTIN.

WIDTH IN.

5 10 15 20 25 33.2

LENGTH IN.

40 169 169 154 142 133 123

36 169 169 161 147 137 128

32 169 169 169 154 143 133

28 169 169 169 162 150 137

24 169 169 169 162 150 137

20 169 169 169 162 150 137

16 169 169 169 162 150 137

12 169 169 169 162 150 137

8 169 169 169 162 150 137

4 169 169 169 162 150 137

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777-200ER


1-63-001Page 1 of 6Jul 19/2012

D043W520-PIA1

UNIT LOAD DEVICES - LOWER DECK

SIZE CODES K, L AND P

A Unit Load Device (ULD) is a device for grouping and retaining cargo for transit. The ULD can refer to apallet and net, a pallet and net over an igloo, or a container. This Chapter-Section-Subject provides vol-ume, center of gravity limits, dimensions, and lateral positions for Size Code K, L and P ULDs.

Size Code K, L and P certified ULDs conform to TSO-C90 which is a Technical Standard Order (TSO) fromthe FAA.

Non-certified Size Code K, L and P ULDs can be carried provided all of the following considerations areobserved. Otherwise, they must be tied down per CHP-SEC 1-68-00x:

1. The non-certified ULD must be serviceable, well constructed, and loaded in a manner thatwill prevent it or its cargo from becoming a hazard to the airplane structure or systemsunder operational loads.

2. The non-certified ULD must match the external profiles of the allowable certified ULDsshown in this section. Non-certified LD-3-45 and LD-3-45W containers, and any other non-certified ULDs that are less than 63 inches high, require tiedowns for the ULD’s grossweight.

3. The non-certified ULD must engage the restraint hardware similar to a certified ULD. Loadlimitations associated with missing/inoperative restraints must be observed in the samemanner as for certified ULDs to prevent damage to the restraint equipment or its local sup-port structure.

Use of ULDs that are not specified in this manual requires tiedowns for the ULD’s gross weight. See CHP-SEC 1-68-00x.



UNIT LOAD DEVICES - LOWER DECK (Continued)


1-63-001Page 2 of 6Jul 19/2012D043W520-PIA1

777-200ER

VOLUMES AND CENTER OF GRAVITY LIMITS

The design capacities of the support fittings and structure have been established within an allowable cen-ter of gravity range as shown in the table below.

The allowable center of gravity range is based on the geometric center of the unit load device base dimen-sion. The vertical center of gravity is measured from the base of the container. Good judgement must beused in distributing the load within the unit load device.

CAUTIONS • UNIT LOAD DEVICES WHICH DO NOT SATISFY THE PRECEDING REQUIRE-MENTS MUST BE RESTRAINED BY TIEDOWNS AS SPECIFIED IN CHP-SEC 1-68-0xx, CARGO TIEDOWNS.

• CARGO CARRIED IN A ULD THAT IS OF SHAPE AND/OR DENSITY THATCOULD BECOME A HAZARD TO THE AIRPLANE STRUCTURE OR SYSTEMSUNDER OPERATIONAL LOADS (E.G. DENSE OR PIERCING ITEMS THATCOULD BECOME PROJECTILES) MUST BE TIED DOWN TO THE ULD.

• UNIT LOAD DEVICES LESS THAN 63 INCHES IN HEIGHT THAT ARE NOT VERTI-CALLY RESTRAINED MUST BE RESTRAINED BY TIEDOWNS AS SPECIFIED INCHP-SEC 1-68-0xx.

• TO REDUCE INADVERTENT CARGO MOVEMENT, IT IS RECOMMENDED THATALL AVAILABLE RESTRAINTS, INCLUDING LATERAL GUIDES, IN UNOCCUPIEDPOSITIONS BE RAISED.

DESIGNATION BASE DIMENSION

IN.

VOLUMECU FT

ALLOWABLE CENTER OF GRAVITY RANGEIN.

SIZE CODE COMMON VERTICAL LATERAL LONGITUDINAL

K

LD-1

60.4 x 61.5

175 34.0 ± 6.2 ± 6.0

LD-3 159 34.0 ± 6.2 ± 6.0

LD-3-45 110 34.0 ± 6.2 ± 6.0

LD-3-45W 130 34.0 ± 6.2 ± 6.0

LD-3 Pallet 119 34.0 ± 6.2 ± 6.0

L

LD-5

60.4 x 125

261 34.0 ± 12.5 ± 6.0

LD-6 322 34.0 ± 12.5 ± 6.0

LD-10 246 34.0 ± 12.5 ± 6.0

LD-11 262 34.0 ± 12.5 ± 6.0

Half Pallet 256 34.0 ± 12.5 ± 6.0

P LD-2 60.4 x 47.0 124 34.0 ± 4.7 ± 6.0




777-200ER


1-63-001Page 3 of 6Jul 19/2012

D043W520-PIA1

DIMENSIONS AND LATERAL POSITIONS

The external dimensions and lateral positions of Size Code K, L & P unit load devices in the lower hold areprovided in the following illustrations (refer to CHP-SEC 1-69-xxx for actual lateral locations).

Size Code K

ULD DIMENSIONS LATERAL POSITIONLD-1

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LD-3

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LD-3 Pallet

LD-3 Pallets61.5 x 60.4

164.0 IN.

125.0 IN.





1-63-001Page 4 of 6Jul 19/2012D043W520-PIA1

777-200ER

Size Code K (Continued)

ULD DIMENSIONS LATERAL POSITION

LD-3-45

REAR VIEW

LD-3-45 LD-3-45

125.0 IN.

164.0 IN.

LD-3-45W

LD-3-45W

REAR VIEW

LD-3-45W

164.0 IN.

164.0 IN.

125.0 IN.

125.0 IN.




777-200ER


1-63-001Page 5 of 6Jul 19/2012

D043W520-PIA1

Size Code L

ULD DIMENSIONS LATERAL POSITIONLD-5LD-11

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LD-6

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LD-10

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Half Pallet

Half Pallet125 x 60.4

REAR VIEW





1-63-001Page 6 of 6Jul 19/2012D043W520-PIA1

777-200ER

Size Code P


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777-200ER


1-63-021Page 1 of 5

Jun 13/2012D043W520-PIA1

UNIT LOAD DEVICES - LOWER DECK

SIZE CODES A, M, N AND Q LONGITUDINAL

A Unit Load Device (ULD) is a device for grouping and retaining cargo for transit. The ULD can refer to apallet and net, a pallet and net over an igloo, or a container. This Chapter-Section-Subject provides vol-ume, center of gravity limits, dimensions, and lateral positions for Size Code A, M, N and Q ULDs.

Size Code A, M, N and Q certified ULDs conform to TSO-C90 which is a Technical Standard Order (TSO)from the FAA.

Non-certified Size Code A, M, N and Q ULDs can be carried provided all of the following considerationsare observed. Otherwise, they must be tied down per CHP-SEC 1-68-00x:

1. The non-certified ULD must be serviceable, well constructed, and loaded in a manner thatwill prevent it or its cargo from becoming a hazard to the airplane structure or systemsunder operational loads.

2. The non-certified ULD must match the external profiles of the allowable certified ULDsshown in this section. Non-certified ULDs that are less than 63 inches high require tie-downs for the ULD’s gross weight.

3. The non-certified ULD must engage the restraint hardware similar to a certified ULD. Loadlimitations associated with missing/inoperative restraints must be observed in the samemanner as for certified ULDs to prevent damage to the restraint equipment or its local sup-port structure.

Use of ULDs that are not specified in this manual requires tiedowns for the ULD’s gross weight. See CHP-SEC 1-68-00x.





1-63-021Page 2 of 5Jun 13/2012D043W520-PIA1

777-200ER

VOLUMES AND CENTER OF GRAVITY LIMITS

The design capacities of the support fittings and structure have been established within an allowable cen-ter of gravity range as shown in the table below.

The allowable center of gravity range is based on the geometric center of the unit load device base dimen-sion. The vertical center of gravity is measured from the base of the container. Good judgement must beused in distributing the load within the unit load device.

Use of ULDs that are not specified in this manual requires tiedowns for the ULD's gross weight and thespecified load factors.

CAUTIONS • UNIT LOAD DEVICES WHICH DO NOT SATISFY THE PRECEDING REQUIRE-MENTS MUST BE RESTRAINED BY TIEDOWNS AS SPECIFIED IN CHP-SEC 1-68-0xx, CARGO TIEDOWNS.

• CARGO CARRIED IN A ULD THAT IS OF SHAPE AND/OR DENSITY THATCOULD BECOME A HAZARD TO THE AIRPLANE STRUCTURE OR SYSTEMSUNDER OPERATIONAL LOADS (E.G. DENSE OR PIERCING ITEMS THATCOULD BECOME PROJECTILES) MUST BE TIED DOWN TO THE ULD.

• UNIT LOAD DEVICES LESS THAN 63 INCHES IN HEIGHT THAT ARE NOT VERTI-CALLY RESTRAINED MUST BE RESTRAINED BY TIEDOWNS AS SPECIFIED INCHP-SEC 1-68-0xx.

• TO REDUCE INADVERTENT CARGO MOVEMENT, IT IS RECOMMENDED THATALL AVAILABLE RESTRAINTS, INCLUDING LATERAL GUIDES, IN UNOCCUPIEDPOSITIONS BE RAISED.

DESIGNATION BASE DIMENSION

IN.

VOLUMECU FT

ALLOWABLE CENTER OF GRAVITY RANGEIN.

SIZE CODE COMMON VERTICAL LATERAL LONGITUDINAL

A

P1

88 x 125

381 36.0 ± 12.5 ± 8.8

LD-7 381 36.0 ± 12.5 ± 8.8

LD-9 381 36.0 ± 12.5 ± 8.8

M P6 96 x 125 407 36.0 ± 12.5 ± 9.6

NHalf Pallet

96 x 61.5 194 36.0 ± 6.1 ± 9.6

QLD-4

96 x 60.4200 34.0 ± 6.0 ± 9.6

LD-8 252 34.0 ± 6.0 ± 9.6




777-200ER


1-63-021Page 3 of 5

Jun 13/2012D043W520-PIA1

DIMENSIONS AND LATERAL POSITIONS

The external dimensions and lateral positions of Size Code A, M, N & Q Longitudinal unit load devices inthe lower hold are provided in the following illustrations (refer to CHP-SEC 1-69-xxx for actual lateral loca-tions).

Size Code A

ULD DIMENSIONS LATERAL POSITIONP1

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LD-7

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Contoured

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1-63-021Page 4 of 5Jun 13/2012D043W520-PIA1

777-200ER

Size Code M



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Contoured

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P6

��

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777-200ER


1-63-021Page 5 of 5

Jun 13/2012D043W520-PIA1

Size Code N




HalfPallet

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LD-4

LD-4 LD-4

LD-8

LD-8 LD-8



777-200ER


1-64-001Page 1 of 2

Mar 15/2011D043W520-PIA1

FORWARD COMPARTMENT UNIT LOAD DEVICE LOCATIONS

SIZE CODES K & L

The illustration below shows the allowable positions in the forward compartment for size code K & L unitload devices.

Assuming a uniformly distributed load for the positions shown in the above illustration, the following tabletabulates the center of gravity for each individual position, and provides the resultant center of gravity forthe total of all positions shown.

FORWARD COMPARTMENT UNIT LOAD DEVICE LOCATIONCENTERS OF GRAVITY - SIZE CODES K & L

ULD POSITIONBALANCE ARM - IN.

POSITION COMPARTMENT TOTAL

11L & 11R 441.4

561.4

718.6

12L & 12R 539.6

13L & 13R 602.1

14L & 14R 662.5

21L & 21R 723.1

844.3

22L & 22R 783.7

23L & 23R 844.3

24L & 24R 904.9

25L & 25R 965.7

FORWARD

FORWARD COMPARTMENTDoor CenterlineB.A. 557.0

B.A.411.0

B.A.996.0

11R 25R24R23R22R21R14R13R12R

11L 25L24L23L22L21L14L13L12L

CL



FORWARD COMPARTMENT UNIT LOAD DEVICE LOCATIONS (Continued)


1-64-001Page 2 of 2Mar 15/2011D043W520-PIA1

777-200ER

SIZE CODE P

The illustration below shows the allowable positions in the forward compartment for size code P unit loaddevices. Refer to CHP-SEC 1-66-0xx for restrictions on size code P unit load device intermixing with sizecodes K and L.


Size code P unit load devices must be paired with another size code P or a size code K (LD-3) unit loaddevice, and must be loaded with their protrusions facing the airplane centerline. Furthermore, size code Punit load devices must be loaded within a string of unit load devices. They must not occupy the first, last ordoorway position of the string.

FORWARD COMPARTMENT UNIT LOAD DEVICE LOCATIONCENTERS OF GRAVITY - SIZE CODE P


POSITION TOTAL

14L & 14R 662.5

783.7

21L & 21R 723.1

22L & 22R 783.7

23L & 23R 844.3

24L & 24R 904.9

FORWARD


B.A.632.3

B.A.935.3

24R23R22R21R14R

24L23L22L21L14L

CL



777-200ER


1-64-201Page 1 of 4

Mar 15/2011D043W520-PIA1

FORWARD COMPARTMENT UNIT LOAD DEVICE LOCATIONS

SIZE CODE A

The illustration below shows the allowable positions in the forward compartment for size code A unit loaddevices.


FORWARD COMPARTMENT UNIT LOAD DEVICE LOCATIONCENTERS OF GRAVITY - SIZE CODE A



11P 455.1

555.7

705.0

12P 553.2

13P 658.8

21P 756.5

854.222P 854.2

23P 951.9

FORWARD


B.A.411.0

B.A.996.0

CL22P 23P21P13P12P11P





1-64-201Page 2 of 4Mar 15/2011D043W520-PIA1

777-200ER

SIZE CODES M & N

The illustration below shows the allowable positions in the forward compartment for size code M & N unitload devices.


NOTE To carry size code N unit load devices in position 12P the airplane must be loadedin pallet mode with the retractable guide roller and aft row of lateral guidesretracted.

FORWARD COMPARTMENT UNIT LOAD DEVICE LOCATIONCENTERS OF GRAVITY - SIZE CODES M & N



11P 459.1

557.1

703.7

12P 557.2

13P 654.9

21P 752.5

850.222P 850.2

23P 947.9

FORWARD


B.A.411.0

B.A.996.0

CL22P 23P21P13P12P11P




777-200ER


1-64-201Page 3 of 4

Mar 15/2011D043W520-PIA1

SIZE CODE Q (LD-4) LONGITUDINAL

The illustration below shows the allowable positions in the forward compartment for size code Q (LD-4)unit load devices.


FORWARD COMPARTMENT UNIT LOAD DEVICE LOCATIONCENTERS OF GRAVITY - SIZE CODE Q (LD-4) LONGITUDINAL



11P 459.1

557.1

703.7

12P 557.2

13P 654.9

21P 752.5

850.222P 850.2

23P 947.9

FORWARD


B.A.411.0

B.A.996.0

CL22P 23P21P13P12P11P





1-64-201Page 4 of 4Mar 15/2011D043W520-PIA1

777-200ER

SIZE CODE Q (LD-8) LONGITUDINAL

The illustration below shows the allowable positions in the forward compartment for size code Q (LD-8)unit load devices.


FORWARD COMPARTMENT UNIT LOAD DEVICE LOCATIONCENTERS OF GRAVITY - SIZE CODE Q (LD-8) LONGITUDINAL



13P 654.9 654.9752.5

22P 850.2 850.2

FORWARD


B.A.411.0

B.A.996.0

CL22P13P



777-200ER


1-64-601Page 1 of 2

Mar 15/2011D043W520-PIA1

AFT COMPARTMENT UNIT LOAD DEVICE LOCATIONS

SIZE CODES K & L

The illustration below shows the allowable positions in the aft compartment for size code K & L unit loaddevices.


AFT COMPARTMENT UNIT LOAD DEVICE LOCATIONCENTERS OF GRAVITY - SIZE CODES K & L



31L & 31R 1472.4

1533.1

1655.6

32L & 32R 1533.2

33L & 33R 1593.8

41L & 41R 1654.1

1747.442L & 42R 1716.6

43L & 43R 1779.1

44L & 44R 1839.8

FORWARD

AFT COMPARTMENT Door CenterlineB.A. 1716.5

B.A.1442.1

B.A.1870.2

CL

31R 44R43R42R41R33R32R

31L 44L43L42L41L33L32L



AFT COMPARTMENT UNIT LOAD DEVICE LOCATIONS (Continued)


1-64-601Page 2 of 2Mar 15/2011D043W520-PIA1

777-200ER

SIZE CODE P

The illustration below shows the allowable positions in the aft compartment for size code P unit loaddevices. Refer to CHP-SEC 1-66-0xx for restrictions on size code P unit load device intermixing with sizecodes K and L.


Size code P unit load devices must be paired with another size code P or a size code K (LD-3) unit loaddevice, and must be loaded with their protrusions facing the airplane centerline. Furthermore, size code Punit load devices must be loaded within a string of unit load devices. They must not occupy the first, last ordoorway position of the string.

AFT COMPARTMENT UNIT LOAD DEVICE LOCATIONCENTERS OF GRAVITY - SIZE CODE P


POSITION TOTAL

32L & 32R 1533.21563.5

33L & 33R 1593.8

FORWARD

AFTCOMPARTMENT

Door CenterlineB.A. 1716.5

B.A.1502.8

B.A.1624.0

CL

33R

33L

32R

32L



777-200ER


1-66-010Page 1 of 8Sep 5/2003

D043W520-PIA1

FORWARD COMPARTMENT UNIT LOAD DEVICE LOAD LIMITS

CARGO RESTRAINT SYSTEM - SIZE CODES K, L, & P

The longitudinal area between each combination of fwd / aft restraints is referred to as a zone. All zones ina cargo compartment are unique, and all restraints within the boundaries of a zone are either down or inop-erable. The illustration below identifies the locations of the stops / locks / guides and the associated zonesfor Size Codes K, L, & P.

Unit Load Device Intermixing

Size Codes K, L, & P containers can be intermixed in the cargo compartments, provided that:

A LD-1, LD-3, LD-5, LD-6, LD-10, or LD-11 container is located against the fwd and aftrestraints for each string of containers.

LD-2 containers are paired with another LD-2 or LD-3 container within a string.

If a fwd / aft restraint is broken or inoperative, containers can still be intermixed provided:

The allowable zonal load per the missing restraint section is not exceeded.

Only LD-1, LD-3, LD-5, LD-6, LD-10 and LD-11 containers are at the end of a string ofcontainers at which a restraint is missing or inoperative. Do not place a pair of LD-2 con-tainers (side by side) against inoperative restraints when intermixing containers.

LOAD LIMITS - SIZE CODES K, L, & P

The remaining sections of this subject describe loading considerations, restraint systems, missing or inop-erable restraints, and provide maximum allowable loads for each restraint direction under various opera-tional conditions.


B.A. 411.0

DC

B

HG

E

A

F

Lateral Guide

Endstop with Vertical Restraint

Partial Load StopEndstop without Vertical Restraint

CL

471.7 509.1 570.1 571.8 632.3 692.9 753.5 814.1 874.7 935.3 996.0

Side Restraint with Vertical Restraint

IFORWARD



FORWARD COMPARTMENT UNIT LOAD DEVICE LOAD LIMITS (Continued)


1-66-010Page 2 of 8Sep 5/2003D043W520-PIA1

777-200ER

Loading Considerations

The allowable weight for each zone is a function of the type of ULD that comes in contact with the forwardand aft restraints, the load factors, and by the restraint and ULD capabilities.

Unless otherwise stated, the following guidelines must be followed to determine allowable loads in a zone.

The operator determines the number of restraints available for each zone.

The allowable zone weight includes ULD tare. Any load in excess of the allowables speci-fied herein must be restrained by additional tiedowns (refer to CHP-SEC 1-68-xxx for tie-down information).

Allowable weights may further be restricted by limitations in this manual.

Restraints at the fwd and aft end of a string of containers may be missing at the sametime. However, the most limiting allowable zonal load for a missing fwd or aft restraintmust be used.

Missing / inoperative restraints in the same direction cannot be adjacent (i.e. two adjacentside restraints or two adjacent vertical restraints at the forward or aft side of the ULD maynot be missing or inoperative). Also, two restraints adjacent to a common corner cannot bemissing / inoperable. If this condition exists, the allowable weight of the associated zone is0 LB (0 KG).

LD-2 containers must be paired with another LD-2 or LD-3 container.

LD-2 containers must be loaded in a string and must not occupy the first, last or doorwaypositions.

A pair of LD-2's or paired LD-2 and LD-3 containers loaded in a unstrung zone, must betied down.

To reduce inadvertent cargo movement, it is recommended that all available restraints,including lateral guides, in unoccupied positions be raised.

A maximum of two missing or inoperative restraints (one on the left side and one on theright side of the airplane) are allowed in each restraint direction.

For any ULD, restraints used to react the load in the inboard / outboard directions may notbe missing / inoperative if restraints in the fwd / aft directions are also missing / inopera-tive. If this condition exists, tiedowns are required.




777-200ER


1-66-010Page 3 of 8Sep 5/2003

D043W520-PIA1

Missing / Inoperative Restraints

Maximum loads for unit load devices shown in this section assume all equipment is installed and operable.When equipment is missing or inoperable, allowable loading may be reduced. Certain instances of missingor inoperable equipment reduce the allowable loading to zero.

CAUTION CARE MUST BE EXERCISED DURING LOADING AND UNLOADING OF UNIT LOAD DEVICES WHEN EQUIPMENT IS MISSING / INOPERATIVE TO PREVENT DAMAGE TO AIRPLANE STRUCTURE. IT IS ADVISABLE THAT MALFUNCTIONING EQUIP-MENT BE REPAIRED OR REPLACED TO PREVENT DAMAGE TO OPERATIVEEQUIPMENT.

The following equipment malfunctions do not constitute a load limit restriction:

Jammed or missing sill rollers without vertical restraint

Jammed or missing balls in a ball mat

Jammed or missing rollers in a roller unit

Split Side Guide rail

Restraint systems fall into three categories: side restraints, side/vertical restraints and forward/aftrestraints. Each restraint direction is considered separately when missing / inoperative restraint equipmentexists (i.e. forward, aft, side left, side right and vertical loading). When a missing or inoperative restraintcondition exists, the allowable weight is determined by considering each restraint direction separately andusing the most limiting resultant allowable weight.

Missing / inoperative restraints must not be adjacent to each other.

NOTE An empty ULD can be carried in any position provided at least one restraint isoperable in each forward, aft, side left and side right direction. In addition, ULDsless than 63 inches in height require one vertical restraint on each edge (forward,aft, side left and side right) to be operable.





1-66-010Page 4 of 8Sep 5/2003D043W520-PIA1

777-200ER

Forward and Aft Restraints (Pounds) - Size Codes K, L, & P

The following table shows the maximum allowable zone weights, in pounds, with missing or inoperativeforward / aft restraints:

MAXIMUM ALLOWABLE LOADS WITH MISSING / INOPERATIVE RESTRAINTSSIZE CODES K, L, & P- LB

ZONEB.A.IN.

NO. OF POSITIONS

LOADTYPE[a]

MAXIMUM LOAD[b]

NO. OF RESTRAINTSMISSING / INOPERABLE

1 FWD 2 FWD[c] 1 AFT 2 AFT[c]

A411.0

to471.7

11 3500 3500 3500 3500 3500

2 7000 7000 7000 7000 7000

B509.1

to570.1

11 3500 3500 3500 3500 3500

2 7000 7000 7000 7000 6635

C571.8

to996.0

7

1 24500 20960[d] 20960[d] 24500 24500

2 49000 23560 22330 45500 44290

3 23700 20960[d] 20960[d] 23700 23700

4 49000 20960 20960 25660 25660

5 45500 20960 20960 17280 17280

D632.3

to 996.0

6

1 21000 17730 17730 21000 21000

2 42000 21610 20030 42000 42000

3 20200 17730 17730 20200 20200

4 42000 17730 17730 25660 25660

5 38500 18690 18330 17280 17280

E692.9

to996.0

5

1 17500 17500 17500 17500 17500

2 35000 21610 20030 35000 35000

3 16700 16700 16700 16700 16700

4 35000 17730 17730 35000 35000

5 31500 18860 18440 17280 17280

F753.5

to 996.0

4

1 14000 14000 14000 14000 14000

2 28000 21610 20030 28000 28000

3 13200 13200 13200 13200 13200

4 28000 17730 17730 28000 28000

5 24500 12540 11630 17280 17280

G814.1

to 996.0

3

1 10500 8820 8820 10500 10500

2 21000 10750 9960 21000 21000

3 9700 8820 8820 9700 9700

4 21000 9280 9110 21000 21000

5 17500 9840 9360 17280 17280




777-200ER


1-66-010Page 5 of 8Sep 5/2003

D043W520-PIA1

H874.7

to 996.0

2

1 7000 7000 7000 7000 7000

2 14000 10750 9960 14000 14000

5 10500 10230 9550 10500 10500

I935.3

to 996.0

11 3500 3500 3500 3500 3500

2 7000 7000 7000 7000 7000

[a] The load types are defined as follows:1. Size Code K (load per side).2. Size Code L.3. Size Code K intermixed with Size Code P (load per size). Size Code K are located at both ends of a string.4. Size Code L intermixed with Size Code K. Size Code L are located at both ends of a string.5. Size Code L intermixed with Size Code K. Size Code K is located at one end of a string.

[b] All restraints are operational.[c] Only one restraint may be missing from each side. Missing / inoperative restraints must not be adjacent to each other.[d] The maximum allowable weight of any single Size Code K container within the string is 3390 LB for Load Types 1 and 3

with missing / inoperative restraints.

MAXIMUM ALLOWABLE LOADS WITH MISSING / INOPERATIVE RESTRAINTSSIZE CODES K, L, & P- LB (Continued)

ZONEB.A.IN.

NO. OF POSITIONS

LOADTYPE[a]

MAXIMUM LOAD[b]







1-66-010Page 6 of 8Sep 5/2003D043W520-PIA1

777-200ER

Forward and Aft Restraints (Kilograms) - Size Codes K, L, & P

The following table shows the maximum allowable zone weights, in kilograms, with missing or inoperativeforward / aft restraints:

MAXIMUM ALLOWABLE LOADS WITH MISSING / INOPERATIVE RESTRAINTSSIZE CODES K, L, & P- KG

ZONEB.A.IN.

NO. OF POSITIONS

LOADTYPE[a]

MAXIMUM LOAD[b]



A411.0

to471.7

11 1587 1587 1587 1587 1587

2 3175 3175 3175 3175 3175

B509.1

to570.1

11 1587 1587 1587 1587 1587

2 3175 3175 3175 3175 3009

C571.8

to996.0

7

1 11113 9507[d] 9507[d] 11113 11113

2 22226 10686 10128 20638 20089

3 10750 9507[d] 9507[d] 10750 10750

4 22226 9507 9507 11639 11639

5 20638 9507 9507 7838 7838

D632.3

to 996.0

6

1 9525 8042 8042 9525 9525

2 19050 9802 9085 19050 19050

3 9162 8042 8042 9162 9162

4 19050 8042 8042 11639 11639

5 17463 8477 8314 7838 7838

E692.9

to 996.0

5

1 7937 7937 7937 7937 7937

2 15875 9802 9085 15875 15875

3 7574 7574 7574 7574 7574

4 15875 8042 8042 15875 15875

5 14288 8554 8364 7838 7838

F753.5

to 996.0

4

1 6350 6350 6350 6350 6350

2 12700 9802 9085 12700 12700

3 5987 5987 5987 5987 5987

4 12700 8042 8042 12700 12700

5 11113 5688 5275 7838 7838

G814.1

to 996.0

3

1 4762 4000 4000 4762 4762

2 9525 4876 4517 9525 9525

3 4399 4000 4000 4399 4399

4 9525 4209 4132 9525 9525

5 7937 4463 4245 7838 7838




777-200ER


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D043W520-PIA1

H874.7

to 996.0

2

1 3175 3175 3175 3175 3175

2 6350 4876 4517 6350 6350

5 4762 4640 4331 4762 4762

I935.3

to 996.0

11 1587 1587 1587 1587 1587

2 3175 3175 3175 3175 3175

[a] The load types are defined as follows:1. Size Code K (load per side).2. Size Code L.3. Size Code K intermixed with Size Code P (load per side). Size Code K are located at both ends of a string.4. Size Code L intermixed with Size Code K. Size Code L are located at both ends of a string. 5. Size Code L intermixed with Size Code K. Size Code K is located at one end of a string.

[b] All restraints are operational.[c] Only one restraint may be missing from each side. Missing / inoperative restraints must not be adjacent to each other.[d] The maximum allowable weight of any single Size Code K container within the string is 1537 KG for Load Types 1 and 3

with missing / inoperative restraints.


ZONEB.A.IN.

NO. OF POSITIONS

LOADTYPE[a]

MAXIMUM LOAD[b]







1-66-010Page 8 of 8Sep 5/2003D043W520-PIA1

777-200ER

Side Restraint Only - Size Codes K, L, & P

The following table shows the maximum allowable unit load device weights with missing or inoperative siderestraints. The data presented is independent of the type of restraint hardware.

Vertical Restraint Only - Size Codes K, L, & P

The following table shows the maximum allowable unit load device weights with missing or inoperative ver-tical restraints:

MAXIMUM ALLOWABLE LOAD WITH MISSING / INOPERATIVE RESTRAINTSSIDE RESTRAINTS ONLY - SIZE CODES K, L, & P

NUMBER OFOPERATIVE

RESTRAINTSZONE

UNIT LOAD DEVICE SIZE CODE

K L P

LB KG LB KG LB KG

3All except B 3500 1587 7000 3175 2700 1224

B

2All except B 3500 1587 5620 2549 2700 1224

B 3500 1587 7000 3175

1All except B 2810 1274 2810 1274 2700 1224

B 3500 1587 7000 3175

MAXIMUM ALLOWABLE LOAD WITH MISSING / INOPERATIVE RESTRAINTSVERTICAL RESTRAINTS ONLY - SIZE CODES K, L, & P

NUMBER OFOPERATIVE

RESTRAINTSZONE


K L P

LB KG LB KG LB KG

6All except B 3500 1587 7000 3175

B

5All except B 3500 1587 7000 3175

B

4All except B 3500 1587 7000 3175

B[a]

[a] Lateral guide vertical restraint flippers are not counted as restraints for Size Code K, L or P con-tainers.

3500 1587 7000 3175

3All except B 3500 1587 5250 2381 2700 1224

B[a] 3500 1587 6180 2803

2All except B 3480 1578 3500 1587 2700 1224

B[a] 3090 1401 4430 2009

1All except B 0 0 0 0 0 0

B[a] 0 0 0 0



777-200ER


1-66-204Page 1 of 11Feb 16/2007

D043W520-PIA1

FORWARD COMPARTMENT UNIT LOAD DEVICE LOAD LIMITS

CARGO RESTRAINT SYSTEM - SIZE CODES A, M, N & Q LONGITUDINAL

The longitudinal area between each combination of fwd / aft restraints is referred to as a zone. All zones ina cargo compartment are unique, and all restraints within the boundaries of a zone are either down or inop-erable. The illustration below identifies the locations of the stops / locks / guides and the associated zonesfor Size Codes A, M, N & Q.

499.3 509.1 597.3 614.7 703.0 712.4 800.7 810.1 898.3 907.8411.0 996.0B.A.

B.A. 557.0Door Centerline

CL

FORWARD COMPARTMENTSIZE CODE A

996.0B.A.

FORWARD COMPARTMENTSIZE CODE M, N & Q Longitudinal

507.3 509.1 605.3 606.7 703.0 704.4 800.7 802.1 898.3 899.8411.0

Lateral Guide with Vertical Restraint

Endstop with Vertical Restraint

Endstop without Vertical Restraint

FORWARDSide Restraint / Vertical Restraint

B.A. 557.0Door Centerline

CL

N &Q longitudinal M

N &Q longitudinal





1-66-204Page 2 of 11Feb 16/2007D043W520-PIA1

777-200ER

LOAD LIMITS - SIZE CODES A, M, N & Q LONGITUDINAL



The allowable weight for each zone is a function of the restraint capabilities, the load factors, and the ULDcapabilities.



The allowable zone weight includes ULD tare. Any load in excess of the allowables speci-fied herein must be restrained by additional tiedowns (refer to Chapter-Section 1-68-xxxfor tiedown information).



Size Code Q ULDs loaded longitudinally must be a minimum of 63 inches in height (perAS1677) and may have any number of vertical restraints on the side guides or centerguides missing without a load limit restriction. Those less than 63 inches must be verticallyrestrained by tiedowns as specified in CHP-SEC 1-68-00x.

All ULDs, except Size Code Q, must be restrained vertically on all four sides.

A missing side guide rail will cause the allowable weight on that side of the zone to be 0LB (0 KG).


Use of ULD’s not specified in this manual require tiedowns for the ULD’s gross weight andthe specified load factors.




777-200ER


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D043W520-PIA1











A lock is considered to be fully effective at the corner of a ULD if the centerline of the lockhead lines upwith the tangent of the ULD corner radius.

NOTE An empty ULD can be carried in any position provided at least one restraint isoperable in each (forward, aft, left and right) direction. In addition, ULDs less than63 inches in height require one vertical restraint on each edge (forward, aft, leftand right) to be operable.





1-66-204Page 4 of 11Feb 16/2007D043W520-PIA1

777-200ER

Size Code A

The following table shows the maximum allowable zone weights, in pounds, with missing or inoperativerestraints:

MAXIMUM ALLOWABLE LOADS WITH MISSING / INOPERATIVE RESTRAINTSSIZE CODE A - LB

RESTRAINT PALLET POSITION

DIRECTIONNUMBER

OPERABLE11P 12P 13P 21P 22P 23P

Maximum Load

10310 10310 10310 10310 10310 11250

Vertical

18 10310

17 10310 10310

11 - 16 10310 10310 10310 10310 10310 11250

10 0 0 0 0 0 0

Forward

4 10310 10310 10310 10310 10310 11250

3 10310 9200 8430 8430 7650 8430

2 10310 9160 5620 5620 5100 5620

1 0 0 0 0 0 0

Aft

5 - 6 11250

4 10310 10310 10310 10310 10310 11250

3 8430 10310 10310 10310 10310 11250

2 5620 9370 9370 9370 9370 0

1 0 0 0 0 0 0

Left

5 10310

4 10310 10310 10310 10310 10310 11250

3 8440 8440 8440 8440 8440 8440

2 5620 5620 5620 5620 5620 5620

1 0 0 0 0 0 0

Right

5 10310 10310

4 10310 10310 10310 10310 10310 11250

3 8440 10310 8440 8440 8440 8440

2 5620 10310 5620 5620 5620 5620

1 0 0 0 0 0 0




777-200ER


1-66-204Page 5 of 11Feb 16/2007

D043W520-PIA1

The following table shows the maximum allowable zone weights, in kilograms, with missing or inoperativerestraints:

MAXIMUM ALLOWABLE LOADS WITH MISSING / INOPERATIVE RESTRAINTSSIZE CODE A - KG


DIRECTIONNUMBER


Maximum Load

4676 4676 4676 4676 4676 5102

Vertical

18 4676

17 4676 4676

11 - 16 4676 4676 4676 4676 4676 5102

10 0 0 0 0 0 0

Forward

4 4676 4676 4676 4676 4676 5102

3 4676 4173 3823 3823 3469 3823

2 4676 4154 2549 2549 2313 2549

1 0 0 0 0 0 0

Aft

5 - 6 5102

4 4676 4676 4676 4676 4676 5102

3 3823 4676 4676 4676 4676 5102

2 2549 4250 4250 4250 4250 0

1 0 0 0 0 0 0

Left

5 4676

4 4676 4676 4676 4676 4676 5102

3 3828 3828 3828 3828 3828 3828

2 2549 2549 2549 2549 2549 2549

1 0 0 0 0 0 0

Right

5 4676 4676

4 4676 4676 4676 4676 4676 5102

3 3828 4676 3828 3828 3828 3828

2 2549 4676 2549 2549 2549 2549

1 0 0 0 0 0 0





1-66-204Page 6 of 11Feb 16/2007D043W520-PIA1

777-200ER

Size Code M


MAXIMUM ALLOWABLE LOADS WITH MISSING / INOPERATIVE RESTRAINTSSIZE CODE M - LB


DIRECTIONNUMBER


Maximum Load

11250 11250 11250 11250 11250 14000

Vertical

17 - 18 11250 11250 14000

11 - 16 11250 11250 11250 11250 11250 14000

10 0 0 0 0 0 0

Forward

4 11250 11250 11250 11250 11250 14000

3 11250 9200 11250 11250 11250 14000

2 11250 9160 9370 9370 9370 9370

1 0 0 0 0 0 0

Aft

5 - 6 14000

4 11250 11250 11250 11250 11250 14000

3 7500 11250 11250 11250 11250 14000

2 7460 9370 9370 9370 9370 0

1 0 0 0 0 0 0

Left

5 11250 11250 14000

4 11250 11250 11250 11250 11250 11250

3 8440 8440 8440 8440 8440 8440

2 5620 5620 5620 5620 5620 5620

1 0 0 0 0 0 0

Right

5 11250 11250 14000

4 11250 11250 11250 11250 11250 11250

3 8440 11250 8440 8440 8440 8440

2 5620 11250 5620 5620 5620 5620

1 0 0 0 0 0 0




777-200ER


1-66-204Page 7 of 11Feb 16/2007

D043W520-PIA1


MAXIMUM ALLOWABLE LOADS WITH MISSING / INOPERATIVE RESTRAINTSSIZE CODE M - KG


DIRECTIONNUMBER


Maximum Load

5102 5102 5102 5102 5102 6350

Vertical

17 - 18 5102 5102 6350

11 - 16 5102 5102 5102 5102 5102 6350

10 0 0 0 0 0 0

Forward

4 5102 5102 5102 5102 5102 6350

3 5102 4173 5102 5102 5102 6350

2 5102 4154 4250 4250 4250 4250

1 0 0 0 0 0 0

Aft

5 - 6 6350

4 5102 5102 5102 5102 5102 6350

3 3401 5102 5102 5102 5102 6350

2 3383 4250 4250 4250 4250 0

1 0 0 0 0 0 0

Left

5 5102 5102 6350

4 5102 5102 5102 5102 5102 5102

3 3828 3828 3828 3828 3828 3828

2 2549 2549 2549 2549 2549 2549

1 0 0 0 0 0 0

Right

5 5102 5102 6350

4 5102 5102 5102 5102 5102 5102

3 3828 5102 3828 3828 3828 3828

2 2549 5102 2549 2549 2549 2549

1 0 0 0 0 0 0





1-66-204Page 8 of 11Feb 16/2007D043W520-PIA1

777-200ER

Size Code N


MAXIMUM ALLOWABLE LOADS WITH MISSING / INOPERATIVE RESTRAINTSSIZE CODE N - LB


DIRECTIONNUMBER


Maximum Load

5400 5400 5400 5400 5400 5400

Vertical

15

14 5400 5400

13 5400 5400 5400

8 - 12 5400 5400 5400 5400 5400 5400

7 0 0 0 0 0 0

Forward

2 5400 5400 5400 5400 5400 5400

1 5400 4680 4680 4680 4680 4680

0 0 0 0 0 0 0

Aft

3 5400

2 5400 5400 5400 5400 5400 5400

1 4680 4680 4680 4680 4680 5400

0 0 0 0 0 0 0

Center

5 5400 5400

2 - 4 5400 5400 5400 5400 5400 5400

1 0 0 0 0 0 0

Outboard

5 5400 5400 5400

2 - 4 5400 5400 5400 5400 5400 5400

1 0 0 0 0 0 0




777-200ER


1-66-204Page 9 of 11Feb 16/2007

D043W520-PIA1


MAXIMUM ALLOWABLE LOADS WITH MISSING / INOPERATIVE RESTRAINTSSIZE CODE N - KG


DIRECTIONNUMBER


Maximum Load

2449 2449 2449 2449 2449 2449

Vertical

15

14 2449 2449

13 2449 2449 2449

8 - 12 2449 2449 2449 2449 2449 2449

7 0 0 0 0 0 0

Forward

2 2449 2449 2449 2449 2449 2449

1 2449 2122 2122 2122 2122 2122

0 0 0 0 0 0 0

Aft

3 2449

2 2449 2449 2449 2449 2449 2449

1 2122 2122 2122 2122 2122 2449

0 0 0 0 0 0 0

Center

5 2449 2449

2 - 4 2449 2449 2449 2449 2449 2449

1 0 0 0 0 0 0

Outboard

5 2449 2449 2449

2 - 4 2449 2449 2449 2449 2449 2449

1 0 0 0 0 0 0





1-66-204Page 10 of 11Feb 16/2007D043W520-PIA1

777-200ER



MAXIMUM ALLOWABLE LOADS WITH MISSING / INOPERATIVE RESTRAINTSSIZE CODE Q LONGITUDINAL - LB


DIRECTIONNUMBER


Maximum Load

5400 5400 5400 5400 5400 5400

Vertical

15

14 5400 5400

13 5400 5400[a]

[a] All end vertical restraints (pallet locks, end stops, lateral guides) must be operable.

5400[a]

4 - 12 5400[a] 5400[a] 5400[a] 5400[a] 5400[a] 5400[a]

3 0 0 0 0 0 0

Forward

2 5400 5400 5400 5400 5400 5400

1 5400 4680 4680 4680 4680 4680

0 0 0 0 0 0 0

Aft

3 5400

2 5400 5400 5400 5400 5400 5400

1 4680 4680 4680 4680 4680 5400

0 0 0 0 0 0 0

Center

5 5400 5400

2 - 4 5400 5400 5400 5400 5400 5400

1 0 0 0 0 0 0

Outboard

5 5400 5400 5400

2 - 4 5400 5400 5400 5400 5400 5400

1 0 0 0 0 0 0




777-200ER


1-66-204Page 11 of 11Feb 16/2007

D043W520-PIA1


MAXIMUM ALLOWABLE LOADS WITH MISSING / INOPERATIVE RESTRAINTSSIZE CODE Q LONGITUDINAL - KG


DIRECTIONNUMBER


Maximum Load

2449 2449 2449 2449 2449 2449

Vertical

15

14 2449 2449

13 2449 2449[a]

[a] All end vertical restraints (pallet locks, end stops, lateral guides) must be operable.

2449[a]

4 - 12 2449[a] 2449[a] 2449[a] 2449[a] 2449[a] 2449[a]

3 0 0 0 0 0 0

Forward

2 2449 2449 2449 2449 2449 2449

1 2449 2122 2122 2122 2122 2122

0 0 0 0 0 0 0

Aft

3 2449

2 2449 2449 2449 2449 2449 2449

1 2122 2122 2122 2122 2122 2449

0 0 0 0 0 0 0

Center

5 2449 2449

2 - 4 2449 2449 2449 2449 2449 2449

1 0 0 0 0 0 0

Outboard

5 2449 2449 2449

2 - 4 2449 2449 2449 2449 2449 2449

1 0 0 0 0 0 0



777-200ER


1-66-605Page 1 of 7

Feb 19/2007D043W520-PIA1

AFT COMPARTMENT UNIT LOAD DEVICE LOAD LIMITS

CARGO RESTRAINT SYSTEM - SIZE CODES K, L, & P

The longitudinal area between each combination of fwd / aft restraints is referred to as a zone. All zones ina cargo compartment are unique, and all restraints within the boundaries of a zone are either down or inop-erable. The illustration below identifies the locations of the stops / locks / guides and the associated zonesfor Size Codes K, L, & P.

Unit Load Device Intermixing

Size Codes K, L, & P containers can be intermixed in the cargo compartments, provided that:

A LD-1, LD-3, LD-5, LD-6, LD-10, or LD-11 container is located against the fwd and aftrestraints for each string of containers.

LD-2 containers are paired with another LD-2 or LD-3 container within a string.

If a fwd / aft restraint is broken or inoperative, containers can still be intermixed provided:

The allowable zonal load per the missing restraint section is not exceeded.

Only LD-1, LD-3, LD-5, LD-6, LD-10 and LD-11 containers are at the end of a string ofcontainers at which a restraint is missing or inoperative. Do not place a pair of LD-2 con-tainers (side by side) against inoperative restraints when intermixing containers.

LOAD LIMITS - SIZE CODES K, L, & P


CL

Door CenterlineB.A. 1716.5AFT COMPARTMENT

B.A. 1442.1 1502.8

1563.4

1624.0 1809.5 B.A. 1870.2

1684.1 1686.1

1749.01747.1

AB

CD

EF

G

FORWARD

1563.0

HI

Lateral Guide

Endstop without Vertical Restraint

Partial Load StopSide Restraint with Vertical Restraint



AFT COMPARTMENT UNIT LOAD DEVICE LOAD LIMITS (Continued)


1-66-605Page 2 of 7Feb 19/2007D043W520-PIA1

777-200ER


The allowable weight for each zone is a function of the type of ULD that comes in contact with the forwardand aft restraints, the load factors, and by the restraint and ULD capabilities.



The allowable zone weight includes ULD tare. Any load in excess of the allowables speci-fied herein must be restrained by additional tiedowns (refer to CHP-SEC 1-68-00x for tie-down information).


Restraints at the fwd and aft end of a string of containers may be missing at the sametime. However, the most limiting allowable zonal load for a missing fwd or aft restraintmust be used.


A missing / inoperative center lateral guide (BL 0.0) is equivalent to one missing restraintin the right lane and one missing restraint in the left lane. This shall not be interpreted astwo adjacent missing restraints.

LD-2 containers must be paired with another LD-2 or LD-3 container.

LD-2 containers must be loaded in a string and must not occupy the first, last or doorwaypositions.

A pair of LD-2's or paired LD-2 and LD-3 containers loaded in a unstrung zone, must betied down.

To reduce inadvertent cargo movement, it is recommended that all available restraints,including lateral guides, in unoccupied positions be raised.

A maximum of two missing or inoperative restraints (one on the left side and one on theright side of the airplane) are allowed in each restraint direction.





777-200ER


1-66-605Page 3 of 7

Feb 19/2007D043W520-PIA1











NOTE An empty ULD can be carried in any position provided at least one restraint isoperable in each (forward, aft, left and right) direction. In addition, ULDs less than63 inches in height require one vertical restraint on each edge (forward, aft, leftand right) to be operable.





1-66-605Page 4 of 7Feb 19/2007D043W520-PIA1

777-200ER

Forward and Aft Restraints (Pounds) - Size Codes K, L, & P

The following table shows the maximum allowable zone weights, in pounds, with missing or inoperativeforward / aft restraints:

MAXIMUM ALLOWABLE LOADS WITH MISSING / INOPERATIVE RESTRAINTSSIZE CODES K, L, & P- LB

ZONEB.A.IN.

NO. OF POSITIONS

LOADTYPE[a]

MAXIMUM LOAD[b]


1 FWD 2 FWD[c] 1 AFT 2 AFT[C]

A1442.1

to1502.8

11 3500 3500 3500 3500 3500

2 7000 7000 7000 7000 7000

B1442.1

to1563.4

2

1 7000 7000 7000 7000 7000

2 14000 14000 14000 10750 9960

5 10500 10500 10500 10500 10500

C1442.1

to1624.0

3

1 10500 10500 10500 8820 8820

2 21000 21000 21000 10750 9960

3 9700 9700 9700 8820 8820

4 21000 21000 21000 9280 9110

5 17500 17280 17280 9690 9360

D1442.1

to1684.1

4

1 14000 14000 14000 11750 11750

2 28000 28000 28000 13220 12540

3 13200 13200 13200 11750 11750

4 28000 17280 17280 11750 11750

5 24500 17280 17280 10450 10390

E1686.1

to1747.1

11 3500 3500 3500 3500 3500

2 7000 7000 7000 7000 7000

F1749.0

to1870.2

2

1 7000 7000 7000 7000 7000

2 14000 13220 12540 14000 14000

5 10500 10500 10500 9330 9330

G1809.5

to1870.2

11 3500 3500 3500 3500 3500

2 7000 7000 7000 7000 7000

H1563.0

to 1624.0

11 3500 3500 3500 3500 3500

2 7000 7000 7000 7000 7000

I1563.0

to 1684.1

2

1 7000 7000 7000 7000 7000

2 14000 10890 10890 12110 11310

5 10500 10500 10500 10340 10340




777-200ER


1-66-605Page 5 of 7

Feb 19/2007D043W520-PIA1

Forward and Aft Restraints (Kilograms) - Size Codes K, L, & P

The following table shows the maximum allowable zone weights, in kilograms, with missing or inoperativeforward / aft restraints:

[a] The load types are defined as follows:1. Size Code K (load per side).2. Size Code L.3. Size Code K intermixed with Size Code P (load per side). Size Code K are located at both ends of a string.4. Size Code L intermixed with Size Code K. Size Code L are located at both ends of a string.5. Size Code L intermixed with Size Code K. Size Code K is located at one end of a string.

[b] All restraints are operational.[c] Only one restraint may be missing from each side. Missing / inoperative restraints must not be adjacent to each other.


ZONEB.A.IN.

NO. OF POSITIONS

LOADTYPE[a]

MAXIMUM LOAD[b]



A1442.1

to1502.8

11 1587 1587 1587 1587 1587

2 3175 3175 3175 3175 3175

B1442.1

to1563.4

2

1 3175 3175 3175 3175 3175

2 6350 6350 6350 4876 4517

5 4762 4762 4762 4762 4762

C1442.1

to1624.0

3

1 4762 4762 4762 4000 4000

2 9525 9525 9525 4876 4517

3 4399 4399 4399 4000 4000

4 9525 9525 9525 4209 4132

5 7937 7838 7838 4395 4245

D1442.1

to1684.1

4

1 6350 6350 6350 5329 5329

2 12700 12700 12700 5996 5688

3 5987 5987 5987 5329 5329

4 12700 7838 7838 5329 5329

5 11113 7838 7838 4740 4712

E1686.1

to1747.1

11 1587 1587 1587 1587 1587

2 3175 3175 3175 3175 3175

F1749.0

to1870.2

2

1 3175 3175 3175 3175 3175

2 6350 5996 5688 6350 6350

5 4762 4762 4762 4232 4232

G1809.5

to1870.2

11 1587 1587 1587 1587 1587

2 3175 3175 3175 3175 3175





1-66-605Page 6 of 7Feb 19/2007D043W520-PIA1

777-200ER

H1563.0

to 1624.0

11 1587 1587 1587 1587 1587

2 3175 3175 3175 3175 3175

I1563.0

to 1684.1

2

1 3175 3175 3175 3175 3175

2 6350 4939 4939 5493 5130

5 4762 4762 4762 4690 4690

[a] The load types are defined as follows:1. Size Code K (load per side).2. Size Code L.3. Size Code K intermixed with Size Code P (load per side). Size Code K are located at both ends of a string.4. Size Code L intermixed with Size Code K. Size Code L are located at both ends of a string.5. Size Code L intermixed with Size Code K. Size Code K is located at one end of a string.

[b] All restraints are operational.[c] Only one restraint may be missing from each side. Missing / inoperative restraints must not be adjacent to each other.

MAXIMUM ALLOWABLE LOADS WITH MISSING / INOPERATIVE RESTRAINTSSIZE CODES K, L, & P- KG (Continued)

ZONEB.A.IN.

NO. OF POSITIONS

LOADTYPE[a]

MAXIMUM LOAD[b]






777-200ER


1-66-605Page 7 of 7

Feb 19/2007D043W520-PIA1

Side Restraint Only - Size Codes K, L, & P

The following table shows the maximum allowable unit load device weights with missing or inoperative siderestraints. The data presented is independent of the type of restraint hardware.

Vertical Restraint Only - Size Codes K, L, & P

The following table shows the maximum allowable unit load device weights with missing or inoperative ver-tical restraints:

MAXIMUM ALLOWABLE LOAD WITH MISSING / INOPERATIVE RESTRAINTSSIDE RESTRAINTS ONLY - SIZE CODES K, L, & P

NUMBER OFOPERATIVE

RESTRAINTSZONE


K L P

LB KG LB KG LB KG

3All except E 3500 1587 7000 3175 2700 1224

E

2All except E 3500 1587 4920 2231 2700 1224

E 3500 1587 7000 3175

1All except E 1750 793 2460 1115 2460 1115

E 2510 1138 5030 2281

MAXIMUM ALLOWABLE LOAD WITH MISSING / INOPERATIVE RESTRAINTSVERTICAL RESTRAINTS ONLY - SIZE CODES K, L, & P

NUMBER OFOPERATIVE

RESTRAINTSZONE


K L P

LB KG LB KG LB KG

6All except E 3500 1587 7000 3175

E

5All except E 3500 1587 7000 3175

E

4All except E 3500 1587 7000 3175

E[a]

[a] Lateral guide vertical restraint flippers are not counted as restraints for Size Code K or L contain-ers.

3500 1587 7000 3175

3All except E 3500 1587 5250 2381 2700 1224

E[a] 3030 1374 4800 2177

2All except E 2720 1233 3500 1587 2700 1224

E[a] 2270 1029 3275 1485

1All except E 0 0 0 0 0 0

E[a] 0 0 0 0



777-200ER


1-68-001Page 1 of 14Aug 24/2012

D043W520-PIA1

CARGO TIEDOWNS - LOWER DECK

GENERAL INFORMATION

An approved unit load device will not require tiedowns unless one of the following conditions exist:

The unit load device contains cargo of such shape and/or densities as to pose a hazard tothe airplane structure or systems. If so, the entire weight of the ULD and its cargo must betied down.

The unit load device is limited either by restraint configurations or by missing / inoperativerestraints. If so, the weight in excess of the ULD load limit data in CHP-SEC 1-66-xxx,must be tied down.

The unit load device does not satisfy the center of gravity limitations in CHP-SEC 1-63-xxx. If so, the entire weight of the ULD and its cargo must be tied down.

A non-approved unit load device will not require tiedowns unless one of the following conditions exist:

The unit load device contains cargo of such shape and/or densities as to pose a hazard tothe airplane structure or systems. If so, the entire weight of the ULD and its cargo must betied down.

The unit load device is limited either by restraint configurations or by missing / inoperativerestraints. If so, the weight in excess of the ULD load limit data in CHP-SEC 1-66-xxx,must be tied down.

The unit load device does not satisfy the center of gravity limitations in CHP-SEC 1-63-xxx. If so, the entire weight of the ULD and its cargo must be tied down.

The unit load device is not specified in this manual. If so, the entire weight of the ULD andits cargo must be tied down.

The unit load device is less than 63” in height. If so, the entire weight of the ULD and itscargo must be tied down.

The unit load device is not serviceable, not well constructed, or loaded in a manner thatcould result in it being a hazard to the airplane structure or systems. If so, the entire weightof the ULD and its cargo must be tied down.

Bulk cargo will not require tiedowns unless one of the following conditions exist:

The bulk cargo is loaded on rollers, balls or devices to assist in moving cargo within thecompartment.

The bulk cargo is of shape or density that could become a hazard to the airplane structureor systems (e.g. dense or piercing items that could become projectiles).

Bulk cargo movement within the compartment due to operational loads would cause alarge change in airplane C.G.

Good judgment must be used in selecting the location and number of tiedowns to give sufficient safetymargin for uneven strap and net stretch, strap and cargo slippage, and for varying allowables of rings usedin combination. To prevent overloading of hardware, ring loops should be correctly oriented as closely aspossible to the strap direction.

CAUTION DO NOT MIX DIFFERENT STIFFNESSES OF TIEDOWN STRAPS (FOR EXAMPLE,KEVLAR AND NYLON WEBS) WHEN RESTRAINING CARGO. MIXING STRAPSTIFFNESSES MAY CAUSE PREMATURE FAILURE OF THE STIFFER STRAP. THEUSE OF CHAINS FOR TIEDOWNS IS NOT RECOMMENDED.



CARGO TIEDOWNS - LOWER DECK (Continued)


1-68-001Page 2 of 14Aug 24/2012D043W520-PIA1

777-200ER

TIEDOWN ALLOWABLES

The following sections describe the basic tiedown requirements and provide the tiedown fitting load limits.

Tiedown Requirements

The required tiedown load for each basic direction forward, aft, side (both directions) and up is determinedfrom the following equation:

Where,

L = The applied load for a given direction

LF = The applicable load factor (from the table below)

W = The weight of the cargo to be tied down

The following table provides the load factors used to determine the applied load.

The total restraint capability (i.e. sum of the tiedown strap capabilities) in each of these five basic restraintdirections must be equal to or greater than the computed applied load in that direction. The minimumallowable strap rating is 5000 LB (2267 KG).

CAUTION UNEVEN MASS DISTRIBUTION MUST BE ACCOUNTED FOR IN DETERMININGSTRAP LOADS AND SELECTING TIEDOWN POINTS.

LOCATIONLOAD FACTOR

FWD AFT SIDE UP

Forward Compartment 1.50 1.50 0.75 1.50

Aft Compartment 1.50 1.50 1.34 2.67

Bulk Compartment 1.50 1.50 1.50 3.01

L LF W×=




777-200ER


1-68-001Page 3 of 14Aug 24/2012

D043W520-PIA1

Tiedown Fitting Load Limits

Utilizing Brown Line tiedown fittings P/N's 20050 and 10730, Ancra P/N's 40000 and 40340, or equivalent,the tiedown fitting load limits as a function of the floor angle (refer to the “Tiedown Calculation” section onpage 5 of this subject for an illustration of floor angle) are summarized in the table below:

The combined loading on any two laterally adjacent tiedown fittings must not exceed the limits noted in theabove table.

The sum of the up components from all longitudinally adjacent tiedown fittings within a 21 IN. span mustnot exceed 4000 LB (1814 KG).

The allowable fitting load varies based on the restraint direction. To obtain the allowable fitting load in agiven direction, divide the fitting load limit by the load factor for that direction.

FLOORANGLE

(DEGREES)

ALLOWABLE TENSION LOAD ON STRAP

LB KG

0° (Horizontal) 2000 907

0° to 90° Varies[a]

[a] Varies linearly between 2000 LB (907 KG) and 4000 LB (1814 KG).

Varies[a]

90° (Vertical) 4000 1814





1-68-001Page 4 of 14Aug 24/2012D043W520-PIA1

777-200ER

Tiedown Strap Orientation

The allowable orientation of the tiedown strap relative to the tiedown fitting is a function of the type of tie-down fitting. The following diagrams defines the strap orientation restrictions for the various tiedown fit-tings.

SIDE GUIDES, SILL ROLLERS, GUIDE ROLLERSAND THE BULK COMPARTMENT

CENTER OF BULK COMPARTMENT

The following figure illustrates allowable strap rotation about a vertical axis located at the center of the tie-down fitting.


The shaded area shows the range of rotation of 180degrees relative to a reference plane that is parallel tothe centerline of the aircraft. The strap orientation mustalways be inboard of the reference plane.

The shaded area shows the range of rotation of 360degrees relative to a reference plane that is parallel tothe centerline of the aircraft.

��

��

��

� ��

��

��

��

��

��

��

��

360°

Reference Plane(Parallel to Aircraft Centerline)

Center ofRotation

FWD




777-200ER


1-68-001Page 5 of 14Aug 24/2012

D043W520-PIA1

TIEDOWN CALCULATION

The following sections provide the methodology for determining the number of tiedown straps required foreach of the basic restraint directions.

Tiedown fitting locations are provided in CHP-SEC 1-68-04x for the forward compartments, CHP-SEC1-68-06x for the aft compartments, and CHP-SEC 1-68-08x for the bulk compartment.

FIXED END STOPS, PALLET LOCKS AND LATERAL GUIDES


The shaded area shows the range of rotation of 20degrees relative to a reference plane that is parallel tothe centerline of the aircraft. The allowable rangeapplied to straps oriented forward or aft of the tiedownfitting.

��

��

��

� ��

��

��

��

��

��





1-68-001Page 6 of 14Aug 24/2012D043W520-PIA1

777-200ER

Tiedown Straps Required for Up Load

The following illustration and form provide a method for calculating the number of tiedown straps requiredfor restraint in the up direction.

θFloor is equal to the smaller of the two angles, θ1 and θ2.

If floor angles cannot be determined directly, the following equations may be used to determine theseangles:

Complete the following form to determine the number of tiedown straps required:

NOTE A minimum of two straps are required to restrain cargo in the up direction. If N isnot a whole number, it must be rounded to the next higher integer value (e.g. if Nis calculated to be 2.3, the required number of straps is 3).

Floor Angle[a]

[a] Floor angle, θFloor is equal to the smaller of θ1 and θ2.

θFloor = __________° Up Load Factor[b]

[b] From the Load Factor Table in “Tiedown Allowables” section on page 2.

ULF= ____________

Cargo Weight (including tare) W = ________ LB or ________ KG

Restrained Weight (including tare)[c]

[c] Value of restrained weight from missing restraint tables (refer to CHP-SEC 1-66-0xx).

RL = ________ LB or ________ KG

Unrestrained Load P = (W - RL) x ULF P = _________ LB or ________ KG

Allowable Tiedown Load

AL = 2000 LB + 2000 LB x (θFloor/90°)AL = 907 KG + 907 KG x (θFloor/90°)

AL = _________ LB or ________ KG

Allowable Load Up Direction

ALZ = AL x sin(θFloor) ALZ = _________ LB or ________ KG

Number of Straps Required N = P / (2 x ALZ) N = _________ Strap(s)

LOOKING FORWARD / AFT

CARGO

UP

Hθ1 θ2

Y1 Y2

θ2HY2------

1–

tan=θ1HY1------

1–

tan= and




777-200ER


1-68-001Page 7 of 14Aug 24/2012

D043W520-PIA1

Tiedown Straps Required for Side Load

The following illustration and form provide a method for calculating the number of tiedown straps requiredfor restraint in the side directions.

If angles cannot be determined directly, use the following equations for calculation:

Complete the following form to determine the number of tiedown straps required. Perform calculationstwice: once using θF1 and θC1 as floor and centerline angles, then using θF2 and θC2. Use the higher num-ber of straps.

NOTE A minimum of one strap is required to restrain cargo for each side restraint. If N isnot a whole number, it must be rounded to the next higher integer value (e.g. if Nis calculated to be 2.3, the required number of straps is 3).

Floor Angle[a]

[a] θFloor = θF1 or θF2.

θFloor = __________° Side Load Factor[b]


SLF= ____________

Centerline Angle[c]

[c] θCenter = θC1 or θC2.

θCenter=__________°


Restrained Load (including tare)[d]

[d] Value of restrained weight from missing restraint tables (refer to CHP-SEC 1-66-0xx).

RL = ________ LB or ________ KG

Unrestrained Load P = (W - RL) x SLF P = _________ LB or ________ KG



AL = _________ LB or ________ KG

Allowable Load Side Direction

ALY = AL x [cos(θFloor) x sin(θCenter)] ALY = _________ LB or ________ KG

Number of Straps Required N = P / (2 x ALY) N = _________ Strap(s)

CARGO

CARGO

TOP VIEW LOOKING FORWARD

UP

θC2 θC1

X2 X1

FORWARD

Y1

Y2

H

θF2 θF1

θF1 and θF2 are Floor anglesθC1 and θC2 are Center Line angles

Y2

Y1

θF1HY1------

1–

tan= θF2HY2------

1–

tan= θC1Y1

X1------

1–

tan= θC2Y2

X2------

1–

tan=





1-68-001Page 8 of 14Aug 24/2012D043W520-PIA1

777-200ER

Tiedown Straps Required for Forward/Aft Load

The following illustration and form provide a method for calculating the number of tiedown straps requiredfor restraint in the forward/aft directions.

If angles cannot be determined directly, use the following equations for calculation:

Complete the following form to determine the number of tiedown straps required. Perform calculationstwice: once using θF1 and θC1 as floor and centerline angles, then using θF2 and θC2. Use the higher num-ber of straps.

NOTE A minimum of one strap is required to restrain cargo in the forward/aft direction. IfN is not a whole number, it must be rounded to the next higher integer value (e.g.if N is calculated to be 2.3, the required number of straps is 3).

Floor Angle[a]


θFloor = __________° Forward/Aft Load Factor[b]


FALF=__________

Centerline Angle[c]


θCenter=__________°




RL = ________ LB or ________ KG

Unrestrained Load P = (W - RL) x FALF P = _________ LB or ________ KG



AL = _________ LB or ________ KG

Allowable Load Fwd/Aft Direction

ALX = AL x [cos(θFloor) x cos(θCenter)] ALX = _________ LB or ________ KG

Number of Straps Required N = P / (2 x ALX) N = _________ Strap(s)

CARGO

TOP VIEWLOOKING INBOARD

UP

FORWARD / AFT

θC1θC2

Y1Y2

H

X1

X2

θF1θF2

θF1 and θF2 are Floor anglesθC1 and θC2 are Center Line angles

X1 X2

θF1HX2------

1–

tan= θF2HX1------

1–

tan= θC1Y1

X1------

1–

tan= θC2Y2

X2------

1–

tan=




777-200ER


1-68-001Page 9 of 14Aug 24/2012

D043W520-PIA1

TIEDOWN EXAMPLE

This section provides two tiedown examples. The first example shows the determination of the number ofstraps required for each of the five basic restraint directions. The second example demonstrates a calcula-tion of tiedown requirements for a missing restraint condition.

Example 1

In the following example, a Size Code A (88 x 125 inch) pallet is loaded to 13500 LB (6123 KG), and will becarried in position 23P. The maximum weight allowed in this position with all restraints operative is 11250LB (5102 KG) without tiedowns and 15300 LB (6939 KG) with tiedowns. Refer to CHP-SEC 1-60-2xx forforward compartment capabilities. The example pallet can be carried in this position, but the weight inexcess of 11250 LB (5102 KG) must be restrained with tiedowns. The strap lengths used to solve thisproblem are shown below.

NOTE When a pallet weight exceeds the maximum allowed with all restraints operative,a minimum of six straps are required for tiedown.





1-68-001Page 10 of 14Aug 24/2012D043W520-PIA1

777-200ER

Determination of the number of straps required for up load restraint:

Fwd/Aft and Side straps omitted for clarity.

NOTE The Up Load Factor in the aft hold is 2.67 and 3.01 in the bulk hold.

NOTE A minimum of two straps are required to restrain cargo in the up direction.

Floor Angle[a]

[a] Floor angle, θFloor is equal to the smaller of θ1 and θ2.

θFloor= 75° Up Load Factor[b]


ULF= 1.50

Cargo Weight (including tare) W = 13500 LB or 6123 KG

Restrained Weight (including tare)[c]

[c] Value of restrained weight from missing restraint tables (refer to CHP-SEC 1-66-0xx).

RL = 11250 LB or 5102 KG

Unrestrained Load P = (W - RL) x ULF P = 3375 LB or 1532 KG



AL = 3666 LB or 1662 KG

Allowable Load Up Direction

ALZ = AL x sin(θFloor) ALZ = 3541 LB or 1605 KG

Number of Straps Required N = P / (2 x ALZ) N = 0.48 → 2 Strap(s)

LOOKING FORWARD / AFT

CARGO

UP

58"

15.5"

75° 75°

15.5"

θ1θ2




777-200ER


1-68-001Page 11 of 14Aug 24/2012

D043W520-PIA1

Determination of the number of straps required for side load restraint:

Fwd/Aft and Up straps omitted for clarity.

NOTE The Side Load Factor in the aft hold is 1.34 and 1.50 in the bulk hold.

Floor Angle[a]


θFloor= 13.4° Side Load Factor[b]


SLF= 0.75

Centerline Angle[c]


θCenter= 88.2°




RL = 11250 LB or 5102 KG

Unrestrained Load P = (W - RL) x SLF P = 1688 LB or 766 KG



AL = 2297 LB or 1042 KG

Allowable Load Side Direction

ALY = AL x [cos(θFloor) x sin(θCenter)] ALY = 2233 LB or 1013 KG

Number of Straps Required N = P / (2 x ALY) N = 0.38 → 1 Strap(s)

CARGO

CARGO

TOP VIEW LOOKING FORWARD

UP

FORWARD

30"

88.2° 88.2°

126"

13.4°

4"4"





1-68-001Page 12 of 14Aug 24/2012D043W520-PIA1

777-200ER

Determination of the number of straps required for forward / aft load restraint:

Side and up straps omitted for clarity.

Floor Angle[a]


θFloor = 30° Forward/Aft Load Factor[b]


FALF= 1.50

Centerline Angle[c]


θCenter= 3.8°




RL = 11250 LB or 5102 KG

Unrestrained Load P = (W - RL) x FALF P = 3375 LB or 1532 KG



AL = 2666 LB or 1209 KG


ALX = AL x [cos(θFloor) x cos(θCenter)] ALX = 2303 LB or 1044 KG

Number of Straps Required N = P / (2 x ALX) N = 0.73 → 1 Strap(s)

CARGO


UP

FORWARD / AFT

4" 4"

35"

3.8° 3.8° 60.6"

30°




777-200ER


1-68-001Page 13 of 14Aug 24/2012

D043W520-PIA1

Example 2

In this example, a Size Code A (88 x 125 inch) pallet is loaded to 10000 LB (4536 KG), and will be carriedin position 23P. Furthermore, two endstops located at the forward end of the pallet are missing orinoperative. As a result, the remaining restraint hardware capability is reduced to 5620 LB (2549 KG) in theforward direction. Restraint hardware for the other directions can restrain the entire 10000 LB (4536 KG).Refer to CHP-SEC 1-66-2xx for forward compartment missing / inoperative restraint capabilities. Thus, thepallet can be carried in this position, but the weight in excess of 5620 LB (2549 KG) must be restrainedwith tiedowns in the forward direction. For this example, there are fourteen available vertical restraints,therefore; no vertical tie down is necessary. The strap lengths used to solve this problem are shown below.

CAUTION CARE SHOULD BE TAKEN TO PREVENT STRAPS FROM “WALKING DOWN” ASCARGO SHIFTS IN FLIGHT.





1-68-001Page 14 of 14Aug 24/2012D043W520-PIA1

777-200ER

Determination of the number of straps required for forward / aft load restraint:

Side and up straps omitted for clarity.

Floor Angle[a]


θFloor = 50.3° Forward/Aft Load Factor[b]


FALF= 1.50

Centerline Angle[c]


θCenter= 5.5°




RL = 5620 LB or 2549 KG

Unrestrained Load P = (W - RL) x FALF P = 6570 LB or 2980 KG



AL = 3117 LB or 1413 KG


ALX = AL x [cos(θFloor) x cos(θCenter)] ALX = 1981 LB or 898 KG

Number of Straps Required N = P / (2 x ALX) N = 1.66 → 2 Strap(s)

CARGO


UP

FORWARD / AFT

4" 4"

50"

5.5° 5.5° 41.5"

50.3°



777-200ER


1-68-042Page 1 of 2

Aug 29/2003D043W520-PIA1

TIEDOWN FITTING LOCATIONS - FORWARD COMPARTMENTS

FITTING LOCATIONS

The following illustration shows the layout of tiedown fittings in the forward compartment.

The following tables provide the locations for each tiedown fitting in the forward compartment.

NO.B.A. B.B.L. W.L.

NO.B.A. B.B.L. W.L.

NO.B.A. B.B.L. W.L.

IN. IN. IN. IN. IN. IN. IN. IN. IN.

Sid

e G

uid

e

1 423.9 +65.4 127.4

Sid

e G

uid

e (

Co

nti

nu

ed)

19 887.9 +65.4 127.4

Sid

e G

uid

e (

Co

nti

nu

ed)

37 675.9 -65.4 127.4

2 444.9 +65.4 127.4 20 908.9 +65.4 127.4 38 696.9 -65.4 127.4

3 465.9 +65.4 127.4 21 929.9 +65.4 127.4 39 717.9 -65.4 127.4

4 486.9 +65.4 127.4 22 950.9 +65.4 127.4 40 739.1 -65.4 127.4

5 621.6 +65.4 127.4 23 971.9 +65.4 127.4 41 755.4 -65.4 127.4

6 633.9 +65.4 127.4 24 992.9 +65.4 127.4 42 771.9 -65.4 127.4

7 654.9 +65.4 127.4 25 423.9 -65.4 127.4 43 788.4 -65.4 127.4

8 675.9 +65.4 127.4 26 444.9 -65.4 127.4 44 803.9 -65.4 127.4

9 696.9 +65.4 127.4 27 465.9 -65.4 127.4 45 824.9 -65.4 127.4

10 717.9 +65.4 127.4 28 486.9 -65.4 127.4 46 845.9 -65.4 127.4

11 739.1 +65.4 127.4 29 507.9 -65.4 127.4 47 866.9 -65.4 127.4

12 755.4 +65.4 127.4 30 528.9 -65.4 127.4 48 887.9 -65.4 127.4

13 771.9 +65.4 127.4 31 549.9 -65.4 127.4 49 908.9 -65.4 127.4

14 788.4 +65.4 127.4 32 570.9 -65.4 127.4 50 929.9 -65.4 127.4

15 803.9 +65.4 127.4 33 591.9 -65.4 127.4 51 950.9 -65.4 127.4

16 824.9 +65.4 127.4 34 612.9 -65.4 127.4 52 971.9 -65.4 127.4

17 845.9 +65.4 127.4 35 633.9 -65.4 127.4 53 992.9 -65.4 127.4

18 866.9 +65.4 127.4 36 654.9 -65.4 127.4

FORWARD

41 32 5 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 241 2 3 4 5

1

2

3

4

5

6

7

8

25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

1

2

3

4

6



TIEDOWN FITTING LOCATIONS - FORWARD COMPARTMENTS (Continued)


1-68-042Page 2 of 2Aug 29/2003D043W520-PIA1

777-200ER

NO.B.A. B.B.L. W.L.

NO.B.A. B.B.L. W.L.

NO.B.A. B.B.L. W.L.


En

d S

top

1 411.0 +41.5 126.4

Pal

let

Lo

ck

1 606.7 +41.5 126.4

Lat

eral

Gu

ide 1 508.2 +37.2 126.3

2 411.0 +19.5 126.4 2 606.7 +19.5 126.4 2 508.2 +10.9 126.3

3 411.0 -19.5 126.4 3 606.7 -19.5 126.4 3 508.2 -15.6 126.3

4 411.0 -41.5 126.4 4 606.7 -41.5 126.4 4 508.2 -44.5 126.3

5 996.1 +41.5 126.4 5 704.4 +41.5 126.3

6 996.1 +19.5 126.4 6 704.4 +19.5 126.3

7 996.1 -19.5 126.4 7 704.4 -19.5 126.3

8 996.1 -41.5 126.4 8 704.4 -41.5 126.3

9 802.1 +41.5 126.3

NO.B.A. B.B.L. W.L. 10 802.1 +19.5 126.3

IN. IN. IN. 11 802.1 -19.5 126.3

Sil

l Ro

lle

r

1 514.6 +60.2 123.2 12 802.1 -41.5 126.3

2 535.7 +60.2 123.2 13 899.8 +41.5 126.3

3 559.0 +60.2 123.2 14 899.8 +19.5 126.3

4 581.5 +60.2 123.2 15 899.8 -19.5 126.3

5 599.5 +60.2 123.2 16 899.8 -41.5 126.3




1-68-061Page 1 of 1

May 07/1998D043W520-PIA1

TIEDOWN FITTING LOCATIONS - AFT COMPARTMENTS

FITTING LOCATIONS

The following illustration shows the layout of tiedown fittings in the aft compartment.

The following tables provide the locations for each tiedown fitting in the aft compartment.

NO.B.A. B.B.L. W.L.

NO.B.A. B.B.L. W.L.

NO.B.A. B.B.L. W.L.


Sid

e G

uid

e

1 1454.9 +65.4 127.4

Sid

e G

uid

e (C

on

tin

ue

d)

20 1497.1 -65.4 127.4

Sill

Ro

ller 1 1695.0 +60.2 123.2

2 1475.9 +65.4 127.4 21 1513.4 -65.4 127.4 2 1716.5 +60.2 123.2

3 1497.1 +65.4 127.4 22 1529.9 -65.4 127.4 3 1738.0 +60.2 123.2

4 1513.4 +65.4 127.4 23 1546.4 -65.4 127.4

5 1529.9 +65.4 127.4 24 1567.4 -65.4 127.4

6 1546.4 +65.4 127.4 25 1579.9 -65.4 127.4

7 1567.4 +65.4 127.4 26 1600.9 -65.4 127.4

8 1579.9 +65.4 127.4 27 1621.9 -65.4 127.4

9 1600.9 +65.4 127.4 28 1642.9 -65.4 127.4

10 1621.9 +65.4 127.4 29 1663.9 -65.4 127.4

11 1642.9 +65.4 127.4 30 1684.9 -65.4 127.4

12 1663.9 +65.4 127.4 31 1705.9 -65.4 127.4

13 1768.9 +65.4 127.4 32 1726.9 -65.4 127.4

14 1789.9 +65.4 127.4 33 1747.9 -65.4 127.4

15 1810.9 +65.4 127.4 34 1768.9 -65.4 127.4

16 1831.9 +65.4 127.4 35 1789.9 -65.4 127.4

17 1852.9 +65.4 127.4 36 1810.9 -65.4 127.4

18 1454.9 -65.4 127.4 37 1831.9 -65.4 127.4

19 1475.9 -65.4 127.4 38 1852.9 -65.4 127.4

��

� � � � � � � � � � �

� � ��

�



777-200ER


1-68-081Page 1 of 1Feb 3/2011

D043W520-PIA1

TIEDOWN FITTING LOCATIONS - BULK COMPARTMENT

FITTING LOCATIONS

The following illustration shows the layout of tiedown fittings in the bulk compartment.

The following tables provide the locations for each tiedown fitting in the bulk compartment.

NOTE Cargo door net fittings are not to be used for cargo tiedown.

NO.B.A. B.B.L. W.L.

NO.B.A. B.B.L. W.L.

NO.B.A. B.B.L. W.L.


Ce

nte

r T

ied

ow

ns

1 1893.1 -0.67 124.9

Sid

e T

ied

ow

ns

1 1958.0 +56.9 133.0

Sid

e T

ied

ow

ns

(C

on

tin

ued

) 10 1958.0 -37.4 132.7

2 1915.0 -0.67 127.5 2 1979.0 +54.5 135.6 11 1979.0 -34.4 135.3

3 1937.0 -0.67 130.1 3 2000.0 +51.6 138.2 12 2000.0 -31.4 137.9

4 1958.0 -0.67 132.7 4 2017.0 +49.3 140.4 13 2017.0 -29.1 140.0

5 1979.0 -0.67 135.3 5 2033.5 +47.0 142.4 14 2033.5 -26.7 142.1

6 2000.0 -0.67 137.9 6 2050.0 +44.1 144.4 15 2050.0 -26.6 144.1

7 2017.0 -0.67 140.0 7 1893.1 -41.5 124.9

8 2033.5 -0.67 142.1 8 1915.0 -41.2 127.5

9 2050.0 -0.67 144.1 9 1937.0 -40.2 130.1

NET

1 2 3 4 5 6 7 8 9

2 3 4 5 6

7 8 9 10 1113 14 1512

1

FORWARD



777-200ER


1-69-001Page 1 of 5Jul 19/2012

D043W520-PIA1

CARGO LATERAL IMBALANCE CONTROL

PROCEDURE FOR CALCULATION OF IMBALANCE

Procedures in this section show how to increase the allowable airplane Taxi Weight by controlling thecargo lateral imbalance. Cargo lateral imbalance is one component of the total airplane lateral imbalance.Refer to CHP-SEC 1-04-xxx for the Airplane Lateral Imbalance Limitations for the full range of airplaneoperations.

Occurrence

Cargo lateral imbalance occurs when the Center of Gravity of the cargo loaded is offset to the right or left ofthe airplane centerline. Note that this condition does not affect the longitudinal Center of Gravity which ismeasured as a percent of Mean Aerodynamic Chord (MAC).

Measurement

Cargo lateral imbalance is measured by the cargo lateral imbalance moment (CLIM) of the total cargoload. It is the responsibility of the operator to determine the cargo lateral imbalance moment. CLIM isdetermined as follows:

1. Determine the actual body buttock line (B.B.L.) for each loaded ULD based on the opera-tor’s loading practices. The actual B.B.L. must be within the allowable B.B.L. shown in thefollowing table for the type of ULD loaded. Actual buttock lines to the left of the airplanecenterline are negative and buttock lines to the right of the airplane centerline are positive.

2. Calculate the CLIM for each ULD using the following equation:

3. Calculate the NET CLIM by summing the CLIM for each ULD:

4. Determine the allowable taxi weight using the calculated NET CLIM and the proceduresoutlined in CHP-SEC 1-04-xxx.

CLIM Cargo Weight in Pounds (Kilograms) Actual B.B.L. in Inches×=

NET CLIM CLIM (for each ULD)=



CARGO LATERAL IMBALANCE CONTROL (Continued)


1-69-001Page 2 of 5Jul 19/2012D043W520-PIA1

777-200ER

Allowable B.B.L.'s for cargo loaded into unit load devices are shown in the following table.

UNIT LOAD DEVICE LATERAL CENTER OF GRAVITY RANGE

SIZECODE

COMMONNAME

ORIENTATIONREAR VIEW

ALLOWABLE LATERAL C.G.

LEFTMOSTB.B.L. - IN.

NOMINALB.B.L. - IN.

RIGHTMOSTB.B.L. - IN.

AP1LD-7LD-9

-12.5 0.0 +12.5

K

LD-1

-38.1 -31.9 -25.7

+25.7 +31.9 +38.1

LD-3

-38.1 -31.9 -25.7

+25.7 +31.9 +38.1

LD-3-45

-38.1 -31.9 -25.7

+25.7 +31.9 +38.1

LD-3-45W

-38.1 -31.9 -25.7

+25.7 +31.9 +38.1

LD-3Pallet

-38.1 -31.9 -25.7

+25.7 +31.9 +38.1




777-200ER


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D043W520-PIA1

CAUTION THE ADDITIONAL CENTER OF GRAVITY ENVELOPE RESTRICTIONS PROVIDEDIN CHP-SEC 1-63-XXX MUST BE OBSERVED FOR ALL UNIT LOAD DEVICES.

L

LD-5LD-11Half Pallet

-12.5 0.0 +12.5

LD-6 -12.5 0.0 +12.5

LD-10 -12.5 0.0 +12.5

M P6 -12.5 0.0 +12.5

NHalf Pallet

-38.1 -31.9 -25.7

+25.7 +31.9 +38.1

P LD-2

-43.8 -39.1 -34.4

+34.4 +39.1 +43.8

QLD-4LD-8

Longitudinal

-38.4 -32.4 -26.4

+26.4 +32.4 +38.4

UNIT LOAD DEVICE LATERAL CENTER OF GRAVITY RANGE (Continued)

SIZECODE

COMMONNAME

ORIENTATIONREAR VIEW

ALLOWABLE LATERAL C.G.

LEFTMOSTB.B.L. - IN.

NOMINALB.B.L. - IN.

RIGHTMOSTB.B.L. - IN.





1-69-001Page 4 of 5Jul 19/2012D043W520-PIA1

777-200ER

Operator Convenience

The following unit load devices may be assumed to have zero CLIM provided they are uniformly loadedabout their base, since they are symmetrical about the airplane centerline.

LD-5's

LD-6’s

LD-7’s

LD-9’s

LD-10's

LD-11's

P1’s

P6’s

Half Pallets (Size Code L)




777-200ER


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D043W520-PIA1

The following combined pairs of unit load devices may be assumed to have zero CLIM, provided each ofthe paired ULDs is uniformly loaded about its base and the weight between the left and right ULDs isevenly distributed, since for these conditions the calculated net cargo lateral imbalance moment for thepair is zero.

LD-2's

LD-3's

LD-4’s Longitudinal

LD-8’s Longitudinal

Half Pallets (Size Code N)

Cargo and baggage in the aft bulk cargo compartment may be assumed to have zero CLIM if uniformlyloaded.

Sample Problem

Eleven LD-1's are loaded on the left side of the airplane to a weight of 2000 LB (907.2 KG) each. The otherunit load devices are assumed to be symmetrical about the centerline of the airplane. The lateral center ofgravity for each ULD loaded is at B.B.L. = -31.5 inches. Thus, the cargo lateral imbalance moment equals:

To reduce the lateral imbalance, five of the LD-1's are switched to the right hand side of the airplane, leav-ing six on the left hand side, and the new cargo lateral imbalance calculation is:

By switching the five unit load devices to the right side, an attempt was made to load the airplane symmet-rically. Therefore, using the guidelines provided in CHP-SEC 1-04-xxx, the NET CLIM of -63000 IN-LB(28577 KG-IN.) can be considered random. No reduction is required in either taxi or landing weight.

NET CLIM (11 LD-1s) (2000 LB) (-31.5 IN.)×× -693000 LB-IN.= =

NET CLIM (11 LD-1s) (907.2 KG) (-31.5 IN.)×× -314345 KG-IN.= =

CLIM (Left Side) (6 LD-1s) (2000 LB)× -31.5 IN.( )× -378000 LB-IN.= =

CLIM (Right Side) (5 LD-1s) (2000 LB)× (+31.5 IN.)× +315000 LB-IN.= =

NET CLIM (-378000 LB-IN.) (+315000 LB-IN.)+ -63000 LB-IN.= =

NET CLIM CLIM (for each ULD)=and since

CLIM (Left Side) (6 LD-1s) (907.2 KG)× -31.5 IN.( )× -171461 KG-IN.= =

CLIM (Right Side) (5 LD-1s) (907.2 KG)× (+31.5 IN.)× +142884 KG-IN.= =

NET CLIM (-171461 KG-IN.) (+142884 KG-IN.)+ -28577 KG-IN.= =

or in metric units:



777-200ER


1-80-002Page 1 of 4Jul 1/2004

D043W520-PIA1

AIRPLANE JACKING

JACK POINT LOCATIONS

The following figure provides jack point locations.

D

1 B

A

2

3

4 6

G

H

E

F

C

- Primary Jacking Points

- Auxiliary Jacking Points

- Nose and Main Gear Jacking Points

5 7



AIRPLANE JACKING (Continued)


1-80-002Page 2 of 4Jul 1/2004D043W520-PIA1

777-200ER

MAXIMUM ALLOWABLE JACKING LOADS

The following allowable jacking loads and envelopes are based on the structural limits of the airplane.

Jacking of the airplane is allowed in winds up to 35 knots.

WARNINGS • DISTRIBUTION OF LOAD ON JACKS SHOULD BE MONITORED DURING JACK-ING OPERATIONS, OTHERWISE STRUCTURAL DEFLECTION MAY CAUSEJACK LOADS TO EXCEED MAXIMUM VALUE.

• WHEN JACKING ON MAIN GEAR JACKING POINTS, THERE MUST BE A MINI-MUM OF ONE INCH OF OLEO EXTENSION.

JACK POINTMAXIMUM JACKING

LOADSLOCATION

B.A.IN.

B.B.L.[a]

[a] Negative values represent jack points on the left hand side of the airplane and positive values represent jack points on the right hand side of the airplane.

W.L.IN.LB KG IN.

Primary WingA 208000 94347 1034.8 -122.2 128.8

B 208000 94347 1034.8 +122.2 128.8

Primary Aft Fuselage C 99000 44905 2268.5 +34.4 182.0

Auxiliary Forward Body

D 45000 20411 332.3 -80.4 139.1

Auxiliary Rear Spar E 22000 9979 1421.8 -527.3 207.2

F 22000 9979 1421.8 +527.3 207.2

Auxiliary Front SparG 17100 7756 1431.6 -787.0 239.6

H 17100 7756 1431.6 +787.0 239.6

Nose Gear 1 77600 35198 324.5 0.0 Varies

Main Gear[b]

[b] Jack point balance arms are for gears in the static taxi position. Main gear jack points will vary with different oleo exten-sions. See CHP-SEC 1-80-08x for balance arm versus oleo extension.

2 157300 71350 1286.7 +216.0 Varies

3 157300 71350 1286.7 -216.0 Varies

4 148400 67313 1400.7 +216.0 Varies

5 148400 67313 1400.7 -216.0 Varies

6 139500 63276 1408.0 +216.0 Varies

7 139500 63276 1408.0 -216.0 Varies




777-200ER


1-80-002Page 3 of 4Jul 1/2004

D043W520-PIA1

LIMITATIONS ENVELOPES

During the airplane raising and lowering operation the airplane must be within the weight and balance lim-its as shown. Refer to CHP-SEC 1-00-04x for conversion formulas between %MAC and Balance Arms.

Primary (A,B,C) Jack Points (Gross Weight in LB)

Forward Body (D) Jack Points (Gross Weight in LB)

250000

300000

350000

400000

450000

500000

0.0 10.0 20.0 30.0 40.0 50.0


GR

OS

S W

EIG

HT

- L

B

464300 LBat 14.0%

487100 LBat 39.9%

465900 LBat 44.0%

300000

350000

400000

450000

500000

550000

600000

650000

0.0 10.0 20.0 30.0 40.0 50.0


GR

OS

S W

EIG

HT

- L

B

349400 LBat 14.0%

639700 LBat 35.2%

634500 LB at 38.0%

565000 LBat 44.0%





1-80-002Page 4 of 4Jul 1/2004D043W520-PIA1

777-200ER

Primary (A,B,C) Jack Points (Gross Weight in KG)

Forward Body (D) Jack Points (Gross Weight in KG)

120000

140000

160000

180000

200000

220000

240000

0.0 10.0 20.0 30.0 40.0 50.0


GR

OS

S W

EIG

HT

- K

G

210602 KGat 14.0%

220944 KGat 39.9%

211328 KGat 44.0%

140000

160000

180000

200000

220000

240000

260000

280000

300000

0.0 10.0 20.0 30.0 40.0 50.0


GR

OS

S W

EIG

HT

- K

G

158485 KGat 14.0%

290163 KGat 35.2%

287804 KG at 38.0%

256279 KGat 44.0%



777-200ER


1-80-081Page 1 of 1

Aug 10/2010D043W520-PIA1

MAIN LANDING GEAR JACK POINTS FOR VARIOUS OLEO EXTENSIONS

JACK POINT BALANCE ARMS VERSUS OLEO EXTENSION

The following main landing gear figure shows how to determine the amount of oleo extension (Dimension“A”). The corresponding chart diagrams the relationship between the main landing gear, forward, aft, andauxiliary axle jack point balance arms and the main landing gear oleo extension (Dimension “A”).

DIM "A"O

LEO

EX

TEN

SHIO

N "A

" IN

.

1288

10.0

15.0

20.0

25.0

FORWARD AXLE / JACK POINT B.A. - IN.

23.0 GEAR FULLY

AFT AXLE / JACK POINT B.A. - IN.

MID AXLE B.A. - IN.1345

1286

5.0

1287 1289

1343 1344 1346

14021400 1401 1403

AFT AUXILIARY / JACK POINT B.A. - IN.14101409

0.0 GEAR FULLY

3.1 TAXI

EXTENDED

POSITION

COMPRESSED

DIM “A”:

MEASURED FROM THE

BOTTOM OF THE NUT

LOCATED ON THE BOTTOM

OF THE OUTER CYLINDER

FLANGE TO THE BOTTOM

OF THE SHINY PORTION

OF THE INNER CYLINDER

FORWARD

1407 1408

FORWARD AXLE = .1265217 * DIM “A” + 1286.3

MID AXLE = .1265217 * DIM “A” + 1343.3

AFT AXLE = .1265217 * DIM “A” + 1400.3

AFT AUXILIARY = .1265217 * DIM “A” + 1407.6



777-200ER


1-82-001Page 1 of 6

Jan 13/2009D043W520-PIA1

AIRPLANE WEIGHING PROCEDURE

GENERAL INFORMATION

This section describes the recommended procedures for preparation and weighing of the model 777-200airplane. Weighing facilities, weighing equipment and leveling provisions required for weighing the airplaneare also discussed. Useful information concerning the procedures for establishing aircraft initial weight,fleet weights, re-establishing fleet weights, periodic weighing requirements, etc. may be found in FAA Advi-sory Circular 120-27E.

Airplane weighing may be accomplished by:

The use of platform scales.

The use of electronic load cells by jacking the airplane at the landing gear axle jack points.

The use of electronic load cells by jacking the airplane at the primary jacking points.

CAUTION FOR SAFETY REASONS, WEIGHING THE AIRPLANE BY JACKING AT THE PRI-MARY JACKING POINTS IS NOT RECOMMENDED, AND SHOULD ONLY BE USEDWHEN OTHER PROCEDURES ARE NOT AVAILABLE.

WEIGHING FACILITIES AND EQUIPMENT

The airplane should be weighed in still air, preferably inside a closed facility that will:

Exclude all wind and drafts.

Permit shutdown of air conditioning during the weighing operation.

Maintain a relatively constant temperature.

Provide a level weighing surface and sufficient overhead clearance.

The required equipment for weighing an airplane consists of:

Certified electronic or mechanical weighing equipment.

Hydraulic jacks and adapters, if necessary.

Landing gear oleo locks, if necessary.

Plumb bob.

PREPARATION FOR AIRPLANE WEIGHING

The airplane configuration is of extreme importance in the derivation of a defined airplane operating weightfrom an actual scale weight. The interior and exterior of the airplane must be as complete as possible. Allfluid levels (fuel, oil, water, hydraulic) must be known quantities. The weighing area and equipment usagemust be controlled to avoid errors and minimize variation in scale readings.

Fuel

Fuel from all tanks is drained to the trapped (usable and unusable) fuel condition. Trapped fuel is definedas the quantity of fuel which cannot be removed through the production sump tank drains.

To obtain trapped fuel condition:

1. Pump off all usable fuel to sump level.



AIRPLANE WEIGHING PROCEDURE (Continued)


1-82-001Page 2 of 6Jan 13/2009D043W520-PIA1

777-200ER

2. Adjust and maintain airplane attitude at 0.7 degrees nose down ( +0.1 degree) longitudinaland 0.0 degrees ( +0.1 degree) lateral.

3. Drain the remaining fuel through sump drain valves.

System Fluids

System fluids must be drained or at a known quantity as follows:

Drain all waste tanks.

Drain potable water system.

The following systems must be at a known quantity (serviced for flight is preferred):

Engine Oil

Hydraulic Fluids

Oxygen

Landing Gear Oleo Oil

Fire Extinguisher Charge

Miscellaneous Subsystem Fluids

Airplane Configuration

The condition of the airplane at the time of weighing must be one that is well defined and can be easilyrepeated. Each of the following steps must be completed prior to weighing:

Inventory the airplane using an approved inventory list.

Remove all shop equipment, tools, and trash.

Stow all loose equipment items in their proper locations.

Dry the airplane thoroughly.

Close all doors and access panels.

Extend or retract the flaps fully (refer to CHP-SEC 1-08-xxx of this document for gear andflap retraction moments).

Set the horizontal stabilizer, control surfaces, and spoilers to their neutral positions.

Inflate landing gear tires to specified operating pressures.

WEIGHING OPERATION

The airplane should be weighed in a level longitudinal attitude when possible. If the airplane cannot be lev-eled for weighing, the longitudinal attitude must be within + 2 degrees from level during the actual weighingoperation, and the measured center of gravity must be arithmetically corrected to an equivalent “level” cen-ter of gravity. This requires application of the correction factors from the table in the “Non-Level Weighing”section on page 5.

The recommended method of determining the longitudinal attitude of the aircraft is to attach a plumb bobto the plumb bob fitting located in the right main gear wheel well and to read the longitudinal attitude fromthe corresponding scale.




777-200ER


1-82-001Page 3 of 6

Jan 13/2009D043W520-PIA1

When the airplane is being weighed on platform scales or the main landing gear jacking points, it is neces-sary to measure the main landing gear oleo extension since the balance arm of the weight reaction pointvaries with the extension of the oleo strut. (Refer to CHP-SEC 1-80-xxx of this document for further infor-mation.)

WEIGHING PROCEDURE USING PLATFORM SCALES

The following procedure outlines the method for weighing the airplane on portable or floor level platformscales. The scales may be mechanical beam or electronic.

1. The balance arm for the nose gear jack point is shown in CHP-SEC 1-80-00x.

2. To obtain the balance arm location of the main gear, it is necessary to measure the mainlanding gear oleo extension since the balance arm of the weight reaction point varies withthe extension of the oleo strut. (Refer to CHP-SEC 1-80-08x of this document for furtherinformation.)

3. Follow weighing equipment manufacturer’s operating instructions.

4. Zero the platform scales prior to putting the airplane on the scales. All undesirable tareshould be off the scales.

5. Position the airplane on the scales. The approach should be straight and the airplaneshould be brought slowly and smoothly to a stop, without applying airplane brakes.

6. Inflate or deflate landing gear oleos as required to obtain the desired longitudinal attitude.Check the attitude with the plumb bob.

7. Record landing gear oleo extensions.

8. Record weight reading obtained from each airplane weight reaction point.

9. Remove the airplane from the scales.

10. Check the scales for zero load condition.

11. Repeat weighing procedure as needed to verify airplane weight.

WEIGHING PROCEDURE USING ELECTRONIC LOAD CELLS

The airplane can be weighed using individual electronic load cells with adapters for interface with groundsupport equipment jacks and airplane jack points. It is most important that the weighing kit be adequatelywarmed up and that the airplane, ground support equipment, and weighing cells attain the same even tem-perature prior to weighing the airplane. Load cells require care in placement to prevent side loads. Whenusing jacks, it is imperative to remove all weighing cell misalignment due to uneven floors or airplane struc-tural deflection.

The maximum jacking loads shown in CHP-SEC 1-80-xxx of this document must not be exceeded duringjacking operations.

The following procedures outline the method for weighing the airplane with electronic load cells at either ofthe following:

Landing gear axle jack points.

Primary jacking points.





1-82-001Page 4 of 6Jan 13/2009D043W520-PIA1

777-200ER

Landing Gear Axle Jack Points

Follow these procedures when weighing the airplane with electronic load cells at the landing gear axle jackpoints:

1. The balance arm for the nose gear jack point is shown in CHP-SEC 1-80-00x.

2. To obtain the balance arm location of the main gear jack points, it is necessary to measurethe main landing gear oleo extension since the balance arm of the weight reaction pointvaries with the extension of the oleo strut. (Refer to CHP-SEC 1-80-08x of this documentfor further information.)

3. Follow weighing equipment manufacturer’s operating instructions.

4. Inflate or deflate landing gear oleos as required to obtain the desired longitudinal attitude.Check the attitude with plumb bob.

5. Record landing gear oleo extensions.

6. Zero electronic weighing equipment prior to raising the airplane.

7. Center the jacks, with load cells installed, under the jack points. Proper alignment must bemade between load cells and jack points.

8. Jack all positions at an even rate, maintaining a level attitude, until tires clear the floor.

9. Check airplane level attitude with the plumb bob. If necessary, jack individual points toobtain the desired attitude.


11. Lower airplane gently to the floor, maintaining a level attitude, until load cells are com-pletely clear of the jack points.

12. Check the load cells for zero load condition.


Primary Jacking Points

Follow these procedures when weighing the airplane with electronic load cells at the primary jackingpoints:

1. See CHP-SEC 1-80-xxx of this document for balance arms and load limits for primaryjacking points.

2. Follow weighing equipment manufacturer's operating instructions.

3. Bleed all air from the nose and main landing gear oleos and install oleo uplocks to preventthe oleos from extending.

WARNING ALL AIR MUST BE REMOVED FROM THE LANDING GEAR OLEOS IFUPLOCKS ARE INSTALLED. IMPROPER OLEO DEFLATION MAY CAUSEOLEO UPLOCK FAILURE.

4. Level the airplane prior to jacking so the airplane may be raised and lowered evenly onjack points, and minimize side loads. If the airplane attitude is nose down prior to jacking,an optional method of leveling the airplane is to inflate the nose gear oleo. The nose gearoleo would then be allowed to fully extend during the jacking operation.




777-200ER


1-82-001Page 5 of 6

Jan 13/2009D043W520-PIA1

5. Secure the main landing gear trucks, if required, by rope to prevent rotation during thejacking operation.

6. Zero electronic weighing equipment prior to raising the airplane.

7. Center the jacks, with load cells installed under the jack points. Proper alignment must bemade between load cells and jack points.

8. Jack all positions at an even rate, maintaining a level attitude, until tires clear the floor.

9. Check airplane level attitude with the plumb bob. If necessary, jack individual points toobtain the desired attitude.


11. Lower airplane gently to the floor, maintaining a level attitude, until load cells are com-pletely free of the airplane.

12. Check the load cells for zero load condition.


NON-LEVEL WEIGHING

When the airplane is weighed in a non-level condition, the calculated C.G. must be corrected to the levelcondition. The attitude of the airplane must be known at the time of weighing. Determine the C.G. of theairplane in this non-level condition, and then use the following table to correct the C.G. to the level condi-tion.

ANGLEDEGREES

C.G. CORRECTION IN.

ANGLEDEGREES

C.G. CORRECTION IN.

Nose down -2 6.5 Level 0 0.0

-1 7/8 6.1 1/8 -0.4

-1 3/4 5.7 1/4 -0.8

-1 5/8 5.3 3/8 -1.2

-1 1/2 4.9 1/2 -1.6

-1 3/8 4.5 5/8 -2.0

-1 1/4 4.1 3/4 -2.4

-1 1/8 3.7 7/8 -2.8

-1 3.2 1 -3.2

-7/8 2.8 1 1/8 -3.7

-3/4 2.4 1 1/4 -4.1

-5/8 2.0 1 3/8 -4.5

-1/2 1.6 1 1/2 -4.9

-3/8 1.2 1 5/8 -5.3

-1/4 0.8 1 3/4 -5.7

-1/8 0.4 1 7/8 -6.1

Level 0 0.0 Tail down 2 -6.5





1-82-001Page 6 of 6Jan 13/2009D043W520-PIA1

777-200ER

Non-Level Weighing Example

An airplane weighed in a 1-1/2 degree tail down attitude has a calculated, non-level C.G. at B.A. 1258.0 IN.Applying the C.G. correction of -4.9 inches (from the table) gives the level attitude C.G. at 1253.1 IN.



777-200ER


1-84-002Page 1 of 3

Sep 24/2007D043W520-PIA1

TOWING AND TIPPING LIMITATIONS

TOWING AND TIPPING CONSIDERATIONS

Tipping is generally not a concern for 777-200 airplanes if good judgement is exercised in maintaining air-plane stability during ground operations. Effects of towing and ground operations on the airplane center ofgravity must be taken into account. The absolute tipping limit for the 777-200 airplane is at 60.6% MAC,considerably aft of the ground stability limit. Some of the major factors affecting the airplane tipping andstability limits will include, but are not limited to the following items:

Airplane Empty Weight

Airplane Attitude

Fuel Loading

Passenger Loading

Cargo Loading

Ramp Slope

Runway Surface Condition

Snow Loads

Wind Loads

The ground stability limit takes into account the effects of the following:

3% Ramp slope

Towing forces

35 knot headwind

By ensuring that the airplane center of gravity during towing is more forward than the ground stability limit,a tipping situation will be avoided.

NOTE See the Maintenance Manual for towing procedures and ground stability limitsduring maintenance.



TOWING AND TIPPING LIMITATIONS (Continued)


1-84-002Page 2 of 3Sep 24/2007D043W520-PIA1

777-200ER

TOWING AND TIPPING LIMITS (ENGLISH)

The following diagram shows the towing and tipping limits in english units:

250000

300000

350000

400000

450000

500000

550000

600000

650000

35.0 40.0 45.0 50.0 55.0 60.0 65.0


GR

OS

S W

EIG

HT

- L

B

AF

T S

TR

UC

TU

RA

L LI

MIT

AF

T T

IPP

ING

LIM

IT a

t 60.

6%GROUNDSTABILITYLIMIT

1270.0 1280.0 1290.0 1300.0 1350.01340.01330.01320.01310.0 1360.0

BALANCE ARM - IN.

NOTE: DIAGRAM SHOWN IS FOR REFER-ENCE ONLY. REFER TO CHP-SEC 1-02-XXX FOR

ACTUAL CERTIFIED WEIGHTS.



TOWING AND TIPPING LIMITATIONS (Continued)

777-200ER


1-84-002Page 3 of 3

Sep 24/2007D043W520-PIA1

TOWING AND TIPPING LIMITS (METRIC)

The following diagram shows the towing and tipping limits in metric units:

100000

125000

150000

175000

200000

225000

250000

275000

300000

35.0 40.0 45.0 50.0 55.0 60.0 65.0


GR

OS

S W

EIG

HT

- K

G

AF

T S

TR

UC

TU

RA

L LI

MIT

AF

T T

IPP

ING

LIM

IT a

t 60.

6%

GROUNDSTABILITYLIMIT

1270.0 1280.0 1290.0 1300.0 1350.01340.01330.01320.01310.0 1360.0

BALANCE ARM - IN.

NOTE: DIAGRAM SHOWN IS FOR REFER-ENCE ONLY. REFER TO CHP-SEC 1-02-XXX FOR

ACTUAL CERTIFIED WEIGHTS.




1-86-001Page 1 of 2

Mar 18/1998D043W520-PIA1

COMPONENT WEIGHTS AND BALANCE ARMS

WING COMPONENTS

Some of the removable wing components are illustrated in the following figure:

The following table provides nominal weights and balance arms for wing components from the above illus-tration. Values from this table should only be used to determine approximate weight and balance for spe-cialized types of maintenance.

ITEMNO.

WING COMPONENTSWEIGHT B.A.

IN.LB/EA KG/EA

1 Leading Edge Slat No. 1 76 34 1631







8 Wing Tip 37 17 1727

9 Access Doors (2) 2 1 Varies



12 Vent Scoop Door 8 4 1521

2322

FWD

WING TIP

LEADING EDGE SLATS

LEADING EDGE SLATS

OUTBOARDSPOILERS

INBOARDSPOILERS

AILERON

FLAPERON WITHCOVE DOOR

OUTBOARDFLAP ASSEMBLY

INBOARDFLAPASSEMBLY

ACCESSDOORS

2

3

8

5

6

7

16

1

4

DRY BAYACCESS DOOR

15

99

1010

1010

1010

1111

1111

1112 13

14 TYPICAL 25 PLACES

INBOARD FLAP ASSEMBLYAFT FLAPMAIN FLAP

17

18

19

20 21

21



COMPONENT WEIGHTS AND BALANCE ARMS (Continued)


1-86-001Page 2 of 2Mar 18/1998D043W520-PIA1

777-200ER

13 Pressure Relief Door 4 2 1509

14 Fuel Access Doors (25) 4 2 Varies

15 Dry Bay Access Door 3 1 1149

16 Aileron 176 80 1666

17 Outboard Spoilers - Typical (5) 27 12 1494

18 Outboard Flap 657 298 1505

19 Flaperon with Cove Door 134 61 1425

20 Inboard Spoilers - Typical (2) 61 28 1408

21 Inboard Flap Assembly (878) (398) (1404)

22 Inboard Main Flap 657 298 1395

23 Inboard Aft Flap 221 100 1432

ITEMNO.

WING COMPONENTS (Continued)WEIGHT B.A.

IN.LB/EA KG/EA




1-86-011Page 1 of 1

Mar 18/1998D043W520-PIA1


HORIZONTAL STABILIZER COMPONENTS

Some of the removable horizontal stabilizer components are illustrated in the following figure:

The following table provides nominal weights and balance arms for horizontal stabilizer components fromthe above illustration. Values from this table should only be used to determine approximate weight and bal-ance for specialized types of maintenance.

ITEMNO.

HORIZONTAL STABILIZER COMPONENTSWEIGHT B.A.

IN.LB/EA KG/EA

1 Stabilizer Tip 42 19 2541

2 Outer Leading Edge 22 10 2452

3 Middle Leading Edge 30 14 2368

4 Inboard Leading Edge 37 17 2289

5 Strakelet 13 6 2239

6 Elevator 329 149 2479

7 Horizontal Stabilizer[a]

[a] This includes the total horizontal stabilizer installation less the other structural components listed in this table.

2581 1171 2382

8 Elevator Actuator (Wet) 67 30 2424

9 Elevator Actuator (Wet) 67 30 2435

HORIZONTALSTABILIZER

STABILIZER TIP

OUTER LEADINGEDGE

MIDDLE LEADINGEDGE

INBOARD LEADINGEDGE

STRAKELET

7

1

5

4

2

3

ACTUATOR9

ACTUATOR8

ELEVATOR6




1-86-021Page 1 of 1

Mar 18/1998D043W520-PIA1


VERTICAL FIN COMPONENTS

Some of the removable vertical fin components are illustrated in the following figure:

The following table provides nominal weights and balance arms for vertical fin components from the aboveillustration. Values from this table should only be used to determine approximate weight and balance forspecialized types of maintenance.

ITEMNO.

VERTICAL FIN COMPONENTSWEIGHT B.A.

IN.LB/EA KG/EA

1 Rudder Without Tab 601 273 2435

2 Tab 95 43 2408

3 Fin Tip 36 16 2492

4 Removable Leading Edge 23 10 2408





9 Dorsal Fairing 14 6 2097

10 Vertical Fin[a]

[a] This includes the total fin installation less the other structural components listed in this table.

2766 1255 2320

11 Rudder Actuator (Wet) 68 31 2349



8

FIN TIP

RUDDER

WITHOUT

TAB

DORSAL FAIRING

REMOVABLE L.E.

REMOVABLE L.E.

REMOVABLE L.E.

REMOVABLE L.E.

REMOVABLE L.E.

4

3

9

5

7

6

TAB2

1

10 VERTICAL FIN

ACTUATOR

ACTUATOR

ACTUATOR

13

12

11




1-86-031Page 1 of 2Jul 05/2001

D043W520-PIA1


BODY COMPONENTS

Some of the removable body components are illustrated in the following figure:

The following table provides nominal weights and balance arms for body components from the above illus-tration. Values from this table should only be used to determine approximate weight and balance for spe-cialized types of maintenance.

ITEMNO.

BODY COMPONENTSWEIGHT B.A.

IN.LB/EA KG/EA

1 No. 4 Passenger Door (Left & Right) 502 228 2040




5 No. 1 Windshield (Left & Right) 46 21 200



8 APU Exhaust Duct 48 22 2510

9 APU Access Door (2) 64 29 2459

10 Bulk Cargo Door 99 45 1916

11 No. 2 Cargo Door 336 152 1716

12 Main Landing Gear Door (2) 638 289 1325

NO. 4 LEFT & RIGHTPASSENGER DOORS

1


2


3


4

NO. 1 WINDSHIELD5

NO. 2 WINDSHIELD6 NO. 3 WINDSHIELD7

RADOME17

AFT NOSE LANDINGGEAR DOORS (2)

15

FWD NOSE LANDINGGEAR DOORS (2)

16

NO. 1 CARGO DOOR14

AIR CONDITIONINGCOMPARTMENT DOORS (2)

13

MAIN LANDINGGEAR DOORS (2)

12

NO. 2 CARGO DOOR11

BULK CARGO DOOR10

APU ACCESS DOORS (2)9

APU EXHAUST DUCT8



COMPONENT WEIGHTS AND BALANCE ARMS (Continued)


1-86-031Page 2 of 2Jul 05/2001D043W520-PIA1

777-200ER

13 Air Conditioning Compartment Door (2) 118 54 1135

14 No. 1 Cargo Door 819 371 557

15 Aft Nose Landing Gear Door (2) 35 16 301

16 Fwd Nose Landing Gear Door (2) 43 20 218

17 Radome 73 33 116

ITEMNO.

BODY COMPONENTS (Continued)WEIGHT B.A.

IN.LB/EA KG/EA




1-86-041Page 1 of 1

Mar 18/1998D043W520-PIA1


MAIN GEAR COMPONENTS

Some of the removable main gear components are illustrated in the following figure:

The following table provides nominal weights and balance arms for main gear components from the aboveillustration. Values from this table should only be used to determine approximate weight and balance forspecialized types of maintenance.

ITEMNO.

MAIN GEAR COMPONENTSWEIGHT B.A.

IN.LB/EA KG/EA

1 Retraction Actuator 258 117 1316

2 Upper Drag Brace 102 46 1279

3 Lower Drag Brace 93 42 1309

4 Wheel & Tire Assembly (6) 396 180 [a]

[a] The balance arm for the wheels, tires, brakes and axles are as follows: Fwd: 1287, Mid: 1344, Aft: 1401

5 Brake Assembly 223 101 [a]

6 Outer Cylinder 1516 688 1332

7 Inner Cylinder 923 419 1342

8 Truck Positioner 60 27 1320

9 Truck Assembly 1684 764 1347

10 Upper Side Strut 101 46 1362

11 Lower Side Strut 104 47 1351

12 Upper Torsion Link 133 60 1359

13 Lower Torsion Link 145 66 1359

14 Steering Actuator 69 31 1381

15 Axle 230 104 [a]

16 Brake Rod 55 25 1344

Complete Assembly 9568 4340 1340

UPPER TORSION LINK

LOWERTORSION LINK

UPPER SIDESTRUT

LOWER SIDESTRUT

BRAKE RODAXLE

FWD

STEERING ACTUATOR

WHEEL & TIREASSEMBLY

BRAKE ASSEMBLY TRUCK ASSEMBLY

UPPER DRAGBRACE

LOWER DRAGBRACE

INNER CYLINDER

RETRACTIONACTUATOR

FWD

OUTER CYLINDER

TRUCKPOSITIONER

1

2

6

3

7

8

9

13

15

10

12

14

16

11

4

5




1-86-051Page 1 of 1

Mar 18/1998D043W520-PIA1


NOSE GEAR COMPONENTS

Some of the removable nose gear components are illustrated in the following figure:

The following table provides nominal weights and balance arms for nose gear components from the aboveillustration. Values from this table should only be used to determine approximate weight and balance forspecialized types of maintenance.

ITEMNO.

NOSE GEAR COMPONENTSWEIGHT B.A.

IN.LB/EA KG/EA

1 Wheel & Tire Assembly (2) 253 115 325

2 Upper Drag Brace 192 87 271

3 Lower Drag Brace 63 29 300

4 Outer Cylinder 561 254 320

5 Inner Cylinder 295 134 322

6 Upper Torsion Link 13 6 334

7 Lower Torsion Link 25 11 333

8 Retraction Actuator - Wet 109 50 321

9 Steering Actuators - Wet (2) 48 22 305

Complete Assembly 1959 889 319

UPPER DRAGBRACE

LOWER DRAGBRACE

OUTERCYLINDER

INNER CYLINDER

LOWERTORSION LINK

UPPERTORSION LINK

STEERINGACTUATORS (WET)

2

3

9

5

7

6

WHEEL & TIREASSEMBLY (2)

RETRACTIONACTUATOR (WET)

8

FWD

1

4



777-200ER


1-86-062Page 1 of 1

Aug 31/2004D043W520-PIA1


NACELLE AND POWER PLANT COMPONENTS

Some of the removable nacelle and power plant components are illustrated in the following figure:

The following table provides nominal weights and balance arms for nacelle and power plant componentsfrom the above illustration. Values from this table should only be used to determine approximate weightand balance for specialized types of maintenance.

ITEMNO.

NACELLE AND POWER PLANT COMPONENTSWEIGHT B.A.

IN.LB/EA KG/EA

1 Inlet Cowl 799 362 923

2 Fan Cowl - Left Hand 235 107 975

3 Fan Cowl - Right Hand 255 116 977

4 Thrust Reverser - Left Hand 1702 772 1047

5 Thrust Reverser - Right Hand 1616 733 1046

6 Nozzle 72 33 1141

7 Plug 87 39 1162

8 Forward Fairing 53 24 1058

9 Strut and Systems 2677 1214 1096

10 Aft Fairing 395 179 1214

POWER PLANT PACKAGE(Includes: Bare Engine, Residual Fluid and Engine Systems)

GE90 Series 18106 8213 1044

AUXILIARY POWER UNIT (NOT SHOWN)(Includes: Exhaust Duct and Generator)

890 404 2457

FAN COWLTHRUST REVERSER

THRUST REVERSER

NOZZLE

PLUG

FORWARD FAIRINGSTRUT

AFT FAIRING

25

4

8

6

7

910

LEFT HAND

LEFT HAND

RIGHT HAND(NOT SHOWN)FAN COWL3

RIGHT HAND(NOT SHOWN)

INLET COWL1



777-200ER


1-90-001Page 1 of 2

Mar 29/2007D043W520-PIA1

LOADING SCHEDULE DEVELOPMENT

INTRODUCTION

Federal Aviation Regulations Part 121 states that the airplane shall be operated in accordance with a load-ing schedule which ensures that the airplane gross weight and center of gravity limitations are notexceeded.

A loading schedule is generally comprised of two parts: the substantiation of the loading schedule develop-ment, and a manifest / load sheet which is the form used to manifest the aircraft and check the balancecondition of an aircraft prior to its flight. The manifest is generally a tabular form used to document the air-craft load. The load sheet includes operational center of gravity limits along with a method to calculate thebalance effect of loaded items. Operational center of gravity limits are derived by applying curtailments tothe certified center of gravity limits to ensure that all loading situations will fall within the certified center ofgravity limits.

Example Loading Schedule

The example loading schedule document describes the method of developing a loading schedule using ageneric airplane configuration. This document’s function is to provide an example of loading scheduledevelopment and substantiation. It contains the following:

An example loading problem to assist in understanding airplane loading procedures

Equations used to develop a loading schedule

Passenger cabin zones and cargo compartment definitions

Cargo load limits

Incremental load item index development methodology

Horizontal stabilizer trim settings

Development and application of curtailments to the structural center of gravity limits

Sample manifest / load sheet construction using the data developed in the document

This document will be delivered with the first publication of the airline WBM Chapter 1. It may also beordered from Data and Services Management as described in “Ordering Instructions” section on page 2.

Customized Loading Schedule

A customized loading schedule is completely tailored to the specific customer requirements. In certaincases, multiple aircraft configurations may be substantiated within one document, along with one or moremanifest / loadsheets. Other features which can be customized include, but are not limited to, the follow-ing:

Customer specified passenger and baggage weight allowances

Customer specified manifest / load sheet format and content

Revisions may be purchased (requires a Technical Assistance Contract)



LOADING SCHEDULE DEVELOPMENT (Continued)


1-90-001Page 2 of 2Mar 29/2007D043W520-PIA1

777-200ER

The amount of customizing generally requires a significant amount of coordination between a knowledge-able airline representative and the loading schedule developer. A customized loading schedule may bepurchased using a Technical Assistance Contract as described below.

ORDERING INSTRUCTIONS

An example loading schedule or a copy of an existing customized loading schedule, may be ordered fromData and Services Management as follows:

Direct your order to:

Development of a customized loading schedule can be arranged using a Technical Assistance Contract.For further information, please contact:

DOCUMENT TYPE DOCUMENT TITLE CATALOG NUMBER

Example (Two Types) Loading Schedule Substantiation Document: TYPE[a]

[a] “TYPE” is either Example Alignment Type System, and “yy” = 01; or Example Universal Index Type System, and “yy” = 02

D043W620-TBCyy

Customized Loading Schedule Substantiation Document: NAME[b]

[b] Replace “NAME” with the Airline Name

D043W620-xxxyC[c]

[c] Replace the “xxx” with the airline three-letter code, and replace the “y” with the document serial no.

ORDERS BY TELEX/FAX ORDERS BY TELEPHONE

Fax: 206-544-9077 Call the Boeing Operatorat 206-655-2121 and

ask for Data and Services Management

Attn: Data and Services ManagementP.O. Box 3707Seattle, Washington 98124-2207

Boeing Commercial Airplane GroupAttn: Contracts Director, Fleet SupportP.O. Box 3707Seattle, Washington 98124-2207Boeing Operator Phone: 206-655-2121(ask for Contracts Director)Telex: 32-9430TWX: 910-423-1563

titler06 - Pakistan International Airlines

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