A Collection of Air Canada’s 25 Boeing 777s
We want to delve further into Air Canada's fleet composition. Boeing’s 777 is the logical choice - as the largest single deck commercian airline in service, the mamoth still inspires aften nearly three decades of service. Air Canada’s 777s are split between six 777-200(LR)s and 19 777-300(ER)s.
First 777: C-FIUA (June, 2007)
Last 777: C-FKAU (May, 2016)
Total Fleet Size: 25
C-FITL | Mar, 2007
C-FITL has experienced its fair share of incidents. In April, 2012, an emergency was declared when approaching Beijing from YYZ due to a fuel pump issue. Then, in January, 2013, flying from YYZ to Shanghai, a cabin pressurization issue forced the aircraft to return to YYZ. In March, 2016, flying Frankfurt to YYZ, an unpleasant smell emerged from the gallery, and the aircraft diverted to London Heathrow. The aircraft took off again a few hours later, only to face the same problem, again forcing the crew to land at London. Finally, in May, 2017, flying Frankfurt to YYZ again, the aircraft returned to FRA following a hydraulic malfunction. All incidents were without injury.
C-FITU | Apr, 2007
C-FITL has experienced its fair share of incidents. In April, 2012, an emergency was declared when approaching Beijing from YYZ due to a fuel pump issue. Then, in January, 2013, flying from YYZ to Shanghai, a cabin pressurization issue forced the aircraft to return to YYZ. In March, 2016, flying Frankfurt to YYZ, an unpleasant smell emerged from the gallery, and the aircraft diverted to London Heathrow. The aircraft took off again a few hours later, only to face the same problem, again forcing the crew to land at London. Finally, in May, 2017, flying Frankfurt to YYZ again, the aircraft returned to FRA following a hydraulic malfunction. All incidents were without injury.
C-FITW | Jun, 2007
Moments after take off from YYZ in 2012, C-FITW experienced a “contained” failure on its starboard GE-90 engine in which turbine parts were ejected through the exhaust. Engine aside, the aircraft was undamaged; however, several ground vehicles were harmed by falling debris, yet no casualties, on ground or in air, were recorded. Moreover, after the engine was deactivated, the 777 proceeded to dump fuel for the next hour before returning to Pearson (a tense hour for all onboard).
C-FIUL | Jun, 2007
During December 2019, while in the push back/towing phase at YYZ, C-FIUL’s port wingtip clipped the vertical fin of a parked Air Canada Airbus A321 (C-GJWO). The force of impact between the two jetliners caused the much smaller A321 to pivot approximately 45 degrees from resting position and inflicted significant damage. As both planes were unoccupied by passengers, however, no casualties were reported. Of note, at the time of collision, C-FIUL was sporting Air Canada's updated livery.
C-FIUR | Jul, 2007
Moments after take off from YYZ in 2012, C-FITW experienced a “contained” failure on its starboard GE-90 engine, which ejected turbine parts through the exhaust. Engine aside, the aircraft was undamaged; however, several ground vehicles were harmed by falling debris, yet no casualties, on ground or in air, were recorded. Moreover, after the engine was deactivated, the 777 proceeded to dump fuel for the next hour before returning to Pearson (a tense hour for all onboard).
C-FIUV | Mar, 2008
When developed in the 1990s, the 777's internal engine fans became the first composite design blades in commercial aviation history, measuring more than four feet long yet weighing less than 40 pounds each. Moreover, they deliver double the strength at one third the weight as titanium (traditionally used for fan blades of the past). Most of all, the blades themselves are a piece of art, so much so that, in 2007, a variant of the GE90 fan blade, the GE90 115 blade (on this aircraft), was welcomed into New York's perstigious Museum of Modern Art as "a perfect example of cutting-edge engineering, design, and beauty". Together with the blades and other fascinating engineering marvels, the GE90s individually produces more than twice the horsepower of the Titanic.
C-FIUW | Apr, 2008.
In 2019, en route to Toronto from London Heathrow, smoke was reported in the lavatory caused by a personal computer which had over heated. The flight crew safely dealt with the situation, and the aircraft continued to YYZ. It is truly surprising how many flights are affected by smoking personal electronics. Such divices are typically placed into a fire resistent bag - often a such “PED fire containment bag” - capable of withstanding temperatures exceeding 1000 degrees celcius.
C-FIVM | May, 2008.
The Boeing 777-200(ER) (and 777-200(ER)) are the second generation in Boeing's 777 family. They succeeded the original -200 and -300 variants and proceed the future 777x. The main difference between and 2nd and 3rd generations is range. “ER” stands for "extended range", with the 777-300 capable of flying some 10 820 km and the 777-300(er) over 13 600 km.The -300(ER) also has an increased wingspan at 73.9m apposed to the 300's 60.9, an effort likely intended to increase range.
C-FRAM | Jun, 2008.
In total, the 777-300(ER) has 14 landing wheels: 12 in the centre fuselage and an additional two at the fuselage front (for a "meager" $5000+ USD per tire). Each tire has a diameter just shy of 1.35 metres - the largest when revealed in the 1990s - and weighing 120 kg. Although inflated to a standard pressure of 220 PSI, studies have demonstrated the ability to withstand pressures approaching 800 PSI in each wheel (for reference, a typical car tire has 32 PSI of pressure).
C-FIVQ | Dec, 2008.
What is more, each six-wheel set of tires on the 777 are individually rated to handle upwards of 32.8 metric tons - the most of any commercial aircraft. Due to the emmense strain of landings, for safety, tires must be replaced every 300 cycles. Fun fact: aircraft tyres are typically inflated with inert nitrogen gas to minimize the effects of expansion and contraction as aircraft soar to and from high altitudes and global destinations.
C-FIVR | Feb, 2009.
In total, the 777-300(ER) has 14 landing wheels: 12 in the centre fuselage and an additional two at the fuselage front (for a "meager" $5000+ USD per tire). Each tire has a diameter just shy of 1.35 metres - the largest when revealed in the 1990s - and weighing 120 kg. Although inflated to a standard pressure of 220 PSI, studies have demonstrated the ability to withstand pressures approaching 800 PSI in each wheel (for reference, a typical car tire has 32 PSI of pressure).
C-FIVS | Jul, 2009.
What is more, each six-wheel set of tires on the 777 are individually rated to handle upwards of 32.8 metric tons - the most of any commercial aircraft. Due to the emmense strain of landings, for safety, tires must be replaced every 300 cycles. Fun fact: aircraft tyres are typically inflated with inert nitrogen gas to minimize the effects of expansion and contraction as aircraft soar to and from high altitudes and global destinations.
C-FIVW |
C-FNNQ | Nov, 2013
C-FNNQ is seen operating an all-cargo flight
C-FNNU | Dec, 2013
C-FNNW | Feb, 2014
C-FJZS | April, 2016
When launched, the 777's engine blades became the first composite design blades in commercial aviation history, measuring more than four feet long yet weighing less than 40 pounds each. They deliver double the strength at one third the weight as titanium. Most of all, in 2007, a variant of the GE90 fan blade, the GE90 115 blade (the same as on this aircraft), was welcomed into New York's prestigious Museum of Modern Art as "a perfect example of cutting-edge engineering, design, and beauty". The GE90s individually produces more than twice the horsepower of the mighty Titanic.
C-FKAU | May, 2016
When developed in the 1990s, the 777 featured an "all glass" cockpit (in which digital screens replaced their analogue alternatives). That modern cockpit was relatively new for the time, but nowadays, the system is just as ubiquitous as the 777. In fact, some modern aircraft are building on its foundations by transitioning to touch displays - and even automated take-off, taxi, and landing systems, perhaps one day negating the role of a pilot altogether (although that future may be quite far off). Today, a 777-300(ER) uses five large digital screens in the cockpit.