Boeing has unveiled the final configuration of the 777X flight deck and details of the unique wing-fold control features that crews will use to stow and deploy the new twinjet’s movable wingtips.
As anticipated, the flight deck is dominated by five Rockwell Collins 15.1-in. landscape-format LCDs; four across the instrument panel and the fifth centrally mounted. These are the same basic displays used in the 787 as well as the 737 MAX and—through a supplemental type certificate—can be retrofited on the 757 and 767. Rockwell Collins also is supplying the 777X flight control stand, digital audio system and mode control panel. 
The flight deck displays also incorporate touchscreens, marking the first use of this technology on the fixed displays of a commercial transport aircraft. Rockwell Collins, which is supplying the 777X system, originally launched touchscreen technology as part of its Pro Line Fusion upgrade package. Honeywell has also developed a version for the Symmetry flight deck on Gulfstream G500/G600 business jets.
The 787-influenced 777X flight deck is dominated by five Rockwell Collins 15.1-in. touchscreen LCDs. Credit: Boeing

“The overall layout is similar to the 777 and 787,” says the 777X vice president and chief project engineer, Terry Beezhold. “We have tried to keep it the same for crew training and common type rating, and we want to minimize the amount of transition training between the 777 and 787 families.” The flight deck also offers optional dual head-up-displays (HUDs), unlike the standard fit of these devices on the 787. “We think most customers will select the dual option,” he adds.
And Class 2 electronic flight bags (EFB) are part of the package. These will enable greater connectivity and the ability to run multiple applications. “Now crews can take applications like the onboard performance tool on the EFB, load it and present it on the display,” Beezhold explains. “This will be a much better integration of the EFB applications with the airplane. It’s the same with flight plans and applications with features like ‘brake-to-exit,’ where you can define the runway exit and the autobrake system will put you right on that exit. There will be much more integrated, intuitive apps available for the crew.” .
For takeoff, the crew will use a back-driven switch located near the center of the overhead panel to deploy the wingtips manually to a down-and-locked position. Credit: Boeing

The overhead panel is similar to the 787’s, including the provision for the optional HUD projector and combiner. “However, we have added a couple of things for control of the folding wingtip,” says Beezhold. “On the left side of the overhead panel, directly above the left seat, is a wingtips auto-fold push button that can be set to either auto or manual. Crews will usually operate the aircraft in auto,” he notes. In the auto function, on the landing rollout, the wingtips automatically will fold at an appropriate moment below a speed threshold, so when the aircraft exits the runway the span will immediately comply with  use restrictions to aircraft with wingspans of 65 m (213 ft.) or less.
For takeoff, however, the crew will use—as part of the pre-takeoff checklist—a switch near the center of the overhead to manually deploy the wingtips to be down and locked.  “The switch looks like a little wingtip, and when it auto-folds, we back drive the switch to follow the commanded position of the winglet,” says Beezhold. A wingtip icon will appear on the engine-indicating and crew-alerting system, shared as a split screen on the multifunction display with the navigation display, and will show “‘down’ in green when locked in the deployed position for takeoff.”
In normal operating mode, crews will select the auto/fold function in the overhead panel, which automatically will activate the 12-ft. moving wingtip sections to move upward below a set speed after touchdown. Credit: Boeing

“This handle switch will then follow the position, so that’s the primary display of the wingtip position,” Beezhold says. “Typically for our flight deck design philosophy, we always want the handle to match the position. When the crew is taxiing out to take off, this will be in up position. At the appropriate time, as they get to the hold-short line, as part of the takeoff checklist, the crew will select the wingtips down and locked. They will get the indication, clear the checklist item, and they are on their way.”
Other features new to the 777X include two additional detent positions, Flaps 17 and 18, between the 15-20-deg. flap positions. As with the 787, although originally indicative of actual flap angles, the detent positions on the more recent-generation Boeing aircraft are simply representative of preset positions for takeoff and landing. Flaps 1 on the 787, for example, indicates the leading edge slats are extended, but trailing edges are fully retracted, while Flaps 5-20 are takeoff flap settings with leading edge slats extended and increasing amounts of trailing edge flap deployed.
With the 777’s standard cursor control devices replaced by touch screens, the 777X’s 787-style center pedestal has additional open space by the throttles. Note the additional flap detent positions between 15-20 deg. Credit: Boeing

The LCDs also will display the view from a new tail fin-mounted camera, similar to the Airbus A380’s. “This works out really well because it gives you a picture of the span from tip to tip. We have also added high definition to the cameras in the leading edge of the horizontal tails that look forward to the landing gear,” Beezhold says.