Pioneering computer design methods used for the 777 are observed as a group designs and tests the passenger doors.

Late design changes seem to threaten the delivery of major components from the rudder in Australia, to doors, wing components and fuselage sections in Japan. But the four million components that make up the 777 are beginning to come together as the wings and the fuselage are connected to make a recognizable plane.

Pratt and Whitney race to meet testing and production deadlines for the 777's engines. Dramatic test footage of bird strikes and "blade out" tests in which the engine is deliberately destroyed mark progress toward the engine's certification for public use. But a backfire tests the companies' relationship. The high speed taxi test is the last one needed for the 777 to leave the ground.

A year of flight tests ensure the 777 is capable of surviving more extreme conditions than it is ever likely to meet. The tests begin slowly, with minor problems such as panels falling off and undercarriage doors vibrating, and culminate in "The Big One" -- showing the plane at its heaviest weight can use maximum braking without the resulting 3,000 degree heat setting it afire.

Six months prior to delivery to United Airlines, a whole 777 is tested to destruction to measure the force its wings can withstand from turbulence or emergency maneuvers. It flies a mock airline schedule to prove its reliability. A United pilot "test drives" the 777, and United transfers payment of more than 100 million dollars, concluding with the 777's inaugural commercial flight.