My recollection of the 777-200 is that it was a glider when light, this was exacerbated by relatively low maximum flap speeds. If you got behind on a slam dunk from ATC, the greatest risk to a stabilized approach was the inability to select final landing flaps due to flap overspeed issues even with thrust at idle, until later in the approach than I would have liked. My understanding of the ROK operators is that they are highly focused on all FOQA data and that crews are regularly challenged on any deviations. I saw more (with reasonable cause) speed brake useage on the 777 in a month than I previously had seen in 4 years on a 747-4.