Boeing 767
Template:Infobox Aircraft The Boeing 767 is an American mid-size, wide-body twinjet airliner produced by Boeing's Commercial Airplanes division. The 767 can carry between 181 and 245 passengers in a standard three-class configuration and has a range of 5,200 to 6,590 nautical miles (9,400 to 12,200 km) depending on variant. It entered into service in 1982 and newer variants are currently in production.
Design and development
The Boeing 767, a wide-body jet, was introduced at around the same time as the 757, its narrowbody sister, in 1981-1982. Prior to production, it was referred to as the 7X7.[1] With the 707 aging, Boeing decided to offer a mid-size plane to fit in between the 727/737/757 and the 747. The aircraft has a fuselage width of 15 ft 6 in (472.44 cm) that splits the difference between the aircraft in half.
The 767 was designed using engines used on the 747 with wings sized to match. The wings were larger and provided longer range than the initial customers wanted. However, the larger wings only increased fuel usage slightly and provided better takeoff and landing performance. Boeing designed the 767 with enough range to fly across North America and across the north Atlantic.[2]
The 767 has an outer fuselage diameter of just 198 inches, narrower than most other wide-body airliners. On the upside, this offers a twin aisle configuration of 2+3+2 in economy with the most common business configuration of 2+2+2. It is possible in some charter configurations to squeeze an extra seat for a 2+4+2 configuration, however the seats are very narrow and this is not common. The 767 has a seat-to-aisle ratio in economy class of an efficient 3.5 seats per aisle, making for quicker food service and quicker exit of the plane than many other jetliners, which typically have between four and six seats per aisle in economy class.
On the downside, the relatively narrow fuselage means that the 767 cannot carry freight in Unit Load Devices which are standard in practically all other wide-body jets: namely, LD6s, LD11s, and (unless with significant fuselage space wastages) LD3s. Instead the smaller LD2s and LD8s are specially designed for use by the 767. Indeed, one of the design requirements of the 767's replacement, the Boeing 787, was for it to use the LD3/6/11 family of ULDs to solve the wasted volume issue.
The flight decks of the Boeing 757 and 767 are very similar and as a result, after a short conversion course, pilots rated in the 757 are also qualified to fly the 767 and vice versa. The 767 was approved for U.S. CAT IIIb operation in March 1984. This revision permitted operations with minimums as low as RVR 300 (Runway Visual Range 300 feet). It was the first aircraft certificated for CAT IIIb by the U.S.[3]
Newer 767-200s and 767-300s, as well as all 767-400ERs, feature a 777-style cabin interior, also known as the "Boeing Signature Interior". The 767-400ER also features larger windows exactly like those found on the 777. All new 767s currently built feature the Signature Interior, and it is also available as a retrofit for older 767s.
In the late 1980s, Boeing proposed a stretched version of the 767, then a partial double deck version with parts of a 757 fuselage built over the aft (rear) fuselage.[4][5] These concepts were not accepted and Boeing shifted to an all new airliner that would become the 777.[6] Boeing would later develop a stretched 767 version in the form of the 767-400ER in the late 1990s.
In addition to the Boeing Signature Interior retrofit option, a simpler mod known as the "Boeing 767 Enhanced Interior" is available. This retrofit borrows styling elements from the Boeing Signature Interior; however, the outer section overhead bins are traditional-style shelf bins rather than the 777-style pivot bins.
The 767 sold very well in from late 1980s to the late 1990s, with a decrease during the recession in the early 1990s. After strong sales in 1997, sales have declined significantly, due to the economic recession of the early 2000s, increased competition from Airbus, and the recent emergence of a direct replacement program, the Boeing 787. Boeing has kept the line open due to KC-767 tanker program, which use the 767 airframe. In early 2007, United Parcel Service and DHL have prolonged the 767's production with orders for 767-300 freighters of 27 and 6, respectively.[1][2]
The renewed interest in the 767-300 freighter has Boeing considering enhanced versions of the 767-200 and 767-300 freighter, with increased gross weights, 767-400ER wing technology, and 777-200 avionics.[3] Boeing sees the advanced 767-200F and 767-300F as complementing the 777F, and allowing Boeing to compete more effectively against the A330-200F, which is larger than the proposed 767-200F and 767-300F, but smaller than the 777F.
As of July 2007, the Boeing 767 has 1011 orders, with 953 of those delivered. Delta Air Lines is currently the world's largest 767 operator, with approximately 102 planes, including the 767-300, 767-300ER, and 767-400ER. Hartsfield-Jackson Atlanta International Airport, their hub, has the highest number of Boeing 767 operations in the world.
Variants
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There are three variants of the 767, which were launched on three separate occasions. Although there are a total of three variants, several versions have been produced.
767-200
The first model of the 767, was launched in 1978 and entered service with United Airlines in 1982. This model is used mainly for continental routes such as New York City to Los Angeles. The 767-200 typically is outfitted with 181 seats in a 3-class layout or 224 in a 2-class layout. All -200 models have a capacity limit of 255 due to exit-door limitations. An additional exit door can be specified when the aircraft is ordered to allow for up to 290 seats in a high capacity all Coach (30" pitch 2+4+2) layout.
The 767-200ER extended-range variant first delivered to El Al in 1984. It became the first 767 to complete a nonstop transatlantic journey, and broke the flying distance record for twinjet airliners several times. Although the 767-200ER has no direct replacement, it is expected to be replaced indirectly in Boeing's lineup by the 787-8.
As of December 2006, total orders for -200/200ER stand at 249 of which 128 are for the -200 (all delivered), and 121 for the -200ER (118 delivered).
767-300
The 767-300 is lengthened 767 ordered by Japan Airlines in 1983. It first flew on January 14, 1986, and was delivered to JAL on September 25. The 767-300 is expected to be replaced by the 787-8 in Boeing's lineup.
The 767-300ER is the extended-range version of the -300. It first flew in 1986 and received its first commercial orders when American Airlines purchased several in 1987. The aircraft entered service with AA in 1988. In 1995, EVA Air used a 767-300ER to inaugurate the first transpacific 767 service. The -300ER has a minimum takeoff run of around 6,000 ft (1,825 m), and a maximum of 7,900 ft (2,400 m). The 767-300ER is expected to be replaced by the 787-8 in Boeing's lineup.
The 767-300ER can be retrofitted with blended winglets from Aviation Partners Boeing.[7]
The 767-300F is the air freight version of the 767-300ER, first ordered by United Parcel Service in 1993 and delivered in 1995.
Due to its unique fuselage width of 15 ft 6 in, it is unable to carry ordinary Unit Load Devices, and instead has to use specially designed air freight containers and pallets. This model has three doors on the maindeck plus two on the lower deck. Of the three doors on top, two are at the front, and one is at the rear right side. The two lower doors comprise of one at the right front and one at the rear left.
In October 2007, All Nippon Airways (ANA) sent one of its Boeing 767-381 (JA8286) to ST Aviation Services Co., to undergo the world's first 767 PTF (Passenger To Freighter) program. The conversion is scheduled to be completed in June 2008 and thereafter the plane will be designated as a Boeing 767-381 BCF, or "Boeing Converted Freighter".[8]
As of December 2006, total orders for the -300/300ER/300F stand at 688, of which 104 are for the -300 (104 delivered), 534 are for the -300ER (514 delivered), and 50 are for the -300F (46 delivered). Total deliveries for the -300 variants are 664.
767-400ER
This final extended variant was launched in 1997 on an order for Delta Air Lines and Continental Airlines to replace their aging Lockheed L-1011 and McDonnell Douglas DC-10 fleets. Orders were also placed by others including Kenya Airways and ILFC but these were eventually canceled. Kenya Airways and ILFAC converted their orders to the Boeing 777. The -400ER was stretched 21.1 ft from the -300 for a total of 201.4 ft. It also saw a wingspan increase of 14.3 feet over the previous two variants and is the only 767 variant to also feature "raked" wingtips for increased fuel efficiency. It was introduced into service in 2000. This variant is only available as the 767-400ER, as there was no 767-400 variant. However it has less range than the other two ER variants. The 767-400ER is expected to be replaced by the 787-9 in Boeing's lineup.
Boeing discussed extending the range further but the proposed 767-400ERX was not launched. It was introduced along with the Boeing 747X and was to be powered by Boeing 747X Engines (Engine Alliance GP7172 and Rolls Royce plc Trent 600).[9] It would have combined the 767-400ER's size with the range of a 767-300ER. Kenya Airways provisionally ordered this model to supplement their 767 fleet. However, in the end, Kenya Airways converted the order to the 777-200ER, eschewing the 767-400ERX altogether.
As of September 2006, orders for the -400ER stand at 38 with 37 delivered (16 to Continental Airlines and 21 to Delta Air Lines).[10]
Military
Versions of the 767 serve prominently in a number of military applications. Most military 767s are derived from the 767-200ER.
Airborne Surveillance Testbed
The Airborne Optical Adjunct (AOA) was built from the prototype 767-200. The aircraft was later renamed the Airborne Surveillance Testbed (AST). Modifications to the aircraft included a large "cupola" or hump which ran along the top of the aircraft from above the cockpit to just behind the trailing edge of the wings. Inside the cupola was a suite of infrared seekers that were used to track theater ballistic missile launches in a series of tests.[11] The aircraft remained in storage at the Victorville Airport in California for a number of years before being scrapped in July, 2007.
E-767
The E-767 AWACS platform is used by the Japan Self-Defense Forces; it is essentially the E-3 Sentry mission package on a 767-200ER platform. Japan operates four E-767.
KC-767
The KC-767 was developed for the USAF to replace some of its oldest KC-135E tankers. Boeing won the competition and the aircraft was later designated KC-767A.[12] However the Pentagon suspended the contract due to a conflict of interest scandal and later canceled it.
The KC-767 Tanker Transport, a 767-200ER-based aerial refueling platform has been ordered by the Italian Air Force and the Japan Self-Defense Forces, which have designated it KC-767J. For the USAF KC-X Tanker competition, Boeing is offering the KC-767 Advanced Tanker, which will be based on the in-development 767-200LRF (Long Range Freighter), rather than the -200ER.[13][14]
E-10
The E-10 MC2A is a 767-400ER-based replacement for the Boeing 707-based E-3 Sentry AWACS, the E-8 Joint STARS aircraft, and EC-135 ELINT aircraft. This is an all-new system, with a powerful Active Electronically Scanned Array and not based upon the Japanese AWACS aircraft. One 767-400ER aircraft has been produced as a testbed for systems integration and is in storage pending decision on its final disposition since the E-10 program has been terminated.
Specifications
| 767-200 | 767-200ER | 767-300 | 767-300ER | 767-300F | 767-400ER | |
|---|---|---|---|---|---|---|
| Passengers | 181 (3 class) 224 (2 class) 255 (1 class) |
218 (3 class) 269 (2 class) 351 (1 class) |
- | 245 (3 class) 304 (2 class) 375 (1 class) | ||
| Cargo | 2,875 ft³ (81.4 m³) 22 LD2s |
3,770 ft³ (106.8 m³) 30 LD2s |
16,034 ft³ (454 m³) 30 LD2s + 24 pallets |
4,580 ft³ (129.6 m³) 38 LD2s | ||
| Length | 159 ft 2 in (48.5 m) |
180 ft 3 in (54.9 m) |
201 ft 4 in (61.4 m) | |||
| Wingspan | 156 ft 1 in (47.6 m) |
170 ft 4 in (51.9 m) | ||||
| Fuselage height | 17 ft 9 in (5.41 m) | |||||
| Fuselage width | 16 ft 6 in (5.03 m) | |||||
| Empty Weight, operating | 176,650 lb (80,130 kg) |
181,610 lb (82,380 kg) |
189,750 lb (86,070 kg) |
198,440 lb (90,010 kg) |
190,000 lb (86,180 kg) |
229,000 lb (103,870 kg) |
| Maximum take-off weight | 315,000 lb (142,880 kg) |
395,000 lb (179,170 kg) |
350,000 lb (158,760 kg) |
412,000 lb (186,880 kg) |
412,000 lb (186,880 kg) |
450,000 lb (204,120 kg) |
| Range | 5,200 NM (9,400 km) transatlantic |
6,590 NM (12,200 km) transpacific |
5,230 NM (9,700 km) transatlantic |
5,975 NM (11,065 km) transpacific |
3,255 NM (6,025 km) transcontinental |
5,625 NM (10,415 km) transpacific |
| Cruise speed | Mach 0.80 (470 kn, 530 mph, 851 km/h at 35,000 ft cruise altitude) | |||||
| Maximum Cruise speed | Mach 0.86 (493 kn, 568 mph, 913 km/h at 35,000 ft cruise altitude) | |||||
| Takeoff run at MTOW |
5,600 ft (1,710 m) | 7,900 ft (2,410 m) | 9,501 ft (2,896 m) | |||
| Engines (x2) | P&W JT9D-7R4 P&W PW4000-94 GE CF6-80A GE CF6-80C2 |
P&W PW4000-94 GE CF6-80C2 |
P&W JT9D-7R4 P&W PW4000-94 GE CF6-80A GE CF6-80C2 |
P&W PW4000-94 GE CF6-80C2 RR RB211-524H |
P&W PW4000-94 GE CF6-80C2 | |
| Thrust (x2) | GE: 50,000 lbf (222 kN) | PW: 63,300 lb (282 kN) GE: 62,100 lbf (276 kN) |
PW: 50,000 lbf (220 kN) | PW: 63,300 lbf (282 kN) GE: 62,100 lbf (276 kN) RR: 59,500 lbf (265 kN) |
PW: 63,300 lbf (282 kN) GE: 63,500 lbf (282 kN) | |
Sources: [4], [5], [6], [7], [8]
767 orders and deliveries
Orders
| 2009 | 2008 | 2007 | 2006 | 2005 | 2004 | 2003 | 2002 | 2001 | 2000 | 1999 | 1998 | 1997 | 1996 | 1995 | 1994 |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 36 | 10 | 19 | 9 | 11 | 8 | 40 | 9 | 30 | 38 | 79 | 43 | 22 | 17 | ||
| 1993 | 1992 | 1991 | 1990 | 1989 | 1988 | 1987 | 1986 | 1985 | 1984 | 1983 | 1982 | 1981 | 1980 | 1979 | 1978 |
| 54 | 21 | 65 | 52 | 100 | 83 | 57 | 23 | 38 | 15 | 20 | 2 | 5 | 11 | 45 | 49 |
- Last Updated: December 12, 2007
Deliveries
| 2009 | 2008 | 2007 | 2006 | 2005 | 2004 | 2003 | 2002 | 2001 | 2000 | 1999 | 1998 | 1997 | 1996 | 1995 | 1994 |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 11 | 12 | 10 | 9 | 24 | 35 | 40 | 44 | 44 | 47 | 42 | 43 | 37 | 41 | ||
| 1993 | 1992 | 1991 | 1990 | 1989 | 1988 | 1987 | 1986 | 1985 | 1984 | 1983 | 1982 | 1981 | 1980 | 1979 | 1978 |
| 51 | 63 | 62 | 60 | 37 | 53 | 37 | 27 | 25 | 29 | 55 | 20 | 0 | 0 | 0 | 0 |
- Last Updated: December 12, 2007
Incidents
- Summary (as of 2005)
- Hull-loss Accidents: 6 with a total of 558 fatalities
- Other occurrences: 2 with a total of 0 fatalities
- Hijackings: 5 with a total of 282 fatalities.
- Notable incidents
- On July 23, 1983, Air Canada Flight 143 ran out of fuel in flight and had to glide to an emergency landing. The pilots used the aircraft's ram air turbine to power the aircraft's hydraulic systems for control. There were zero fatalities. This aircraft was nicknamed Gimli Glider. The aircraft (C-GAUN) continued serving Air Canada until its planned retirement in December 2007..[15]
- On May 26, 1991, Lauda Air Flight 004 crashed following the in-flight deployment of the left engine thrust reverser. None of the 223 aboard survived. As a result of this incident engine thrust reversers on all 767s were ordered to be deactivated until the system was redesigned.[16]
- On November 23, 1996, Ethiopian Airlines Flight 961 was hijacked, ran out of fuel, and crashed in the Indian Ocean near Comoros. The pilots used the aircraft's ram air turbine as an emergency power source. Of the 175 aboard, 123 died. Still, the incident is one of the few instances of a plane landing on water with survivors.
- On October 31, 1999, EgyptAir Flight 990, a scheduled Los Angeles-New York-Cairo flight, in a Boeing 767-366ER, crashed off Nantucket Island, Massachusetts in international waters killing all 217 people on board. While disputed by the Egyptian government, the NTSB considers this accident, "a result of the relief first officer's flight control inputs."
- Two Boeing 767 aircraft were involved in the September 11, 2001 attacks, and both crashed into the two towers of the World Trade Center. In addition to those on board the planes, 2602 people perished on the ground, mostly in the two towers.
- American Airlines Flight 11, a 767-223ER, crashed into the north tower, with 92 fatalities on board.
- United Airlines Flight 175, a 767-222, crashed into the south tower, with the loss of all 65 on board.
- On April 15, 2002, Air China Flight 129 a Boeing 767-200ER from Beijing to Busan, South Korea, crashed into a hill while trying to land at Gimhae International Airport during inclement weather, killing 128 of the 166 people on board.
References
- ^ "Boeing Gives the 7E7 Dreamliner a Model Designation", Boeing, January 28, 2005.
- ^ Sutter 2006, p. 241-246.
- ^ FAA Air Transportation Operations Inspector's Handbook, Order 8400.10
- ^ "How United Airlines Helped Design The World's Most Remarkable Airliner"
- ^ Norris, Guy and Wagner, Mark. Boeing 777, The Technological Marvel. Zenith Press, 2001. The proposal was referred to by at least one airline as the "Hunchback of Mukilteo", after a town neighboring the Everett final assembly plant
- ^ Birtles, Philip (1998). Boeing 777, Jetliner for New Century. MBI Publishing. ISBN 0-7603-0581-1.
{{cite book}}: Cite has empty unknown parameter:|coauthors=(help) - ^ http://biz.yahoo.com/prnews/070425/daw021.html?.v=95
- ^ Boeing and ST Aerospace Complete Door Cutting For First 767-300 Boeing Converted Freighter
- ^ Boeing (2000-07-26). "The Newest Boeing 767 Is Inspired by the Future". Boeing. Retrieved 2006-08-06.
{{cite web}}: Check date values in:|date=(help) - ^ Flight International, 3-9 October 2006
- ^ Boeing new release: Boeing Airborne Surveillance Testbed Tracks Missiles With New Seeker
- ^ DoD 4120.15L, Model Designation of Military Aerospace Vehicles, 2004-05-12.
- ^ "Boeing Unveils Air Force Tanker in $40 Billion Contract Competition." Borak, D. Associated Press. February 12, 2007.
- ^ "Boeing Offers KC-767 Advanced Tanker to U.S. Air Force", Boeing press release, 2007-02-12
- ^ "Air Canada Boeing 767 Fleet List", yyznews.com, accessed 2007-11-16
- ^ James, Barry (August 17, 1991), "U.S. Orders Thrust Reversers Deactivated on 767s", International Herald Tribune
{{citation}}: Check date values in:|date=(help); Unknown parameter|month=ignored (help)CS1 maint: date and year (link)
- Sutter, Joe. 747: Creating the World's First Jumbo Jet and Other Adventures from a Life in Aviation. Washington, DC: Smithsonian Books, 2006, ISBN 0-06-088241-9.
See also
Related development
Aircraft of comparable role, configuration, and era
Related lists
External links
