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Boeing 767
A side/underneath view of a 767-300ER in Delta Air Lines' white, blue and red color while in-flight
Delta Air Lines Boeing 767-300 during takeoff
Role Wide-body jet airliner
National origin United States
Manufacturer Boeing Commercial Airplanes
First flight September 26, 1981
Introduction September 8, 1982 with United Airlines
Status In production
Primary users Delta Air Lines
American Airlines
All Nippon Airways
Japan Airlines
Produced 1982–present
Number built 1,005 as of July 2011[1]
Variants Boeing E-767
Boeing KC-46
Boeing KC-767
Northrop Grumman E-10 MC2A

The Boeing 767 is a mid-size, wide-body twin-engine jet airliner manufactured by Boeing Commercial Airplanes. Passenger versions of the twinjet have a capacity of 181 to 375 persons and a range of 5,200 to 6,590 nautical miles (9,630 to 12,200 km), depending on model. Initially developed for transcontinental routes, the 767 was Boeing's first twin-engine wide-body and its first jetliner to debut with a two-crew glass cockpit, eliminating the need for a flight engineer. The 767 shares design and technological features with the 757 mid-size narrow-body twinjet, allowing pilots to obtain a common type rating to operate both aircraft.

The 767 is produced in three fuselage lengths. The original 767-200 entered service in 1982, followed by the 767-300 in 1986 and the 767-400ER in 2000. The extended-range 767-200ER and 767-300ER models entered service in 1984 and 1988, respectively, while a freighter version, the 767-300F, debuted in 1995. Passenger models have also been converted to the 767-200SF and 767-300BCF cargo specification. Military derivatives include the E-767, an airborne surveillance aircraft, and two aerial tankers, the KC-767 and the KC-46.

United Airlines first placed the 767 into commercial service in 1982. In 1985, the 767 was the first airliner to receive Federal Aviation Administration approval for 120-minute over-water flights under Extended-range Twin-engine Operational Performance Standards (ETOPS), a set of safety regulations for twinjet ocean flights. With ETOPS, the 767 became commonly flown on medium- to long-haul transoceanic routes. By the 1990s, the 767 ranked as the most frequently used airliner for transatlantic flights between North America and Europe.

As of June 2011, the 767 has received 1,057 orders from 71 customers, with 1,003 delivered. The 1,000th aircraft rolled out in February 2011, making the 767 only the second wide-body to have reached the thousand-unit mark after the 747. As of July 2010, 863 aircraft are in service with more than 40 airlines, and Delta Air Lines is the largest operator, with 101 aircraft. The most popular model is the 767-300ER, with 548 delivered. Competitors have included the Airbus A300, A310, and A330-200, while a successor, the 787 Dreamliner, is scheduled to enter service in late 2011.

Development

Background

In 1970, Boeing's twin-aisle 747 became the first wide-body jetliner to enter service.[2] Two years later, the manufacturer began a development study, code-named 7X7, for a new wide-body aircraft slotted between the narrow-body 707 and the wide-body 747, McDonnell Douglas DC-10, and Lockheed L-1011 TriStar.[3] Development costs were to be shared with Italian corporation Aeritalia in Boeing's first major international joint venture.[4] The initial 7X7 was conceived as a short take-off and landing airliner intended for short-distance flights, but customers were unenthusiastic towards the concept.[3] Subsequently, the 7X7 was redefined as a mid-size, transcontinental-range airliner.[3] At this stage the proposed aircraft featured two or three engines, with possible configurations including overwing engines and a T-tail.[2]

By 1976, a twinjet layout, similar to the one which had recently debuted on the Airbus A300, became the baseline configuration.[5] The decision to use two engines reflected increased industry confidence in the reliability and economics of new generation jet powerplants.[5] While airlines remained ambiguous in their requirements for new wide-body aircraft,[5] the 7X7 was generally focused on the mid-size, high-density market.[2] As such, it would typically transport large numbers of passengers between major cities.[6] Advancements in civil aerospace technology including high-bypass-ratio turbofan engines, new flight deck systems, aerodynamic improvements, and lighter construction materials were to be applied to the 7X7.[3][7] Many of these features were also included in a parallel development effort for a mid-size narrow-body airliner, code-named 7N7, which would become the 757.[7] Both proposals were positioned to capitalize on the airline industry upturn which emerged in the late 1970s.[8]

In January 1978, Boeing announced a major extension of its Everett factory, then dedicated to 747 manufacture, to accommodate its new wide-body family.[9] The new jetliner received the 767 designation,[10] and three variants were planned: a 767-100 with 180 seats, a 767-200 with 210 seats, and a trijet 767MR/LR version with 200 seats intended for intercontinental routes.[5][11] On July 14, 1978, the 767 was officially launched with an order for 30 767-200s from United Airlines, followed later that year by 50 orders for 767-200s from American Airlines and Delta Air Lines.[10] The 767-100 was ultimately not offered for sale, as its capacity was too close to the 757's,[10] while the 767MR/LR was eventually dropped in favor of standardizing around the twinjet configuration.[5]

Design effort

In the late 1970s, operating cost replaced capacity as the primary factor in airliner purchases.[12] As a result, the 767's design process emphasized fuel efficiency from the outset.[3] Boeing targeted a 20 to 30 percent cost savings over earlier aircraft, mainly through new engine and wing technology.[12] The baseline model also needed to have at least 2,200 nautical miles (4,100 km; 2,500 mi) of range to fly across North America or across the northern Atlantic.[13][14] During development, engineers employed computer aided design for 35–40 percent of the 767's design drawings,[12] and performed 26,000 hours of wind tunnel tests.[10] In a first for the manufacturer, a choice of engines was offered at launch, namely the Pratt & Whitney JT9D and General Electric CF6.[6] Both engines were capable of 48,000 lbf (210 kN) of thrust, a measure of jet engine output.[6] As design work occurred concurrently with the narrow-body 757, which shared the 767's twinjet layout, Boeing opted to treat both as almost one program to reduce risk and cost.[5][15] Both aircraft would ultimately receive similarly configured instruments, avionics, flight management systems, and handling characteristics.[16]

A cockpit of the 767, which exhibits a hybrid adoption of a new-generation instrument panel and old gauges and indicators.
Two-crew cockpit of an Boeing 767-300ER operated by Aeroméxico

The 767 was the first Boeing wide-body to be designed with a two-crew digital flight deck.[16] Cathode-ray tube (CRT) color displays and new electronics assisted with the monitoring of systems, rendering the traditional flight engineer position obsolete.[16] Despite the promise of reduced crew costs, United Airlines initially demanded a conventional three-person cockpit, citing concerns about the risks associated with introducing a new aircraft.[17] The carrier maintained this position until July 1981, when a U.S. Presidential task force determined that a crew of two was safe for operating wide-body aircraft.[17][18] A three-crew cockpit remained as an option and was fitted to the first production models,[19] but only Ansett Australia ordered 767s configured as such, due to union demands.[20] The two-crew cockpit was subsequently applied to the 757, allowing pilots to operate both aircraft after a short conversion course.[21] This was considered an incentive for airlines to purchase both types.[21]

The wings developed for the 767 employed an aft-loaded shape which distributed lift more evenly across their surface span than any of the manufacturer's previous aircraft.[21] The wings were large relative to fuselage size and provided higher-altitude cruise performance, along with added fuel capacity and room for possible stretched variants.[10] The 767's fuselage was positioned midway between the 707 and the 747 at 15 feet 6 inches (4.72 m) wide.[3] While it was narrower than previous wide-body designs, the reduced width produced less aerodynamic drag, and seven abreast seating could be fitted with parallel aisles for the entire length of the passenger cabin.[6][22] The use of a conventional tail design also allowed the rear fuselage to be tapered over a shorter length.[22] As the fuselage was not wide enough to accommodate two standard LD3 wide-body unit load devices side-by-side,[23] engineers developed a smaller container, the LD2, which could do so.[24][25]

Production and testing

An aerial view of Boeing's Everett Plant, where the Boeing 767s undergo final assembly. In the mid-ground is the building's giant doors are covered with pictures of the company's products. This is set against a tranquil background of a river banked by trees.
Boeing's Everett factory, originally built for 747 production, began producing 767s in 1979.

To produce the 767, Boeing formed a network of subcontractors which included domestic suppliers and international contributions from Italy's Aeritalia and Japan's Civil Transport Development Corporation (CTDC), a consortium of Japanese aerospace companies.[4] The wings and cabin floor were produced in-house, while subcontractors Aeritalia (control surfaces), Boeing Vertol (leading edge), and Boeing Wichita (forward fuselage) provided additional components.[12] Japan's CTDC, which had signed a risk-sharing agreement to help produce the 767 in 1978, provided multiple components through its constituent companies, namely Fuji Heavy Industries (wing fairings and gear doors), Kawasaki Heavy Industries (center fuselage), and Mitsubishi Heavy Industries (rear fuselage, doors, and tail).[4]

Assembly of the first aircraft began at the Everett factory on July 6, 1979.[2] The production process took advantage of new aluminium alloys, composites, and rivet designs, while the introduction of a wing spar assembly machine expedited previously time-consuming manual work.[12] The prototype 767, registered N767BA and equipped with JT9D turbofans, rolled out on August 4, 1981.[26] The prototype took its maiden flight on September 26, 1981, flown by company test pilots Tommy Edmonds, Lew Wallick, and John Brit.[27] The flight was largely uneventful, save for the inability to retract the landing gear owing to a hydraulic fluid leak.[28] By the occasion of its first flight, the 767 had accumulated 173 firm orders from 17 customers, including Air Canada, All Nippon Airways (ANA), Britannia Airways, Transbrasil, and Trans World Airlines (TWA).[12][29]

The 767 flight test program took place over 10 months and utilized the first six aircraft built.[6][30] Of these aircraft, the first four were equipped with JT9D engines, while the fifth and sixth were fitted with CF6 engines.[6][31] The sixth aircraft was used for route-proving flights.[31] The first 767 with a two-person flight deck completed its maiden flight on May 27, 1982.[19] During testing, pilots described the 767 as generally easy to fly, with its maneuverability unencumbered by the bulkiness associated with larger wide-body jets.[32] Following the successful completion of 1,600 hours of flight tests, the JT9D-powered 767-200 received Federal Aviation Administration (FAA) and Civil Aviation Authority (CAA) certification in July 1982.[30][28] The first delivery to launch customer United Airlines occurred on August 19, 1982.[28] The CF6-powered 767-200 received certification in September 1982, and was first delivered to Delta Air Lines on October 20, 1982.[6]

Service entry and operations

An All Nippon Airways in blue and white livery during takeoff, with landing gears still down.
All Nippon Airways was one of the first international 767-200 operators.

The 767 entered service with United Airlines on September 8, 1982.[33] The aircraft's first commercial flight used a JT9D-powered 767-200 on the Chicago to Denver route.[33] The CF6-powered 767-200 commenced service three months later with Delta Air Lines.[2] The list of early operators included Air Canada, ANA, American Airlines, and TWA.[29] The aircraft's introduction was relatively smooth, with few operational glitches and greater dispatch reliability than prior jetliners.[34] In its first year, the 767 logged a 96.1 percent rate of takeoff without delay due to technical issues, which exceeded the industry average for new jetliners.[34] Resolved issues on early models including the recalibration of a leading edge sensor to prevent false readings, the replacement of an evacuation slide latch, and the repair of a tailplane pivot to match production specifications.[34] Operators reported generally favorable ratings for the aircraft's sound levels, interior comfort, and economic performance.[34]

Seeking to capitalize on its new wide-body's potential for growth, Boeing offered an extended-range model, the 767-200ER, in its first year of service.[6] Ethiopian Airlines placed the first order for the –200ER in December 1982.[27][35] Featuring increased gross weight specifications and greater fuel capacity, the extended-range model could carry heavier payloads at distances up to 6,809 nautical miles (12,610 km; 7,836 mi), and was targeted at overseas customers.[6][27] The –200ER entered service with El Al on March 27, 1984.[35] The type proved popular with international airlines operating medium-traffic, long-distance flights.[6]

In the late 1980s, the 767 spearheaded the growth of twinjet flights across the northern Atlantic under Extended-range Twin-engine Operational Performance Standards (ETOPS) regulations, the FAA's safety rules governing transoceanic flights by aircraft with two engines.[27] Before the 767, twinjets were restricted to over-water flights of 90 minutes or less distance from diversion airports.[36] In May 1985, the FAA granted its first approval for 120-minute ETOPS flights to 767 operators, on an individual airline basis starting with TWA, provided that the operator met flight safety criteria.[36] This allowed the 767 to fly overseas routes at up to two hours' distance from land.[36] The larger safety margins were permitted because of the improved reliability demonstrated by the twinjet and its turbofan engines.[36] In 1989, the FAA lengthened the ETOPS time to 180 minutes for CF6-powered 767s, making the type the first to be certified under the longer duration,[37] and all other engine specifications received approval by 1993.[38] Regulatory approval spurred the expansion of transoceanic 767 flights,[27] and also helped boost the aircraft's sales.[39]

Stretched derivatives

Forecasting airline interest in larger-capacity models, Boeing announced the stretched 767-300 in 1983 and the extended-range 767-300ER in 1984.[27] Both models offered a 20 percent passenger capacity increase, while the –300ER was capable of operating flights up to 5,990 nautical miles (11,090 km; 6,890 mi) in length.[35] Japan Airlines (JAL) placed the first order for the –300 in September 1983.[27] Following its first flight on January 30, 1986,[40] the type entered service with JAL on October 20, 1986.[27][35] The extended-range version completed its first flight on December 9, 1986,[35] but it was not until March 1984 that the first firm order, from American Airlines, was placed.[40] The –300ER entered service with American Airlines on March 3, 1988.[35] The stretched –300 and –300ER were widely embraced by airline customers, and came to account for nearly two-thirds of all 767s sold.[27]

A white 767 with red markings of Air Canada landing with undercarriage extended.
A 767-300ER of Air Canada, one of the 767's earliest transatlantic operators

Following the debut of the first stretched 767s, Boeing sought to address airline requests for even more capacity by proposing larger models, including a partial double-deck version nicknamed the "Hunchback of Mukilteo" (after a town near Boeing's Everett factory) with a 757 body section mounted over the aft main fuselage.[41][42] A 1986 proposal dubbed 767-X featured larger wings and a wider fuselage, but attracted little interest.[43] As a result, in 1988 the company switched to developing a larger twinjet, the 777.[42] Until the 777's 1995 debut, the 767-300 and 767-300ER remained the company's largest wide-bodies behind the 747.[40]

Buoyed by a recovering global economy, 767 sales accelerated in the mid-to-late 1980s, with 1989 being the best year with 132 firm orders.[27] By the early 1990s, the wide-body twinjet ranked as its manufacturer's best-selling aircraft, despite a slight decrease due to economic recession.[27] During this time, the 767 cemented its place in international operations as the most common airliner used for transatlantic flights between North America and Europe.[44] By the end of the decade, 767s crossed the Atlantic more frequently than all other aircraft types combined.[45] The twinjet also propelled the growth of point-to-point flights which bypassed major airline hubs in favor of direct routes.[46] In January 1993, following an order from UPS Airlines, Boeing launched a freighter variant, the 767-300F, which entered service with UPS on October 16, 1995.[35][47] A general market version of the –300F with onboard freight-handling systems, refrigeration capability, and crew facilities entered service with Asiana Airlines on August 23, 1996.[47]

A Delta Air Lines 767-400ER on approach with landing gear and flaps extended.
Boeing 767-400ER of Delta Air Lines, the type's launch customer

In November 1995, following the end of development work on a proposed smaller version of the 777, Boeing announced that it was revisiting studies for a larger 767.[48][49] The proposed 767-400X, a second stretch of the aircraft, offered a 12 percent capacity increase over the –300.[48] The –400X was specifically aimed at Delta Air Lines' pending replacement of its aging Lockheed L-1011 TriStars.[48] It faced competition from the A330-200, a shortened derivative of the Airbus A330.[48] In March 1997, Delta Air Lines launched the 767-400ER when it ordered the type to replace its L-1011 fleet.[35][48] In October 1997, Continental Airlines also ordered the –400ER to replace its McDonnell Douglas DC-10 fleet.[50] The type completed its first flight on October 9, 1999, and entered service with Continental Airlines on September 14, 2000.[35]

Further developments

In the early 2000s, cumulative 767 deliveries approached 900, but new sales declined amidst an airline industry downturn.[51] In 2001, Boeing dropped plans for a longer-range model, the 767-400ERX, in favor of the proposed Sonic Cruiser, a new model which aimed to fly 15 percent faster while burning fuel at the same rate as the 767.[52][53] Two years later, the Sonic Cruiser itself was cancelled in favor of the 787 Dreamliner, a mid-size 767 replacement made from composite materials which promised to be 20 percent more fuel efficient.[54] In 2005, Boeing opted to continue 767 production despite record Dreamliner sales, citing a need to provide customers waiting for the 787 with a more readily available option.[55] Subsequently, the 767-300ER was offered to customers affected by Dreamliner delays, including All Nippon Airways and Japan Airlines.[56]

Rear quarter view of an Austrian Airlines 767 takeoff, with red winglets.
Austrian Airlines 767-300ER with blended winglets

In 2007, UPS and DHL Aviation placed combined orders for 33 767-300Fs, providing the aircraft with a production boost.[57][58] Renewed interest in freighter versions of the 767 led Boeing to consider enhanced versions of the –200 and –300F with increased gross weights, –400ER wing technology, and 777 avionics.[59] However, only 24 net orders for the 767 were received in 2008, seven in 2009, and three in 2010.[60] In 2008, the first –300ER retrofitted with blended winglets from Aviation Partners Incorporated entered service with American Airlines.[61] The manufacturer-sanctioned winglets, at 11 feet (3.4 m) in height, improved fuel efficiency by an estimated 6.5 percent.[61] ANA and Delta Air Lines subsequently ordered winglet kits.[62][63]

On February 2, 2011, the 1,000th 767, a –300ER model destined for ANA, rolled out.[64] The aircraft was the 91st –300ER ordered by ANA, and with its completion the 767 became the second wide-body aircraft to reach the thousand-unit milestone after the 747.[64][65] The 1,000th aircraft also marked the last model produced on the original 767 assembly line.[66] Beginning with the 1,001st aircraft, production moved to a smaller location at the Everett factory which occupied nearly half as much space.[66] The new assembly line made room for Dreamliner production and improved production efficiency by an estimated 20–30 percent.[66] As the new assembly line opened, the 767's order backlog numbered approximately 50, only enough for production to last until 2013.[66] On February 24, 2011, the United States Air Force picked Boeing's KC-767, an aerial refueling version of the 767-200, for its KC-X program.[66] The military order, encompassing 179 aircraft, is expected to sustain 767 production past 2013.[66]

Design

Boeing incorporated technological advances in avionics, engines, and wing development into the design of the 767. At its introduction, new technologies included Rockwell Collins cathode-ray tube (CRT) displays, replacing conventional electromechanical instruments, and an enhanced flight management system, improved over versions used on existing 747 models.[7] The aircraft's structure incorporated an aft-loaded wing design and weight-saving materials.[12]

Airframe and systems

Close up view of a green Section 41, the nose section of a 767. Installation is not yet complete for the window panes.
Boeing 767 nose assembly at the manufacturer's Everett factory

The 767 is a low-wing cantilever monoplane with a conventional tail unit featuring a single fin and rudder. The wings are swept at 31.5 degrees and optimized for a cruising speed of Mach 0.8 (533 mph (858 km/h)*).[7] The airframe features extensive use of carbon-fiber reinforced plastic wing surfaces, Kevlar fairings and access panels, plus improved aluminium alloys, which together reduce overall weight by 1,250 lb (570 kg) versus preceding aircraft.[12] Power is provided by two wing-mounted high-bypass turbofan engines. The 767 is fitted with three redundant hydraulic systems, one powered by each engine, and the third using electric pumps.[67] A basic form of fly-by-wire is used for spoiler operation, utilizing electric signaling in place of traditional control cables.[12]

To distribute the aircraft's weight on the ground, the 767 has a retractable tricycle landing gear with four wheels on each main gear and two for the nose gear.[12] The original wing and gear design accommodated the stretched 767-300 without major changes.[7] For the 767-400ER, the same general landing gear configuration was retained, but with a larger main gear in a more widely spaced configuration using 777 wheels, tires, and brakes, and a retractable tailskid was added.[68]

The flight deck, whose design is shared with the 757, has six main display screens to display electronic flight instrument system (EFIS) and engine indication and crew alerting system (EICAS) information.[7][69] The EFIS and EICAS take over the former role of the flight engineer.[7] Design commonality with the 757 allows 767 pilots to obtain a common type rating to operate both aircraft and share the same seniority roster.[7][70] The 767 features an automatic landing system for low-visibility conditions,[71] and was the first airliner to receive FAA certification for CAT IIIb instrument landings with 300 metres (980 ft) visibility in March 1984.[72] For the 767-400ER, the flight deck layout was simplified further with five Rockwell Collins liquid crystal display screens, and adapted for similarities with the 777 and the Next Generation 737.[73]

Interior

Cabin of the 767. There are seven seats per row, with two aisles separating the seats. Light shines through the side-wall windows and overhead lighting.
767-300 economy class cabin with traditional interior in 2–3–2 layout

The 767 features a twin-aisle cabin with a typical configuration of six abreast in business class and seven across in economy.[24] The standard seven abreast, 2–3–2 economy class layout places 87 percent of all seats at a window or aisle.[74] As a result, the aircraft can be largely occupied before center seats need to be filled, and each passenger is no more than one seat from the aisle.[12][74] It is possible to squeeze an extra seat for an eight abreast configuration,[24] but this configuration is cramped and therefore uncommon.[75]

Airliner cabin. Rows of seats arranged between two aisles. Each seatback has a monitor; additional monitors hang from ceiling
767-300ER economy class cabin with 777-style Signature Interior

The 767 interior introduced larger overhead bins and more lavatories per passenger than previous aircraft.[76] The bins are wider to accommodate garment bags without folding, and strengthened for heavier carry-on items.[77] A single large economy class galley is installed near the aft doors, allowing for faster meal service and ground loading.[77] Passenger and service doors are an overhead plug type, which retract upwards,[24] and commonly-used doors can be equipped with an electric-assist system.[12]

In 2000, a 777-style interior, known as the Boeing Signature Interior, debuted on the 767-400ER.[78] Subsequently adopted for all new-build 767s, the Signature Interior features even larger overhead bins, indirect lighting, and sculpted panels.[79] The −400ER also received larger windows derived from the 777.[80] Older 767s can be retrofitted with the Signature Interior.[78] Operators have also adopted a simpler modification known as the Enhanced Interior, featuring curved ceiling panels and indirect lighting with minimal modification of cabin architecture,[81] as well as aftermarket modifications such as the NuLook 767 package by Heath Tecna.[82]

Variants

Underside view of a jet in-flight. Each wing of the two wings have an engine. Towards the right are the horizontal stabilizers.
Planform view of a British Airways 767-300ER after take off, with retracted landing gear and partially deployed flaps

The 767 has been produced in three fuselage lengths.[24] These debuted as the 767-200, 767-300, and 767-400ER, respectively.[83] An extended-range version of the –200 has been produced as the 767-200ER ("ER" for Extended Range), and versions of the –300 have been produced as the extended-range 767-300ER and cargo 767-300F.[83] The International Civil Aviation Organization (ICAO) classifies all variants based off the –200 and –300 under the codes "B762" and "B763", respectively, while the –400ER is referred to as "B764."[84]

Ventral quarter view of Airborne Express twin-jet airliner inflight.
Airborne Express 767-200SF, a former passenger 767-200

767-200

The 767-200 was the original model and entered service with United Airlines in 1982.[2] The type has been used primarily by mainline U.S. carriers for domestic routes between major hub centers such as Los Angeles to Washington.[2][85] In the 1980s, some –200s were converted to –200ER specification for longer-distance flights.[2] In 1998, Boeing began converting –200s to the –200SF ("SF" for Special Freighter) specification for cargo use,[50] and Israel Aerospace Industries has been licensed to perform cargo conversions since 2005.[86] The 767–200SF is positioned as a replacement for Douglas DC-8 freighters.[50] Deliveries for the –200 totaled 128 aircraft with no unfilled orders remaining.[1] As of July 2010, 90 –200s are in airline service.[87] The type's competitors have included the Airbus A300 and A310.[88]

767-200ER

Sideview of 767 on climbout against a pale blue sky. A blue, white and red cheat-line runs the full length of the fuselage, above which says "American". The vertical tail sports two "A"s, between which is a simplified eagle.
American Airlines 767-200ER

The 767-200ER was the first extended-range model and entered service with El Al in 1984.[35] The type was the first 767 to complete a nonstop transatlantic journey, and broke the flying distance record for a twinjet airliner on April 17, 1988 with an Air Mauritius flight from Halifax, Nova Scotia to Port Louis, Mauritius, covering a distance of 8,727 nautical miles (16,162 km).[2] The –200ER has been acquired by international operators seeking smaller wide-body aircraft, with typical routings including New York to Beijing.[2][89] Deliveries of the –200ER totaled 121 with no unfilled orders remaining.[1] As of July 2010, 66 –200ERs are in airline service.[87] The type's competitors have included the Airbus A300-600R and the A310-300.[40]

767-300

The 767-300, the first stretched version of the aircraft, entered service with Japan Airlines in 1986.[35] The –300 features a 21.1 feet (6.4 m) fuselage stretch over the –200, achieved by additional frames inserted before and after the wing.[35] The overall length is 180 ft 3 in (54.94 m).[35] Reflecting the growth potential built into the original 767, the wings, engines, and most systems were largely unchanged for the –300.[90] Catering to customer preferences, Boeing later added –300 variants fitted with more powerful Pratt & Whitney PW4000 and Rolls-Royce RB211 engines.[40] The –300's added capacity was tailored to high-density routes such as those flown within Asia and Europe.[91] Deliveries for the –300 totaled 104 aircraft with no unfilled orders remaining.[1] As of July 2010, 97 –300s are in airline service.[87] The type has competed with the Airbus A300.[40]

Side quarter view of Qantas twin-engine jetliner in flight, with extended gear.
Qantas 767-300ER

767-300ER

The 767-300ER, the extended-range version of the –300, entered service with American Airlines in 1988.[35] The type's increased range is made possible by increased fuel capacity and a higher initial maximum takeoff weight (MTOW) of 407,000 lb (185,000 kg).[40] Design improvements allowed the MTOW to increase to 412,000 lb (187,000 kg) by 1993.[40] The –300ER is equipped with Pratt & Whitney CF6, PW4000, or Rolls-Royce RB211 engines.[40] Typical routes for the type include Los Angeles to Frankfurt.[92] As of April 2011, –300ER deliveries stand at 548 with 24 remaining unfilled orders.[1] The –300ER is the most popular variant of the 767, with 512 examples in airline service as of July 2010.[87][90] The type's main competitor is the Airbus A330-200.[93]

767-300F

Side quarter view of UPS twin-engine freighter in flight, with extended gear.
UPS Airlines 767-300F

The 767-300F, the production freighter version of the –300, entered service with UPS Airlines in 1995.[94] The –300F can hold up to 24 standard 88 by 125 in (2,200 by 3,200 mm) containers on its main deck and up to seven standard containers on the lower deck, with a total cargo volume of 13,237 cu ft (374.8 m3).[95] The freighter has a main deck cargo door and crew exit, while the lower deck features two port-side cargo doors and one starboard cargo door.[95] As of April 2011, deliveries for the –300F total 61 with 23 unfilled orders.[1] All 61 –300Fs are in airline service as of July 2010.[87]

In 2008, All Nippon Airways sent one of its 767-300s to ST Aerospace Services in Paya Lebar, Singapore, to launch the 767 PTF (Passenger To Freighter) program.[96] Since then, Boeing, Israel Aerospace Industries, and Wagner Aeronautical have also offered –300BCF ("BCF" for Boeing Converted Freighter) conversions via the 767 PTF program.[97]

Side quarter view of Continental Airlines twin-engine jet at takeoff.
Continental Airlines 767-400ER

767-400ER

The 767-400ER is the only wide-body jet resulting from two fuselage stretches.[98] The type entered service with Continental Airlines in 2000.[35] The –400ER features a 21.1 ft (6.43 m) stretch over the –300 for a total length of 201.4 ft (61.4 m).[99] The wingspan is increased by 14.3 ft (4.36 m) over previous models through the addition of extended and raked wingtips.[47] The –400ER is equipped with an updated cockpit, redesigned landing gear, and 777-style Signature Interior.[100] Power is provided by uprated Pratt & Whitney PW4000 or General Electric CF6 engines.[47] As fuel capacity was not increased, the type has less range than previous extended-range 767s.[51][101] A longer-range version, the 767-400ERX, was offered for sale in 2000 but cancelled a year later,[52] leaving the –400ER as the sole version of the largest 767.[102] Typical routes for the –400ER include London to Tokyo.[101] The FAA granted approval for the type to operate 180-minute ETOPS flights before it entered service.[103] A total of 38 –400ERs have been delivered to Continental Airlines and Delta Air Lines, the type's only two airline customers.[1] Both were operating 37 aircraft as of July 2010.[87] The type's closest competitor is the Airbus A330-200.[104]

Military variants

Side view of Japan military reconnaissance aircraft on airport runway, with dorsal mounted sensor pallet.
Japan Self-Defense Forces E-767 AWACS

Versions of the 767 serve prominently in a number of military applications. Most military 767s are derived from the 767-200ER.[105]

  • Airborne Surveillance Testbed – the Airborne Optical Adjunct (AOA) was built in 1987 from the prototype 767-200, and later renamed the Airborne Surveillance Testbed (AST).[106] 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.[107] Inside the cupola was a suite of infrared seekers that were used to track theater ballistic missile launches in a series of tests.[108][109] In 2003, the aircraft was retired from testing.[109] The aircraft was removed from the FAA registry in 2007 and ultimately scrapped.[110][111]
A mostly-gray KC-767, with refueling probe extended, transferring fuel to a B-52 in the left-bottom hand corner.
Italian Air Force KC-767A tanker
  • KC-767 – initially developed from the 767-200ER for the U.S. Air Force KC-X tanker competition, an effort to replace some of its oldest KC-135 tankers, the KC-767 was selected in 2003 and later designated KC-767A.[114] However, due to a conflict of interest scandal, the Pentagon suspended and later voided the contract.[115] Boeing subsequently offered the KC-767 Advanced Tanker, which was derived from a proposed longer-range cargo version of the 767-200ER.[116][117] On February 24, 2011, Boeing was awarded the KC-X contract to build a 767-based tanker, designated KC-46A.[66]
  • KC-767 Tanker Transport – a 767-200ER-based aerial refueling platform has been ordered by the Italian Air Force (Aeronautica Militare), and the Japan Self-Defense Forces. All four KC-767Js ordered by Japan have been delivered.[118] The Aeronautica Militare received the first of its four KC-767As in January 2011.[119]

Undeveloped variants

767-400ERX

Boeing offered the 767-400ERX, a longer-range version of the largest 767 model, for sale in 2000. Introduced along with the 747X, the type was to be powered by the 747X's engines, namely the Engine Alliance GP7000 and the Rolls-Royce Trent 600.[120] The –400ERX offered an increased range of 6,492 nmi (12,000 km).[121] Kenya Airways provisionally ordered three –400ERXs to supplement their 767 fleet, but after Boeing cancelled the type's development in 2001, switched its order to the 777-200ER.[52][122]

E-10 MC2A

The Northrop Grumman E-10 MC2A was to be a 767-400ER-based replacement for the U.S. Air Force's 707-based E-3 Sentry AWACS, E-8 Joint STARS, and RC-135 SIGINT aircraft.[123] The E-10 MC2A included an all-new AWACS system, with a powerful Active Electronically Scanned Array (AESA) that was capable of jamming enemy aircraft.[124] One 767-400ER aircraft was produced as a testbed for systems integration, but the program was cancelled in January 2009 and the prototype sold to Bahrain as a VIP transport.[125]

Operators

Side view of a British Airways twin-engine jet in flight.
British Airways 767-300ER on final approach to London Heathrow Airport
Main article: List of Boeing 767 operators

The customers that have received the most 767s are Delta Air Lines, American Airlines, and All Nippon Airways. As of July 2010, a total of 863 aircraft (all variants) were in airline service,[87] with 55 on order.[1] Delta Air Lines is the largest customer, having ordered 117 aircraft,[1] and is the only carrier to have operated all passenger versions of the 767.[126] As of July 2010, major airline operators include Delta Air Lines (101), American Airlines (73), All Nippon Airways (60), Japan Airlines (49), ABX Air (38), Air Canada (47), UPS Airlines (37), United Airlines (35), and others with fewer aircraft of the type.[87]

Orders and deliveries

Year Total 2011 2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995
Orders 1057 13 3 2 28 36 10 15 9 10 8 40 9 30 38 79 43 22
Deliveries 1005 11 12 13 10 12 12 10 9 24 35 40 44 44 47 42 43 37
Year 1994 1993 1992 1991 1990 1989 1988 1987 1986 1985 1984 1983 1982 1981 1980 1979 1978
Orders 17 54 21 65 52 100 83 57 23 38 15 20 2 5 11 45 49
Deliveries 41 51 63 62 60 37 53 37 27 25 29 55 20 0 0 0 0

Incidents and accidents

As of January 2011, the 767 has been in 41 incidents,[129] including 11 hull-loss accidents,[130] resulting in 569 total fatalities.[131]

The type's first fatal crash, Lauda Air Flight 004, occurred on May 26, 1991, following the in-flight deployment of the left engine thrust reverser on a 767-300ER; none of the 223 aboard survived, and as a result of this accident all 767 thrust reversers were deactivated until a redesign was implemented.[132]

On October 31, 1999, EgyptAir Flight 990, a 767-300ER, crashed off Nantucket Island, Massachusetts, in international waters killing all 217 people on board;[133] the probable cause was determined by the National Transportation Safety Board to be deliberate action by the first officer, but Egypt disputed this conclusion.[134]

On April 15, 2002, Air China Flight 129, a 767-200ER flying from Beijing to Busan, South Korea, crashed into a hill while trying to land at Gimhae International Airport during inclement weather. The crash resulted in the death of 129 of the 166 people on board, and the cause was attributed to pilot error.[135]

Side view of a parked Air Canada twin-engine jet in the desert, with stairs mounted next to the aircraft's forward door.
The "Gimli Glider" parked at Mojave Air and Space Port in February 2008

An early 767 incident was notable for being survived by all on board. On July 23, 1983, Air Canada Flight 143, a 767-200, ran out of fuel in-flight and had to glide with both engines out almost 50 miles (80 km) to an emergency landing.[136] The pilots used the aircraft's ram air turbine to power the hydraulic systems for aerodynamic control. There were no fatalities and only minor injuries.[136] This aircraft was nicknamed "Gimli Glider" for the airport at which it landed.

The six hijackings involving the 767 have resulted in 282 on-board fatalities.[131]

On November 23, 1996, Ethiopian Airlines Flight 961, a 767-200ER, was hijacked and crash-landed in the Indian Ocean near Comoros after running out of fuel, killing 125 of the 175 passengers on board[137]

Two 767s were involved in the September 11, 2001, attacks on the World Trade Center, resulting in the collapse of its two main towers. American Airlines Flight 11, a 767-200ER, crashed into the north tower, killing all 92 people on board, and United Airlines Flight 175, a 767-200, crashed into the south tower, with the death of all 65 on board. In addition, over 2,600 people perished in the towers or on the ground.[138]

On December 22, 2001, American Airlines Flight 63, a 767-300ER flight from Paris to Miami, narrowly averted disaster when Richard C. Reid tried to shoe-bomb the aircraft in flight. Passengers and crew subdued him and prevented the fuse from being lit. Reid was arrested, and later convicted and imprisoned.[139] As a result airline passengers departing from U.S. airports are required to remove their shoes for scanning at security checkpoints.[140]

Retirement and display

Side view of a parked Delta Air Lines twin-engine jet in hangar, with stairs mounted next to the aircraft's forward door.
"The Spirit of Delta" retired 767-200 at the Delta Air Lines Air Transport Heritage Museum

As new 767s roll off the assembly line, older models have been retired and scrapped. Some aging models, exceeding 20 years in age, were kept in service in the 2010s past planned retirement dates following delays of replacement aircraft such as the 787.[141] In 2010, four retired American Airlines 767-200s were dismantled for parts in Roswell, New Mexico, and their cockpit sections removed intact for collector or film use.[142] Of these four aircraft, the cockpit section of N301AA, the eighth 767 built, was transported to Victorville, California to be restored for museum display.[143]

One complete aircraft is known to have been retained for exhibition, specifically N102DA, the first 767-200 to operate for Delta Air Lines and the twelfth example built. The exhibition aircraft, named "The Spirit of Delta" by the employees who helped purchase it in 1982, underwent restoration at the Delta Air Lines Air Transport Heritage Museum in Atlanta, Georgia.[144] The restoration was completed in 2010.[145] Featuring the original delivered interior as well as historical displays, the aircraft is viewable by Delta employees and the general public by appointment.[145]

Specifications

767-200 767-200ER 767-300 767-300ER 767-300F 767-400ER
Cockpit crew Two
Seating capacity,
typical 		181 (3-class)
224 (2-class)
255; optional 290 (1-class) 		218 (3-class)
269 (2-class)
350 (1-class) 		N/A 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)
Wing area 3,050 ft² (283.3 m²) 3,130 ft ² (290.7 m²)
Fuselage height 17 ft 9 in (5.41 m)
Fuselage width 16 ft 6 in (5.03 m)
Cabin width
(interior) 		15 ft 6 in (4.72 m)
Maximum fuel
capacity 		16,700 US gal (63,000 L) 24,100 US gal (91,000 L) 16,700 US gal (63,000 L) 24,100 US gal (91,000 L)
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
takeoff 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)
Maximum range
at MTOW 		3,950 nmi
(7,300 km)
transatlantic 		6,590 nmi
(12,200 km)
transpacific 		3,950 nmi
(7,300 km)
transatlantic 		5,990 nmi
(11,065 km)
transpacific 		3,255 nmi
(6,025 km)
transcontinental 		5,625 nmi
(10,415 km)
transpacific
Cruise speed Mach 0.80 (470 knots, 530 mph, 851 km/h at 35,000 ft (11,000 m) cruise altitude)
Max. Cruise
speed 		Mach 0.86 (493 knots, 568 mph, 913 km/h at 35,000 ft (11,000 m) cruise altitude)
Takeoff distance
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: Boeing 767 airport planning report,[24] and Boeing 767 specifications[89][92][101][146]

See also

External images
Boeing 767 cutaways
image icon 757/767 cutaway via Flight International
image icon 767-400ER cutaway via Flight International

Related development

Aircraft of comparable role, configuration, and era

Related lists

References

Notes
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  4. ^ a b c Norris & Wagner 1998, p. 156.
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  6. ^ a b c d e f g h i j Eden 2008, p. 103.
  7. ^ a b c d e f g h Norris & Wagner 1999, p. 19.
  8. ^ Davies 2000, p. 103.
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  • Kane, Robert M. (2003). Air Transportation 1903-2003. Fourteenth Edition. Dubuque, Iowa: Kendall Hunt Publishing. ISBN 978-0-7872-8881-5.{{cite book}}: CS1 maint: ref duplicates default (link)
  • Norris, Guy.; Wagner, Mark (1996). Boeing Jetliners. Osceola, WI: MBI Publishing. ISBN 0-7603-0034-8.{{cite book}}: CS1 maint: ref duplicates default (link)
  • Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, WI: MBI Publishing. ISBN 0-7603-0497-1. {{cite book}}: Cite has empty unknown parameter: |1= (help)CS1 maint: ref duplicates default (link)
  • Norris, Guy; Wagner, Mark (1999). 767: Stretching and Growing "Modern Boeing Jetliners". Zenith Imprint. ISBN 0-7603-0717-2.{{cite book}}: CS1 maint: ref duplicates default (link)
  • Norris, Guy; Wagner, Mark (2001). Boeing 777, The Technological Marvel. Zenith Press. ISBN 0-7603-0890-X.{{cite book}}: CS1 maint: ref duplicates default (link)
  • Norris, Guy; Wagner, Mark (2009). Boeing 787 Dreamliner. Zenith Press. ISBN 978-0-7603-2815-6.{{cite book}}: CS1 maint: ref duplicates default (link)
  • Shaw, Robbie (1999). Boeing 757 & 767, Medium Twins. Osprey Publishing. ISBN 1-85532-903-4.{{cite book}}: CS1 maint: ref duplicates default (link)
  • Smil, Vaclav (1998). Transforming the Twentieth Century: Technical Innovations and Their Consequences. Oxford University Press. ISBN 0-1951-6875-5.{{cite book}}: CS1 maint: ref duplicates default (link)
  • Sutter, Joe (2006). 747: Creating the World's First Jumbo Jet and Other Adventures from a Life in Aviation. Washington, DC: Smithsonian Books. ISBN 0-06-088241-9. {{cite book}}: Check |isbn= value: checksum (help)CS1 maint: ref duplicates default (link)
  • Wells, Alexander T (2004). Commercial Aviation Safety. McGraw-Hill Professional. ISBN 0071417427. {{cite book}}: Unknown parameter |coauthor= ignored (|author= suggested) (help)
  • Wilson, Stewart (2002). Ansett: The Story of the Rise and Fall of Ansett, 1936-2002. Aerospace Publications. ISBN 9-7818-7567157-1.{{cite book}}: CS1 maint: ref duplicates default (link)

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