Boeing 767 - Wikipedia, The Free Encyclopedia

Boeing 767 - Wikipedia, the free encyclopedia

http://en.wikipedia.org/wiki/Boeing_767[12-09-2013 6:11:51]

Boeing 767

Boeing 767

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 service

Primary users Delta Air LinesAmerican AirlinesUnited AirlinesAll Nippon Airways

Produced 1981present

Number built 1,052 delivered through June 2013[1]

Unit cost 767-200ER: US$160.2 million[2]

767-300ER: US$182.8 million[2]

767-300F: US$185.4 million[2]

767-400ER: US$200.8 million[2]

Variants Boeing E-767Boeing KC-46Boeing KC-767Northrop Grumman E-10 MC2A

From Wikipedia, the free encyclopedia

The Boeing 767 is a mid- to large-size, long-range,wide-body twin-engine jet airliner built by BoeingCommercial Airplanes. It was the manufacturer's firstwide-body twinjet and its first airliner with a two-crewglass cockpit. The aircraft has two turbofan engines, aconventional tail, and, for reduced aerodynamic drag, asupercritical wing design. Designed as a smaller wide-body airliner than earlier aircraft such as the 747, the767 has seating capacity for 181 to 375 persons and adesign range of 3,850 to 6,385 nautical miles (7,130 to11,825 km), depending on variant. Development of the767 occurred in tandem with a narrow-body twinjet, the757, resulting in shared design features which allowpilots to obtain a common type rating to operate bothaircraft.

The 767 is produced in three fuselage lengths. Theoriginal 767-200 entered service in 1982, followed bythe 767-300 in 1986 and the 767-400ER, an extended-range (ER) variant, in 2000. The extended-range 767-200ER and 767-300ER models entered service in 1984and 1988, respectively, while a production freighterversion, the 767-300F, debuted in 1995. Conversionprograms have modified passenger 767-200 and 767-300 series aircraft for cargo use, while militaryderivatives include the E-767 surveillance aircraft, theKC-767 and KC-46 aerial tankers, and VIP transports.Engines featured on the 767 include the GeneralElectric CF6, Pratt & Whitney JT9D and PW4000, andRolls-Royce RB211 turbofans.

United Airlines first placed the 767 in commercialservice in 1982. The aircraft was initially flown ondomestic and transcontinental routes, during which itdemonstrated the reliability of its twinjet design. In 1985,the 767 became the first twin-engined airliner to receiveregulatory approval for extended overseas flights. Theaircraft was then used to expand non-stop service on medium- to long-haul intercontinental routes. In 1986,Boeing initiated studies for a higher-capacity 767, ultimately leading to the development of the 777, a largerwide-body twinjet. In the 1990s, the 767 became the most frequently used airliner for transatlantic flightsbetween North America and Europe.

The 767 is the first twinjet wide-body type to reach 1,000 aircraft delivered. As of May 2013, Boeing hasreceived 1,108 orders for the 767 from 71 customers; 1,045 have been delivered. A total of 838 of these aircraftwere in service in July 2012; the most popular variant is the 767-300ER, with 552 delivered; Delta Air Lines isthe largest operator, with 94 aircraft. Competitors have included the Airbus A300, A310, and A330-200, while asuccessor, the 787 Dreamliner, entered service in October 2011.

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Contents [hide]

1 Development1.1 Background1.2 Design effort1.3 Production and testing1.4 Service entry and operations1.5 Stretched derivatives1.6 Further developments

2 Design2.1 Overview2.2 Flight systems2.3 Interior

3 Variants3.1 767-2003.2 767-200ER3.3 767-3003.4 767-300ER3.5 767-300F3.6 767-400ER3.7 Military and government3.8 Undeveloped variants

4 Operators4.1 Orders and deliveries4.2 Model summary

5 Incidents and accidents6 Retirement and display7 Specifications8 See also9 References10 External links

In 1970, Boeing's 747 became the first wide-body jetliner to enter service.[3] The 747 was the first passengerjet that was wide enough to feature a twin-aisle cabin.[4] Two years later, the manufacturer began adevelopment study, code-named 7X7, for a new wide-body aircraft intended to replace the 707 and other earlygeneration narrow-body jets.[5][6] The aircraft would also provide twin-aisle seating, but in a smaller fuselagethan the existing 747, McDonnell Douglas DC-10, and Lockheed L-1011 TriStar wide-bodies.[5] To defray thehigh cost of development, Boeing signed risk-sharing agreements with Italian corporation Aeritalia and the CivilTransport Development Corporation (CTDC), a consortium of Japanese aerospace companies.[7] This markedthe manufacturer's first major international joint venture, and both Aeritalia and the CTDC received supplycontracts in return for their early participation.[7] The initial 7X7 was conceived as a short take-off and landingairliner intended for short-distance flights, but customers were unenthusiastic about the concept, leading to itsredefinition as a mid-size, transcontinental-range airliner.[5] At this stage the proposed aircraft featured two orthree engines, with possible configurations including over-wing engines and a T-tail.[3]

By 1976, a twinjet layout, similar to the one which had debuted onthe Airbus A300, became the baseline configuration.[8] The decisionto use two engines reflected increased industry confidence in thereliability and economics of new-generation jet powerplants.[8] Whileairline requirements for new wide-body aircraft remainedambiguous,[8] the 7X7 was generally focused on mid-size, high-density markets.[3] As such, it was intended to transport large

Development [ edit source | edit beta ]

Background [ edit source | edit beta ]

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numbers of passengers between major cities.[9] Advancements incivil aerospace technology, including high-bypass-ratio turbofanengines, new flight deck systems, aerodynamic improvements, andlighter construction materials were to be applied to the 7X7.[5][10]

Many of these features were also included in a parallel development effort for a new mid-size narrow-bodyairliner, code-named 7N7, which would become the 757.[10] Work on both proposals proceeded through theairline industry upturn in the late 1970s.[11][12]

In January 1978, Boeing announced a major extension of its Everett factorywhich was then dedicated to themanufacture of the 747to accommodate its new wide-body family.[13] In February 1978, the new jetlinerreceived the 767 model designation,[14] and three variants were planned: a 767-100 with 190 seats, a 767-200with 210 seats, and a trijet 767MR/LR version with 200 seats intended for intercontinental routes.[8][15] The767MR/LR was subsequently renamed 777 for differentiation purposes.[16] The 767 was officially launched onJuly 14, 1978, when United Airlines ordered 30 of the 767-200 variant, followed by 50 more 767-200 ordersfrom American Airlines and Delta Air Lines later that year.[16] The 767-100 was ultimately not offered for sale,as its capacity was too close to the 757's seating,[16] while the 777 trijet was eventually dropped in favor ofstandardizing around the twinjet configuration.[8]

In the late 1970s, operating cost replaced capacity as the primary factor in airliner purchases.[6] As a result,the 767's design process emphasized fuel efficiency from the outset.[5] Boeing targeted a 20 to 30 percent costsaving over earlier aircraft, mainly through new engine and wing technology.[6] As development progressed,engineers used computer-aided design for over one-third of the 767's design drawings,[6] and performed26,000 hours of wind tunnel tests.[16] Design work occurred concurrently with the 757 twinjet, leading Boeing totreat both as almost one program to reduce risk and cost.[10][12] Both aircraft would ultimately receive shareddesign features, including avionics, flight management systems, instruments, and handling characteristics.[17]

Combined development costs were estimated at $3.5 to $4 billion.[6]

Early 767 customers were given the choice of Pratt & Whitney JT9Dor General Electric CF6 turbofans, marking the first time that Boeinghad offered more than one engine option at the launch of a newairliner.[18] Both jet engine models had a maximum output of 48,000pounds-force (210 kN) of thrust.[9] The engines were mountedapproximately one-third the length of the wing from the fuselage,similar to previous wide-body trijets.[6] The larger wings weredesigned using an aft-loaded shape which reduced aerodynamicdrag and distributed lift more evenly across their surface span thanany of the manufacturer's previous aircraft.[6][19] The wings providedhigher-altitude cruise performance, added fuel capacity, andexpansion room for future stretched variants.[16] The initial 767-200

was designed for sufficient range to fly across North America or across the northern Atlantic,[20] and would becapable of operating routes up to 3,850 nautical miles (7,130 km).[21]

The 767's fuselage width was set midway between that of the 707 and the 747 at 16.5 feet (5.03 m).[5] While itwas narrower than previous wide-body designs, seven abreast seating with two aisles could be fitted, and thereduced width produced less aerodynamic drag.[9][18] However, the fuselage was not wide enough toaccommodate two standard LD3 wide-body unit load devices side-by-side.[22][23] As a result, a smallercontainer, the LD2,[24] was created specifically for the 767.[25] The adoption of a conventional tail design also

[18]

The 7X7 would make its FarnboroughAirshow debut in 1982 as the 767-200.

Design effort [ edit source | edit beta ]

Forward view of a Continental Airlines767-400ER, showing fuselage profile, wingdihedral, and CF6 engines



allowed the rear fuselage to be tapered over a shorter section, providing for parallel aisles along the fulllength of the passenger cabin, and eliminating irregular seat rows toward the rear of the aircraft.[6][18]

The 767 was the first Boeing wide-body to be designed with a two-crew digital glass cockpit.[17] Cathode ray tube (CRT) color displaysand new electronics replaced the role of the flight engineer byenabling the pilot and co-pilot to monitor aircraft systems directly.[17]

Despite the promise of reduced crew costs, United Airlines initiallydemanded a conventional three-person cockpit, citing concerns aboutthe risks associated with introducing a new aircraft.[26] The carriermaintained this position until July 1981, when a U.S. presidential taskforce determined that a crew of two was safe for operating wide-bodyjets.[26][27] A three-crew cockpit remained as an option and wasfitted to the first production models.[28] Ansett Australia ordered 767swith three-crew cockpits due to union demands; it was the only airline to operate 767s so configured.[28][29]

The 767's two-crew cockpit was also applied to the 757, allowing pilots to operate both aircraft after a shortconversion course,[19] and adding incentive for airlines to purchase both types.[30]

To produce the 767, Boeing formed a network of subcontractors which included domestic suppliers andinternational contributions from Italy's Aeritalia and Japan's CTDC.[7] The wings and cabin floor were producedin-house, while Aeritalia provided control surfaces, Boeing Vertol made the leading edge for the wings, andBoeing Wichita produced the forward fuselage.[6] The CTDC provided multiple assemblies through itsconstituent companies, namely Fuji Heavy Industries (wing fairings and gear doors), Kawasaki Heavy Industries(center fuselage), and Mitsubishi Heavy Industries (rear fuselage, doors, and tail).[7] Components wereintegrated during final assembly at the Everett factory.[6] For expedited production of wing spars, the mainstructural member of aircraft wings, the Everett factory received robotic machinery to automate the process ofdrilling holes and inserting fasteners.[6] This method of wing construction expanded on techniques developedfor the 747.[6] Final assembly of the first aircraft began on July 6, 1979.[3]

The prototype aircraft, registered N767BA and equipped with JT9Dturbofans, rolled out on August 4, 1981.[31] By this time, the 767program had accumulated 173 firm orders from 17 customers,including Air Canada, All Nippon Airways, Britannia Airways,Transbrasil, and Trans World Airlines (TWA).[6] On September 26,1981, the prototype took its maiden flight under the command ofcompany test pilots Tommy Edmonds, Lew Wallick, and John Brit.[32]

The maiden flight was largely uneventful, save for the inability toretract the landing gear owing to a hydraulic fluid leak.[32] Theprototype was used for subsequent flight tests.[33]

The 10-month 767 flight test program utilized the first six aircraftbuilt.[3][33] The first four aircraft were equipped with JT9D engines,

while the fifth and sixth were fitted with CF6 engines.[9][34] The test fleet was largely used to evaluate avionics,flight systems, handling, and performance,[34] while the sixth aircraft was used for route-proving flights.[35]

During testing, pilots described the 767 as generally easy to fly, with its maneuverability unencumbered by thebulkiness associated with larger wide-body jets.[35] Following the successful completion of 1,600 hours of flighttests, the JT9D-powered 767-200 received certification from the U.S. Federal Aviation Administration (FAA) andthe U.K. Civil Aviation Authority (CAA) in July 1982.[32][33] The first delivery occurred on August 19, 1982, toUnited Airlines.[32] The CF6-powered 767-200 received certification in September 1982, followed by the firstdelivery to Delta Air Lines on October 25, 1982.[9]

The 767 entered service with United Airlines on September 8, 1982.[36] The aircraft's first commercial flightused a JT9D-powered 767-200 on the Chicago-to-Denver route.[36] The CF6-powered 767-200 commenced

[3]

The original two-crew 767 glass cockpit

Production and testing [ edit source | edit beta ]

Final assembly of a 767-300F atBoeing's Everett factory, which wasexpanded for 767 production in 1978

Service entry and operations [ edit source | edit beta ]



service three months later with Delta Air Lines. Upon delivery, early 767s were mainly deployed on domesticroutes, including U.S. transcontinental services.[37] American Airlines and TWA began flying the 767-200 in late1982, while Air Canada, China Airlines, and El Al began operating the aircraft in 1983.[38] The aircraft'sintroduction was relatively smooth, with few operational glitches and greater dispatch reliability than priorjetliners.[39] 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 aircraft.[39] Operators reported generally favorable ratings for thetwinjet's sound levels, interior comfort, and economic performance.[39] Resolved issues were minor andincluded the recalibration of a leading edge sensor to prevent false readings, the replacement of an evacuationslide latch, and the repair of a tailplane pivot to match production specifications.[39]

Seeking to capitalize on its new wide-body's potential for growth,Boeing offered an extended-range model, the 767-200ER, in its firstyear of service.[40] Ethiopian Airlines placed the first order for thetype in December 1982.[40][41] Featuring increased gross weightspecifications and greater fuel capacity, the extended-range modelcould carry heavier payloads at distances up to 6,385 nautical miles(11,825 km),[42] and was targeted at overseas customers.[9] The767-200ER entered service with El Al on March 27, 1984.[41] Thetype was mainly ordered by international airlines operating medium-traffic, long-distance flights.[9]

In the mid-1980s, the 767 spearheaded the growth of twinjet flightsacross 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.[40] Before the767, over-water flight paths of twinjets could be no more than 90 minutes away from diversion airports.[43] InMay 1985, the FAA granted its first approval for 120-minute ETOPS flights to 767 operators, on an individualairline basis starting with TWA, provided that the operator met flight safety criteria.[43] This allowed the aircraftto fly overseas routes at up to two hours' distance from land.[43] The larger safety margins were permittedbecause of the improved reliability demonstrated by the twinjet and its turbofan engines.[43] The FAAlengthened the ETOPS time to 180 minutes for CF6-powered 767s in 1989, making the type the first to becertified under the longer duration,[37] and all available engines received approval by 1993.[44] Regulatoryapproval spurred the expansion of transoceanic 767 flights and boosted the aircraft's sales.[40][45]

Forecasting airline interest in larger-capacity models, Boeing announced the stretched 767-300 in 1983 and theextended-range 767-300ER in 1984.[40][46] Both models offered a 20 percent passenger capacity increase,[24]

while the extended-range version was capable of operating flights up to 5,990 nautical miles (11,090 km).[47]

Japan Airlines placed the first order for the 767-300 in September 1983.[40] Following its first flight on January30, 1986,[46] the type entered service with Japan Airlines on October 20, 1986.[41] The 767-300ER completedits first flight on December 9, 1986,[41] but it was not until March 1987 that the first firm order, from AmericanAirlines, was placed.[46] The type entered service with American Airlines on March 3, 1988.[41] The 767-300and 767-300ER gained popularity after entering service, and came to account for approximately two-thirds of all767s sold.[40]

After the debut of the first stretched 767s, Boeing sought to addressairline requests for even more capacity by proposing larger models,including a partial double-deck version informally named the"Hunchback of Mukilteo" (from a town near Boeing's Everett factory)with a 757 body section mounted over the aft main fuselage.[48][49]

In 1986, the manufacturer announced the 767-X, a revised modelwith extended wings and a wider cabin, but received little interest.[49]

By 1988, the 767-X had evolved into an all-new twinjet, whichrevived the 777 designation.[49] Until the 777's 1995 debut, the 767-300 and 767-300ER remained Boeing's second-largest wide-bodiesbehind the 747.[46]

TWA began operating the first 767-200ETOPS flights in May 1985.

Stretched derivatives [ edit source | edit beta ]

A JAL 767-300 lands in front of an ANA767-300ER at Kansai Airport. The 300and 300ER variants account for almost



Buoyed by a recovering global economy and ETOPS approval, 767sales accelerated in the mid-to-late 1980s, with 1989 being the most

prolific year with 132 firm orders.[40][45] By the early 1990s, the wide-body twinjet had become itsmanufacturer's annual best-selling aircraft, despite a slight decrease due to economic recession.[40] During thisperiod, the 767 became the most common airliner for transatlantic flights between North America andEurope.[50] By the end of the decade, 767s crossed the Atlantic more frequently than all other aircraft typescombined.[51] The 767 also propelled the growth of point-to-point flights which bypassed major airline hubs infavor of direct routes.[20][52] Taking advantage of the aircraft's lower operating costs and smaller capacity,operators added non-stop flights to secondary population centers, thereby eliminating the need for connectingflights.[20] The increase in the number of cities receiving non-stop services caused a paradigm shift in theairline industry as point-to-point travel gained prominence at the expense of the traditional hub-and-spokemodel.[20][52]

In February 1990, the first 767 equipped with Rolls-Royce RB211 turbofans, a 767-300, was delivered to BritishAirways.[1][53] Six months later, the carrier temporarily grounded its entire 767 fleet after discovering cracks inthe engine pylons of several aircraft.[54] The cracks were related to the extra weight of the RB211 engines,which are 2,205 pounds (1,000 kg) heavier than other 767 engines.[54] During the grounding, interim repairswere conducted to alleviate stress on engine pylon components, and a parts redesign in 1991 prevented furthercracks.[54] Boeing also performed a structural reassessment, resulting in production changes and modificationsto the engine pylons of all 767s in service.[55]

In January 1993, following an order from UPS Airlines,[56] Boeinglaunched a freighter variant, the 767-300F, which entered servicewith UPS on October 16, 1995.[41] The 767-300F featured a maindeck cargo hold, upgraded landing gear, and strengthened wingstructure.[57] In November 1993, the Japanese government launchedthe first 767 military derivative when it placed orders for the E-767,an Airborne Early Warning and Control (AWACS) variant based onthe 767-200ER.[58] The first two E-767s, featuring extensivemodifications to accommodate surveillance radar and other monitoringequipment, were delivered in 1998 to the Japan Self-DefenseForces.[59][60]

In November 1995, after abandoning development of a smaller version of the 777, Boeing announced that itwas revisiting studies for a larger 767.[61][62] The proposed 767-400X, a second stretch of the aircraft, offeredan over 12 percent capacity increase versus the 767-300,[24] and featured an upgraded flight deck, enhancedinterior, and wider wingspan.[61] The variant was specifically aimed at Delta Air Lines' pending replacement ofits aging Lockheed L-1011 TriStars, and faced competition from the A330-200, a shortened derivative of theAirbus A330.[61] In March 1997, Delta Air Lines launched the 767-400ER when it ordered the type to replaceits L-1011 fleet.[41][61] In October 1997, Continental Airlines also ordered the 767-400ER to replace itsMcDonnell Douglas DC-10 fleet.[63][64] The type completed its first flight on October 9, 1999, and enteredservice with Continental Airlines on September 14, 2000.[41]

In the early 2000s, cumulative 767 deliveries approached 900, but new sales declined during an airline industrydownturn.[65] In 2001, Boeing dropped plans for a longer-range model, the 767-400ERX, in favor of theproposed Sonic Cruiser, a new jetliner which aimed to fly 15 percent faster while having comparable fuel costsas the 767.[66][67] The following year, the manufacturer announced the KC-767 Tanker Transport, a secondmilitary derivative of the 767-200ER.[68] Launched with an order in October 2002 from the Italian Air Force, theKC-767 was intended for the dual role of refueling other aircraft and carrying cargo.[68] The Japanesegovernment became the second customer for the type in March 2003.[68] In May 2003, the United States AirForce (USAF) announced its intent to lease KC-767s to replace its aging KC-135 tankers.[69][70] The plan wassuspended in March 2004 amid a conflict of interest scandal,[69] resulting in multiple U.S. governmentinvestigations and the departure of several Boeing officials, including Philip Condit, the company's chiefexecutive officer, and chief financial officer Michael Sears.[71] The first KC-767s were delivered in 2008 to the

two-thirds of all 767s sold.

The Boeing 767-400ER was publiclyunveiled on August 26, 1999.[41]

Further developments [ edit source | edit beta ]



Japan Self-Defense Forces.[72]

In late 2002, after airlines expressed reservations about its emphasison speed over cost reduction,[73] Boeing halted development of theSonic Cruiser.[73] The following year, the manufacturer announcedthe 7E7, a mid-size 767 successor made from composite materialswhich promised to be 20 percent more fuel efficient.[74] The newjetliner was the first stage of a replacement aircraft initiative called theBoeing Yellowstone Project.[73] Customers embraced the 7E7, laterrenamed 787 Dreamliner, and within two years it had become thefastest-selling airliner in the company's history.[74] In 2005, Boeingopted to continue 767 production despite record Dreamliner sales,citing a need to provide customers waiting for the 787 with a morereadily available option.[75] Subsequently, the 767-300ER was

offered to customers affected by 787 delays, including All Nippon Airways and Japan Airlines.[76] Some aging767s, exceeding 20 years in age, were also kept in service past planned retirement dates due to the delays.[77]

To extend the operational lives of older aircraft, airlines increased heavy maintenance procedures, including D-check teardowns and inspections for corrosion, a recurring issue on aging 767s.[78] The first 787s wouldultimately enter service with All Nippon Airways in October 2011, three-and-a-half years behind schedule.[79]

In 2007, the 767 received a production boost when UPS and DHL Aviation placed a combined 33 orders forthe 767-300F.[80][81] Renewed freighter interest led Boeing to consider enhanced versions of the 767-200 and767-300F with increased gross weights, 767-400ER wing extensions, and 777 avionics.[82] However, net ordersfor the 767 declined from 24 in 2008 to just three in 2010.[83] During the same period, operators upgradedaircraft already in service; in 2008, the first 767-300ER retrofitted with blended winglets from Aviation PartnersIncorporated debuted with American Airlines.[84] The manufacturer-sanctioned winglets, at 11 feet (3.35 m) inheight, improved fuel efficiency by an estimated 6.5 percent.[84] Other carriers including All Nippon Airways andDelta Air Lines also ordered winglet kits.[85][86]

On February 2, 2011, the 1,000th 767 rolled out, destined for AllNippon Airways.[87] The aircraft was the 91st 767-300ER ordered bythe Japanese carrier, and with its completion the 767 became thesecond wide-body airliner to reach the thousand-unit milestone afterthe 747.[87][88] The 1,000th aircraft also marked the last modelproduced on the original 767 assembly line.[89] Beginning with the1,001st aircraft, production moved to another area in the Everettfactory which occupied nearly half the space as before.[89] The newassembly line made room for 787 production and aimed to boostmanufacturing efficiency by over 20 percent.[89]

At the inauguration of its new assembly line, the 767's order backlognumbered approximately 50, only enough for production to last until 2013.[89] Despite the reduced backlog,Boeing officials expressed optimism that additional orders were forthcoming.[89] On February 24, 2011, theUSAF announced its selection of the KC-767 Advanced Tanker, an upgraded variant of the KC-767,[90] for itsKC-X fleet renewal program.[89] The selection followed two rounds of tanker competition between Boeing andAirbus parent EADS, and came eight years after the USAF's original 2003 announcement of its plan to leaseKC-767s.[69] The tanker order encompassed 179 aircraft and was expected to sustain 767 production past2013.[89] In December 2011, FedEx Express announced a 767-300F order for 27 aircraft to replace its DC-10freighters, citing the USAF tanker order and Boeing's decision to continue production as contributing factors.[91]

FedEx Express announced an agreement to buy an additional 19 of the 300F variant in June 2012.[92][93]

Fifteen of these have been added to Boeing's orders and deliveries table as of June 30, 2012.[94]

Austrian Airlines 767-300ER withblended winglets, which reduce lift-induceddrag and improve fuel efficiency

UPS, the largest 767-300F operator,placed additional orders in 2007.

Design [ edit source | edit beta ]

Overview [ edit source | edit beta ]



The 767 is a low-wing cantilever monoplane with a conventional tailunit featuring a single fin and rudder. The wings are swept at 31.5degrees and optimized for a cruising speed of Mach 0.8 (533 mph or858 km/h).[18] Each wing features a supercritical cross-section and isequipped with six-panel leading edge slats, single- and double-slottedflaps, inboard and outboard ailerons, and six spoilers.[6][95] Theairframe further incorporates carbon-fiber reinforced plastic compositewing surfaces, Kevlar fairings and access panels, plus improvedaluminum alloys, which together reduce overall weight by 1,900pounds (860 kg) versus preceding aircraft.[6]

To distribute the aircraft's weight on the ground, the 767 has aretractable tricycle landing gear with four wheels on each main gear

and two for the nose gear.[6] The original wing and gear design accommodated the stretched 767-300 withoutmajor changes.[40] The 767-400ER features a larger, more widely spaced main gear with 777 wheels, tires,and brakes.[96] To prevent damage if the tail section contacts the runway surface during takeoff, 767-300 and767-400ER models are fitted with a retractable tailskid.[96][97] The 767 has exit doors near the front and rearof the aircraft on the left side.[24]

In addition to shared avionics and computer technology, the 767 uses the same auxiliary power unit, electricpower systems, and hydraulic parts as the 757.[30] A raised cockpit floor and the same forward cockpitwindows result in similar pilot viewing angles.[98] Related design and functionality allows 767 pilots to obtain acommon type rating to operate the 757 and share the same seniority roster with pilots of either aircraft.[17][99]

The original 767 flight deck uses six Rockwell Collins CRT screens todisplay electronic flight instrument system (EFIS) and engineindication and crew alerting system (EICAS) information, allowingpilots to handle monitoring tasks previously performed by the flightengineer.[17][100] The CRTs replace conventional electromechanicalinstruments found on earlier aircraft.[17] An enhanced flightmanagement system, improved over versions used on early 747s,[17]

automates navigation and other functions, while an automatic landingsystem facilitates CAT IIIb instrument landings in low visibilitysituations.[6][101] The 767 became the first aircraft to receive CATIIIb certification from the FAA for landings with 980 feet (300 m)minimum visibility in 1984.[102] On the 767-400ER, the cockpit layoutis simplified further with six Rockwell Collins liquid crystal display (LCD) screens, and adapted for similaritieswith the 777 and the Next Generation 737.[103] To retain operational commonality, the LCD screens can beprogrammed to display information in the same manner as earlier 767s.[57]

The 767 is equipped with three redundant hydraulic systems for operation of control surfaces, landing gear, andother equipment.[104] Each engine powers a separate hydraulic system, and the third system uses electricpumps.[104] A ram air turbine is fitted to provide power for basic controls in the event of an emergency.[105] Anearly form of fly-by-wire is employed for spoiler operation, utilizing electric signaling instead of traditional controlcables.[6] The fly-by-wire system reduces weight and provides for the independent operation of individualspoilers.[6]

The 767 features a twin-aisle cabin with a typical configuration of six abreast in business class and sevenacross in economy.[24] The standard seven abreast, 232 economy class layout places approximately87 percent of all seats at a window or aisle.[106] As a result, the aircraft can be largely occupied before centerseats need to be filled,[6] and each passenger is no more than one seat from the aisle.[106] It is possible toconfigure the aircraft with extra seats for up to an eight abreast configuration,[24] but this results in a crampedcabin and is therefore uncommon.[107]

The nose assembly of a Boeing 767,also known as fuselage section 41

Flight systems [ edit source | edit beta ]

The upgraded 767-400ER cockpit usesLCDs in place of CRT displays.

Interior [ edit source | edit beta ]



The 767 interior introduced larger overheadbins and more lavatories per passenger thanprevious aircraft.[108] The bins are wider toaccommodate garment bags without folding,and strengthened for heavier carry-onitems.[108] A single, large galley is installednear the aft doors, allowing for more efficientmeal service and simpler resupply while atairports.[108] Passenger and service doorsare an overhead plug type, which retractupwards,[24] and commonly-used doors can

be equipped with an electric-assist system.[6]

In 2000, a 777-style interior, known as the Boeing Signature Interior, debuted on the 767-400ER.[109]

Subsequently adopted for all new-build 767s, the Signature Interior features even larger overhead bins, indirectlighting, and sculpted, curved panels.[110] The 767-400ER also received larger windows derived from the777.[111] Older 767s can be retrofitted with the Signature Interior.[109] Some operators have adopted a simplermodification known as the Enhanced Interior, featuring curved ceiling panels and indirect lighting with minimalmodification of cabin architecture,[112] as well as aftermarket modifications such as the NuLook 767 package byHeath Tecna.[113]

The 767 has been produced in three fuselage lengths.[24] Thesedebuted in progressively larger form as the 767-200, 767-300, and767-400ER, respectively.[24][114] Longer-range variants include the767-200ER and 767-300ER,[114] while cargo models include the767-300F, a production freighter,[115] and conversions of passenger767-200 and 767-300 models.[116]

When referring to different variants, Boeing and airlines often collapsethe model number (767) and the variant designator (e.g. 200 or 300) into a truncated form (e.g. "762" or "763"[117]). Subsequent tothe capacity number, designations may or may not append the rangeidentifier.[117][118] The International Civil Aviation Organization(ICAO) aircraft type designator system uses a similar numbering scheme, but adds a preceding manufacturerletter;[119] all variants based on the 767-200 and 767-300 are classified under the codes "B762" and "B763",respectively, while the 767-400ER receives the designation of "B764."[119]

The 767-200 was the original model and entered service with United Airlines in 1982.[3] The type has beenused primarily by mainline U.S. carriers for domestic routes between major hub centers such as Los Angeles toWashington.[3][51] The 767-200 was the first aircraft to be used on transatlantic ETOPS flights, beginning withTWA on February 1, 1985 under 90-minute diversion rules.[43][51] Deliveries for the variant totaled 128aircraft.[1] There were 63 passenger and freighter conversions of the model in airline service as of July2012.[120] The type's competitors included the Airbus A300 and A310.[121]

The 767-200 ceased production in the late 1980s due to being superseded by the extended-range 767-200ER.[40] Some early 767-200s were subsequently upgraded to extended-range specification.[51] In 1998,Boeing began offering 767-200 conversions to 767-200SF (Special Freighter) specification for cargo use,[122]

and Israel Aerospace Industries has been licensed to perform cargo conversions since 2005.[123] Theconversion process entails the installation of a side cargo door, strengthened main deck floor, and added freightmonitoring and safety equipment.[116] The 767-200SF is positioned as a replacement for Douglas DC-8freighters.[122]

An early 767-300 economy classcabin in 232 layout, showingthe original interior design

A newer 767-300ER cabin with the777-style Signature Interior

Variants [ edit source | edit beta ]

Planform view of a British Airways 767-300ER with deployed flaps after takeoff

767-200 [ edit source | edit beta ]

767-200ER [ edit source | edit beta ]



The 767-200ER was the first extended-range model and enteredservice with El Al in 1984.[41] The type's increased range is due toan additional center fuel tank and a higher maximum takeoff weight(MTOW) of up to 395,000 pounds (179,000 kg).[40][42] The type wasoriginally offered with the same engines as the 767-200, while morepowerful Pratt & Whitney PW4000 and General Electric CF6 engineslater became available.[40] The 767-200ER was the first 767 tocomplete a non-stop transatlantic journey, and broke the flyingdistance record for a twinjet airliner on April 17, 1988 with an AirMauritius flight from Halifax, Nova Scotia to Port Louis, Mauritius,covering a distance of 8,727 nautical miles (16,162 km).[3] The 767-200ER has been acquired by international operators seeking smaller wide-body aircraft for long-haul routessuch as New York to Beijing.[3][42] Deliveries of the type totaled 121 with no unfilled orders.[1] As of July2012, 59 examples of passenger and freighter conversion versions were in airline service.[120] The type'scompetitors included the Airbus A300-600R and the A310-300.[46]

The 767-300, the first stretched version of the aircraft, entered service with Japan Airlines in 1986.[41] The typefeatures a 21.1-foot (6.43 m) fuselage extension over the 767-200, achieved by additional sections insertedbefore and after the wings, for an overall length of 180.25 feet (54.9 m).[40] Reflecting the growth potential builtinto the original 767 design, the wings, engines, and most systems were largely unchanged on the 767-300.[40]

An optional mid-cabin exit door is positioned ahead of the wings on the left,[24] while more powerful Pratt &Whitney PW4000 and Rolls-Royce RB211 engines later became available.[46] The 767-300's increasedcapacity has been used on high-density routes within Asia and Europe.[124] Deliveries for the type totaled 104aircraft with no unfilled orders remaining.[1] As of July 2012, 81 of the variant were in airline service.[120] Thetype's main competitor was the Airbus A300.[46]

The 767-300ER, the extended-range version of the 767-300, enteredservice with American Airlines in 1988.[41] The type's increasedrange is made possible by greater fuel tankage and a higher MTOWof 407,000 pounds (185,000 kg).[46] Design improvements allowedthe available MTOW to increase to 412,000 pounds (187,000 kg) by1993.[46] Power is provided by Pratt & Whitney PW4000, GeneralElectric CF6, or Rolls-Royce RB211 engines.[46] Typical routes forthe type include Los Angeles to Frankfurt.[47] The combination ofincreased capacity and range offered by the 767-300ER has beenparticularly attractive to both new and existing 767 operators,[114]

allowing it to become the most successful version of the aircraft.[125]

Airlines have placed more orders for the type than all other variants combined.[125] As of July 2013, 767-300ER deliveries stand at 578 with 3 unfilled orders.[1] Airlines had 527 examples in service as of July2012.[120] The type's main competitor is the Airbus A330-200.[126]

The 767-300F, the production freighter version of the 767-300ER, entered service with UPS Airlines in1995.[127] The 767-300F can hold up to 24 standard 88-by-125-inch (2,200 by 3,200 mm) pallets on its maindeck and up to 30 LD2 unit load devices on the lower deck,[24] with a total cargo volume of 15,469 cubic feet(438 m3).[128] The freighter has a main deck cargo door and crew exit,[115] while the lower deck features twoport-side cargo doors and one starboard cargo door.[24] A general market version with onboard freight-handlingsystems, refrigeration capability, and crew facilities was delivered to Asiana Airlines on August 23, 1996.[56] Asof April 2013, 767-300F deliveries stand at 79 with 51 unfilled orders.[1] Airlines operated 71 examples of thevariant in July 2012.[120]

An American Airlines 767-200ERdeparting Los Angeles International Airport

767-300 [ edit source | edit beta ]


Kenya Airways 767-300ER arriving atDubai International Airport

767-300F [ edit source | edit beta ]



In June 2008, All Nippon Airways took delivery of the first 767-300BCF (Boeing Converted Freighter), amodified passenger-to-freighter model.[129] The conversion work was performed in Singapore by STAerospace Services, the first supplier to offer a 767-300BCF program,[129] and involved the addition of a maindeck cargo door, strengthened main deck floor, and additional freight monitoring and safety equipment.[116]

Since then, Boeing, Israel Aerospace Industries, and Wagner Aeronautical have also offered passenger-to-freighter conversion programs for 767-300 series aircraft.[130]

The 767-400ER, the first Boeing wide-body jet resulting from twofuselage stretches,[131] entered service with Continental Airlines in2000.[41] The type features a 21.1-foot (6.43-metre) stretch over the767-300, for a total length of 201.25 feet (61.3 m).[132] The wingspanis also increased by 14.3 feet (4.36 m) through the addition of rakedwingtips.[56] Other differences include an updated cockpit,redesigned landing gear, and 777-style Signature Interior.[133] Poweris provided by uprated Pratt & Whitney PW4000 or General ElectricCF6 engines.[56]

The FAA granted approval for the 767-400ER to operate 180-minuteETOPS flights before it entered service.[134] Because its fuel capacitywas not increased over preceding models, the 767-400ER has a range of 5,625 nautical miles(10,418 km),[135] less than previous extended-range 767s.[65] Typical routings for the type include London toTokyo.[135][136] A longer-range version, the 767-400ERX, was offered for sale in 2000 but cancelled a yearlater,[66] leaving the 767-400ER as the sole version of the largest 767.[57] There is only the -400ER variant,and no -400 variant. The variant's only two airline customers, Continental Airlines and Delta Air Lines, received37 aircraft, with no unfilled orders.[1] All 37 of the 767-400ER were in service as of July 2012.[120] Oneadditional example was produced as a military testbed, and later sold as a VIP transport.[137] The type'sclosest competitor is the Airbus A330-200.[138]

Versions of the 767 serve in a number of military and government applications, with responsibilities rangingfrom airborne surveillance and refueling to cargo and VIP transport. Several military 767s have been derivedfrom the 767-200ER,[139][140] the longest-range version of the aircraft.[42][115]

Airborne Surveillance Testbed the Airborne Optical Adjunct (AOA) was modified from the prototype767-200 for a United States Army program, under a contract signed with the Strategic Air Command in July1984.[141] Intended to evaluate the feasibility of using airborne optical sensors to detect and track hostileintercontinental ballistic missiles, the modified aircraft first flew on August 21, 1987.[142] Alterations includeda large "cupola" or hump which ran along the top of the aircraft from above the cockpit to just behind thetrailing edge of the wings,[141] and a pair of ventral fins below the rear fuselage.[142] Inside the cupola wasa suite of infrared seekers used for tracking theater ballistic missile launches.[143] The aircraft was laterrenamed as the Airborne Surveillance Testbed (AST).[144] Following the end of the AST program in 2002,the aircraft was retired for scrapping.[145]

E-767 the Airborne Early Warning and Control (AWACS)platform for the Japan Self-Defense Forces; it is essentially theBoeing E-3 Sentry mission package on a 767-200ER platform.[58]

E-767 modifications, completed on 767-200ERs flown from theEverett factory to Boeing Integrated Defense Systems in Wichita,Kansas, include structural strengthening to accommodate a dorsalsurveillance radar system, engine nacelle alterations, as well aselectrical and interior changes.[60] Japan is the operator of four E-767s. The first E-767s were delivered in March 1998.[59]

FACh 1 a 767-300ER operated by the Chilean Air Force(Fuerza Area de Chile, or FACh), with functions including serving as the official transport for the President

[146]


A Delta Air Lines 767-400ER in pinkBreast Cancer Research Foundation liverylanding at London Heathrow Airport

Military and government [ edit source | edit beta ]

Japan Self-Defense Forces E-767AWACS



of Chile. The 767-300ER was acquired in January 2008 to replace the country's previous presidentialtransport, a 707.[147] The aircraft also performs strategic transport missions separate from its VIPduties.[146]

KC-767 Advanced Tanker the 767-200ER-based aerial tanker developed for the USAF KC-X tankercompetition.[70] It is an updated version of the KC-767, originally selected as the USAF's new tanker aircraftin 2003, designated KC-767A,[148] and then dropped amid conflict of interest allegations.[70] The KC-767Advanced Tanker is derived from studies for a longer-range cargo version of the 767-200ER,[140][149] andfeatures a fly-by-wire refueling boom, a remote vision refueling system, and a 767-400ER-based flight deckwith LCD screens and head-up displays.[90] Boeing was awarded the KC-X contract to build a 767-basedtanker, to be designated KC-46A, in February 2011.[89]

KC-767 Tanker Transport the 767-200ER-based aerial refuelingplatform operated by the Italian Air Force (Aeronautica Militare),[150]

and the Japan Self-Defense Forces.[72] Modifications conducted byBoeing Integrated Defense Systems include the addition of a fly-by-wire refueling boom, strengthened flaps, and optional auxiliary fueltanks, as well as structural reinforcement and modified avionics.[68]

All four KC-767Js ordered by Japan have been delivered.[72] TheAeronautica Militare received the first of its four KC-767As in January2011.[150]

Tanker conversions - The 767 MMTT or Multi-Mission TankerTransport is a 767-200ER-based aircraft operated by the Colombian Air Force (Fuerza Area Colombiana)and modified by Israel Aerospace Industries.[151] In 2013, the Brazilian Air Force ordered two 767-300ERtanker conversions from IAI for its KC-X2 program.[152]

Boeing offered the 767-400ERX, a longer-range version of the largest 767 model, for sale in 2000. Introducedalong with the 747X, the type was to be powered by the 747X's engines, namely the Engine Alliance GP7000and the Rolls-Royce Trent 600.[153] An increased range of 6,492 nautical miles (12,023 km) was specified.[154]

Kenya Airways provisionally ordered three 767-400ERXs to supplement its 767 fleet, but after Boeing cancelledthe type's development in 2001, switched the order to the 777-200ER.[66][155]

The Northrop Grumman E-10 MC2A was to be a 767-400ER-based replacement for the USAF's 707-based E-3 Sentry AWACS, E-8 Joint STARS, and RC-135 SIGINT aircraft.[156] The E-10 MC2A would have includedan all-new AWACS system, with a powerful Active Electronically Scanned Array (AESA) that was also capableof jamming enemy aircraft or missiles.[157] One 767-400ER aircraft was produced as a testbed for systemsintegration, but the program was terminated in January 2009 and the prototype sold to Bahrain as a VIPtransport.[137]

Main article: List of Boeing 767 operators

The customers that have ordered the most 767s are Delta Air Lines,All Nippon Airways, and United Airlines.[158] As of May 2013, DeltaAir Lines is the largest customer, having received 117 aircraft.[1] TheAtlanta-based carrier is also the only customer to have ordered allpassenger versions of the 767.[159] Its 100th example, a 767-400ER,was delivered in October 2000.[160] United Airlines was the onlycarrier operating all versions of the 767 ER series (762ER, 763ER,and 764ER) as of November 2012.[161] The largest cargo customeris UPS Airlines, having ordered 59 aircraft, of which 5 remain to bedelivered as of April 2013.[1]

Italian Air Force KC-767A tanker

Undeveloped variants [ edit source | edit beta ]

767-400ERX [ edit source | edit beta ]

E-10 MC2A [ edit source | edit beta ]

Operators [ edit source | edit beta ]

LAN Airlines 767-300ER in 80thanniversary scheme on approach atMadridBarajas Airport



A total of 838 aircraft (all 767 variants) were in airline service in July2012, with airline operators Delta Air Lines (94), American Airlines (73), All Nippon Airways (62), United Airlines(58), UPS Airlines (50), Japan Airlines (49), ABX Air (30), Air Canada (30), LAN Airlines (28), and others withfewer aircraft of the type.[120]

Year Total 2013 2012 2011 2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996

Orders 1108 0 22 42 3 2 28 36 10 15 9 10 8 40 9 30 38 79 43

Deliveries 1054 14 26 20 12 13 10 12 12 10 9 24 35 40 44 44 47 42 43

Year 1995 1994 1993 1992 1991 1990 1989 1988 1987 1986 1985 1984 1983 1982 1981 1980 1979 1978

Orders 22 17 54 21 65 52 100 83 57 23 38 15 20 2 5 11 45 49

Deliveries 37 41 51 63 62 60 37 53 37 27 25 29 55 20 0 0 0 0

Data through June 30, 2013[1][83][94][162][163]

Model SeriesICAO

code [119]Orders Deliveries

Unfilledorders

767-200 B762 128 128

767-200ER B762 121 121

767-2C B762 4 - 4

767-300 B763 104 104

767-300ER B763 583 580 3

767-300F B763 130 83 47

767-400ER B764 38 38

Total 1108 1054 54

Data through June 30, 2013[1]

As of June 2013, the 767 has been in 38 aviation occurrences,[164] including 14 hull-loss accidents.[165] Sevenfatal crashes, including five hijackings, have resulted in a total of 569 occupant fatalities.[164][166] The airliner'sfirst fatal crash, Lauda Air Flight 004, occurred near Bangkok on May 26, 1991, following the in-flightdeployment of the left engine thrust reverser on a 767-300ER; none of the 223 aboard survived; as a result ofthis accident all 767 thrust reversers were deactivated until a redesign was implemented.[167] Investigatorsdetermined that an electronically-controlled valve, common to late-model Boeing aircraft, was to blame.[168] Anew locking device was installed on all affected jetliners, including 767s.[169] On October 31, 1999, EgyptAirFlight 990, a 767-300ER, crashed off Nantucket Island, Massachusetts, in international waters killing all 217people on board.[170] The U.S. National Transportation Safety Board (NTSB) determined the probable cause tobe due to a deliberate action by the first officer; Egypt disputed this conclusion.[171] On April 15, 2002, AirChina Flight 129, a 767-200ER, crashed into a hill amid inclement weather while trying to land at GimhaeInternational Airport in Busan, South Korea. The crash resulted in the death of 129 of the 166 people on board,and the cause was attributed to pilot error.[172]

An early 767 incident was survived by all on board. On July 23,1983, Air Canada Flight 143, a 767-200, ran out of fuel in-flight andhad to glide with both engines out for almost 43 nautical miles(80 km) to an emergency landing.[173] The pilots used the aircraft'sram air turbine to power the hydraulic systems for aerodynamiccontrol. There were no fatalities and only minor injuries.[173] This

Orders and deliveries [ edit source | edit beta ]

Model summary [ edit source | edit beta ]

Incidents and accidents [ edit source | edit beta ]



aircraft was nicknamed "Gimli Glider" for the airport at which itlanded. The aircraft, registered C-GAUN, continued flying for AirCanada until its retirement in January 2008.[173]

The 767 has been involved in six hijackings, three resulting in loss oflife,[164] for a combined total of 282 occupant fatalities.[166] OnNovember 23, 1996, Ethiopian Airlines Flight 961, a 767-200ER, was hijacked and crash-landed in the IndianOcean near the Comoros Islands after running out of fuel, killing 125 out of the 175 persons onboard;[174]

survivors have been rare among instances of land-based aircraft ditching on water.[175][176] Two 767s wereinvolved in the September 11, 2001, attacks on the World Trade Center, resulting in the collapse of its twomain towers. American Airlines Flight 11, a 767-200ER, crashed into the north tower, killing all 92 people onboard, and United Airlines Flight 175, a 767-200, crashed into the south tower, with the death of all 65 onboard. In addition, more than 2,600 people perished in the towers or on the ground.[177] A foiled 2001 shoebomb plot involving an American Airlines 767-300ER resulted in passengers being required to remove theirshoes for scanning at U.S. security checkpoints.[178][179]

On November 1, 2011, LOT Polish Airlines Flight 16, a 767-300ER, safely landed at Warsaw Frederic ChopinAirport in Warsaw, Poland after a mechanical failure of the landing gear forced an emergency landing with thelanding gear up. There were no injuries, but the aircraft involved was damaged.[180][181] It was possibly thefirst instance of a complete landing gear failure in the 767's service history.[182] A preliminary investigationsuggested a hydraulic leak and a deactivated circuit breaker as probable causes.[181]

As new 767s roll off the assembly line, older models have beenretired and scrapped. In 2010, four retired American Airlines 767-200s were dismantled for parts in Roswell, New Mexico, and theirnose sections removed intact for collector or film use.[183] Of thesefour aircraft, the cockpit of N301AA, the eighth 767 built, wastransported to Victorville, California, to be restored for museumdisplay.[184]

One complete aircraft is known to have been retained for exhibition,specifically N102DA, the first 767-200 to operate for Delta Air Linesand the twelfth example built.[185][186] The exhibition aircraft, named"The Spirit of Delta" by the employees who helped purchase it in 1982, underwent restoration at the Delta AirLines Air Transport Heritage Museum in Atlanta, Georgia.[186] The restoration was completed in 2010.[186]

Featuring the original delivered interior as well as historical displays, the aircraft is viewable by Delta employeesand the general public by appointment.[187]

767-200 767-200ER 767-300 767-300ER 767-300F 767-400ER

Cockpitcrew

Two

Seatingcapacity,typical

181 (3-class)224 (2-class)

255; optional 290 (1-class)

218 (3-class)269 (2-class)

290; optional 350 (1-class)N/A

245 (3-class)304 (2-class)375 (1-class)

Cargo 2,875 ft (81.4 m) 3,770 ft (106.8 m)15,469 ft(438 m)

4,580 ft(129.6 m)

The "Gimli Glider" parked at Mojave Airand Space Port in February 2008

Retirement and display [ edit source | edit beta ]

"The Spirit of Delta" at the Delta AirLines Air Transport Heritage Museum

Specifications [ edit source | edit beta ]



capacity 22 LD2s 30 LD2s 30 LD2s +24 pallets

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 ft (283.3 m) 3,130 ft(290.7 m)

Fuselageheight

17 ft 9 in (5.41 m)

Fuselagewidth

16 ft 6 in (5.03 m)

Cabinwidth

(interior)15 ft 6 in (4.72 m)

Maximumfuel

capacity

16,700 US gal(63,000 L)

24,140 US gal(91,400 L)

16,700 US gal(63,000 L)

24,140 US gal (91,400 L)

Operatingemptyweight

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)

Maximumtakeoffweight

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)

Maximumrange

at MTOW

3,850 nmi(4,430 mi;7,130 km)

6,385 nmi(7,348 mi;11,825 km)

4,260 nmi(4,900 mi;7,890 km)

5,990 nmi(6,890 mi;11,090 km)

WL: 6,310 nmi(7,260 mi;11,690 km)

3,255 nmi(3,746 mi;6,028 km)

WL: 3,575 nmi(4,114 mi;6,621 km)

5,625 nmi(6,473 mi;10,418 km)

Cruisespeed

Mach 0.80 (470 knots, 530 mph, 851 km/h at 35,000 ft (11,000 m) cruise altitude)

Maximumcruisespeed

Mach 0.86 (493 knots, 567 mph, 913 km/h at 35,000 ft (11,000 m) cruise altitude)

Takeoffdistanceat MTOW(sea level,

ISA)

5,800 ft(1,768 m)

8,300 ft (2,530m)

7,900 ft(2,410 m)

8,300 ft (2,530m)

8,600 ft (2,621m)

10,200 ft(3,109 m)

Engines(x2)

P&W JT9D-7R4P&W

PW4000-94GE CF6-80A

GE CF6-80C2

P&WPW4000-94

GE CF6-80C2

P&W JT9D-7R4P&W

PW4000-94GE CF6-80A

GE CF6-80C2

P&W PW4000-94GE 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)



Aviation portal

USA portal

Sources: Boeing 767 airport planning report,[24] Boeing 767 specifications[42][47][128][135][188] and othersources[21]

Competition between Airbus and BoeingRelated development

Boeing 757[8]

Boeing E-767[58]

Boeing KC-46[89]

Boeing KC-767[68]

Northrop Grumman E-10 MC2A[156]

Aircraft of comparable role, configuration and era

Airbus A300[121]

Airbus A310[121]

Airbus A330-200[126]

Boeing 787 DreamlinerRelated lists

List of civil aircraft

Notes

1. ^ a b c d e f g h i j k l "767 Model Orders and Deliveries summary" . Boeing. May 2013. Retrieved June 7, 2013.2. ^ a b c d "Boeing Commercial Airplanes Jet Prices" . Boeing. Retrieved August 8, 2012.3. ^ a b c d e f g h i j Eden 2008, pp. 10203.4. ^ Sutter 2006, p. 103.5. ^ a b c d e f Norris & Wagner 1998, pp. 15657.6. ^ a b c d e f g h i j k l m n o p q r s t u Velupillai, David (August 8, 1981). "Boeing 767: The new fuel saver" . Flight

International. pp. 43637, 439, 44041, 44548, 453. Retrieved July 30, 2011.7. ^ a b c d Norris & Wagner 1998, p. 156.8. ^ a b c d e f Norris & Wagner 1999, pp. 2021.9. ^ a b c d e f g Eden 2008, p. 103.

10. ^ a b c Norris & Wagner 1999, pp. 1819.11. ^ Davies 2000, p. 103.12. ^ a b Norris & Wagner 1998, p. 143.13. ^ Birtles 1999, p. 8.14. ^ Becher 1999, p. 24.15. ^ Donald 1997, p. 173.16. ^ a b c d e Norris & Wagner 1998, pp. 15960.17. ^ a b c d e f g Norris & Wagner 1999, p. 23.18. ^ a b c d e Norris & Wagner 1999, pp. 2122.19. ^ a b Norris & Wagner 1998, p. 160.20. ^ a b c d Sutter 2006, pp. 24146.21. ^ a b Haenggi 2003, pp. 4344.22. ^ Haenggi 2003, p. 29.23. ^ Birtles 1999, p. 14.24. ^ a b c d e f g h i j k l m "767 Airplane Characteristics for Airport Planning" . Boeing. June 2010. pp. 45, 914, 23,

28, 32, 35, 37. Retrieved July 29, 2011.25. ^ Norris & Wagner 1998, p. 158.26. ^ a b "History of the 767 Two-Crew Flight Deck" . Boeing. Retrieved July 29, 2011.27. ^ Becher 1999, p. 32.28. ^ a b Becher 1999, p. 33.29. ^ Wilson 2002, p. 117.

See also [ edit source | edit beta ]

References [ edit source | edit beta ]



30. ^ a b Velupillai, David (January 2, 1983). "Boeing 757: introducing the big-fan narrowbody" . Flight International.Retrieved February 2, 2011.

31. ^ Shaw 1999, p. 64.32. ^ a b c d Norris & Wagner 1998, pp. 16162.33. ^ a b c Birtles 1999, pp. 1618, 27.34. ^ a b Birtles 1999, pp. 4952.35. ^ a b Sweetman, Bill (March 20, 1982). "Boeing tests the twins" . Flight International. Retrieved July 15, 2011.36. ^ a b Haenggi 2003, pp. 315.37. ^ a b Birtles 1999, pp. 4953.38. ^ Birtles 1999, pp. 5558.39. ^ a b c d Lynn, Norman (April 2, 1983). "Boeing 767 moves smoothly into service" . Flight International. Retrieved

January 20, 2011.40. ^ a b c d e f g h i j k l m n o Norris & Wagner 1998, p. 163.41. ^ a b c d e f g h i j k l m "Boeing 767 Program Background" . Boeing. Retrieved July 30, 2011.42. ^ a b c d e "767-200ER Technical Characteristics" . Boeing. 2011. Retrieved July 31, 2011.43. ^ a b c d e Haenggi 2003, pp. 3840.44. ^ Becher 1999, pp. 150, 15455.45. ^ a b Haenggi 2003, p. 42.46. ^ a b c d e f g h i j Eden 2008, pp. 10304.47. ^ a b c "767-300ER Technical Characteristics" . Boeing. 2011. Retrieved July 31, 2011.48. ^ McKinzie, Gordon. "How United Airlines Helped Design The World's Most Remarkable Airliner" . American

Institute of Aeronautics and Astronautics. Archived from the original on June 1, 2009. Retrieved July 1, 2011.49. ^ a b c Norris & Wagner 2001, pp. 1113, 15.50. ^ Smil 1998, p. 28.51. ^ a b c d Davies 2000, pp. 8889.52. ^ a b Norris & Wagner 2009, p. 12.53. ^ Birtles 1999, pp. 2728.54. ^ a b c Birtles 1999, p. 64.55. ^ Norris, Guy (May 24, 1995). "Boeing acts to solve 757/767 pylon cracks" . Flight International. Retrieved

December 26, 2011.56. ^ a b c d Eden 2008, p. 105.57. ^ a b c Frawley 2001, p. 63.58. ^ a b c Birtles 1999, pp. 4445.59. ^ a b "Military Aircraft Directory: Boeing" . Flight International. July 29, 1998. Retrieved December 9, 2011.60. ^ a b Guy, Norris (November 16, 1994). "Boeing poised to fly first 767 AWACS" . Flight International. Retrieved

August 30, 2011.61. ^ a b c d Norris & Wagner 1999, pp. 11621.62. ^ Becher 1999, p. 125.63. ^ Birtles 1999, p. 40.64. ^ Lopez, Ramon (June 18, 1997). "Continental goes Boeing" . Flight International. Retrieved December 28, 2011.65. ^ a b Norris, Guy; Kingsley-Jones, Max (January 4, 2003). "Long players" . Flight International. Retrieved July 30,

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Wikimedia Commons has mediarelated to: Boeing 767

188. ^ "767 Family: Technical Information" . Boeing. Retrieved February 1, 2011.

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Official Boeing 767 family page on Boeing.comFederal Aviation Administration Type Certificate Data SheetA1NMEuropean Aviation Safety Agency Type Certificate Data Sheet EASA.IM.A.035Flight International cutaway diagrams of the Boeing 757/767 and Boeing 767-400ER

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