Template:Short description Template:Pp Template:Use mdy dates Template:Featured article Template:Infobox aircraft
The Boeing 767 is an American wide-body airliner developed and manufactured by Boeing Commercial Airplanes. The aircraft was launched as the 7X7 program on July 14, 1978, the prototype first flew on September 26, 1981, and it was certified on July 30, 1982. The initial 767-200 variant entered service on September 8, 1982, with United Airlines, and the extended-range 767-200ER in 1984. It was stretched into the Template:Not a typo in October 1986, followed by the extended-range 767-300ER in 1988, the most popular variant. The 767-300F, a production freighter version, debuted in October 1995. It was stretched again into the 767-400ER from September 2000.
Designed to complement the larger 747, it has a seven-abreast cross-section accommodating smaller LD2 ULD cargo containers. The 767 is Boeing's first wide-body twinjet, powered by General Electric CF6, Rolls-Royce RB211, or Pratt & Whitney JT9D turbofans. JT9D engines were eventually replaced by PW4000 engines. The aircraft has a conventional tail and a supercritical wing for reduced aerodynamic drag. Its two-crew glass cockpit, a first for a Boeing airliner, was developed jointly for the 757 − a narrow-body aircraft, allowing a common pilot type rating. Studies for a higher-capacity 767 in 1986 led Boeing to develop the larger 777 twinjet, introduced in June 1995.
The Template:Convert 767-200 typically seats 216 passengers over 3,900 nautical miles [nmi] (7,200 km; Template:Cvt), while the 767-200ER seats 181 over a 6,590 nmi (12,200 km; Template:Cvt) range. The Template:Convert 767-300 typically seats 269 passengers over 3,900 nmi (7,200 km; Template:Cvt), while the 767-300ER seats 218 over 5,980 nmi (11,070 km; Template:Cvt). The 767-300F can haul Template:Cvt over 3,225 nmi (6,025 km; Template:Cvt), and the Template:Convert 767-400ER typically seats 245 passengers over 5,625 nmi (10,415 km; Template:Cvt). Military derivatives include the E-767 for surveillance and the KC-767 and KC-46 aerial tankers.
Initially marketed for transcontinental routes, a loosening of ETOPS rules starting in 1985 allowed the aircraft to operate transatlantic flights. A total of 742 of these aircraft were in service in July 2018, with Delta Air Lines being the largest operator with 77 aircraft in its fleet. Template:As of, Boeing has received 1,430 orders from 74 customers, of which 1,329 airplanes have been delivered, while the remaining orders are for cargo or tanker variants. Competitors have included the Airbus A300, A310, and A330-200. Its successor, the 787 Dreamliner, entered service in 2011.
DevelopmentEdit
BackgroundEdit
In 1970, the 747 entered service as the first wide-body jetliner<ref name=Eden_p102/> with a fuselage wide enough to feature a twin-aisle cabin.<ref>Template:Harvnb</ref> Two years later, the manufacturer began a development study, code-named 7X7, for a new wide-body jetliner intended to replace the 707 and other early generation narrow-body airliners.<ref name=n157/><ref name=saver/> The aircraft would also provide twin-aisle seating, but in a smaller fuselage than the existing 747, McDonnell Douglas DC-10, and Lockheed L-1011 TriStar wide-bodies.<ref name=n157/> To defray the high cost of development, Boeing signed risk-sharing agreements with Italian corporation Aeritalia and the Civil Transport Development Corporation (CTDC), a consortium of Japanese aerospace companies.<ref name=n156>Template:Harvnb</ref> This marked the manufacturer's first major international joint venture, and both Aeritalia and the CTDC received supply contracts in return for their early participation.<ref name=n156/> The initial 7X7 was conceived as a short take-off and landing airliner intended for short-distance flights, but customers were unenthusiastic about the concept, leading to its redefinition as a mid-size, transcontinental-range airliner.<ref name=n157>Template:Harvnb</ref> At this stage the proposed aircraft featured two or three engines, with possible configurations including over-wing engines and a T-tail.<ref name=Eden_p102>Template:Harvnb</ref>
By 1976, a twinjet layout, similar to the one which had debuted on the Airbus A300, became the baseline configuration.<ref name=no20/> The decision to use two engines reflected increased industry confidence in the reliability and economics of new-generation jet powerplants.<ref name=no20>Template:Harvnb</ref> While airline requirements for new wide-body aircraft remained ambiguous,<ref name=no20/> the 7X7 was generally focused on mid-size, high-density markets.<ref name=Eden_p102/> As such, it was intended to transport large numbers of passengers between major cities.<ref name=Eden_p103>Template:Harvnb</ref> Advancements in civil aerospace technology, including high-bypass-ratio turbofan engines, new flight deck systems, aerodynamic improvements, and more efficient lightweight designs were to be applied to the 7X7.<ref name=n157/><ref name=no19>Template:Harvnb</ref> Many of these features were also included in a parallel development effort for a new mid-size narrow-body airliner, code-named 7N7, which would become the 757.<ref name=no19/> Work on both proposals proceeded through the airline industry upturn in the late 1970s.<ref name=davies103>Template:Harvnb</ref><ref name=n143/>
In January 1978, Boeing announced a major extension of its Everett factory—which was then dedicated to manufacturing the 747—to accommodate its new wide-body family.<ref>Template:Harvnb</ref> In February 1978, the new jetliner received the 767 model designation,<ref>Template:Harvnb</ref> and three variants were planned: a Template:Not a typo with 190 seats, a Template:Not a typo with 210 seats, and a trijet 767MR/LR version with 200 seats intended for intercontinental routes.<ref name=no20/><ref>Template:Harvnb</ref> The 767MR/LR was subsequently renamed 777 for differentiation purposes.<ref name=n159>Template:Harvnb</ref><ref>Template:Cite magazine</ref> The 767 was officially launched on July 14, 1978, when United Airlines ordered 30 of the 767-200 variant, followed by 50 more 767-200 orders from American Airlines and Delta Air Lines later that year.<ref name=n159/> The 767-100 was ultimately not offered for sale, as its capacity was too close to the 757's seating,<ref name=n159/> while the 777 trijet was eventually dropped in favor of standardizing the twinjet configuration.<ref name=no20/>
Design effortEdit
In the late 1970s, operating cost replaced capacity as the primary factor in airliner purchases.<ref name=saver/> As a result, the 767's design process emphasized fuel efficiency from the outset.<ref name=n157/> Boeing targeted a 20 to 30 percent cost saving over earlier aircraft, mainly through new engine and wing technology.<ref name=saver>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> As development progressed, engineers used computer-aided design for over a third of the 767's design drawings,<ref name=saver/> and performed 26,000 hours of wind tunnel tests.<ref name=n159/> Design work occurred concurrently with the 757 twinjet, leading Boeing to treat both as almost one program to reduce risk and cost.<ref name=no19/><ref name=n143>Template:Harvnb</ref> Both aircraft would ultimately receive shared design features, including avionics, flight management systems, instruments, and handling characteristics.<ref name=no23/> Combined development costs were estimated at $3.5 to $4 billion.<ref name=saver/>
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Early 767 customers were given the choice of Pratt & Whitney JT9D or General Electric CF6 turbofans, marking the first time that Boeing had offered more than one engine option at the launch of a new airliner.<ref name=no22/> Both jet engine models had a maximum output of Template:Convert of thrust.<ref name=Eden_p103/> The engines were mounted approximately one-third the length of the wing from the fuselage, similar to previous wide-body trijets.<ref name=saver/> The larger wings were designed using an aft-loaded shape which reduced aerodynamic drag and distributed lift more evenly across their surface span than any of the manufacturer's previous aircraft.<ref name=saver/><ref name=n160/> The wings provided higher-altitude cruise performance, added fuel capacity, and expansion room for future stretched variants.<ref name=n159/> The initial 767-200 was designed for sufficient range to fly across North America or across the northern Atlantic,<ref name=Sutter_p241>Template:Harvnb</ref> and would be capable of operating routes up to Template:Convert.<ref name=h43>Template:Harvnb</ref>
The 767's fuselage width was set midway between that of the 707 and the 747 at Template:Convert.<ref name=n157/> While it was narrower than previous wide-body designs, seven abreast seating with two aisles could be fitted, and the reduced width produced less aerodynamic drag.<ref name=Eden_p103/><ref name=no22>Template:Harvnb</ref> The fuselage was not wide enough to accommodate two standard LD3 wide-body unit load devices side-by-side,<ref name=Haenggi_p29>Template:Harvnb</ref><ref>Template:Harvnb</ref> so a smaller container, the LD2,<ref name=767_airport_report/> was created specifically for the 767.<ref name=n158>Template:Harvnb</ref> Using a conventional tail design also allowed the rear fuselage to be tapered over a shorter section,<ref name=no22/> providing for parallel aisles along the full length of the passenger cabin, and eliminating irregular seat rows toward the rear of the aircraft.<ref name=saver/><ref name=no22/>
The 767 was the first Boeing wide-body to be designed with a two-crew digital glass cockpit.<ref name=no23>Template:Harvnb</ref> Cathode-ray tube (CRT) color displays and new electronics replaced the role of the flight engineer by enabling the pilot and co-pilot to monitor aircraft systems directly.<ref name=no23/> 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.<ref name=2crew/> The carrier maintained this position until July 1981, when a US presidential task force determined that a crew of two was safe for operating wide-body jets.<ref name=2crew>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>Template:Harvnb</ref> A three-crew cockpit remained as an option and was fitted to the first production models.<ref name=becher33>Template:Harvnb</ref> Ansett Australia ordered 767s with three-crew cockpits due to union demands; it was the only airline to operate 767s so configured.<ref name=becher33/><ref>Template:Harvnb</ref> The 767's two-crew cockpit was also applied to the 757, allowing pilots to operate both aircraft after a short conversion course,<ref name=n160>Template:Harvnb</ref> and adding incentive for airlines to purchase both types.<ref name=intro/>
Production and testingEdit
To produce the 767, Boeing formed a network of subcontractors which included domestic suppliers and international contributions from Italy's Aeritalia and Japan's CTDC.<ref name=n156/> The wings and cabin floor were produced in-house, while Aeritalia provided control surfaces, Boeing Vertol made the leading edge for the wings, and Boeing Wichita produced the forward fuselage.<ref name=saver/> The CTDC provided multiple assemblies 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).<ref name=n156/> Components were integrated during final assembly at the Everett factory.<ref name=saver/> For expedited production of wing spars, the main structural member of aircraft wings, the Everett factory received robotic machinery to automate the process of drilling holes and inserting fasteners.<ref name=saver/> This method of wing construction expanded on techniques developed for the 747.<ref name=saver/> Final assembly of the first aircraft began in July 1979.<ref name=Eden_p102/>
The prototype aircraft, registered as N767BA and equipped with Pratt & Whitney JT9D turbofans, was rolled out on August 4, 1981.<ref name=Shaw_twins>Template:Harvnb</ref> By this time, the 767 program had accumulated 173 firm orders from 17 customers, including Air Canada, All Nippon Airways, Britannia Airways, Transbrasil, and Trans World Airlines (TWA).<ref name=saver/> On September 26, 1981, the prototype took its maiden flight under the command of company test pilots Tommy Edmonds, Lew Wallick, and John Brit.<ref name=n161/> The maiden flight was largely uneventful, save for the inability to retract the landing gear because of a hydraulic fluid leak.<ref name=n161/> The prototype was used for subsequent flight tests.<ref name=b17/>
The 10-month 767 flight test program utilized the first six aircraft built.<ref name=Eden_p102/><ref name=b17/> The first four aircraft were equipped with JT9D engines, while the fifth and sixth were fitted with CF6 engines.<ref name=Eden_p103/><ref name=b50>Template:Harvnb</ref> The test fleet was largely used to evaluate avionics, flight systems, handling, and performance,<ref name=b50/> while the sixth aircraft was used for route-proving flights.<ref name=testing/> During testing, pilots described the 767 as generally easy to fly, with its maneuverability unencumbered by the bulkiness associated with larger wide-body jets.<ref name=testing>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Following 1,600 hours of flight tests, the JT9D-powered 767-200 received certification from the US Federal Aviation Administration (FAA) and the UK Civil Aviation Authority (CAA) in July 1982.<ref name=n161>Template:Harvnb</ref><ref name=b17>Template:Harvnb</ref> The first delivery occurred on August 19, 1982, to United Airlines.<ref name=n161/> The CF6-powered 767-200 received certification in September 1982, followed by the first delivery to Delta Air Lines on October 25, 1982.<ref name=Eden_p103/>
Entry into serviceEdit
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The 767 entered service with United Airlines on September 8, 1982.<ref name="Haenggi_p31-5"/> The aircraft's first commercial flight used a JT9D-powered Template:Not a typo on the Chicago-to-Denver route.<ref name="Haenggi_p31-5">Template:Harvnb</ref> The CF6-powered 767-200 commenced service three months later with Delta Air Lines.<ref name=Eden_p102/> Upon delivery, early 767s were mainly deployed on domestic routes, including US transcontinental services.<ref name=b49/> American Airlines and TWA began flying the 767-200 in late 1982, while Air Canada, China Airlines, El Al, and Pacific Western began operating the aircraft in 1983.<ref>Template:Harvnb</ref> The aircraft's introduction was relatively smooth, with few operational glitches and greater dispatch reliability than prior jetliners.<ref name=smooth>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Exemptions from major certification rule changesEdit
Following the 1996 in-flight explosion of TWA Flight 800, the FAA introduced new rules about flammability reduction in 2008. In 2012, Boeing requested an exemption for the 767 from new wiring separation rules that would prevent ignition sources, because design improvements it introduced fell short of meeting such rules. One of the justification by Boeing: changes to the fuel quantity indication system would require a halt of delivery by three years as production of the 767 model was expected to end shortly. FAA gave the manufacturer three years to have a compliant system while deliveries continued. In 2014, Boeing, without a new design available, asked for and received another time-limited exemption for just the 767-300 and 767-300ER until 2019 when commercial production was expected to cease. But in 2017, with continual demand for the 767-300F, Boeing asked for another exemption up to the end of 2027, well past the revised production end date. It is noted that while Boeing requested extension of the original exemption from 2016 to 2019 based upon the cost of upgrading the design and their low production rate and ending production in 2019, Boeing developed the KC-46 tanker (based on the 767) which fully compliant with the new rulings and is assembled on the same production line as the 767. Since the 2019 exemption went into effect, Boeing has increased production of the freighter to satisfy demand.<ref>Template:Cite news</ref>
Stretched derivativesEdit
First stretch: -300/-300ER/FEdit
Forecasting airline interest in larger-capacity models, Boeing announced the stretched Template:Not a typo in 1983 and the extended-range 767-300ER in 1984.<ref name=no163/><ref name=Eden_p104/> Both models offered a 20 percent passenger capacity increase,<ref name=767_airport_report/> while the extended-range version was capable of operating flights up to Template:Convert.<ref name=763specs>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Japan Airlines placed the first order for the -300 in September 1983.<ref name=no163/> Following its first flight on January 30, 1986,<ref name=Eden_p104>Template:Harvnb</ref> the type entered service with Japan Airlines on October 20, 1986.<ref name=Boe_767_back/> The 767-300ER completed its first flight on December 9, 1986,<ref name=Boe_767_back/> but it was not until March 1987 that the first firm order, from American Airlines, was placed.<ref name=Eden_p104/> The type entered service with American Airlines on March 3, 1988.<ref name=Boe_767_back/> The 767-300 and 767-300ER gained popularity after entering service, and came to account for approximately two-thirds of all 767s sold.<ref name=no163/> Until the 777's 1995 debut, the 767-300 and 767-300ER remained Boeing's second-largest wide-bodies behind the 747.<ref name="Eden_p104" />
Buoyed by a recovering global economy and ETOPS approval, 767 sales accelerated in the mid-to-late 1980s; 1989 was the most prolific year with 132 firm orders.<ref name=no163/><ref name=haenggi_p42/> By the early 1990s, the wide-body twinjet had become its manufacturer's annual best-selling aircraft, despite a slight decrease due to economic recession.<ref name=no163/> During this period, the 767 became the most common airliner for transatlantic flights between North America and Europe.<ref name=airl_777>Template:Harvnb</ref> By the end of the decade, 767s crossed the Atlantic more frequently than all other aircraft types combined.<ref name=davies89>Template:Harvnb</ref> The 767 also propelled the growth of point-to-point flights which bypassed major airline hubs in favor of direct routes.<ref name=Sutter_p241/><ref name=p2p>Template:Harvnb</ref> 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 connecting flights.<ref name=Sutter_p241/> The increased number of cities receiving non-stop services caused a paradigm shift in the airline industry as point-to-point travel gained prominence at the expense of the traditional hub-and-spoke model.<ref name=Sutter_p241/><ref name=p2p/>
In February 1990, the first 767 equipped with Rolls-Royce RB211 turbofans, a Template:Not a typo, was delivered to British Airways.<ref>Template:Harvnb</ref> Six months later, the carrier temporarily grounded its entire 767 fleet after discovering cracks in the engine pylons of several aircraft.<ref name=b64>Template:Harvnb</ref> The cracks were related to the extra weight of the RB211 engines, which are Template:Convert heavier than other 767 engines.<ref name=b64/> During the grounding, interim repairs were conducted to alleviate stress on engine pylon components, and a parts redesign in 1991 prevented further cracks.<ref name=b64/> Boeing also performed a structural reassessment, resulting in production changes and modifications to the engine pylons of all 767s in service.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
In January 1993, following an order from UPS Airlines,<ref name=Eden_p105>Template:Harvnb</ref> Boeing launched a freighter variant, the 767-300F, which entered service with UPS on October 16, 1995.<ref name=Boe_767_back/> The 767-300F featured a main deck cargo hold, upgraded landing gear, and strengthened wing structure.<ref name=f63/> In November 1993, the Japanese government launched the first 767 military derivative when it placed orders for the Template:Nowrap, an Airborne Early Warning and Control (AWACS) variant based on the 767-200ER.<ref name=b39/> The first two Template:Nowrap, featuring extensive modifications to accommodate surveillance radar and other monitoring equipment, were delivered in 1998 to the Japan Self-Defense Forces.<ref name=aw33/><ref name=poise/>
Second stretch:-400EREdit
In November 1995, after abandoning development of a smaller version of the 777, Boeing announced that it was revisiting studies for a larger 767.<ref name="no117" /><ref>Template:Harvnb</ref> The proposed 767-400X, a second stretch of the aircraft, offered a 12 percent capacity increase versus the Template:Not a typo,<ref name="767_airport_report" /> and featured an upgraded flight deck, enhanced interior, and greater wingspan.<ref name="no117">Template:Harvnb</ref> The variant was specifically aimed at Delta Air Lines' pending replacement of its aging Lockheed L-1011 TriStars, and faced competition from the A330-200, a shortened derivative of the Airbus A330.<ref name="no117" /> In March 1997, Delta Air Lines launched the 767-400ER when it ordered the type to replace its L-1011 fleet.<ref name="Boe_767_back" /><ref name="no117" /> In October 1997, Continental Airlines also ordered the 767-400ER to replace its McDonnell Douglas DC-10 fleet.<ref>Template:Harvnb</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The type completed its first flight on October 9, 1999, and entered service with Continental Airlines on September 14, 2000.<ref name="Boe_767_back" />
Dreamliner introductionEdit
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In the early 2000s, cumulative 767 deliveries approached 900, but new sales declined during an airline industry downturn.<ref name=long>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In 2001, Boeing dropped plans for a longer-range model, the 767-400ERX, in favor of the proposed Sonic Cruiser, a new jetliner which aimed to fly 15 percent faster while having comparable fuel costs to the 767.<ref name=sonic>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>Template:Cite journal</ref> The following year, Boeing announced the KC-767 Tanker Transport, a second military derivative of the 767-200ER.<ref name=kc767>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Launched with an order in October 2002 from the Italian Air Force, the KC-767 was intended for the dual role of refueling other aircraft and carrying cargo.<ref name=kc767/> The Japanese government became the second customer for the type in March 2003.<ref name=kc767/> In May 2003, the United States Air Force (USAF) announced its intent to lease KC-767s to replace its aging KC-135 tankers.<ref name=kcxchrono>Template:Cite news</ref><ref name=kc-x>McCarthy, John; Price, Wayne. (March 9, 2010). "Northrop pulls out of tanker bidding war." Florida Today, p. A1</ref> The plan was suspended in March 2004 amid a conflict of interest scandal,<ref name=kcxchrono/> resulting in multiple US government investigations and the departure of several Boeing officials, including Philip Condit, the company's chief executive officer, and chief financial officer Michael Sears.<ref name=kcxstall>Template:Cite news</ref> The first KC-767s were delivered in 2008 to the Japan Self-Defense Forces.<ref name=kc767j/>
In late 2002, after airlines expressed reservations about its emphasis on speed over cost reduction,<ref name=n2009/> Boeing halted development of the Sonic Cruiser.<ref name=n2009>Template:Harvnb</ref> The following year, the manufacturer announced the 7E7, a mid-size 767 successor made from composite materials which promised to be 20 percent more fuel efficient.<ref name=dream>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The new jetliner was the first stage of a replacement aircraft initiative called the Boeing Yellowstone Project.<ref name=n2009/> Customers embraced the 7E7, later renamed 787 Dreamliner, and within two years it had become the fastest-selling airliner in the company's history.<ref name=dream/> 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.<ref name=reprieve>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Subsequently, the 767-300ER was offered to customers affected by 787 delays, including All Nippon Airways and Japan Airlines.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Some aging 767s, exceeding 20 years in age, were also kept in service past planned retirement dates due to the delays.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The first 787s entered service with All Nippon Airways in October 2011, 42 months behind schedule.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Continued productionEdit
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In 2007, the 767 received a production boost when UPS and DHL Aviation placed a combined 33 orders for the 767-300F.<ref>Template:Cite news</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Renewed freighter interest led Boeing to consider enhanced versions of the 767-200 and 767-300F with increased gross weights, 767-400ER wing extensions, and 777 avionics.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Net orders for the 767 declined from 24 in 2008 to just three in 2010.<ref name=Boeing_yearly_orders>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> During the same period, operators upgraded aircraft already in service; in 2008, the first 767-300ER retrofitted with blended winglets from Aviation Partners Incorporated debuted with American Airlines.<ref name=winglets_debut/> The manufacturer-sanctioned winglets, at Template:Convert in height, improved fuel efficiency by an estimated 6.5 percent.<ref name=winglets_debut>Template:Cite journal</ref> Other carriers including All Nippon Airways and Delta Air Lines also ordered winglet kits.<ref>Template:Cite journal</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
On February 2, 2011, the 1,000th 767 rolled out, destined for All Nippon Airways.<ref name=FG_1000th_rollout/> The aircraft was the 91st 767-300ER ordered by the Japanese carrier, and with its completion the 767 became the second wide-body airliner to reach the thousand-unit milestone after the 747.<ref name=FG_1000th_rollout>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The 1,000th aircraft also marked the last model produced on the original 767 assembly line.<ref name=herald/> Beginning with the 1,001st aircraft, production moved to another area in the Everett factory which occupied about half of the previous floor space.<ref name=herald/> The new assembly line made room for 787 production and aimed to boost manufacturing efficiency by over twenty percent.<ref name=herald/>
At the inauguration of its new assembly line, the 767's order backlog numbered approximately 50, only enough for production to last until 2013.<ref name=herald>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Despite the reduced backlog, Boeing officials expressed optimism that additional orders would be forthcoming.<ref name=herald/> On February 24, 2011, the USAF announced its selection of the KC-767 Advanced Tanker, an upgraded variant of the KC-767,<ref name=kc767at>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> for its KC-X fleet renewal program.<ref name=herald/> The selection followed two rounds of tanker competition between Boeing and Airbus parent EADS, and came eight years after the USAF's original 2003 announcement of its plan to lease KC-767s.<ref name=kcxchrono/> The tanker order encompassed 179 aircraft and was expected to sustain 767 production past 2013.<ref name=herald/>
In December 2011, FedEx Express announced a 767-300F order for 27 aircraft to replace its DC-10 freighters, citing the USAF tanker order and Boeing's decision to continue production as contributing factors.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> FedEx Express agreed to buy 19 more of the −300F variant in June 2012.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>Template:Cite news</ref> In June 2015, FedEx said it was accelerating retirements of planes both to reflect demand and to modernize its fleet, recording charges of $276 million (~$Template:Format price in Template:Inflation/year).<ref name="The Wall Street Journal">Template:Cite news</ref> On July 21, 2015, FedEx announced an order for 50 767-300F with options on another 50, the largest order for the type.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> With the announcement FedEx confirmed that it has firm orders for 106 of the freighters for delivery between 2018 and 2023.<ref name="The Wall Street Journal"/> In February 2018, UPS announced an order for 4 more 767-300Fs to increase the total on order to 63.<ref name=UPS2018Order>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
With its successor, the Boeing New Midsize Airplane, that was planned for introduction in 2025 or later, and the 787 being much larger, Boeing could restart a passenger 767-300ER production to bridge the gap.<ref>Template:Cite news</ref> A demand for 50 to 60 aircraft could have to be satisfied.<ref>Template:Cite news</ref> Having to replace its 40 767s, United Airlines requested a price quote for other widebodies.<ref>Template:Cite news</ref> In November 2017, Boeing CEO Dennis Muilenburg cited interest beyond military and freighter uses. However, in early 2018 Boeing Commercial Airplanes VP of marketing Randy Tinseth stated that the company did not intend to resume production of the passenger variant.<ref>Template:Cite news</ref><ref name=Flight5mar2018>Template:Cite news</ref>
In its first quarter of 2018 earnings report, Boeing plans to increase its production from 2.5 to 3 monthly beginning in January 2020 due to increased demand in the cargo market, as FedEx had 56 on order, UPS has four, and an unidentified customer has three on order. This rate could rise to 3.5 per month in July 2020 and 4 per month in January 2021, before decreasing to 3 per month in January 2025 and then 2 per month in July 2025.<ref name=Leeham25apr2018>Template:Cite news</ref> In 2019, unit cost was US$217.9 million for a -300ER, and US$220.3 million for a -300F.<ref name=prices>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Production of the 767 was expected to cease by the end of 2027 due to more stringent emissions and noise limits that will go into effect in 2028.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> However, Template:As of, the US Congress is considering giving Boeing a waiver to continue to produce the 767 freighter for an additional five years. If granted, these aircraft would be restricted to domestic use within the US only. Boeing is widely expected to begin production of 787 Freighter during that extension period.<ref>Template:Cite news</ref>Template:Update after
Continued developmentEdit
767-X (partial double-deck)Edit
Template:See also After the debut of the first stretched 767s, Boeing sought to address airline requests for greater 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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref name="Norris_Wagner_777_p11-13">Template:Harvnb</ref> In 1986, Boeing proposed the 767-X, a revised model with extended wings and a wider cabin, but received little interest.<ref name="Norris_Wagner_777_p11-13" /> The 767-X did not get enough interest from airlines to launch and the model was shelved in 1988 in favor of the Boeing 777.<ref name="Norris_Wagner_777_p11-13" /><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
767-400ERXEdit
In March 2000, Boeing was to launch the 259-seat 767-400ERX with an initial order for three from Kenya Airways with deliveries planned for 2004, as it was proposed to Lauda Air. Increased gross weight and a tailplane fuel tank would have boosted its range by Template:Convert, and GE could offer its Template:Cvt CF6-80C2/G2.<ref name=Flight20march2000>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Rolls-Royce offered its Template:Cvt Trent 600 for the 767-400ERX and the Boeing 747X.<ref name=Flight25July2000>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Offered in July, the longer-range -400ERX would have a strengthened wing, fuselage and landing gear for a 15,000 lb (6.8 t) higher MTOW, up to 465,000 lb (210.92 t). Thrust would rise to Template:Cvt for better takeoff performance, with the Trent 600 or the General Electric/Pratt & Whitney Engine Alliance GP7172, also offered on the 747X. Range would increase by Template:Cvt to Template:Cvt, with an additional fuel tank of Template:Cvt in the horizontal tail. The 767-400ERX would offer the capacity of the Airbus A330-200 with 3% lower fuel burn and costs.<ref name=Boeing26july2000>Template:Cite press release</ref> Boeing cancelled the variant development in 2001.<ref name=sonic/> Kenya Airways then switched its order to the 777-200ER.<ref>Template:Cite news</ref>
767-XF (re-engine)Edit
In October 2019, Boeing was reportedly studying a re-engined 767-XF for entry into service around 2025, based on the 767-400ER with an extended landing gear to accommodate larger General Electric GEnx turbofan engines. The cargo market is the main target, but a passenger version could be a cheaper alternative to the proposed New Midsize Airplane.<ref name=Flight10oct2019>Template:Cite news</ref>
DesignEdit
OverviewEdit
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 (Template:Cvt).<ref name=no22/> Each wing features a supercritical airfoil cross-section and is equipped with six-panel leading edge slats, single- and double-slotted flaps, inboard and outboard ailerons, and six spoilers.<ref name=saver/><ref name=b15>Template:Harvnb</ref> The airframe further incorporates Carbon-fiber-reinforced polymer composite material wing surfaces, Kevlar fairings and access panels, plus improved aluminum alloys, which together reduce overall weight by Template:Convert versus preceding aircraft.<ref name=saver/>
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.<ref name=saver/> The original wing and gear design accommodated the stretched 767-300 without major changes.<ref name=no163/> The 767-400ER features a larger, more widely spaced main gear with 777 wheels, tires, and brakes.<ref name=no119>Template:Harvnb</ref> To prevent damage if the tail section contacts the runway surface during takeoff, 767-300 and 767-400ER models are fitted with a retractable tailskid.<ref name=no119/><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
All passenger Boeing 767 models have full-sized doors at the front and rear of the aircraft.<ref name="767_airport_report" /> Most -200 and -200ER models feature a single overwing exit, though an optional second overwing exit increases maximum capacity from 255 to 290.<ref name="easa">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The 767-300 and 767-300ER typically have either two overwing exits or an additional full-sized mid-cabin door along with a single overwing exit.<ref name="easa" /> A higher-capacity configuration includes the full-sized mid-cabin door a smaller exit door aft the wing, raising the maximum capacity from 290 to 351.<ref name="easa" /> The 767-400ER is configured with the full-sized mid-cabin door a smaller exit door aft the wing.<ref name="easa" /> The 767-300F cargo model has a single exit door on the forward left side of the aircraft.<ref name="easa" />
In addition to shared avionics and computer technology, the 767 uses the same auxiliary power unit, electric power systems, and hydraulic parts as the 757.<ref name=intro>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> A raised cockpit floor and the same forward cockpit windows result in similar pilot viewing angles.<ref>Template:Harvnb</ref> Related design and functionality allows 767 pilots to obtain a common type rating to operate the 757 and share the same seniority roster with pilots of either aircraft.<ref name=no23/><ref>Template:Harvnb</ref>
Flight systemsEdit
The original Boeing 767 flight deck features a two-crew glass cockpit, the first of its kind on a Boeing airliner, developed jointly with the narrow-body 757. This design allows for a common pilot type rating between the two aircraft. The cockpit includes six Rockwell Collins CRT screens that display electronic flight instrument system (EFIS) and engine indication and crew alerting system (EICAS) information, eliminating the need for a flight engineer by enabling pilots to manage monitoring tasks.<ref name="no23" /><ref>Template:Harvnb</ref> These CRT screens replace the traditional electromechanical instruments used in earlier aircraft.<ref name="no23" /> The aircraft's enhanced flight management system, an improvement over early Boeing 747 versions, automates navigation and other functions.<ref name="no23" /> Additionally, an automatic landing system supports CAT IIIb instrument landings in low-visibility conditions.<ref name="saver" /><ref>Young, David (June 17, 1982). "767's maiden O'Hare landing is automatic". Chicago Tribune, p. 3</ref> In 1984, the 767 became the first aircraft to receive FAA certification for CAT IIIb landings, permitting operations with a minimum visibility of Template:Convert.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The 767-400ER further simplifies the cockpit layout with six Rockwell Collins LCD screens, designed for operational similarity with the 777 and 737NG.<ref>Template:Harvnb</ref> To maintain commonality, these LCD screens can be configured to present information in the same format as earlier 767 models.<ref name="f63" /> In 2012, Rockwell Collins introduced a 787-inspired cockpit upgrade for the 767, featuring three landscape-format LCD screens capable of displaying two windows each.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
InteriorEdit
The 767 features a twin-aisle cabin with a typical configuration of six abreast in business class and seven across in economy.<ref name=767_airport_report/> The standard seven abreast, 2–3–2 economy class layout places approximately 87 percent of all seats at a window or aisle.<ref name=kane553>Template:Harvnb</ref> As a result, the aircraft can be largely occupied before center seats need to be filled,<ref name=saver/> and each passenger is no more than one seat from the aisle.<ref name=kane553/> It is possible to configure the aircraft with extra seats for up to an eight abreast configuration,<ref name=767_airport_report/> but this is less common.<ref name=Haenggi_p34>Template:Harvnb</ref>
The 767 interior introduced larger overhead bins and more lavatories per passenger than previous aircraft.<ref name=reshaped/> The bins are wider to accommodate garment bags without folding, and strengthened for heavier carry-on items.<ref name=reshaped>Template:Cite news</ref> A single, large galley is installed near the aft doors, allowing for more efficient meal service and simpler ground resupply.<ref name=reshaped/> Passenger and service doors are an overhead plug type, which retract upwards,<ref name=767_airport_report/> and commonly used doors can be equipped with an electric-assist system.<ref name=saver/>
In 2000, a 777-style interior, known as the Boeing Signature Interior, debuted on the 767-400ER.<ref name=hit>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Subsequently, adopted for all new-build 767s, the Signature Interior features even larger overhead bins, indirect lighting, and sculpted, curved panels.<ref>Template:Harvnb</ref> The 767-400ER also received larger windows derived from the 777.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Older 767s can be retrofitted with the Signature Interior.<ref name=hit/> Some operators have adopted a simpler modification known as the Enhanced Interior, featuring curved ceiling panels and indirect lighting with minimal modification of cabin architecture,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> as well as aftermarket modifications such as the NuLook 767 package by Heath Tecna.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Operational historyEdit
In its first year, the 767 logged a 96.1 percent dispatch rate, which exceeded the industry average for all-new aircraft.<ref name=smooth/> Operators reported generally favorable ratings for the twinjet's sound levels, interior comfort, and economic performance.<ref name=smooth/> Resolved issues were minor and included 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.<ref name=smooth/>
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.<ref name=no163>Template:Harvnb</ref> Ethiopian Airlines placed the first order for the type in December 1982.<ref name=no163/><ref name=Boe_767_back>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Featuring increased gross weight and greater fuel capacity, the extended-range model could carry heavier payloads at distances up to Template:Convert,<ref name=762specs>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> and was targeted at overseas customers.<ref name=Eden_p103/> The 767-200ER entered service with El Al Airline on March 27, 1984.<ref name=Boe_767_back/> The type was mainly ordered by international airlines operating medium-traffic, long-distance flights.<ref name=Eden_p103/> In May 1984, an Ethiopian Airlines 767-200ER set a non-stop record for a commercial twinjet of Template:Cvt from Washington, D.C. to Addis Ababa.<ref>New Flight Record Australian Transport July 1984 page 29</ref>
In the mid-1980s, the 767 and its European rivals, the Airbus A300 and A310, 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.<ref name=no163/><ref name="Simons">Template:Cite book</ref> In 1976, the A300 was the first twinjet to secure permission to fly 90 minutes away from diversion airports, up from 60 minutes.<ref name="haenggi_p38-40">Template:Harvnb</ref> In May 1985, the FAA granted its first approval for 120-minute ETOPS flights to the 767, on an individual airline basis starting with TWA, provided that the operator met flight safety criteria.<ref name="haenggi_p38-40"/> This allowed the aircraft to fly overseas routes at up to two hours' distance from land.<ref name="haenggi_p38-40"/> The 767 burned Template:Cvt less fuel per hour than a Lockheed L-1011 TriStar on the route between Boston and Paris, a huge savings.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The Airbus A310 secured approval for 120-minute ETOPS flights one month later in June.<ref name=AirbusGrips>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The larger safety margins were permitted because of the improved reliability demonstrated by twinjets and their turbofan engines.<ref name="haenggi_p38-40"/> The FAA lengthened the ETOPS time to 180 minutes for CF6-powered 767s in 1989, making the type the first to be certified under the longer duration,<ref name=b49>Template:Harvnb</ref> and all available engines received approval by 1993.<ref>Template:Harvnb</ref> Regulatory approval spurred the expansion of transoceanic flights with twinjet aircraft and boosted the sales of both the 767 and its rivals.<ref name=no163/><ref name=haenggi_p42>Template:Harvnb</ref>
VariantsEdit
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The 767 has been produced in three fuselage lengths.<ref name=767_airport_report/> These debuted in progressively larger form as the Template:Not a typo, Template:Not a typo, and 767-400ER.<ref name=767_airport_report/><ref name=e45>Template:Harvnb</ref> Longer-range variants include the 767-200ER and 767-300ER,<ref name=e45/> while cargo models include the 767-300F, a production freighter,<ref name=k555/> and conversions of passenger 767-200 and 767-300 models.<ref name=faa/>
When referring to different variants, Boeing and airlines often collapse the model number (767) and the variant designator, e.g. –200 or –300, into a truncated form, e.g. "762" or "763".<ref name=aafleet>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Subsequent to the capacity number, designations may append the range identifier,<ref name=aafleet/><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> though -200ER and -300ER are company marketing designations and not certificated as such.<ref name=faa>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The International Civil Aviation Organization (ICAO) aircraft type designator system uses a similar numbering scheme, but adds a preceding manufacturer letter;<ref name=ICAOcode/> all variants based on the 767-200 and 767-300 are classified under the codes "B762" and "B763"; the 767-400ER receives the designation of "B764".<ref name=ICAOcode>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
767-200Edit
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The 767-200 was the original model and entered service with United Airlines in 1982.<ref name=Eden_p102/> The type has been used primarily by mainline U.S. carriers for domestic routes between major hub centers such as Los Angeles to Washington.<ref name=Eden_p102/><ref name="davies89"/> The 767-200 was the first aircraft to be used on transatlantic ETOPS flights, beginning with TWA on February 1, 1985, under 90-minute diversion rules.<ref name="haenggi_p38-40"/><ref name=davies89/> Deliveries for the variant totaled 128 aircraft.<ref name=767_O_D_summ/> There were 52 examples of the model in commercial service Template:As of, almost entirely as freighter conversions.<ref name=FI_Airlines_2018>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The type's competitors included the Airbus A300 and A310.<ref name=Becher_p175>Template:Harvnb</ref>
The 767-200 was produced until 1987 when production switched to the extended-range 767-200ER.<ref name=no163/> Some early 767-200s were subsequently upgraded to extended-range specification.<ref name=davies89/> In 1998, Boeing began offering 767-200 conversions to 767-200SF (Special Freighter) specification for cargo use,<ref name=762SF>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> and Israel Aerospace Industries has been licensed to perform cargo conversions since 2005.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The conversion process entails the installation of a side cargo door, strengthened main deck floor, and added freight monitoring and safety equipment.<ref name=faa/> The 767-200SF was positioned as a replacement for Douglas DC-8 freighters.<ref name=762SF/>
767-2CEdit
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A commercial freighter version of the Boeing Template:Not a typo with wings from the -300 series and an updated flightdeck was first flown on December 29, 2014.<ref name=ff2c>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> A military tanker variant of the Boeing 767-2C is developed for the USAF as the KC-46.<ref name=ff2c/> Boeing is building two aircraft as commercial freighters which will be used to obtain Federal Aviation Administration certification, a further two Boeing 767-2Cs will be modified as military tankers.<ref name=ff2c/> Template:As of, Boeing does not have customers for the freighter.<ref name=ff2c/>
767-200EREdit
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The 767-200ER was the first extended-range model and entered service with El Al in 1984.<ref name=Boe_767_back/> The type's increased range is due to extra fuel capacity and higher maximum takeoff weight (MTOW) of up to Template:Cvt.<ref name=no163/><ref name=762specs/> The additional fuel capacity is accomplished by using the center tank's dry dock to carry fuel. The non-ER variant's center tank is what is called cheek tanks; two interconnected halves in each wing root with a dry dock in between. The center tank is also used on the -300ER and -400ER variants.<ref>Template:Cite book</ref>Template:Rp
This version was originally offered with the same engines as the Template:Not a typo, while more powerful Pratt & Whitney PW4000 and General Electric CF6 engines later became available.<ref name="no163" /> The 767-200ER was the first 767 to complete a non-stop 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 Template:Cvt.<ref name="Eden_p102" /> The 767-200ER has been acquired by international operators seeking smaller wide-body aircraft for long-haul routes such as New York to Beijing.<ref name="Eden_p102" /><ref name="762specs" /> Deliveries of the type totaled 121 with no unfilled orders.<ref name="767_O_D_summ" /> As of July 2018, 21 examples of passenger and freighter conversion versions were in airline service.<ref name="FI_Airlines_2018" /> The type's main competitors of the time included the Airbus A300-600R and the A310-300.<ref name="Eden_p104" />
767-300Edit
The Template:Not a typo, the first stretched version of the aircraft, entered service with Japan Airlines in 1986.<ref name=Boe_767_back/> The type features a Template:Convert fuselage extension over the Template:Not a typo, achieved by additional sections inserted before and after the wings, for an overall length of Template:Cvt.<ref name=no163/> Reflecting the growth potential built into the original 767 design, the wings, engines, and most systems were largely unchanged on the Template:Not a typo.<ref name=no163/> An optional mid-cabin exit door is positioned ahead of the wings on the left,<ref name=767_airport_report/> while more powerful Pratt & Whitney PW4000 and Rolls-Royce RB211 engines later became available.<ref name=Eden_p104/> The 767-300's increased capacity has been used on high-density routes within Asia and Europe.<ref>Template:Harvnb</ref> The 767-300 was produced from 1986 until 2000. Deliveries for the type totaled 104 aircraft with no unfilled orders remaining.<ref name=767_O_D_summ/> The type's main competitor was the Airbus A300.<ref name=Eden_p104/>
767-300EREdit
The 767-300ER, the extended-range version of the Template:Not a typo, entered service with American Airlines in 1988.<ref name=Boe_767_back/> The type's increased range was made possible by greater fuel tankage and a higher MTOW of Template:Cvt.<ref name=Eden_p104/> Design improvements allowed the available MTOW to increase to Template:Cvt by 1993.<ref name=Eden_p104/> Power is provided by Pratt & Whitney PW4000, General Electric CF6, or Rolls-Royce RB211 engines.<ref name=Eden_p104/> The 767-300ER comes in three exit configurations: the baseline configuration has four main cabin doors and four over-wing window exits, the second configuration has six main cabin doors and two over-wing window exits; and the third configuration has six main cabin doors, as well as two smaller doors that are located behind the wings.<ref name="767_airport_report" /> Typical routes for the type include New York to Frankfurt.<ref name=763specs/>
The combination of increased capacity and range for the -300ER has been particularly attractive to both new and existing 767 operators.<ref name=e45/> It is the most successful 767 version, with more orders placed than all other variants combined.<ref name=300ER>Template:Harvnb</ref> Template:As of, 767-300ER deliveries stand at 583 with no unfilled orders.<ref name=767_O_D_summ/> There were 376 examples in service Template:As of.<ref name=FI_Airlines_2018 /> The type's main competitor is the Airbus A330-200.<ref name=FlugA330-200>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> At its 1990s peak, a new 767-300ER was valued at $85 million, dipping to around $12 million in 2018 for a 1996 build.<ref>Template:Cite news</ref>
767-300FEdit
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The 767-300F, the production freighter version of the 767-300ER, entered service with UPS Airlines in 1995.<ref>Template:Harvnb</ref> The 767-300F can hold up to 24 standard Template:Convert pallets on its main deck and up to 30 LD2 unit load devices on the lower deck,<ref name=767_airport_report/> with a total cargo volume of Template:Convert.<ref name=763Fspecs>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The freighter has a main deck cargo door and crew exit,<ref name=k555>Template:Harvnb</ref> while the lower deck features two starboard-side cargo doors and one port-side cargo door.<ref name=767_airport_report/> A general market version with onboard freight-handling systems, refrigeration capability, and crew facilities was delivered to Asiana Airlines on August 23, 1996.<ref name=Eden_p105/> Template:As of, 767-300F deliveries stand at 161 with 61 unfilled orders.<ref name=767_O_D_summ/> Airlines operated 222 examples of the freighter variant and freighter conversions in July 2018.<ref name=FI_Airlines_2018 />
Template:AnchorConverted freightersEdit
In June 2008, All Nippon Airways took delivery of the first 767-300BCF (Boeing Converted Freighter), a modified passenger-to-freighter model.<ref name="bcf">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The conversion work was performed in Singapore by ST Aerospace Services, the first supplier to offer a 767-300BCF program,<ref name="bcf" /> and involved the addition of a main deck cargo door, strengthened main deck floor, and additional freight monitoring and safety equipment.<ref name="faa" />
Israel Aerospace Industries offers a passenger-to-freighter conversion program called the 767-300BDSF (BEDEK Special Freighter). Wagner Aeronautical also offers a passenger-to-freighter conversion program for Template:Not a typo series aircraft.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
767-400EREdit
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The 767-400ER, the first Boeing wide-body jet resulting from two fuselage stretches,<ref>Template:Harvnb</ref> entered service with Continental Airlines in 2000.<ref name=Boe_767_back/> The type features a Template:Convert stretch over the Template:Not a typo, for a total length of Template:Convert.<ref>Template:Harvnb</ref> The wingspan is also increased by Template:Convert through the addition of raked wingtips.<ref name=Eden_p105/> The exit configuration uses six main cabin doors and two smaller exit doors behind the wings, similar to certain 767-300ERs.<ref name="767_airport_report" /> Other differences include an updated cockpit, redesigned landing gear, and 777-style Signature Interior.<ref>Template:Harvnb</ref> Power is provided by uprated General Electric CF6 engines.<ref name=faa/>
The FAA granted approval for the 767-400ER to operate 180-minute ETOPS flights before it entered service.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Because its fuel capacity was not increased over preceding models, the 767-400ER has a range of Template:Convert,<ref name=764specs>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> less than previous extended-range 767s.<ref name=long/> No 767-400 (non-extended range) version was developed.
The longer-range 767-400ERX was offered in July 2000<ref name=Boeing26july2000/> before being cancelled a year later,<ref name=sonic/> leaving the 767-400ER as the sole version of the largest 767.<ref name=f63>Template:Harvnb</ref> Boeing dropped the 767-400ER and the -200ER from its pricing list in 2014.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
A total of 37 767-400ERs were delivered to the variant's two airline customers, Continental Airlines (now merged with United Airlines as of 2010) and Delta Air Lines, with no unfilled orders.<ref name=767_O_D_summ/> All 37 examples of the -400ER were in service in July 2018.<ref name=FI_Airlines_2018 /> One additional example was produced as a military testbed for cancelled E-10, and later sold to Bahrain as a VIP transport.<ref name=vip764>Template:Cite journal</ref> The type's closest competitor is the Airbus A330-200.<ref name=Flug767-400>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Military and governmentEdit
Versions of the 767 serve in a number of military and government applications, with responsibilities ranging from airborne surveillance and refueling to cargo and VIP transport. Several military 767s have been derived from the 767-200ER,<ref>Template:Harvnb</ref><ref name=ap_20070212/> the longest-range version of the aircraft.<ref name=762specs/><ref name=k555/>
- Airborne Surveillance Testbed – the Airborne Optical Adjunct (AOA) was modified from the prototype 767-200 for a United States Army program, under a contract signed with the Strategic Air Command in July 1984.<ref name=gao>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref> Intended to evaluate the feasibility of using airborne optical sensors to detect and track hostile intercontinental ballistic missiles, the modified aircraft first flew on August 21, 1987.<ref name="Janes89">Template:Harvnb</ref> Alterations included a large "cupola" or hump on the top of the aircraft from above the cockpit to just behind the trailing edge of the wings,<ref name=gao/> and a pair of ventral fins below the rear fuselage.<ref name="Janes89"/> Inside the cupola was a suite of infrared seekers used for tracking theater ballistic missile launches.<ref name="Becher_p183-4">Template:Harvnb</ref> The aircraft was later renamed as the Airborne Surveillance Testbed (AST).<ref>Template:Harvnb</ref> Following the end of the AST program in 2002, the aircraft was retired for scrapping.<ref name=ast>Chism, Neal (March 20, 2006) "Correspondence: Save the First Boeing 767". Aviation Week & Space Technology, Volume 164, Issue 12, pp. 6–8</ref>
- E-767 – the Airborne Early Warning and Control (AWACS) platform for the Japan Self-Defense Forces; it is essentially the Boeing E-3 Sentry mission package on a 767-200ER platform.<ref name=b39>Template:Harvnb</ref> E-767 modifications, completed on 767-200ERs flown from the Everett factory to Boeing Integrated Defense Systems in Wichita, Kansas, include strengthening to accommodate a dorsal surveillance radar system, engine nacelle alterations, as well as electrical and interior changes.<ref name=poise>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref> Japan operates four E-767s. The first E-767s were delivered in March 1998.<ref name=aw33>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
- KC-767 Tanker Transport – the 767-200ER-based aerial refueling platform operated by the Italian Air Force (Aeronautica Militare),<ref>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref> and the Japan Self-Defense Forces.<ref name=kc767j/> Modifications conducted by Boeing Integrated Defense Systems include the addition of a fly-by-wire refueling boom, strengthened flaps, and optional auxiliary fuel tanks, as well as structural reinforcement and modified avionics.<ref name=kc767/> The four KC-767Js ordered by Japan have been delivered.<ref name=kc767j>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The Aeronautica Militare received the first of its four KC-767As in January 2011.<ref name=kc767a>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
- KC-767 Advanced Tanker – the 767-200ER-based aerial tanker developed for the USAF KC-X tanker competition.<ref name="kc-x"/> It is an updated version of the KC-767, originally selected as the USAF's new tanker aircraft in 2003, designated KC-767A,<ref name=DoD_4120>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref> and then dropped amid conflict of interest allegations.<ref name="kc-x"/> The KC-767 Advanced Tanker is derived from studies for a longer-range cargo version of the 767-200ER,<ref name=ap_20070212>Template:Cite news</ref><ref name="boeing_KC-767Adv">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> and features a fly-by-wire refueling boom, a remote vision refueling system, and a 767-400ER-based flight deck with LCD screens and head-up displays.<ref name=kc767at/>
- KC-46 Pegasus – a 767-based tanker, not derived from the KC-767, awarded as part of the KC-X contract for the USAF.<ref name=herald/>
- Tanker conversions – the 767 MMTT or Multi-Mission Tanker Transport is a 767-200ER-based aircraft operated by the Colombian Air Force (Fuerza Aérea Colombiana) and modified by Israel Aerospace Industries.<ref name=mmtt>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref> In 2013, the Brazilian Air Force ordered two 767-300ER tanker conversions from IAI for its KC-X2 program.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
- E-10 MC2A – the Northrop Grumman E-10 was to be a 767-400ER-based replacement for the USAF's 707-based E-3 Sentry AWACS, Northrop Grumman E-8 Joint STARS, and RC-135 SIGINT aircraft.<ref name=e10>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref> The E-10 would have included an all-new AWACS system, with a powerful active electronically scanned array (AESA) that was also capable of jamming enemy aircraft or missiles.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> One 767-400ER aircraft was built as a testbed for systems integration, but the program was terminated in January 2009 and the prototype was later sold to Bahrain as a VIP transport.<ref name=vip764/>
OperatorsEdit
{{#invoke:Labelled list hatnote|labelledList|Main article|Main articles|Main page|Main pages}} In July 2018, 742 aircraft were in airline service: 73 -200s, 632 -300, and 37 -400ER with 65 -300F on order; the largest operators are Delta Air Lines (77), FedEx (60; largest cargo operator), UPS Airlines (59), United Airlines ({{#expr:35+16}}), Japan Airlines (35), All Nippon Airways (34).<ref name=FI_Airlines_2018 />Template:Update inline
The largest 767 customers by orders placed are FedEx Express (150), Delta Air Lines (117), All Nippon Airways (96), American Airlines (88), and United Airlines (82).<ref name=O_D_summ/><ref name=767_O_D_summ/> Delta and United are the only customers of all -200, -300, and -400ER passenger variants.<ref name=767_O_D_summ/> In July 2015, FedEx placed a firm order for 50 Boeing 767 freighters with deliveries from 2018 to 2023.<ref>Template:Cite news</ref> The type's competitors included the Airbus A300 and A310.<ref name=Becher_p175/>
Orders and deliveriesEdit
| Year | Total | 2025 | 2024 | 2023 | 2022 | 2021 | 2020 | 2019 | 2018 |
|---|---|---|---|---|---|---|---|---|---|
| Orders | 1,430 | – | 23 | 30 | 31 | 65 | 11 | 26 | 40 |
| Deliveries | 1,329 | 8 | 18 | 32 | 33 | 32 | 30 | 43 | 27 |
| Year | 2017 | 2016 | 2015 | 2014 | 2013 | 2012 | 2011 | 2010 | 2009 | 2008 | 2007 | 2006 | 2005 | 2004 | 2003 | 2002 | 2001 | 2000 | 1999 | 1998 |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Orders | 15 | 26 | 49 | 4 | 2 | 22 | 42 | 3 | 7 | 24 | 36 | 10 | 19 | 8 | 11 | 8 | 40 | 9 | 30 | 38 |
| Deliveries | 10 | 13 | 16 | 6 | 21 | 26 | 20 | 12 | 13 | 10 | 12 | 12 | 10 | 9 | 24 | 35 | 40 | 44 | 44 | 47 |
| Year | 1997 | 1996 | 1995 | 1994 | 1993 | 1992 | 1991 | 1990 | 1989 | 1988 | 1987 | 1986 | 1985 | 1984 | 1983 | 1982 | 1981 | 1980 | 1979 | 1978 |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Orders | 79 | 43 | 22 | 17 | 54 | 21 | 65 | 52 | 100 | 83 | 57 | 23 | 38 | 15 | 20 | 2 | 5 | 11 | 45 | 49 |
| Deliveries | 42 | 43 | 37 | 41 | 51 | 63 | 62 | 60 | 37 | 53 | 37 | 27 | 25 | 29 | 55 | 20 | – | – | – | – |
Boeing 767 orders and deliveries (cumulative, by year):
<timeline>
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- Template:Legend inline Template:Legend inline — Template:As of<ref name="O_D_summ">{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref><ref name="767_O_D_summ">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref name=Boeing_yearly_orders/><ref name="Boeing_recent_orders">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref name="Boeing_current_year_deliveries">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref name="Boe_O_D_search">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Model summaryEdit
| Model Series | ICAO code<ref name=ICAOcode/> | Orders | Deliveries | Unfilled orders |
|---|---|---|---|---|
| 767-200 | B762 | 128 | 128 | — |
| 767-200ER | B762 | 121 | 121 | — |
| 767-2C (KC-46) | B762 | 168 | 98 | 70 |
| 767-300 | B763 | 104 | 104 | — |
| 767-300ER | B763 | 583 | 583 | — |
| 767-300F | B763 | 288 | 257 | 31 |
| 767-400ER | B764 | 38 | 38 | — |
| Total | 1,430 | 1,329 | 101 | |
- Data Template:As of.<ref name=O_D_summ/><ref name=767_O_D_summ/>
Accidents and incidentsEdit
Template:As of, the Boeing 767 has been in 67 aviation occurrences,<ref name=ASN_767_occur>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> including 19 hull-loss accidents.<ref name="ASN_767_hull-losses">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Eleven fatal crashes, including seven hijackings, have resulted in a total of 854 occupant fatalities.<ref name="ASN_767_hull-losses"/><ref name=ASN_767_stats>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
AccidentsEdit
The airliner's first fatal crash, Lauda Air Flight 004, occurred near Bangkok 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. As a result of this accident, all 767 thrust reversers were deactivated until a redesign was implemented.<ref>Template:Cite news</ref> Investigators determined that an electronically controlled valve, common to late-model Boeing aircraft, was to blame.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> A new locking device was installed on all affected jetliners, including 767s.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
On October 31, 1999, EgyptAir Flight 990, a 767-300ER, crashed off Nantucket, Massachusetts, in international waters killing all 217 people on board.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The United States National Transportation Safety Board (NTSB) concluded "not determined", but determined the probable cause to be a deliberate action by the first officer; the Egyptian government disputed this conclusion.<ref>Template:Cite news</ref>
On April 15, 2002, Air China Flight 129, a 767-200ER, crashed into a hill amid inclement weather while trying to land at Gimhae International 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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> This was the deadliest plane crash in South Korea at the time.<ref>Template:Cite news</ref>
On February 23, 2019, Atlas Air Flight 3591, a Boeing 767-300ERF air freighter operating for Amazon Air, crashed into Trinity Bay near Houston, Texas, while on descent into George Bush Intercontinental Airport; both pilots and the single passenger were killed. The cause was attributed to pilot error and spatial disorientation.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
- Hull losses
On November 1, 2011, LOT Polish Airlines Flight 16, a 767-300ER, safely landed at Warsaw Chopin Airport in Warsaw, Poland, after a mechanical failure of the landing gear forced an emergency landing with the landing gear retracted. There were no injuries, but the aircraft involved was damaged and written off.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref name="circuit" /><ref name="checklist">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> At the time aviation analysts speculated that it may have been the first instance of a complete landing gear failure in the 767's service history.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Subsequent investigation determined that while a damaged hose had disabled the aircraft's primary landing gear extension system, an otherwise functional backup system was inoperative due to an accidentally deactivated circuit breaker.<ref name="circuit">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref name="checklist" />
On October 29, 2015, Dynamic Airways Flight 405, a 767-200ER, caught fire while taxiing to the runway at Hollywood International Airport. There were no fatalities, but 22 people were injured, 1 of them seriously. The aircraft was written off.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
On October 28, 2016, American Airlines Flight 383, a 767-300ER with 161 passengers and 9 crew members, aborted takeoff at Chicago O'Hare Airport following an uncontained failure of the right GE CF6-80C2 engine.<ref>Template:Cite news</ref> The engine failure, which hurled fragments over a considerable distance, caused a fuel leak, resulting in a fire under the right wing.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Fire and smoke entered the cabin. All passengers and crew evacuated the aircraft, with 20 passengers and one flight attendant sustaining minor injuries using the evacuation slides.<ref>Template:Cite news</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
- Hijackings
The 767 has been involved in six hijackings, three resulting in loss of life,<ref name=ASN_767_occur/> for a combined total of 282 occupant fatalities.<ref name=ASN_767_stats/> On November 23, 1996, Ethiopian Airlines Flight 961, a 767-200ER, was hijacked and crash-landed in the Indian Ocean near the Comoro Islands after running out of fuel, killing 125 out of the 175 persons on board;<ref name=ey961>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> this was a rare example of occupants surviving a land-based aircraft ditching on water.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Two 767s were involved in the September 11 attacks on the World Trade Center in 2001, 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 Template:Not a typo, crashed into the South Tower, with the death of all 65 on board. In addition, more than 2,600 people were killed in the towers or on the ground.<ref>Template:Cite news</ref> A failed shoe bomb attempt in December 2001 involved an American Airlines 767-300ER.<ref name=NYTimes_Shoe_Bomber_sentenced>Template:Cite news</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
IncidentsEdit
The 767's first incident was Air Canada Flight 143, a Template:Not a typo, on July 23, 1983. The airplane ran out of fuel at an altitude of about 41,000 feet. Eventually, the pilots had to glide with both engines out for almost Template:Convert to an emergency landing at Gimli, Manitoba, Canada. 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.<ref name=ASN_767_Gimli_Glider>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> This aircraft was nicknamed "Gimli Glider" after its landing site. The aircraft, registered as C-GAUN, continued flying for Air Canada until its retirement in January 2008.<ref name="gimli">Template:Cite news</ref>
In January 2014, the U.S. Federal Aviation Administration issued a directive that ordered inspections of the elevators on more than 400 767s beginning in March 2014; the focus was on fasteners and other parts that can fail and cause the elevators to jam. The issue was first identified in 2000 and has been the subject of several Boeing service bulletins. The inspections and repairs are required to be completed within six years.<ref>[1] Pasztor, Andy. FAA orders safety checks on Boeing 767s. The Wall Street Journal, January 27, 2014, p. B3</ref> The aircraft has also had multiple occurrences of "uncommanded escape slide inflation" during maintenance or operations,<ref>"FAA Proposes Fixes to Boeing 767 Emergency Escape Slides". The Wall Street Journal</ref> and during flight.<ref>[2]. St. Petersburg Times</ref><ref>"Evacuation slide deploys midair on United flight". CNN, July 1, 2014</ref> In late 2015, the FAA issued a preliminary directive to address the issue.<ref>FAA Targets 767 Escape Slides That Deploy When They Aren't Supposed To (Skift)</ref>
Aircraft on displayEdit
As new 767 variants roll off the assembly line, older series models have been retired and converted to cargo use, stored, or scrapped. One complete aircraft, N102DA, is the first Template:Not a typo to operate for Delta Air Lines and the twelfth example built.<ref>Template:Harvnb</ref><ref name=spirit/> It was retired from airline service in February 2006 after being repainted back to its original 1982 Delta widget livery and given a farewell tour. It was then put on display at the Delta Flight Museum in the Delta corporate campus at the edge of Hartsfield–Jackson Atlanta International Airport. "The Spirit of Delta" is on public display as of 2022.<ref name=spirit>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
In 2013 a Brazilian entrepreneur purchased a 767-200 that had operated for the now-defunct carrier Transbrasil under the registration PT-TAC. The aircraft, which was sold at a bankruptcy auction, was placed on outdoor display in Taguatinga as part of a proposed commercial development. Template:As of, however, the development has not come to fruition. The aircraft is devoid of engines or landing gear and has deteriorated due to weather exposure and acts of vandalism but remains publicly accessible to view.<ref name="medi_Ahis">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
SpecificationsEdit
Below is an organized chart composed of the variants of the 767 and their specifications.
| Variant | 767-200 | 767-200ER | 767-300 | 767-300ER/F | 767-400ER | ||
|---|---|---|---|---|---|---|---|
| Cockpit crew | Two | ||||||
| citation | CitationClass=web
}}</ref> |
174 (15Template:Abbr, 40Template:Abbr, 119Template:Abbr) | 210 (18F, 42J, 150Y) | 243 (16F, 38J, 189Y) | |||
| 2-class seats<ref name=acap-seats/> | 214 (18J, 196Y) | 261 (24J, 237Y) | 296 (24J, 272Y) | ||||
| citation | CitationClass=web
}}</ref>) |
245YTemplate:Efn (290)Template:Efn | 290YTemplate:Efn (351)Template:Efn | 409YTemplate:Efn (375)Template:Efn | |||
| Cargo<ref name=acap-weights/> | 3,070 cu ft (86.9 m3) | 4,030 cu ft (114.1 m3)Template:Efn | 4,905 cu ft (138.9 m3) | ||||
| Template:Abbr<ref name=767_airport_report>{{#invoke:citation/CS1|citation | CitationClass=web
}}</ref>Template:Rp |
22 LD2s | 30 LD2s | 38 LD2s | |||
| citation | CitationClass=web
}}</ref> |
159 ft 2 in (48.51 m) | 180 ft 3 in (54.94 m) | 201 ft 4 in (61.37 m) | |||
| Wingspan<ref name=acap-size/> | 156 ft 1 in (47.57 m) | 170 ft 4 in (51.92 m) | |||||
| Wing | 3,050 sq ft (283.3 m2), 31.5° sweepback<ref name=civilJetAircraftDesign>{{#invoke:citation/CS1|citation | CitationClass=web
}}</ref> |
citation | CitationClass=web
}}</ref> | |||
| Fuselage | Exterior: 17 ft 9 in (5.41 m) height, 16 ft 6 in (5.03 m) width;<ref name=acap-size/> Cabin width: 186 in (4.72 m)<ref name=767_airport_report/>Template:Rp | ||||||
| MTOW<ref name=acap-weights>{{#invoke:citation/CS1|citation | CitationClass=web
}}</ref> |
315,000 lb (142.9 t) | 395,000 lb (179.2 t) | 350,000 lb (158.8 t) | 412,000 lb (186.9 t) | 450,000 lb (204.1 t) | |
| Max. payload<ref name=acap-weights/> | Template:Cvt | Template:Cvt | Template:Cvt | Template:Cvt -300F: Template:Cvt |
Template:Cvt | ||
| OEW<ref name=acap-weights/> | 176,650 lb (80.1 t) | 181,610 lb (82.4 t) | 189,750 lb (86.1 t) | 198,440 lb (90 t)Template:Efn | 229,000 lb (103.9 t) | ||
| Fuel capacity<ref name=acap-weights/> | std-ER: 16,700–24,140 US gal (63.2–91.4 m3) [111,890–161,740 lb (50.8–73.4 t)] | ||||||
| citation | CitationClass=web
}}</ref> |
Template:CvtTemplate:Efn<ref name=767_airport_report/>Template:Rp | 6,590 nmi (12,200 km; Template:Cvt)Template:Efn |
Template:CvtTemplate:Efn<ref name=767_airport_report/>Template:Rp | 5,980 nmi (11,070 km; Template:Cvt)Template:EfnTemplate:Efn |
5,625 nmi (10,415 km; Template:Cvt)Template:Efn | |
| Cruise speed | Long range-Maximum: Template:Cvt at altitude of Template:Cvt<ref name=civilJetAircraftDesign/> | ||||||
| Ceiling | Template:Cvt<ref name="rgl.faa.gov"/> | ||||||
| TakeoffTemplate:Efn<ref name=767specs/> | Template:Cvt<ref name=767_airport_report/>Template:Rp | 8,150 ft (2,480 m) | Template:Cvt<ref name=767_airport_report/>Template:Rp | 8,700 ft (2,650 m) | 10,800 ft (3,290 m) | ||
| Engines (×2)<ref name=acap-weights/> | JT9D / PW4000 / CF6 | JT9D / PW4000 / CF6 / RB211 | PW4000 / CF6 / RB211 | CF6 / PW4000 | |||
| Thrust (×2)<ref name=acap-weights/> | Template:Cvt | Template:Cvt | Template:Cvt | Template:Cvt | Template:Cvt | ||
See alsoEdit
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NotesEdit
ReferencesEdit
SourcesEdit
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External linksEdit
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Template:Boeing 757/767 family Template:Boeing airliners Template:Boeing 7x7 timeline Template:Boeing model numbers