Boeing 767

The Boeing 767 is an American mid-size, wide-body twinjet airliner produced by Boeing’s Commercial Airplanes division.

The 767 can carry between 181 and 245 passengers in a standard three-class configuration and has a range of 5,200 to 6,590 nautical miles (9,400 to 12,200 km) depending on variant. It entered into service in 1982.

Design and development

The Boeing 767, a wide-body jet, was introduced at around the same time as the 757, its narrowbody sister, in 1981-1982. Prior to production, it was referred to as the 7X7.[3] With the 707 aging, Boeing decided to offer a mid-size aircraft to fit in between the 727/737/757 and the 747. The 767 has a fuselage width of 15 ft 6 in (472.44 cm) that is midway between the two other aircraft.

The 767 was designed using engines used on the 747 with wings sized to match. The wings were larger and provided longer range than the initial customers wanted. However, the larger wings only increased fuel usage slightly and provided better takeoff and landing performance. Boeing designed the 767 with enough range to fly across North America and across the north Atlantic.

The 767 has an outer fuselage diameter of just 198 inches, narrower than most other wide-body airliners. On the upside, this offers a twin aisle configuration of 2+3+2 in economy with the most common business configuration of 2+2+2. It is possible in some charter configurations to squeeze an extra seat for a 2+4+2 configuration, however the seats are very narrow and this is not common. The 767 has a seat-to-aisle ratio in economy class of an efficient 3.5 seats per aisle, making for quicker food service and quicker exit of the plane than many other jetliners, which typically have between four and six seats per aisle in economy class.

On the downside, the relatively narrow fuselage means that the 767 cannot carry freight in Unit Load Devices which are standard in practically all other wide-body jets: namely, LD6s, LD11s, and (unless with significant fuselage space wastages) LD3s. Instead the smaller LD2s and LD8s are specially designed for use by the 767. Indeed, one of the design requirements of the 767’s replacement, the Boeing 787, was for it to use the LD3/6/11 family of ULDs to solve the wasted volume issue.

The flight decks of the Boeing 757 and 767 are very similar and as a result, after a short conversion course, pilots rated in the 757 are also qualified to fly the 767 and vice versa. The 767 was approved for U.S. CAT IIIb operation in March 1984. This revision permitted operations with minimums as low as RVR 300 (Runway Visual Range 300 feet). It was the first aircraft certificated for CAT IIIb by the U.S.

Newer 767-200s and 767-300s, as well as all 767-400ERs, feature a 777-style cabin interior, also known as the “Boeing Signature Interior”. The 767-400ER also features larger windows exactly like those found on the 777. All new 767s built feature the Signature Interior, and it is also available as a retrofit for older 767s.

In the late 1980s, Boeing proposed a stretched version of the 767, then a partial double deck version with parts of a 757 fuselage
built over the aft (rear) fuselage.These concepts were not accepted and Boeing shifted to an all new airliner that would become the 777. Boeing would later develop a stretched 767 version in the form of the 767-400ER in the late 1990s.

In addition to the Boeing Signature Interior retrofit option, a simpler mod known as the “Boeing 767 Enhanced Interior” is available. This retrofit borrows styling elements from the Boeing Signature Interior; however, the outer section overhead bins are traditional-style shelf bins rather than the 777-style pivot bins.

The 767 sold very well in from late 1980s to the late 1990s, with a decrease during the recession in the early 1990s. After strong sales in 1997, sales have declined significantly, due to the economic recession of the early 2000s, increased competition from Airbus, and the recent emergence of a direct replacement program, the Boeing 787. Boeing has kept the line open due to KC-767 tanker program, which use the 767 airframe. In early 2007, United Parcel Service and DHL have prolonged the 767’s production with orders for 767-300 freighters of 27 and 6, respectively.

The renewed interest in the 767-300 freighter has Boeing considering enhanced versions of the 767-200 and 767-300 freighter, with
increased gross weights, 767-400ER wing technology, and 777-200 avionics.
Boeing sees the advanced 767-200F and 767-300F as complementing the 777F,
and allowing Boeing to compete more effectively against the A330-200F,
which is larger than the proposed 767-200F and 767-300F, but smaller than
the 777F.

As of July 2007, the Boeing 767 has 1011 orders, with
953 of those delivered. Delta Air Lines is currently the world’s largest
767 operator, with approximately 102 planes, including the 767-300, 767-300ER,
and 767-400ER. Hartsfield-Jackson Atlanta International Airport, their
hub, has the highest number of Boeing 767 operations in the world.

Variants

There are three variants of the 767, which were launched
on three separate occasions. Although there are a total of three variants,
several versions have been produced.

767-200

The first model of the 767, was launched in 1978 and entered
service with United Airlines in 1982. This model is used mainly for continental
routes such as New York City to Los Angeles. The 767-200 typically is
outfitted with 181 seats in a 3-class layout or 224 in a 2-class layout.
All -200 models have a capacity limit of 255 due to exit-door limitations.
An additional exit door can be specified when the aircraft is ordered
to allow for up to 290 seats in a high capacity all Coach (30 in pitch
2+4+2) layout.

The 767-200ER extended-range variant
first delivered to El Al in 1984. It became the first 767 to complete
a nonstop transatlantic journey, and broke the flying distance record
for twinjet airliners several times. Although the 767-200ER has no direct
replacement, it is expected to be replaced indirectly in Boeing’s lineup
by the 787-8.

As of December 2006, total orders for -200/200ER stand
at 249 of which 128 are for the -200 (all delivered), and 121 for the
-200ER (118 delivered).

The 767-300 is lengthened 767 ordered by Japan Airlines
in 1983. It first flew on January 14, 1986, and was delivered to JAL on
September 25.

The 767-300ER is the extended-range version
of the -300. It first flew in 1986 and received its first commercial orders
when American Airlines purchased several in 1987. The aircraft entered
service with AA in 1988. In 1995, EVA Air used a 767-300ER to inaugurate
the first transpacific 767 service. The -300ER has a minimum takeoff run
of around 6,000 ft (1,825 m), and a maximum of 7,900 ft (2,400 m). The
767-300ER can be retrofitted with blended winglets from Aviation Partners
Boeing.

The 767-300F is the air freight version
of the 767-300ER, first ordered by United Parcel Service in 1993 and delivered
in 1995. Due to its unique fuselage width of 15 ft 6 in, it is unable
to carry ordinary Unit Load Devices, and instead has to use specially
designed air freight containers and pallets. This model has three doors
on the maindeck plus two on the lower deck. Of the three doors on top,
two are at the front, and one is at the rear right side. The two lower
doors comprise of one at the right front and one at the rear left.

In October 2007, All Nippon Airways (ANA) sent one of
its Boeing 767-381 (JA8286) to ST Aviation Services Co., to undergo the
world’s first 767 PTF (Passenger To Freighter) program. The conversion
is scheduled to be completed in June 2008 and thereafter the plane will
be designated as a Boeing 767-381 BCF, or “Boeing Converted Freighter”.

As of December 2006, total orders for the -300/300ER/300F
stand at 688, of which 104 are for the -300 (104 delivered), 534 are for
the -300ER (514 delivered), and 50 are for the -300F (46 delivered). Total
deliveries for the -300 variants are 664. The 767-300 is expected to be
replaced by the 787-8 in Boeing’s lineup.

767-400ER

This final extended variant was launched in 1997 on an
order for Delta Air Lines and Continental Airlines to replace their aging
Lockheed L-1011 and McDonnell Douglas DC-10 fleets. Orders were also placed
by others including Kenya Airways and ILFC but these were eventually canceled.
Kenya Airways and ILFC converted their orders to the Boeing 777. The -400ER
was stretched 21.1 ft from the -300 for a total of 201.4 ft. It also saw
a wingspan increase of 14.3 feet over the previous two variants and is
the only 767 variant to also feature “raked” wingtips for increased
fuel efficiency. One unusual characteristic of the -400 series is the
method of integrating a slightly thicker skin on the lower wing surface.
As the leading edges are almost identical to the other variants, this
creates a visible “step” along the lower surface of the wing,
just aft of the leading edge It was introduced into service in 2000. This
variant is only available as the 767-400ER, as there was no 767-400 variant.
However it has less range than the other two ER variants. The 767-400ER’s
direct Airbus equivalent is the Airbus A330-200. The 767-400ER is expected
to be replaced by the 787-9 in Boeing’s lineup.

Boeing discussed extending the range further but the proposed
767-400ERX was not launched. It was introduced along with the Boeing 747X
and was to be powered by Boeing 747X Engines (Engine Alliance GP7172 and
Rolls Royce plc Trent 600). It would have combined the 767-400ER’s size
with the range of a 767-300ER. Kenya Airways provisionally ordered this
model to supplement their 767 fleet. However, in the end, Kenya Airways
converted the order to the 777-200ER, eschewing the 767-400ERX altogether.

As of September 2006, orders for the -400ER stand at 38
with 37 delivered (16 to Continental Airlines and 21 to Delta Air Lines)

Military

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

Airborne Surveillance Testbed

The Airborne Optical Adjunct (AOA) was
built from the prototype 767-200. The aircraft was later renamed the Airborne
Surveillance Testbed (AST). Modifications to the aircraft included
a large “cupola” or hump which ran along the top of the aircraft
from above the cockpit to just behind the trailing edge of the wings.
Inside the cupola was a suite of infrared seekers that were used to track
theater ballistic missile launches in a series of tests.The aircraft remained
in storage at the Victorville Airport in California for a number of years
before being scrapped in July, 2007.

E-767

The E-767 AWACS platform is used by the
Japan Self-Defense Forces; it is essentially the E-3 Sentry mission package
on a 767-200ER platform. Japan operates four E-767.

KC-767

The KC-767 was developed for the USAF
to replace some of its oldest KC-135E tankers. Boeing won the competition
and the aircraft was later designated KC-767A. However
the Pentagon suspended the contract due to a conflict of interest scandal
and later canceled it.

The KC-767 Tanker Transport, a 767-200ER-based
aerial refueling platform has been ordered by the Italian Air Force and
the Japan Self-Defense Forces, which have designated it KC-767J.
For the USAF KC-X Tanker competition, Boeing is offering the KC-767
Advanced Tanker, which will be based on the in-development 767-200LRF
(Long Range Freighter), rather than the -200ER.

E-10

The E-10 MC2A is a 767-400ER-based replacement
for the Boeing 707-based E-3 Sentry AWACS, the E-8 Joint STARS aircraft,
and EC-135 ELINT aircraft. This is an all-new system, with a powerful
Active Electronically Scanned Array and not based upon the Japanese AWACS
aircraft. One 767-400ER aircraft has been produced as a testbed for systems
integration and is in storage pending decision on its final disposition
since the E-10 program has been terminated.

Some 767 Facts

The 767 is the first widebody jetliner to be stretched
twice. The 767-300ER is 10 feet (3.1 m) longer than the 767-200ER; and
the new 767-400ER is 11 feet (3.4 m) longer than the 767-300.

The first 767 entered service in Sept. 8, 1982, since
then 767 have flown more than 7.7 million flights, and carried millions
of passengers.

The air flowing through a 767-400ER engine at takeoff
power could inflate the Goodyear Blimp in seven seconds.

It takes about 60 gallons (227 l) of fuel per passenger
to get from New York to London on board a 767-400ER. The same volume of
gasoline would propel an economy car about half of that distance.

The 767 is the favorite airplane on Atlantic routes; it
flies across the Atlantic more frequently than any other airplane.

The 767-400ER flight deck instrument panel has 82 percent
fewer parts than other 767s. By using cast parts, the part count was reduced
to 53 from 296. Production hours plummeted to 20 hours from 180 hours.

If GE CF6-80C2B8F engines were attached to a typical automobile,
at takeoff power the car would accelerate from zero to 60 mph (96.5 kph)
in less than half a second.

There are 3.1 million parts in a 767 provided by more
than 800 suppliers.

The 767 is capable of cruising at altitudes up to 43,000
feet (13,106 m)

The 767-300ER and 767-400ER hold 23,980 gallons (90,770
l) of fuel - enough to fill 1,200 minivans. It takes only 28 minutes to
fill the airplane.

The noise level of a 767 taking off from a 1.5 mile (3,000
m) runway is about the same as the average street corner traffic noise.

There are 90 miles (145 km) of electrical wiring in a
767-200ER, 117 miles (188 km) in a 767-300ER and 125 miles (201 km) in
a 767-400ER.