Boeing 767 Totally Explained

Everything about The Boeing 767 totally explained

The Boeing 767 is a mid-size, wide-body twinjet airliner produced by Boeing Commercial Airplanes. Passenger versions of the 767 can carry between 181 and 375 passengers, and have a range of 5,200 to 6,590 nautical miles (9,400 to 12,200 km) depending on variant and seating configuration. It entered into airline service in 1982.

Development

The Boeing 767 was first offered for sale in July 1978 with an order for 30 airliners by United Airlines. It was developed at the same time as the 757, its narrowbody sister. Prior to its public offering, it was referred to as the 7X7. With the 707 aging, Boeing decided to offer a mid-size wide-body 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's midway between the two other aircraft.
   The first 767, a -200 was rolled out 4 August 1981 and first flew on 26 September 1981. but was never offered for sale as the capacity was too close the 757's.
   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 northern Atlantic.
   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.
   In the late 1980s, Boeing proposed a stretched version of the 767, and 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.
   The 767 sold very well from the 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 April 2008, the Boeing 767 has 1011 orders, with 962 of those delivered.
   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's 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 (all 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. The -400ER 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 wasn't 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 May 2008, 38 767-400ERs had been delivered (16 to Continental Airlines, 21 to Delta Air Lines, 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's essentially the E-3 Sentry mission package on a 767-200ER platform. Japan operates four E-767s.

KC-767

The KC-767 was developed from the -200ER for the USAF to replace some of its oldest KC-135E tankers. Boeing won the competition in 2002 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 offered the KC-767 Advanced Tanker, which was 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.

Specifications

	767-200	767-200ER	767-300	767-300ER	767-300F	767-400ER
Passengers	181 (3 class) 224 (2 class) 255 optional 290 (1 class)		218 (3 class) 269 (2 class) 351 (1 class)		-	245 (3 class) 304 (2 class) 375 (1 class)
Cargo	2,875 ft³ (81.4 m³) 22 LD2s		3,770 ft³ (106.8 m³) 30 LD2s		16,034 ft³ (454 m³) 30 LD2s + 24 pallets	4,580 ft³ (129.6 m³) 38 LD2s
Length	159 ft 2 in (48.5 m)		180 ft 3 in (54.9 m)			201 ft 4 in (61.4 m)
Wingspan	156 ft 1 in (47.6 m)					170 ft 4 in (51.9 m)
Fuselage height	17 ft 9 in (5.41 m)
Fuselage width	16 ft 6 in (5.03 m)
Empty Weight, operating	176,650 lb (80,130 kg)	181,610 lb (82,380 kg)	189,750 lb (86,070 kg)	198,440 lb (90,010 kg)	190,000 lb (86,180 kg)	229,000 lb (103,870 kg)
Maximum take-off weight	315,000 lb (142,880 kg)	395,000 lb (179,170 kg)	350,000 lb (158,760 kg)	412,000 lb (186,880 kg)	412,000 lb (186,880 kg)	450,000 lb (204,120 kg)
Range	3,950 NM (7,300 km) transatlantic	6,590 NM (12,200 km) transpacific	3,950 NM (7,300 km) transatlantic	5,975 NM (11,065 km) transpacific	3,255 NM (6,025 km) transcontinental	5,625 NM (10,415 km) transpacific
Cruise speed	Mach 0.80 (470 kn, 530 mph, 851 km/h at 35,000 ft cruise altitude)
Maximum Cruise speed	Mach 0.86 (493 kn, 568 mph, 913 km/h at 35,000 ft cruise altitude)
Takeoff run at MTOW	5,600 ft (1,710 m)		7,900 ft (2,410 m)			9,501 ft (2,896 m)
Engines (x2)	P&W JT9D-7R4 P&W PW4000-94 GE CF6-80A GE CF6-80C2	P&W PW4000-94 GE CF6-80C2	P&W JT9D-7R4 P&W PW4000-94 GE CF6-80A GE CF6-80C2	P&W PW4000-94 GE CF6-80C2 RR RB211-524H		P&W PW4000-94 GE CF6-80C2
Thrust (x2)	GE: 50,000 lbf (222 kN)	PW: 63,300 lb (282 kN) GE: 62,100 lbf (276 kN)	PW: 50,000 lbf (220 kN)	PW: 63,300 lbf (282 kN) GE: 62,100 lbf (276 kN) RR: 59,500 lbf (265 kN)		PW: 63,300 lbf (282 kN) GE: 63,500 lbf (282 kN)

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767 orders and deliveries

Orders

2009	2008	2007	2006	2005	2004	2003	2002	2001	2000	1999	1998	1997	1996	1995	1994
-	0	36	10	19	9	11	8	40	9	30	38	79	43	22	17
1993	1992	1991	1990	1989	1988	1987	1986	1985	1984	1983	1982	1981	1980	1979	1978
54	21	65	52	100	83	57	23	38	15	20	2	5	11	45	49

Deliveries

2009	2008	2007	2006	2005	2004	2003	2002	2001	2000	1999	1998	1997	1996	1995	1994
-	3	12	12	10	9	24	35	40	44	44	47	42	43	37	41
1993	1992	1991	1990	1989	1988	1987	1986	1985	1984	1983	1982	1981	1980	1979	1978
51	63	62	60	37	53	37	27	25	29	55	20	0	0	0	0

Data through April 2008. Updated on 8 May, 2008.

Accidents and incidents

As of 2007, a total of 39 incidents involving 767s had occurred, including 11 hull-loss accidents resulting in a total of 569 fatalities. The 767 has also been in five hijackings involving 282 fatalities.

Notable incidents:

On July 23, 1983, Air Canada Flight 143, a Boeing 767-200 ran out of fuel in flight and had to glide to an emergency landing. The pilots used the aircraft's ram air turbine to power the aircraft's hydraulic systems for control. There were zero fatalities. This aircraft was nicknamed Gimli Glider. The aircraft (C-GAUN) continued service within Air Canada until its retirement in January 2008.

On May 26, 1991, Lauda Air Flight 004 crashed following the in-flight deployment of the left engine thrust reverser. None of the 223 aboard survived. As a result of this incident engine thrust reversers on all 767s were ordered to be deactivated until the system was redesigned.

On November 23, 1996, Ethiopian Airlines Flight 961 was hijacked, ran out of fuel, and crashed in the Indian Ocean near Comoros. The pilots used the aircraft's ram air turbine as an emergency power source. Of the 175 aboard, 123 died. Still, the incident is one of the few instances of a plane landing on water with survivors.

On October 31, 1999, EgyptAir Flight 990, a scheduled Los Angeles-New York-Cairo flight, in a Boeing 767-366ER, crashed off Nantucket Island, Massachusetts in international waters killing all 217 people on board. The cause, while disputed by the Egyptian government, is stated by the NTSB as, "a result of the relief first officer's flight control inputs."

Two Boeing 767 aircraft were involved in the September 11, 2001 attacks, and both crashed into the two towers of the World Trade Center. In addition to those on board the planes, 2602 people perished on the ground, mostly in the two towers.

American Airlines Flight 11, a 767-223ER, crashed into the north tower, with 92 fatalities on board.
United Airlines Flight 175, a 767-222, crashed into the south tower, with the loss of all 65 on board.

On December 22, 2001 Richard Colvin Reid tried to bomb American Airlines Flight 63, a flight from Paris to Miami using a Boeing 767. Passengers and crew prevented him from bombing the aircraft and he was arrested, convicted, and imprisoned.

On April 15, 2002, Air China Flight 129 a Boeing 767-200ER from Beijing to Busan, South Korea, crashed into a hill while trying to land at Gimhae International Airport during inclement weather, killing 128 of the 166 people on board.Further Information

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