Boeing 767

The Boeing 767 is a wide-body jet commercial airliner for medium to long-haul flights developed and built by the American aeronautical manufacturer Boeing Commercial Airplanes from 1981 to date, being the first aircraft wide-body twin-engine developed by the American manufacturer. The aircraft design is characterized by having two turbofans, a conventional tail design and a new wing profile to reduce aerodynamic drag. The 767 was designed as a smaller wide-body aircraft than predecessors such as the 747, with a capacity of 181 to 375 passengers and a range of 3,850 nautical miles (7,130.2 km) to 6,385 nautical miles (11,825 km) depending on variant. Development of the 767 ran parallel to that of the 757, another twin-engine but narrow-body, resulting in many of the aircraft's features being similar, allowing pilots to obtain a common type license to operate both aircraft..

The 767 is manufactured in three fuselage lengths. The original version, called the 767-200, entered service in 1982, followed by the 767-300 in 1986 and the longer-range 767-400ER in 2000. The longer-range variants, the 767-200ER and 767-300ER entered service in 1984 and 1988 respectively, while the cargo version 767-300F did so in 1995. Modifications of passenger aircraft 767-200 and 767-300 have also been carried out for their use as cargo planes. Military versions of the 767 have also been created, such as the E-767 airborne early warning and control variant, the KC-767 and KC-46 air refueling aircraft, as well as VIP transport aircraft.

United Airlines first introduced the 767 into service in 1982. The aircraft was initially used to fly domestic routes and transcontinental flights. In 1985, the 767 became the first twin-engine aircraft to be approved for ETOPS; then being used in non-stop services within the different intercontinental routes. In 1986, Boeing began studies of a higher-capacity version of the 767, resulting in the 777.

At the end of December 2017, the 767 has an order book of 1,204 units, of which 1,106 have been delivered; 769 of these aircraft were in service as of the end of December 2017. The most popular variant is the 767-300ER, with 583 units delivered, with Delta Air Lines and United Airlines being the main users of the variant as of mid-January 2018. passenger version with 80 units and 51 units respectively, and UPS the largest user of the cargo version with 60 units. The 767's main competitors are from Airbus: the A300, A310, and A330-200. The 767 is scheduled to be replaced by the Boeing 787 Dreamliner, which entered service in October 2011.

Development

Background

In 1970, the Boeing 747 became the first wide-body commercial airliner to enter service. The 747 was the first jet airliner wide enough to have a double-aisle cabin. Two more years Later, the American manufacturer began a study, under the name 7X7, to develop a new wide-body aircraft to replace the 707 and other narrow-body jet aircraft. This aircraft would also have a double-seat passenger cabin. aisle, but with a smaller fuselage than the 747, Douglas DC-10, and Lockheed L-1011 TriStar. To defray the high development costs of this new aircraft, Boeing entered into several joint venture agreements with the company. Italian Aeritalia and the Civil Transport Development Corporation (CTDC), a consortium of European aerospace companies. This became Boeing's first major international joint venture agreement, with both Aeritalia and CTDC receiving supply contracts exclusively in exchange for their participation in the program. The 7X7 project was initially envisioned as a short takeoff and landing capable airliner for short haul flights, but potential customers were not enthusiastic about this concept, which led to the redefinition of the project, to give rise to a medium-sized aircraft, with autonomy for transcontinental flights. At this stage of development, the proposed aircraft had a power plant with two or three engines with several possible configurations, including engine mounting above the wings and a T-tail.

The 7X7 would make its debut for the general public at the Farnborough Aeronautical Hall of 1982 under the name Boeing 767-200.

In 1976, a twin-engine design was presented as the base configuration of the 7X7, similar to the one used in the development of the Airbus A300. The decision to use two engines reflected the increased confidence of the industry in the reliability and operating economy of the new generation powerplants. Although airline requirements for new wide-body aircraft were ambiguous at the time, the 7X7 was focused as a product intended for the midsize and midsize markets. high density. As such, it was intended to transport a large number of passengers between major cities. The 7X7 was expected to feature the major advances in aerospace technology available to the civilian market at the time, most notably engines high-bypass turbofan, new flight systems, aerodynamic improvements, and lighter construction materials. Many of these features would also factor into the parallel development of a narrow-body, mid-size aircraft known in those days. moments by the name 7N7, which would later become the Boeing 757. Work on both proposals coincided in time with the upturn in the aircraft industry in the late 1970s.

In January 1978, Boeing announced a major expansion of its facilities at Paine Field Airport in Everett, Washington—which at the time was dedicated exclusively to manufacturing the 747—to accommodate its new family of wide-body aircraft. In February 1978, the new commercial airliner received the designation 767, with plans initially to build three variants: the 190-seat 767-100, the 210-seat 767-200, and a three-engine version called the 200-seat 767MR/LR, intended for intercontinental routes. The 767MR/LR was later renamed the 777 in order to differentiate it. The 767 was officially launched on July 14, 1978, with the order United Airlines ordered 30 units of the 767-200 variant, followed by an order for 50 units from American Airlines for the same model. The 767-100 was ultimately not offered for sale, as it was estimated that its Passenger capacity was similar to that of the 757, while the 777 three-engine version was eventually dropped in favor of standardizing the model around a twin-engine powerplant.

Design phase

By the late 1970s, operating cost replaced capacity as the primary measure in evaluating a commercial aircraft purchase. As a result, the 767 design process focused on flight efficiency. fuel consumption from the outset. Boeing aimed for the 767 to deliver 20 to 30% operating cost savings over the previous generation of commercial aircraft, primarily through a new powerplant and aerodynamic improvements. As development progressed, Boeing engineers used computer-aided design for more than a third of the 767 design drawings, and performed a total of 26,000 hours of aerodynamic wind tunnel testing. Design work occurred simultaneously with that of the twin-engine 757, leading Boeing to treat both models as if they were a single program, in order to reduce development risk and cost. Both aircraft would receive common features in its design, among which were the avionics, the flight management system, the flight instruments, and the maneuverability characteristics. The combined costs of the development of both devices are estimated between 3,500 and 4,000 million US dollars..

Front view of a 767-400ER by Continental Airlines, where you can see the profile of the fuselage, the elar diero and the gondolas that host the CF6 engines.

The first customers of the Boeing 767 had the opportunity to choose between the Pratt & Whitney JT9D or General Electric CF6, marking the first time Boeing offered more than one powerplant option during a new aircraft launch. Both models offered a maximum output of 48,000 lbf (210 kN) of thrust. The engines they were mounted approximately one-third the length of the wing from the fuselage, a configuration similar to that used on widebody trijets. These wings were designed based on a supercritical type airfoil, which it reduced aerodynamic drag and distributed lift more evenly across the wing surface. These wings also offered the ability to fly at higher altitudes, greater fuel capacity, and the ability to be modified for aircraft. the future elongated variants. The first of the variants, the 767-200, was designed with the aim of having sufficient autonomy to make transcontinental flights in North America or to make flights over the North Atlantic, being capable of making routes up to 3,850 nautical miles (7,130.2 km).

Regular economic cabin 2-3-2 of 767 (example Lan Airlines).

It was decided that the fuselage width selected for the 767 would be somewhere in the middle between that used on the 707 and that of the 747, with the 16.5 ft (5 m) measurement ultimately being selected. Narrower than other wide-body aircraft models, the 767's cabin width allows for rows of seven seats with two aisles, so the layout benefits from a high-density configuration while the narrower fuselage width lessens the aerodynamic drag. Despite these benefits to the passenger cabin design, the fuselage design was not optimized for cargo, as it did not allow for two standard LD3 unit load-bearing elements to be accommodated side by side., as other wide-body aircraft allow. As a result, a smaller cargo container, the LD2, was designed specifically for the 767. The adoption of a conventional tail design also allowed that the rear of the fuselage could be used for useful space, which allowed the layout of the aisles to be parallel throughout the entire passenger cabin section, eliminating the irregular rows of seats in the rear section that presented other appliances.

767-300ER glass cabin, where you can see a mixed setup of digital instruments with analog instruments and indicators.

The 767 was also the first Boeing widebody to be designed with a glass cockpit, allowing two pilots to operate the aircraft. Color cathode ray tube (CRT) displays were installed in the flight deck) and new electronic systems that replaced the role played at that time by the flight engineer, allowing the pilot and co-pilot to monitor the aircraft directly. Despite the reduction in crew costs that this implied, United Airlines initially requested that the cabin be designed for a three-person flight crew, citing concerns about the risks associated with the introduction of a new aircraft model. The airline held this position until July 1981, when a United States Presidential task force determined that it was safe to operate wide-body aircraft with a two-person crew. models produced. Ansett Australia airlines fitted its 767 orders with three-crew cabins due to lobbying by unions, being the only airline to operate the 767 in that configuration. The 767's two-crew cabin was also applied to the 757 design, allowing pilots to operate both aircraft models after passing a brief conversion course, which was an incentive for airlines to purchase both models for their fleets.

Production and testing

In order to manufacture the 767, Boeing created a network of subcontractors that included domestic suppliers as well as international ones, such as the Italian company Aeritalia and the Japanese company CTDC. The wings and the floor of the cabin would be manufactured in the premises Boeing, while Aeritalia would build the control surfaces, Boeing Vertol would build the leading edges of the wings, and Boeing Wichita would build the forward section of the fuselage. CTDC would provide various parts through the companies. that made up this conglomerate: Fuji Heavy Industries (wing fairing and landing gear doors), Kawasaki Heavy Industries (fuselage center section), and Mitsubishi Heavy Industries (fuselage rear section, doors and tail). they would be integrated to form the aircraft on the final assembly line located at the Everett factory. To speed up the production of wing spars, the most important structural part of aircraft wings, robots were incorporated to automate the assembly process. drilling holes and inserting fasteners. This method used in the manufacture of the wings was an evolution with respect to the techniques developed for the manufacture of the 747. Final assembly of the first unit of the 767 began on 6 July 1979.

Final assembly of a 767-300F at the Boeing factory in Everett (Washington).

The 767 prototype, registered N767BA and powered by JT9D engines, made its public debut on August 4, 1981. By that time, the 767 program had registered a total of 173 firm orders for part of 17 customers, including orders from Air Canada, All Nippon Airways, Britannia Airways and Trans World Airlines (TWA). On September 26, 1981, the prototype made its first flight at the controls of the pilots of company test Tommy Edmonds, Lew Wallick, and John Brit. The first flight was uneventful, although it was not possible to retract the landing gear due to a leak in the hydraulic circuit. The prototype was later used for landing gear. other flight tests.

The 767 flight test program spanned a period of 10 months, in which a total of 6 aircraft were used. The first four aircraft were equipped with JT9D engines, while the fifth and third The sixth unit was fitted with CF6 engines. The first five units from flight tests were used for evaluation of avionics, flight systems, flight characteristics and performance, while the sixth unit was used for en-route flight testing. During testing, pilots described the 767 as an aircraft that was easy to control, with maneuverability that was superior to that of other larger wide-body aircraft. After the successful completion of the flight test program of more than 1,600 flight hours, the 767-200 variant equipped with JT9D engines received flight certificate in July 1982 from the United States Federal Aviation Administration (FAA) and the United Kingdom Civil Aviation Authority (CAA). The first aircraft was delivered on August 19, 1982, destined for United Airlines. The 767-200 variant equipped with CF6 engines received its corresponding certification in September 1982, followed by first delivery to Delta Air Lines on October 25, 1982.

LAN Airlines Boeing 767 at Santiago de Chile Airport

Commission to service

The 767 entered service with United Airlines on September 8, 1982. The first commercial flight by the 767-200 equipped with JT9D engines was the Chicago and Denver route. The 767-200 variant equipped with CF6 engines, it began its operational life three months later with Delta Air Lines. During the first months of service, the 767s were used on routes for the domestic market, which also included transcontinental routes among the east and west coasts of the United States. American Airlines and TWA began flying the 767-200 in late 1982, while Air Canada, China Airlines, and El Al began operations with the model in 1983. Entry into service was positive and uneventful, with few maintenance failures and an improvement in reliability over previous models. During the first year of operations, the 767 recorded an on-time takeoff percentage due to mechanical problems. of 96.1%, a figure that exceeded the industry average for new-build aircraft. Operators of the 767 gave the aircraft positive ratings for noise levels, interior comfort, and operating costs. Resolved issues encountered with commissioning, including recalibrating one of the leading edge sensors to prevent erroneous data readings, replacing an escape ramp latch, and repairing an outrigger pivot horizontal to match production specifications.

TWA (Muñequerin) was the first airline to introduce 767-200 for ETOPS flights in May 1985.

Trying to take advantage of the growth potential of the new model, Boeing launched a new, longer-range variant known as the 767-200ER, during the aircraft's first year in service. Ethiopian Airlines was the first to carry out an order for this new variant was placed in December 1982. The -200ER offered an increase in the gross weight of the aircraft, and greater fuel capacity, which allowed this model to carry heavier payloads over distances of up to 6,385 miles. nautical (11,825 km), being a product directed for international airlines. The 767-200ER entered service with the El Al airline on March 27, 1984. This model was ordered mainly by international airlines that operated routes with a demand average on long-haul flights.

United Airlines B767

In the mid-1980s, the 767 led the increased use of twin-engine aircraft for flights across the North Atlantic under ETOPS flight conditions, an FAA safety standard for transoceanic flights using twin-engine aircraft. Before the 767 entered service, flight paths over the sea surface by twin-engine aircraft could not exceed 90 minutes of flight time to an alternate airport. In May 1985, the FAA granted its first certification. for ETOPS operations of up to 120 minutes individually to the 767 operators, as long as the operator complied with the in-flight safety criteria. This allowed the aircraft to carry out non-stop routes over the surface of the sea, being able to be at any time two hours away from an airport. This extension in the safety margins could be achieved thanks to the greater reliability demonstrated by the power plants used in the new twin-engines. In 1989 the FAA carried out an application of the ETOPS operation of up to 180 minutes for 767s equipped with CF6 engines, becoming the first model to be certified for these longer duration flights, this certification being extended to all 767 powerplants in 1993. This change in operating regulations helped to increase the number of transoceanic flights made by the 767, and consequently, these new features increased sales of the aircraft.

Higher capacity variants

Anticipating that airlines were interested in higher-capacity models, Boeing announced a larger variant, called the 767-300, in 1983 along with a longer-range version, called the 767-300ER, in the year 1984. Both models offered a 20% increase in the number of passengers carried, while the longer-range version had the capacity to perform flights of up to 5,990 nautical miles (11,093.5 km). The Japanese airline Japan Airlines placed the first order for the 767-300 model in September 1983. After its first flight, made on January 30, 1986, the model entered service with Japan AIrlines on October 20, 1986. The 767-300ER completed its maiden flight on December 9, 1986, but it was not until March 1987 that it achieved its first firm order, placed by American airline American Airlines. The model entered service with the airline American Airlines on March 3, 1988. Both the 767-300 and 767-300ER became popular models upon entry into service, accounting for approximately two-thirds of all Boeing 767s sold.

A 767-300 from JAL lands in front of a 767-300ER from ANA at Kansai International Airport. The −300 and −300ER variants have nearly two thirds of the 767 sold units.

After the debut of the first higher-capacity variant of the 767, Boeing intended to accommodate calls for an even more capable model. To do this, he proposed larger models, including a two-story version that was informally called the "Hunchback of Mukilteo" (named for a town near Boeing's Everett factory) in which a section of the 757 fuselage was integrated into the top of the 767. In 1986, the manufacturer announced development of the 767-X model, a revised model such as larger wings and a wider cabin, though it received little support from potential customers. In 1988, the 767-X project evolved into a new twin-engine model, which resumed the 777 designation. With the arrival of the 777 in 1995, the 767-300 and 767-300ER remained the second wide-body aircraft manufactured by Boeing, behind the 747.

Builded by the global recovery of the economy and the approval of ETOPC procedures, 767 sales increased substantially beginning in the mid-1980s, with 1989 being the most successful year ever, with a total of 132 firm orders. By the early 1990s, the 767 had become the most successful aircraft in Boeing's portfolio, despite a slight decline in sales due to the economic downturn. During this period, the 767 became the airliner with the highest frequency of transatlantic service between North America and Europe. By the end of the decade, the 767 was crossing the Atlantic more frequently than all other models combined. The 767 also fueled the growth of point-to-point flights, which set aside the concept of the hub, favoring direct routes. Taking advantage of the fact that the aircraft's operating costs were low and that it had intermediate capacity, the Airlines took advantage of the 767 to use it for non-stop flights to destinations that were previously considered secondary, thereby eliminating the need for connecting flights. The increase in the number of cities receiving non-stop flights caused a change in the industry of aeronautical transport, because point-to-point trips were more attractive than traditional flights that passed through a connection center.

In February 1990, the first 767-300 equipped with Rolls-Royce RB211 engines was delivered to the British airline British Airways. Six months later, the airline had to temporarily halt its entire fleet of 767s after cracks were discovered on the engine pylons of several aircraft. The cracks were related to the increased weight of the RB211 engines, which weighed 2,205 pounds (1,000.17 kg) more than the other engines used in the 767. During this outage, temporary repairs were made to relieve pressure on the pylons, while the pylons were redesigned to prevent further cracking. Boeing also performed a new structural evaluation, which resulted in changes to the production line and modifications to the pylons. of engines of all 767 in service.

The Boeing 767-400ER was presented in public on 26 August 1999.

In January 1993, following an order received from UPS Airlines, Boeing officially launched a cargo variant of the 767, named the 767-300F, which entered service with UPS on October 16, 1995. The 767-300F is distinguished by having a large side cargo door, reinforced landing gear, and receiving reinforcement in the wing structure. In November 1993, the Government of Japan placed an order to create a military version of the 767, by placing an order for the E-767, an airborne early warning and control (AWACS) variant that was based on the 767-200ER. The first two units of the E-767 featured various modifications. in order to accommodate surveillance radar and other tracking equipment. The first of the aircraft was delivered to the Japan Air Self-Defense Force in 1998.

In November 1995, after development of a smaller version of the 777 had been scrapped, Boeing announced that it would review its plans in order to develop a new stretched variant of the 767. The proposed variant, named initially as the 767-400X, it was the second stretch applied to the aircraft. It offered a more than 12% increase in passenger capacity over the 767-300, along with a cockpit upgrade, interior enhancements, and a longer wingspan. The variant was specifically designed as indicated by Delta Air Lines, which was awaiting a replacement for its Lockheed L-1011 TriStar, while also challenging the A330-200 variant, a derivative of the Airbus A330. In March 1997, the model The 767-400ER was officially launched, after receiving an order from Delta Air Lines to replace its fleet of L-1011s. In October 1997, Continental Airlines also placed an order for the 767-400ER to replace its fleet of Douglas DC-10. This variant made its first flight on October 9, 1999, entering service with Continental Airlines on September 14, 2000.

Later developments

At the beginning of the 2000s, total 767 deliveries were close to 900 units, although sales declined due to an industry crisis. In 2001, Boeing abandoned plans to develop a longer-range model, called the 767-400 ERX, in favor of the Sonic Cruiser project, a new passenger aircraft that was intended to achieve a 15% increase in cruising speed, while offering operating costs similar to those of the 767. The following year, the company announced the development of the KC-767, a development based on the 767-200ER intended for the military market, with the ability to be used as an in-flight refueling platform. The KC -767 was officially launched in October 2002 after receiving an order from the Italian Air Force. The Japanese government became the second customer to select this model in March 2003. In May 2003, the United States Air Force The United States (USAF) announced that it intended to lease the KC-767 to replace its aging fleet of KC-135 aircraft. This plan was halted in March 2004 due to the conflict of interest scandal that it eventually uncovered, which resulted in numerous official investigations and the departure of several Boeing executives, including the company's CEO Philip Condit and CFO Michael Sears. The first KC-767 was delivered in in 2008 to the Japan Air Self-Defense Force.

In late 2002, Boeing decided to halt development of the Sonic Cruiser, after several airlines expressed reservations about increasing speed over reducing costs. The following year, Boeing decided to halt development of the Sonic Cruiser. the manufacturer announced the development of the 7E7, a mid-size aircraft made of composite materials and promising a 20% fuel reduction, which would become the successor to the 767. The new project was the first step in an ambitious program of replacement of the entire range of civil Boeing products, known as Project Yellowstone. Boeing's customers welcomed the 7E7 project, later called the 787 Dreamliner, becoming the Boeing aircraft with the highest number of sales received over the next two years In 2005, Boeing decided to continue production of the 767 despite the Dreamliner's record sales, citing the need to provide customers waiting for the 787 with a more immediate delivery option., Boeing offered the 767-300ER to customers affected by 787 program delays, including All Nippon Airways and Japan Airlines. Some of the longest-lived 767s, some with more than 20 years of service, remained in active service after due to these delays as well. To extend the operational life of older aircraft, airlines had to put their 767s through extensive maintenance, including D-checks and corrosion checks. The first of the 787 would not enter service until October 2011, which was three and a half years behind schedule.

In 2007, the 767 order book received a boost after UPS and DHL Aviation placed separate orders for a total of 33 units for the 767-300F variant. Renewed interest in the freighter version led to Boeing to consider offering an upgraded version of the 767-200F and 767-300F with higher gross weights, equipped with the 767-400ER wing extensions and 777 avionics. However, net orders for the 767 are they reduced from 24 units in 2008 to just 3 in 2010. During that same period, 767 users upgraded their aircraft that were in service; in 2008, the first 767-300ER was retrofitted with wingtip devices designed by Aviation Partners Incorporated and entered service with American Airlines. aircraft by 6.5%. Other airlines such as All Nippon Airways and Delta Air Lines also installed these kits on their aircraft.

UPS Airlines, the main operator of 767-300F by number of aircraft.

On February 2, 2011, the public presentation of the unit number 1000 was made, whose recipient was the airline All Nippon Airways. The aircraft was the 91st unit of the 767-300ER model ordered by the company Japan, and upon its construction, the 767 managed to become the second wide-body aircraft to achieve that mark, previously held only by the 747. The 1,000th unit also became the last aircraft to be assembled in the production chain. original assembly. Assembly of the 1001 unit was moved to another section of the Everett factory, which took up about half the space it had originally used. The new assembly line freed up space for 787 production, while also seeking to improve the manufacturing efficiency of the 767 by more than 20%.

At the inauguration date of the new assembly line, the order book for the 767 amounted to about 50 units, which allowed the production line to be open until the end of 2013. Despite the fact that the order book was small, Boeing's management expressed optimism, as the 767 was in public tender to equip the United States Air Force. On February 24, 2011, the USAF announced that the KC-767 Advanced Tanker, an updated version of the KC-767, had been selected as the winner of its KC-X refueling aircraft fleet renewal program. The selection of the KC-767 came after two rounds in which evaluated the options presented by both Boeing and Airbus, eight years after the USAF announced in 2003 its intention to rent that same device. The order for a total of 179 units, later known as the KC-46, allowed to continue with the production of the 767 beyond the year 2013. In December 2011, FedEx Express placed an order for a total of 27 units of the 767-300F, in order to replace its DC-10 freighters, citing that the decision of the USAF to order the KC-767 and Boeing to continue production of the 767 were factors in the decision.

767-400ER Components

MCDU in a 767-300

United States

Electronics

System	Country	China	Notes
Data network			Ethernet
ADIRUs			3
Sensors AoA		Goodrich Corporarion	2
TAWS (option)		ACSS	T2CAS
TAWS (option)		Honeywell	EGPWS
RAAS (option 2004)		Honeywell	EGPWS
SmartLanding (option)		Honeywell	EGPWS MK V
SmartRunway (option)		Honeywell	EGPWS MK V
ACAS II (option 2007)		ACSS	TCAS 3000
ACAS II (option)		ACSS	T2CAS
ACAS II (option)		Honeywell	CAS-100
ACAS II (option)		Rockwell Collins	TCAS-94
Transponder (option 1996)		ACSS	XS-950 (obsolete in 2017)
Transponder (option 2016)		ACSS	NXT-800
Transponder (option 2007)		Rockwell Collins	TPR-901
Transponder (option 2017)		Honeywell	TRA-100B
Flight Management Systems (FMS, original)		Honeywell	2 × Pegasus
Pegasus programming languages			Ada
Pegasus CPUs		AMD	29050
Flight Management Systems (FMS, option)		Honeywell	2 × Pegasus II
Pegasus II CPUs		Honeywell	29KII

Propulsion

System	Country	China	Notes
Motor (option)		General Electric	2 × CF6-80C2
Motor (option)		Pratt & Whitney	2 × PW4062

Variants

The 767 has been built in three fuselage lengths. These models progressively made their debut under the names 767-200, 767-300, and 767-400ER, respectively. Variants of larger operating radius, designated the 767-200ER and 767-300ER, while there is a cargo version designated the 767-300F, as well as passenger model conversions of the 767-200 and 767-300 to the cargo variant.

When naming the different variants, both Boeing and individual airlines often combine the model numbers (767) and the variant designation (e.g. –200 or –300) into a three-digit code (e.g. "762" or "763"). After the number referring to the variant, the denomination "ER" to identify the greatest autonomy. The aircraft designation system of the International Civil Aviation Organization uses a similar system for the designation of the different models, but previously adding the letter B to the three figures, to identify the manufacturer; all versions based on the 767-200 and 767-300 model are classified under the designations "B762" and "B763", respectively, while the 767-400ER receives the designation "B764."

767-200

The 767-200 was the first of the 767 variants, entering service with United Airlines in 1982. This model was designed to meet the demand for a passenger aircraft in the US market, specifically for the connection between the main hubs such as Los Angeles or Washington. The 767-200 was also the first twin-engine aircraft to be used for transatlantic flights operating under ETOPS flight standards, which began with the TWA on February 1, 1985., under a 90-minute restriction. Deliveries of this model amounted to a total of 128 units. As of July 2012 there were a total of 63 aircraft in service, both in passenger version or converted to freighters. The main competitors of this model are the Airbus A300 and the A310.

Production of the 767-200 ended in the late 1980s as it was replaced by the long-range 767-200ER version. Some early 767-200s were later upgraded to the long-range version. In 1998, Boeing began offering conversions of the 767-200 passenger to the 767-200SF (Special Freighter) variant for use as cargo aircraft, and since 2005 Israel Aerospace Industries has been licensed to perform the conversions. to freighters. This aircraft modification process includes the installation of a large cargo side door, reinforcement on the main cabin deck, and cargo management and safeguarding equipment. The 767-200 SF was positioned as a aircraft intended to replace cargo versions of the Douglas DC-8.

767-200ER

A 767-200ER from American Airlines taking off from Los Angeles International Airport.

The 767-200ER was the first long-range variant developed, entering service with El Al airlines in 1984. This model increased its flight range thanks to the installation of an additional fuel tank and increased from its maximum takeoff weight to 395,000 pounds (179,168.8 kg). This model initially had the same powerplant used by the 767-200, although later the possibility of being equipped with Pratt engines was also offered. & Whitney PW4000 and General Electric CF6, which offered greater thrust. The 767-200ER was also the first of 767s to fly non-stop transatlantic, setting the record for distance traveled for a twin-engine aircraft on April 17, 1988., during a flight by Air Mauritius between Halifax, Canada and Port Louis, Mauritius, covering a distance of 8,727 nautical miles (16,162.4 km). The 767-200ER became a popular aircraft among international flight operators looking for a wide-body aircraft for long-haul routes. Boeing made a total of 121 deliveries of this model, with no aircraft pending. As of July 2012, a total of 59 units among variants of passengers and cargo remained in service. The main rivals of this model are the Airbus A300-600R and the A310-300.

767-300

The 767-300, the first of the stretched variants, entered service with Japan Airlines in 1986. This model features a 21.1-foot (6.43 m) stretched fuselage. compared to the 767-200, achieved by introducing new fuselage sections ahead of and behind the wings, achieving an overall length of 54.94 meters (180.25 ft). The wings, engines, and most Systems features of the 767-300 were almost unchanged from the -200 version, because the 767 was an aircraft designed from the start to accommodate larger variants. Later, the 767-300 had the potential to be commissioned with a boarding gate located in the middle of the fuselage, above the wings, as well as the option to choose Pratt & Whitney PW4000 and Rolls-Royce RB211. The extra capacity of the 767-300 allowed the aircraft to be used on high-demand routes in Asia and Europe. A total of 104 units of this model were delivered, with none remaining. aircraft pending delivery. As of July 2012, a total of 81 aircraft remained in service. The main competitor of this model is the Airbus A300.

767-300ER

A 767-300ER from MIAT Mongolian Airlines landing at Moscow-Sheremétievo International Airport.

The 767-300ER, the long-range variant of the 767-300, entered service with American Airlines in 1988. The increase in the operating radius of this model was possible due to its greater fuel capacity and its maximum takeoff weight, which reached 407,000 pounds (184,611.94 kg). Design improvements in 1993 allowed this increase to reach 412,000 pounds (186,879.9 kg). This model can also be equipped with Pratt & Whitney PW4000, General Electric CF6, or Rolls-Royce RB211. The combination of increased capacity and range offered by the 767-300ER has been a plus point, attracting interest from new and returning 767 users, which allowed it to become the best-selling variant ever built. All orders received for these models account for more than half of all 767 variants built. As of November 2012, the number of 767 aircraft delivered -300ER stood at 571, with 12 units pending delivery. Of these, a total of 527 units remained in service as of July 2012. The main competitor of this model is the Airbus A330-200.

767-300F

A 767-300F of FedEx Express in Paine Field.

The 767-300F, the cargo variant of the 767-300ER, entered service with UPS Airlines in 1995. The 767-300F can accommodate a total of 24 pallets of 2.2 x 3, 2 meters on the main deck and up to 30 LD2 cargo units on the lower deck, with a maximum cargo volume of 438 cubic meters. The cargo version has a main cargo door and a crew exit door., while the lower deck has three cargo hatches. In August 1996, Asiana Airlines received an upgraded variant with cargo movement systems, refrigeration, and crew rest areas. As of November 2012, the number of 767-300Fs delivered reached 76 units, with a total of 50 pending delivery. Of these, a total of 71 aircraft of this version remained in service as of July 2012.

In June 2008, All Nippon Airways received the first 767-300 BCF (Boeing Converted Freighter), a variant that used aircraft previously operated for passenger transport, being modified for use as freighters. Modification works were carried out in Singapore, by the company ST Aerospace Services. In order to convert these aircraft into cargo planes, it was necessary to reinforce the floor of the main deck, the installation of a large door to introduce bulky loads, and include cargo management and cargo security systems. Since then, Boeing, Israel Aerospace Industries, and Wagner Aeronautical have also offered various passenger-to-freighter conversion programs from 767-300 series aircraft.

767-400ER

Delta Air Lines Boeing 767-400ER landing at Meno Frankfurt Airport.

The 767-400ER, the first Boeing widebody aircraft to have a twice-lengthened fuselage, entered service with Continental Airlines in 2000. This model features a 21.1-foot lengthened fuselage (6.43 m) over the 767-300, giving an overall length of 201.25 ft (61.34 m). The wingspan was also increased by 14.3 ft (4.36 m) due to the installation of Raked wingtips. It also received an upgrade to the flight deck, underwent a landing gear redesign, and had an interior design similar to that of the 777. powerplants available for this variant are the Pratt & Whitney PW4000 or the General Electric CF6.

The Federal Aviation Administration certified the 767-400ER to perform ETOPS operations up to 180 minutes prior to entry into service. Because fuel capacity was not increased for the 767-400ER variant, the range of this variant aircraft was reduced to 5,625 nautical miles (10,417.5 km), a shorter range than offered by the other 767 ER variants. To alleviate this problem, a longer-range version, called the 767-400ERX, was proposed. which began to be offered in the year 2000 but which would end up being canceled a year later, leaving the 767-400ER as the only version of this length. The only two civil customers that ordered this model were Continental Airlines and Delta Air Lines, which received a total of 37 units, with no units pending delivery. As of July 2012, all aircraft of the 767-400ER variant remained in service. A larger unit was manufactured as a test bench for a military variant, although the project was eventually canceled and this unit would be sold as a personalities transport aircraft. The main rival of this variant is the Airbus A330-300.

Military and government variants

Based on the 767, a series of platforms have been created for military and government use, which perform a wide range of tasks ranging from aerial surveillance, in-flight refueling or transporting personalities. Most military-grade 767 derivatives are based on the 767-200ER, the longest-range variant of all 767s.

• Airborne Surveillance Testbed – was a technological development program that used the 767-200 prototype for a U.S. Army project, under a contract signed by the Strategic Air Command in July 1984. This programme intended to assess the feasibility of using an air platform that detects and tracks the intercontinental ballistic missiles launched by the enemy. The modified aircraft made its first flight on 21 August 1987. The main difference of this aircraft was the installation of a large dome along the top of the fuselage, from the back of the flight cabin to the edge of the wings, as well as a pair of ventral fins on the back of the fuselage. Inside the dome a series of infrared sensors were housed to track ballistic missiles. This project was named Airborne Surveillance Testbed (AST). Following the completion of the AST programme in 2002, the aircraft was withdrawn and subsequently dismantled.

Boeing E-767 of Japan's Self-Defense Air Force.

• Boeing E-767 – is an early warning and airborne control platform (AWACS) used by the Japan Self-Defense Air Force. This aircraft uses the E-3 Sentry systems, being installed at 767-200ER. The modifications of the E-767, made at Boeing Integrated Defense Systems in Wichita, Kansas, include the structural reinforcement of the aircraft to be able to install the radar system, modifications in the engine gondolas as well as internal changes and electrical systems. Japan operates a total of four E-767, delivering the first of them in March 1998.
• FACh 1 – is a 767-300ER of the Chilean Air Force, to be used as a transport plane of the President of Chile. This 767-300ER was bought in January 2008 to replace the previous presidential aircraft, a 707. This aircraft also conducts strategic transport missions in addition to personalities transport missions.
• Boeing KC-46 – 767-200ER air refueling variant developed for the United States Air Force KC-X programme. It is an updated version of the KC-767, originally selected by the USAF in 2003, and first designated as KC-767A, and later abandoned due to a political scandal. The KC-46 is a cargo plane derived from the long-range 767-200ER version, which has a refueling stick in flight, and the improvements applied in 767-400ER. Boeing finally got the contract to manufacture the KC-46A in February 2011.

A KC-767A from the Italian Air Force.

• KC-767 Tanker Transport – a 767-200ER airlift variant operated by the Italian Air Force, and the Japan Self-Defense Air Force. The modifications made by Boeing Integrated Defense Systems include the installation of a refueling stick in flight, the reinforcement of the flaps, and auxiiares fuel tanks, as well as a reinforcement of the aircraft structure and improvements of the aircraft. Japan has received a total of 4 KC-767J. Italy received the first of its four KC-767A in January 2011.
• 767 MMTT – Multi-Mission Tanker Transport - version of the 767-200ER used by the Colombian Air Force. The company Israel Aerospace Industries was responsible for making the modifications to the first 767 MMTT in June 2010, in which refueling pods were installed under the wings and a cargo gate on the side.

Discarded variants

767-400ERX

In the year 2000, Boeing launched the 767-400ERX variant, a derivative of the 767-400ER with longer flight range. This model was presented jointly with the 747X, with both aircraft initially being expected to use the same powerplants, specifically the Engine Alliance GP7000 engines and the Rolls-Royce Trent 600. The new aircraft was intended to have an operating range of 6,492 nautical miles (12,023.2 km). The 767-400ERX managed to receive an order from Kenya Airways for a total of 3 units, which would complement its 767 fleet. However, Boeing decided to cancel development of the 767-400ERX in 2001, and the airline subsequently requested to change its order to the 777-200ER model.

E-10 MC2A

The Northrop Grumman E-10 MC2A was a project developed from the 767-400ER and intended to replace three aircraft: the E-3 Sentry, E-8 Joint STARS, and RC-135. The E-10 MC2A was presented as an aircraft that integrated all these systems, with a new airborne early warning and control system, a powerful active electronically scanned radar that would also be capable of jamming enemy aircraft and missiles. A 767 was built. -400ER intended to be used as an integration test bed for all these systems, but the program ended in January 2009 and this prototype was finally sold to Bahrain to be used as a personalities transport aircraft.

Operators

767-200 from Trans World Airlines at Saint Louis-Lambert International Airport in 1985

767-300ER LAN Airlines at Madrid-Barajas Airport in 2009

The main customers for the 767, by number of aircraft purchased are Delta Air Lines, All Nippon Airways, and United Airlines. As of November 2012, Delta Air Lines remains the main customer for the aircraft, having ordered and accepted delivery of a total of 117 aircraft. Delta is the only airline to have placed orders for all passenger versions of the 767. It received unit number 100, a 767-400ER, in October 2000. United Airlines is the only airline operating all 767 ER series aircraft (762ER, 763ER, and 764ER) as of November 2012. The primary operating airline for the cargo variant is UPS Airlines, with a total of 59 aircraft commissioned, of which 15 were still pending delivery as of November 2012.

As of December 2019, a total of 801 units of all variants of the 767 remain in service, the main users being:

1. LATAM Cargo Chile (2)
2. Aloha Air Cargo (1)

And other airlines with fewer aircraft.

Orders and deliveries

• According to Boeing data as at 31 December 2017.

Orders and deliveries by model

• According to Boeing data as at 31 December 2017.

Accidents and incidents

As of June 2012, the 767 had been involved in a total of 37 aviation incidents, of which 14 were total losses. Also up to that date, there had been a total of six accidents with fatalities, three of them caused by air hijackings, with a total of 569 deaths. The first accident, Lauda Air flight 004, took place in the vicinity of Bangkok on March 26, 1991, due to the sudden activation during the flight of the reverse thrust on the left engine of the 767-300ER; none of the 223 people on board survived, and as a result of this accident the use of reverse on 767s was temporarily restricted until they were redesigned. Investigating inspectors concluded that the The accident was caused by a valve controlled by the electronic system of the aircraft, and consequently all the affected valves were replaced with a new closing system, not only in the 767, but in all the Boeing aircraft affected by this failure..

• On 31 October 1999, a 767-300ER flying 990 from Egyptair crashed into international waters, near the island of Nantucket, Massachusetts, the 217 people on the aircraft died. The National Transportation Security Board determined that the most probable cause of the accident was due to the deliberate action of the first officer, although the Egyptian authorities do not agree with this version.

• It was also implicated in 767 terrorist attacks on 11 September 2001 when Al Qaeda hijackers hijacked four commercial planes to crash them on different targets in the United States: of those four hijacked flights, two, American Airlines flight 11 and United Airlines flight 175, operated Boeing 767-223ER. Those two 767 were specifically involved in the attack on the World Trade Center towers.

• On 15 April 2002, a 767-200ER flying 129 from Air China struck a hill in adverse weather conditions while attempting to land at Gimhae International Airport in Busan, South Korea. In the accident 129 of the 166 people on board died, the accident was attributed to a pilot error.

• On October 28, 2016, American Airlines flight 383 suffered a motor crash when taking off the Chicago O'Hare International Airport, causing a fire in the engine that expanded to the fuselage. Fortunately all passengers managed to evacuate the aircraft that was destroyed by the fire.

• On 23 February 2019, Atlas Air Flight 3591 crashed dying its 3 occupants. It's the first accident of a cargo plane from this model.

• On February 3, 2020, Air Canada's 837 flight landed at the airport Adolfo Suárez Madrid-Barajas Airport after the explosion of one of the landing gear tires at the time of the takeoff. The tyre remains caused a small explosion in one of the engines which led them to declare themselves in emergency.

• On August 19, 2020, a Boeing 767-3S2FER owned by FedEx N146FE, presented problems with the left main train when it was about to land at Los Angeles International Airport.

Technical characteristics

Descriptive geometry of the Boeing 767 aircraft family.

TECHNICAL CHARACTERISTICS OF THE BOEING 767

Sources: Boeing 767 Airport Compatibility Report, Boeing 767 Specifications and other sources

China's purchase of a 767 and subsequent diplomatic conflict

In 2000, the Chinese government purchased a 767-300ER to be used as the official business jet for President Jiang Zemin. The aircraft was originally delivered to Delta Air Lines in June 2000 and was immediately resold to China United Airlines. After being transferred to the Chinese government, the aircraft was flown to San Antonio, Texas to be redecorated with a custom interior.

In late 2001, the Chinese government announced that it had discovered 27 spy devices hidden inside the plane. The Chinese government blamed the CIA for the hidden devices. The 22 military and government officials who were in charge of supervising the redecoration were arrested on suspicion of negligence and corruption.

The CIA and US President George W. Bush have denied knowledge of the hidden devices. Diplomacy experts worried that the incident would not have negative effects on Sino-US relations and Boeing's reputation in the Chinese market. However, relations between China and the United States remained good, and Chinese airlines continued to buy planes from Boeing.