Boeing 767

TYPE: Wide-bodied airliner

COUNTRY OF ORIGIN: United States of America

PROGRAMME: Launched on receipt of United Air Lines order for 30 on 14 July 1978; construction of basic 220-passenger 767-200 began 6 July 1979; first flight (N767BA) 26 September 1981 with P&W JT9D turbofans: first flight fifth aircraft with GE CF6-80A 19 February 1982; 767 with JT9D-7R4D certified 30 July 1982; with CF6-80A 30 September 1982.   First delivery with JT9D (United Air Lines) 19 August 1982 (initial service 8 September); first delivery with CF6 (Delta) 25 October 1982. ETOPS approval for 767-200 with JT9D-7R4 or CF6-80A or -80A2 granted January 1987; ETOPS approval for 767-200 and -300 with PW4000 obtained April 1990; 180-minute ETOPS approval with PW4000 engines obtained August 1993. Joint 757/767 crew rating approved 22 July 1983. Boeing windshear detection and guidance system FAA approved for 767-200 and -300 February 1987.
  Boeing 767-400 first flew 9 October 1999; FAA certification and 180-minute ETOPS granted 20 July 2000: JAA certification 24 July 2000; FAA common type rating with 767-200/300 and 757-200/300 issued 21 August 2000.

CURRENT VERSIONS: 767-200: Basic model; no longer available. Medium-range variant (MTOW 136,080 kg: 300,000 lb) has reduced fuel; higher gross weight variant (142,880 kg; 315,000 lb) certified June 1983.
767-200ER: Extended-range version; announced January 1983; first flight 6 March 1984; basic -200ER with centre-section tankage and gross weight increased; first delivered to El Al 26 March 1984.
767-300: Stretched 269-passenger version, with 3.07 m (10 ft 1 in) plug forward of wing and 3.35 m (11 ft) plug aft, and same gross weight as 767-200; strengthened landing gear and thicker metal in parts of fuselage and underwing skin; same flight deck and systems as other 767s; same engine options as 767-200ER; first ordered (by Japan Airlines) 29 September 1983. First flight with JT9D-7R4D engines 30 January 1986; certified with JT9D-7R4D and CF6-80A2 22 September 1986. First delivery (Japan Airlines) 25 September 1986. British Airways ordered 11 in August 1987, later increased to total 25, with Rolls-Royce RB211-524H engines; delivered from 8 February 1990. No longer available.
767-300ER: Extended-range, higher gross weight version; development began January 1985; optional gross weights 172,365 kg (380,000 lb) and, from 1992. 186,880 kg (412,000 lb); further increased centre-section tankage. Engine choice CF6-80C2, PW4000, RB211-524H; structural reinforcement; certified late 1987. Launch customer American Airlines (15), delivered from 19 February 1988. New interior introduced late 2000; based on Boeing 777; first recipient Lauda Air.
767-300ERX: Further range extension, under study from 1998 to 2002, but not proceeded with; addition of tailplane fuel tank, capacity 7,571 litres (2,000 US gallons: 1,665 Imp gallons) would have increased range to 6,695 n miles (12,400 km; 7,705 miles).
767-300X: Proposed early 2002. Main feature would be rapidly changeable 767-400-type wingtip, allowing airlines to customise aircraft to individual routes, according to distance, reverting to standard tips for long range.
767-300 General Market Freighter.
767-400ER: Stretched version with 10 to 15 per cent increase in passenger accommodation, seating 245 passengers in three-class configuration and 304 in two-class. Features include strengthened wing with thicker ribs, spars and skin; updated flight deck based on Boeing 777; fuselage lengthened 6.43 m (21 ft 1 in) by means of plugs forward (3.36 m; 11 ft 01/4 in) and aft (3.07 m; 10 ft 03/4 in) of centre-section; stringerless window belt with elliptical 777-type cabin windows; wing span increased by 4.42 m (14 ft 6 in) with highly sweptback (9o 50') wingtips of composites construction which reduce take-off distance, increase climb rate and improve fuel consumption; redesigned interior; cargo volume 129.7 m3 (4,580 cu ft); new landing gear with 46 cm (18 in) longer main legs, Boeing 777 brakes and 127 cm (50 in) tyres and revised, hydraulically actuated tail skid; 120 kVA AC generators and more powerful Honeywell 331-400 APU also of 120 kVA. Engine choice 276 kN (62,100 lb st) CF6-80C2B7F1 or 282 kN (63,500 lb st) CF6-80C2B8, with PW4000 series as option; fuel capacity as currently offered on 767-300ER. Maximum T-O weight increase to 204,115 kg (450,000 lb) together with aerodynamic improvements to provide maximum range of approximately 5,695 n miles (10,547 km; 6,553 miles), enabling 767-400ER to operate most existing 767-300ER routes.
  Offered from January 1997; launch customer Delta Air Lines announced intention to order 21 on 20 March 1997; confirmed 28 April 1997; Continental ordered 26 on 10 October 1997. Assembly of first aircraft began at Everett on 9 February 1999; roll-out 26 August 1999; first flight (N76400 No.1) 9 October 1999. Four aircraft took part in test programme, comprising 1,150 flight hours and 1,200 ground testing hours: prototype used primarily to test and certify basic handling qualities; N76401 served as aerodynamics and avionics certification article; N87402, with full cabin interior used for systems development and certification; N47403 (first flown June 2000) for cabin entertainment and related evaluation. World tour (by N76400 No. 2) in July-August 2000. First delivery (N828MH), to launch customer Delta Airlines, 11 August 2000; deliveries to Continental Airlines began 30 August 2000 with refurbished second prototype (N76401/ N66051). Also on 30 August 2000, Delta received first 767-400ER with Rockwell Collins Large Format Display System, comprising six 203 x 203 mm (8x8 in) LCDs.
767-400ER Shrink: Under study in 1999 as alternative to 767-300ERX. Not proceeded with.
Longer Range 767-400ER: Extended-range version; launched (as 767-400ERX) 13 September 2000, but discontinued by 2002.
767 AWACS: Military version. Described separately. Also under consideration are a tanker version for boom and hose-reel refuelling systems and a carrier for ground surveillance radar, designated Northrop Grumman E-10.
767 AST: Boeing contracted by US Army on 11 October 1994 to supply company-owned 767 as Airborne Sensor Testbed for long wavelength infra-red surveillance system; operating contract was extended for 12 months in September 1998 at cost of US$4.1 million.
767 SF: Special Freighter conversion of 767-200 airliner; available from 2000; payload 39,010 kg (86,000 lb); freight door as 767-300F; strengthened floor, main landing gear and forward fuselage.

CUSTOMERS: Original prototype became 767 Airborne Surveillance Testbed (formerly AOA) for US Army. One reconfigured by E-Systems as medevac aircraft for Civil Reserve Air Fleet.

COSTS: US$101 million to US$112 million 767-200ER; US$115.5 million to US$127.5 million 767-300ER; US$126.5 million to US$138.5 million 767-400ER (all 2002 and 2003).

DESIGN FEATURES: Low-wing, wide-bodied airliner with twin, podded turbofans underwing. Boeing aerofoils; quarter-chord sweepback 31o 30'; thickness/chord ratio 15.1 per cent at root, 10.3 per cent at tip; dihedral 6o; incidence 4o 15'.

FLYING CONTROLS: Conventional and hydraulically powered. Inboard, all-speed (between inner and outer flaps) and outboard low-speed ailerons supplemented by flight spoilers (four-section outboard; two-section inboard) also acting as airbrakes and lift dumpers; single-slotted, linkage-supported outboard trailing-edge flaps, double-slotted inboard; track-mounted leading-edge slats; variable incidence tailplane driven by hydraulic screwjack; two-piece elevators each side; no trim tabs; roll and yaw trim through spring feel system; triple digital flight control computers and EFIS; Boeing windshear detection and guidance system optional. Control surface deflections: outboard ailerons +30/-15o, inboard ailerons ±20o, inboard flaps 61o (first element 36o), outboard flaps 36o, spoilers +60o, elevators +28/-20o, rudder ±26o; tailplane incidence +2/-12o.

STRUCTURE: Fail-safe structure. Conventional aluminium structure augmented by graphite ailerons, spoilers, elevators, rudder and floor panels; advanced aluminium alloy keel beam chords and wing skins; composites engine cowlings, wing/fuselage fairing and rear wing panels; CFRP landing gear doors; and aramid flaps and engine pylon fairings.
  Subcontractors include Boeing Military Aircraft (wing fixed leading-edges); Northrop Grumman (wing centre-section and adjacent lower fuselage section; fuselage bulkheads); Vought Aircraft (horizontal tail); Canadair (rear fuselage); Alema (wing control surfaces, flaps and leading-edge slats, wingtips, elevators, fin and rudder, nose radome); Fuji (wing/body fairings and main landing gear doors); Kawasaki (forward and centre fuselage; exit hatches; wing in-spar ribs); Mitsubishi (rear fuselage body panels and rear fuselage doors).

LANDING GEAR: Hydraulically retractable tricycle type; Menasco twin-wheel nose unit retracts forward; Cleveland Pneumatic main gear, with two four-wheel bogies, retracts inward; oleo-pneumatic shock-absorbers; Honeywell wheels and brakes; mainwheel tyres of current production versions H46x18.0-20 (26/28 ply for -200/300; 32 ply for -200ER/300ER); nosewheel tyres size H37x14.0-15 (22/24 ply) for all; steel disc brakes on all mainwheels; electronically controlled anti-skid units. Nosewheel steerable ±16o; +65o for towing.

POWER PLANT: Two high-bypass turbofans in pods, pylon-mounted on the wing leading-edges.
General Electric options: 225 kN (50,600 lb st) CF6-80C2B2F, 251 kN (56,500 lb st) CF6-80C2B4F, 268 kN (60,200 lb st) CF6-80C2B6F, 276 kN (62,100 lb st) CF6-80C2B7F and 282 kN (63,500 lb st) CF6-80C2B8F.
Pratt & Whitney options: 233 kN (52,300 lb st) PW4052, 254 kN (57,100 lb st) PW4056, 268 kN (60,200 lb st) PW4060 and 282 kN (63,300 lb st) PW4062. P&W JT9D-7R4D of 213.5 kN (48,000 lb st) no longer offered.
Rolls-Royce options: 251 kN (56,400 lb st) RB211-524G4-T and 265 kN (59,500 lb st) RB211-524H2-T.
Fuel in one integral tank in each wing, and in centre tank, with total capacity of 63,216 litres (16,700 US gallons; 13,905 Imp gallons) in 200/300; 767-200ER and -300ER and -400ER have additional 27,558 litres (7,280 US gallons; 6,062 Imp gallons) in second centre-section tank, raising total capacity to 90,774 litres (23,980 US gallons; 19,967 Imp gallons). Refuelling point in port outer wing.

ACCOMMODATION: Operating crew of two on flight deck; observer's seat and optional second observer's seat. Basic accommodation in -200 models for 224 passengers, made up of 18 first class passengers forward in six-abreast seating at 96.5 cm (38 in) pitch, and 206 tourist class in seven-abreast seating at 81 cm (32 in) pitch. Window or aisle seats comprise 86 per cent of total. Type A inward-opening plug doors provided at both front and rear of cabin on each side of fuselage, with options of Type A. I or III emergency exits at various mid-cabin locations on each side. Total of five lavatories installed, two centrally in main cabin, two aft in main cabin, and one forward in first class section. Galleys situated at forward and aft ends of cabin. Alternative single-class layouts provide for 255 tourist passengers seven-abreast (two-three-two) at 81 cm (32 in) pitch (one overwing exit each side) and maximum (requiring two additional overwing emergency exits) 290, mainly eight-abreast (two-four-two), at 76 cm (30 in) pitch. Three-class layout for 181 passengers: 15 first class (two-one-two) at 152 cm (60 in) pitch; 40 business class (two-two-two) at 91 cm (36 in); and 126 tourist class (two-three-two) at 81 cm (32 in).
  Basic accommodation in -300 models for 269 passengers, made up of 24 first class passengers forward in six-abreast seating at 96.5 cm (38 in) pitch, 245 tourist class in seven-abreast at 78.7 cm (31 in) pitch, six lavatories and five galleys. Alternatives include 286 in two-three-two seating at 81 cm (32 in) pitch and 218 in three-class layout comprising 18 first, 46 business and 154 tourist class passengers arranged as in -200. Maximum seating capacity in -300 models is 350 passengers at 71 cm (28 in), six lavatories and four galleys; capacities from 291 upwards require standard -300 door configuration (each side) of Type A front and rear and two Type Is overwing to be replaced by two Type As, plus third Type A ahead of wing and Type I adjacent to trailing-edge.
  Underfloor cargo holds (forward and rear, combined) of -200 versions can accommodate, typically, up to 22 LD2 or 11 LD1 containers; 767-300 underfloor cargo holds can accommodate 30 LD2 or 15 LD1 containers. Starboard side forward and rear cargo doors of equal size on 767-200 and 767-300, but larger forward door standard on 767-200ER and 767-300ER and optional on 767-200 and 767-300. Bulk cargo door at rear on port side. Overhead stowage for carry-on baggage is 0.08 m3 (3.0 cu ft) per passenger. Cabin air conditioned, cargo holds heated.

SYSTEMS: Honeywell dual air cycle air conditioning system. Pressure differential 0.59 bar (8.6 Ib/sq in). Electrical supply from two engine-driven 90kVA three-phase 400 Hz constant frequency AC generators, 115/200 V output. 90 kVA generator mounted on APU for ground operation or for emergency use in flight. Three hydraulic systems at 207 bar (3,000 lb/sq in), for flight control and utility functions, supplied from engine-driven pumps and a Honeywell bleed air-powered hydraulic pump or from APU. Maximum generating capacity of port and starboard systems is 163 litres (43 US gallons; 35.8 Imp gallons)/ min; centre system 185.5 litres (49.0 US gallons; 40.8 Imp gallons)/min, at 196.5 bar (2,850 lb/sq in). Reservoirs pressurised by engine bleed air via pressure regulation module. Reservoir relief valve pressure nominally 4.48 bar (65 lb/sq in). Additional hydraulic motor-driven generator, to provide essential functions for extended-range operations, standard on 767-200ER and 767-300ER and optional on 767-200 and 767-300. Nitrogen chlorate oxygen generators in passenger cabin, plus gaseous oxygen for flight crew. APU in tailcone to provide ground and in-flight electrical power and pressurisation. Auti-icing for outboard wing leading-edges (none on tail surfaces), engine air inlets, air data sensors and windscreen.

AVIONICS: Radar: Honeywell RDR-4A colour weather radar in aircraft for All-Nippon, Britannia and Transbrasil.
Flight: Standard ARINC 700 series equipment, including Honeywell VOR/ILS/marker beacon receivers, ADF, DME, RMI-743 radio magnetic indicator and radio altimeter. Honeywell IRS, FMCS and DADC, as described in Boeing 757 entry; dual digital flight management systems, and triple flight control computers, including FCS-700 flight control system; certified for Cat. IIIb landings; options include Boeing’s windshear protection and guidance system.
Instrumentation: Honeywell EFIS-700 electronic flight instrument system.


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