An Austrian Boeing 767-300ER
|Type:||Twin-engine wide-body aircraft|
September 26, 1981
September 8, 1982
In series production since 1980
|Number of pieces:||
The Boeing 767 is a twin - engine, wide - body aircraft produced by the US aircraft manufacturer Boeing . The economically very successful low-wing aircraft is Boeing's first long-haul aircraft with only two engines and can carry up to 375 passengers over 10,000 km. The last passenger plane was delivered in June 2014 , the Boeing 767 is still in production today as a cargo aircraft and for the military.
The history of the Boeing 767 as a wide-body aircraft begins on July 14, 1978 when United Airlines ordered 30 units. It was intended to replace the Boeing 707 . The construction work began on July 6, 1979. The first flight took place on September 26, 1981 in the version 767-200. The Boeing 767 shares many components with the Boeing 757, which was developed at the same time .
The development of the extended version 767-300 began in September 1983. The first copy was delivered to Japan Airlines in 1986 . The two first versions were each followed by a variant with an increased range, which can be recognized by the abbreviation "ER" for "Extended Range" . The 767-300F freight variant based on the 767-300 followed at the beginning of 1993. In addition, decommissioned passenger aircraft are being converted into cargo aircraft.
Although a competitor product was placed on the market almost simultaneously with the Airbus A310 , the 767 sold very well until the Airbus A330 was introduced . The A330 occupied the same market segment, but represents a completely new generation of aircraft. Due to the better economy and the greater comfort due to the larger fuselage cross-section, significantly more orders were signed for the A330 than for the Boeing 767. In response to this, the heavily revised version was signed Boeing 767-400ER developed. This represents a further extension of the basic version Boeing 767-200 and was developed instead of the Boeing 777-100 , which was also proposed . The first copy of the 767-400ER took off on October 9, 1999. However, this version was not successful on the market because it had been geared too much to the needs of the US market and did not reach the range of the A330. Therefore, in 2004 Boeing decided to bring a completely new aircraft to the market with the Boeing 787 .
During the joint development of the Boeing 757 and Boeing 767, attention was paid to the greatest possible commonality of the "sister models" in order to achieve synergy effects . Therefore, the two models are structurally similar and can be flown by pilots with the same type rating due to the almost identical avionics , since the two cockpits are 90% the same. These similarities lead to lower training and maintenance costs when both types of aircraft are used within one airline . In contrast to the 767, the 757 is not a wide-body aircraft . In addition, the cockpit layout of the Boeing 767-200 / -300 is similar to that of the "classic" Boeing 737 versions.
With the Boeing 767-400ER, Boeing introduced a new cockpit in the Boeing 767 series. It is based on that of the Boeing 777 and, after minor retraining, should be just as easy to use for the crew as the "standard cockpit" of the 757/767 family.
The entire fuselage cell and the structure are designed according to the fail-safe principle and are essentially made of aluminum . Most of the components are manufactured by suppliers, for example the wing leading edge from Boeing Military Aircraft and the wing center section and the adjacent fuselage areas as well as the pressure bulkheads of the fuselage from Northrop Grumman . Mitsubishi , who supply the rear fuselage cladding and rear doors, and Kawasaki , who manufacture the front and middle fuselage area, including the emergency exit flaps, are primarily responsible for the manufacture of the fuselage . Furthermore, Kawasaki supplies the ribs for the bars . Fuji manufactures the fuselage-wing transition from composite material and the landing gear flaps , which are made of carbon fiber-reinforced plastic , Alenia is responsible for the flaps, rudders, slats, the wing tips and the radar cover in the bow, while Vought produces the horizontal stabilizer . Canadair supplies the rear fuselage area .
The two engines are mounted in nacelles below the wings, the fuel is in two integral tanks in the wings and one or two tanks in the fuselage. The refueling connection is located on the underside of the left outer wing.
The 767 has a retractable nose wheel landing gear with three landing gear legs. The nose landing gear is manufactured by Menasco and has two wheels, it is retracted forward hydraulically. It has a lateral deflection of ± 16 ° for steering, whereby ± 65 ° is possible when towing by releasing a lock. The main landing gear consisting of four wheels, each with a gas pressure shock absorber, comes from Cleveland Pneumatic and is pulled in towards the fuselage. Honeywell supplies the wheels and the disc brakes , which are equipped with an anti-lock braking system.
The air conditioning and control of the pressurized cabin are also from Honeywell . The internal cabin pressure is a maximum of 0.59 bar above the external pressure. The emergency oxygen system for the passenger area is ensured by a chemical oxygen generator; the crew's oxygen masks are supplied by a compressed gas system. There are two 115/200 V 3 ~ 400 Hz 90 kW generators on the engines and a further 90 kW generator on the auxiliary engine (APU) for the power supply ; In the -200ER and -300ER versions there is an additional generator supplied by the hydraulic system, which can also be optionally installed in the -200 and -300 versions. The APU is installed in the rear fairing below the vertical stabilizer and can be operated both on the ground and in the air. The hydraulic system consists of three independent systems with a system pressure of 207 bar. Two hydraulic pumps are mechanically driven by the engines, one via bleed air from the engines or by the APU. The hydraulics operate the rudder and flaps.
The wing has a sweep of 31 ° 30 'and a V-position of 6 °, the setting angle is 4 ° 15'. The rudders and flaps are operated conventionally and hydraulically. The aileron control consists of inner and outer rudder flaps; In the range of high flight speeds, only the two rudders on the inner wing are operated, in the low speed range the four-part ailerons on the outer wing are also deflected. On the top of each wing there are six spoilers, which are used as air brakes and as ground and roll spoilers . Simple (outer wing) or two-story slotted flaps (inner wing) are available as a lift aid, and a slat is located on the wing nose edge . For elevator trim the setting of the horizontal tailplane can be changed.
The cockpit is designed for two pilots and has an additional space for an observer; another observation station can also be built in. It is equipped with a Honeywell EFIS-700 as the primary information system, the avionics include a weather radar , VOR / ILS receiver, which is approved in connection with the FCS-700 attitude controller for landings up to category IIIb, an ADF and a DME . An electronic magnetic compass and a radio altimeter are part of the standard equipment as well as an inertial navigation system , a redundant flight management computer system, which has a digital air data computer and can optionally be equipped with protection against wind shear . The flight control computer is designed with triple redundancy.
De-icing devices are located on the outer wing leading edges, the engine inlets, the pitot static system and the windshield . There is also a new autopilot (AP) and a flight director (FD) in the cockpit of the 767. The heart of the airplane beats in Electronic Bay. Because of the big-grip control horn, there are no tables like in the Airbus cockpit with a sidestick, so the pilots have to eat on their feet.
The Boeing 767 was and is offered with different engines. Originally only the JT9D-7R4 from Pratt & Whitney and the CF6-80A from General Electric were available. For the original variants of the 767, the 200 and 300, Pratt & Whitney and General Electric supplied improved PW4062 and CF6-80C2B7F engines, respectively . The newer versions - 200ER, 300ER and 300F - were delivered exclusively with the improved engines from the start. With the RB211-524H of Rolls-Royce also a third engine option was included in the program, which, however, only British Airways and China Yunnan Airlines was ordered. For the largest variant, the 767-400ER, more powerful engines had to be developed, which General Electric received its own name with the CF6-80C2B8F . No engine is available from Rolls-Royce for the 400ER.
To date, three basic versions have been built:
- the 767-200
- the 767-300
- the 767-400
These differ in their length, partly also in the span. If there are several versions, the abbreviation ER stands for Extended Range . The 767-400 occupies a special position in that a version without the ER addition was never built. The greater range is primarily achieved through larger fuel tanks. There is also a freight version, the 767-300F. Another cargo variant with the originally intended name Boeing 767-200LRF ( L ong R is F reighter) has been dubbed 767-2C; the new version of the military KC-767 , the KC-46 , which was developed in parallel , is based on it.
The Boeing 767-200 was the first model in the series. The first aircraft was ordered on July 14, 1978. Just three years later, the rollout ceremony took place on August 4, 1981. The first prototype of the model took off on September 26, 1981. The aircraft was certified on July 30, 1982, and on August 19, the first production aircraft was handed over to its first customer United Airlines , which began flight operations on September 8. By April 1994, all 128 machines ordered had been delivered.
The Boeing 767-200 is used as a medium-haul aircraft and offers space for 224 passengers in standard seating, 18 of them in first class with 2 + 2 + 2 rows of seats and 96.5 cm seat spacing. The remaining seats are arranged in the scheme 2 + 3 + 2 with a seat pitch of 81 cm. There are a total of five toilets, two in the rear fuselage, two in the middle of the main cabin and one in the front of the first class. A one-class cabin layout results in seating for 255 passengers. High density seating with 2 + 4 + 2 rows of seats and 76 cm seat spacing allows a number of passengers of 290, but requires two additional emergency exits above the wings. This version was offered to the airlines and also produced in smaller numbers. A three-class layout results in a seating capacity of 181 passengers, 15 of them in First Class with 2 + 1 + 2 rows of seats with a seat pitch of 152 cm, 40 in Business Class with 2 + 2 + 2 rows and a seat pitch of 91 cm. The average space for hand luggage is 0.08 m³ per passenger. It is located in lockable containers above the seats.
The fuel capacity is 63,216 liters. In the front and rear loading space there is a total of 22 containers of the type LD2 or eleven LD3 . Doors to the cargo holds are in the front and rear on the right side of the hull. The dimensions are each 1.75 m high × 1.78 m wide. A hatch of 1.22 × 0.97 m for luggage is arranged in the rear area on the left-hand side.
A competing model was the Airbus A310-200 developed at the same time .
As a variant with increased range (English E xtended R attached), the Boeing 767-200ER offered. The first order was placed on December 16, 1982 by Ethiopian Airlines . The 767-200ER made its maiden flight on March 6, 1984, and the first aircraft was delivered to El Al on March 26 . By March 2008, all 121 machines ordered had been delivered.
Compared to the model 767-200, the front cargo door on the right-hand side was enlarged to 1.75 × 3.40 meters as standard. A second fuselage tank with a capacity of 27,558 liters increased the fuel capacity to 90,774 liters.
As the first real twin-engine long-haul aircraft (next to the Airbus A310) it broke several long-haul records and, thanks to its reliability, laid the basis for today's normal transatlantic flights with only two engines ( ETOPS ). The maximum range is 12,200 kilometers. In 1988, an Air Mauritius Boeing 767-200ER set a new route record for twin jets on the Halifax - Mauritius route with 14,042 kilometers. This was only broken by the Boeing 777 .
Boeing 767-200 (BD) SF
The Boeing 767-200SF (Special Freighter) is a 767-200 converted from a passenger to a cargo plane. Another version of the SF is the BDSF (Bedek Special Freighter), which has been converted by Israel Aerospace Industries and is currently used by ABX Air , West Air Sweden and Cargojet Airways , among others . The BDSF is based on the 767-200ER.
The Boeing 767-2C is the latest version of cargo. Its maiden flight took place on December 28, 2014. The basis of the design are the fuselage of the 767-200ER, the wings of the 767-300, the tail units of the 767-400ER and the cockpit displays of the 787. The development was closely linked to that of the military tanker version KC-46 based on it . So far (as of the end of July 2020), Boeing has not recorded any orders other than 73 orders placed in this context. The first ten copies were delivered in December 2018, with a total of 39 by the end of July 2020.
The Boeing 767-300 is a stretched version of the Boeing 767-200. A 3.07 meter long section in front of the wing and one 3.35 meters behind the wing were added. In addition, the landing gear was reinforced and some parts of the fuselage and wing were made of thicker material. The take-off weight remained the same as with the 767-200. The development of this variant was announced in February 1982, and Japan Airlines placed its first order for the aircraft on September 29, 1983. The roll-out took place on January 14th, the first flight of the 767-300 on January 30th, 1986 with JT9D engines. On September 22nd, the aircraft was certified with JT9D and CF6 engines. Japan Airlines took over the first model on September 25, 1986 and began operating it on October 20. By August 2001, all 104 machines ordered had been delivered.
The Boeing 767-300 is used as a long-haul aircraft. The range is up to 9700 kilometers. This is sufficient for transatlantic connections, one of the standard routes for this version. The 767-300 offers space for 269 passengers in standard seating, 24 of them in first class with 2 + 2 + 2 rows of seats and 96.5 cm seat spacing. The remaining seats are arranged in a 2 + 3 + 2 scheme with a seat pitch of 78.7 cm. There are six toilets in total. A one-class cabin layout results in seating for 286 passengers with a seat pitch of 81 cm. High density seating with 71 cm seat spacing allows a passenger number of 351. All cabin layouts for more than 290 passengers require additional emergency exits. A three-class layout results in a seating capacity of 218 passengers, 18 of them in First Class with 2 + 1 + 2 rows of seats with a seat pitch of 152 cm, 46 in Business Class with 2 + 2 + 2 rows and a seat pitch of 91 cm.
In the front and rear loading space there is a total of 30 containers LD2 or 15 LD3.
Aircraft of this type converted to cargo aircraft are known as 767-300BCF (Boeing Converted Freighter). The first machine of this type made its maiden flight on April 9, 2008 and was delivered to All Nippon Airways in June 2008 .
The Boeing 767-300ER is a version of the 767-300 with a longer range and the additional fuselage tank, as it is also built into the 767-200ER. Development began in January 1985. The first flight of the 767-300ER took place on December 19, 1986, the first customer was American Airlines , which had ordered 15 aircraft on March 3, 1987. The 767-300ER started flying with American Airlines on March 3, 1988, after the first machine had been delivered on February 19, 1988. The seating options corresponded to those of the 767-300. The take-off weight could optionally be increased to 172,365 kg. From 1992 a takeoff weight of 186,880 kg was also permitted. The last of the 583 machines produced was delivered to Air Astana in June 2014; this was also the last delivery of a passenger 767.
In 1995 EVA Air was the first airline to use the 767-300ER for long-haul transpacific flights.
British Airways first ordered Rolls-Royce 767 engines in August 1987. The order, initially for eleven machines, was later increased to 25 and the first machine was delivered on February 8, 1990.
In 2000, the interior was revised and adapted to the status of the 777. The first customer for this new interior was Lauda Air .
Between 1998 and 2002 the installation of an additional 7571 liter tank in the rear was examined. This version, called the 767-300ERX, would have achieved a range of 12,400 km. However, it did not come to fruition.
Both 300 versions (B763 and B763ER) can be equipped with an additional middle door on each side, which is attached in front of the wing, at the request of the airlines. Thus three doors of the same size are mounted on each side.
On July 20, 2008, the first aircraft, equipped with two winglets each 4.3 meters long and made of carbon fiber reinforced plastic , took off on its maiden flight. The retrofit kit for the wing tips comes from Aviation Partners Boeing and is intended to reduce fuel consumption by up to 6.5% and improve range and payload. In 2010 American Airlines announced that it would equip all of its 58 aircraft of this type with winglets. American Airlines now has 73 aircraft, 21 of which are equipped with winglets.
The 767-300F (English F reighter) is a factory-delivered freight version of the 767 based on the 767-300ER. The 767-300F development program was officially launched on January 15, 1993 with United Parcel Service placing an order for 30 aircraft . Of the additional 30 options that were also subscribed, only two were initially exercised.
Production of the 767-300F began in January 1995 and the machine was rolled out on May 8 of the same year. The first flight took place on June 20, the first aircraft was handed over to UPS Airlines on October 12 . The UPS machines are specially designed for the transport of packages and are very simply equipped. Asiana ordered a 767-300F with handling aids for the main and lower decks as well as air conditioning to be able to transport animals or perishable goods.
Compared to the 767-300ER, the landing gear and the wings have been reinforced. The main loading deck was designed so that it can carry 24 containers. The cargo volume on the main deck is 339.5 m³, on the lower deck it is 92.9 m³. The cabin windows have been omitted. A 2.67 × 3.40 meter cargo door was installed on the front left side of the fuselage for loading the main deck.
On July 22, 2015, it was announced that FedEx would order 50 machines; Together with the option for an additional 50 by 2023 and the orders so far, the order amounts to 106 machines at a list price of 10 billion dollars, making it the largest ever placed for the 767.
So far (as of the end of July 2020) 232 copies of the 767-300F have been ordered and 178 of them have been delivered.
The Boeing 767-400ER is an extended version of the 767 compared to the 767-300. For this purpose, a 3.36 meter long cabin section was added in front of the wing and a 3.07 meter long section behind it. Construction of the 767-400ER began in 1996, and the model was offered from January 1997.
The first order for 21 aircraft was placed by Delta Air Lines on April 28, 1997 ; Continental Airlines ordered 26 aircraft on October 10. The assembly of the first machine began on February 9, 1999. The roll-out took place on August 26, 1999, the first flight on October 9, 1999. Four machines took part in flight tests. The aircraft was registered on July 20, 2000. The first machine was delivered to Delta Air Lines on August 11, 2000, which began operations on September 14, 2000. Continental was the first 767-400ER to receive the revised second prototype on August 30, 2000.
The 767-400ER differs from its predecessors in that it has a new cockpit layout and new avionics , which are based on that of the Boeing 777 and come from Rockwell Collins . This simplifies the retraining of the 777 pilots, but the pilots trained for the 767-200 / 300 have to undergo more extensive retraining than normal.
The cabin was redesigned similar to the 777 and the fuselage in the area of the windows was designed without stringers . The windows themselves have the same elliptical shape as the 777. The wing has been reinforced by using thicker ribs, spars and surfaces, and raked wingtips have increased the wingspan by 4.42 meters. This resulted in better take-off and climb performance. The total freight volume is 129.7 m³.
The output of the generators was increased to 120 kVA. A Honeywell 331-400 , also equipped with a 120 kVA generator, is used as the APU .
The amount of fuel corresponds to the 767-300ER. The maximum takeoff weight has been increased to 204,115 kg.
The Boeing 767-400ER can transport up to 375 passengers over a distance of a maximum of 10,547 kilometers. The normal seating in a 3-class layout enables the transport of 245 passengers, with a 2-class layout there are 304 passengers.
Delta and Continental Airlines remained the only customers for this version (apart from one VIP copy). Compared to the rival Airbus A330-200 , the 767-400ER remained less attractive despite being revised. All 38 machines ordered had been delivered by January 2009.
The Japanese Air Force uses four 767s as an AWACS platform for airborne radar surveillance. The machines were delivered to Japan in 1998/99 and have been in use since 2000. General Electric CF6-80C2B6FA are used as engines. To operate the extensive electronics, these are equipped with generators of 300 kVA each.
The distinguishing feature is the antenna on the fuselage with a diameter of 9.1 meters. The radar system is of the Northrop Grumman AN / APY-2 type, which operates in the 10 GHz range. The speed of rotation of the antenna is 6 min −1 in operation, 1 min −1 without active radar. The range of the radar system is 320 km. The radar operating modes are pulse Doppler operation with and without altitude detection, surface search for marine tasks, search behind the horizon and an operating mode for ultra-long ranges. There is also a passive mode.
The machine is flown by two pilots. There are 18 radar operators on board, led by a mission specialist and a tactical leader.
The Boeing KC-767 is a version of the Boeing 767 as a tanker and transport aircraft based on the civilian 767-200 or 767-300. The machine has a fixed Boeing tank boom ("Flying Boom") controlled by an operator at the rear of the machine and two Smith Aerospace hose booms . In June 2000, extensive tests were successfully carried out with a converted 767. The total fuel capacity is 112,578 liters. In addition, 18 pallets of type 463L or 216 people can be transported on the main deck. Other goods can be transported on the lower deck. The three previous customer nations are all involved in the construction of the 767 (see Section 2).
|MM6226 / 14-01||November 2011|
|MM6227 / 14-02||March 10, 2011|
|MM6228 / 14-03||Yes we can||March 16, 2012|
|MM6229 / 14-04||We have a dream||January 26, 2011|
In December 2002, the Italian government ordered four KC-767A version machines for a total of US $ 618 million. These machines are based on the 767-200ER with CF6-80C2 engines. In addition to the flying boom, there are two hose extensions under the wings and a third under the fuselage. It is also possible to refuel the aircraft in the air. The first machine arrived in Pratica di Mare at the beginning of 2011 for final tests , and in May of that year the first two machines were put into service at 14º Stormo . The four machines form the 8º Gruppo di Volo and replaced four Boeing KC-707s, which were stationed in Pratica di Mare from 1992 to 2008.
The KC-767J version was announced to the public by Boeing in February 1995 pending an order from the Japanese Self-Defense Forces . A collaboration with Kawasaki was planned for production . There the parts of the refueling equipment should be installed in the delivered cell. Japan originally wanted to procure the tankers in the 1999 financial year, but the plans were initially stopped due to the poor economic development. On December 14, 2001 it was announced that there was renewed interest in the tanker. On April 4, 2003, Boeing announced that it had signed an order for four aircraft for the Japanese Air Self-Defense Forces , all of which have since been delivered. They form the 404th Squadron, which is subordinate to the 1st Tactical Transport Squadron in Komaki .
The Royal Air Force was offered the tanker as a replacement for the Vickers VC10 and Lockheed TriStar . The total requirement was 20-30 planes and to reduce costs, used British Airways 767-300s were to serve as the base. In this version 121,322 liters of fuel could have been carried. In the end, the Royal Air Force opted for the competing model A330 MRTT from Airbus .
In 2001 the US Air Force wanted to purchase 100 KC-767A based on the B767-200ER as a replacement for the oldest KC-135 Stratotankers (KC-X or KC-45A program), but this was due to excessive costs and a bribery scandal was temporarily stopped in December 2003 and finally in January 2006. In the subsequent tender for 179 new USAF tankers, Boeing offered a design based on the planned freight version B767-200LRF in April 2007. This combines the length of the 767-200 with structural features of the 767-300 and the modernized avionics equipment of the 767-400ER.
On February 29, 2008, the US Air Force announced that it had decided against the KC-767 and in favor of the competitor KC-45 , which is based on the Airbus A330 and is being offered by Northrop Grumman (in cooperation with EADS) . Boeing protested against the decision, which is why the contract was withdrawn. On March 9, 2010, Northrop Grumman withdrew the offer because the tender was unfair and tailored to its competitor Boeing. However, on April 21, 2010, EADS North America announced that it would still participate in the tender.
On February 24, 2011, Boeing won the order for 179 KC-46A tankers based on the Boeing 767-2C in the third attempt at the tender. The tender, known as the "Contract of the Century", is valued at USD 35 billion. Including future service and follow-up orders - around 500 KC-135 must be replaced - the total order volume could increase to around USD 100 billion.
IAI 767 MMTT
The IAI 767 MMTT ("Multi Mission Tanker Transport") is the tanker version of the Boeing 767-200ER and -300ER. The tanker was developed by Israel Aircraft Industries based on the -200ER for Colombia. The machine is equipped with two self-developed APR-3 hose containers. These containers can dispense up to 1500 liters of kerosene per minute. Brazil has ordered three tankers based on the -300ER, but this project is currently on hold. Israel itself is considering procurement.
The Boeing E-10 , which had been developed on the basis of the B767-400ER since 2003, was to be used as a reconnaissance aircraft from 2015 according to the last plans of the US Air Force , and the E-8 Joint STARS , RC-135 Rivet Joint and E -3 to replace Sentry , all of which are still based on the Boeing 707 . However, the USAF discontinued the program in early 2007 for cost reasons.
From the first flight in 1981 to December 2019, a total of 19 aircraft were written off in incidents, accidents and hijackings, and a total of 854 people died. The total loss rates in 2016 with and without fatalities were 0.12 and 0.41 per 1 million flights, respectively. There have been a total of seven fatalities in the history of the Boeing 767. Examples:
- On May 26, 1991, a Boeing 767-300ER crashed on Lauda Air Flight 004 (OE-LAV) over Thailand . While cruising, the reverse thrust of an engine opened, whereupon control of the aircraft was lost and the machine broke in the air. All 223 people on board were killed.
- On November 23, 1996, hijackers wanted to divert the Boeing 767-200 ET-AIZ on Ethiopian Airlines Flight 961 to Australia . Due to a lack of fuel, the crew ditched a ditch off the Comoros , with the aircraft overturning and 125 of the 175 occupants perishing.
- On October 31, 1999, a Boeing 767-300ER of Egypt Air (SU-GAP) crashed into the Atlantic on Flight 990 from New York City ( USA ) to Cairo ( Egypt ). Shortly before the crash, the aircraft went into a dive triggered by the replacement co-pilot. All 217 people on board were killed when they hit the sea surface.
- In the terrorist attacks on September 11, 2001 , two Boeing 767-200s operated by American Airlines (N334AA) and United Airlines (N612UA) were flown into the World Trade Center, killing 157 people in the aircraft and another 2,142 people on the ground.
- On April 15, 2002, a Boeing 767-200ER ( B-2552 ) on Air China Flight 129 crashed into a mountain during the approach to Gimhae Airport (South Korea) in bad weather. The machine was en route from Beijing to Busan, but due to a pilot's error it flew into a hill near Busan. 129 of the 166 people on board were killed. To date, Flight 129 Air is China's only fatal accident and the first aircraft loss in the company's history.
- On February 23, 2019, a Boeing 767-300ER (BCF) (N1217A) crashed on Atlas Air Flight 3591 from Miami to Houston . She fell after a steep descent near the Texan city of Anahuac in Trinity Bay . The three crew members were killed in the crash.
There are also other notable incidents:
- On July 23, 1983, a Boeing 767-200 on Air Canada Flight 143 ( aircraft registration C-GAUN ) had to make an emergency landing due to an incorrect fuel quantity calculation. The events of the flight were filmed under the title Schreckensflug der Boeing 767 . The machine continued to operate until 2008.
- On June 24, 1992, a Boeing 767-300ER (D-ABUZ) operated by the German Condor narrowly escaped a catastrophe when it collided with a radio mast shortly after taking off from Porlamar (Venezuela) and the left wing was badly damaged. The pilots were able to land the machine safely in Porlamar again, the aircraft was later repaired and still flies for Condor today .
- On November 1, 2011, a Boeing 767-300ER of the Polish airline Polskie Linie Lotnicze LOT (SP-LPC) had to make an emergency landing at Warsaw Airport because the landing gear could not be extended. However, none of the 231 people on board were injured in the belly landing . The machine was written off.
- On October 28, 2016, a Boeing 767-323ER (N345AN) caught fire during the take-off run of American Airlines Flight 383 at Chicago O'Hare Airport . The launch was successfully canceled and all 161 passengers and 9 crew members were evacuated using emergency slides; one member of the cabin crew and 23 passengers were slightly injured. The right wing was destroyed by the fire and the aircraft was written off. The Boeing 767-300ER's destination was Miami .
Two other Boeing 767s from Kuwait Airways were devastated in the 1991 war; seven Boeing 767s were devastated by minor accidents or fires.
By the end of July 2020, a total of 1279 Boeing 767s of all civilian series were ordered, of which 1191 have been delivered to date:
The largest Boeing 767 customers by continent (only aircraft delivered until the end of July 2020):
|Ethiopian Airlines||6th||Delta Air Lines||117||All Nippon Airways||96||AWAS 1||33||Qantas Airways||29|
|Egypt Air||5||American Airlines||88||Japan Airlines||60||British Airways||28||Air New Zealand||8th|
|Air Algérie||3||FedEx Express||87||Gulf Air||20th||TUI Airlines||18th||Ansett Australia||5|
|Air Zimbabwe / Air Mauritius||2 each||United Airlines||82||Asiana Airlines||12||SAS Scandinavian Airlines||16||BOC Aviation 1||3|
1 These are leasing companies .
|Length:||48.50 m||54.90 m||61.40 m|
|Span:||47.60 m||51.90 m|
|Height:||15.80 m||15.90 m||16.80 m|
|Hull width:||5.03 m|
|Torso height:||5.41 m|
|Cabin width:||4.70 m|
|Empty weight:||80,286 kg||88,469 kg||90,010 kg||103,147 kg|
|Maximum take-off weight (MTOW):||179,172 kg||186,883 kg||204,120 kg|
Mach 0.80 or 851 km / h
(at about 10,700 m altitude)
|Range:||12,352 km||10,880 km||6,056 km||10,454 km|
|Maximum number of seats:||290||351||none (up to 58 t freight)||375|
|Typical number of seats:||181 to 224||218 to 269||no||245 to 305|
|Engines:||Two Pratt & Whitney 4062
with 282 kN thrust each
General Electric CF6-80C2B7F
with 276 kN thrust each
|Two Pratt & Whitney 4062
with 282 kN thrust each
with 265 kN thrust each
General Electric CF6-80C2B7F
with 276 kN thrust each
|Two Pratt & Whitney 4062
with 282 kN thrust each
General Electric CF6-80C2B8F
with 283 kN thrust each
- Thomas Becher: Boeing 757 and 767 . ISBN 978-1-86126-197-7 .
- Philip Birtles: Airlife's Airliners: Boeing 767 . ISBN 978-1-85310-946-1 .
- Robbie Shaw: Boeing 757's and 767's: The Medium Twins . ISBN 978-1-85532-903-4 .
- Boeing 767 on the Boeing website
- Type certification of the Boeing 767 - EASA-TCDS IM.A.035 (PDF; 552 kB)
- Annex to type certification IM.A.035 (PDF; 426 kB)
- Planespotters.net - Production list for the Boeing 767
- Boeing 767-200, source FliegerWeb.com
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