Non-Subscriber Extract
Jane's All The World's Aircraft Entry - Boeing 767
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| 11 September 2001 |
Type
Wide-bodied airliner.
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. Weight and performance data in 2000-01 and previous Jane's.
767-200ER: Extended-range version; announced January 1983; first flight 6 March 1984; basic -200ER with centre-section tankage and gross weight increased initially to 156,490 kg (345,000 lb) first delivered to El Al 26 March 1984; 175,540 kg (387,000 lb) certified 1988; current gross weights are 159,211 kg (351,000 lb), and 179,169 kg (395,000 lb).
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; weight and performance data in 2000-01 and previous Jane's.
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; addition of tailplane fuel tank, capacity 7,571 litres (2,000 US gallons; 1,665 Imp gallons) would increase range to 6,695 n miles (12,400 km; 7,705 miles).
767-300 General Market Freighter: See separate entry.
Customers
See table for orders. Original prototype became 767 Airborne Surveillance Testbed (formerly AOA) for US Army (see 1991-92 Jane's). One reconfigured by E-Systems as medevac aircraft for Civil Reserve Air Fleet.
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 srewjack; 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); Alenia (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 H46×18.0-20 (26/28 ply for -200/300; 32 ply for -200ER/300ER); nosewheel tyres size H37×14.0-15 (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 and 276 kN (62,100 lb st) CF6-80C2B7F.
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 have additional 28,163 litres (7,440 US gallons; 6,195 Imp gallons) in second centre-section tank, raising total capacity to 91,379 litres (24,140 US gallons; 20,100 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 lb/sq in). Electrical supply from two engine-driven 90 kVA 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 bars (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 US gallons; 40.8 Imp gallons)/min, at 196.5 bars (2,850 lb/sq in). Reservoirs pressurised by engine bleed air via pressure regulation module. Reservoir relief valve pressure nominally 4.48 bars (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. Anti-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.
Dimensions, External
|
Wing span: except 400ER |
47.57 m (156 ft 1 in) |
|
400ER |
51.99 m (170 ft 7 in) |
|
Wing chord: at root |
8.57 m (28 ft 1¼ in) |
|
at tip |
2.29 m (7 ft 6 in) |
|
Wing aspect ratio: except 400ER |
8.0 |
|
400ER |
9.3 |
|
Length: overall: 200/200ER |
48.51 m (159 ft 2 in) |
|
300/300ER |
54.94 m (180 ft 3 in) |
|
400ER |
61.37 m (201 ft 4 in) |
|
fuselage: 200/200ER |
47.24 m (155 ft 0 in) |
|
300/300ER |
53.67 m (176 ft 1 in) |
|
Fuselage: Max width |
5.03 m (16 ft 6 in) |
|
Height overall |
15.85 m (52 ft 0 in) |
|
Tailplane span |
18.62 m (61 ft 1 in) |
|
Wheel track |
9.30 m (30 ft 6 in) |
|
Wheelbase: 200/200ER |
19.69 m (64 ft 7 in) |
|
300/300ER |
22.76 m (74 ft 8 in) |
|
Passenger doors (two, fwd and rear, port): |
|
|
Height |
1.88 m (6 ft 2 in) |
|
Width |
1.07 m (3 ft 6 in) |
|
Galley service door (two, fwd and rear, stbd): |
|
|
Height |
1.88 m (6 ft 2 in) |
|
Width |
1.07 m (3 ft 6 in) |
|
Emergency exits (two, each): Height |
0.97 m (3 ft 2 in) |
|
Width |
0.51 m (1 ft 8 in) |
|
Cargo door (rear, stbd; fwd, stbd 200/300): |
|
|
Height |
1.75 m (5 ft 9 in) |
|
Width |
1.78 m (5 ft 10 in) |
|
Cargo door (fwd, stbd, 200ER/300ER): |
|
|
Height |
1.75 m (5 ft 9 in) |
|
Width |
3.40 m (11 ft 2 in) |
|
Bulk cargo door (port,rear): Height |
1.22 m (4 ft 0 in) |
|
Width |
0.97 m (3 ft 2 in) |
Dimensions, Internal
|
Cabin, excl flight deck: |
|
|
Length: 200/200ER |
33.93 m (111 ft 4 in) |
|
300/300ER |
40.36 m (132 ft 5 in) |
|
Max width |
4.72 m (15 ft 6 in) |
|
Max height |
2.87 m (9 ft 5 in) |
|
Floor area: 200/200ER |
154.9 m2 (1,667 sq ft) |
|
300/300ER |
184.0 m2 (1,981 sq ft) |
|
Volume: 200/200ER |
428.2 m3 (15,121 cu ft) |
|
300/300ER |
483.9 m3 (17,088 cu ft) |
|
Volume, flight deck |
13.5 m3 (478 cu ft) |
|
Baggage holds (containerised), volume: |
|
|
200/200ER: fwd |
40.8 m3 (1,440 cu ft) |
|
rear |
34.0 m3 (1,200 cu ft) |
|
300/300ER: fwd |
54.4 m3 (1,920 cu ft) |
|
rear |
47.6 m3 (1,680 cu ft) |
|
Bulk cargo hold volume: |
|
|
all versions |
12.2 m3 (430 cu ft) |
|
Combined baggage hold/bulk cargo hold volume: |
|
|
200/200ER |
87.0 m3 (3,070 cu ft) |
|
300/300ER |
114.1 m3 (4,030 cu ft) |
|
Total cargo hold volume: |
|
|
200/200ER |
111.3 m3 (3,930 cu ft) |
|
300/300ER |
147.0 m3 (5,190 cu ft) |
Areas
|
Wings, gross: except 400ER |
283.3 m2 (3,050.0 sq ft) |
|
400ER |
290.70 m2 (3,129.0 sq ft) |
|
Ailerons (total) |
11.58 m2 (124.60 sq ft) |
|
Trailing-edge flaps (total) |
36.88 m2 (397.00 sq ft) |
|
Leading-edge slats (total) |
28.30 m2 (304.60 sq ft) |
|
Spoilers (total) |
15.83 m2 (170.40 sq ft) |
|
Fin |
30.19 m2 (325.00 sq ft) |
|
Rudder |
15.95 m2 (171.70 sq ft) |
|
Tailplane |
59.88 m2 (644.50 sq ft) |
|
Elevators (total) |
17.81 m2 (191.70 sq ft) |
Performance
|
Normal cruising speed, all versions |
M0.80 |
|
Approach speed at MLW: |
|
|
2GB, 2PB |
137 kt (254 km/h; 158 mph) |
|
2GM, 2PM |
139 kt (258 km/h; 160 mph) |
|
3GB, 3GM, 3PB, 3PM |
145 kt (269 km/h; 167 mph) |
|
3RB, 3RM |
148 kt (275 km/h; 171 mph) |
|
Initial cruising altitude at max T-O weight: |
|
|
2GB |
11,550 m (37,900 ft) |
|
2GM, 2PM |
10,670 m (35,000 ft) |
|
2PB |
11,310 m (37,100 ft) |
|
3GB |
10,700 m (35,100 ft) |
|
3GM, 3PM |
10,180 m (33,400 ft) |
|
3PB |
10,730 m (35,200 ft) |
|
3RB |
10,730 m (35,200 ft) |
|
3RM |
10,210 m (33,500 ft) |
|
Service ceiling, OEI: 2GB |
5,090 m (16,700 ft) |
|
2GM |
4,205 m (13,800 ft) |
|
2PB |
5,395 m (17,700 ft) |
|
2PM |
4,845 m (15,900 ft) |
|
3GB |
4,510 m (14,800 ft) |
|
3GM |
3,930 m (12,900 ft) |
|
3PB |
4,785 m (15,700 ft) |
|
3PM |
4,085 m (13,400 ft) |
|
3RB |
3,900 m (12,800 ft) |
|
3RM |
3,505 m (11,500 ft) |
|
T-O field length S/L, 86ºF: 2GB |
2,301 m (7,550 ft) |
|
2GM, 3PB |
2,485 m (8,150 ft) |
|
2PB |
2,180 m (7,150 ft) |
|
2PM |
2,439 m (8,000 ft) |
|
3GB |
2,530 m (8,300 ft) |
|
3GM |
2,713 m (8,900 ft) |
|
3PM |
2,652 m (8,700 ft) |
|
3RB |
2,500 m (8,200 ft) |
|
3RM |
2,896 m (9,500 ft) |
|
Landing field length at MLW: 2GB |
1,524 m (5,000 ft) |
|
2GM |
1,555 m (5,100 ft) |
|
2PB |
1,509 m (4,950 ft) |
|
2PM |
1,540 m (5,050 ft) |
|
3GB, 3GM, 3PB, 3PM |
1,677 m (5,500 ft) |
|
3RB, 3RM |
1,707 m (5,600 ft) |
|
3RM |
2,896 m (9,500 ft) |
|
Design range: 2GB (181) |
5,125 n miles (9,491 km; 5,897 miles) |
|
2GB (224) |
4,830 n miles (8,945 km; 5,558 miles) |
|
2GM (181) |
6,655 n miles (12,325 km; 7,658 miles) |
|
2GM (224) |
6,545 n miles (12,121 km; 7,531 miles) |
|
2PB (181) |
5,030 n miles (9,315 km; 5,788 miles) |
|
2PB (224) |
4,740 n miles (8,778 km; 5,454 miles) |
|
2PM (181) |
6,555 n miles (12,139 km; 7,543 miles) |
|
2PM (224) |
6,450 n miles (11,945 km; 7,422 miles) |
|
3GB (218) |
5,230 n miles (9,686 km; 6,018 miles) |
|
3GB (269) |
4,890 n miles (9,056 km; 5,627 miles) |
|
3GM (218) |
6,150 n miles (11,389 km; 7,077 miles) |
|
3GM (269) |
5,990 n miles (11,093 km; 6,893 miles) |
|
3PB (218) |
5,155 n miles (9,547 km; 5,932 miles) |
|
3PB (269) |
4,820 n miles (8,926 km; 5,546 miles) |
|
3PM (218) |
6,075 n miles (11,250 km; 6,991 miles) |
|
3PM (269) |
5,915 n miles (10,954 km; 6,806 miles) |
|
3RB (218) |
4,880 n miles (9,037 km; 5,615 miles) |
|
3RB (269) |
4,555 n miles (8,435 km; 5,241 miles) |
|
3RM (218) |
5,850 n miles (10,834 km; 6,732 miles) |
|
3RM (269) |
5,620 n miles (10,408 km; 6,467 miles) |
| Height (m): | 15.85 |
| Length (m): | 48.51 |
| Max T-O Weight (kg): | 156490 |
| Max Wing Load (kg/m2): | 552.3 |
| Service Ceiling (m): | 5090 |
| Wing Span (m): | 47.57 |
 |
| Boeing 767-300ER owned by GECAS, registered in Ireland and on lease to Aeroflot (Paul Jackson/Jane's) (2001) |
 |
| Typical seating plans for Boeing 767-200 (181 passengers), 767-300 (218) and 767-400 (245) (2001) |
 |
| Boeing 767-200 wide-bodied airliner, with additional side view of stretched -300 and further stretched -400, including last mentioned's revised wingtips (Dennis Punnett/Jane's) (2000) |
 |
| Boeing 767-300 flight deck |