The 767 Revealed!
Delta Air Lines’ Boeing 767-300.
By Delta Air Lines B767-300: N130DL.jpg: Richard Snyder from San Jose, CA, United States of America. Derivative work: Altair78 (talk) - Delta_Air_Lines_B767-300_N130DL.jpg, CC BY-SA 2.0
Welcome back to Brooke In The Air! This week we’re taking a deep-dive into the most-used long-haul aircraft! The Boeing 767 and sub-variants! Contrary to popular belief, the 767 is incredibly popular and was recently put back into production along with designs chosen to succeed it such as the upcoming 777X and the current 787 Dreamliner.
INTRO
Designed to complement the larger 747, then in mass-use, the smaller 767 typically has a seven-abreast cross-section accommodating smaller LD2 ULD cargo containers. The 767 is Boeing's first wide-body twinjet, powered by General Electric CF6, Rolls-Royce RB211, or Pratt & Whitney JT9D turbofans depending on the customer’s choice.
JT9D engines were eventually replaced by PW4000 engines. The aircraft has a conventional tail and a supercritical wing for reduced aerodynamic drag. Its two-crew glass cockpit, a first for a Boeing airliner, was developed jointly for the 757 − a narrow-body yet related aircraft, allowing a common pilot type rating. Studies for a higher-capacity 767 in 1986 led Boeing to develop the larger 777 twinjet, introduced in June of 1995.
The aircraft was launched as the 7X7 program on July 14, 1978, the prototype first flew on September 26, 1981, and it was certified on July 30, 1982. The initial 767-200 variant entered service on September 8, 1982, with United Airlines, and the extended-range 767-200ER in 1984.
It was stretched into the 767-300 in October 1986, followed by the extended-range 767-300ER in 1988, the most popular variant.
The 767-300F, a production freighter version, debuted in October of 1995.
It was stretched again into the currently-used and popular 767-400ER from September 2000.
Initially marketed for transcontinental routes, a loosening of ETOPS rules starting in 1985 allowed the aircraft to operate transatlantic flights. A total of 742 of these aircraft were in service in July 2018, with Delta Air Lines being the largest operator with 77 aircraft in its fleet.
As of February 2025, Boeing has received 1,430 orders from 74 customers, of which 1,326 airplanes have been delivered, while the remaining orders are for cargo or tanker variants (KC-46 Pegasus type). Competitors have included the Airbus A300, A310, and A330-200. Its successor, the now-flagship aircraft 787 Dreamliner, entered service in 2011.
Delta Air Lines 767-200 at Farnborough in 1982 - debut
By Delta_Air_Lines_Boeing_767-232_Fitzgerald.jpg: Steve Fitzgeraldderivative work: Altair78 (talk) - Delta_Air_Lines_Boeing_767-232_Fitzgerald.jpg, GFDL 1.2
To defray the high cost of development, Boeing signed risk-sharing agreements with Italian corporation Aeritalia and the Civil Transport Development Corporation (CTDC), a consortium of Japanese aerospace companies. This marked the manufacturer's first major international joint venture, and both Aeritalia and the CTDC received supply contracts in return for their early participation. The initial 7X7 was conceived as a short take-off and landing airliner intended for short-distance flights, but customers were unenthusiastic about the concept, leading to its redefinition as a mid-size, transcontinental-range airliner.
At this stage the proposed aircraft featured two or three engines, with possible configurations including over-wing engines and a T-tail.
The decision to use two engines reflected increased industry confidence in the reliability and economics of new-generation jet powerplants. While airline requirements for new wide-body aircraft remained ambiguous, the 7X7 was generally focused on mid-size, high-density markets. As such, it was intended to transport large numbers of passengers between major cities.
In January 1978, Boeing announced a major extension of its Everett factory—which was then dedicated to manufacturing the 747—to accommodate its new wide-body family. In February 1978, the new jetliner received the 767 model designation, and three variants were planned: a 767-100 with 190 seats, a 767-200 with 210 seats, and a trijet 767MR/LR version with 200 seats intended for intercontinental routes. The 767MR/LR was subsequently renamed 777 for differentiation purposes. The 767 was officially launched on July 14, 1978, when United Airlines ordered 30 of the 767-200 variant, followed by 50 more 767-200 orders from American Airlines and Delta Air Lines later that year.
The 767-100 was ultimately not offered for sale, as its capacity was too close to the 757's seating, while the 777 trijet was eventually dropped in favor of standardizing the twinjet configuration.
ENGINE CHOICE & DESIGN
Early 767 customers were given the choice of Pratt & Whitney JT9D or General Electric CF6 turbofans, marking the first time that Boeing had offered more than one engine option at the launch of a new airliner. Both jet engine models had a maximum output of 48,000 pounds-force (210 kN) of thrust. The engines were mounted approximately one-third the length of the wing from the fuselage, similar to previous wide-body trijets. The larger wings were designed using an aft-loaded shape which reduced aerodynamic drag and distributed lift more evenly across their surface span than any of the manufacturer's previous aircraft. The wings provided higher-altitude cruise performance, added fuel capacity, and expansion room for future stretched variants.
The 767's fuselage width was set midway between that of the 707 and the 747 at 16.5 feet (5.03 m). While it was narrower than previous wide-body designs, seven abreast seating with two aisles could be fitted, and the reduced width produced less aerodynamic drag.
EVOLUTION
The 767 was the first Boeing wide-body to be designed with a two-crew digital glass cockpit. Cathode-ray tube (CRT) color displays and new electronics replaced the role of the flight engineer by enabling the pilot and co-pilot to monitor aircraft systems directly.
Initial Boeing 767-200 near Mt. Rainier, Seattle, Washington, USA in 1982.
By Seattle Municipal Archives - Seattle Municipal Archives, CC BY 2.0, https://commons.wikimedia.org/w/index.php?curid=30513288
Despite the promise of reduced crew costs, United Airlines initially demanded a conventional three-person cockpit, citing concerns about the risks associated with introducing a new aircraft. The carrier maintained this position until July, 1981, when a US presidential task force determined that a crew of two was safe for operating wide-body jets. Regardless, a three-crew cockpit remained as an option and was fitted to the first mass-production models.
ENTRY TO SERVICE
The 767 entered service with United Airlines on September 8, 1982. The aircraft's first commercial flight used a JT9D-powered 767-200 on the Chicago-to-Denver route. The CF6-powered 767-200 commenced service three months later with Delta Air Lines. Upon delivery, early 767s were mainly deployed on domestic routes, including US transcontinental services. American Airlines and TWA began flying the 767-200 in late 1982, while Air Canada, China Airlines, El Al, and Pacific Western began operating the aircraft in 1983.
The aircraft's introduction was relatively smooth, with few operational glitches and greater dispatch reliability than prior jetliners.
ISSUE EXEMPTION
Boeing KC-46 Pegasus in flight with refueling probe extended, during test 003-004. Refueling a C-17 Globemaster III (not picturred)
Following the 1996 in-flight explosion of TWA Flight 800, the FAA introduced new rules about flammability reduction in 2008. In 2012, Boeing requested an exemption for the 767 from new wiring separation rules that would prevent ignition sources, because design improvements it introduced fell short of meeting such rules.
One of the justification by Boeing: changes to the fuel quantity indication system would require a halt of delivery by three years as production of the 767 model was expected to end shortly. FAA gave the manufacturer three years to have a compliant system while deliveries continued. In 2014, Boeing, without a new design available, asked for and received another time-limited exemption for just the 767-300 and 767-300ER until 2019 when commercial production was expected to cease.
But in 2017, with continual demand for the 767-300F, Boeing asked for another exemption up to the end of 2027, well past the revised production end date. It is noted that while Boeing requested extension of the original exemption from 2016 to 2019 based upon the cost of upgrading the design and their low production rate. The 767 temporarily was ended, while Boeing switched to the KC-46 Pegasus tanker derivative for the US Air Force.
United Airlines demanded the 767 line be restarted in 2024 due to route popularity.
Other airlines followed suite with United Airlines demand.
All Nippon Airways & Japan Airlines (JAL) 767-300/300ERs at Osaka-Kansai International Airport (KIX)
By Osaka_KIX_JAL_767-300_JA8986_ANA_767-300ER_JA612A.jpg: Paul Spijkersderivative work: Altair78 (talk) - Osaka_KIX_JAL_767-300_JA8986_ANA_767-300ER_JA612A.jpg, GFDL 1.2
In January of 1993, following an order from UPS Airlines, Boeing launched a freighter variant, the 767-300F, which entered service with UPS on October 16, 1995. The 767-300F featured a main deck cargo hold, upgraded landing gear, and strengthened wing structure.
In November of 1993, the Japanese government launched the first 767 military derivative when it placed orders for the E-767, an Airborne Early Warning and Control (AWACS) variant based on the 767-200ER. The first two E-767s, featuring extensive modifications to accommodate surveillance radar and other monitoring equipment, were delivered in 1998 to the Japan Self-Defense Forces.
767-400ER Upon Initial Rollout in Everett, Washington, USA.
In November in 1995, two years later, after abandoning development of a smaller version of the 777, Boeing announced that it was revisiting studies for a larger 767. The proposed 767-400X, a second stretch of the aircraft, offered a 12 percent capacity increase versus the 767-300, and featured an upgraded flight deck, enhanced interior, and greater wingspan. The variant was specifically aimed at Delta Air Lines' pending replacement of its aging Lockheed L-1011 TriStars, and faced competition from the A330-200, a shortened derivative of the Airbus A330.
In March in 1997, Delta Air Lines launched the 767-400ER when it ordered the type to replace its outdated L-1011 fleet.
Shameleess Plug:
(I took the 767-400ER to Berlin in Polaris business class aboard United Airlines. I reviewed this earlier if you’d to take a look; it’s only about 2 blogs back.)
CONTINUATION
On February 2, 2011, the 1,000th 767 rolled out, destined for All Nippon Airways. The aircraft was the 91st 767-300ER ordered by the Japanese carrier, and with its completion the 767 became the second wide-body airliner to reach the thousand-unit milestone after the 747. The 1,000th aircraft also marked the last model produced on the original 767 assembly line. Beginning with the 1,001st aircraft, production moved to another area in the Everett factory which occupied about half of the previous floor space. The new assembly line made room for 787 production and aimed to boost manufacturing efficiency by over twenty percent. The manufacturer-sanctioned winglets, at 11 feet (3.35 m) in height, improved fuel efficiency by an estimated 6.5 percent.
Other carriers including All Nippon Airways and Delta Air Lines also ordered winglet kits.
Production of the 767 was expected to cease by the end of 2027 due to more stringent emissions and noise limits that will go into effect in 2028. However, as of May 2024, the US Congress is strongly considering giving Boeing a waiver to continue to produce the 767 freighter for an additional five years. If granted, these aircraft would be restricted to domestic use within the US only.
As of March 2025, Boeing is widely expected to begin production of 787 Freighter-derivative during that extension period.
INSTRUMENTATION
Boeing 767-400 Flight Deck
The original Boeing 767 flight deck features a two-crew glass cockpit, the first of its kind on a Boeing airliner, developed jointly with the narrow-body 757. This design allows for a common pilot rating between the two aircraft. The cockpit includes six Rockwell Collins CRT screens that display electronic flight instrument system (EFIS) and engine indication and crew alerting system (EICAS) information, eliminating the need for a flight engineer by enabling pilots to manage monitoring tasks. These CRT screens replace the traditional electromechanical instruments used in earlier aircraft.
The aircraft's enhanced flight management system, an improvement over early Boeing 747 versions, automates navigation and other functions. Additionally, an automatic landing system supports CAT III-b instrument landings in low-visibility conditions. In 1984, the 767 became the first aircraft to receive FAA certification for CAT III-b landings, permitting operations with a minimum visibility of 980 feet (300 m). The 767-400ER further simplifies the cockpit layout with six Rockwell Collins LCD screens, designed for operational similarity with the 777 and 737NG. To maintain commonality, these LCD screens can be configured to present information in the same format as earlier 767 models. In 2012, Rockwell Collins introduced a 787-inspired cockpit upgrade for the 767, featuring three landscape-format LCD screens capable of displaying two windows each.
INTERIOR
The 767 features a twin-aisle cabin with a typical configuration of six abreast in business class and seven across in economy.
767-300ER/400 Economy class layout, Ethiopian Airlines.
By Raimund Stehmann - Gallery page http://www.airliners.net/photo/Ethiopian-Airlines/Boeing-767-360-ER/0715739/LPhoto http://cdn-www.airliners.net/aviation-photos/photos/9/3/7/0715739.jpg, GFDL, https://commons.wikimedia.org/w/index.php?curid=28498566
The standard seven abreast, 2–3–2 economy class layout places approximately 87 percent of all seats at a window or aisle. As a result, the aircraft can be largely occupied before center seats need to be filled, and each passenger is no more than one seat from the aisle. It is possible to configure the aircraft with extra seats for up to an eight abreast configuration, but this is less common and recommended.
CONCLUSION
The 767 is an immensely popular and safe aircraft utilizing state-of-the-art technologies as a stopgap between the comparable 777, and the newer 787 Dreamliner for airlines and in order to compete with the Airbus A330-300.
