Menu
Home Explore People Places Arts History Plants & Animals Science Life & Culture Technology
On this page
Boeing 767
Wide-body twin-engine jet airliner family

The Boeing 767 is an American wide-body airliner developed by Boeing Commercial Airplanes, first flown in 1981 and entering service in 1982 with United Airlines. It features a two-crew glass cockpit shared with the 757, and is powered by engines such as the GE CF6 and PW4000. Variants range from the 767-200 to the stretched 767-400ER, seating 181 to 269 passengers with ranges up to 6,590 nautical miles. The freighter 767-300F and military versions like the KC-46 tanker expand its versatility. As of 2025, over 1,300 have been delivered, competing with models like the Airbus A330. Its successor is the 787 Dreamliner, introduced in 2011.

Related Image Collections Add Image
Profiles
1 Image
We don't have any YouTube videos related to Boeing 767 yet.
We don't have any PDF documents related to Boeing 767 yet.
We don't have any Books related to Boeing 767 yet.

Development

Background

In 1970, the 747 entered service as the first wide-body jetliner1 with a fuselage wide enough to feature a twin-aisle cabin.2 Two years later, the manufacturer began a development study, code-named 7X7, for a new wide-body jetliner intended to replace the 707 and other early generation narrow-body airliners.34 The aircraft would also provide twin-aisle seating, but in a smaller fuselage than the existing 747, McDonnell Douglas DC-10, and Lockheed L-1011 TriStar wide-bodies.5 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.6 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.7 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.8 At this stage the proposed aircraft featured two or three engines, with possible configurations including over-wing engines and a T-tail.9

By 1976, a twinjet layout, similar to the one which had debuted on the Airbus A300, became the baseline configuration.10 The decision to use two engines reflected increased industry confidence in the reliability and economics of new-generation jet powerplants.11 While airline requirements for new wide-body aircraft remained ambiguous,12 the 7X7 was generally focused on mid-size, high-density markets.13 As such, it was intended to transport large numbers of passengers between major cities.14 Advancements in civil aerospace technology, including high-bypass-ratio turbofan engines, new flight deck systems, aerodynamic improvements, and more efficient lightweight designs were to be applied to the 7X7.1516 Many of these features were also included in a parallel development effort for a new mid-size narrow-body airliner, code-named 7N7, which would become the 757.17 Work on both proposals proceeded through the airline industry upturn in the late 1970s.1819

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.20 In February 1978, the new jetliner received the 767 model designation,21 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.2223 The 767MR/LR was subsequently renamed 777 for differentiation purposes.2425 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.26 The 767-100 was ultimately not offered for sale, as its capacity was too close to the 757's seating,27 while the 777 trijet was eventually dropped in favor of standardizing the twinjet configuration.28

Design effort

In the late 1970s, operating cost replaced capacity as the primary factor in airliner purchases.29 As a result, the 767's design process emphasized fuel efficiency from the outset.30 Boeing targeted a 20 to 30 percent cost saving over earlier aircraft, mainly through new engine and wing technology.31 As development progressed, engineers used computer-aided design for over a third of the 767's design drawings,32 and performed 26,000 hours of wind tunnel tests.33 Design work occurred concurrently with the 757 twinjet, leading Boeing to treat both as almost one program to reduce risk and cost.3435 Both aircraft would ultimately receive shared design features, including avionics, flight management systems, instruments, and handling characteristics.36 Combined development costs were estimated at $3.5 to $4 billion.37

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.38 Both jet engine models had a maximum output of 48,000 pounds-force (210 kN) of thrust.39 The engines were mounted approximately one-third the length of the wing from the fuselage, similar to previous wide-body trijets.40 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.4142 The wings provided higher-altitude cruise performance, added fuel capacity, and expansion room for future stretched variants.43 The initial 767-200 was designed for sufficient range to fly across North America or across the northern Atlantic,44 and would be capable of operating routes up to 3,850 nautical miles (7,130 km; 4,430 mi).45

The 767's fuselage width was set midway between that of the 707 and the 747 at 16.5 feet (5.03 m).46 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.4748 The fuselage was not wide enough to accommodate two standard LD3 wide-body unit load devices side-by-side,4950 so a smaller container, the LD2,51 was created specifically for the 767.52 Using a conventional tail design also allowed the rear fuselage to be tapered over a shorter section,53 providing for parallel aisles along the full length of the passenger cabin, and eliminating irregular seat rows toward the rear of the aircraft.5455

The 767 was the first Boeing wide-body to be designed with a two-crew digital glass cockpit.56 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.57 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.58 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.5960 A three-crew cockpit remained as an option and was fitted to the first production models.61 Ansett Australia ordered 767s with three-crew cockpits due to union demands; it was the only airline to operate 767s so configured.6263 The 767's two-crew cockpit was also applied to the 757, allowing pilots to operate both aircraft after a short conversion course,64 and adding incentive for airlines to purchase both types.65

Production and testing

To produce the 767, Boeing formed a network of subcontractors which included domestic suppliers and international contributions from Italy's Aeritalia and Japan's CTDC.66 The wings and cabin floor were produced in-house, while Aeritalia provided control surfaces, Boeing Vertol made the leading edge for the wings, and Boeing Wichita produced the forward fuselage.67 The CTDC provided multiple assemblies through its constituent companies, namely Fuji Heavy Industries (wing fairings and gear doors), Kawasaki Heavy Industries (center fuselage), and Mitsubishi Heavy Industries (rear fuselage, doors, and tail).68 Components were integrated during final assembly at the Everett factory.69 For expedited production of wing spars, the main structural member of aircraft wings, the Everett factory received robotic machinery to automate the process of drilling holes and inserting fasteners.70 This method of wing construction expanded on techniques developed for the 747.71 Final assembly of the first aircraft began in July 1979.72

The prototype aircraft, registered as N767BA and equipped with Pratt & Whitney JT9D turbofans, was rolled out on August 4, 1981.73 By this time, the 767 program had accumulated 173 firm orders from 17 customers, including Air Canada, All Nippon Airways, Britannia Airways, Transbrasil, and Trans World Airlines (TWA).74 On September 26, 1981, the prototype took its maiden flight under the command of company test pilots Tommy Edmonds, Lew Wallick, and John Brit.75 The maiden flight was largely uneventful, save for the inability to retract the landing gear because of a hydraulic fluid leak.76 The prototype was used for subsequent flight tests.77

The 10-month 767 flight test program utilized the first six aircraft built.7879 The first four aircraft were equipped with JT9D engines, while the fifth and sixth were fitted with CF6 engines.8081 The test fleet was largely used to evaluate avionics, flight systems, handling, and performance,82 while the sixth aircraft was used for route-proving flights.83 During testing, pilots described the 767 as generally easy to fly, with its maneuverability unencumbered by the bulkiness associated with larger wide-body jets.84 Following 1,600 hours of flight tests, the JT9D-powered 767-200 received certification from the US Federal Aviation Administration (FAA) and the UK Civil Aviation Authority (CAA) in July 1982.8586 The first delivery occurred on August 19, 1982, to United Airlines.87 The CF6-powered 767-200 received certification in September 1982, followed by the first delivery to Delta Air Lines on October 25, 1982.88

Entry into service

The 767 entered service with United Airlines on September 8, 1982.89 The aircraft's first commercial flight used a JT9D-powered 767-200 on the Chicago-to-Denver route.90 The CF6-powered 767-200 commenced service three months later with Delta Air Lines.91 Upon delivery, early 767s were mainly deployed on domestic routes, including US transcontinental services.92 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 1983.93 The aircraft's introduction was relatively smooth, with few operational glitches and greater dispatch reliability than prior jetliners.94

Exemptions from major certification rule changes

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 and ending production in 2019, Boeing developed the KC-46 tanker (based on the 767) which fully compliant with the new rulings and is assembled on the same production line as the 767. Since the 2019 exemption went into effect, Boeing has increased production of the freighter to satisfy demand.95

Stretched derivatives

First stretch: -300/-300ER/F

Forecasting airline interest in larger-capacity models, Boeing announced the stretched 767-300 in 1983 and the extended-range 767-300ER in 1984.9697 Both models offered a 20 percent passenger capacity increase,98 while the extended-range version was capable of operating flights up to 5,990 nautical miles (11,090 km; 6,890 mi).99 Japan Airlines placed the first order for the -300 in September 1983.100 Following its first flight on January 30, 1986,101 the type entered service with Japan Airlines on October 20, 1986.102 The 767-300ER completed its first flight on December 9, 1986,103 but it was not until March 1987 that the first firm order, from American Airlines, was placed.104 The type entered service with American Airlines on March 3, 1988.105 The 767-300 and 767-300ER gained popularity after entering service, and came to account for approximately two-thirds of all 767s sold.106 Until the 777's 1995 debut, the 767-300 and 767-300ER remained Boeing's second-largest wide-bodies behind the 747.107

Buoyed by a recovering global economy and ETOPS approval, 767 sales accelerated in the mid-to-late 1980s; 1989 was the most prolific year with 132 firm orders.108109 By the early 1990s, the wide-body twinjet had become its manufacturer's annual best-selling aircraft, despite a slight decrease due to economic recession.110 During this period, the 767 became the most common airliner for transatlantic flights between North America and Europe.111 By the end of the decade, 767s crossed the Atlantic more frequently than all other aircraft types combined.112 The 767 also propelled the growth of point-to-point flights which bypassed major airline hubs in favor of direct routes.113114 Taking advantage of the aircraft's lower operating costs and smaller capacity, operators added non-stop flights to secondary population centers, thereby eliminating the need for connecting flights.115 The increased number of cities receiving non-stop services caused a paradigm shift in the airline industry as point-to-point travel gained prominence at the expense of the traditional hub-and-spoke model.116117

In February 1990, the first 767 equipped with Rolls-Royce RB211 turbofans, a 767-300, was delivered to British Airways.118 Six months later, the carrier temporarily grounded its entire 767 fleet after discovering cracks in the engine pylons of several aircraft.119 The cracks were related to the extra weight of the RB211 engines, which are 2,205 pounds (1,000 kg) heavier than other 767 engines.120 During the grounding, interim repairs were conducted to alleviate stress on engine pylon components, and a parts redesign in 1991 prevented further cracks.121 Boeing also performed a structural reassessment, resulting in production changes and modifications to the engine pylons of all 767s in service.122

In January 1993, following an order from UPS Airlines,123 Boeing launched a freighter variant, the 767-300F, which entered service with UPS on October 16, 1995.124 The 767-300F featured a main deck cargo hold, upgraded landing gear, and strengthened wing structure.125 In November 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.126 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.127128

Second stretch:-400ER

In November 1995, after abandoning development of a smaller version of the 777, Boeing announced that it was revisiting studies for a larger 767.129130 The proposed 767-400X, a second stretch of the aircraft, offered a 12 percent capacity increase versus the 767-300,131 and featured an upgraded flight deck, enhanced interior, and greater wingspan.132 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 A330.133 In March 1997, Delta Air Lines launched the 767-400ER when it ordered the type to replace its L-1011 fleet.134135 In October 1997, Continental Airlines also ordered the 767-400ER to replace its McDonnell Douglas DC-10 fleet.136137 The type completed its first flight on October 9, 1999, and entered service with Continental Airlines on September 14, 2000.138

Dreamliner introduction

In the early 2000s, cumulative 767 deliveries approached 900, but new sales declined during an airline industry downturn.139 In 2001, Boeing dropped plans for a longer-range model, the 767-400ERX, in favor of the proposed Sonic Cruiser, a new jetliner which aimed to fly 15 percent faster while having comparable fuel costs to the 767.140141 The following year, Boeing announced the KC-767 Tanker Transport, a second military derivative of the 767-200ER.142 Launched with an order in October 2002 from the Italian Air Force, the KC-767 was intended for the dual role of refueling other aircraft and carrying cargo.143 The Japanese government became the second customer for the type in March 2003.144 In May 2003, the United States Air Force (USAF) announced its intent to lease KC-767s to replace its aging KC-135 tankers.145146 The plan was suspended in March 2004 amid a conflict of interest scandal,147 resulting in multiple US government investigations and the departure of several Boeing officials, including Philip Condit, the company's chief executive officer, and chief financial officer Michael Sears.148 The first KC-767s were delivered in 2008 to the Japan Self-Defense Forces.149

In late 2002, after airlines expressed reservations about its emphasis on speed over cost reduction,150 Boeing halted development of the Sonic Cruiser.151 The following year, the manufacturer announced the 7E7, a mid-size 767 successor made from composite materials which promised to be 20 percent more fuel efficient.152 The new jetliner was the first stage of a replacement aircraft initiative called the Boeing Yellowstone Project.153 Customers embraced the 7E7, later renamed 787 Dreamliner, and within two years it had become the fastest-selling airliner in the company's history.154 In 2005, Boeing opted to continue 767 production despite record Dreamliner sales, citing a need to provide customers waiting for the 787 with a more readily available option.155 Subsequently, the 767-300ER was offered to customers affected by 787 delays, including All Nippon Airways and Japan Airlines.156 Some aging 767s, exceeding 20 years in age, were also kept in service past planned retirement dates due to the delays.157 To extend the operational lives of older aircraft, airlines increased heavy maintenance procedures, including D-check teardowns and inspections for corrosion, a recurring issue on aging 767s.158 The first 787s entered service with All Nippon Airways in October 2011, 42 months behind schedule.159

Continued production

In 2007, the 767 received a production boost when UPS and DHL Aviation placed a combined 33 orders for the 767-300F.160161 Renewed freighter interest led Boeing to consider enhanced versions of the 767-200 and 767-300F with increased gross weights, 767-400ER wing extensions, and 777 avionics.162 Net orders for the 767 declined from 24 in 2008 to just three in 2010.163 During the same period, operators upgraded aircraft already in service; in 2008, the first 767-300ER retrofitted with blended winglets from Aviation Partners Incorporated debuted with American Airlines.164 The manufacturer-sanctioned winglets, at 11 feet (3.35 m) in height, improved fuel efficiency by an estimated 6.5 percent.165 Other carriers including All Nippon Airways and Delta Air Lines also ordered winglet kits.166167

On February 2, 2011, the 1,000th 767 rolled out, destined for All Nippon Airways.168 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 747.169170 The 1,000th aircraft also marked the last model produced on the original 767 assembly line.171 Beginning with the 1,001st aircraft, production moved to another area in the Everett factory which occupied about half of the previous floor space.172 The new assembly line made room for 787 production and aimed to boost manufacturing efficiency by over twenty percent.173

At the inauguration of its new assembly line, the 767's order backlog numbered approximately 50, only enough for production to last until 2013.174 Despite the reduced backlog, Boeing officials expressed optimism that additional orders would be forthcoming.175 On February 24, 2011, the USAF announced its selection of the KC-767 Advanced Tanker, an upgraded variant of the KC-767,176 for its KC-X fleet renewal program.177 The selection followed two rounds of tanker competition between Boeing and Airbus parent EADS, and came eight years after the USAF's original 2003 announcement of its plan to lease KC-767s.178 The tanker order encompassed 179 aircraft and was expected to sustain 767 production past 2013.179

In December 2011, FedEx Express announced a 767-300F order for 27 aircraft to replace its DC-10 freighters, citing the USAF tanker order and Boeing's decision to continue production as contributing factors.180 FedEx Express agreed to buy 19 more of the −300F variant in June 2012.181182 In June 2015, FedEx said it was accelerating retirements of planes both to reflect demand and to modernize its fleet, recording charges of $276 million (~$347 million in 2023).183 On July 21, 2015, FedEx announced an order for 50 767-300F with options on another 50, the largest order for the type.184 With the announcement FedEx confirmed that it has firm orders for 106 of the freighters for delivery between 2018 and 2023.185 In February 2018, UPS announced an order for 4 more 767-300Fs to increase the total on order to 63.186

With its successor, the Boeing New Midsize Airplane, that was planned for introduction in 2025 or later, and the 787 being much larger, Boeing could restart a passenger 767-300ER production to bridge the gap.187 A demand for 50 to 60 aircraft could have to be satisfied.188 Having to replace its 40 767s, United Airlines requested a price quote for other widebodies.189 In November 2017, Boeing CEO Dennis Muilenburg cited interest beyond military and freighter uses. However, in early 2018 Boeing Commercial Airplanes VP of marketing Randy Tinseth stated that the company did not intend to resume production of the passenger variant.190191

In its first quarter of 2018 earnings report, Boeing plans to increase its production from 2.5 to 3 monthly beginning in January 2020 due to increased demand in the cargo market, as FedEx had 56 on order, UPS has four, and an unidentified customer has three on order. This rate could rise to 3.5 per month in July 2020 and 4 per month in January 2021, before decreasing to 3 per month in January 2025 and then 2 per month in July 2025.192 In 2019, unit cost was US$217.9 million for a -300ER, and US$220.3 million for a -300F.193

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 2028.194 However, as of May 2024, the US Congress is 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. Boeing is widely expected to begin production of 787 Freighter during that extension period.195

Continued development

767-X (partial double-deck)

See also: Boeing 777 § Background

After the debut of the first stretched 767s, Boeing sought to address airline requests for greater capacity by proposing larger models, including a partial double-deck version informally named the "Hunchback of Mukilteo" (from a town near Boeing's Everett factory) with a 757 body section mounted over the aft main fuselage.196197 In 1986, Boeing proposed the 767-X, a revised model with extended wings and a wider cabin, but received little interest.198 The 767-X did not get enough interest from airlines to launch and the model was shelved in 1988 in favor of the Boeing 777.199200

767-400ERX

In March 2000, Boeing was to launch the 259-seat 767-400ERX with an initial order for three from Kenya Airways with deliveries planned for 2004, as it was proposed to Lauda Air. Increased gross weight and a tailplane fuel tank would have boosted its range by 5,990 to 6,490 nautical miles (11,100 to 12,025 km), and GE could offer its 65,000–68,000 lbf (290–300 kN) CF6-80C2/G2.201 Rolls-Royce offered its 68,000–72,000 lbf (300–320 kN) Trent 600 for the 767-400ERX and the Boeing 747X.202

Offered in July, the longer-range -400ERX would have a strengthened wing, fuselage and landing gear for a 15,000 lb (6.8 t) higher MTOW, up to 465,000 lb (210.92 t). Thrust would rise to 72,000 lbf (320 kN) for better takeoff performance, with the Trent 600 or the General Electric/Pratt & Whitney Engine Alliance GP7172, also offered on the 747X. Range would increase by 525 nmi (604 mi; 972 km) to 6,150 nmi (7,080 mi; 11,390 km), with an additional fuel tank of 2,145 US gal (8,120 L) in the horizontal tail. The 767-400ERX would offer the capacity of the Airbus A330-200 with 3% lower fuel burn and costs.203 Boeing cancelled the variant development in 2001.204 Kenya Airways then switched its order to the 777-200ER.205

767-XF (re-engine)

In October 2019, Boeing was reportedly studying a re-engined 767-XF for entry into service around 2025, based on the 767-400ER with an extended landing gear to accommodate larger General Electric GEnx turbofan engines. The cargo market is the main target, but a passenger version could be a cheaper alternative to the proposed New Midsize Airplane.206

Design

Overview

The 767 is a low-wing cantilever monoplane with a conventional tail unit featuring a single fin and rudder. The wings are swept at 31.5 degrees and optimized for a cruising speed of Mach 0.8 (533 mph or 858 km/h).207 Each wing features a supercritical airfoil cross-section and is equipped with six-panel leading edge slats, single- and double-slotted flaps, inboard and outboard ailerons, and six spoilers.208209 The airframe further incorporates Carbon-fiber-reinforced polymer composite material wing surfaces, Kevlar fairings and access panels, plus improved aluminum alloys, which together reduce overall weight by 1,900 pounds (860 kg) versus preceding aircraft.210

To distribute the aircraft's weight on the ground, the 767 has a retractable tricycle landing gear with four wheels on each main gear and two for the nose gear.211 The original wing and gear design accommodated the stretched 767-300 without major changes.212 The 767-400ER features a larger, more widely spaced main gear with 777 wheels, tires, and brakes.213 To prevent damage if the tail section contacts the runway surface during takeoff, 767-300 and 767-400ER models are fitted with a retractable tailskid.214215

All passenger Boeing 767 models have full-sized doors at the front and rear of the aircraft.216 Most -200 and -200ER models feature a single overwing exit, though an optional second overwing exit increases maximum capacity from 255 to 290.217 The 767-300 and 767-300ER typically have either two overwing exits or an additional full-sized mid-cabin door along with a single overwing exit.218 A higher-capacity configuration includes the full-sized mid-cabin door a smaller exit door aft the wing, raising the maximum capacity from 290 to 351.219 The 767-400ER is configured with the full-sized mid-cabin door a smaller exit door aft the wing.220 The 767-300F cargo model has a single exit door on the forward left side of the aircraft.221

In addition to shared avionics and computer technology, the 767 uses the same auxiliary power unit, electric power systems, and hydraulic parts as the 757.222 A raised cockpit floor and the same forward cockpit windows result in similar pilot viewing angles.223 Related design and functionality allows 767 pilots to obtain a common type rating to operate the 757 and share the same seniority roster with pilots of either aircraft.224225

Flight systems

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 type 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.226227 These CRT screens replace the traditional electromechanical instruments used in earlier aircraft.228 The aircraft's enhanced flight management system, an improvement over early Boeing 747 versions, automates navigation and other functions.229 Additionally, an automatic landing system supports CAT IIIb instrument landings in low-visibility conditions.230231 In 1984, the 767 became the first aircraft to receive FAA certification for CAT IIIb landings, permitting operations with a minimum visibility of 980 feet (300 m).232 The 767-400ER further simplifies the cockpit layout with six Rockwell Collins LCD screens, designed for operational similarity with the 777 and 737NG.233 To maintain commonality, these LCD screens can be configured to present information in the same format as earlier 767 models.234 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.235

Interior

The 767 features a twin-aisle cabin with a typical configuration of six abreast in business class and seven across in economy.236 The standard seven abreast, 2–3–2 economy class layout places approximately 87 percent of all seats at a window or aisle.237 As a result, the aircraft can be largely occupied before center seats need to be filled,238 and each passenger is no more than one seat from the aisle.239 It is possible to configure the aircraft with extra seats for up to an eight abreast configuration,240 but this is less common.241

The 767 interior introduced larger overhead bins and more lavatories per passenger than previous aircraft.242 The bins are wider to accommodate garment bags without folding, and strengthened for heavier carry-on items.243 A single, large galley is installed near the aft doors, allowing for more efficient meal service and simpler ground resupply.244 Passenger and service doors are an overhead plug type, which retract upwards,245 and commonly used doors can be equipped with an electric-assist system.246

In 2000, a 777-style interior, known as the Boeing Signature Interior, debuted on the 767-400ER.247 Subsequently, adopted for all new-build 767s, the Signature Interior features even larger overhead bins, indirect lighting, and sculpted, curved panels.248 The 767-400ER also received larger windows derived from the 777.249 Older 767s can be retrofitted with the Signature Interior.250 Some operators have adopted a simpler modification known as the Enhanced Interior, featuring curved ceiling panels and indirect lighting with minimal modification of cabin architecture,251 as well as aftermarket modifications such as the NuLook 767 package by Heath Tecna.252

Operational history

In its first year, the 767 logged a 96.1 percent dispatch rate, which exceeded the industry average for all-new aircraft.253 Operators reported generally favorable ratings for the twinjet's sound levels, interior comfort, and economic performance.254 Resolved issues were minor and included the recalibration of a leading edge sensor to prevent false readings, the replacement of an evacuation slide latch, and the repair of a tailplane pivot to match production specifications.255

Seeking to capitalize on its new wide-body's potential for growth, Boeing offered an extended-range model, the 767-200ER, in its first year of service.256 Ethiopian Airlines placed the first order for the type in December 1982.257258 Featuring increased gross weight and greater fuel capacity, the extended-range model could carry heavier payloads at distances up to 6,385 nautical miles (11,825 km; 7,348 mi),259 and was targeted at overseas customers.260 The 767-200ER entered service with El Al Airline on March 27, 1984.261 The type was mainly ordered by international airlines operating medium-traffic, long-distance flights.262 In May 1984, an Ethiopian Airlines 767-200ER set a non-stop record for a commercial twinjet of 12,082 km (6,524 nmi; 7,507 mi) from Washington, D.C. to Addis Ababa.263

In the mid-1980s, the 767 and its European rivals, the Airbus A300 and A310, spearheaded the growth of twinjet flights across the northern Atlantic under extended-range twin-engine operational performance standards (ETOPS) regulations, the FAA's safety rules governing transoceanic flights by aircraft with two engines.264265 In 1976, the A300 was the first twinjet to secure permission to fly 90 minutes away from diversion airports, up from 60 minutes.266 In May 1985, the FAA granted its first approval for 120-minute ETOPS flights to the 767, on an individual airline basis starting with TWA, provided that the operator met flight safety criteria.267 This allowed the aircraft to fly overseas routes at up to two hours' distance from land.268 The 767 burned 7,000 lb (3.2 t) less fuel per hour than a Lockheed L-1011 TriStar on the route between Boston and Paris, a huge savings.269 The Airbus A310 secured approval for 120-minute ETOPS flights one month later in June.270 The larger safety margins were permitted because of the improved reliability demonstrated by twinjets and their turbofan engines.271 The FAA lengthened the ETOPS time to 180 minutes for CF6-powered 767s in 1989, making the type the first to be certified under the longer duration,272 and all available engines received approval by 1993.273 Regulatory approval spurred the expansion of transoceanic flights with twinjet aircraft and boosted the sales of both the 767 and its rivals.274275

Variants

The 767 has been produced in three fuselage lengths.276 These debuted in progressively larger form as the 767-200, 767-300, and 767-400ER.277278 Longer-range variants include the 767-200ER and 767-300ER,279 while cargo models include the 767-300F, a production freighter,280 and conversions of passenger 767-200 and 767-300 models.281

When referring to different variants, Boeing and airlines often collapse the model number (767) and the variant designator, e.g. –200 or –300, into a truncated form, e.g. "762" or "763".282 Subsequent to the capacity number, designations may append the range identifier,283284 though -200ER and -300ER are company marketing designations and not certificated as such.285 The International Civil Aviation Organization (ICAO) aircraft type designator system uses a similar numbering scheme, but adds a preceding manufacturer letter;286 all variants based on the 767-200 and 767-300 are classified under the codes "B762" and "B763"; the 767-400ER receives the designation of "B764".287

767-200

The 767-200 was the original model and entered service with United Airlines in 1982.288 The type has been used primarily by mainline U.S. carriers for domestic routes between major hub centers such as Los Angeles to Washington.289290 The 767-200 was the first aircraft to be used on transatlantic ETOPS flights, beginning with TWA on February 1, 1985, under 90-minute diversion rules.291292 Deliveries for the variant totaled 128 aircraft.293 There were 52 examples of the model in commercial service as of July 2018, almost entirely as freighter conversions.294 The type's competitors included the Airbus A300 and A310.295

The 767-200 was produced until 1987 when production switched to the extended-range 767-200ER.296 Some early 767-200s were subsequently upgraded to extended-range specification.297 In 1998, Boeing began offering 767-200 conversions to 767-200SF (Special Freighter) specification for cargo use,298 and Israel Aerospace Industries has been licensed to perform cargo conversions since 2005.299 The conversion process entails the installation of a side cargo door, strengthened main deck floor, and added freight monitoring and safety equipment.300 The 767-200SF was positioned as a replacement for Douglas DC-8 freighters.301

767-2C

A commercial freighter version of the Boeing 767-200 with wings from the -300 series and an updated flightdeck was first flown on December 29, 2014.302 A military tanker variant of the Boeing 767-2C is developed for the USAF as the KC-46.303 Boeing is building two aircraft as commercial freighters which will be used to obtain Federal Aviation Administration certification, a further two Boeing 767-2Cs will be modified as military tankers.304 As of 2014, Boeing does not have customers for the freighter.305

767-200ER

The 767-200ER was the first extended-range model and entered service with El Al in 1984.306 The type's increased range is due to extra fuel capacity and higher maximum takeoff weight (MTOW) of up to 395,000 lb (179,000 kg).307308 The additional fuel capacity is accomplished by using the center tank's dry dock to carry fuel. The non-ER variant's center tank is what is called cheek tanks; two interconnected halves in each wing root with a dry dock in between. The center tank is also used on the -300ER and -400ER variants.309: 35 

This version was originally offered with the same engines as the 767-200, while more powerful Pratt & Whitney PW4000 and General Electric CF6 engines later became available.310 The 767-200ER was the first 767 to complete a non-stop transatlantic journey, and broke the flying distance record for a twinjet airliner on April 17, 1988, with an Air Mauritius flight from Halifax, Nova Scotia to Port Louis, Mauritius, covering 8,727 nmi (16,200 km; 10,000 mi).311 The 767-200ER has been acquired by international operators seeking smaller wide-body aircraft for long-haul routes such as New York to Beijing.312313 Deliveries of the type totaled 121 with no unfilled orders.314 As of July 2018, 21 examples of passenger and freighter conversion versions were in airline service.315 The type's main competitors of the time included the Airbus A300-600R and the A310-300.316

767-300

The 767-300, the first stretched version of the aircraft, entered service with Japan Airlines in 1986.317 The type features a 21.1-foot (6.43 m) fuselage extension over the 767-200, achieved by additional sections inserted before and after the wings, for an overall length of 180.25 ft (54.9 m).318 Reflecting the growth potential built into the original 767 design, the wings, engines, and most systems were largely unchanged on the 767-300.319 An optional mid-cabin exit door is positioned ahead of the wings on the left,320 while more powerful Pratt & Whitney PW4000 and Rolls-Royce RB211 engines later became available.321 The 767-300's increased capacity has been used on high-density routes within Asia and Europe.322 The 767-300 was produced from 1986 until 2000. Deliveries for the type totaled 104 aircraft with no unfilled orders remaining.323 The type's main competitor was the Airbus A300.324

767-300ER

The 767-300ER, the extended-range version of the 767-300, entered service with American Airlines in 1988.325 The type's increased range was made possible by greater fuel tankage and a higher MTOW of 407,000 lb (185,000 kg).326 Design improvements allowed the available MTOW to increase to 412,000 lb (187,000 kg) by 1993.327 Power is provided by Pratt & Whitney PW4000, General Electric CF6, or Rolls-Royce RB211 engines.328 The 767-300ER comes in three exit configurations: the baseline configuration has four main cabin doors and four over-wing window exits, the second configuration has six main cabin doors and two over-wing window exits; and the third configuration has six main cabin doors, as well as two smaller doors that are located behind the wings.329 Typical routes for the type include New York to Frankfurt.330

The combination of increased capacity and range for the -300ER has been particularly attractive to both new and existing 767 operators.331 It is the most successful 767 version, with more orders placed than all other variants combined.332 As of November 2017, 767-300ER deliveries stand at 583 with no unfilled orders.333 There were 376 examples in service as of July 2018.334 The type's main competitor is the Airbus A330-200.335 At its 1990s peak, a new 767-300ER was valued at $85 million, dipping to around $12 million in 2018 for a 1996 build.336

767-300F

The 767-300F, the production freighter version of the 767-300ER, entered service with UPS Airlines in 1995.337 The 767-300F can hold up to 24 standard 88-by-125-inch (220 by 320 cm) pallets on its main deck and up to 30 LD2 unit load devices on the lower deck,338 with a total cargo volume of 15,469 cubic feet (438 m3).339 The freighter has a main deck cargo door and crew exit,340 while the lower deck features two starboard-side cargo doors and one port-side cargo door.341 A general market version with onboard freight-handling systems, refrigeration capability, and crew facilities was delivered to Asiana Airlines on August 23, 1996.342 As of August 2019, 767-300F deliveries stand at 161 with 61 unfilled orders.343 Airlines operated 222 examples of the freighter variant and freighter conversions in July 2018.344

Converted freighters

In June 2008, All Nippon Airways took delivery of the first 767-300BCF (Boeing Converted Freighter), a modified passenger-to-freighter model.345 The conversion work was performed in Singapore by ST Aerospace Services, the first supplier to offer a 767-300BCF program,346 and involved the addition of a main deck cargo door, strengthened main deck floor, and additional freight monitoring and safety equipment.347

Israel Aerospace Industries offers a passenger-to-freighter conversion program called the 767-300BDSF (BEDEK Special Freighter). Wagner Aeronautical also offers a passenger-to-freighter conversion program for 767-300 series aircraft.348

767-400ER

The 767-400ER, the first Boeing wide-body jet resulting from two fuselage stretches,349 entered service with Continental Airlines in 2000.350 The type features a 21.1-foot (6.43-metre) stretch over the 767-300, for a total length of 205.11 feet (62.5 m).351 The wingspan is also increased by 14.3 feet (4.36 m) through the addition of raked wingtips.352 The exit configuration uses six main cabin doors and two smaller exit doors behind the wings, similar to certain 767-300ERs.353 Other differences include an updated cockpit, redesigned landing gear, and 777-style Signature Interior.354 Power is provided by uprated General Electric CF6 engines.355

The FAA granted approval for the 767-400ER to operate 180-minute ETOPS flights before it entered service.356 Because its fuel capacity was not increased over preceding models, the 767-400ER has a range of 5,625 nautical miles (10,418 km; 6,473 mi),357 less than previous extended-range 767s.358 No 767-400 (non-extended range) version was developed.

The longer-range 767-400ERX was offered in July 2000359 before being cancelled a year later,360 leaving the 767-400ER as the sole version of the largest 767.361 Boeing dropped the 767-400ER and the -200ER from its pricing list in 2014.362

A total of 37 767-400ERs were delivered to the variant's two airline customers, Continental Airlines (now merged with United Airlines as of 2010) and Delta Air Lines, with no unfilled orders.363 All 37 examples of the -400ER were in service in July 2018.364 One additional example was produced as a military testbed for cancelled E-10, and later sold to Bahrain as a VIP transport.365 The type's closest competitor is the Airbus A330-200.366

Military and government

Versions of the 767 serve in a number of military and government applications, with responsibilities ranging from airborne surveillance and refueling to cargo and VIP transport. Several military 767s have been derived from the 767-200ER,367368 the longest-range version of the aircraft.369370

  • Airborne Surveillance Testbed – the Airborne Optical Adjunct (AOA) was modified from the prototype 767-200 for a United States Army program, under a contract signed with the Strategic Air Command in July 1984.371 Intended to evaluate the feasibility of using airborne optical sensors to detect and track hostile intercontinental ballistic missiles, the modified aircraft first flew on August 21, 1987.372 Alterations included a large "cupola" or hump on the top of the aircraft from above the cockpit to just behind the trailing edge of the wings,373 and a pair of ventral fins below the rear fuselage.374 Inside the cupola was a suite of infrared seekers used for tracking theater ballistic missile launches.375 The aircraft was later renamed as the Airborne Surveillance Testbed (AST).376 Following the end of the AST program in 2002, the aircraft was retired for scrapping.377
  • E-767 – the Airborne Early Warning and Control (AWACS) platform for the Japan Self-Defense Forces; it is essentially the Boeing E-3 Sentry mission package on a 767-200ER platform.378 E-767 modifications, completed on 767-200ERs flown from the Everett factory to Boeing Integrated Defense Systems in Wichita, Kansas, include strengthening to accommodate a dorsal surveillance radar system, engine nacelle alterations, as well as electrical and interior changes.379 Japan operates four E-767s. The first E-767s were delivered in March 1998.380
  • KC-767 Tanker Transport – the 767-200ER-based aerial refueling platform operated by the Italian Air Force (Aeronautica Militare),381 and the Japan Self-Defense Forces.382 Modifications conducted by Boeing Integrated Defense Systems include the addition of a fly-by-wire refueling boom, strengthened flaps, and optional auxiliary fuel tanks, as well as structural reinforcement and modified avionics.383 The four KC-767Js ordered by Japan have been delivered.384 The Aeronautica Militare received the first of its four KC-767As in January 2011.385
  • KC-767 Advanced Tanker – the 767-200ER-based aerial tanker developed for the USAF KC-X tanker competition.386 It is an updated version of the KC-767, originally selected as the USAF's new tanker aircraft in 2003, designated KC-767A,387 and then dropped amid conflict of interest allegations.388 The KC-767 Advanced Tanker is derived from studies for a longer-range cargo version of the 767-200ER,389390 and features a fly-by-wire refueling boom, a remote vision refueling system, and a 767-400ER-based flight deck with LCD screens and head-up displays.391
  • KC-46 Pegasus – a 767-based tanker, not derived from the KC-767, awarded as part of the KC-X contract for the USAF.392
  • Tanker conversions – the 767 MMTT or Multi-Mission Tanker Transport is a 767-200ER-based aircraft operated by the Colombian Air Force (Fuerza Aérea Colombiana) and modified by Israel Aerospace Industries.393 In 2013, the Brazilian Air Force ordered two 767-300ER tanker conversions from IAI for its KC-X2 program.394
  • E-10 MC2A – the Northrop Grumman E-10 was to be a 767-400ER-based replacement for the USAF's 707-based E-3 Sentry AWACS, Northrop Grumman E-8 Joint STARS, and RC-135 SIGINT aircraft.395 The E-10 would have included an all-new AWACS system, with a powerful active electronically scanned array (AESA) that was also capable of jamming enemy aircraft or missiles.396 One 767-400ER aircraft was built as a testbed for systems integration, but the program was terminated in January 2009 and the prototype was later sold to Bahrain as a VIP transport.397

Operators

Main article: List of Boeing 767 operators

In July 2018, 742 aircraft were in airline service: 73 -200s, 632 -300, and 37 -400ER with 65 -300F on order; the largest operators are Delta Air Lines (77), FedEx (60; largest cargo operator), UPS Airlines (59), United Airlines (51), Japan Airlines (35), All Nippon Airways (34).398[needs update]

The largest 767 customers by orders placed are FedEx Express (150), Delta Air Lines (117), All Nippon Airways (96), American Airlines (88), and United Airlines (82).399400 Delta and United are the only customers of all -200, -300, and -400ER passenger variants.401 In July 2015, FedEx placed a firm order for 50 Boeing 767 freighters with deliveries from 2018 to 2023.402 The type's competitors included the Airbus A300 and A310.403

Orders and deliveries

YearTotal20252024202320222021202020192018
Orders1,430–23303165112640
Deliveries1,330918323332304327
Year20172016201520142013201220112010200920082007200620052004200320022001200019991998
Orders152649422242372436101981184093038
Deliveries10131662126201213101212109243540444447
Year19971996199519941993199219911990198919881987198619851984198319821981198019791978
Orders794322175421655210083572338152025114549
Deliveries42433741516362603753372725295520––––

Boeing 767 orders and deliveries (cumulative, by year):

  Orders   Deliveries — as of May 2025404405406407408409

Model summary

Model SeriesICAO code410OrdersDeliveriesUnfilled orders
767-200B762128128—
767-200ERB762121121—
767-2C (KC-46)B7621689870
767-300B763104104—
767-300ERB763583583—
767-300FB76328825830
767-400ERB7643838—
Total1,4301,330100

Accidents and incidents

As of February 2025, the Boeing 767 has been in 67 aviation occurrences,413 including 19 hull-loss accidents.414 Eleven fatal crashes, including seven hijackings, have resulted in a total of 854 occupant fatalities.415416

Accidents

The airliner's first fatal crash, Lauda Air Flight 004, occurred near Bangkok on May 26, 1991, following the in-flight deployment of the left engine thrust reverser on a 767-300ER. None of the 223 aboard survived. As a result of this accident, all 767 thrust reversers were deactivated until a redesign was implemented.417 Investigators determined that an electronically controlled valve, common to late-model Boeing aircraft, was to blame.418 A new locking device was installed on all affected jetliners, including 767s.419

On October 31, 1999, EgyptAir Flight 990, a 767-300ER, crashed off Nantucket, Massachusetts, in international waters killing all 217 people on board.420 The United States National Transportation Safety Board (NTSB) concluded "not determined", but determined the probable cause to be a deliberate action by the first officer; the Egyptian government disputed this conclusion.421

On April 15, 2002, Air China Flight 129, a 767-200ER, crashed into a hill amid inclement weather while trying to land at Gimhae International Airport in Busan, South Korea. The crash resulted in the death of 129 of the 166 people on board, and the cause was attributed to pilot error.422 This was the deadliest plane crash in South Korea at the time.423

On February 23, 2019, Atlas Air Flight 3591, a Boeing 767-300ERF air freighter operating for Amazon Air, crashed into Trinity Bay near Houston, Texas, while on descent into George Bush Intercontinental Airport; both pilots and the single passenger were killed. The cause was attributed to pilot error and spatial disorientation.424

Hull losses

On November 1, 2011, LOT Polish Airlines Flight 16, a 767-300ER, safely landed at Warsaw Chopin Airport in Warsaw, Poland, after a mechanical failure of the landing gear forced an emergency landing with the landing gear retracted. There were no injuries, but the aircraft involved was damaged and written off.425426427 At the time aviation analysts speculated that it may have been the first instance of a complete landing gear failure in the 767's service history.428 Subsequent investigation determined that while a damaged hose had disabled the aircraft's primary landing gear extension system, an otherwise functional backup system was inoperative due to an accidentally deactivated circuit breaker.429430

On October 29, 2015, Dynamic Airways Flight 405, a 767-200ER, caught fire while taxiing to the runway at Hollywood International Airport. There were no fatalities, but 22 people were injured, 1 of them seriously. The aircraft was written off.431

On October 28, 2016, American Airlines Flight 383, a 767-300ER with 161 passengers and 9 crew members, aborted takeoff at Chicago O'Hare Airport following an uncontained failure of the right GE CF6-80C2 engine.432 The engine failure, which hurled fragments over a considerable distance, caused a fuel leak, resulting in a fire under the right wing.433 Fire and smoke entered the cabin. All passengers and crew evacuated the aircraft, with 20 passengers and one flight attendant sustaining minor injuries using the evacuation slides.434435

Hijackings

The 767 has been involved in six hijackings, three resulting in loss of life,436 for a combined total of 282 occupant fatalities.437 On November 23, 1996, Ethiopian Airlines Flight 961, a 767-200ER, was hijacked and crash-landed in the Indian Ocean near the Comoro Islands after running out of fuel, killing 125 out of the 175 persons on board;438 this was a rare example of occupants surviving a land-based aircraft ditching on water.439440 Two 767s were involved in the September 11 attacks on the World Trade Center in 2001, resulting in the collapse of its two main towers. American Airlines Flight 11, a 767-200ER, crashed into the North Tower, killing all 92 people on board, and United Airlines Flight 175, a 767-200, crashed into the South Tower, with the death of all 65 on board. In addition, more than 2,600 people were killed in the towers or on the ground.441 A failed shoe bomb attempt in December 2001 involved an American Airlines 767-300ER.442443

Incidents

The 767's first incident was Air Canada Flight 143, a 767-200, on July 23, 1983. The airplane ran out of fuel at an altitude of about 41,000 feet. Eventually, the pilots had to glide with both engines out for almost 43 nautical miles (80 km; 49 mi) to an emergency landing at Gimli, Manitoba, Canada. The pilots used the aircraft's ram air turbine to power the hydraulic systems for aerodynamic control. There were no fatalities and only minor injuries.444 This aircraft was nicknamed "Gimli Glider" after its landing site. The aircraft, registered as C-GAUN, continued flying for Air Canada until its retirement in January 2008.445

In January 2014, the U.S. Federal Aviation Administration issued a directive that ordered inspections of the elevators on more than 400 767s beginning in March 2014; the focus was on fasteners and other parts that can fail and cause the elevators to jam. The issue was first identified in 2000 and has been the subject of several Boeing service bulletins. The inspections and repairs are required to be completed within six years.446 The aircraft has also had multiple occurrences of "uncommanded escape slide inflation" during maintenance or operations,447 and during flight.448449 In late 2015, the FAA issued a preliminary directive to address the issue.450

Aircraft on display

As new 767 variants roll off the assembly line, older series models have been retired and converted to cargo use, stored, or scrapped. One complete aircraft, N102DA, is the first 767-200 to operate for Delta Air Lines and the twelfth example built.451452 It was retired from airline service in February 2006 after being repainted back to its original 1982 Delta widget livery and given a farewell tour. It was then put on display at the Delta Flight Museum in the Delta corporate campus at the edge of Hartsfield–Jackson Atlanta International Airport. "The Spirit of Delta" is on public display as of 2022.453

In 2013 a Brazilian entrepreneur purchased a 767-200 that had operated for the now-defunct carrier Transbrasil under the registration PT-TAC. The aircraft, which was sold at a bankruptcy auction, was placed on outdoor display in Taguatinga as part of a proposed commercial development. As of 2019, however, the development has not come to fruition. The aircraft is devoid of engines or landing gear and has deteriorated due to weather exposure and acts of vandalism but remains publicly accessible to view.454

Specifications

Below is an organized chart composed of the variants of the 767 and their specifications.

767 Airplane Characteristics
Variant767-200767-200ER767-300767-300ER/F767-400ER
Cockpit crewTwo
3-class seats455174 (15F, 40J, 119Y)210 (18F, 42J, 150Y)243 (16F, 38J, 189Y)
2-class seats456214 (18J, 196Y)261 (24J, 237Y)296 (24J, 272Y)
1-class457 (limit458)245Y459 (290)460290Y461 (351)462409Y463 (375)464
Cargo4653,070 cu ft (86.9 m3)4,030 cu ft (114.1 m3)4664,905 cu ft (138.9 m3)
ULD467: 32–36 22 LD2s30 LD2s38 LD2s
Length468159 ft 2 in (48.51 m)180 ft 3 in (54.94 m)201 ft 4 in (61.37 m)
Wingspan469156 ft 1 in (47.57 m)170 ft 4 in (51.92 m)
Wing3,050 sq ft (283.3 m2), 31.5° sweepback4703,130 sq ft2 (290.7 m2)471
FuselageExterior: 17 ft 9 in (5.41 m) height, 16 ft 6 in (5.03 m) width;472Cabin width: 186 in (4.72 m)473: 30 
MTOW474315,000 lb (142.9 t)395,000 lb (179.2 t)350,000 lb (158.8 t)412,000 lb (186.9 t)450,000 lb (204.1 t)
Max. payload47573,350 lb (33.3 t)78,390 lb (35.6 t)88,250 lb (40 t)96,560 lb (43.8 t) -300F: 119,000 lb (54 t)101,000 lb (45.8 t)
OEW476176,650 lb (80.1 t)181,610 lb (82.4 t)189,750 lb (86.1 t)198,440 lb (90 t)477229,000 lb (103.9 t)
Fuel capacity478std-ER: 16,700–24,140 US gal (63.2–91.4 m3) [111,890–161,740 lb (50.8–73.4 t)]
Range4793,900 nmi(7,200 km; 4,500 mi)480481: 47 6,590 nmi(12,200 km; 7,580 mi)4823,900 nmi(7,200 km; 4,500 mi)483484: 49 5,980 nmi(11,070 km; 6,880 mi)4854865,625 nmi(10,415 km; 6,473 mi)487
Cruise speedLong range-Maximum: 459–486 kn (850–900 km/h; 528–559 mph) at altitude of 39,000 ft (12,000 m)488
Ceiling43,100 ft (13,100 m)489
Takeoff4904916,300 ft (1,900 m)492: 58 8,150 ft (2,480 m)9,200 ft (2,800 m)493: 64 8,700 ft (2,650 m)10,800 ft (3,290 m)
Engines (×2)494JT9D / PW4000 / CF6JT9D / PW4000 / CF6 / RB211PW4000 / CF6 / RB211CF6 / PW4000
Thrust (×2)49548,000–52,500 lbf(214–234 kN)48,000–60,600 lbf(214–270 kN)48,000–60,600 lbf(214–270 kN)56,750–61,500 lbf(252–274 kN)60,600 lbf(270 kN)

See also

  • Aviation portal
  • United States portal

Related development

Aircraft of comparable role, configuration, and era

Related lists

Notes

Sources

  • Becher, Thomas (1999). Boeing 757 and 767. Marlborough, Wiltshire: Crowood Press. ISBN 1-86126-197-7.
  • Birtles, Philip (1999). Modern Civil Aircraft: 6, Boeing 757/767/777. 3rd ed.. London: Ian Allan Publishing. ISBN 0-7110-2665-3.
  • Davies, R.E.G. (2000). TWA: an airline and its aircraft. McLean, Virginia: Paladwr Press. ISBN 1-888962-16-X.
  • Donald, David, ed. (1997). The Complete Encyclopedia of World Aircraft. New York, NY: Barnes & Noble Books. ISBN 0-7607-0592-5.
  • Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2.
  • Frawley, Gerard (2001). The International Directory of Civil Aircraft. Weston Creek, Australian Capital Territory: Aerospace Publications. ISBN 1-875671-52-8.
  • Haenggi, Michael (2003). 767 Transatlantic Titan. "Boeing Widebodies" series. Osceola, Wisconsin: Motorbooks International. ISBN 0-7603-0842-X.
  • Kane, Robert M. (2003). Air Transportation 1903–2003. 14th ed.. Dubuque, Iowa: Kendall Hunt Publishing. ISBN 978-0-7872-8881-5.
  • Norris, Guy; Wagner, Mark (1996). Boeing Jetliners. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0034-8.
  • Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1.
  • Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2.
  • Norris, Guy; Wagner, Mark (2001). Boeing 777, The Technological Marvel. Osceola, Wisconsin: Zenith Press. ISBN 0-7603-0890-X.
  • Norris, Guy; Wagner, Mark (2009). Boeing 787 Dreamliner. Osceola, Wisconsin: Zenith Press. ISBN 978-0-7603-2815-6.
  • Shaw, Robbie (1999). Boeing 757 & 767, Medium Twins. Reading, Pennsylvania: Osprey Publishing. ISBN 1-85532-903-4.
  • Smil, Vaclav (1998). Transforming the Twentieth Century: Technical Innovations and Their Consequences. Oxford, Oxfordshire: Oxford University Press. ISBN 0-19-516875-5.
  • Sutter, Joe (2006). 747: Creating the World's First Jumbo Jet and Other Adventures from a Life in Aviation. Washington, D.C.: Smithsonian Books. ISBN 0-06-088241-7.
  • Taylor, John W.R., ed. (1989). Jane's All the World's Aircraft 1989–90. London: Jane's Yearbooks. ISBN 0-7106-0896-9.
  • Wells, Alexander T.; Rodrigues, Clarence C. (2004). Commercial Aviation Safety. New York, NY: McGraw-Hill Professional. ISBN 0-07-141742-7.
  • Wilson, Stewart (2002). Ansett: The Story of the Rise and Fall of Ansett, 1936–2002. Weston Creek, Australian Capital Territory: Aerospace Publications. ISBN 978-1-875671-57-1.

Media related to Boeing 767 at Wikimedia Commons

References

  1. Eden 2008, pp. 102–03 - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  2. Sutter 2006, p. 103 - Sutter, Joe (2006). 747: Creating the World's First Jumbo Jet and Other Adventures from a Life in Aviation. Washington, D.C.: Smithsonian Books. ISBN 0-06-088241-7. https://archive.org/details/747creatingworld00sutt ↩

  3. Norris & Wagner 1998, pp. 156–57. - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  4. Velupillai, David (August 8, 1981). "Boeing 767: The new fuel saver". Flight International. pp. 436–37, 439, 440–41, 445–48, 453. Retrieved July 30, 2011. http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202612.html ↩

  5. Norris & Wagner 1998, pp. 156–57. - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  6. Norris & Wagner 1998, p. 156 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  7. Norris & Wagner 1998, p. 156 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  8. Norris & Wagner 1998, pp. 156–57. - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  9. Eden 2008, pp. 102–03 - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  10. Norris & Wagner 1999, pp. 20–21 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  11. Norris & Wagner 1999, pp. 20–21 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  12. Norris & Wagner 1999, pp. 20–21 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  13. Eden 2008, pp. 102–03 - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  14. Eden 2008, p. 103 - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  15. Norris & Wagner 1998, pp. 156–57. - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  16. Norris & Wagner 1999, pp. 18–19 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  17. Norris & Wagner 1999, pp. 18–19 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  18. Davies 2000, p. 103 - Davies, R.E.G. (2000). TWA: an airline and its aircraft. McLean, Virginia: Paladwr Press. ISBN 1-888962-16-X. ↩

  19. Norris & Wagner 1998, p. 143 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  20. Birtles 1999, p. 8 - Birtles, Philip (1999). Modern Civil Aircraft: 6, Boeing 757/767/777. 3rd ed.. London: Ian Allan Publishing. ISBN 0-7110-2665-3. ↩

  21. Becher 1999, p. 24 - Becher, Thomas (1999). Boeing 757 and 767. Marlborough, Wiltshire: Crowood Press. ISBN 1-86126-197-7. ↩

  22. Norris & Wagner 1999, pp. 20–21 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  23. Donald 1997, p. 173 - Donald, David, ed. (1997). The Complete Encyclopedia of World Aircraft. New York, NY: Barnes & Noble Books. ISBN 0-7607-0592-5. ↩

  24. Norris & Wagner 1998, pp. 159–60 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  25. "Boeing 767 and 777". Flight International. May 13, 1978. https://www.flightglobal.com/pdfarchive/view/1978/1978%20-%200788.html ↩

  26. Norris & Wagner 1998, pp. 159–60 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  27. Norris & Wagner 1998, pp. 159–60 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  28. Norris & Wagner 1999, pp. 20–21 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  29. Velupillai, David (August 8, 1981). "Boeing 767: The new fuel saver". Flight International. pp. 436–37, 439, 440–41, 445–48, 453. Retrieved July 30, 2011. http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202612.html ↩

  30. Norris & Wagner 1998, pp. 156–57. - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  31. Velupillai, David (August 8, 1981). "Boeing 767: The new fuel saver". Flight International. pp. 436–37, 439, 440–41, 445–48, 453. Retrieved July 30, 2011. http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202612.html ↩

  32. Velupillai, David (August 8, 1981). "Boeing 767: The new fuel saver". Flight International. pp. 436–37, 439, 440–41, 445–48, 453. Retrieved July 30, 2011. http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202612.html ↩

  33. Norris & Wagner 1998, pp. 159–60 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  34. Norris & Wagner 1999, pp. 18–19 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  35. Norris & Wagner 1998, p. 143 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  36. Norris & Wagner 1999, p. 23 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  37. Velupillai, David (August 8, 1981). "Boeing 767: The new fuel saver". Flight International. pp. 436–37, 439, 440–41, 445–48, 453. Retrieved July 30, 2011. http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202612.html ↩

  38. Norris & Wagner 1999, pp. 21–22 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  39. Eden 2008, p. 103 - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  40. Velupillai, David (August 8, 1981). "Boeing 767: The new fuel saver". Flight International. pp. 436–37, 439, 440–41, 445–48, 453. Retrieved July 30, 2011. http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202612.html ↩

  41. Velupillai, David (August 8, 1981). "Boeing 767: The new fuel saver". Flight International. pp. 436–37, 439, 440–41, 445–48, 453. Retrieved July 30, 2011. http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202612.html ↩

  42. Norris & Wagner 1998, p. 160. - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  43. Norris & Wagner 1998, pp. 159–60 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  44. Sutter 2006, pp. 241–46 - Sutter, Joe (2006). 747: Creating the World's First Jumbo Jet and Other Adventures from a Life in Aviation. Washington, D.C.: Smithsonian Books. ISBN 0-06-088241-7. https://archive.org/details/747creatingworld00sutt ↩

  45. Haenggi 2003, pp. 43–44 - Haenggi, Michael (2003). 767 Transatlantic Titan. "Boeing Widebodies" series. Osceola, Wisconsin: Motorbooks International. ISBN 0-7603-0842-X. https://archive.org/details/boeingwidebodies00mich ↩

  46. Norris & Wagner 1998, pp. 156–57. - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  47. Eden 2008, p. 103 - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  48. Norris & Wagner 1999, pp. 21–22 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  49. Haenggi 2003, p. 29 - Haenggi, Michael (2003). 767 Transatlantic Titan. "Boeing Widebodies" series. Osceola, Wisconsin: Motorbooks International. ISBN 0-7603-0842-X. https://archive.org/details/boeingwidebodies00mich ↩

  50. Birtles 1999, p. 14 - Birtles, Philip (1999). Modern Civil Aircraft: 6, Boeing 757/767/777. 3rd ed.. London: Ian Allan Publishing. ISBN 0-7110-2665-3. ↩

  51. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  52. Norris & Wagner 1998, p. 158 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  53. Norris & Wagner 1999, pp. 21–22 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  54. Velupillai, David (August 8, 1981). "Boeing 767: The new fuel saver". Flight International. pp. 436–37, 439, 440–41, 445–48, 453. Retrieved July 30, 2011. http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202612.html ↩

  55. Norris & Wagner 1999, pp. 21–22 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  56. Norris & Wagner 1999, p. 23 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  57. Norris & Wagner 1999, p. 23 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  58. "History of the 767 Two-Crew Flight Deck". Boeing. Archived from the original on August 7, 2011. Retrieved July 29, 2011. https://web.archive.org/web/20110807182604/http://www.boeing.com/commercial/767family/pf/pf_fltdeck.html ↩

  59. "History of the 767 Two-Crew Flight Deck". Boeing. Archived from the original on August 7, 2011. Retrieved July 29, 2011. https://web.archive.org/web/20110807182604/http://www.boeing.com/commercial/767family/pf/pf_fltdeck.html ↩

  60. Becher 1999, p. 32 - Becher, Thomas (1999). Boeing 757 and 767. Marlborough, Wiltshire: Crowood Press. ISBN 1-86126-197-7. ↩

  61. Becher 1999, p. 33 - Becher, Thomas (1999). Boeing 757 and 767. Marlborough, Wiltshire: Crowood Press. ISBN 1-86126-197-7. ↩

  62. Becher 1999, p. 33 - Becher, Thomas (1999). Boeing 757 and 767. Marlborough, Wiltshire: Crowood Press. ISBN 1-86126-197-7. ↩

  63. Wilson 2002, p. 117 - Wilson, Stewart (2002). Ansett: The Story of the Rise and Fall of Ansett, 1936–2002. Weston Creek, Australian Capital Territory: Aerospace Publications. ISBN 978-1-875671-57-1. ↩

  64. Norris & Wagner 1998, p. 160. - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  65. Velupillai, David (January 2, 1983). "Boeing 757: introducing the big-fan narrowbody". Flight International. Retrieved February 2, 2011. http://www.flightglobal.com/pdfarchive/view/1982/1982%20-%200014.html ↩

  66. Norris & Wagner 1998, p. 156 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  67. Velupillai, David (August 8, 1981). "Boeing 767: The new fuel saver". Flight International. pp. 436–37, 439, 440–41, 445–48, 453. Retrieved July 30, 2011. http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202612.html ↩

  68. Norris & Wagner 1998, p. 156 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  69. Velupillai, David (August 8, 1981). "Boeing 767: The new fuel saver". Flight International. pp. 436–37, 439, 440–41, 445–48, 453. Retrieved July 30, 2011. http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202612.html ↩

  70. Velupillai, David (August 8, 1981). "Boeing 767: The new fuel saver". Flight International. pp. 436–37, 439, 440–41, 445–48, 453. Retrieved July 30, 2011. http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202612.html ↩

  71. Velupillai, David (August 8, 1981). "Boeing 767: The new fuel saver". Flight International. pp. 436–37, 439, 440–41, 445–48, 453. Retrieved July 30, 2011. http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202612.html ↩

  72. Eden 2008, pp. 102–03 - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  73. Shaw 1999, p. 64 - Shaw, Robbie (1999). Boeing 757 & 767, Medium Twins. Reading, Pennsylvania: Osprey Publishing. ISBN 1-85532-903-4. ↩

  74. Velupillai, David (August 8, 1981). "Boeing 767: The new fuel saver". Flight International. pp. 436–37, 439, 440–41, 445–48, 453. Retrieved July 30, 2011. http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202612.html ↩

  75. Norris & Wagner 1998, pp. 161–62 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  76. Norris & Wagner 1998, pp. 161–62 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  77. Birtles 1999, pp. 16–18, 27 - Birtles, Philip (1999). Modern Civil Aircraft: 6, Boeing 757/767/777. 3rd ed.. London: Ian Allan Publishing. ISBN 0-7110-2665-3. ↩

  78. Eden 2008, pp. 102–03 - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  79. Birtles 1999, pp. 16–18, 27 - Birtles, Philip (1999). Modern Civil Aircraft: 6, Boeing 757/767/777. 3rd ed.. London: Ian Allan Publishing. ISBN 0-7110-2665-3. ↩

  80. Eden 2008, p. 103 - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  81. Birtles 1999, pp. 49–52 - Birtles, Philip (1999). Modern Civil Aircraft: 6, Boeing 757/767/777. 3rd ed.. London: Ian Allan Publishing. ISBN 0-7110-2665-3. ↩

  82. Birtles 1999, pp. 49–52 - Birtles, Philip (1999). Modern Civil Aircraft: 6, Boeing 757/767/777. 3rd ed.. London: Ian Allan Publishing. ISBN 0-7110-2665-3. ↩

  83. Sweetman, Bill (March 20, 1982). "Boeing tests the twins". Flight International. Retrieved July 15, 2011. http://www.flightglobal.com/pdfarchive/view/1982/1982%20-%200710.html ↩

  84. Sweetman, Bill (March 20, 1982). "Boeing tests the twins". Flight International. Retrieved July 15, 2011. http://www.flightglobal.com/pdfarchive/view/1982/1982%20-%200710.html ↩

  85. Norris & Wagner 1998, pp. 161–62 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  86. Birtles 1999, pp. 16–18, 27 - Birtles, Philip (1999). Modern Civil Aircraft: 6, Boeing 757/767/777. 3rd ed.. London: Ian Allan Publishing. ISBN 0-7110-2665-3. ↩

  87. Norris & Wagner 1998, pp. 161–62 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  88. Eden 2008, p. 103 - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  89. Haenggi 2003, pp. 31–5 - Haenggi, Michael (2003). 767 Transatlantic Titan. "Boeing Widebodies" series. Osceola, Wisconsin: Motorbooks International. ISBN 0-7603-0842-X. https://archive.org/details/boeingwidebodies00mich ↩

  90. Haenggi 2003, pp. 31–5 - Haenggi, Michael (2003). 767 Transatlantic Titan. "Boeing Widebodies" series. Osceola, Wisconsin: Motorbooks International. ISBN 0-7603-0842-X. https://archive.org/details/boeingwidebodies00mich ↩

  91. Eden 2008, pp. 102–03 - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  92. Birtles 1999, pp. 49–53 - Birtles, Philip (1999). Modern Civil Aircraft: 6, Boeing 757/767/777. 3rd ed.. London: Ian Allan Publishing. ISBN 0-7110-2665-3. ↩

  93. Birtles 1999, pp. 55–58 - Birtles, Philip (1999). Modern Civil Aircraft: 6, Boeing 757/767/777. 3rd ed.. London: Ian Allan Publishing. ISBN 0-7110-2665-3. ↩

  94. Lynn, Norman (April 2, 1983). "Boeing 767 moves smoothly into service". Flight International. Retrieved January 20, 2011. http://www.flightglobal.com/pdfarchive/view/1983/1983%20-%200561.html ↩

  95. Broderick, Sean (January 19, 2024). "FAA Faces Tough Choice On Latest 737-7 Exemption Request | Aviation Week Network". aviationweek.com. Retrieved November 26, 2024. https://aviationweek.com/air-transport/safety-ops-regulation/faa-faces-tough-choice-latest-737-7-exemption-request ↩

  96. Norris & Wagner 1998, p. 163 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  97. Eden 2008, pp. 103–04. - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  98. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  99. "767-300ER Technical Characteristics". Boeing. Retrieved October 20, 2013. http://www.boeing.com/commercial/767family/pf/pf_300prod.html ↩

  100. Norris & Wagner 1998, p. 163 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  101. Eden 2008, pp. 103–04. - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  102. "Boeing 767 Program Background". Boeing. Archived from the original on August 21, 2011. Retrieved July 30, 2011. https://web.archive.org/web/20110821194025/http://www.boeing.com/commercial/767family/background.html ↩

  103. "Boeing 767 Program Background". Boeing. Archived from the original on August 21, 2011. Retrieved July 30, 2011. https://web.archive.org/web/20110821194025/http://www.boeing.com/commercial/767family/background.html ↩

  104. Eden 2008, pp. 103–04. - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  105. "Boeing 767 Program Background". Boeing. Archived from the original on August 21, 2011. Retrieved July 30, 2011. https://web.archive.org/web/20110821194025/http://www.boeing.com/commercial/767family/background.html ↩

  106. Norris & Wagner 1998, p. 163 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  107. Eden 2008, pp. 103–04. - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  108. Norris & Wagner 1998, p. 163 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  109. Haenggi 2003, p. 42 - Haenggi, Michael (2003). 767 Transatlantic Titan. "Boeing Widebodies" series. Osceola, Wisconsin: Motorbooks International. ISBN 0-7603-0842-X. https://archive.org/details/boeingwidebodies00mich ↩

  110. Norris & Wagner 1998, p. 163 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  111. Smil 1998, p. 28 - Smil, Vaclav (1998). Transforming the Twentieth Century: Technical Innovations and Their Consequences. Oxford, Oxfordshire: Oxford University Press. ISBN 0-19-516875-5. ↩

  112. Davies 2000, pp. 88–89 - Davies, R.E.G. (2000). TWA: an airline and its aircraft. McLean, Virginia: Paladwr Press. ISBN 1-888962-16-X. ↩

  113. Sutter 2006, pp. 241–46 - Sutter, Joe (2006). 747: Creating the World's First Jumbo Jet and Other Adventures from a Life in Aviation. Washington, D.C.: Smithsonian Books. ISBN 0-06-088241-7. https://archive.org/details/747creatingworld00sutt ↩

  114. Norris & Wagner 2009, p. 12 - Norris, Guy; Wagner, Mark (2009). Boeing 787 Dreamliner. Osceola, Wisconsin: Zenith Press. ISBN 978-0-7603-2815-6. ↩

  115. Sutter 2006, pp. 241–46 - Sutter, Joe (2006). 747: Creating the World's First Jumbo Jet and Other Adventures from a Life in Aviation. Washington, D.C.: Smithsonian Books. ISBN 0-06-088241-7. https://archive.org/details/747creatingworld00sutt ↩

  116. Sutter 2006, pp. 241–46 - Sutter, Joe (2006). 747: Creating the World's First Jumbo Jet and Other Adventures from a Life in Aviation. Washington, D.C.: Smithsonian Books. ISBN 0-06-088241-7. https://archive.org/details/747creatingworld00sutt ↩

  117. Norris & Wagner 2009, p. 12 - Norris, Guy; Wagner, Mark (2009). Boeing 787 Dreamliner. Osceola, Wisconsin: Zenith Press. ISBN 978-0-7603-2815-6. ↩

  118. Birtles 1999, pp. 27–28 - Birtles, Philip (1999). Modern Civil Aircraft: 6, Boeing 757/767/777. 3rd ed.. London: Ian Allan Publishing. ISBN 0-7110-2665-3. ↩

  119. Birtles 1999, p. 64 - Birtles, Philip (1999). Modern Civil Aircraft: 6, Boeing 757/767/777. 3rd ed.. London: Ian Allan Publishing. ISBN 0-7110-2665-3. ↩

  120. Birtles 1999, p. 64 - Birtles, Philip (1999). Modern Civil Aircraft: 6, Boeing 757/767/777. 3rd ed.. London: Ian Allan Publishing. ISBN 0-7110-2665-3. ↩

  121. Birtles 1999, p. 64 - Birtles, Philip (1999). Modern Civil Aircraft: 6, Boeing 757/767/777. 3rd ed.. London: Ian Allan Publishing. ISBN 0-7110-2665-3. ↩

  122. Norris, Guy (May 24, 1995). "Boeing acts to solve 757/767 pylon cracks". Flight International. Retrieved December 26, 2011. http://www.flightglobal.com/news/articles/boeing-acts-to-solve-757767-pylon-cracks-25909/ ↩

  123. Eden 2008, p. 105 - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  124. "Boeing 767 Program Background". Boeing. Archived from the original on August 21, 2011. Retrieved July 30, 2011. https://web.archive.org/web/20110821194025/http://www.boeing.com/commercial/767family/background.html ↩

  125. Frawley 2001, p. 63 - Frawley, Gerard (2001). The International Directory of Civil Aircraft. Weston Creek, Australian Capital Territory: Aerospace Publications. ISBN 1-875671-52-8. ↩

  126. Birtles 1999, pp. 44–5 - Birtles, Philip (1999). Modern Civil Aircraft: 6, Boeing 757/767/777. 3rd ed.. London: Ian Allan Publishing. ISBN 0-7110-2665-3. ↩

  127. "Military Aircraft Directory: Boeing". Flight International. July 29, 1998. Retrieved December 9, 2011. http://www.flightglobal.com/pdfarchive/view/1998/1998%20-%201967.html ↩

  128. Guy, Norris (November 16, 1994). "Boeing poised to fly first 767 AWACS". Flight International. Retrieved August 30, 2011. http://www.flightglobal.com/pdfarchive/view/1994/1994%20-%202806.html ↩

  129. Norris & Wagner 1999, pp. 116–21 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  130. Becher 1999, p. 125 - Becher, Thomas (1999). Boeing 757 and 767. Marlborough, Wiltshire: Crowood Press. ISBN 1-86126-197-7. ↩

  131. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  132. Norris & Wagner 1999, pp. 116–21 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  133. Norris & Wagner 1999, pp. 116–21 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  134. "Boeing 767 Program Background". Boeing. Archived from the original on August 21, 2011. Retrieved July 30, 2011. https://web.archive.org/web/20110821194025/http://www.boeing.com/commercial/767family/background.html ↩

  135. Norris & Wagner 1999, pp. 116–21 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  136. Birtles 1999, p. 40 - Birtles, Philip (1999). Modern Civil Aircraft: 6, Boeing 757/767/777. 3rd ed.. London: Ian Allan Publishing. ISBN 0-7110-2665-3. ↩

  137. Lopez, Ramon (June 18, 1997). "Continental goes Boeing". Flight International. Retrieved December 28, 2011. http://www.flightglobal.com/news/articles/continental-goes-boeing-13833/ ↩

  138. "Boeing 767 Program Background". Boeing. Archived from the original on August 21, 2011. Retrieved July 30, 2011. https://web.archive.org/web/20110821194025/http://www.boeing.com/commercial/767family/background.html ↩

  139. Norris, Guy; Kingsley-Jones, Max (January 4, 2003). "Long players". Flight International. Archived from the original on September 25, 2013. Retrieved July 30, 2011. https://web.archive.org/web/20130925055155/http://www.flightglobal.com/news/articles/long-players-163582/ ↩

  140. Norris, Guy; Kelly, Emma (April 3, 2001). "Boeing Sonic Cruiser Ousts 747X". Flight International. Retrieved August 15, 2011. http://www.flightglobal.com/pdfarchive/view/2001/2001%20-%201119.html ↩

  141. "Sonic Cruiser seeks mission definition". Interavia Business & Technology. 56 (655): 25. July 2001. Archived from the original on September 24, 2015. Retrieved June 30, 2015 – via HighBeam. https://web.archive.org/web/20150924204757/http://www.highbeam.com/doc/1P3-77659773.html ↩

  142. Norris, Guy (November 7, 2006). "Pumped for action". Flight International. Archived from the original on July 4, 2007. Retrieved August 30, 2011. https://web.archive.org/web/20070704203818/http://www.flightglobal.com/articles/2006/07/11/207660/pumped-for-action.html ↩

  143. Norris, Guy (November 7, 2006). "Pumped for action". Flight International. Archived from the original on July 4, 2007. Retrieved August 30, 2011. https://web.archive.org/web/20070704203818/http://www.flightglobal.com/articles/2006/07/11/207660/pumped-for-action.html ↩

  144. Norris, Guy (November 7, 2006). "Pumped for action". Flight International. Archived from the original on July 4, 2007. Retrieved August 30, 2011. https://web.archive.org/web/20070704203818/http://www.flightglobal.com/articles/2006/07/11/207660/pumped-for-action.html ↩

  145. Shalal-Esa, Andrea (February 24, 2010). "Pentagon nears new contract in air tanker saga". Reuters. Archived from the original on November 13, 2012. Retrieved December 26, 2011. https://web.archive.org/web/20121113153241/http://uk.reuters.com/article/2011/02/24/usa-tanker-idUKN2315169720110224 ↩

  146. McCarthy, John; Price, Wayne. (March 9, 2010). "Northrop pulls out of tanker bidding war." Florida Today, p. A1 ↩

  147. Shalal-Esa, Andrea (February 24, 2010). "Pentagon nears new contract in air tanker saga". Reuters. Archived from the original on November 13, 2012. Retrieved December 26, 2011. https://web.archive.org/web/20121113153241/http://uk.reuters.com/article/2011/02/24/usa-tanker-idUKN2315169720110224 ↩

  148. Wallace, James (February 20, 2004). "Stalled 767 deal may cost jobs". Seattle Post-Intelligencer. Retrieved December 26, 2011. http://www.seattlepi.com/business/article/Stalled-767-deal-may-cost-jobs-1137579.php ↩

  149. Hoyle, Craig (January 14, 2010). "Japan receives last Boeing KC-767 tanker". Flight International. Archived from the original on January 18, 2010. Retrieved August 18, 2011. https://web.archive.org/web/20100118123227/http://www.flightglobal.com/articles/2010/01/14/337167/picture-japan-receives-last-boeing-kc-767-tanker.html ↩

  150. Norris & Wagner 2009, pp. 32–35 - Norris, Guy; Wagner, Mark (2009). Boeing 787 Dreamliner. Osceola, Wisconsin: Zenith Press. ISBN 978-0-7603-2815-6. ↩

  151. Norris & Wagner 2009, pp. 32–35 - Norris, Guy; Wagner, Mark (2009). Boeing 787 Dreamliner. Osceola, Wisconsin: Zenith Press. ISBN 978-0-7603-2815-6. ↩

  152. "Boeing 787 Dreamliner Aircraft Profile". Flight International. 2011. Archived from the original on September 6, 2011. Retrieved July 30, 2011. https://web.archive.org/web/20110906121739/http://www.flightglobal.com/articles/2007/07/07/209212/everything-about-the-boeing-787-dreamliner.html ↩

  153. Norris & Wagner 2009, pp. 32–35 - Norris, Guy; Wagner, Mark (2009). Boeing 787 Dreamliner. Osceola, Wisconsin: Zenith Press. ISBN 978-0-7603-2815-6. ↩

  154. "Boeing 787 Dreamliner Aircraft Profile". Flight International. 2011. Archived from the original on September 6, 2011. Retrieved July 30, 2011. https://web.archive.org/web/20110906121739/http://www.flightglobal.com/articles/2007/07/07/209212/everything-about-the-boeing-787-dreamliner.html ↩

  155. "767 earns reprieve as 787 ramp-up considered". Flight International. June 5, 2005. Archived from the original on November 5, 2012. Retrieved July 30, 2011. https://web.archive.org/web/20121105133912/http://www.flightglobal.com/news/articles/767-earns-reprieve-as-787-ramp-up-considered-199772/ ↩

  156. Ionides, Nicholes (September 17, 2008). "JAL to take 11 767s and 777s in 787-delay compensation deal". Flight International. Archived from the original on September 21, 2008. Retrieved September 15, 2011. https://web.archive.org/web/20080921035755/http://www.flightglobal.com/articles/2008/09/17/316096/jal-to-take-11-767s-and-777s-in-787-delay-compensation.html ↩

  157. "Ageing jets to fly on due to delay in Boeing Dreamliner". Herald Sun. September 9, 2011. Archived from the original on September 9, 2014. Retrieved January 19, 2011. https://web.archive.org/web/20140909130301/http://www.heraldsun.com.au/businessold/ageing-jets-to-fly-on-due-to-delay-in-boeing-dreamliner/story-e6frfh4f-1225991529905 ↩

  158. Goold, Ian (June 2010). "Checking Up on the 767". MRO Management. Archived from the original on April 26, 2012. Retrieved July 3, 2015. https://web.archive.org/web/20120426072500/http://www.timco.aero/content/articles/checking-767-mro-management.html ↩

  159. Walker, Karen (October 27, 2011). "Finally ... the 787 enters service". Air Transport World. Archived from the original on December 27, 2011. Retrieved December 9, 2011. https://web.archive.org/web/20111227100805/http://atwonline.com/aircraft-engines-components/news/finally-787-enters-service-1026 ↩

  160. "UPS order revives 767 line". Seattle Post-Intelligencer. February 5, 2007. Retrieved August 19, 2011. http://www.seattlepi.com/business/article/UPS-order-revives-767-line-1227427.php ↩

  161. Cassidy, Padraic (March 8, 2007). "DHL orders 6 Boeing 767 freighters". MarketWatch. Archived from the original on July 12, 2018. Retrieved August 19, 2011. https://web.archive.org/web/20180712022442/https://www.marketwatch.com/story/dhl-orders-6-boeing-767-freighters ↩

  162. Thomas, Geoffrey (March 2, 2007). "Boeing considering new 767 freighter to counter A330-200F". Aviation Week & Space Technology. Retrieved July 29, 2011. http://atwonline.com/aircraftenginescomponents/news/boeing-considering-new-767-freighter-counter-a330-200f-0309 ↩

  163. "Boeing Company Annual Orders Summary". Boeing. Retrieved July 11, 2011. http://www.boeing.com/commercial/#/orders-deliveries ↩

  164. Ranson, Lori (July 22, 2008). "Blended winglets debut on Boeing 767". Flight International. Archived from the original on July 25, 2008. Retrieved August 19, 2011. https://web.archive.org/web/20080725005222/http://www.flightglobal.com/articles/2008/07/22/225951/blended-winglets-debut-on-boeing-767.html ↩

  165. Ranson, Lori (July 22, 2008). "Blended winglets debut on Boeing 767". Flight International. Archived from the original on July 25, 2008. Retrieved August 19, 2011. https://web.archive.org/web/20080725005222/http://www.flightglobal.com/articles/2008/07/22/225951/blended-winglets-debut-on-boeing-767.html ↩

  166. Yeo, Ghim-Lay (July 23, 2010). "Farnborough: Hainan and ANA to equip Boeing aircraft with winglets". Flight Daily News. Archived from the original on July 26, 2010. Retrieved August 19, 2011. https://web.archive.org/web/20100726235136/http://www.flightglobal.com/articles/2010/07/23/344919/farnborough-hainan-and-ana-to-equip-boeing-aircraft-with.html ↩

  167. "Delta takes tips from Aviation Partners". Flight Daily News. June 20, 2007. Archived from the original on October 3, 2013. Retrieved August 19, 2011. https://web.archive.org/web/20131003082816/http://www.flightglobal.com/news/articles/delta-takes-tips-from-aviation-partners-214967/ ↩

  168. Ostrower, Jon (February 3, 2011). "Boeing unveils 1,000th 767". Air Transport Intelligence. Archived from the original on February 6, 2011. Retrieved February 6, 2011. https://web.archive.org/web/20110206155704/http://www.flightglobal.com/articles/2011/02/03/352770/picture-boeing-unveils-1000th-767.html ↩

  169. Ostrower, Jon (February 3, 2011). "Boeing unveils 1,000th 767". Air Transport Intelligence. Archived from the original on February 6, 2011. Retrieved February 6, 2011. https://web.archive.org/web/20110206155704/http://www.flightglobal.com/articles/2011/02/03/352770/picture-boeing-unveils-1000th-767.html ↩

  170. "Thousandth 767 etches twinjet's place in history". Flight International. December 1, 2010. Archived from the original on February 28, 2014. Retrieved January 20, 2011. https://web.archive.org/web/20140228224819/http://www.flightglobal.com/news/articles/thousandth-767-etches-twinjet39s-place-in-history-351792/ ↩

  171. Dunlop, Michelle (March 6, 2011). "767 now built faster and in less space". The Weekly Herald. Archived from the original on June 15, 2012. Retrieved July 30, 2011. https://web.archive.org/web/20120615055418/http://www.heraldnet.com/article/20110306/BIZ/703069951/1122/news01 ↩

  172. Dunlop, Michelle (March 6, 2011). "767 now built faster and in less space". The Weekly Herald. Archived from the original on June 15, 2012. Retrieved July 30, 2011. https://web.archive.org/web/20120615055418/http://www.heraldnet.com/article/20110306/BIZ/703069951/1122/news01 ↩

  173. Dunlop, Michelle (March 6, 2011). "767 now built faster and in less space". The Weekly Herald. Archived from the original on June 15, 2012. Retrieved July 30, 2011. https://web.archive.org/web/20120615055418/http://www.heraldnet.com/article/20110306/BIZ/703069951/1122/news01 ↩

  174. Dunlop, Michelle (March 6, 2011). "767 now built faster and in less space". The Weekly Herald. Archived from the original on June 15, 2012. Retrieved July 30, 2011. https://web.archive.org/web/20120615055418/http://www.heraldnet.com/article/20110306/BIZ/703069951/1122/news01 ↩

  175. Dunlop, Michelle (March 6, 2011). "767 now built faster and in less space". The Weekly Herald. Archived from the original on June 15, 2012. Retrieved July 30, 2011. https://web.archive.org/web/20120615055418/http://www.heraldnet.com/article/20110306/BIZ/703069951/1122/news01 ↩

  176. "Boeing presents KC-767 proposal to USAF". United Press International. January 3, 2008. Retrieved December 26, 2011. http://www.upi.com/Business_News/Security-Industry/2008/01/03/Boeing-presents-KC-767-proposal-to-USAF/UPI-86481199401085/ ↩

  177. Dunlop, Michelle (March 6, 2011). "767 now built faster and in less space". The Weekly Herald. Archived from the original on June 15, 2012. Retrieved July 30, 2011. https://web.archive.org/web/20120615055418/http://www.heraldnet.com/article/20110306/BIZ/703069951/1122/news01 ↩

  178. Shalal-Esa, Andrea (February 24, 2010). "Pentagon nears new contract in air tanker saga". Reuters. Archived from the original on November 13, 2012. Retrieved December 26, 2011. https://web.archive.org/web/20121113153241/http://uk.reuters.com/article/2011/02/24/usa-tanker-idUKN2315169720110224 ↩

  179. Dunlop, Michelle (March 6, 2011). "767 now built faster and in less space". The Weekly Herald. Archived from the original on June 15, 2012. Retrieved July 30, 2011. https://web.archive.org/web/20120615055418/http://www.heraldnet.com/article/20110306/BIZ/703069951/1122/news01 ↩

  180. Reed, Ted (December 20, 2011). "Boeing 767 Removed From Life Support". The Street. Retrieved December 26, 2011. http://www.thestreet.com/story/11350825/2/boeing-767-removed-from-life-support.html ↩

  181. "FedEx Express Plans to Acquire 19 Boeing 767-300F Aircraft and Convert Four 777 Freighter Orders". FedEx Express press release. June 29, 2012. Archived from the original on January 2, 2013. Retrieved July 2, 2012. https://archive.today/20130102144757/http://news.van.fedex.com/node/18533 ↩

  182. "FedEx to buy additional aircraft from Boeing". Businessweek. Associated Press. June 29, 2012. Archived from the original on July 3, 2012. Retrieved July 3, 2015. https://web.archive.org/web/20120703070730/http://www.businessweek.com/ap/2012-06-29/fedex-to-buy-additional-aircraft-from-boeing ↩

  183. "FedEx to Buy as Many as 100 Boeing 767 Freighters". The Wall Street Journal. July 21, 2015. Retrieved July 21, 2015. https://www.wsj.com/articles/fedex-to-buy-as-many-as-100-boeing-767-freighters-1437522505 ↩

  184. "FedEx Express (FDX) Will Acquire Addtional [sic] 50 Boeing (BA) 767-300F Aircraft". StreetInsider.com. https://www.streetinsider.com/Corporate+News/FedEx+Express+%28FDX%29+Will+Acquire+Addtional+50+Boeing+%28BA%29+767-300F+Aircraft/10739876.html ↩

  185. "FedEx to Buy as Many as 100 Boeing 767 Freighters". The Wall Street Journal. July 21, 2015. Retrieved July 21, 2015. https://www.wsj.com/articles/fedex-to-buy-as-many-as-100-boeing-767-freighters-1437522505 ↩

  186. "Boeing: UPS Orders 14 Additional 747-8 Freighters, Plus Four 767 Freighters". boeing.com. Retrieved March 10, 2018. http://www.boeing.com/commercial/customers/ups/747-8-767-order.page ↩

  187. "Boeing's tactical option for MOM sector". Leeham. August 14, 2017. https://leehamnews.com/2017/08/14/boeings-tactical-option-for-mom-sector/ ↩

  188. "Boeing ponders restart of 767-300ER passenger line". Leeham. October 19, 2017. https://leehamnews.com/2017/10/19/boeing-ponders-restart-767-300er-passenger-line/ ↩

  189. Stephen Trimble (November 6, 2017). "United requests pricing data on 767, other widebodies". Flightglobal. https://www.flightglobal.com/news/articles/united-requests-pricing-data-on-767-other-widebodie-442921/ ↩

  190. Tim Hepher (March 5, 2018). "Boeing executive rules out reviving 767 passenger jet". Reuters. https://www.reuters.com/article/us-boeing-airplanes/boeing-executive-rules-out-reviving-767-passenger-jet-idUSKBN1GH311 ↩

  191. Edward Russell (March 5, 2018). "Boeing unlikely to resume passenger 767 production". Flightglobal. https://www.flightglobal.com/news/articles/boeing-unlikely-to-resume-passenger-767-production-446453/ ↩

  192. "Boeing to hike 767F production; may be only first of several". Leeham News. April 25, 2018. https://leehamnews.com/2018/04/25/boeing-to-hike-767f-production-may-be-only-first-of-several/ ↩

  193. "About Boeing Commercial Airplanes: Prices". Boeing. http://www.boeing.com/company/about-bca/#/prices ↩

  194. Hamilton, Scott (June 16, 2022). "FAA adopts ICAO 2027 emissions, noise rules; death knell for new production 767F, 777F". Leeham News and Analysis. Retrieved February 26, 2024. https://leehamnews.com/2022/06/16/faa-adopts-icao-2027-emissions-noise-rules-death-knell-for-new-production-767f-777f/ ↩

  195. Ostrower, Jon; Guisbond, Will (May 7, 2024). "Congress poised to give Boeing five more years to build 767 freighters". The Air Current. Retrieved May 8, 2024. https://theaircurrent.com/aircraft-development/767-787-freighter-faa-reauthorization/ ↩

  196. McKinzie, Gordon. "How United Airlines Helped Design The World's Most Remarkable Airliner". American Institute of Aeronautics and Astronautics. Archived from the original on June 1, 2009. Retrieved July 1, 2011. https://web.archive.org/web/20090601173533/http://www.aiaa.org/sections/cl/what/mckinzie.htm ↩

  197. Norris & Wagner 2001, pp. 11–13, 15 - Norris, Guy; Wagner, Mark (2001). Boeing 777, The Technological Marvel. Osceola, Wisconsin: Zenith Press. ISBN 0-7603-0890-X. ↩

  198. Norris & Wagner 2001, pp. 11–13, 15 - Norris, Guy; Wagner, Mark (2001). Boeing 777, The Technological Marvel. Osceola, Wisconsin: Zenith Press. ISBN 0-7603-0890-X. ↩

  199. Norris & Wagner 2001, pp. 11–13, 15 - Norris, Guy; Wagner, Mark (2001). Boeing 777, The Technological Marvel. Osceola, Wisconsin: Zenith Press. ISBN 0-7603-0890-X. ↩

  200. "Boeing Images - Boeing 767-X Concept, 1986". secure.boeingimages.com. https://secure.boeingimages.com/archive/Boeing-767-X-Concept--1986-2JRSXLJ8PSVI.html ↩

  201. Norris, Guy (March 20, 2000). "Lauda and Kenya eye heavy 767". Flight International. http://www.flightglobal.com/pdfarchive/view/2000/2000%20-%200694.html ↩

  202. Julian Moxon, Guy Norris (July 25, 2000). "R-R offers Trent 600 for 767-400ERX and 747X". Flight International. http://www.flightglobal.com/pdfarchive/view/2000/2000-1%20-%200364.html ↩

  203. "The Newest Boeing 767 Is Inspired By The Future - Introducing The Boeing 767-400ER" (Press release). Boeing. July 26, 2000. https://boeing.mediaroom.com/2000-07-26-The-Newest-Boeing-767-Is-Inspired-By-The-Future-Introducing-The-Boeing-767-400ER ↩

  204. Norris, Guy; Kelly, Emma (April 3, 2001). "Boeing Sonic Cruiser Ousts 747X". Flight International. Retrieved August 15, 2011. http://www.flightglobal.com/pdfarchive/view/2001/2001%20-%201119.html ↩

  205. Wallace, James (March 19, 2002). "Kenya Airways sticks to Boeing". Seattle Post-Intelligencer. http://www.seattlepi.com/default/article/Kenya-Airways-sticks-to-Boeing-1083149.php ↩

  206. "Boeing examines GEnx-powered 767-X for cargo and passenger roles". Flightglobal. October 10, 2019. https://www.flightglobal.com/news/articles/boeing-examines-genx-powered-767-x-for-cargo-and-pa-461386/ ↩

  207. Norris & Wagner 1999, pp. 21–22 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  208. Velupillai, David (August 8, 1981). "Boeing 767: The new fuel saver". Flight International. pp. 436–37, 439, 440–41, 445–48, 453. Retrieved July 30, 2011. http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202612.html ↩

  209. Birtles 1999, pp. 15–16. - Birtles, Philip (1999). Modern Civil Aircraft: 6, Boeing 757/767/777. 3rd ed.. London: Ian Allan Publishing. ISBN 0-7110-2665-3. ↩

  210. Velupillai, David (August 8, 1981). "Boeing 767: The new fuel saver". Flight International. pp. 436–37, 439, 440–41, 445–48, 453. Retrieved July 30, 2011. http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202612.html ↩

  211. Velupillai, David (August 8, 1981). "Boeing 767: The new fuel saver". Flight International. pp. 436–37, 439, 440–41, 445–48, 453. Retrieved July 30, 2011. http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202612.html ↩

  212. Norris & Wagner 1998, p. 163 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  213. Norris & Wagner 1999, pp. 119, 121 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  214. Norris & Wagner 1999, pp. 119, 121 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  215. Sopranos, Katherine (December 2004). "Striking out tailstrikes". Frontiers. Retrieved August 21, 2012. http://www.boeing.com/news/frontiers/archive/2004/december/i_tt.html ↩

  216. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  217. "Type-Certificate Data Sheet" (PDF). European Aviation Safety Agency. February 24, 2021. p. 4. Archived (PDF) from the original on October 9, 2022. Retrieved September 22, 2022. https://www.easa.europa.eu/sites/default/files/dfu/TCDS%20767.pdf ↩

  218. "Type-Certificate Data Sheet" (PDF). European Aviation Safety Agency. February 24, 2021. p. 4. Archived (PDF) from the original on October 9, 2022. Retrieved September 22, 2022. https://www.easa.europa.eu/sites/default/files/dfu/TCDS%20767.pdf ↩

  219. "Type-Certificate Data Sheet" (PDF). European Aviation Safety Agency. February 24, 2021. p. 4. Archived (PDF) from the original on October 9, 2022. Retrieved September 22, 2022. https://www.easa.europa.eu/sites/default/files/dfu/TCDS%20767.pdf ↩

  220. "Type-Certificate Data Sheet" (PDF). European Aviation Safety Agency. February 24, 2021. p. 4. Archived (PDF) from the original on October 9, 2022. Retrieved September 22, 2022. https://www.easa.europa.eu/sites/default/files/dfu/TCDS%20767.pdf ↩

  221. "Type-Certificate Data Sheet" (PDF). European Aviation Safety Agency. February 24, 2021. p. 4. Archived (PDF) from the original on October 9, 2022. Retrieved September 22, 2022. https://www.easa.europa.eu/sites/default/files/dfu/TCDS%20767.pdf ↩

  222. Velupillai, David (January 2, 1983). "Boeing 757: introducing the big-fan narrowbody". Flight International. Retrieved February 2, 2011. http://www.flightglobal.com/pdfarchive/view/1982/1982%20-%200014.html ↩

  223. Norris & Wagner 1996, p. 69 - Norris, Guy; Wagner, Mark (1996). Boeing Jetliners. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0034-8. ↩

  224. Norris & Wagner 1999, p. 23 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  225. Wells & Clarence 2004, p. 252 - Wells, Alexander T.; Rodrigues, Clarence C. (2004). Commercial Aviation Safety. New York, NY: McGraw-Hill Professional. ISBN 0-07-141742-7. ↩

  226. Norris & Wagner 1999, p. 23 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  227. Birtles 1999, pp. 20, 25 - Birtles, Philip (1999). Modern Civil Aircraft: 6, Boeing 757/767/777. 3rd ed.. London: Ian Allan Publishing. ISBN 0-7110-2665-3. ↩

  228. Norris & Wagner 1999, p. 23 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  229. Norris & Wagner 1999, p. 23 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  230. Velupillai, David (August 8, 1981). "Boeing 767: The new fuel saver". Flight International. pp. 436–37, 439, 440–41, 445–48, 453. Retrieved July 30, 2011. http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202612.html ↩

  231. Young, David (June 17, 1982). "767's maiden O'Hare landing is automatic". Chicago Tribune, p. 3 ↩

  232. "FAA Order 8900.1 Flight Standards Information Management System (FSIMS), Volume 4 Aircraft Equipment and Operational Authorizations". Federal Aviation Administration. September 13, 2007. Archived from the original on July 21, 2011. Retrieved July 29, 2011. RVR 300, Runway Visual Range 300 meters https://web.archive.org/web/20110721040233/http://fsims.faa.gov/wdocs/8900.1/v04%20ac%20equip%20%26%20auth/chapter%2002/04_002_001.htm ↩

  233. Norris & Wagner 1999, p. 117 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  234. Frawley 2001, p. 63 - Frawley, Gerard (2001). The International Directory of Civil Aircraft. Weston Creek, Australian Capital Territory: Aerospace Publications. ISBN 1-875671-52-8. ↩

  235. Warwick, Graham (July 10, 2012). "Boeing's KC-46A Tanker Sparks 767 Cockpit Upgrade". Aviation Week & Space Technology. Archived from the original on February 21, 2014. Retrieved July 4, 2015. https://web.archive.org/web/20140221221440/http://www.aviationweek.com/Blogs.aspx?plckPostId=Blog%3Ac757984d-8899-488d-bc38-5d2824ba71b3Post%3A893ca4a0-c2c6-41f5-afb9-4040e430dce7 ↩

  236. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  237. Kane 2003, p. 553 - Kane, Robert M. (2003). Air Transportation 1903–2003. 14th ed.. Dubuque, Iowa: Kendall Hunt Publishing. ISBN 978-0-7872-8881-5. ↩

  238. Velupillai, David (August 8, 1981). "Boeing 767: The new fuel saver". Flight International. pp. 436–37, 439, 440–41, 445–48, 453. Retrieved July 30, 2011. http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202612.html ↩

  239. Kane 2003, p. 553 - Kane, Robert M. (2003). Air Transportation 1903–2003. 14th ed.. Dubuque, Iowa: Kendall Hunt Publishing. ISBN 978-0-7872-8881-5. ↩

  240. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  241. Haenggi 2003, p. 34 - Haenggi, Michael (2003). 767 Transatlantic Titan. "Boeing Widebodies" series. Osceola, Wisconsin: Motorbooks International. ISBN 0-7603-0842-X. https://archive.org/details/boeingwidebodies00mich ↩

  242. Pace, Eric (May 24, 1981). "How Airline Cabins are being Reshaped". The New York Times. Retrieved February 1, 2011. https://www.nytimes.com/1981/05/24/travel/how-airline-cabins-are-being-reshaped.html ↩

  243. Pace, Eric (May 24, 1981). "How Airline Cabins are being Reshaped". The New York Times. Retrieved February 1, 2011. https://www.nytimes.com/1981/05/24/travel/how-airline-cabins-are-being-reshaped.html ↩

  244. Pace, Eric (May 24, 1981). "How Airline Cabins are being Reshaped". The New York Times. Retrieved February 1, 2011. https://www.nytimes.com/1981/05/24/travel/how-airline-cabins-are-being-reshaped.html ↩

  245. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  246. Velupillai, David (August 8, 1981). "Boeing 767: The new fuel saver". Flight International. pp. 436–37, 439, 440–41, 445–48, 453. Retrieved July 30, 2011. http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202612.html ↩

  247. Davis, Elizabeth (April 2003). "Boeing Signature Interior a hit with flying public". Frontiers. Retrieved August 19, 2011. http://www.boeing.com/news/frontiers/archive/2003/april/i_ca2.html ↩

  248. Norris & Wagner 1999, p. 122 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  249. Norris, Guy (July 24, 2000). "Stretching and Testing". Flight International. Retrieved August 19, 2011. http://www.flightglobal.com/pdfarchive/view/2000/2000-1%20-%200316.html ↩

  250. Davis, Elizabeth (April 2003). "Boeing Signature Interior a hit with flying public". Frontiers. Retrieved August 19, 2011. http://www.boeing.com/news/frontiers/archive/2003/april/i_ca2.html ↩

  251. "Thomsonfly.com Launches Enhanced Interior Package for Boeing 757-200 and 767-200". Boeing. March 9, 2005. Retrieved July 4, 2015. http://boeing.mediaroom.com/2005-03-09-Thomsonfly.com-Launches-Enhanced-Interior-Package-for-Boeing-757-200-and-767-200 ↩

  252. "B767 Interior Upgrade Systems". Heath Tecna. Archived from the original on October 1, 2011. Retrieved August 18, 2011. https://web.archive.org/web/20111001002558/http://www.heath.com/Capabilities/Product-Showcase/B767-IUS/Description.aspx ↩

  253. Lynn, Norman (April 2, 1983). "Boeing 767 moves smoothly into service". Flight International. Retrieved January 20, 2011. http://www.flightglobal.com/pdfarchive/view/1983/1983%20-%200561.html ↩

  254. Lynn, Norman (April 2, 1983). "Boeing 767 moves smoothly into service". Flight International. Retrieved January 20, 2011. http://www.flightglobal.com/pdfarchive/view/1983/1983%20-%200561.html ↩

  255. Lynn, Norman (April 2, 1983). "Boeing 767 moves smoothly into service". Flight International. Retrieved January 20, 2011. http://www.flightglobal.com/pdfarchive/view/1983/1983%20-%200561.html ↩

  256. Norris & Wagner 1998, p. 163 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  257. Norris & Wagner 1998, p. 163 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  258. "Boeing 767 Program Background". Boeing. Archived from the original on August 21, 2011. Retrieved July 30, 2011. https://web.archive.org/web/20110821194025/http://www.boeing.com/commercial/767family/background.html ↩

  259. "767-200ER Technical Characteristics". Boeing. Retrieved October 20, 2013. http://www.boeing.com/commercial/767family/pf/pf_200prod.html ↩

  260. Eden 2008, p. 103 - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  261. "Boeing 767 Program Background". Boeing. Archived from the original on August 21, 2011. Retrieved July 30, 2011. https://web.archive.org/web/20110821194025/http://www.boeing.com/commercial/767family/background.html ↩

  262. Eden 2008, p. 103 - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  263. New Flight Record Australian Transport July 1984 page 29 /wiki/Australian_Transport ↩

  264. Norris & Wagner 1998, p. 163 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  265. Simons, Graham (2014). The Airbus A380: A History. Pen and Sword. p. 40. ISBN 978-1-4738-3936-6. OCLC 896116951. 978-1-4738-3936-6 ↩

  266. Haenggi 2003, pp. 38–40. - Haenggi, Michael (2003). 767 Transatlantic Titan. "Boeing Widebodies" series. Osceola, Wisconsin: Motorbooks International. ISBN 0-7603-0842-X. https://archive.org/details/boeingwidebodies00mich ↩

  267. Haenggi 2003, pp. 38–40. - Haenggi, Michael (2003). 767 Transatlantic Titan. "Boeing Widebodies" series. Osceola, Wisconsin: Motorbooks International. ISBN 0-7603-0842-X. https://archive.org/details/boeingwidebodies00mich ↩

  268. Haenggi 2003, pp. 38–40. - Haenggi, Michael (2003). 767 Transatlantic Titan. "Boeing Widebodies" series. Osceola, Wisconsin: Motorbooks International. ISBN 0-7603-0842-X. https://archive.org/details/boeingwidebodies00mich ↩

  269. Karl L. Swartz (February 1, 2020). "Featured Map: First ETOPS-120 Revenue Flight". The Great Circle Mapper. http://www.gcmap.com/featured/20200201 ↩

  270. "Getting to Grips with ETOPS" (PDF). Flight Operations Support & Line Assistance (Issue V ed.). Airbus. October 1998. http://www.737ng.co.uk/AIRBUS%20ETOPS%20Guide.pdf ↩

  271. Haenggi 2003, pp. 38–40. - Haenggi, Michael (2003). 767 Transatlantic Titan. "Boeing Widebodies" series. Osceola, Wisconsin: Motorbooks International. ISBN 0-7603-0842-X. https://archive.org/details/boeingwidebodies00mich ↩

  272. Birtles 1999, pp. 49–53 - Birtles, Philip (1999). Modern Civil Aircraft: 6, Boeing 757/767/777. 3rd ed.. London: Ian Allan Publishing. ISBN 0-7110-2665-3. ↩

  273. Becher 1999, pp. 150, 154–55 - Becher, Thomas (1999). Boeing 757 and 767. Marlborough, Wiltshire: Crowood Press. ISBN 1-86126-197-7. ↩

  274. Norris & Wagner 1998, p. 163 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  275. Haenggi 2003, p. 42 - Haenggi, Michael (2003). 767 Transatlantic Titan. "Boeing Widebodies" series. Osceola, Wisconsin: Motorbooks International. ISBN 0-7603-0842-X. https://archive.org/details/boeingwidebodies00mich ↩

  276. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  277. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  278. Eden 2008, pp. 104–05 - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  279. Eden 2008, pp. 104–05 - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  280. Kane 2003, p. 555 - Kane, Robert M. (2003). Air Transportation 1903–2003. 14th ed.. Dubuque, Iowa: Kendall Hunt Publishing. ISBN 978-0-7872-8881-5. ↩

  281. "Federal Aviation Administration Type Certificate Data Sheet A1NM". Federal Aviation Administration. February 18, 2022. https://drs.faa.gov/browse/excelExternalWindow/FD2D9676ECDF386A862587F1004AE0C9.0001 ↩

  282. "Our Planes". American Airlines. 2011. Retrieved August 28, 2011. http://www.aa.com/i18n/aboutUs/ourPlanes/ourPlanes.jsp ↩

  283. "Our Planes". American Airlines. 2011. Retrieved August 28, 2011. http://www.aa.com/i18n/aboutUs/ourPlanes/ourPlanes.jsp ↩

  284. "Boeing 767-200ER". Continental Airlines. 2011. Archived from the original on August 5, 2011. Retrieved July 4, 2015. https://web.archive.org/web/20110805082240/http://www.continental.com/web/en-US/content/travel/inflight/aircraft/762.aspx ↩

  285. "Federal Aviation Administration Type Certificate Data Sheet A1NM". Federal Aviation Administration. February 18, 2022. https://drs.faa.gov/browse/excelExternalWindow/FD2D9676ECDF386A862587F1004AE0C9.0001 ↩

  286. "ICAO Document 8643". International Civil Aviation Organization. Retrieved December 10, 2011. http://www.icao.int/publications/DOC8643/ ↩

  287. "ICAO Document 8643". International Civil Aviation Organization. Retrieved December 10, 2011. http://www.icao.int/publications/DOC8643/ ↩

  288. Eden 2008, pp. 102–03 - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  289. Eden 2008, pp. 102–03 - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  290. Davies 2000, pp. 88–89 - Davies, R.E.G. (2000). TWA: an airline and its aircraft. McLean, Virginia: Paladwr Press. ISBN 1-888962-16-X. ↩

  291. Haenggi 2003, pp. 38–40. - Haenggi, Michael (2003). 767 Transatlantic Titan. "Boeing Widebodies" series. Osceola, Wisconsin: Motorbooks International. ISBN 0-7603-0842-X. https://archive.org/details/boeingwidebodies00mich ↩

  292. Davies 2000, pp. 88–89 - Davies, R.E.G. (2000). TWA: an airline and its aircraft. McLean, Virginia: Paladwr Press. ISBN 1-888962-16-X. ↩

  293. "767 Model Summary (orders and deliveries)". Boeing. July 2020. Archived from the original on December 31, 2015. Retrieved August 11, 2020. https://web.archive.org/web/20151231204821/http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=767&optReportType=AllModels&cboAllModel=767&ViewReportF=View+Report ↩

  294. "World Airline Census 2018". Flightglobal. August 21, 2018. https://www.flightglobal.com/asset/24536 ↩

  295. Becher 1999, p. 175 - Becher, Thomas (1999). Boeing 757 and 767. Marlborough, Wiltshire: Crowood Press. ISBN 1-86126-197-7. ↩

  296. Norris & Wagner 1998, p. 163 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  297. Davies 2000, pp. 88–89 - Davies, R.E.G. (2000). TWA: an airline and its aircraft. McLean, Virginia: Paladwr Press. ISBN 1-888962-16-X. ↩

  298. Norris, Guy (April 22, 1998). "Boeing enters UPS bidding with 767 'Special Freighter'". Flight International. Retrieved December 28, 2011. http://www.flightglobal.com/news/articles/boeing-enters-ups-bidding-with-767-special-freighter-36199/ ↩

  299. "Supplemental Type-Certificate Data Sheet" (PDF). European Aviation Safety Agency. February 23, 2011. p. 4. Retrieved August 18, 2011. http://easa.europa.eu/certification/type-certificates/docs/supplemental/EASA-TCDS-AS.00632_(IM)_IAI_B767--200SF_(Special_Freighter_Conversion)-03-23022011.pdf ↩

  300. "Federal Aviation Administration Type Certificate Data Sheet A1NM". Federal Aviation Administration. February 18, 2022. https://drs.faa.gov/browse/excelExternalWindow/FD2D9676ECDF386A862587F1004AE0C9.0001 ↩

  301. Norris, Guy (April 22, 1998). "Boeing enters UPS bidding with 767 'Special Freighter'". Flight International. Retrieved December 28, 2011. http://www.flightglobal.com/news/articles/boeing-enters-ups-bidding-with-767-special-freighter-36199/ ↩

  302. Trimble, Stephen (December 28, 2014). "Boeing completes first flight of new freighter and tanker". Flightglobal. Reed Business Information. Archived from the original on December 30, 2014. Retrieved December 30, 2014. http://www.flightglobal.com/news/articles/boeing-completes-first-flight-of-new-freighter-and-tanker-407472/ ↩

  303. Trimble, Stephen (December 28, 2014). "Boeing completes first flight of new freighter and tanker". Flightglobal. Reed Business Information. Archived from the original on December 30, 2014. Retrieved December 30, 2014. http://www.flightglobal.com/news/articles/boeing-completes-first-flight-of-new-freighter-and-tanker-407472/ ↩

  304. Trimble, Stephen (December 28, 2014). "Boeing completes first flight of new freighter and tanker". Flightglobal. Reed Business Information. Archived from the original on December 30, 2014. Retrieved December 30, 2014. http://www.flightglobal.com/news/articles/boeing-completes-first-flight-of-new-freighter-and-tanker-407472/ ↩

  305. Trimble, Stephen (December 28, 2014). "Boeing completes first flight of new freighter and tanker". Flightglobal. Reed Business Information. Archived from the original on December 30, 2014. Retrieved December 30, 2014. http://www.flightglobal.com/news/articles/boeing-completes-first-flight-of-new-freighter-and-tanker-407472/ ↩

  306. "Boeing 767 Program Background". Boeing. Archived from the original on August 21, 2011. Retrieved July 30, 2011. https://web.archive.org/web/20110821194025/http://www.boeing.com/commercial/767family/background.html ↩

  307. Norris & Wagner 1998, p. 163 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  308. "767-200ER Technical Characteristics". Boeing. Retrieved October 20, 2013. http://www.boeing.com/commercial/767family/pf/pf_200prod.html ↩

  309. Langton, Roy (2008). Aircraft fuel systems. Chichester, West Sussex, UK: Wiley. ISBN 978-0-470-05947-0. OCLC 647811907. 978-0-470-05947-0 ↩

  310. Norris & Wagner 1998, p. 163 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  311. Eden 2008, pp. 102–03 - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  312. Eden 2008, pp. 102–03 - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  313. "767-200ER Technical Characteristics". Boeing. Retrieved October 20, 2013. http://www.boeing.com/commercial/767family/pf/pf_200prod.html ↩

  314. "767 Model Summary (orders and deliveries)". Boeing. July 2020. Archived from the original on December 31, 2015. Retrieved August 11, 2020. https://web.archive.org/web/20151231204821/http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=767&optReportType=AllModels&cboAllModel=767&ViewReportF=View+Report ↩

  315. "World Airline Census 2018". Flightglobal. August 21, 2018. https://www.flightglobal.com/asset/24536 ↩

  316. Eden 2008, pp. 103–04. - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  317. "Boeing 767 Program Background". Boeing. Archived from the original on August 21, 2011. Retrieved July 30, 2011. https://web.archive.org/web/20110821194025/http://www.boeing.com/commercial/767family/background.html ↩

  318. Norris & Wagner 1998, p. 163 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  319. Norris & Wagner 1998, p. 163 - Norris, Guy; Wagner, Mark (1998). Boeing. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0497-1. ↩

  320. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  321. Eden 2008, pp. 103–04. - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  322. Birtles 1999, pp. 62, 90–95 - Birtles, Philip (1999). Modern Civil Aircraft: 6, Boeing 757/767/777. 3rd ed.. London: Ian Allan Publishing. ISBN 0-7110-2665-3. ↩

  323. "767 Model Summary (orders and deliveries)". Boeing. July 2020. Archived from the original on December 31, 2015. Retrieved August 11, 2020. https://web.archive.org/web/20151231204821/http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=767&optReportType=AllModels&cboAllModel=767&ViewReportF=View+Report ↩

  324. Eden 2008, pp. 103–04. - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  325. "Boeing 767 Program Background". Boeing. Archived from the original on August 21, 2011. Retrieved July 30, 2011. https://web.archive.org/web/20110821194025/http://www.boeing.com/commercial/767family/background.html ↩

  326. Eden 2008, pp. 103–04. - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  327. Eden 2008, pp. 103–04. - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  328. Eden 2008, pp. 103–04. - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  329. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  330. "767-300ER Technical Characteristics". Boeing. Retrieved October 20, 2013. http://www.boeing.com/commercial/767family/pf/pf_300prod.html ↩

  331. Eden 2008, pp. 104–05 - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  332. Haenggi 2003, p. 43 - Haenggi, Michael (2003). 767 Transatlantic Titan. "Boeing Widebodies" series. Osceola, Wisconsin: Motorbooks International. ISBN 0-7603-0842-X. https://archive.org/details/boeingwidebodies00mich ↩

  333. "767 Model Summary (orders and deliveries)". Boeing. July 2020. Archived from the original on December 31, 2015. Retrieved August 11, 2020. https://web.archive.org/web/20151231204821/http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=767&optReportType=AllModels&cboAllModel=767&ViewReportF=View+Report ↩

  334. "World Airline Census 2018". Flightglobal. August 21, 2018. https://www.flightglobal.com/asset/24536 ↩

  335. "Airbus A330-200". Flug Revue. July 18, 2000. Archived from the original on February 18, 2001. Retrieved August 18, 2011. https://web.archive.org/web/20010218184251/http://www.flug-revue.rotor.com/frtypen/FRA33020.htm ↩

  336. "B767-300ER Historical Value Behavior Defy Expectations". Aircraft Value News. October 29, 2018. http://www.aircraftvaluenews.com/b767-300er-historical-value-behavior-defy-expectations/ ↩

  337. Becher 1999, p. 178 - Becher, Thomas (1999). Boeing 757 and 767. Marlborough, Wiltshire: Crowood Press. ISBN 1-86126-197-7. ↩

  338. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  339. "767-300F Technical Characteristics". Boeing. Retrieved October 20, 2013. http://www.boeing.com/commercial/767family/pf/pf_300f_prod.html ↩

  340. Kane 2003, p. 555 - Kane, Robert M. (2003). Air Transportation 1903–2003. 14th ed.. Dubuque, Iowa: Kendall Hunt Publishing. ISBN 978-0-7872-8881-5. ↩

  341. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  342. Eden 2008, p. 105 - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  343. "767 Model Summary (orders and deliveries)". Boeing. July 2020. Archived from the original on December 31, 2015. Retrieved August 11, 2020. https://web.archive.org/web/20151231204821/http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=767&optReportType=AllModels&cboAllModel=767&ViewReportF=View+Report ↩

  344. "World Airline Census 2018". Flightglobal. August 21, 2018. https://www.flightglobal.com/asset/24536 ↩

  345. Francis, Leithen (June 16, 2008). "ST Aero delivers world's first 767-300BCF to All Nippon Airways". Flight International. Archived from the original on June 19, 2008. Retrieved August 19, 2011. https://web.archive.org/web/20080619071946/http://www.flightglobal.com/articles/2008/06/16/224718/st-aero-delivers-worlds-first-767-300bcf-to-all-nippon.html ↩

  346. Francis, Leithen (June 16, 2008). "ST Aero delivers world's first 767-300BCF to All Nippon Airways". Flight International. Archived from the original on June 19, 2008. Retrieved August 19, 2011. https://web.archive.org/web/20080619071946/http://www.flightglobal.com/articles/2008/06/16/224718/st-aero-delivers-worlds-first-767-300bcf-to-all-nippon.html ↩

  347. "Federal Aviation Administration Type Certificate Data Sheet A1NM". Federal Aviation Administration. February 18, 2022. https://drs.faa.gov/browse/excelExternalWindow/FD2D9676ECDF386A862587F1004AE0C9.0001 ↩

  348. Sobie, Brendan (October 21, 2010). "Wagner plans to launch 767 cargo conversion programme". Air Transport Intelligence. Retrieved October 31, 2010. http://www.flightglobal.com/articles/2010/10/21/348813/wagner-plans-to-launch-767-cargo-conversion-programme.html ↩

  349. Norris & Wagner 1999, p. 114 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  350. "Boeing 767 Program Background". Boeing. Archived from the original on August 21, 2011. Retrieved July 30, 2011. https://web.archive.org/web/20110821194025/http://www.boeing.com/commercial/767family/background.html ↩

  351. Norris & Wagner 1999, p. 120 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  352. Eden 2008, p. 105 - Eden, Paul, ed. (2008). Civil Aircraft Today: The World's Most Successful Commercial Aircraft. Silverdale, Washington: Amber Books Ltd. ISBN 978-1-84509-324-2. ↩

  353. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  354. Norris & Wagner 1999, pp. 119–120, 123 - Norris, Guy; Wagner, Mark (1999). "767: Stretching and Growing". Modern Boeing Jetliners. Osceola, Wisconsin: Zenith Imprint. ISBN 0-7603-0717-2. ↩

  355. "Federal Aviation Administration Type Certificate Data Sheet A1NM". Federal Aviation Administration. February 18, 2022. https://drs.faa.gov/browse/excelExternalWindow/FD2D9676ECDF386A862587F1004AE0C9.0001 ↩

  356. "Boeing 767-400ER gets FAA clearance". Flight International. July 25, 2000. Archived from the original on September 29, 2013. Retrieved February 1, 2011. https://web.archive.org/web/20130929164638/http://www.flightglobal.com/news/articles/boeing-767-400er-gets-faa-clearance-68337/ ↩

  357. "Introducing the 767-400 Extended Range Airplane". AERO Magazine. Boeing. July 1998. http://www.boeing.com/commercial/aeromagazine/aero_03/textonly/ps01txt.html ↩

  358. Norris, Guy; Kingsley-Jones, Max (January 4, 2003). "Long players". Flight International. Archived from the original on September 25, 2013. Retrieved July 30, 2011. https://web.archive.org/web/20130925055155/http://www.flightglobal.com/news/articles/long-players-163582/ ↩

  359. "The Newest Boeing 767 Is Inspired By The Future - Introducing The Boeing 767-400ER" (Press release). Boeing. July 26, 2000. https://boeing.mediaroom.com/2000-07-26-The-Newest-Boeing-767-Is-Inspired-By-The-Future-Introducing-The-Boeing-767-400ER ↩

  360. Norris, Guy; Kelly, Emma (April 3, 2001). "Boeing Sonic Cruiser Ousts 747X". Flight International. Retrieved August 15, 2011. http://www.flightglobal.com/pdfarchive/view/2001/2001%20-%201119.html ↩

  361. Frawley 2001, p. 63 - Frawley, Gerard (2001). The International Directory of Civil Aircraft. Weston Creek, Australian Capital Territory: Aerospace Publications. ISBN 1-875671-52-8. ↩

  362. "Boeing Drops the 767-200ER and 767-400ER from its Pricing List: the End of an Era - Airchive". September 19, 2013. Archived from the original on July 8, 2016. Retrieved July 17, 2016. https://web.archive.org/web/20160708121139/http://airwaysnews.com/blog/2013/09/19/boeing-drops-the-767-200er-and-767-400er-from-its-pricing-lists-the-end-of-an-era/ ↩

  363. "767 Model Summary (orders and deliveries)". Boeing. July 2020. Archived from the original on December 31, 2015. Retrieved August 11, 2020. https://web.archive.org/web/20151231204821/http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=767&optReportType=AllModels&cboAllModel=767&ViewReportF=View+Report ↩

  364. "World Airline Census 2018". Flightglobal. August 21, 2018. https://www.flightglobal.com/asset/24536 ↩

  365. Sarsfield, Kate (January 27, 2009). "Bahrain acquires 767-400ER testbed for VIP use". Flight International. Archived from the original on January 30, 2009. Retrieved January 21, 2011. https://web.archive.org/web/20090130070223/http://flightglobal.com/articles/2009/01/27/321681/bahrain-acquires-767-400er-testbed-for-vip-use.html ↩

  366. "Boeing 767-400ER". Flug Revue. March 4, 2002. Archived from the original on May 13, 2008. Retrieved August 18, 2011. https://web.archive.org/web/20080513172529/http://www.flug-revue.rotor.com/Frtypen/FR767400.htm ↩

  367. Birtles 1999, pp. 39–46 - Birtles, Philip (1999). Modern Civil Aircraft: 6, Boeing 757/767/777. 3rd ed.. London: Ian Allan Publishing. ISBN 0-7110-2665-3. ↩

  368. Borak, Donna (February 12, 2007). "Boeing unveils tanker for $40 billion deal". Seattle Times. Retrieved January 21, 2011. http://seattletimes.nwsource.com/html/businesstechnology/2003568484_webtanker12.html ↩

  369. "767-200ER Technical Characteristics". Boeing. Retrieved October 20, 2013. http://www.boeing.com/commercial/767family/pf/pf_200prod.html ↩

  370. Kane 2003, p. 555 - Kane, Robert M. (2003). Air Transportation 1903–2003. 14th ed.. Dubuque, Iowa: Kendall Hunt Publishing. ISBN 978-0-7872-8881-5. ↩

  371. "Strategic Defense Initiative Program: Status of Airborne Optical Adjunct and Terminal Imaging Radar". United States Government Accountability Office. June 1986. pp. 1, 9, 10. Archived from the original on April 13, 2013. Retrieved December 28, 2011. https://web.archive.org/web/20130413150655/http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA344571 ↩

  372. Taylor 1989, pp. 373–74 - Taylor, John W.R., ed. (1989). Jane's All the World's Aircraft 1989–90. London: Jane's Yearbooks. ISBN 0-7106-0896-9. ↩

  373. "Strategic Defense Initiative Program: Status of Airborne Optical Adjunct and Terminal Imaging Radar". United States Government Accountability Office. June 1986. pp. 1, 9, 10. Archived from the original on April 13, 2013. Retrieved December 28, 2011. https://web.archive.org/web/20130413150655/http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA344571 ↩

  374. Taylor 1989, pp. 373–74 - Taylor, John W.R., ed. (1989). Jane's All the World's Aircraft 1989–90. London: Jane's Yearbooks. ISBN 0-7106-0896-9. ↩

  375. Becher 1999, pp. 183–84 - Becher, Thomas (1999). Boeing 757 and 767. Marlborough, Wiltshire: Crowood Press. ISBN 1-86126-197-7. ↩

  376. Norris & Wagner 1996, p. 87 - Norris, Guy; Wagner, Mark (1996). Boeing Jetliners. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0034-8. ↩

  377. Chism, Neal (March 20, 2006) "Correspondence: Save the First Boeing 767". Aviation Week & Space Technology, Volume 164, Issue 12, pp. 6–8 ↩

  378. Birtles 1999, pp. 44–5 - Birtles, Philip (1999). Modern Civil Aircraft: 6, Boeing 757/767/777. 3rd ed.. London: Ian Allan Publishing. ISBN 0-7110-2665-3. ↩

  379. Guy, Norris (November 16, 1994). "Boeing poised to fly first 767 AWACS". Flight International. Retrieved August 30, 2011. http://www.flightglobal.com/pdfarchive/view/1994/1994%20-%202806.html ↩

  380. "Military Aircraft Directory: Boeing". Flight International. July 29, 1998. Retrieved December 9, 2011. http://www.flightglobal.com/pdfarchive/view/1998/1998%20-%201967.html ↩

  381. "Il portale dell'Aeronautica Militare – KC-767A". difesa.it. Archived from the original on March 25, 2015. Retrieved April 1, 2015. https://web.archive.org/web/20150325201519/https://www.aeronautica.difesa.it/Mezzi/velivoliDotazione/Pagine/KC_767A.aspx ↩

  382. Hoyle, Craig (January 14, 2010). "Japan receives last Boeing KC-767 tanker". Flight International. Archived from the original on January 18, 2010. Retrieved August 18, 2011. https://web.archive.org/web/20100118123227/http://www.flightglobal.com/articles/2010/01/14/337167/picture-japan-receives-last-boeing-kc-767-tanker.html ↩

  383. Norris, Guy (November 7, 2006). "Pumped for action". Flight International. Archived from the original on July 4, 2007. Retrieved August 30, 2011. https://web.archive.org/web/20070704203818/http://www.flightglobal.com/articles/2006/07/11/207660/pumped-for-action.html ↩

  384. Hoyle, Craig (January 14, 2010). "Japan receives last Boeing KC-767 tanker". Flight International. Archived from the original on January 18, 2010. Retrieved August 18, 2011. https://web.archive.org/web/20100118123227/http://www.flightglobal.com/articles/2010/01/14/337167/picture-japan-receives-last-boeing-kc-767-tanker.html ↩

  385. Kington, Tom (January 27, 2011). "Italian Air Force Receives 1st Tanker From Boeing". Defense News. Archived from the original on December 7, 2016. Retrieved January 28, 2011. https://wayback.archive-it.org/all/20161207155632/http://www.defensenews.com/error-404 ↩

  386. McCarthy, John; Price, Wayne. (March 9, 2010). "Northrop pulls out of tanker bidding war." Florida Today, p. A1 ↩

  387. "DoD 4120-15L, Model Designation of Military Aerospace Vehicles" (PDF). US Department of Defense. May 12, 2004. p. 30. Archived from the original (PDF) on October 25, 2007. Retrieved April 21, 2010. https://web.archive.org/web/20071025181044/http://www.dtic.mil/whs/directives/corres/pdf/412015l.pdf ↩

  388. McCarthy, John; Price, Wayne. (March 9, 2010). "Northrop pulls out of tanker bidding war." Florida Today, p. A1 ↩

  389. Borak, Donna (February 12, 2007). "Boeing unveils tanker for $40 billion deal". Seattle Times. Retrieved January 21, 2011. http://seattletimes.nwsource.com/html/businesstechnology/2003568484_webtanker12.html ↩

  390. "Boeing Offers KC-767 Advanced Tanker to US Air Force". Boeing. February 12, 2007. Archived from the original on February 14, 2007. Retrieved July 4, 2015. https://web.archive.org/web/20070214105112/http://www.boeing.com/news/releases/2007/q1/070212b_nr.html ↩

  391. "Boeing presents KC-767 proposal to USAF". United Press International. January 3, 2008. Retrieved December 26, 2011. http://www.upi.com/Business_News/Security-Industry/2008/01/03/Boeing-presents-KC-767-proposal-to-USAF/UPI-86481199401085/ ↩

  392. Dunlop, Michelle (March 6, 2011). "767 now built faster and in less space". The Weekly Herald. Archived from the original on June 15, 2012. Retrieved July 30, 2011. https://web.archive.org/web/20120615055418/http://www.heraldnet.com/article/20110306/BIZ/703069951/1122/news01 ↩

  393. Egozi, Arie (June 9, 2010). "IAI tests Colombia's new 767 tanker". Flight International. Archived from the original on September 9, 2010. Retrieved September 2, 2011. https://archive.today/20100909031501/http://www.flightglobal.com/Articles/2010/09/06/347025/pictures-iai-tests-colombias-new-767-tanker.html ↩

  394. "Israel Aerospace Industries to work in Brazilian tank program". UPI.com. March 15, 2013. Retrieved June 2, 2013. http://www.upi.com/Business_News/Security-Industry/2013/03/15/IAI-wins-Brazilian-KC-X-competition/UPI-98451363366032/%E2%89%A5 ↩

  395. Tirpak, John (October 2007). "The big squeeze". Air Force Magazine. Archived from the original on July 25, 2009. Retrieved August 30, 2011. https://web.archive.org/web/20090725003810/http://www.airforce-magazine.com/MagazineArchive/Pages/2007/October%202007/1007squeeze.aspx ↩

  396. Fulghum, David (July 26, 2004). "E-10 Radar Secretly Designed To Jam Missiles". Aviation Week & Space Technology. Retrieved August 19, 2011. https://aviationweek.com/awin/e-10-radar-secretly-designed-jam-missiles ↩

  397. Sarsfield, Kate (January 27, 2009). "Bahrain acquires 767-400ER testbed for VIP use". Flight International. Archived from the original on January 30, 2009. Retrieved January 21, 2011. https://web.archive.org/web/20090130070223/http://flightglobal.com/articles/2009/01/27/321681/bahrain-acquires-767-400er-testbed-for-vip-use.html ↩

  398. "World Airline Census 2018". Flightglobal. August 21, 2018. https://www.flightglobal.com/asset/24536 ↩

  399. "Boeing: Orders and Deliveries (updated monthly)". The Boeing Company. May 31, 2025. Retrieved June 10, 2025. https://www.boeing.com/commercial/#/orders-deliveries ↩

  400. "767 Model Summary (orders and deliveries)". Boeing. July 2020. Archived from the original on December 31, 2015. Retrieved August 11, 2020. https://web.archive.org/web/20151231204821/http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=767&optReportType=AllModels&cboAllModel=767&ViewReportF=View+Report ↩

  401. "767 Model Summary (orders and deliveries)". Boeing. July 2020. Archived from the original on December 31, 2015. Retrieved August 11, 2020. https://web.archive.org/web/20151231204821/http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=767&optReportType=AllModels&cboAllModel=767&ViewReportF=View+Report ↩

  402. "FedEx to Buy as Many as 100 Boeing 767 Freighters". The Wall Street Journal. July 21, 2015. Retrieved July 21, 2015. https://www.wsj.com/articles/fedex-to-buy-as-many-as-100-boeing-767-freighters-1437522505 ↩

  403. Becher 1999, p. 175 - Becher, Thomas (1999). Boeing 757 and 767. Marlborough, Wiltshire: Crowood Press. ISBN 1-86126-197-7. ↩

  404. "Boeing: Orders and Deliveries (updated monthly)". The Boeing Company. May 31, 2025. Retrieved June 10, 2025. https://www.boeing.com/commercial/#/orders-deliveries ↩

  405. "767 Model Summary (orders and deliveries)". Boeing. July 2020. Archived from the original on December 31, 2015. Retrieved August 11, 2020. https://web.archive.org/web/20151231204821/http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=767&optReportType=AllModels&cboAllModel=767&ViewReportF=View+Report ↩

  406. "Boeing Company Annual Orders Summary". Boeing. Retrieved July 11, 2011. http://www.boeing.com/commercial/#/orders-deliveries ↩

  407. "Boeing Recent Orders". Boeing. August 2018. Retrieved October 18, 2018. http://active.boeing.com/commercial/orders/index.cfm ↩

  408. "Boeing Company Current Deliveries". Boeing. August 2018. Retrieved October 18, 2018. http://active.boeing.com/commercial/orders/index.cfm?content=displaystandardreport.cfm&RequestTimeout=20000&optReportType=CurYrDelv&pageid=m15520 ↩

  409. "Orders and Deliveries search page". Boeing. September 2018. Retrieved October 18, 2018. http://active.boeing.com/commercial/orders/index.cfm?content=userdefinedselection.cfm&pageid=m15527 ↩

  410. "ICAO Document 8643". International Civil Aviation Organization. Retrieved December 10, 2011. http://www.icao.int/publications/DOC8643/ ↩

  411. "Boeing: Orders and Deliveries (updated monthly)". The Boeing Company. May 31, 2025. Retrieved June 10, 2025. https://www.boeing.com/commercial/#/orders-deliveries ↩

  412. "767 Model Summary (orders and deliveries)". Boeing. July 2020. Archived from the original on December 31, 2015. Retrieved August 11, 2020. https://web.archive.org/web/20151231204821/http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=767&optReportType=AllModels&cboAllModel=767&ViewReportF=View+Report ↩

  413. "Boeing 767 occurrences". Aviation Safety Network. May 25, 2017. Retrieved February 23, 2024. http://aviation-safety.net/database/dblist.php?Type=106 ↩

  414. "Boeing 767 hull-losses". Aviation Safety Network. May 25, 2017. Retrieved February 24, 2024. http://aviation-safety.net/database/dblist.php?field=typecode&var=106%&cat=%1&sorteer=datekey&page=1resulting ↩

  415. "Boeing 767 hull-losses". Aviation Safety Network. May 25, 2017. Retrieved February 24, 2024. http://aviation-safety.net/database/dblist.php?field=typecode&var=106%&cat=%1&sorteer=datekey&page=1resulting ↩

  416. "Boeing 767 Statistics". Aviation Safety Network. February 23, 2024. Retrieved February 23, 2024. http://aviation-safety.net/database/types/Boeing-767/statistics ↩

  417. James, Barry (August 17, 1991). "U.S. Orders Thrust Reversers Deactivated on 767s". The New York Times. Retrieved August 19, 2011. /wiki/Barry_James ↩

  418. Acohido, Byron (September 1, 1991). "Air Disasters: Critics Question FAA's Response". Seattle Times. Archived from the original on September 25, 2013. Retrieved December 26, 2011. https://archive.seattletimes.com/archive/19910901/1303053/air-disasters-critics-question-faas-response ↩

  419. Lane, Polly (May 26, 1992). "New Locks Installed For Boeing Reversers". Seattle Times. Archived from the original on September 25, 2013. Retrieved December 26, 2011. https://archive.seattletimes.com/archive/19920526/1493776/new-locks-installed-for-boeing-reversers ↩

  420. "Accident description". Aviation Safety Network. July 27, 2004. Retrieved January 19, 2011. http://aviation-safety.net/database/record.php?id=19991031-0 ↩

  421. Ellison, Michael (June 9, 2000). "US and Egypt split on fatal plane crash". The Guardian. Retrieved August 18, 2011. https://www.theguardian.com/world/2000/jun/09/egyptaircrash.usa ↩

  422. "Accident description". Aviation Safety Network. August 27, 2005. Retrieved January 19, 2011. http://aviation-safety.net/database/record.php?id=20020415-0 ↩

  423. Mao, Frances. "South Korea plane crash kills 179 with investigation into cause under way". BBC News. Retrieved January 3, 2025. Prior to Sunday, the deadliest on South Korean soil was an Air China crash flight that killed 129. https://www.bbc.com/news/articles/c3we2p3l36jo ↩

  424. "Atlas Air #3591 crashed into Trinity Bay DCA19MA086". www.ntsb.gov. Retrieved June 7, 2019. https://www.ntsb.gov/investigations/Pages/DCA19MA086.aspx ↩

  425. "Warsaw Airport still closed after LOT gear-up landing". Flight International. November 2, 2011. Retrieved December 9, 2011. http://www.flightglobal.com/news/articles/warsaw-airport-still-closed-after-lot-gear-up-landing-364195/ ↩

  426. Kaminski-Morrow, David (December 5, 2011). "Circuit-breaker at heart of LOT 767 gear-up landing probe". Flight International. Retrieved December 26, 2011. http://www.flightglobal.com/news/articles/circuit-breaker-at-heart-of-lot-767-gear-up-landing-probe-365584/ ↩

  427. Kaminski-Morrow, David (November 1, 2012). "LOT 767 gear-up crash probe advises checklist changes". Flight International. Retrieved August 20, 2014. http://www.flightglobal.com/news/articles/lot-767-gear-up-crash-probe-advises-checklist-changes-378418/ ↩

  428. "CNN Transcript - Erin Burnett OutFront". CNN. November 1, 2011. Retrieved December 26, 2011. http://transcripts.cnn.com/TRANSCRIPTS/1111/01/ebo.01.html ↩

  429. Kaminski-Morrow, David (December 5, 2011). "Circuit-breaker at heart of LOT 767 gear-up landing probe". Flight International. Retrieved December 26, 2011. http://www.flightglobal.com/news/articles/circuit-breaker-at-heart-of-lot-767-gear-up-landing-probe-365584/ ↩

  430. Kaminski-Morrow, David (November 1, 2012). "LOT 767 gear-up crash probe advises checklist changes". Flight International. Retrieved August 20, 2014. http://www.flightglobal.com/news/articles/lot-767-gear-up-crash-probe-advises-checklist-changes-378418/ ↩

  431. Ranter, Harro. "Accident Boeing 767-269ER N251MY, Thursday 29 October 2015". asn.flightsafety.org. Retrieved December 31, 2024. https://asn.flightsafety.org/asndb/320195 ↩

  432. "GE alerts airlines about engine part after American Airlines fire". Reuters. November 5, 2016. Retrieved November 6, 2016. https://www.reuters.com/article/chicago-airplane-letter-idUSL1N1D60EH ↩

  433. "US blames American Airlines fire on engine failure". CNBC. Archived from the original on November 6, 2016. Retrieved September 8, 2017. https://web.archive.org/web/20161106184941/http://www.cnbc.com/2016/11/04/us-blames-american-airlines-fire-on-engine-failure.html ↩

  434. Carey, Susan; Pasztor, Andy (October 31, 2016). "Unusual Failure in American Airlines' Jet Engine Prompts Investigation". Wall Street Journal – via www.wsj.com. https://www.wsj.com/articles/disc-in-engine-turbine-failed-on-american-airlines-jetliner-1477864909 ↩

  435. "American Airlines Jet Catches Fire at Chicago, No Fatalities". The Daily Voice. October 28, 2016. Archived from the original on October 29, 2016. Retrieved October 29, 2016. https://web.archive.org/web/20161029113105/http://thedailyvoicenews.com/2016/10/28/american-airlines-boeing-767-fire-chicago-engine-failure-rejected-takeoff/ ↩

  436. "Boeing 767 occurrences". Aviation Safety Network. May 25, 2017. Retrieved February 23, 2024. http://aviation-safety.net/database/dblist.php?Type=106 ↩

  437. "Boeing 767 Statistics". Aviation Safety Network. February 23, 2024. Retrieved February 23, 2024. http://aviation-safety.net/database/types/Boeing-767/statistics ↩

  438. "Hijacking description". Aviation Safety Network. March 7, 2009. Retrieved January 19, 2011. http://aviation-safety.net/database/record.php?id=19961123-0 ↩

  439. Lendon, Brad (January 16, 2009). "Previous jet ditchings yielded survival lessons". CNN. Retrieved February 5, 2012. http://edition.cnn.com/2009/US/01/16/air.crash.ditching/index.html ↩

  440. Goldiner, Dave (January 15, 2009). "A very rare happy ending in Hudson River plane crash". New York Daily News. Archived from the original on June 12, 2012. Retrieved August 19, 2011. https://web.archive.org/web/20120612044936/http://articles.nydailynews.com/2009-01-15/local/17913592_1_plane-st-maarten-pilot ↩

  441. "Threats and Responses; Excerpts from the Report of the Sept. 11 Commission: 'A Unity of Purpose'". The New York Times. July 23, 2004. Retrieved January 22, 2011. https://www.nytimes.com/2004/07/23/world/threats-responses-excerpts-report-sept-11-commission-unity-purpose.html ↩

  442. Belluck, Pam (January 31, 2003). "Threats and Responses: The Bomb Plot: Unrepentant Shoe Bomber Is Given a Life Sentence". The New York Times. Retrieved August 19, 2011. https://www.nytimes.com/2003/01/31/us/threats-responses-bomb-plot-unrepentant-shoe-bomber-given-life-sentence-for.html ↩

  443. "TSA Travel Assistant". US Transportation Security Administration. September 26, 2006. Archived from the original on May 11, 2011. Retrieved January 20, 2011. https://web.archive.org/web/20110511230241/http://www.tsa.gov/travelers/airtravel/screening/index.shtm ↩

  444. "Boeing 767 C-GAUN incident at Gimli Airport, MB, Canada". Aviation Safety Network. Retrieved June 5, 2021. https://aviation-safety.net/database/record.php?id=19830723-0 ↩

  445. "Storied 'Gimli Glider' on final approach". Globe and Mail. January 24, 2008. Retrieved August 18, 2011. https://www.theglobeandmail.com/news/national/storied-gimli-glider-on-final-approach/article666567/ ↩

  446. [1] Pasztor, Andy. FAA orders safety checks on Boeing 767s. The Wall Street Journal, January 27, 2014, p. B3 https://archive.today/20140421065713/http://online.wsj.com/news/articles/SB20001424052702303277704579344782977995904 ↩

  447. "FAA Proposes Fixes to Boeing 767 Emergency Escape Slides". The Wall Street Journal https://www.wsj.com/articles/faa-proposes-fixes-to-boeing-767-emergency-escape-slides-1451607836 ↩

  448. [2]. St. Petersburg Times https://news.google.com/newspapers?nid=888&dat=19821026&id=CrlaAAAAIBAJ&sjid=yl0DAAAAIBAJ&pg=2611,2550054 ↩

  449. "Evacuation slide deploys midair on United flight". CNN, July 1, 2014 https://edition.cnn.com/2014/06/30/travel/united-airlines-slide-deploy/index.html ↩

  450. FAA Targets 767 Escape Slides That Deploy When They Aren't Supposed To (Skift) http://skift.com/2016/01/03/faa-targets-767-escape-slides-that-deploy-when-they-arent-supposed-to/ ↩

  451. Birtles 1999, pp. 55, 116 - Birtles, Philip (1999). Modern Civil Aircraft: 6, Boeing 757/767/777. 3rd ed.. London: Ian Allan Publishing. ISBN 0-7110-2665-3. ↩

  452. "December 15, 1982: A Special Day for Delta Air Lines". Delta Air Lines Air Transport Heritage Museum. Retrieved May 7, 2009. http://deltamuseum.org/M_ExhibitsEvents_SpiritofDelta.htm ↩

  453. "December 15, 1982: A Special Day for Delta Air Lines". Delta Air Lines Air Transport Heritage Museum. Retrieved May 7, 2009. http://deltamuseum.org/M_ExhibitsEvents_SpiritofDelta.htm ↩

  454. Mendes, Guilherme (December 20, 2019). "A história do Boeing 767–200 da Transbrasil abandonado em Taguatinga". Medium. Retrieved August 4, 2021. https://medium.com/@GuilhermeMendes/a-hist%C3%B3ria-do-boeing-767-200-da-transbrasil-abandonado-em-taguatinga-c2178aea6864 ↩

  455. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. pp. 23–29. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  456. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. pp. 23–29. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  457. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. pp. 23–29. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  458. "Type Certificate Data Sheet No. A1NM" (PDF). June 20, 2016. Archived from the original (PDF) on September 29, 2018. Retrieved November 1, 2016. https://web.archive.org/web/20180929014303/http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/b9e61e631046f10186257fd900588ed4/$FILE/A1NM_Rev35.pdf ↩

  459. 7-abreast ↩

  460. 8-abreast ↩

  461. 7-abreast ↩

  462. 8-abreast ↩

  463. 8-abreast ↩

  464. 7-abreast ↩

  465. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. pp. 9–14. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  466. -300F: 15,469 cu ft (438 m3), 24 88×108 in pallets[224] ↩

  467. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  468. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. pp. 15–18. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  469. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. pp. 15–18. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  470. "Aircraft Data File: Boeing Aircraft". civil jet aircraft design. Elsevier. 1999. http://booksite.elsevier.com/9780340741528/appendices/data-a/table-3/table.htm ↩

  471. Karsten Palt. "Boeing 767-400". Flugzeuginfo. http://www.flugzeuginfo.net/acdata_php/acdata_7674_en.php ↩

  472. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. pp. 15–18. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  473. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  474. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. pp. 9–14. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  475. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. pp. 9–14. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  476. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. pp. 9–14. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  477. -300F: 190,000 lb (86.1 t) ↩

  478. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. pp. 9–14. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  479. "767 performance summary" (PDF). Boeing. 2006. Archived from the original (PDF) on April 15, 2015. https://web.archive.org/web/20150415224410/http://www.boeing.com/assets/pdf/commercial/startup/pdf/767_perf.pdf ↩

  480. 216 pax, 176,100 lb / 79.9 t OEW, ISA ↩

  481. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  482. 181 pax (15F/40J/126Y), CF6 ↩

  483. 269 pax, 187,900 lb / 85.2 t OEW, ISA ↩

  484. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  485. 218 pax (18F/46J/154Y), PW4000 ↩

  486. -300F: 3,225 nmi / 6,025 km[i][224] ↩

  487. 245 pax (20F/50J/175Y), CF6 ↩

  488. "Aircraft Data File: Boeing Aircraft". civil jet aircraft design. Elsevier. 1999. http://booksite.elsevier.com/9780340741528/appendices/data-a/table-3/table.htm ↩

  489. "Type Certificate Data Sheet No. A1NM" (PDF). June 20, 2016. Archived from the original (PDF) on September 29, 2018. Retrieved November 1, 2016. https://web.archive.org/web/20180929014303/http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/b9e61e631046f10186257fd900588ed4/$FILE/A1NM_Rev35.pdf ↩

  490. MTOW, SL, 30 °C / 86 °F ↩

  491. "767 performance summary" (PDF). Boeing. 2006. Archived from the original (PDF) on April 15, 2015. https://web.archive.org/web/20150415224410/http://www.boeing.com/assets/pdf/commercial/startup/pdf/767_perf.pdf ↩

  492. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  493. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  494. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. pp. 9–14. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩

  495. "767 Airplane Characteristics for Airport Planning" (PDF). Boeing. May 2011. pp. 9–14. http://www.boeing.com/assets/pdf/commercial/airports/acaps/767.pdf ↩