The 767 has been an important aircraft for Boeing. Starting out in the early 1980s, it
opened up transatlantic routes to twin-engines – a major development at the time. While
it is not the best-selling widebody (the 777 takes that), it has had a long life, moving
through several variants. More efficient aircraft have now taken over, but it remains in production
and popular for cargo and logistics use. Originally dubbed the 7X7, this project looked first
at a twin-aisle short take-off and landing aircraft with a lower range, and either two
or three engines. This concept was not so popular with airlines,
though. By 1976, Boeing switched the design to a widebody twinjet with a longer, transcontinental
range. This was likely influenced by Airbus and the A300. The new European manufacturer
launched its first aircraft in 1972 (entering service with Air France in 1974). This was
the first twin-engine widebody, and Boeing needed to compete in the same market.The 767
project was officially launched in 1978, with an order for 30 aircraft from United Airlines.
Orders from American Airlines and Delta Air Lines soon followed. The Boeing factory at
Everett was enlarged to handle production. Boeing began 757 design and production shortly
after the 767, and as a result, the two projects shared a lot. Much of the interior design,
cockpit, and avionics were similar for the two aircraft (which helped airlines with commonality).
The 757 also inherited the same wing design, just smaller. Airbus later did the same (and
went further) with the A330 and A340. Both the 757 and 767 were designed with fuel
efficiency in mind. This may seem obvious today, with efficiency improvements a leading
motivator in new aircraft designs. But it set the new twins apart from the competition
at the time. Before this, capacity and jet performance had been more important considerations.
The 767 aimed for an operating cost saving of between 20% and 30% over previous aircraft.Following
a ten-month test program with six aircraft, the first 767 entered service in September
1982 with United Airlines. The 767 was originally proposed with three
different variants. The smaller 767-100 was dropped before construction, with the 757
offering similar capacity. And a three-engine variant, dubbed 767MR/LR, was dropped to focus
more on twin-engine performance. The 767-200 was, therefore, the only variant offered at
launch. There was another difference with some early
767-200s in the cockpit. The 757 and 767 were Boeing’s first widebody designs with a two-person
cockpit. The Airbus A300 (as the first widebody twin) also had a three-person cockpit.
This caused a few concerns from airlines, with crew used to three or more. United Airlines
initially asked for a 767 version with a three-person cockpit but accepted two once it was deemed
safe in the US. Ansett Australia, however, stood by a request for three-person cockpits
(mainly due to pilot union demands) and was the only airline to receive early 767s configured
this way.
At launch, the 767 was restricted to operating no more than 90 minutes from a diversion airport.
This prevented twins from operating commercial routes over the Atlantic (and, of course,
elsewhere too). ETOPS regulations changed this from the mid-1980s.
The first ETOPS 120 rating was given to a 767-200 in 1985. This was initially with TWA
operating from Boston to Paris, but others followed. ETOPS 120 allowed aircraft to fly
up to two hours from a suitable diversion airport. This opened up transatlantic routes
to the 767 and marked the start of new possibilities for twins.
ETOPS 180 was possible after at least one year of demonstrated performance under ETOPS
120. The 767 became the first aircraft to be certified for this in 1989.After moving
through several variants, the 767 remains in production today – in both passenger
and cargo configurations. The original 767-200 was first upgraded within
its first year, with the extended range variant 767-200ER. This kept the same fuselage design
but offered increased payload and additional fuel capacity. Its range was increased to
6,385 nautical miles (11,825 kilometers), from the 767-200s 3,900 nautical miles (7,200
kilometers). Boeing also offered the 767-300ER, entering
service with American Airlines in 1988. Extended ETOPS was now in place, and the stretched
767-300 was popular with both US and international airlines, going on to be the most sold variant
The 767-300 formed the basis for the type’s first cargo variant, which entered service
with UPS in 1995. The 767-300F added a cargo access door and strengthened landing gear
and wing structure. Many aircraft have also been converted to cargo use after passenger
service. The final 767 variant was a further stretch
to the 767-400ER. This came about largely to meet Delta Airlines desire for a replacement
for its Lockheed L-1011 TriStar aircraft. Continental Airlines was also interested as
a replacement for its DC-10s, and it became the launch customer in September 2000.
With the 767-400ER, passenger capacity was increased to 296 (as a typical two-class capacity,
with 375 possible as a maximum exit limit). The range though was slightly lower than both
the -200ER and -300ER, but expected for higher capacity.
In total, Boeing has delivered 1,215 767 aircraft (based on data from Boeing). It remains in
production, with 93 outstanding orders for freighter (767-300F) and tanker aircraft (767-2C).
Looking at the main variants, Boeing has delivered the following aircraft:
767-200: 128 aircraft 767-200ER: 121 aircraft
767-300: 104 aircraft 767-300ER: 583 aircraft
767-300F: 195 aircraft 767-400ER: 38 aircraft
As of July 2021, 697 of these remain in active use. The largest operators are the cargo airlines,
with FedEx Express operating 104 aircraft and UPS Airlines 78. There is continued interest
in cargo aircraft – both with these new orders and second-hand purchases and conversions.
Amazon, for example, has taken on several 767s from Delta and WestJet.
Delta Air Lines is the largest passenger operator still, with 69 767s (48 767-300ER and 21 767-400ER
aircraft). Closely following is United Airlines with 54 aircraft (38 767-300ER and 16 767-400ER).
American Airlines retired its fleet in 2020 amidst a pandemic-induced move to simplification.After
the launch of the 767-400ER in 2000, there were plans to take the 767 further. Boeing
had earlier discussed a larger 767X aircraft with a wider fuselage and had plans for an
even longer-range 767-400ERX. The early 2000s was not a good time for the airline industry,
though, and plans for this were dropped in 2001.
Instead, Boeing concentrated on a new, more efficient replacement aircraft, dubbed the
7E7. This soon became the Boeing 787. And any plans for a higher capacity 767X were
absorbed into the 777 program. With more efficient engines and composite
fuselage construction, the 787 offered a much lower-cost operation. With a similar capacity
to the 767, it’s no surprise that several airlines have taken the 787 as a replacement
for aging 767s. While the 777 and the 787 took over as passenger
options, the 767 has remained a popular aircraft for cargo use. It also remains popular as
an air-to-air refueling tanker. Boeing still has 93 orders to deliver – all of them in
freighter or tanker configuration. There is one change that could keep the 767
in production longer – upgrading with new technology and engines. This is not an impossible
undertaking. The 737, of course, has moved through several versions since the 19 70s.
It remains well in production with the 737 MAX. The 777 remains alive, with the much-anticipated
777X on its way There has been a lot of discussion about a
new mid-sized offering from Boeing. Boeing has had plans for a New Midsize Aircraft (NMA)
since around 2015. This was understood to be a clean-sheet proposal, as a replacement
for the 757 but a widebody like the 767. It would have a higher capacity of 220, with
a possible stretched version taking it to 267.
The NMA was dropped, though, in 2020. This came about amidst ongoing delays to the 737
MAX program and associated costs for Boeing. The Airbus A321XLR also played a part. With
this confirmed by Airbus, and the new long-range widebody already taking orders from many airlines,
Boeing wanted to revisit its plans for the next aircraft.
Nothing has yet been confirmed about what will come next. A new clean-sheet midsize
aircraft seems unlikely given the current market and the need to launch something soon
to compete with Airbus. Any update to existing aircraft could involve the 737, 757, 767,
or even the 787. Each has its challenges, and while an updated 767 is not the most likely,
it is possible. With almost 100 outstanding orders, the 767
program is not over yet. Do you think we will see a new version developed? Feel free to
discuss this or the highlights of the aircraft’s service since the 1980s further in
the comments.