AI SPAWN PLANE

Introduction :

The Boeing 767 is an American wide-body airliner developed and manufactured by Boeing Commercial Airplanes. The aircraft was launched as the 7X7 program on July 14, 1978, the prototype first flew on September 26, 1981, and it was certified on July 30, 1982. The initial 767-200 variant entered service on September 8, 1982, with United Airlines, and the extended-range 767-200ER in 1984. It was stretched into the 767-300 in October 1986, followed by the extended-range 767-300ER in 1988, the most popular variant. The 767-300F, a production freighter version, debuted in October 1995. It was stretched again into the 767-400ER from September 2000.

esigned to complement the larger 747, it has a seven-abreast cross-section accommodating smaller LD2 ULD cargo containers. The 767 is Boeing's first wide-body twinjet, powered by General Electric CF6, Rolls-Royce RB211, or Pratt & Whitney JT9D turbofans. JT9D engines were eventually replaced by PW4000 engines. The aircraft has a conventional tail and a supercritical wing for reduced aerodynamic drag. Its two-crew glass cockpit, a first for a Boeing airliner, was developed jointly for the 757 - a narrow-body aircraft, allowing a common pilot type rating. Studies for a higher-capacity 767 in 1986 led Boeing to develop the larger 777 twinjet, introduced in June 1995.

The 159-foot-long (48.5 m) 767-200 typically seats 216 passengers over 3,900 nautical miles [nmi] (7,200 km; 4,500 mi), while the 767-200ER seats 181 over a 6,590 nmi (12,200 km; 7,580 mi) range. The 180-foot-long (54.9 m) 767-300 typically seats 269 passengers over 3,900 nmi (7,200 km; 4,500 mi), while the 767-300ER seats 218 over 5,980 nmi (11,070 km; 6,880 mi). The 767-300F can haul 116,000 lb (52.7 t) over 3,225 nmi (6,025 km; 3,711 mi), and the 201.3-foot-long (61.37 m) 767-400ER typically seats 245 passengers over 5,625 nmi (10,415 km; 6,473 mi). Military derivatives include the E-767 for surveillance and the KC-767 and KC-46 aerial tankers.

Initially marketed for transcontinental routes, a loosening of ETOPS rules starting in 1985 allowed the aircraft to operate transatlantic flights. A total of 742 of these aircraft were in service in July 2018, with Delta Air Lines being the largest operator with 77 aircraft in its fleet. As of November 2024, Boeing has received 1,422 orders from 74 customers, of which 1,319 airplanes have been delivered, while the remaining orders are for cargo or tanker variants. Competitors have included the Airbus A300, A310, and A330-200. Its successor, the 787 Dreamliner, entered service in 2011.

Operational History:

In its first year, the 767 logged a 96.1 percent dispatch rate, which exceeded the industry average for all-new aircraft.[40] Operators reported generally favorable ratings for the twinjet's sound levels, interior comfort, and economic performance.[40] 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.[40]

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.[42] Ethiopian Airlines placed the first order for the type in December 1982.[42][45] 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),[134] and was targeted at overseas customers.[9] The 767-200ER entered service with El Al Airline on March 27, 1984.[45] The type was mainly ordered by international airlines operating medium-traffic, long-distance flights.[9] 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.[135]

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.[42][136] In 1976, the A300 was the first twinjet to secure permission to fly 90 minutes away from diversion airports, up from 60 minutes.[137] 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.[137] This allowed the aircraft to fly overseas routes at up to two hours' distance from land.[137] 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.[138] The Airbus A310 secured approval for 120-minute ETOPS flights one month later in June.[139] The larger safety margins were permitted because of the improved reliability demonstrated by twinjets and their turbofan engines.[137] 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,[38] and all available engines received approval by 1993.[140] Regulatory approval spurred the expansion of transoceanic flights with twinjet aircraft and boosted the sales of both the 767 and its rivals.

Development :

In 1970, the 747 entered service as the first wide-body jetliner[3] with a fuselage wide enough to feature a twin-aisle cabin.[4] 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.[5][6] 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.[7] 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.[5] At this stage the proposed aircraft featured two or three engines, with possible configurations including over-wing engines and a T-tail.
By 1976, a twinjet layout, similar to the one which had debuted on the Airbus A300, became the baseline configuration.[8] The decision to use two engines reflected increased industry confidence in the reliability and economics of new-generation jet powerplants.[8] While airline requirements for new wide-body aircraft remained ambiguous,[8] the 7X7 was generally focused on mid-size, high-density markets.[3] As such, it was intended to transport large numbers of passengers between major cities.[9] 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.[5][10] 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.[10] Work on both proposals proceeded through the airline industry upturn in the late 1970s.[11][12]

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.[13] In February 1978, the new jetliner received the 767 model designation,[14] 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.[8][15] The 767MR/LR was subsequently renamed 777 for differentiation purposes.[16][17] 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.[16] The 767-100 was ultimately not offered for sale, as its capacity was too close to the 757's seating,[16] while the 777 trijet was eventually dropped in favor of standardizing the twinjet configuration.
In the late 1970s, operating cost replaced capacity as the primary factor in airliner purchases.[6] As a result, the 767's design process emphasized fuel efficiency from the outset.[5] Boeing targeted a 20 to 30 percent cost saving over earlier aircraft, mainly through new engine and wing technology.[6] As development progressed, engineers used computer-aided design for over a third of the 767's design drawings,[6] and performed 26,000 hours of wind tunnel tests.[16] Design work occurred concurrently with the 757 twinjet, leading Boeing to treat both as almost one program to reduce risk and cost.[10][12] Both aircraft would ultimately receive shared design features, including avionics, flight management systems, instruments, and handling characteristics.[18] Combined development costs were estimated at $3.5 to $4 billion.
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.[19] Both jet engine models had a maximum output of 48,000 pounds-force (210 kN) of thrust.[9] The engines were mounted approximately one-third the length of the wing from the fuselage, similar to previous wide-body trijets.[6] 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.[6][20] The wings provided higher-altitude cruise performance, added fuel capacity, and expansion room for future stretched variants.[16] The initial 767-200 was designed for sufficient range to fly across North America or across the northern Atlantic,[21] and would be capable of operating routes up to 3,850 nautical miles (7,130 km; 4,430 mi).[22]

The 767's fuselage width was set midway between that of the 707 and the 747 at 16.5 feet (5.03 m).[5] 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.[9][19] The fuselage was not wide enough to accommodate two standard LD3 wide-body unit load devices side-by-side,[23][24] so a smaller container, the LD2,[25] was created specifically for the 767.[26] Using a conventional tail design also allowed the rear fuselage to be tapered over a shorter section,[19] providing for parallel aisles along the full length of the passenger cabin, and eliminating irregular seat rows toward the rear of the aircraft.
The 767 was the first Boeing wide-body to be designed with a two-crew digital glass cockpit.[18] 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.[18] 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.[27] 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.[27][28] A three-crew cockpit remained as an option and was fitted to the first production models.[29] Ansett Australia ordered 767s with three-crew cockpits due to union demands; it was the only airline to operate 767s so configured.[29][30] The 767's two-crew cockpit was also applied to the 757, allowing pilots to operate both aircraft after a short conversion course,[20] and adding incentive for airlines to purchase both types.