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110-505: The modern FMS was introduced on the Boeing 767 , though earlier navigation computers did exist. Now, systems similar to FMS exist on aircraft as small as the Cessna 182 . In its evolution an FMS has had many different sizes, capabilities and controls. However certain characteristics are common to all FMSs. All FMSs contain a navigation database. The navigation database contains the elements from which

220-524: A Lockheed L-1011 TriStar on the route between Boston and Paris, a huge savings. The Airbus A310 secured approval for 120-minute ETOPS flights one month later in June. The larger safety margins were permitted because of the improved reliability demonstrated by twinjets and their turbofan engines. The FAA lengthened the ETOPS time to 180 minutes for CF6-powered 767s in 1989, making the type the first to be certified under

330-483: A T-tail . By 1976, a twinjet layout, similar to the one which had debuted on the Airbus A300 , became the baseline configuration. The decision to use two engines reflected increased industry confidence in the reliability and economics of new-generation jet powerplants. While airline requirements for new wide-body aircraft remained ambiguous, the 7X7 was generally focused on mid-size, high-density markets. As such, it

440-402: A 767-200 with 210 seats, and a trijet 767MR/LR version with 200 seats intended for intercontinental routes. The 767MR/LR was subsequently renamed 777 for differentiation purposes. The 767 was officially launched on July 14, 1978, when United Airlines ordered 30 of the 767-200 variant, followed by 50 more 767-200 orders from American Airlines and Delta Air Lines later that year. The 767-100

550-555: 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. FedEx Express agreed to buy 19 more of the −300F variant in June 2012. 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). On July 21, 2015, FedEx announced an order for 50 767-300F with options on another 50,

660-498: A commercial twinjet of 12,082 km (6,524 nmi; 7,507 mi) from Washington, D.C. to Addis Ababa . 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. In 1976,

770-515: 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

880-484: A crew of two was safe for operating wide-body jets. A three-crew cockpit remained as an option and was fitted to the first production models. Ansett Australia ordered 767s with three-crew cockpits due to union demands; it was the only airline to operate 767s so configured. The 767's two-crew cockpit was also applied to the 757, allowing pilots to operate both aircraft after a short conversion course, and adding incentive for airlines to purchase both types. To produce

990-448: A flight. The step climb intervals may be 1,000 or 2,000 or 4,000 ft (300 or 610 or 1,220 m), depending on the flight level rules which apply on the particular airway being flown. Where traffic is not an issue, cruise climbs may still be used. Concorde , for example, used a continuous cruise climb throughout its flights, since there was normally never any other traffic at the same altitude (nearly 18,000 m (60,000 ft)) in

1100-419: A further 787-based cockpit upgrade for the 767, featuring three landscape-format LCD screens that can display two windows each. The 767 is equipped with three redundant hydraulic systems for operation of control surfaces, landing gear, and utility actuation systems. Each engine powers a separate hydraulic system, and the third system uses electric pumps. A ram air turbine provides power for basic controls in

1210-504: 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 October 2024 , Boeing has received 1,407 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

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1320-466: A magenta line, with other airports, radio aids and waypoints displayed. Some FMSs can calculate special flight plans, often for tactical requirements, such as search patterns, rendezvous, in-flight refueling tanker orbits, and calculated air release points (CARP) for accurate parachute jumps. Once in flight, a principal task of the FMS is obtaining a position fix , i.e., to determine the aircraft's position and

1430-432: 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

1540-401: A passenger 767-300ER production to bridge the gap. A demand for 50 to 60 aircraft could have to be satisfied. Having to replace its 40 767s, United Airlines requested a price quote for other widebodies. 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

1650-431: 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. 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. During this period, the 767 became the most common airliner for transatlantic flights between North America and Europe. By

1760-427: A retractable tailskid . All passenger 767 models have exit doors near the front and rear of the aircraft. Most 767-200 and -200ER models have one overwing exit door for emergency use; an optional second overwing exit increases maximum allowable capacity from 255 to 290. The 767-300 and -300ER typically feature two overwing exit doors or, in a configuration with no overwing exits, three exit doors on each side and

1870-399: A saved library of common routes (Company Routes) or via an ACARS datalink with the airline dispatch center. During preflight, other information relevant to managing the flight plan is entered. This can include performance information such as gross weight, fuel weight and center of gravity. It will include altitudes including the initial cruise altitude. For aircraft that do not have a GPS ,

1980-696: A second military derivative of the 767-200ER. 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. The Japanese government became the second customer for the type in March 2003. In May 2003, the United States Air Force (USAF) announced its intent to lease KC-767s to replace its aging KC-135 tankers. The plan

2090-463: A similar numbering scheme, but adds a preceding manufacturer letter; 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". The 767-200 was the original model and entered service with United Airlines in 1982. The type has been used primarily by mainline U.S. carriers for domestic routes between major hub centers such as Los Angeles to Washington. The 767-200

2200-471: A single aircraft position and accuracy. The accuracy is described as the Actual Navigation Performance (ANP) a circle that the aircraft can be anywhere within measured as the diameter in nautical miles. Modern airspace has a set required navigation performance (RNP). The aircraft must have its ANP less than its RNP in order to operate in certain high-level airspace. Given the flight plan and

2310-427: A smaller exit door aft of the wing. A further configuration featuring three exit doors on each side plus one overwing exit allows an increase in maximum capacity from 290 to 351. All 767-400ERs are configured with three exit doors on each side and a smaller exit door aft of the wing. The 767-300F has one exit door at the forward left-hand side of the aircraft. In addition to shared avionics and computer technology,

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2420-507: A smaller fuselage than the existing 747, McDonnell Douglas DC-10 , and Lockheed L-1011 TriStar wide-bodies. To defray the high cost of development, Boeing signed risk-sharing agreements with Italian corporation Aeritalia and the Civil Transport Development Corporation (CTDC), a consortium of Japanese aerospace companies. This marked the manufacturer's first major international joint venture, and both Aeritalia and

2530-440: A smaller version of the 777, Boeing announced that it was revisiting studies for a larger 767. The proposed 767-400X, a second stretch of the aircraft, offered a 12 percent capacity increase versus the 767-300, and featured an upgraded flight deck, enhanced interior, and greater wingspan. The variant was specifically aimed at Delta Air Lines' pending replacement of its aging Lockheed L-1011 TriStars, and faced competition from

2640-486: A third of the 767's design drawings, and performed 26,000 hours of wind tunnel tests. Design work occurred concurrently with the 757 twinjet, leading Boeing to treat both as almost one program to reduce risk and cost. Both aircraft would ultimately receive shared design features, including avionics , flight management systems , instruments, and handling characteristics. Combined development costs were estimated at $ 3.5 to $ 4 billion. Early 767 customers were given

2750-456: A vertical course is to rise to cruise height. Vertical limitations such as "At or ABOVE 8,000" are present in some SID waypoints. Reducing thrust, or "FLEX" climbing, may be used throughout the ascent to spare the engines. Each needs to be taken into account when making vertical profile projections. Implementation of an accurate VNAV is difficult and expensive, but it pays off in fuel savings primarily in cruise and descent. In cruise, where most of

2860-545: A window or aisle. As a result, the aircraft can be largely occupied before center seats need to be filled, and each passenger is no more than one seat from the aisle. It is possible to configure the aircraft with extra seats for up to an eight abreast configuration, but this is less common. The 767 interior introduced larger overhead bins and more lavatories per passenger than previous aircraft. The bins are wider to accommodate garment bags without folding, and strengthened for heavier carry-on items. A single, large galley

2970-512: A “rule of thumb” such as a 3 degree descent path. From the TOD, the VNAV determines a four-dimensional predicted path. As the VNAV commands the throttles to idle, the aircraft begins its descent along the VNAV path. If either the predicted path is incorrect or the downpath winds different from the predictions, then the aircraft will not perfectly follow the path. The aircraft varies the pitch in order to maintain

3080-426: 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

3190-415: Is a series of altitude gains that improve fuel economy by moving into thinner air as an aircraft becomes lighter and becomes capable of flying in the thinner air at a higher altitude. Since the early days of jet aircraft and commercial travel, the technique of gradually climbing in cruise altitude as fuel burns off and the aircraft becomes lighter has been widely used by pilots. The altitude that provides

3300-428: Is equipped with six-panel leading edge slats , single- and double-slotted flaps , inboard and outboard ailerons , and six spoilers . 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. To distribute

3410-473: Is installed near the aft doors, allowing for more efficient meal service and simpler ground resupply. Passenger and service doors are an overhead plug type, which retract upwards, and commonly used doors can be equipped with an electric-assist system. In 2000, a 777-style interior, known as the Boeing Signature Interior, debuted on the 767-400ER. Subsequently, adopted for all new-build 767s,

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3520-420: Is no longer safe to climb continuously in this way, and so most flights compromise by climbing in distinct steps—a step climb —with air traffic control (ATC) approval, in order to ensure that the aircraft is always at an appropriate altitude for traffic control. While not quite as efficient as a continuous cruise climb, step climbs are still more efficient than maintaining a single altitude throughout

3630-526: Is often called the ECON speed . This is based on the cost index, which is entered to give a weighting between speed and fuel efficiency . The cost index is calculated by dividing the per-hour cost of operating the plane by the cost of fuel. Generally a cost index of 999 gives ECON speeds as fast as possible without consideration of fuel and a cost index of zero gives maximum fuel economy while disregarding other hourly costs such as maintenance and crew expenses. ECON mode

3740-454: Is the VNAV speed used by most airliners in cruise. RTA or required time of arrival allows the VNAV system to target arrival at a particular waypoint at a defined time. This is often useful for airport arrival slot scheduling. In this case, VNAV regulates the cruise speed or cost index to ensure the RTA is met. The first thing the VNAV calculates for the descent is the top of descent point (TOD). This

3850-409: Is the main target, but a passenger version could be a cheaper alternative to the proposed New Midsize Airplane . 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). Each wing features a supercritical airfoil cross-section and

3960-505: Is the point where an efficient and comfortable descent begins. Normally this will involve an idle descent, but for some aircraft an idle descent is too steep and uncomfortable. The FMS calculates the TOD by “flying” the descent backwards from touchdown through the approach and up to cruise. It does this using the flight plan, the aircraft flight model and descent winds. For airline FMS, this is a very sophisticated and accurate prediction, for simple FMS (on smaller aircraft) it can be determined by

4070-481: The Airbus A300 , A310 , and A330-200 . Its successor, the 787 Dreamliner , entered service in 2011. In 1970, the 747 entered service as the first wide-body jetliner with a fuselage wide enough to feature a twin-aisle cabin. 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. The aircraft would also provide twin-aisle seating, but in

4180-632: The E-767 , an Airborne Early Warning and Control (AWACS) variant based on the 767-200ER. The first two E-767s , featuring extensive modifications to accommodate surveillance radar and other monitoring equipment, were delivered in 1998 to the Japan Self-Defense Forces . The longest flight for the -400ER variant was completed by OMD275 of Nomadic Aviation from Bogota to Abu Dubai in the UAE on May 31, 2024. In November 1995, after abandoning development of

4290-486: The engine pylons of several aircraft. 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. During the grounding, interim repairs were conducted to alleviate stress on engine pylon components, and a parts redesign in 1991 prevented further cracks. Boeing also performed a structural reassessment, resulting in production changes and modifications to

4400-470: The 1,000th 767 rolled out, destined for All Nippon Airways. The aircraft was the 91st 767-300ER ordered by the Japanese carrier, and with its completion the 767 became the second wide-body airliner to reach the thousand-unit milestone after the 747. The 1,000th aircraft also marked the last model produced on the original 767 assembly line. Beginning with the 1,001st aircraft, production moved to another area in

4510-401: The 757. Work on both proposals proceeded through the airline industry upturn in the late 1970s. In January 1978, Boeing announced a major extension of its Everett factory —which was then dedicated to manufacturing the 747—to accommodate its new wide-body family. In February 1978, the new jetliner received the 767 model designation, and three variants were planned: a 767-100 with 190 seats,

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4620-462: 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

4730-642: The 767 uses the same auxiliary power unit , electric power systems, and hydraulic parts as the 757. A raised cockpit floor and the same forward cockpit windows result in similar pilot viewing angles. 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. The original 767 flight deck uses six Rockwell Collins CRT screens to display electronic flight instrument system (EFIS) and engine indication and crew alerting system (EICAS) information, allowing pilots to handle monitoring tasks previously performed by

4840-665: The 767, Boeing formed a network of subcontractors which included domestic suppliers and international contributions from Italy's Aeritalia and Japan's CTDC. 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. 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). Components were integrated during final assembly at

4950-442: The 767-200 in late 1982, while Air Canada, China Airlines , El Al , and Pacific Western began operating the aircraft in 1983. The aircraft's introduction was relatively smooth, with few operational glitches and greater dispatch reliability than prior jetliners. 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

5060-520: 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 ,

5170-552: The 767-300F, a production freighter, and conversions of passenger 767-200 and 767-300 models. 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". Subsequent to the capacity number, designations may append the range identifier, though -200ER and -300ER are company marketing designations and not certificated as such. The International Civil Aviation Organization (ICAO) aircraft type designator system uses

5280-717: The 767-300F. 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. Net orders for the 767 declined from 24 in 2008 to just three in 2010. 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. The manufacturer-sanctioned winglets, at 11 feet (3.35 m) in height, improved fuel efficiency by an estimated 6.5 percent. Other carriers including All Nippon Airways and Delta Air Lines also ordered winglet kits. On February 2, 2011,

5390-424: The 767. Using a conventional tail design also allowed the rear fuselage to be tapered over a shorter section, 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. Cathode-ray tube (CRT) color displays and new electronics replaced

5500-520: The A300 was the first twinjet to secure permission to fly 90 minutes away from diversion airports , up from 60 minutes. 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. This allowed the aircraft to fly overseas routes at up to two hours' distance from land. The 767 burned 7,000 lb (3.2 t) less fuel per hour than

5610-518: The A330-200, a shortened derivative of the Airbus A330. In March 1997, Delta Air Lines launched the 767-400ER when it ordered the type to replace its L-1011 fleet. In October 1997, Continental Airlines also ordered the 767-400ER to replace its McDonnell Douglas DC-10 fleet. The type completed its first flight on October 9, 1999, and entered service with Continental Airlines on September 14, 2000. In

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5720-491: The CTDC received supply contracts in return for their early participation. The initial 7X7 was conceived as a short take-off and landing airliner intended for short-distance flights, but customers were unenthusiastic about the concept, leading to its redefinition as a mid-size, transcontinental-range airliner. At this stage the proposed aircraft featured two or three engines, with possible configurations including over-wing engines and

5830-525: The Everett factory which occupied about half of the previous floor space. The new assembly line made room for 787 production and aimed to boost manufacturing efficiency by over twenty percent. At the inauguration of its new assembly line, the 767's order backlog numbered approximately 50, only enough for production to last until 2013. Despite the reduced backlog, Boeing officials expressed optimism that additional orders would be forthcoming. On February 24, 2011,

5940-451: The Everett factory. 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 . This method of wing construction expanded on techniques developed for the 747. Final assembly of the first aircraft began in July 1979. The prototype aircraft, registered as N767BA and equipped with JT9D turbofans,

6050-557: The FAA for landings with 980 feet (300 m) minimum visibility in 1984. On the 767-400ER, the cockpit layout is simplified further with six Rockwell Collins liquid crystal display (LCD) screens, and adapted for similarities with the 777 and the Next Generation 737 . To retain operational commonality , the LCD screens can be programmed to display information in the same manner as earlier 767s. In 2012, Boeing and Rockwell Collins launched

6160-452: The NuLook 767 package by Heath Tecna. In its first year, the 767 logged a 96.1 percent dispatch rate, which exceeded the industry average for all-new aircraft. Operators reported generally favorable ratings for the twinjet's sound levels, interior comfort, and economic performance. Resolved issues were minor and included the recalibration of a leading edge sensor to prevent false readings,

6270-586: The Signature Interior features even larger overhead bins, indirect lighting, and sculpted, curved panels. The 767-400ER also received larger windows derived from the 777. Older 767s can be retrofitted with the Signature Interior. 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, as well as aftermarket modifications such as

6380-524: The Sonic Cruiser. 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. The new jetliner was the first stage of a replacement aircraft initiative called the Boeing Yellowstone Project . Customers embraced the 7E7, later renamed 787 Dreamliner, and within two years it had become

6490-455: The US only. Boeing is widely expected to begin production of 787 Freighter during that extension period. 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

6600-541: The USAF announced its selection of the KC-767 Advanced Tanker, an upgraded variant of the KC-767, for its KC-X fleet renewal program. 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. The tanker order encompassed 179 aircraft and was expected to sustain 767 production past 2013. In December 2011, FedEx Express announced

6710-428: The accuracy of that position. Simple FMS use a single sensor, generally GPS in order to determine position. But modern FMS use as many sensors as they can, such as VORs, in order to determine and validate their exact position. Some FMS use a Kalman filter to integrate the positions from the various sensors into a single position. Common sensors include: The FMS constantly crosschecks the various sensors and determines

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6820-429: The aft main fuselage. In 1986, Boeing proposed the 767-X, a revised model with extended wings and a wider cabin, but received little interest. 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 . 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

6930-600: The aircraft gets too far off the prescribed path, it will switch from VNAV PTH (which follows the calculated path) to VNAV SPD (which descends as fast as possible while maintaining a selected speed, similar to OP DES (open descent) on Airbuses. An ideal idle descent, also known as a “green descent” uses the minimum fuel, minimizes pollution (both at high altitude and local to the airport) and minimizes local noise. While most modern FMS of large airliners are capable of idle descents, most air traffic control systems cannot handle multiple aircraft each using its own optimum descent path to

7040-439: The aircraft's position, the FMS calculates the course to follow. The pilot can follow this course manually (much like following a VOR radial), or the autopilot can be set to follow the course. The FMS mode is normally called LNAV or Lateral Navigation for the lateral flight plan and VNAV or vertical navigation for the vertical flight plan. VNAV provides speed and pitch or altitude targets and LNAV provides roll steering command to

7150-468: 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. The original wing and gear design accommodated the stretched 767-300 without major changes. The 767-400ER features a larger, more widely spaced main gear with 777 wheels, tires, and brakes. To prevent damage if the tail section contacts the runway surface during takeoff, 767-300 and 767-400ER models are fitted with

7260-479: The airport, at this time. Thus the use of idle descents is minimized by Air Traffic Control. Boeing 767 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

7370-464: The autopilot. Sophisticated aircraft, generally airliners such as the Airbus A320 or Boeing 737 and other turbofan powered aircraft, have full performance Vertical Navigation ( VNAV ). The purpose of VNAV is to predict and optimize the vertical path. Guidance includes control of the pitch axis and control of the throttle. The FMS needs to have a comprehensive flight and engine model in order to have

7480-575: The choice of Pratt & Whitney JT9D or General Electric CF6 turbofans, marking the first time that Boeing had offered more than one engine option at the launch of a new airliner. Both jet engine models had a maximum output of 48,000 pounds-force (210 kN) of thrust . The engines were mounted approximately one-third the length of the wing from the fuselage, similar to previous wide-body trijets. The larger wings were designed using an aft-loaded shape which reduced aerodynamic drag and distributed lift more evenly across their surface span than any of

7590-587: The company did not intend to resume production of the passenger variant. 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. In 2019, unit cost

7700-483: 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. Forecasting airline interest in larger-capacity models, Boeing announced

7810-455: The data required to do this. The function can create a forecast vertical path along the lateral flight plan using this information. The aircraft manufacturer is usually the only source of this comprehensive flight model. The vertical profile is constructed by the FMS during pre-flight. Together with the lateral flight plan, it makes use of the aircraft's starting empty weight, fuel weight, center of gravity, and cruising altitude. The first step on

7920-416: The delays. 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. The first 787s entered service with All Nippon Airways in October 2011, 42 months behind schedule. In 2007, the 767 received a production boost when UPS and DHL Aviation placed a combined 33 orders for

8030-472: The early 2000s, cumulative 767 deliveries approached 900, but new sales declined during an airline industry downturn. 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. The following year, Boeing announced the KC-767 Tanker Transport ,

8140-450: The end of the decade, 767s crossed the Atlantic more frequently than all other aircraft types combined. The 767 also propelled the growth of point-to-point flights which bypassed major airline hubs in favor of direct routes . Taking advantage of the aircraft's lower operating costs and smaller capacity, operators added non-stop flights to secondary population centers, thereby eliminating

8250-420: The engine pylons of all 767s in service. In January 1993, following an order from UPS Airlines , Boeing launched a freighter variant, the 767-300F, which entered service with UPS on October 16, 1995. The 767-300F featured a main deck cargo hold, upgraded landing gear, and strengthened wing structure. In November 1993, the Japanese government launched the first 767 military derivative when it placed orders for

8360-500: The event of an emergency. An early form of fly-by-wire is employed for spoiler operation, utilizing electric signaling instead of traditional control cables. The fly-by-wire system reduces weight and allows independent operation of individual spoilers. The 767 features a twin-aisle cabin with a typical configuration of six abreast in business class and seven across in economy . The standard seven abreast, 2–3–2 economy class layout places approximately 87 percent of all seats at

8470-438: 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. Designed to complement the larger 747 , it has a seven-abreast cross-section accommodating smaller LD2 ULD cargo containers. The 767

8580-416: The extended-range model could carry heavier payloads at distances up to 6,385 nautical miles (11,825 km; 7,348 mi), and was targeted at overseas customers. The 767-200ER entered service with El Al Airline on March 27, 1984. The type was mainly ordered by international airlines operating medium-traffic, long-distance flights. In May 1984, an Ethiopian Airlines 767-200ER set a non-stop record for

8690-465: The fastest-selling airliner in the company's history. 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. Subsequently, the 767-300ER was offered to customers affected by 787 delays, including All Nippon Airways and Japan Airlines. Some aging 767s, exceeding 20 years in age, were also kept in service past planned retirement dates due to

8800-520: The first delivery to Delta Air Lines on October 25, 1982. The 767 entered service with United Airlines on September 8, 1982. The aircraft's first commercial flight used a JT9D-powered 767-200 on the Chicago-to-Denver route. The CF6-powered 767-200 commenced service three months later with Delta Air Lines. Upon delivery, early 767s were mainly deployed on domestic routes, including US transcontinental services. American Airlines and TWA began flying

8910-420: The flight engineer. The CRTs replace conventional electromechanical instruments found on earlier aircraft. An enhanced flight management system, improved over versions used on early 747s, automates navigation and other functions, while an automatic landing system facilitates CAT IIIb instrument landings in low visibility situations. The 767 became the first aircraft to receive CAT IIIb certification from

9020-520: The flight plan is constructed. These are defined via the ARINC 424 standard. The navigation database (NDB) is normally updated every 28 days, in order to ensure that its contents are current. Each FMS contains only a subset of the ARINC / AIRAC data, relevant to the capabilities of the FMS. The NDB contains all of the information required for building a flight plan, consisting of: Waypoints can also be defined by

9130-461: The fuel is burned, there are multiple methods for fuel savings. As an aircraft burns fuel it gets lighter and can cruise higher where there is less drag. Step climbs or cruise climbs facilitate this. VNAV can determine where the step or cruise climbs (in which the aircraft climbs continuously) should occur to minimize fuel consumption. Performance optimization allows the FMS to determine the best or most economical speed to fly in level flight. This

9240-526: The horizontal tail. The 767-400ERX would offer the capacity of the Airbus A330-200 with 3% lower fuel burn and costs. Boeing cancelled the variant development in 2001. Kenya Airways then switched its order to the 777-200ER. 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

9350-433: The inability to retract the landing gear because of a hydraulic fluid leak. The prototype was used for subsequent flight tests. The 10-month 767 flight test program utilized the first six aircraft built. The first four aircraft were equipped with JT9D engines, while the fifth and sixth were fitted with CF6 engines. The test fleet was largely used to evaluate avionics, flight systems, handling, and performance, while

9460-570: The initial position is also required. The pilot uses the FMS to modify the flight plan in flight for a variety of reasons. Significant engineering design minimizes the keystrokes in order to minimize pilot workload in flight and eliminate any confusing information (Hazardously Misleading Information). The FMS also sends the flight plan information for display on the Navigation Display (ND) of the flight deck instruments Electronic Flight Instrument System ( EFIS ). The flight plan generally appears as

9570-488: The largest order for the type. With the announcement FedEx confirmed that it has firm orders for 106 of the freighters for delivery between 2018 and 2023. In February 2018, UPS announced an order for 4 more 767-300Fs to increase the total on order to 63. 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

9680-447: The longer duration, and all available engines received approval by 1993. Regulatory approval spurred the expansion of transoceanic flights with twinjet aircraft and boosted the sales of both the 767 and its rivals. The 767 has been produced in three fuselage lengths. These debuted in progressively larger form as the 767-200, 767-300, and 767-400ER. Longer-range variants include the 767-200ER and 767-300ER, while cargo models include

9790-671: 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 (950 km; 604 mi) to 6,150 nmi (11,390 km; 7,080 mi), with an additional fuel tank of 2,145 U.S. gallons (8,120 L) in

9900-412: The manufacturer's previous aircraft. The wings provided higher-altitude cruise performance, added fuel capacity, and expansion room for future stretched variants. The initial 767-200 was designed for sufficient range to fly across North America or across the northern Atlantic, and would be capable of operating routes up to 3,850 nautical miles (7,130 km; 4,430 mi). The 767's fuselage width

10010-402: The most economical use of their fuel. Originally, a simple cruise climb was used by pilots. This amounted to a simple, continuous, very gradual climb from an initial cruise altitude to a final cruise altitude, and made the most efficient use of fuel. However, with increasing air traffic and the assignment of distinct flight levels to specific flights, airways , and directions of flight, it

10120-417: The most efficient altitude for a small general aviation aircraft may be only some 300–1000 meters (a few thousand feet) above the ground, and increasing altitude may diminish efficiency rather than improve it (propellers tend to lose efficiency in thinner air, and many small general aviation aircraft lack supercharging , effectively decreasing the engine's compression pressure , and therefore efficiency , as

10230-415: The most fuel-efficient cruise (at the desired speed) at the start of a long flight, when the aircraft is fully loaded with fuel, is not the same as the altitude that provides the best efficiency at the end of the flight when most of the fuel aboard has been burned. This latter altitude is usually significantly higher than the former. By climbing gradually throughout the cruise phase of a flight, pilots can make

10340-469: The need for connecting flights. 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. In February 1990, the first 767 equipped with Rolls-Royce RB211 turbofans, a 767-300, was delivered to British Airways . Six months later, the carrier temporarily grounded its entire 767 fleet after discovering cracks in

10450-516: The path. Since the throttles are at idle this will modulate the speed. Normally the FMS allows the speed to vary within a small band. After this, either the throttles advance (if the aircraft is below path) or the FMS requests speed brakes with a message, often "DRAG REQUIRED" (if the aircraft is above path). On Airbus aircraft, this message also appears on the PFD and, if the aircraft is extremely high on path, "MORE DRAG" will be displayed. On Boeing aircraft, if

10560-401: The pilot(s) along the route or by reference to other waypoints with entry of a place in the form of a waypoint (e.g. a VOR, NDB, ILS, airport or waypoint/intersection). The flight plan is generally determined on the ground, before departure either by the pilot for smaller aircraft or a professional dispatcher for airliners. It is entered into the FMS either by typing it in, selecting it from

10670-467: The replacement of an evacuation slide latch, and the repair of a tailplane pivot to match production specifications. 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. Ethiopian Airlines placed the first order for the type in December 1982. Featuring increased gross weight and greater fuel capacity,

10780-403: The role of the flight engineer by enabling the pilot and co-pilot to monitor aircraft systems directly. Despite the promise of reduced crew costs, United Airlines initially demanded a conventional three-person cockpit, citing concerns about the risks associated with introducing a new aircraft. The carrier maintained this position until July 1981, when a US presidential task force determined that

10890-513: The same direction. In most modern commercial airliners, computers such as flight management systems (FMS) calculate and/or execute the proper steps in a step climb, in order to maximize the efficiency realized by the technique. Step and cruise climbs are not normally applicable to lower-flying aircraft propelled by conventional piston engines with propellers or turboprops , since their performance characteristics may be very different from those of turbofan or jet engined aircraft. In fact,

11000-817: The sixth aircraft was used for route-proving flights. During testing, pilots described the 767 as generally easy to fly, with its maneuverability unencumbered by the bulkiness associated with larger wide-body jets. 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. The first delivery occurred on August 19, 1982, to United Airlines. The CF6-powered 767-200 received certification in September 1982, followed by

11110-527: The stretched 767-300 in 1983 and the extended-range 767-300ER in 1984. Both models offered a 20 percent passenger capacity increase, while the extended-range version was capable of operating flights up to 5,990 nautical miles (11,090 km; 6,890 mi). Japan Airlines placed the first order for the -300 in September 1983. Following its first flight on January 30, 1986, the type entered service with Japan Airlines on October 20, 1986. The 767-300ER completed its first flight on December 9, 1986, but it

11220-498: Was US$ 217.9 million for a -300ER, and US$ 220.3 million for a -300F. Production of the 767 was expected to cease by the end of 2027 due to more stringent emissions and noise limits that will go into effect in 2028. However, as of May 2024 , the US Congress is 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

11330-444: Was intended to transport large numbers of passengers between major cities. 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. 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

11440-419: Was not until March 1987 that the first firm order, from American Airlines, was placed. The type entered service with American Airlines on March 3, 1988. The 767-300 and 767-300ER gained popularity after entering service, and came to account for approximately two-thirds of all 767s sold. Until the 777's 1995 debut, the 767-300 and 767-300ER remained Boeing's second-largest wide-bodies behind the 747. Buoyed by

11550-409: Was proposed to Lauda Air . Increased gross weight and a tailplane fuel tank would have boosted its range by 11,100 to 12,025 km (5,990 to 6,490 nmi; 6,900 to 7,470 mi), and GE could offer its 65,000–68,000 lbf (290–300 kN) CF6 -80C2/G2. Rolls-Royce offered its 68,000–72,000 lbf (300–320 kN) Trent 600 for the 767-400ERX and the Boeing 747X . Offered in July,

11660-430: Was rolled out on August 4, 1981. 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). On September 26, 1981, the prototype took its maiden flight under the command of company test pilots Tommy Edmonds, Lew Wallick, and John Brit. The maiden flight was largely uneventful, save for

11770-465: Was set midway between that of the 707 and the 747 at 16.5 feet (5.03 m). While it was narrower than previous wide-body designs, seven abreast seating with two aisles could be fitted, and the reduced width produced less aerodynamic drag. The fuselage was not wide enough to accommodate two standard LD3 wide-body unit load devices side-by-side, so a smaller container, the LD2, was created specifically for

11880-558: Was suspended in March 2004 amid a conflict of interest scandal , 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. The first KC-767s were delivered in 2008 to the Japan Self-Defense Forces. In late 2002, after airlines expressed reservations about its emphasis on speed over cost reduction, Boeing halted development of

11990-480: Was the first aircraft to be used on transatlantic ETOPS flights, beginning with TWA on February 1, 1985, under 90-minute diversion rules. Deliveries for the variant totaled 128 aircraft. There were 52 examples of the model in commercial service as of July 2018 , almost entirely as freighter conversions. The type's competitors included the Airbus A300 and A310. Step climb A step climb in aviation

12100-572: Was ultimately not offered for sale, as its capacity was too close to the 757's seating, while the 777 trijet was eventually dropped in favor of standardizing the twinjet configuration. In the late 1970s, operating cost replaced capacity as the primary factor in airliner purchases. As a result, the 767's design process emphasized fuel efficiency from the outset. Boeing targeted a 20 to 30 percent cost saving over earlier aircraft, mainly through new engine and wing technology. As development progressed, engineers used computer-aided design for over

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