We took a detailed look at the #Boeing 747 in our post of May 16 titled “Queen of the Skies.” The “jumbo” was introduced in 1970, and was the first commercial passenger jet wide enough to feature a twin-aisle cabin. Just 2 years later, the manufacturer began a development study, code-named 7X7, for a new wide body airliner intended to replace the B707 and other early generation, narrow body jetliners. This aircraft would also provide twin aisle seating but in a smaller fuselage design than their existing 747s, or the 3 engine, wide body DC-10s from #boeing_douglas (then McDonnell Douglas) or the L-1011 Tristar from #LockheedMartin. To help defray the high cost of development, Boeing signed risk-sharing agreements with the Italian corporation Aeritalia and the Civil Transport Development Corporation (CTDC), a consortium of Japanese aerospace companies. This marked Boeing’s first major international joint venture and both Aeritalia and the CTDC received supply contracts in return for their early participation.
The initial 7X7 was conceived as a short takeoff and landing airliner intended for short distance flights. Customers were unenthusiastic about that concept, leading to is redefinition as a mid-size, transcontinental-range airliner. At this stage, Boeing was unsure whether to feature 2 or 3 engines on the new plane but by 1976, a twin engine layout similar to the one that debuted on the A300, became the baseline configuration. The decision to use 2 engines reflected increased industry confidence in the reliability and economics of new-generation jet power plants. Advancements in civil aerospace technology, including high-bypass-ratio turbofan engines, aerodynamic improvements and lighter construction materials were all to be applied to the 7X7. This airliner became the first Boeing wide body to be designed with a two-crew, digital glass cockpit. Cathode-ray tube color displays and new electronics replaced the role of the flight engineer by enabling the pilot and co-pilot to monitor aircraft systems directly.
In January of 1978, Boeing announced a major extension of its Everrett factory, then solely dedicated to manufacturing the 747, to accommodate its new wide body family. The new jetliner received the 767 model designation in the following month and several types were initially planned: a 767-100 with 190 seats and a 767-200 with 210 seats. A trijet 767MR/LR version with 200 seats intended for intercontinental routes was also on the drawing board but was subsequently renamed 777 for differentiation purposes. The Boeing 767 was officially launched on July 14, 1978, when #united Airlines ordered 30 of the 767-200 variant, followed by 50 more orders from #AmericanAir and #delta Air Lines later that same year. The 767-100 was ultimately not offered for sale as its capacity was too close to the 757's seating while the 777 trijet was eventually dropped in favor of standardization around the twinjet configuration. So, after all that, the first model was actually the 767-200.
The new aircraft first entered service with United Airlines on September 8, 1982 on the Chicago to Denver route. Delta Air Lines began flying the plane 3 months later while it entered service with both American Airlines and #FlyTransWorld (TWA) later that same year. #AirCanada, #ChinaairlinesEN and #El_AL_AIRLINES began operating the jetliner in 1983. Early 767s were mainly deployed on domestic routes, including transcontinental service while international carriers used it for their medium-traffic, long distance flights. The aircraft’s introduction was relatively smooth with few operational glitches. Airlines reported generally favorable ratings for its sound levels, interior comfort and economic performance.
Seeking to capitalize on its new wide body’s growth potential, Boeing offered an extended-range model, the 767-200ER, in its first year of service. Featuring increased gross weight and greater fuel capacity, the extended-range model could carry heavier payloads at distances up to 6,385 nautical miles and was targeted at overseas customers. It entered service with El Al in March of 1984. The 767-300 was first ordered in 1986. It was followed by its extended-range model first delivered in 1988 which proved to be the most popular variant. A freighter version came on the scene in 1995 and was stretched yet again in September of 2000 into what is now the 767-400ER. Today, the primary users of the 767 twinjet are American Airines, Delta Air Lines and United Airlines, while freighter versions with intercontinental range are flown by #UPS and #FedEx Express. These freighters have a high-capacity cargo arrangement on both main deck and lower hold to carry 59 tons of revenue cargo with intercontinental range.
In the mid-1980s, the 767 made aviation history and spearheaded the growth of twinjet flights across the North Atlantic. The Federal Aviation Administration (FAA) regulations then governing extended-range twinjet operations performance standards (ETOPS) stipulated that their overwater flight paths could be no more than 90 minutes away from diversion airports. In May of 1986, the FAA granted its first approval for 120-minute ETOPS flights to 767 operators on an individual basis starting with TWA. This allowed the aircraft to fly overseas routes at up to two hours distance from land. The larger safety margins were permitted because of the improved reliability demonstrated by the two turbofan engines. ETOPS flights up to 180 minutes were approved in 1989. This enhanced regulatory approval reduced flying time, spurred the expansion of transatlantic 767 flights and boosted sales of the aircraft. I fondly recall flying TWA 767s across the Atlantic beginning in the late 1980s and remember marveling at how quickly only 2 engines were safely ferrying us across so much ocean.
As new 767s roll off the assembly line, older models have been retired, stored or scrapped. One complete aircraft, tail number N102DA, the first 767-200 to operate for Delta Air Lines and the 12th to be built, is currently on display at the Delta Flight Museum in Atlanta. The exhibition aircraft was named “The Spirit of Delta” by the employees who helped purchase it in 1982 as a gift to the company. They successfully raised some $30 million. Delta employees from every city across their-then network were brought together to be involved in the airplane's unveiling. After flying Delta's skies for over 2 decades, it was withdrawn from service in 2006 and first stored at Atlanta’s Hartsfield-Jackson International Airport. The aircraft later underwent restoration at the nearby Delta Flight Museum and the refurbishment was completed in 2010. That storied airplane would be something to see and the museum is on my "bucket list" for sometime in the future.
In early February of 2011, hundreds of Boeing employees were joined by retirees who worked on the very first 767. They gathered at the company’s factory in Everett, Washington to celebrate the completion of the 1,000th aircraft. Just a few weeks later, the US Air Force awarded Boeing a contract to develop a new tanker, based on the 767, designed to replace their aging KC-135 fleet. Looking back over nearly 50 years, we see this aircraft, one of the most successful in the history of their Boeing Commercial Airplanes Division, has evolved to meet changing market requirements. While doing so, the company’s also incorporated advanced avionics, aerodynamics, materials and propulsion into every 767 passenger airplane that’s rolled off their assembly line. It's also the only Boeing product that serves the freighter, passenger and tanker markets.
Until next time...stay safe.
Quite an extensive review and chock full of information. A wonderful tribute to the Boeing product line. Seems like it holds a special place in your heart.