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Boeing 767-400ER

Type (Muster)
Long-range widebody airliner (Langstrecken-Verkehrsflugzeug)

Country (Land)

Manufacturer (Hersteller)
Boeing Commercial Airplane Group
PO Box 3707
Seattle, WA 98124

Phone: 001-206/237-2121
Fax: 001-206/237-1706

General (Allgemeine Angaben)
Crew (Besatzung): 2
Passengers (Passagiere): 245 in three-class interior (20 first, 50 business and 175 economy-class) or 304 in two-class configuration (28 first and 276 economy) or 327 in all-economy (81 cm seat pitch)
or 375 in a single-class charter layout.
Cargo (Fracht): Five pallets, 18 LD-2 containers and bulk or 38 LD-2 containers and bulk in lower holds

Power plant (Antrieb): The 767-400ER is available with Pratt and Whitney PW4062 or General Electric CF6-80C2B7F1 or CF6-80C2B8F engines.
The Longer Range 767-400ER is offered with Rolls-Royce Trent 600 or GE/Pratt & Whitney GP7172 engines in the 72000 lbs thrust class
Thrust (Schub): Boeing quotes thrust figures of 63300 lbs for the Pratt engine or 62100 lbs (276 kN) to 63500 lbs for the General Electric powerplants.

Dimensions (Abmessungen)
Length (Länge): 61,37 m
Height (Höhe): 16,87 m
Span (Spannweite): 51,92 m
Wing area (Flügelfläche): 290,7 sq m

Cabin width (Kabinenbreite): 4,72 m
Cabin height (Kabinenhöhe): 2,87 m

Weights (Massen)
Operating weight empty (Einsatz-Leermasse): 103145 kg with Pratt engine or 103100 kg with General Electric CF6s
Max. payload (max. Zuladung): 101560 kg
Max. fuel (Max. Kraftstoff): 91377 l (24140 US gal). The Longer Range 767-400ER carries an additional 8270 litres in the horizontal tail
Max. zero fuel weight (max. Masse ohne Kraftstoff): 149685 kg
Max. ramp weight (max. Masse am Boden): 181890 kg or 204570 kg as an option
Max. take-off weight (Max. Startmasse): 181440 kg or 204120 kg as an option. Further growth to 208840 kg possible. The Longer Range 767-400ER should take-off at 210920 kg.
Max. landing weight (Max. Landemasse): 158760 kg

Performance (Flugleistungen)
Normal cruise speed (Reisegeschwindigkeit): Mach 0.8
Approach speed (Anfluggeschwindigkeit): 149 kts (275 km/h)
Initial cruise altitude (anfängliche Reiseflughöhe): 10577 m or 9815 m at optional weight
Take-off field length (Startstrecke): 2454 m or 2525 m (GE engine) for the normal take-off weight, 3444 m or 3383 m (GE engine) at optional take-off weight, sea level at 30 deg C. The Longer Range 767-400ER needs 2930 m of runway
Landing field length (Landestrecke): 1768 m at max. landing weight
Range (Reichweite): 7980 km or 10415 km with optional maximum take-off weight, full passenger payload. The Longer Range 767-400ER will offer 11320 km range.
Fuel burn per seat (Kraftstoffverbrauch pro Sitz): 131,8 to 133,4 kg over a 3000 NM mission

Costs (Kosten)
The list price for the 767-400ER was quoted as 120 to 132,5 million US-Dollars in mid-2000. This is an increase on the 115 to 127 million US-Dollars quoted in mid-1999, and the 108,5 to 120 million US-Dollars mentioned in mid-1998.

Customers (Kunden)
By the time of the roll-out in August 1999, there were 54 orders from four customers:
  • Delta Air Lines signed up as launch customer on 20 March 1997, with an order for 21 aircraft plus 25 options, later expanded to 40. Deliveries were scheduled from May 2000, but did actually commence on August 29, 2000.
  • Continental has ordered 26
  • GECAS has ordered two. In November 1999 it was reported that these orders were switched to other Boeing models
  • International Lease Finance has ordered five. In November 1999 it was reported that ILFC had switched the aircraft to 767-300ER models.
  • Kenya Airways is named as the first customer for the Longer Range 767-400ER, for delivery in May 2004

Competitors (Konkurrenz)
Airbus A330-200

Remarks (Bemerkungen)
The 767-400 Extended Range is the latest derivative in the Boeing 767 family of widebody twinjets, sized between the 767-300 and the 777-200. It is targeted as a replacement for aging L-1011, DC-10-30 and A300 airliners. Boeing claims that it offers a four per cent lower operating cost than the A330-200. The 767-400 design team aimed for minimum changes, but to achieve performance goals, some deeper modifications were necessary. Main differences are:
  • stretched and strengthened fuselage, with 3,36 m plug in front of the wing and 3,07 m aft to accomodate 15 - 20 more passengers
  • new 2,35 m highly-swept wing tips, to give more lift. Each wing tip weighs approximately 68 kg. The aircraft can be operated with and without wingtips.
  • strengthened wing box with incresed-gauge skins and thicker ribs and spars
  • modernized interior layout (777 style) with pivot-type overhead bins
  • flight deck upgrade with six flat-panel displays from Honeywell (20 x 20 cm), to mimic either the 757/767 EFIS or the 747-400 and 777 formats
  • all new, longer main landing gear (0.46 m), to avoid undesirable effects on field-lengths
  • more powerful Allied Signal 331-400 APU, delivering up to 120kVA
  • new air conditioning packs from Hamilton Sundstrand

History (Geschichte)
767-400X design studies were first revealed at the Dubai air show in 1995. The main customer targeted was Delta Air Lines, which was seeking a TriStar replacement. Official programme launch was approved in January 1997, with the design work being shared by the former McDonnell Douglas airliner unit at Long Beach.
A firm design configuration was achieved in January 1998 after consultation with airlines. They demanded inclusion of a new interior and and upgraded flight deck, which now features six flat-panel displays in a layout similar to the 777.
Final assembly of the first 767-400ER started in February 1999, and the aircraft was rolled out on August 26, 1999 at the Everett plant.
First flight followed on October 9, 1999 with Capt. Buzz Nelson, 767 Program chief pilot, and first officer Capt. John Cashman, Flight Crew Operations director, in the cockpit. Liftoff of VQ001 was at 12:10 p.m. local time. A crowd of Boeing employees stood along the runway and cheered. During the flight, which lasted about five hours, Nelson and Cashman conducted a series of tests on the airplane systems and structures. They landed at Boeing Field near downtown Seattle.
The debut flight signalled the beginning of what should have been a six-and-a-half-month flight-test program. Time to certification eventually took more than nine months, involving three aircraft:
  • VQ001 was used primarily to test and certify the basic airplane handling qualities. Four data stations on board the airplane recorded parameters such as engine performance, flight-control surface angles, acceleration, temperature and structural stress. The most unusual fixtures in the airplane interior are keg-shaped water barrels, used to simulate the weight of passengers and baggage. For certain tests, water is pumped between barrels to rapidly change the airplane's center of gravity. Total test time of VQ001 was around 500 hours. It will be refurbished and handed over to Delta.
  • VQ002 served as the test and certification airplane for most of the aerodynamic performance and avionics testing. The airplane was outfitted with a fin trailing cone airspeed system and onboard instrumentation to measure performance. Total test time was around 400 hrs. It will be refurbished and handed over to Delta.
  • The third airplane, VQ003, was the only one with a full cabin interior during flight testing. This airplane was used for systems development and certification, as well as smoke detection tests. Total test time was about 200 hrs. It will be refurbished and handed over to Delta.
  • VQ004 was added late in the programme to test some in-flight entertainment and cabin outfit issues. It flew in late June 2000.
Approximately 400 Boeing employees were involved at various phases of the flight-test program, including at least six pilots, 110 Flight Test engineers and 300 employees from other disciplines.
Certification was targeted for 13 April 2000, with first deliveries to Delta Air Lines following in May, but FAA approval finally came on 20 July, after 1150 flight test hours and 1200 ground test hours. It included certification for 180-minute ETOPS operations. One of the reasons for the delay was an engineers stirke at the company in early 2000. The formal stamp of approval from Europe's Joint Aviation Authorities (JAA) followed on July 25.
Boeing and Delta Air Lines celebrated the delivery of the airline's first Boeing 767-400ER (extended range) airplanes on August 29, 2000. On August 31, Boeing delivered the first of 26 767-400ERst to Continental Airlines. Three more were scheduled for the rest of the year, with the balance following between 2001 and 2005. Continental is using the 767-400ER to replace retiring DC-10s on routes to Europe and Latin America. Service with the 767-400ER started on 14 September 2000.
On 13 September 2000, Boeing announced that it is committed to production of a new longer-range version of the 767-400ER that will allow airline customers to offer passengers more point-to-point service. The new version flies the equivalent range of the smaller extended-range -300ER, but has the capacity of the larger -400ER. Agreements with Rolls-Royce and the General Electric-Pratt & Whitney Engine Alliance to provide engines for the longer-range -400ER were the final pieces needed to commit this airplane to production. The longer-range 767-400ER offers seating for 245 passengers in three classes -- the same as the current -400ER -- but will fly 7,080 miles (6,150 nautical, 11,390 kilometers), an increase of almost 600 miles (515 nautical, 950 kilometers).
In March 2001 the Longer-Range 767-400ER (extended range) program had completed low-speed, wind-tunnel tests at the University of Washington. The tests focused on aerodynamic characteristics of the nacelles that encase the new, larger and more powerful engines being developed for the newest model in the Boeing 767 family of jetliners. More than 40 hours of low-speed testing - up to 0.2 Mach - were conducted at the University of Washington Aeronautical Laboratory. More than 200 additional hours of high-speed testing - from 0.4 Mach to 0.97 Mach - was completed last month at the U.S. Air Force's Arnold Engineering Development Center at Arnold Air Force Base, Tenn.
Fleet reliability of the 767-400ER in the first twelve months of operations (October 2000 to September 2001) was 98.3 per cent. As of 7 January 2002, 25 airplanes were in service with Delta and Continental. They had accumulated 68062 fleet hours with a daily utilization of 9.16 hours.

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Last updated 4 March 2002
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