Country of origin:

United States of America

Description:

Long-range commercial airliner

Power Plant:

Two 61,500 lbst General Electric CF6-80C2B6 turbofans

Specifications:

History:

Following the success of the Model 767 wide-body twin-engine transport Boeing considered increasing the aircraft’s capacity by introducing the Model 767-300, an announcement being made in February 1983 that this model would be launched, the first order being received from Japan Air Lines (JAL). The fuselage was lengthened by 6.42 m (21 ft 1 in) by means of plugs ahead and behind the wing and passenger capacity was increased to 269 in a two-class layout. Some structural strengthening was required, and gross weight was set initially the same as the Model 767-200ER, at 159,215 kg (351,000 lb).

In February 1982 Boeing announced it was developing the Model 767-300, which was 6.42 m (21 ft 1 in) longer than the Model 767-200ER. The first Model 767-300 was flown on 30 January 1986 with Pratt & Whitney JT9D-7R4D engines, certifications with these and General Electric CF6-90A2 engines being received on 22 September that year.  Other engines became available to be installed, including Pratt & Whitney JT9D-7R4s and JT9D-7REs, Pratt & Whitney PW4050 and PW4052, General Electric CF6-80A, CG6-80A2 and CF6-80C2B2, and Rolls Royce RB.211-524G, etc, ranging in power from 50,000 lbst to 60,000 lbst. British Airways then ordered a fleet with the RB.211-524H engine, the first of this model flying on 23 May 1989.

A logical step in the development of the type was the Model 767-300ER, which was launched in 1984, this being initially certificated at a weight of 172,368 kg (280,000 lb), certification later including the General Electric CF6-80C2B2, CF6-80C2B4 and Pratt & Whitney PW4056 engines. Subsequently the 767-300ER variant was flown on 19 December 1986. Further variants appeared, including the Model 767-300F General Market Freighter, which variants received gross weight approvals of 175,543 kg (387,000 lb) up to 184,615 kg (407,000 lb) which could achieve a design range of 11,110 km (6,904 miles).

In 1987 Qantas ordered the Model 767-338ER, deliveries commencing in August 1988, this model being lengthened by 7 m (23 ft) and being able to carry 251 passengers, being fitted with 60,800 lbst General Electric CF6-80C2B6 engines. A variety of engines was available on this series, the extended range variants, being available with Pratt & Whitney PW4050, PW4052 and PW4056 engines of 50,000 lbst to 56,750 lbst, and General Electric CF6-80C2B4F engines of 57,900 lbst.

Qantas Boeing 767s operated on routes from Perth, WA to Tokyo in Japan, Shanghai in China and Taiwan as well as on regional long-haul routes in a two-class configuration.

In 1996 work commenced on the Boeing 767-400ER series. Main difference between this and the previous model was a 6.4 m (21 ft) fuselage extension, which increased seating capacity to 245, and extended 2.34 m (7 ft 8 in) raked wingtips which improved aerodynamic efficiency. Winglets had been considered but it was decided the extended wings were more efficient. This new model had a new cockpit using Boeing 777 technology, featuring six colour multi-function displays. First flight of this model was made in September 2000. More than 900 Boeing 767s of all models were built.

In late 1997 Air New Zealand’s ninth Model 767-300ER made a non-stop record breaking flight from Everett in Seattle, Washington to Christchurch, NZ. In early 2000 Air New Zealand acquired a 50 per cent shareholding in Ansett Holdings and its subsidiary, Ansett Australia. During that year it was operating its own Boeing 767s as well as a Model 767-300ER SP-LAA on short term lease from LOT-Polish Airlines, the aircraft being painted in Air New Zealand colours, this being the former Ansett Model 767-200ER VH-RMC.

The first Qantas Model 767-338ER VH-OGA was flown on 26 August 1988, arriving in Sydney on its delivery flight on 1 September 1988 and entering service soon thereafter, this model aircraft being fitted with General Electric CF6-80C2B6 turbofan engines. Later Qantas obtained seven British Airways Model 767-338ERs to increase its fleet, these being Rolls Royce RB.211 engined aircraft, all of which were painted in Qantas markings and registered in the VH-ZX block. The entry into service of the Boeing 767-300ER enabled Qantas to obtain 180 minute EROPS, thus enabling these aircraft to fly from Australia to the US via Hawaii, as well as Sydney to Tokyo in Japan, Sydney to Beijing in China, and Sydney to Bombay in India.

The Qantas fleet of Boeing 767-338ERs initially had the name ‘City of’ painted on the aircraft but eventually this was deleted and just the city name appeared on the aircraft. However, when Australian Airlines ceased operations in mid 2006 and the aircraft were repainted in Qantas markings, the names were changed to ‘City of’ again.

The aircraft included VH-OGA (c/n 24146 – ‘City of Whyalla’); VH-OGB (c/n 24316 – ‘City of Kalgoorlie’, later ‘Boulder’); VH-OGC (c/n 24317 – ‘City of Bendigo’); VH-OGD (c/n 24407 – City of Maitland); VH-OGE (c/n 24531 – ‘City of Orange’); VH-OGF (c/n 24853 – ‘City of Lismore’); VH-OGG (c/n 24929 – ‘City of Rockhampton’) and VH-OGH c/n 24930 – ‘City of Parramatta’).

VH-OGI (c/n 25246 – ‘City of Port Augusta’ whilst with Australian Airlines, keeping this name when returned to Qantas); VH-OGJ (c/n 25274 – ‘City of Port Macquarie’ whilst with Australian, keeping the name when it returned); VH-OGK (c/n 25316 – ‘City of Mackay’ whilst with Australian); VH-OGL (c/n 25363 – ‘City of Wangaratta’ whilst with Australian); VH-OGM (c/n 25375 – ‘City of Bundaberg’); VH-OGN (c/n 25576 – ‘Partnership’); VH-OGO (c/n 25577 – ‘Unity’); VH-OGP (c/n 28153 – ‘Forbes’); VH-OGQ (c/n 28154 – ‘Birdsville’); VH-OGR (c/n 28724 – ‘Port Macquarie’, later ‘Corowa’); VH-OGS (c/n 28725 – ‘Roma’, ‘City of Darwin’, later ‘City of Mildura’); VH-OGT (c/n 29117 – ‘Maroochydore’); VH-OGU (c/n 29118 – ‘Byron Bay’) and VH-OGV (c/n 30186 – ‘Swan Hill’).

The ex-British Airways aircraft were VH-ZXA (c/n 24337 – ‘Jervis Bay’); VH-ZXB (c/n 24338 – ‘Bourke’); VH-ZXC (c/n 24339 – ‘Stanwell Park’); VH-ZXD (c/n 24342 – ‘Port Campbell’); VH-ZXE (c/n 24343 – ‘Mornington’); VH-ZXF (c/n 24203 – ‘St Helens’) and VH-ZXG (c/n 25443 – ‘Karratha’).

The Air New Zealand fleet included Model 767-319s ZK-NCE (c/n 24875), ZK-NCF (c/n 24876), ZK-NCG (c/n 26912), ZK-NCH (c/n 26264), ZK-NCI (c/n 26913), ZK-NCJ (c/n 267915), ZK-NCK (c/n 26971), ZK-NCL (c/n 28745), ZK-NCN (c/n 29388) and ZK-NCO (c/n 30586). As the company took delivery of its Boeing 777s the 767s were withdrawn from service and sold or returned to leasing companies. After retirement a few were stored in the open in Alice Springs, NT these including ZK-NCJ, ZK-NCG and ZK-NCI. In February 2017 ZK-NCJ became N930WE and was flown to Ohio in the United States where it was converted to freighter configuration.

Air New Zealand also operated a Model 767-204ER as ZK-NBI (c/n 23072), a former Brittania Airways aircraft, from May 1990 to 1997 on lease from Air Europa of Spain. Air Niugini obtained a Model 767-241ER in July 2010 P2-PXV (c/n 30341). A number of ex Qantas Boeing 767-338ERs after retirement from passenger services were converted to freight configuration in the United States for Cargo Aircraft Management of Orlando, Florida.

By 2012 Qantas was retiring its Boeing 767-338s as they came to the end of their service, the aircraft being exported including VH-OGA, VH-OGB, VH-OGC, VH-OGD and VH-OGF, also being sold to Cargo Aircraft Management. The fleet was winding down by late 2014, and the last international flight was made by VH-OGU from Honolulu, Hawaii to Sydney, NSW on 13 September 2014. On 27 December 2014 four of the remaining five Boeing 767s made their final passenger flights with Qantas, the last flight being by VH-OGL with the flight number QFA767 from Tullamarine, VIC to Sydney on that date.