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User Manual: PS-767

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767
Airplane Characteristics for

Airport Planning

Boeing Commercial Airplanes

D6-58328
SEPTEMBER 2005 i

767 AIRPLANE CHARACTERISTICS FOR AIRPORT PLANNING
LIST OF ACTIVE PAGES
Page
Original
1 to 90

Date
Preliminary
April 1979

Rev A
1 to 96

Preliminary
July 1980

Rev B
1 to 106

July 1981

Rev C
1 to 106

April 1983

Rev D
1 to 126

December 1983

Rev E
1 to 204

January 1986

Rev F
1 to 176

February 1989

Rev G
1 to 200

December 2003

Rev H
1 to 268

September 2005
All Pages

Page
182
214-219
3

Date
June 2010
June 2010
May 2011

D6-58328
ii

MAY 2011

Page

Date

TABLE OF CONTENTS
SECTION

TITLE

PAGE

1.0
1.1
1.2
1.3

SCOPE AND INTRODUCTION
Scope
Introduction
A Brief Description of the 767 Family of Airplanes

1
2
3
4

2.0
2.1
2.2
2.3
2.4
2.5
2.6
2.7

AIRPLANE DESCRIPTION
General Characteristics
General Dimensions
Ground Clearances
Interior Arrangements
Cabin Cross-Sections
Lower Cargo Compartments
Door Clearances

7
8
15
19
23
30
32
37

3.0
3.1
3.2
3.3
3.4

AIRPLANE PERFORMANCE
General Information
Payload/Range for Long-Range Cruise
F.A.R. Takeoff Runway Length Requirements
F.A.R. Landing Runway Length Requirements

45
46
47
57
93

4.0
4.1
4.2
4.3
4.4
4.5
4.6

GROUND MANEUVERING
General Information
Turning Radii
Clearance Radii
Visibility from Cockpit in Static Position
Runway and Taxiway Turn Paths
Runway Holding Bay

103
104
105
108
109
110
115

5.0
5.1
5.2
5.3
5.4
5.5
5.6
5.7
5.8

TERMINAL SERVICING
Airplane Servicing Arrangement - Typical Turnaround
Terminal Operations - Turnaround Station
Terminal Operations - En Route Station
Ground Servicing Connections
Engine Start Pneumatic Requirements - Sea Level
Ground Pneumatic Power Requirements
Conditioned Air Flow Requirements
Ground Towing Requirements

117
118
123
129
132
139
144
147
151

D6-58328
SEPTEMBER 2005 iii

TABLE OF CONTENTS (CONTINUED)

SECTION

TITLE

PAGE

6.0
6.1
6.2

JET ENGINE WAKE AND NOISE DATA
Jet Engine Exhaust Velocities and Temperatures
Airport and Community Noise

153
154
177

7.0
7.1
7.2
7.3
7.4
7.5

181
182
185
188
191

7.8
7.9
7.10

PAVEMENT DATA
General Information
Landing Gear Footprint
Maximum Pavement Loads
Landing Gear Loading on Pavement
Flexible Pavement Requirements - U.S. Army Corps of
Engineers Method (S-77-1)
Flexible Pavement Requirements - LCN Method
Rigid Pavement Requirements Portland Cement Association Design Method
Rigid Pavement Requirements - LCN Conversion
Rigid Pavement Requirements - FAA Method
ACN/PCN Reporting System: Flexible and Rigid Pavements

8.0

FUTURE 767 DERIVATIVE AIRPLANES

225

9.0

SCALED 767 DRAWINGS

227

7.6
7.7

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SEPTEMBER 2005

198
201
204
207
211
214

1.0 SCOPE AND INTRODUCTION
1.1

Scope

1.2

Introduction

1.3

A Brief Description of the 767 Family of Airplanes

D6-58328
SEPTEMBER 2005

1

1.0

SCOPE AND INTRODUCTION

1.1 Scope
This document provides, in a standardized format, airplane characteristics data for general airport
planning. Since operational practices vary among airlines, specific data should be coordinated with
the using airlines prior to facility design. Boeing Commercial Airplanes should be contacted for any
additional information required.
Content of the document reflects the results of a coordinated effort by representatives from the
following organizations:
l

Aerospace Industries Association

l

Airports Council International - North America

l

Air Transport Association of America

l

International Air Transport Association

The airport planner may also want to consider the information presented in the "Commercial Aircraft
Design Characteristics – Trends and Growth Projections," available from the US AIA, 1250 Eye St.,
Washington DC 20005, for long-range pla nning needs. This document is updated periodically and
represents the coordinated efforts of the following organizations regarding future aircraft growth
trends:
l

International Coordinating Council of Aerospace Industries Associations

l

Airports Council International - North American and World Organizations

l

Air Transport Association of America

l

International Air Transport Association

D6-58328
2

SEPTEMBER 2005

1.2 Introduction
This document conforms to NAS 3601. It provides characteristics of the Boeing Model 767 airplane
for airport planners and operators, airlines, architectural and engineering consultant organizations,
and other interested industry agencies. Airplane changes and available options may alter model
characteristics; the data presented herein reflect typical airplanes in each model category.
For additional information contact:
Boeing Commercial Airplanes
P.O. Box 3707
Seattle, Washington 98124-2207
U.S.A.
Attention: Manager, Airport Technology
Mail Code 20-93

D6-58328
MAY 2011

3

1.3 A Brief Description of the 767 Family of Airplanes
The 767 is a twin-engine family of airplanes designed for medium to long range flights. It is powered
by advanced high bypass ratio engines. Characteristics unique to the 767 include:
l

Advanced aerodynamics

l

Stronger and lighter materials

l

Two-crew cockpit with digital flight deck systems

l

High bypass ratio engines

l

Twin-aisle seating

l

Extended range operations

767-200, -200ER
The 767-200 can carry up to 216 passengers and baggage over 3,900 nautical miles. The 767-200ER,
with the center fuel tanks can also carry 216 passengers and baggage on routes over 5,200 nautical
miles. Seating arrangement varies with airline option. Both airplane models have identical outside
dimensions.
767-300, -300ER
The 767-300 and -300ER are 21 feet 1 inch longer than the 767-200. The additional length enables
the airplane to carry more passengers. The -300ER is also fitted with center fuel tanks for additional
range. Except for the longer fuselage, the -300 and the -300ER have dimensions identical to the
-200 and -200ER.
The -300 and -300ER can be fitted with an optional mid-cabin door to facilitate loading and unloading
of passengers. This arrangement also allows alternate passenger accommodations, up to and
including maximum passenger capacity (exit limit).
767-300 Freighter
The 767-300 Freighter is equipped with a main deck cargo door that enables it to load cargo
containers and/or pallets on the main deck. The main deck can accommodate either a manual cargo
handling system or a powered transfer system (General Market Freighter). The 767-300 Freighter
does not have windows and doors, except for the left entry door for crew access.

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767-400ER
The 767-400ER is 21 feet longer than the 767-300. The -400ER is equipped with a new-generation
wing design and new engines to enable it to achieve long range operations along with the additional
payload.
Military Derivatives
The 767-200 airplane is also delivered for military uses. These derivatives are not mentioned in this
document because they are equipped with special equipment used for special missions. Some of the
external dimensions may be similar to the standard 767-200 airplane such that some of the data in this
document can be used.
Extended Range Operations (ETOPS)
The 767 can be equipped with special features to enable it to fly extended range operations in remote
areas. This feature is standard on the 767-400ER.
767 Engines
The 767 is offered with a variety of engines. These engines are high bypass ratio engines which are
more economical to maintain and are more efficient. See Table 1.3.1 for engine applicability.
Cargo Handling
The lower lobe cargo compartments can accommodate a variety of containers and pallets now used
in narrow-body and wide-body airplanes. The optional large forward cargo door (standard on the
767-200ER, 767-300ER, 767-300 Freighter, and 767-400ER) allow loading of 96- by 125-in (2.44 by
3.18 m) pallets and also split-engine carriage kits. In addition, bulk cargo is loaded in the aft cargo
compartment and the forward cargo compartment where space permits.
Ground Servicing
The 767 has ground service connections compatible with existing ground service equipment, and no
special equipment is necessary.
Document Applicability
This document contains data pertinent to all 767 airplane models (767-200/200ER/300/300ER/300
Freighter/400ER).

D6-58328
SEPTEMBER 2005

5

ENGINE
MODEL
(2 EACH)

RATED
SLST
THRUST
PER
ENGINE

JT9D-7R4D

48,000 LB
(21,772 KG)

CF6-80A

48,000 LB
(21,772 KG)

JT9D-7R4E

50,000 LB
(22,680 KG)

CF6-80A2

50,000 LB
(22,680 KG)

PW4052

50,200 LB
(22,770 KG)

CF6-80C2-B2

52,500 LB
(23,814 KG)

CF6-80C2-B4

57,900 LB
(26,263 KG)

PW4056

56,750 LB
(25,741 KG)

PW4060

60,000 LB
(27,216 KG)

CF6-80C2-B6

61,500 LB
(27,896 KG)

RB211-524G

58,000 LB
(26,308 KG)

RB211-524H

60,600 LB
(27,488 KG)

CF6-80C2B8F

60,600 LB
(27,488 KG)

CF6-80C2B7F1

60,600 LB
(27,488 KG)

PW4062

60,600 LB
(27,488 KG)

MAXIMUM DESIGN TAXI WEIGHT – 1,000 LB (1,000 KG)
767-200

767-200ER

284.0 (128.8)
302.0 (137.0)
312.0 (141.5)
317.0 (143.8)

337.0 (152.9)
347.0 (157.4)
352.2 (159.8)

302.0 (137.0)
312.0 (141.5)
317.0 (143.8)

767-300

347.0 (157.4)
352.0 (159.7)

767-300ER

767-300
FREIGHTER

NOT
AVAILABLE

NOT
AVAILABLE

337.0 (152.9)
347.0 (157.4)
352.2 (159.8)
381.0 (172.8)
388.0 (176.0)
396.0 (179.6)

767-400ER

NOT
AVAILABLE

NOT
AVAILABLE
NOT
AVAILABLE
NOT
AVAILABLE

337.0 (152.9)
347.0 (157.4)
352.2 (159.8)
381.0 (172.8)
388.0 (176.0)
396.0 (179.6)

NOT
AVAILABLE

381.0 (172.8)
388.0 (176.0)
401.0 (181.9)
409.0 (185.5)
413.0 (187.3)

381.0 (172.8)
388.0 (176.0)
401.0 (181.9)
409.0 (185.5)
413.0 (187.3)

347.0 (157.4)
352.0 (159.7)

NOT
AVAILABLE

451.0 (204.6)

NOTES:
1.

ENGINE/TAXI WEIGHT COMBINATIONS SHOWN ARE AS DELIVERED OR AS OFFERRED BY BOEING
COMMERCIAL AIRPLANES. CERTAIN ENGINES MAY NOT YET BE CERTIFICATED.

2.

CONSULT WITH USING AIRLINE FOR ACTUAL OR PLANNED ENGINE/WEIGHT COMBINATION.

3.

SEE SECTION 2.1 GENERAL CHARACTERISTICS FOR DETAILS ON SELECTED AIRPLANES.

1.3.1 BRIEF DESCRIPTION – ENGINE/WEIGHT COMBINATIONS
MODEL 767
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SEPTEMBER 2005

2.0 AIRPLANE DESCRIPTION
2.1

General Characteristics

2.2

General Dimensions

2.3

Ground Clearances

2.4

Interior Arrangements

2.5

Cabin Cross Sections

2.6

Lower Cargo Compartments

2.7

Door Clearances

D6-58328
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7

2.0 AIRPLANE DESCRIPTION
2.1 General Characteristics
Maximum Design Taxi Weight (MTW). Maximum weight for ground maneuver as limited by aircraft
strength and airworthiness requirements. (It includes weight of taxi and run-up fuel.)
Maximum Design Takeoff Weight (MTOW). Maximum weight for takeoff as limited by aircraft
strength and airworthiness requirements. (This is the maximum weight at start of the takeoff run.)
Maximum Design Landing Weight (MLW). Maximum weight for landing as limited by aircraft
strength and airworthiness requirements.
Maximum Design Zero Fuel Weight (MZFW). Maximum weight allowed before usable fuel and
other specified usable agents must be loaded in defined sections of the aircraft as limited by strength
and airworthiness requirements.
Spec Operating Empty Weight (OEW). Weight of structure, powerplant, furnishing systems,
unusable fuel and other unusable propulsion agents, and other items of equipment that are considered
an integral part of a particular airplane configuration. Also included are certain standard items,
personnel, equipment, and supplies necessary for full operations, excluding usable fuel and payload.
Maximum Structural Payload. Maximum design zero fuel weight minus operational empty weight.
Maximum Seating Capacity. The maximum number of passengers specifically certificated or
anticipated for certification.
Maximum Cargo Volume. The maximum space available for cargo.
Usable Fuel. Fuel available for aircraft propulsion.

D6-58328
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CHARACTERISTICS

UNITS

MAX DESIGN

POUNDS

284,000

302,000

312,000

317,000

KILOGRAMS

128,820

136,985

141,521

143,789

POUNDS

282,000

300,000

310,000

315,000

KILOGRAMS

127,913

136,078

140,614

142,882

POUNDS

257,000

270,000

270,000

272,000

KILOGRAMS

116,573

122,470

122,470

123,377

POUNDS

242,000

248,000

248,000

250,000

KILOGRAMS

109,769

112,491

112,491

113,398

SPEC OPERATING

POUNDS

174,110

177,000

176,550

176,650

EMPTY WEIGHT (2)

KILOGRAMS

78,975

80,286

80,082

80,127

MAX STRUCTURAL

POUNDS

67,890

71,000

71,450

73,350

KILOGRAMS

30,794

32,205

32,409

33,271

ONE-CLASS

FAA EXIT LIMIT = 255 (3)

MIXED CLASS

216 - 18 FIRST + 198 ECONOMY

TAXI WEIGHT
MAX DESIGN
TAKEOFF WEIGHT
MAX DESIGN
LANDING WEIGHT
MAX DESIGN ZERO
FUEL WEIGHT

PAYLOAD
SEATING
CAPACITY
MAX CARGO
- LOWER DECK
USABLE FUEL

NOTES:

MODEL 767-200 (1)

CUBIC FEET

3,070

3,070

3,070

3,070

CUBIC METERS

86.9

86.9

86.9

86.9

US GALLONS

12,140

16,700

16,700

16,700

LITERS

45,955

63,217

63,217

63,217

POUNDS

81,338

111,890

111,890

111,890

KILOGRAMS

36,894

50,753

50,753

50,753

(1)

SPEC WEIGHT FOR TYPICAL ENGINE/WEIGHT CONFIGURATION SHOWN
SEE TABLE 1.3.1 FOR COMBINATIONS AVAILABLE. CONSULT WITH AIRLINE FOR SPECIFIC
WEIGHTS AND CONFIGURATIONS.
(2) TYPICAL OPERATING EMPTY WEIGHT SHOWN. ACTUAL WEIGHT WILL
DEPEND ON SPECIFIC AIRLINE CONFIGURATION.
(3) 290 WITH SECOND OVERWING EXIT DOOR.

2.1.1 GENERAL CHARACTERISTICS
MODEL 767-200
D6-58328
FEBRUARY 2006

9

CHARACTERISTICS

UNITS

MAX DESIGN

POUNDS

337,000

347,000

352,200

381,000

388,000

396000

KILOGRAMS

152,861

157,397

159,755

172,819

175,994

179,623

POUNDS

335,000

345,000

351,000

380,000

387,000

395000

KILOGRAMS

151,954

156,490

159,211

172,365

175,540

179,169

POUNDS

278,000

278,000

278,000

285,000

285,000

300000

KILOGRAMS

126,099

126,099

126,099

129,274

129,274

136,078

POUNDS

253,000

253,000

253,000

260,000

260,000

260000

KILOGRAMS

114,759

114,759

114,759

117,934

117,934

117,934

SPEC OPERATING

POUNDS

181,130

181,250

181,350

181,500

181,610

181610

EMPTY WEIGHT (2)

KILOGRAMS

82,159

82,214

82,259

82,327

82,377

82,377

MAX STRUCTURAL

POUNDS

71,870

71,750

71,650

78,500

78,390

78,390

KILOGRAMS

32,600

32,545

32,500

35,607

35,557

35,557

3,070

3,070

86.9

86.9

TAXI WEIGHT
MAX DESIGN
TAKEOFF WEIGHT

MAX DESIGN
LANDING WEIGHT
MAX DESIGN ZERO
FUEL WEIGHT

PAYLOAD
SEATING

767-200ER (1)

ONE-CLASS

FAA EXIT LIMIT = 255 (3)

CAPACITY

MIXED CLASS

216 - 18 FIRST + 198 ECONOMY

MAX CARGO

CUBIC FEET

3,070

3,070

3,070

3,070

CUBIC
METERS

86.9

86.9

86.9

86.9

US GALLONS

16,700

20,540

20,540

24,140

24,140

24140

LITERS

63,216

77,752

77,752

91,380

91,380

91,380

POUNDS

111,890

137,618

137,618

161,738

161,738

161,738

KILOGRAMS

50,752

62,422

62,422

73,363

73,363

73,363

- LOWER DECK

USABLE FUEL

NOTES:

(1)

(2)
(3)

SPEC WEIGHT FOR TYPICAL ENGINE/WEIGHT CONFIGURATION SHOWN
SEE TABLE 1.3.1 FOR COMBINATIONS AVAILABLE. CONSULT WITH AIRLINE FOR SPECIFIC
WEIGHTS AND CONFIGURATIONS.
TYPICAL OPERATING EMPTY WEIGHT SHOWN. ACTUAL WILL DEPEND ON SPECIFIC AIRLINE
CONFIGURATION.
290 WITH SECOND OVERWING EXIT DOOR.

2.1.2 GENERAL CHARACTERISTICS
MODEL 767-200ER
D6-58328
10 SEPTEMBER 2005

CHARACTERISTICS

UNITS

MAX DESIGN

POUNDS

347,000

352,000

KILOGRAMS

157,397

159,665

POUNDS

345,000

350,000

KILOGRAMS

156,490

158,758

POUNDS

300,000

300,000

KILOGRAMS

136,078

136,078

POUNDS

278,000

278,000

KILOGRAMS

126,099

126,099

SPEC OPERATING

POUNDS

186,380

189,750

EMPTY WEIGHT (2)

KILOGRAMS

84,541

86,069

MAX STRUCTURAL

POUNDS

91,620

88,250

KILOGRAMS

41,558

40,230

TAXI WEIGHT
MAX DESIGN
TAKEOFF WEIGHT
MAX DESIGN
LANDING WEIGHT
MAX DESIGN ZERO
FUEL WEIGHT

PAYLOAD
SEATING

767-300 (1)

ONE-CLASS

FAA EXIT LIMIT 290 (3)

CAPACITY

TWO-CLASS

261 - 24 FIRST + 237 ECONOMY

MAX CARGO

CUBIC FEET

4,030

4,030

CUBIC METERS

114.1

114.1

US GALLONS

16,700

16,700

LITERS

63,216

63,216

POUNDS

111,890

111,890

KILOGRAMS

50,753

50,753

- LOWER DECK
USABLE FUEL

NOTES:

(1)

SPEC WEIGHT FOR TYPICAL ENGINE/WEIGHT CONFIGURATION SHOWN
SEE TABLE 1.3.1 FOR COMBINATIONS AVAILABLE. CONSULT WITH AIRLINE FOR SPECIFIC
WEIGHTS AND CONFIGURATIONS.
(2) TYPICAL OPERATING EMPTY WEIGHT SHOWN. ACTUAL WEIGHT WILL
DEPEND ON SPECIFIC AIRLINE CONFIGURATION.
(3) 299 WITH MID-CABIN TYPE A DOOR.

2.1.3 GENERAL CHARACTERISTICS
MODEL 767-300
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11

CHARACTERISTICS

UNITS

MAX DESIGN

POUNDS

381,000

388,000

401,000

409,000

413,000

KILOGRAMS

172,819

175,994

181,891

185,519

187,334

POUNDS

380,000

387,000

400,000

407,000

412,000

KILOGRAMS

172,365

175,540

181,437

184,612

186,880

POUNDS

300,000

300,000

320,000

320,000

320,000

KILOGRAMS

136,078

136,078

145,150

145,150

145,150

POUNDS

278,000

278,000

288,000

295,000

295,000

KILOGRAMS

126,099

126,099

130,635

133,810

133,810

SPEC OPERATING

POUNDS

193,840

193,940

195,040

198,440

198,440

EMPTY WEIGHT (2)

KILOGRAMS

87,924

87,970

88,469

90,011

90,011

MAX STRUCTURAL

POUNDS

84,160

84,060

92,960

96,560

96,560

KILOGRAMS

38,174

38,129

42,166

43,799

43,799

ONE-CLASS

FAA EXIT LIMIT = 290 (3)

MIXED CLASS

261 - 24 FIRST + 237 ECONOMY

TAXI WEIGHT
MAX DESIGN
TAKEOFF WEIGHT
MAX DESIGN
LANDING WEIGHT
MAX DESIGN ZERO
FUEL WEIGHT

PAYLOAD
SEATING
CAPACITY
MAX CARGO
- LOWER DECK
USABLE FUEL

NOTES:

(1)

(2)
(3)

767-300ER (1)

CUBIC FEET

4,030

4,030

4,030

4,030

4,030

CUBIC METERS

114.1

114.1

114.1

114.1

114.1

US GALLONS

24,140

24,140

24,140

24,140

24,140

LITERS

91,380

91,380

91,380

91,380

91,380

POUNDS

161,740

161,740

161,740

161,740

161,740

KILOGRAMS

73,364

73,364

73,364

73,364

73,364

SPEC WEIGHT FOR TYPICAL ENGINE/WEIGHT CONFIGURATION SHOWN
SEE TABLE 1.3.1 FOR COMBINATIONS AVAILABLE. CONSULT WITH AIRLINE FOR SPECIFIC
WEIGHTS AND CONFIGURATIONS.
TYPICAL OPERATING EMPTY WEIGHT SHOWN. ACTUAL WEIGHT WILL
DEPEND ON SPECIFIC AIRLINE CONFIGURATION.
299 WITH SECOND OVERWING EXIT DOOR.

2.1.4 GENERAL CHARACTERISTICS
MODEL 767-300ER
D6-58328
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767-300 FREIGHTER (1)
CHARA CTERISTICS

UNITS

MAX DESIGN

POUNDS

409,000

413,000

409,000

413,000

409,000

413,000

KILOGRAMS

185,519

187,334

185,519

187,334

185,519

187,334

POUNDS

408,000

412,000

408,000

412,000

408,000

412,000

KILOGRAMS

185,066

186,880

185,066

186,880

185,066

186,880

POUNDS

326,000

326,000

326,000

326,000

326,000

326,000

KILOGRAMS

147,871

147,871

147,871

147,871

147,871

147,871

POUNDS

309,000

309,000

309,000

309,000

309,000

309,000

KILOGRAMS

140,160

140,160

140,160

140,160

140,160

140,160

SPEC OPERATING

POUNDS

188,000

188,000

188,100

188,100

190,000

190,000

EMPTY WEIGHT (2)

KILOGRAMS

85,275

85,275

85,321

85,321

86,183

86,183

MAX STRUCTURAL

POUNDS

121,000

121,000

120,900

120,900

119,000

119,000

KILOGRAMS

54,885

54,885

54,839

54,839

53,978

53,978

TAXI WEIGHT
MAX DESIGN
TAKEOFF WEIGHT
MAX DESIGN
LANDING WEIGHT
MAX DESIGN ZERO
FUEL WEIGHT

PAYLOAD
MAX CARGO
- MAIN DECK
MAX CARGO
- LOWER DECK
USABLE FUEL

NOTES:

CF6-80C2F

PW 4000

RB211-524

(3) UP TO 24 TYPE A PALLETS AND 2 SPECIAL CONTOURED PALLETS
(4) UP TO 14 M-1 PALLETS AND 2 SPECIAL CONTOURED PALLETS
CUBIC FEET

4,030

4,030

4,030

4,030

4,030

4,030

CUBIC METERS

114.1

114.1

114.1

114.1

114.1

114.1

US GALLONS

24,140

24,140

24,140

24,140

24,140

24140

LITERS

91,380

91,380

91,380

91,380

91,380

91,380

POUNDS

161,740

161,740

161,740

161,740

161,740

161,740

KILOGRAMS

73,364

73,364

73,364

73,364

73,364

73,364

(1)

SPEC WEIGHT FOR TYPICAL ENGINE/WEIGHT CONFIGURATION SHOWN
SEE TABLE 1.3.1 FOR COMBINATIONS AVAILABLE. CONSULT WITH AIRLINE FOR SPECIFIC
WEIGHTS AND CONFIGURATIONS.
(2) TYPICAL OPERATING EMPTY WEIGHT SHOWN. ACTUAL WEIGHT WILL
DEPEND ON SPECIFIC AIRLINE CONFIGURATION.
(3) 767-300 FREIGHTER - SEE SEC 2.4.6 FOR PALLET DETAILS.
(4) 767-300 GENERAL MARKET FREIGHTER - SEE SEC 2.4.6 FOR PALLET DETAILS

2.1.5 GENERAL CHARACTERISTICS
MODEL 767-300 FREIGHTER
D6-58328
SEPTEMBER 2005

13

767-400ER (1)
CHARACTERISTICS

UNITS

MAX DESIGN

GE ENGINES

PW ENGINES

POUNDS

451,000

451,000

KILOGRAMS

204,570

204,570

POUNDS

450,000

450,000

KILOGRAMS

204,116

204,116

POUNDS

350,000

350,000

KILOGRAMS

158,757

158,757

POUNDS

330,000

330,000

KILOGRAMS

149,685

149,685

SPEC OPERATING

POUNDS

227,400

229,000

EMPTY WEIGHT (1)

KILOGRAMS

103,147

103,872

MAX STRUCTURAL

POUNDS

102,600

101,000

KILOGRAMS

46,538

45,813

ONE-CLASS

409 ALL ECONOMY

TWO-CLASS

296 - 24 FIRST + 272 ECONOMY

THREE-CLASS

243 - 16 FIRST + 36 BUSINESS + 189 ECONOMY

TAXI WEIGHT
MAX DESIGN
TAKEOFF WEIGHT
MAX DESIGN
LANDING WEIGHT
MAX DESIGN ZERO
FUEL WEIGHT

PAYLOAD
SEATING
CAPACITY (1)
MAX CARGO
- LOWER DECK (2)
USABLE FUEL

NOTES:

CUBIC FEET

4,905

4,905

CUBIC METERS

138.9

138.9

US GALLONS

24,140

24,140

LITERS

91,370

91,370

POUNDS

161,738

161,738

KILOGRAMS

73,363

73,363

(1)

SPEC WEIGHT FOR BASELINE CONFIGURATION OF 296 PASSENGERS.
CONSULT WITH AIRLINE FOR SPECIFIC WEIGHTS AND CONFIGURATIONS.
(2) FWD CARGO = 20 LD-2 CONTAINERS AT 120 CU FT EACH
AFT CARGO = 18 LD-2 CONTAINERS AT 120 CU FT EACH
BULK CARGO = 345 CU FT

2.1.6 GENERAL CHARACTERISTICS
MODEL 767-400ER
D6-58328
14 SEPTEMBER 2005

2.2.1

GENERAL DIMENSIONS
MODEL 767-200, -200ER
D6-58328
SEPTEMBER 2005

15

2.2.2

GENERAL DIMENSIONS
MODEL 767-300, -300ER
D6-58328

16 SEPTEMBER 2005

2.2.3

GENERAL DIMENSIONS
MODEL 767-300 FREIGHTER
D6-58328
SEPTEMBER 2005

17

2.2.4

GENERAL DIMENSIONS
MODEL 767-400ER
D6-58328

18 SEPTEMBER 2005

MINIMUM*
A

NOTES:

MAXIMUM*

FEET - INCHES
23 - 6

METERS
7.16

FEET - INCHES
24 - 6

METERS
7.47

B

5-8

1.73

6-9

2.06

C

13 - 5

4.09

14 - 8

4.47

D

7-5

2.26

8-3

2.51

E

15 - 1

4.60

15 - 1

4.60

F

7-5

2.26

8-3

2.51

G

7-6

2.29

8-6

2.59

H

13 - 4

4.06

14 – 6

4.42

J

51 – 2

15.60

52 – 11

16.13

K

2–8

0.81

3–7

1.09

L

16 – 3

4.95

18 – 3

5.56

M

12 – 9

3.89

14 – 3

4.34

N

19 – 6

5.94

21 – 7

6.58

1. VERTICAL CLEARANCES SHOWN OCCUR DURING MAXIMUM VARIATIONS OF AIRPLANE
ATTITUDE. COMBINATIONS OF AIRPLANE LOADING AND UNLOADING ACTIVITIES THAT
PRODUCE THE GREATEST POSSIBLE VARIATIONS IN ATTITUDE WERE USED TO
ESTABLISH THE VARIATIONS SHOWN.
2. DURING ROUTINE SERVICING, THE AIRPLANE REMAINS RELATI VELY STABLE,
PITCH AND ELEVATION CHANGES OCCURRING SLOWLY.
* NOMINAL DIMENSIONS

2.3.1

GROUND CLEARANCES
MODEL 767-200, -200ER.
D6-58328
SEPTEMBER 2005

19

MINIMUM*

NOTES:

MAXIMUM*

A

FEET - INCHES
23 - 7

METERS
7.19

FEET - INCHES
24 - 7

METERS
7.49

B

5 - 10

1.78

6 - 10

2.08

C

13 - 7

4.14

14 - 9

4.50

C’

13 – 8

4.16

14 – 8

4.47

D

7-6

2.29

8-5

2.57

E

15 - 1

4.60

15 - 8

4.77

F

7-2

2.18

8-3

2.51

G

7-3

2.21

8-6

2.59

H

13 – 1

3.99

14 – 5

4.39

J

50 – 6

15.39

52 – 7

16.03

K

1 – 10

0.56

3–8

1.12

L

16 – 1

4.90

17 – 11

5.46

M

12 – 2

3.71

14 – 1

4.29

N

19 – 2

5.84

21 – 3

6.48

1. VERTICAL CLEARANCES SHOWN OCCUR DURING MAXIMUM VARIATIONS OF AIRPLANE
ATTITUDE. COMBINATIONS OF AIRPLANE LOADING AND UNLOADING ACTIVITIES THAT
PRODUCE THE GREATEST POSSIBLE VARIATIONS IN ATTITUDE WERE USED TO
ESTABLISH THE VARIATIONS SHOWN.
2. DURING ROUTINE SERVICING, THE AIRPLANE REMAINS RELATIVELY STABLE,
PITCH AND ELEVATION CHANGES OCCURRING SLOWLY.
* NOMINAL DIMENSIONS

2.3.2

GROUND CLEARANCES
MODEL 767-300, -300ER
D6-58328

20 SEPTEMBER 2005

MINIMUM*

NOTES:

MAXIMUM*

A

FEET - INCHES
23 - 6

METERS
7.16

FEET - INCHES
24 - 7

METERS
7.49

B

5 - 10

1.78

6 - 10

2.08

C

13 - 6

4.11

14 - 9

4.50

D

7-5

2.26

8-5

2.57

E

13 - 8

4.16

14 - 8

4.47

F

7-5

2.26

8-4

2.54

G

7-5

2.26

8-7

2.62

J

50 – 8

15.44

52 – 11

16.13

K

1 - 10

0.56

3–7

1.09

L

16 – 3

4.95

18 – 3

5.56

M

12 – 3

3.73

14 – 4

4.37

N

19 – 4

5.89

21 – 7

6.58

1. VERTICAL CLEARANCES SHOWN OCCUR DURING MAXIMUM VARIATIONS OF AIRPLANE
ATTITUDE. COMBINATIONS OF AIRPLANE LOADING AND UNLOADING ACTIVITIES THAT
PRODUCE THE GREATEST POSSIBLE VARIATIONS IN ATTITUDE WERE USED TO
ESTABLISH THE VARIATIONS SHOWN.
2. DURING ROUTINE SERVICING, THE AIRPLANE REMAINS RELATIVELY STABLE,
PITCH AND ELEVATION CHANGES OCCURRING SLOWLY.
* NOMINAL DIMENSIONS

2.3.3

GROUND CLEARANCES
MODEL 767-300 FREIGHTER
D6-58328
SEPTEMBER 2005

21

MINIMUM*

NOTES:

MAXIMUM*

A

FEET - INCHES
23-8

METERS
7.22

FEET - INCHES
24-6

METERS
7.46

B

5-11

1.81

6-9

2.05

C

13-7

4.13

14-5

4.39

D

7-10

2.38

8-7

2.61

E

14-6

4.41

15-1

4.59

F

9-8

2.96

10-6

3.20

G

10-1

3.07

10-11

3.33

H

16-1

4.91

17-0

5.18

J

54-9

16.68

55-10

17.01

K

3-11

1.21

4-5

1.36

L

19-11

6.08

21-4

6.51

M

16-4

4.89

17-1

5.22

N

23-5

7.12

24-5

7.45

VERTICAL CLEARANCES SHOWN OCCUR DURING MAXIMUM VARIATIONS OF AIRPLANE
ATTITUDE. COMBINATIONS OF AIRPLANE LOADING AND UNLOADING ACTIVITIES THAT
PRODUCE THE GREATEST POSSIBLE VARIATIONS IN ATTITUDE WERE USED TO
ESTABLISH THE VARIATIONS SHOWN.

DURING ROUTINE SERVICING, THE AIRPLANE REMAINS RELATIVELY STABLE, PITCH AND ELEVATION CHANGES
OCCURRING SLOWLY.
* NOMINAL DIMENSIONS

2.3.4

GROUND CLEARANCES
MODEL 767-400ER.
D6-58328

22 SEPTEMBER 2005

2.4.1 INTERIOR ARRANGEMENTS – MIXED CLASS CONFIGURATIONS
MODEL 767-200, -200ER
D6-58328
SEPTEMBER 2005

23

2.4.2 INTERIOR ARRANGEMENTS – ALL-ECONOMY CLASS CONFIGURATIONS
MODEL 767-200, -200ER
D6-58328
24 SEPTEMBER 2005

2.4.3 INTERIOR ARRANGEMENTS – MIXED CLASS CONFIGURATIONS
MODEL 767-300, -300ER
D6-58328
SEPTEMBER 2005

25

2.4.4 INTERIOR ARRANGEMENTS – MIXED CLASS CONFIGURATIONS
MODEL 767-300, -300ER (TYPE A DOOR OPTION)
D6-58328
26 SEPTEMBER 2005

2.4.5 INTERIOR ARRANGEMENTS – ALL-ECONOMY CLASS CONFIGURATION
MODEL 767-300, -300ER
D6-58328
SEPTEMBER 2005

27

2.4.6 INTERIOR ARRANGEMENTS – MAIN DECK CARGO CONDIGURATION
MODEL 767-300 FREIGHTER
D6-58328
28 SEPTEMBER 2005

2.4.7 INTERIOR ARRANGEMENTS
MODEL 767-400ER
D6-58328
SEPTEMBER 2005

29

2.5.1 CABIN CROSS-SECTIONS - ECONOMY CLASS SEATS
MODEL 767-200, -200ER, -300, -300ER, -400ER
D6-58328
30 SEPTEMBER 2005

2.5.2 CABIN CROSS-SECTIONS - ALTERNATE SEATING ARRANGEMENTS
MODEL 767-200, -200ER, -300, -300ER, -400ER
D6-58328
SEPTEMBER 2005

31

FWD COMPARTMENT

VOLUME

AFT COMPARTMENT

TOTAL

12 LD-2 CONTAINERS

10 LD-2 CONTAINERS

BULK CARGO

CUBIC FEET

1,440

1,200

430

3,070

CUBIC
METERS

40.78

33.98

12.18

86.94

STRUCTURAL WEIGHT LIMIT
SEVEN-ABREAST

POUNDS

33,750

27,000

6,450

67,200

SEATING

KILOGRAMS

15,309

12,247

2,926

30,481

EIGHT-ABREAST

POUNDS

21,600

18,000

6,450

46,050

SEATING

KILOGRAMS

9,798

8,165

2,926

20,888

2.6.1 LOWER CARGO COMPARTMENTS – LD-2 CONTAINERS AND BULK CARGO
MODEL 767-200, -200ER
D6-58328
32 SEPTEMBER 2005

2.6.2 LOWER CARGO COMPARTMENTS – ALTERNATE ARRANGEMENTS
MODEL 767-200, -200ER
D6-58328
SEPTEMBER 2005

33

FWD COMPARTMENT

VOLUME

AFT COMPARTMENT

TOTAL

16 LD-2 CONTAINERS

14 LD-2 CONTAINERS

BULK CARGO

CUBIC FEET

1,920

1,680

430

4,030

CUBIC
METERS

54.4

47.6

12.2

114.2

STRUCTURAL WEIGHT LIMIT
SEVEN-ABREAST

POUNDS

45,000

37,800

6,450

89,250

SEATING

KILOGRAMS

20,412

17,146

2,926

40,483

EIGHT-ABREAST

POUNDS

28,800

25,200

6,450

60,450

SEATING

KILOGRAMS

13,063

11,431

2,926

27,420

2.6.3 LOWER CARGO COMPARTMENTS – LD-2 CONTAINERS AND BULK CARGO
MODEL 767-300, -300ER, -300 FREIGHTER
D6-58328
34 SEPTEMBER 2005

2.6.4 LOWER CARGO COMPARTMENTS – LD-2 CONTAINERS AND BULK CARGO
MODEL 767-300, -300ER, -300 FREIGHTER
D6-58328
SEPTEMBER 2005

35

2.6.5 LOWER CARGO COMPARTMENTS - CONTAINERS AND BULK CARGO
MODEL 767-400ER
D6-58328
36 SEPTEMBER 2005

2.7.1 DOOR CLEARANCES - PASSENGER AND SERVICE DOORS
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER, -400ER
D6-58328
SEPTEMBER 2005

37

NO
1
2
3
4
5

SENSOR
TOTAL AIR TEMPERATURE
(LH SIDE ONLY)
PITOT STATIC PROBE
(LH AND RH SIDES)
ANGLE OF ATTACK
(LH AND RH SIDES)
PITOT STATIC PROBES
(LH AND RH SIDES)
FLUSH STATIC PORT
(LH AND RH SIDES)

AFT OF NOSE
FT-IN
M

ABOVE
DOOR SILL
FT-IN
M

BELOW
DOOR SILL
FT-IN
M

4-3

1.39

2-4

0.71

-

-

9-0

2.74

1-0

0.30

-

-

8-3

2.51

-

-

0-2

0.05

9-0

2.74

-

-

0-6

0.15

31-0

9.45

-

-

5-0

1.52

2.7.2 DOOR CLEARANCES - LOCATIONS OF PROBES AND SENSORS NEAR MAIN ENTRY
DOOR NO 1
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER, -400ER
D6-58328
38 SEPTEMBER 2005

2.7.3 DOOR CLEARANCES – STANDARD FORWARD CARGO DOOR
MODEL 767-200, -200ER, -300, -300ER
D6-58328
SEPTEMBER 2005

39

2.7.4 DOOR CLEARANCES – LARGE FORWARD CARGO DOOR
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER, -400ER
D6-58328
40 SEPTEMBER 2005

2.7.5 DOOR CLEARANCES - AFT CARGO DOOR
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER, -400ER
D6-58328
SEPTEMBER 2005

41

2.7.6 DOOR CLEARANCES - BULK CARGO DOOR
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER, -400ER
D6-58328
42 SEPTEMBER 2005

2.7.7 DOOR CLEARANCES – MAIN DECK CARGO DOOR
MODEL 767--300 FREIGHTER
D6-58328
SEPTEMBER 2005

43

THIS PAGE INTENTIONALLY LEFT BLANK

D6-58328
44 SEPTEMBER 2005

3.0 AIRPLANE PERFORMANCE
3.1

General Information

3.2

Payload/Range

3.3

F.A.R. Takeoff Runway Length Requirements

3.4

F.A.R. Landing Runway Length Requirements

D6-58328
SEPTEMBER 2005 45

3.0 AIRPLANE PERFORMANCE
3.1 General Information
The graph in Section 3.2 provides information on operational empty weight (OEW) and payload, trip
range, brake release gross weight, and fuel limits for a typical 767-200, -200ER, -300, -300ER, -300
Freighter, and -400ER airplanes. To use this graph, if the trip range and zero fuel weight (OEW +
payload) are known, the approximate brake release weight can be found, limited by fuel quantity.
The graphs in Section 3.3 provide information on F.A.R. takeoff runway length requirements with
typical engines at different pressure altitudes. Maximum takeoff weights shown on the graphs are
the heaviest for the particular airplane models with the corresponding engines. Standard day
temperatures for pressure altitudes shown on the F.A.R. takeoff graphs are given below:

PRESSURE ALTITUDE
FEET

STANDARD DAY TEMP

METERS

oF

oC

0

0

59.0

15.00

2,000

610

51.9

11.04

4,000

1,219

44.7

7.06

6,000

1,829

37.6

3.11

8,000

2,438

30.5

-0.85

10,000

3,048

23.3

-4.81

The graph in Section 3.4 provides information on landing runway length requirements for different
airplane weights and airport altitudes. The maximum landing weights shown are the heaviest for the
particular airplane model.

D6-58328
46 SEPTEMBER 2005

3.2.1 PAYLOAD/RANGE FOR LONG-RANGE CRUISE
MODEL 767-200
D6-58328
SEPTEMBER 2005 47

3.2.2 PAYLOAD/RANGE FOR LONG-RANGE CRUISE
MODEL 767-200ER
D6-58328
48 SEPTEMBER 2005

3.2.3 PAYLOAD/RANGE FOR LONG-RANGE CRUISE
MODEL 767-300
D6-58328
SEPTEMBER 2005 49

3.2.4 PAYLOAD/RANGE FOR LONG-RANGE CRUISE
MODEL 767-300ER-300 FREIGHTER
D6-58328
50 SEPTEMBER 2005

3.2.5 PAYLOAD/RANGE FOR LONG-RANGE CRUISE
MODEL 767-300ER (CF6-80C2B7F1 ENGINES)
D6-58328
SEPTEMBER 2005 51

3.2.6 PAYLOAD/RANGE FOR LONG-RANGE CRUISE
MODEL 767-300ER (PW4062 ENGINES)
D6-58328
52 SEPTEMBER 2005

3.2.7 PAYLOAD/RANGE FOR LONG-RANGE CRUISE
MODEL 767-300 FREIGHTER (CF6-80C2B7F1 ENGINES)
D6-58328
SEPTEMBER 2005 53

3.2.8 PAYLOAD/RANGE FOR LONG-RANGE CRUISE
MODEL 767-300 FREIGHTER (PW4062 ENGINES)
D6-58328
54 SEPTEMBER 2005

3.2.9 PAYLOAD/RANGE FOR LONG-RANGE CRUISE
MODEL 767-400ER (CF6-80C2B8 ENGINES)
D6-58328
SEPTEMBER 2005 55

3.2.10 PAYLOAD/RANGE FOR LONG-RANGE CRUISE
MODEL 767-400ER (PW4062 ENGINES)
D6-58328
56 SEPTEMBER 2005

3.3.1 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY
MODEL 767-200, -200ER (JT9D-7R4D/7R4E , CF6-80A/80A2 ENGINES)
D6-58328
SEPTEMBER 2005 57

3.3.2 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS
STANDARD DAY +31oF (STD + 17oC)
MODEL 767-200, -200ER (JT9D-7R4D/7R4E, CF6-80A/80A2 ENGINES)
D6-58328
58 SEPTEMBER 2005

3.3.3 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY
MODEL 767-200, -200ER (CF6-80C2B2, PW4052 ENGINES)
D6-58328
SEPTEMBER 2005 59

3.3.4

F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS
STANDARD DAY +31oF (STD + 17oC)
MODEL 767-200, -200ER (CF6-80C2B2, PW4052 ENGINES)
D6-58328

60 SEPTEMBER 2005

3.3.5 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY
MODEL 767-200ER (CF6-80C2B4, PW4056, RB211-524G ENGINES)
D6-58328
SEPTEMBER 2005 61

3.3.6 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS
STANDARD DAY + 31oF (STD + 17oC)
MODEL 767-200ER (CF6-80C2B4, PW4056, RB211-524G ENGINES)
D6-58328
62 SEPTEMBER 2005

3.3.7 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY
MODEL 767-300 ( CF6-80A/80A2 ENGINES)
D6-58328
SEPTEMBER 2005 63

3.3.8

FAA TAKEOFF RUNWAY LENGTH REQUIREMENTS
STANDARD DAY + 33oF (STD + 18oC)
MODEL 767-300 (CF6-80A/80A2 ENGINES)
D6-58328

64 SEPTEMBER 2005

3.3.9 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY
MODEL 767-300 (JT9D-7R4D/7R4E ENGINES)
D6-58328
SEPTEMBER 2005 65

3.3.10 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS
STANDARD DAY + 27oF (STD + 15oC)
MODEL 767-300 (JT9D-7R4D/7R4E ENGINES)
D6-58328
66 SEPTEMBER 2005

3.3.11 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY
MODEL 767-300 (CF6-80C2B2, PW4052 ENGINES)
D6-58328
SEPTEMBER 2005 67

3.3.12 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS
STANDARD DAY + 31oF (STD + 17oC)
MODEL 767-300 (CF6-80C2B2, PW4052 ENGINES)
D6-58328
68 SEPTEMBER 2005

3.3.13 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY
MODEL 767-300ER, -300 FREIGHTER (CF6-80C2B4, PW4056, RB211-524G ENGINES)
D6-58328
SEPTEMBER 2005 69

3.3.14 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS
STANDARD DAY + 31oF (STD + 17oC)
MODEL 767-300ER, -300 FREIGHTER (CF6-80C2B4, PW4052, RB211-524G ENGINES)
D6-58328
70 SEPTEMBER 2005

3.3.15 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY
MODEL 767-300ER, -300 FREIGHTER (CF6-80C2B64, PW4060, RB211-524H ENGINES)
D6-58328
SEPTEMBER 2005 71

3.3.16 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS
STANDARD DAY + 27oF (STD + 15oC)
MODEL 767-300ER, -300 FREIGHTER (CF6-80C2B6, PW4060, RB211-524H ENGINES)
D6-58328
72 SEPTEMBER 2005

3.3.17 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY
MODEL 767-300ER (CF6-80C2B7F ENGINES)
D6-58328
SEPTEMBER 2005 73

3.3.18 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS
STANDARD DAY + 27oF (STD + 15oC)
MODEL 767-300ER (CF6-80C2B7F ENGINES)
D6-58328
74 SEPTEMBER 2005

3.3.19 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY
MODEL 767-300ER (PW4062 ENGINES)
D6-58328
SEPTEMBER 2005 75

3.3.20 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS
STANDARD DAY + 27oF (STD + 15oC)
MODEL 767-300ER (PW4062 ENGINES)
D6-58328
76 SEPTEMBER 2005

3.3.21 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY
MODEL 767-300 FREIGHTER (CF6-80C2B7F ENGINES)
D6-58328
SEPTEMBER 2005 77

3.3.22 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS
STANDARD DAY + 27oF (STD + 15oC)
MODEL 767-300 FREIGHTER (CF6-80C2B7F ENGINES)
D6-58328
78 SEPTEMBER 2005

3.3.23 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY
MODEL 767-300 FREIGHTER (PW4062 ENGINES)
D6-58328
SEPTEMBER 2005 79

3.3.24 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS
STANDARD DAY + 27oF (STD + 15oC)
MODEL 767-300 FREIGHTER (PW4062 ENGINES)
D6-58328
80 SEPTEMBER 2005

3.3.25 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY,
DRY RUNWAY SURFACE
MODEL 767-400ER (CF6-80C2B8F ENGINES)
D6-58328
SEPTEMBER 2005 81

3.3.26 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS
STANDARD DAY + 31oF (STD + 17oC) , DRY RUNWAY SURFACE
MODEL 767-400ER (CF6-80C2B8F ENGINES)
D6-58328
82 SEPTEMBER 2005

3.3.27 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY,
WET SMOOTH RUNWAY SURFACE
MODEL 767-400ER (CF6-80C2B8F ENGINES)
D6-58328
SEPTEMBER 2005 83

3.3.28 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS
STANDARD DAY + 27oF (STD + 15oC), WET SMOOTH RUNWAY SURFACE
MODEL 767-400ER (CF6-80C2B8F ENGINES)
D6-58328
84 SEPTEMBER 2005

3.3.29 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY,
DRY RUNWAY SURFACE
MODEL 767-400ER (CF6-80C2B7F1 ENGINES)
D6-58328
SEPTEMBER 2005 85

3.3.30 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS
STANDARD DAY + 27oF (STD + 15oC), DRY RUNWAY SURFACE
MODEL 767-400ER (CF6-80C2B7F1 ENGINES)
D6-58328
86 SEPTEMBER 2005

3.3.31 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY,
WET SMOOTH RUNWAY SURFACE
MODEL 767-400ER (CF6-80C2B7F1 ENGINES)
D6-58328
SEPTEMBER 2005 87

3.3.32 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS
STANDARD DAY + 27oF (STD + 15oC), WET SMOOTH RUNWAY SURFACE
MODEL 767-400ER (CF6-80C2B7F1 ENGINES)
D6-58328
88 SEPTEMBER 2005

3.3.33 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY,
DRY RUNWAY SURFACE
MODEL 767-400ER (PW4062 ENGINES)
D6-58328
SEPTEMBER 2005 89

3.3.34 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS
STANDARD DAY + 27oF (STD + 15oC), DRY RUNWAY SURFACE
MODEL 767-400ER (PW4062 ENGINES)
D6-58328
90 SEPTEMBER 2005

3.3.35 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY,
WET SMOOTH RUNWAY SURFACE
MODEL 767-400ER (PW4062 ENGINES)
D6-58328
SEPTEMBER 2005 91

3.3.36 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS
STANDARD DAY + 27oF (STD + 15oC), WET SMOOTH RUNWAY SURFACE
MODEL 767-400ER (PW4062 ENGINES)
D6-58328
92 SEPTEMBER 2005

3.4.1 FAA LANDING RUNWAY LENGTH REQUIREMENTS - FLAPS 25
MODEL 767-200, -200ER
D6-58328
SEPTEMBER 2005 93

3.4.2 FAA LANDING RUNWAY LENGTH REQUIREMENTS - FLAPS 30
MODEL 767-200, -200ER
D6-58328
94 SEPTEMBER 2005

3.4.3 FAA LANDING RUNWAY LENGTH REQUIREMENTS - FLAPS 25
MODEL 767-300
D6-58328
SEPTEMBER 2005 95

3.4.4 FAA LANDING RUNWAY LENGTH REQUIREMENTS - FLAPS 30
MODEL 767—300
D6-58328
96 SEPTEMBER 2005

3.4.5 FAA LANDING RUNWAY LENGTH REQUIREMENTS - FLAPS 25
MODEL 767—300ER
D6-58328
SEPTEMBER 2005 97

3.4.6 FAA LANDING RUNWAY LENGTH REQUIREMENTS - FLAPS 30
MODEL 767—300ER
D6-58328
98 SEPTEMBER 2005

3.4.7 FAA LANDING RUNWAY LENGTH REQUIREMENTS - FLAPS 25
MODEL 767—300 FREIGHTER
D6-58328
SEPTEMBER 2005 99

3.4.8 FAA LANDNG RUNWAY LENGTH REQUIREMENTS - FLAPS 30
MODEL 767—300 FREIGHTER
D6-58328
100 SEPTEMBER 2005

3.4.9 FAA LANDING RUNWAY LENGTH REQUIREMENTS - FLAPS 25
MODEL 767-400ER
D6-58328
SEPTEMBER 2005 101

3.4.10 FAA LANDNG RUNWAY LENGTH REQUIREMENTS - FLAPS 30
MODEL 767-400ER
D6-58328
102 SEPTEMBER 2005

4.0 GROUND MANEUVERING
4.1

General Information

4.2

Turning Radii

4.3

Clearance Radii

4.4

Visibility From Cockpit in Static Position

4.5

Runway and Taxiway Turn Paths

4.6

Runway Holding Bay

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103

4.0 GROUND MANEUVERING
4.1 General Information
This section provides airplane turning capability and maneuvering characteristics.
For ease of presentation, these data have been determined from the theoretical limits imposed by the
geometry of the aircraft, and where noted, provide for a normal allowance for tire slippage. As such,
they reflect the turning capability of the aircraft in favorable operating circumstances. These data
should be used only as guidelines for the method of determination of such parameters and for the
maneuvering characteristics of this aircraft.
In the ground operating mode, varying airline practices may demand that more conservative turning
procedures be adopted to avoid excessive tire wear and reduce possible maintenance problems.
Airline operating procedures will vary in the level of performance over a wide range of operating
circumstances throughout the world. Variations from standard aircraft operating patterns may be
necessary to satisfy physical constraints within the maneuvering area, such as adverse grades, limited
area, or high risk of jet blast damage. For these reasons, ground maneuvering requirements should be
coordinated with the using airlines prior to layout planning.
Section 4.2 shows turning radii for various nose gear steering angles. Radii for the main and nose
gears are measured from the turn center to the outside of the tire.
Section 4.3 provides data on minimum width of pavement required for 180o turn.
Section 4.4 shows the pilot’s visibility from the cockpit and the limits of ambinocular vision through
the windows. Ambinocular vision is defined as the total field of vision seen simultaneously by both
eyes.
Section 4.5 shows approximate wheel paths of a 767 on runway to taxiway, and taxiway to taxiway
turns.
Section 4.6 illustrates a typical runway holding bay configuration.

D6-58328
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SEPTEMBER 2005

NOTES: * ACTUAL OPERATING TURNING RADII MAY BE GREATER THAN SHOWN.
* CONSULT WITH AIRLINE FOR SPECIFIC OPERATING PROCEDURE

STEERING
ANGLE
(DEG)

R-1

R-2

R-3

R-4

R-5

R-6

INNER GEAR

OUTER GEAR

NOSE GEAR

WING TIP

NOSE

TAIL

FT

M

FT

M

FT

M

FT

M

FT

M

FT

M

30

94.0

28.7

129.7

39.5

130.8

39.9

192.1

58.5

137.3

41.8

161.8

49.3

35

74.4

22.7

110.1

33.6

114.3

34.8

172.7

52.6

121.8

37.1

144.8

44.1

40

59.1

18.0

94.8

28.9

102.1

31.1

157.6

48.0

110.7

33.7

132.1

40.3

45

46.7

14.2

82.4

25.1

93.0

28.3

145.4

44.3

102.4

31.2

122.2

37.3

50

36.4

11.1

72.1

22.0

86.0

26.2

135.2

41.2

96.2

29.3

114.3

34.8

55

27.4

8.3

63.1

19.2

80.5

24.5

126.5

38.6

91.5

27.9

107.8

32.9

60

19.4

5.9

55.1

16.8

76.2

23.2

118.7

36.2

87.8

26.8

102.4

31.2

65 (MAX)

12.3

3.7

48.0

14.6

72.9

22.2

111.8

34.1

85.0

25.9

97.8

29.8

4.2.1 TURNING RADII - NO SLIP ANGLE
MODEL 767-200, -200ER
D6-58328
SEPTEMBER 2005

105

NOTES: *ACTUAL OPERATING TURNING RADII MAY BE GREATER THAN SHOWN.
* CONSULT WITH AIRLINE FOR SPECIFIC OPERATING PROCEDU RE

STEERING
ANGLE
(DEG)

R-1

R-2

R-3

R-4

R-5

R-6

INNER GEAR

OUTER GEAR

NOSE GEAR

WING TIP

NOSE

TAIL

FT

M

FT

M

FT

M

FT

M

FT

M

FT

M

30

111.5

34.0

147.3

44.9

151.0

46.0

209.4

63.8

157.4

48.0

181.8

55.4

35

88.8

27.1

124.6

38.0

131.9

40.2

186.9

57.0

139.3

42.5

162.2

49.4

40

71.1

21.7

106.9

32.6

117.9

35.9

169.5

51.7

126.3

38.5

147.6

45.0

45

56.8

17.3

92.6

28.2

107.3

32.7

155.4

47.4

116.7

35.6

136.2

41.5

50

44.8

13.6

80.6

24.6

99.2

30.2

143.5

43.8

109.3

33.3

127.2

38.8

55

34.4

10.5

70.2

21.4

92.8

28.3

133.4

40.7

103.7

31.6

119.8

36.5

60

25.2

7.7

61.0

18.6

87.9

26.8

124.4

37.9

99.4

30.3

113.6

34.6

65 (MAX)

16.9

5.2

52.7

16.1

84.1

25.6

116.4

35.5

96.1

29.3

108.4

33.1

4.2.2

TURNING RADII - NO SLIP ANGLE
MODEL 767-300, -300ER, -300 FREIGHTER
D6-58328

106

SEPTEMBER 2005

NOTES: *ACTUAL OPERATING TURNING RADII MAY BE GREATER THAN SHOWN.
* CONSULT WITH AIRLINE FOR SPECIFIC OPERATING PROCEDURE
STEERING
ANGLE
(DEG)
30
35
40
45
50
55
60
65 (MAX)

R1
INNER GEAR
FT
M
130.5 39.8
104.5 31.8
84.2
25.7
67.8
20.7
54.0
16.5
42.1
12.8
31.6
9.6
22.1
6.7

R2
OUTER GEAR
FT
M
166.3 50.7
140.3 42.8
120.0 36.6
103.6 31.6
89.8
27.4
77.9
23.7
67.4
20.5
57.9
17.6

R3
NOSE GEAR
FT
M
173.0 52.7
151.1 46.0
135.0 41.1
122.8 37.4
113.5 34.6
106.3 32.4
100.6 30.7
96.2 29.3

R4
WING TIP
FT
M
236.0 71.8
210.3 63.9
190.3 57.8
174.1 52.9
160.6 48.7
149.0 45.2
138.7 42.0
129.5 39.2

R5
NOSE
FT
M
179.3 54.7
158.4 48.3
143.4 43.7
132.2 40.3
123.7 37.7
117.1 35.7
112.1 34.2
108.2 33.0

R6
TAIL
FT
203.4
180.9
164.1
151.1
140.8
132.4
125.4
119.6

M
62.0
55.1
50.0
46.1
42.9
40.4
38.2
36.5

4.2.3 TURNING RADII - NO SLIP ANGLE
MODEL 767-400ER
D6-58328
SEPTEMBER 2005

107

NOTES:

MODEL
-200, 200ER
-300, 300ER,
-300F
-400ER

* TIRE SLIP ANGLE APPROXIMATE FOR 61° STEERING ANGLE
* CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE

EFFECTIVE
STEERING
ANGLE
(DEG)

X

Y

A

R3

FT

M

FT

M

FT

M

61

64.6

19.7

35.8

10.9

129.2

39.4

61

74.7

22.8

41.4

12.6

146.3

61

85.7

26.1

47.5

14.5

165.1

FT

R4

R5

M

FT

M

75.5

23.0

117.3

35.8

44.6

87.0

26.5

122.7

50.3

99.6

30.4

136.8

4.3 CLEARANCE RADII
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER -400ER
D6-58328
108 SEPTEMBER 2005

FT

R6
M

FT

M

87.2

26.6

101.4

30.9

37.4

98.7

30.1

112.5

34.3

41.7

111.3

33.9

124.2

37.9

4.4 VISIBILITY FROM COCKPIT IN STATIC POSITION
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER, -400ER
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SEPTEMBER 2005

109

4.5.1 RUNWAY AND TAXIWAY TURNPATHS - RUNWAY-TO-TAXIWAY,
MORE THAN 90-DEGREE TURN
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER, -400ER
D6-58328
110

SEPTEMBER 2005

4.5.2 RUNWAY AND TAXIWAY TURNPATHS - RUNWAY-TO-TAXIWAY, 90-DEGREE TURN
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER, -400ER
D6-58328
SEPTEMBER 2005

111

4.5.3 RUNWAY AND TAXIWAY TURNPATHS - TAXIWAY-TO-TAXIWAY,
90-DEGREE TURN, NOSE GEAR TRACKS CENTERLINE
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER, -400ER
D6-58328
112

SEPTEMBER 2005

4.5.4 RUNWAY AND TAXIWAY TURNPATHS - TAXIWAY-TO-TAXIWAY,
90-DEGREE TURN, COCKPIT TRACKS CENTERLINE
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER, -400ER
D6-58328
SEPTEMBER 2005

113

4.5.5 RUNWAY AND TAXIWAY TURNPATHS - TAXIWAY-TO-TAXIWAY,
90-DEGREE TURN, JUDGMENTAL OVERSTEERING
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER, -400ER
D6-58328
114

SEPTEMBER 2005

4.6 RUNWAY HOLDING BAY
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER, -400ER
D6-58328
SEPTEMBER 2005

115

THIS PAGE INTENTIONALLY LEFT BLANK

D6-58328
116

SEPTEMBER 2005

5.0 TERMINAL SERVICING
5.1

Airplane Servicing Arrangement - Typical Turnaround

5.2

Terminal Operations - Turnaround Station

5.3

Terminal Operations - En Route Station

5.4

Ground Servicing Connections

5.5

Engine Starting Pneumatic Requirements

5.6

Ground Pneumatic Power Requirements

5.7

Conditioned Air Requirements

5.8

Ground Towing Requirements

D6-58328
SEPTEMBER 2005 117

5.0 TERMINAL SERVICING
During turnaround at the terminal, certain services must be performed on the aircraft, usually within a
given time, to meet flight schedules. This section shows service vehicle arrangements, schedules,
locations of service points, and typical service requirements. The data presented in this section
reflect ideal conditions for a single airplane. Service requirements may vary according to airplane
condition and airline procedure.
Section 5.1 shows typical arrangements of ground support equipment during turnaround. As noted, if
the auxiliary power unit (APU) is used, the electrical, air start, and air-conditioning service vehicles
would not be required. Passenger loading bridges or portable passenger stairs could be used to load
or unload passengers.
Sections 5.2 and 5.3 show typical service times at the terminal. These charts give typical schedules
for performing service on the airplane within a given time. Service times could be rearranged to suit
availability of personnel, airplane configuration, and degree of service required.
Section 5.4 shows the locations of ground service connections in graphic and in tabular forms.
Typical capacities and service requirements are shown in the tables. Services with requirements that
vary with conditions are described in subsequent sections.
Section 5.5 shows typical sea level air pressure and flow requirements for starting different engines.
The curves are based on an engine start time of 90 seconds.
Section 5.6 shows air conditioning requirements for heating and cooling (pull-down and pull-up) using
ground conditioned air. The curves show airflow requirements to heat or cool the airplane within a
given time at ambient conditions.
Section 5.7 shows air conditioning requirements for heating and cooling to maintain a constant cabin
air temperature using low pressure conditioned air. This conditioned air is supplied through an 8-in
(20.3 cm) ground air connection (GAC) directly to the passenger cabin, bypassing the air cycle
machines.
Section 5.8 shows ground towing requirements for various ground surface conditions.

D6-58328
118 SEPTEMBER 2005

5.1.1 AIRPLANE SERVICING ARRANGEMENT - TYPICAL TURNAROUND
MODEL 767-200, -200ER
D6-58328
SEPTEMBER 2005 119

5.1.2 AIRPLANE SERVICING ARRANGEMENT - TYPICAL TURNAROUND
MODEL 767-300, -300ER
D6-58328
120 SEPTEMBER 2005

5.1.3 AIRPLANE SERVICING ARRANGEMENT - TYPICAL TURNAROUND
MODEL 767-300 FREIGHTER
D6-58328
SEPTEMBER 2005 121

5.1.4 AIRPLANE SERVICING ARRANGEMENT - TYPICAL TURNAROUND
MODEL 767-400ER
D6-58328
122 SEPTEMBER 2005

5.2.1 TERMINAL OPERATIONS - TURNAROUND STATION
MODEL 767-200
D6-58328
SEPTEMBER 2005 123

5.2.2 TERMINAL OPERATIONS - TURNAROUND STATION
MODEL 767-200ER
D6-58328
124 SEPTEMBER 2005

5.2.3 TERMINAL OPERATIONS - TURNAROUND STATION
MODEL 767-300
D6-58328
SEPTEMBER 2005 125

5.2.4 TERMINAL OPERATIONS - TURNAROUND STATION
MODEL 767-300ER
D6-58328
126 SEPTEMBER 2005

5.2.5 TERMINAL OPERATIONS - TURNAROUND STATION
MODEL 767-300 FREIGHTER
D6-58328
SEPTEMBER 2005 127

5.2.6 TERMINAL OPERATIONS - TURNAROUND STATION
MODEL 767-400ER
D6-58328
128 SEPTEMBER 2005

5.3.1 TERMINAL OPERATIONS - EN ROUTE STATION
MODEL 767-200, -200ER
D6-58328
SEPTEMBER 2005 129

5.3.2 TERMINAL OPERATIONS - EN ROUTE STATION
MODEL 767-300, -300ER
D6-58328
130 SEPTEMBER 2005

5.3.3 TERMINAL OPERATIONS - EN ROUTE STATION
MODEL 767-400ER
D6-58328
SEPTEMBER 2005 131

5.4.1 GROUND SERVICING CONNECTIONS
MODEL 767-200, -200ER
D6-58328
132 SEPTEMBER 2005

5.4.2 GROUND SERVICING CONNECTIONS
MODEL 767-300, -300ER
D6-58328
SEPTEMBER 2005 133

5.4.3 GROUND SERVICING CONNECTIONS
MODEL 767-300 FREIGHTER
D6-58328
134 SEPTEMBER 2005

5.4.4 GROUND SERVICING CONNECTIONS
MODEL 767-400ER
D6-58328
SEPTEMBER 2005 135

DISTANCE
AFT OF
NOSE

DISTANCE FROM AIRPLANE
CENTERLINE

FT
58

M
17.7

FT
5

M
1.5

FT
-

M
-

FT
7

M
2.1

-300,
-300ER,
-300 F

68

20.8

5

1.5

-

-

7

2.1

-400ER

79

24.1

5

1.5

-

-

7

2.1

ELECTRICAL
TWO CONNECTIONS
90 KVA , 200/115 V AC 400 HZ,
3-PHASE EACH

ALL

18

5.5

-

-

3

0.9

7

2.1

FUEL
TWO UNDERWING PRESSURE
CONNECTORS ON EACH WING

-200
-200ER

80
81

24.4
24.7

45
46

13.7
14.0

45
46

13.7
14.0

15
15

4.5
4.5

-300
-300ER
-300 F

90
91

27.4
27.7

45
46

13.7
14.0

45
46

13.7
14.0

15
15

4.5
4.5

-400ER

101
102

30.8
31.1

45
46

13.7
14.0

45
46

14
15

4.3
4.5

-200
-200ER

103

31.4

70

21.3

70

21.3

17

5.2

-300
-300ER
-300 F

113

34.4

70

21.3

70

21.3

17

5.2

-400ER

124

37.8

70

21.3

70

21.3

17

5.2

SYSTEM
CONDITIONED AIR
ONE 8-IN (20.3 CM) PORT

FUEL VENTS

MODEL
-200,
-200ER,

LH SIDE

TOTAL TANK CAPACITY:
-200, -300, -300 FREIGHTER
16,700 U.S. GAL (63,210 L)
-200ER
20,450 U.S. GAL (77,410 L)
-300ER, -400ER
24,140 U.S. GAL (91,370 L)
MAX FUEL RATE:
1,000 GPM (3,970 LPM)
MAX FILL PRESSURE:
55 PSIG (3.87 KG/CM2 )

5.4.5 GROUND SERVICING CONNECTIONS AND CAPACITIES
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER, -400ER
D6-58328
136 SEPTEMBER 2005

RH SIDE

13.7
14.0

MAX HT
ABOVE
GROUND

SYSTEM

HYDRAULIC
ONE SERVICE CONNECTION
TOTAL SYSTEM CAPACITY
= 80 GAL (303 L)
FILL PRESSURE
= 150 PSIG (10.55 KG/CM2 )

LAVATORY
BOTH FORWARD AND AFT TOILETS
ARE SERVICED THROUGH ONE
SERVICE PANEL
THREE SERVICE CONNECTIONS :
DRAIN – ONE 4 IN (10.2 CM)
FLUSH – TWO 1 IN (2.5 CM)
TOILET FLUSH REQUIREMENTS:
FLOW – 10 GPM (38 LPM)
PRESSURE 30 PSIG (2.11 KG/SC CM)
TOTAL SERVICE TANK
REQUIREMENTS:
WASTE – 140 US GAL (530 L)
FLUSH – 50 US GAL (189 L)
PRECHARGE – 12 US GAL (45 L)

OXYGEN
CREW SYSTEM USES
REPLACEABLE CYLINDERS
PASSENGER SYSTEM USES
SELF-CONTAINED OXYGEN
GENERATION UNITS

PNEUMATIC
TWO 3-IN(7.6-CM) PORTS

MODEL

DISTANCE
AFT OF
NOSE

DISTANCE FROM AIRPLANE
CENTERLINE
LH SIDE
RH SIDE

MAX HT
ABOVE
GROUND

FT

FT

M

M

FT

-200,
-200ER,

87

26.5

-

-

-300,
-300ER,
-300 F

97

29.6

-

-

-400ER

108

32.9

-

-

-200,
-200ER,

123

37.5

0

0

-300,
-300ER

144

43.9

0

0

-400ER

165

50.3

0

0

ALL

6

1.8

-200,
-200ER,

61
62

18.6
18.9

-300,
-300ER,
-300 F

71
72

-

6

FT

1.8

7

2.1

6

1.8

7

2.1

6

1.8

7

2.1

0

10

3.0

0

0

10

3.0

0

0

10

3.0

0

-

2

0.6

10

3.0

3
3

0.9
0.9

-

-

7
7

2.1
2.1

21.6
21.9

3
3

0.9
0.9

-

-

7
7

2.1
2.1

25.0
25.3

3
3

0.9
0.9

-

-

7
7

2.1
2.1

ALL

-400ER

82
83

5.4.6 GROUND SERVICING CONNECTIONS AND CAPACITIES
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER, -400ER
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SYSTEM

POTABLE WATER
ONE SERVICE CONNECTION (BASIC)

OPTIONAL LOCATION

ONE SERVICE CONNECTION (BASIC)

FORWARD DRAIN PANEL
TANK CAPACITY
102 U.S. GAL (386 L)

149 U.S. GAL (564 L)

DISTANCE
AFT OF
NOSE

DISTANCE FROM AIRPLANE
CENTERLINE
LH SIDE
RH SIDE

FT

M

FT

-200,
-200ER

107

32.6

0.3

0.1

-200,

121

36.8

-

-

-300,
-300ER,
-300 F

128

39.0

0.3

-400ER

149

44.4

ALL

46

14.0

MODEL

M

FT

-

7

2.1

8

2.4

18

5.5

0.1

-

-

7

2.1

0.3

0.1

-

-

7

2.1

0.3

0.1

-

-

7

2.1

-200,
-300
-200ER
-300ER
-400ER

FILL PORT – ¾ IN (1.9 CM)
MAX FILL PRESSURE
= 25 PSIG (1.76 KG/SQ CM)

5.4.7 GROUND SERVICING CONNECTIONS AND CAPACITIES
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER, -400ER
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M

FT

MAX HT
ABOVE
GROUND

-

M

5.5.1 ENGINE START PNEUMATIC REQUIREMENTS - SEA LEVEL
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER, -400ER (GE ENGINES)
D6-58328
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5.5.2 ENGINE START PNEUMATIC REQUIREMENTS - SEA LEVEL
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER, -400ER (PRATT & WHITNEY ENGINES)
D6-58328
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5.5.3 ENGINE START PNEUMATIC REQUIREMENTS - SEA LEVEL
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER, -400ER (GENERAL ELECTRIC ENGINES)
D6-58328
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5.5.4 ENGINE START PNEUMATIC REQUIREMENTS - SEA LEVEL
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER, -400ER (GENERAL ELECTRIC ENGINES)
D6-58328
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5.5.5 ENGINE START PNEUMATIC REQUIREMENTS - SEA LEVEL
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER (ROLLS ROYCE ENGINES)
D6-58328
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5.6.1

GROUND PNEUMATIC POWER REQUIREMENTS - HEATING AND COOLING
MODEL 767-200, -200ER
D6-58328

144 SEPTEMBER 2005

5.6.2

GROUND PNEUMATIC POWER REQUIREMENTS - HEATING AND COOLING
MODEL 767-300, -300ER
D6-58328
SEPTEMBER 2005 145

5.6.3

GROUND PNEUMATIC POWER REQUIREMENTS - HEATING AND COOLING
MODEL 767-400ER
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146 SEPTEMBER 2005

5.7.1 CONDITIONED AIR FLOW REQUIREMENTS – STEADY STATE
MODEL 767-200, -200ER
D6-58328
SEPTEMBER 2005 147

5.7.2 CONDITIONED AIR REQUIREMENTS – STEADY STATE
MODEL 767-300, -300ER, -300 FREIGHTER
D6-58328
148 SEPTEMBER 2005

5.7.3 CONDITIONED AIR REQUIREMENTS
MODEL 767-400ER
D6-58328
SEPTEMBER 2005 149

5.7.4 CONDITIONED AIR FLOW PRESSURE REQUIREMENTS
MODEL 767-400ER
D6-58328
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5.8.1 GROUND TOWING REQUIREMENTS - ENGLISH UNITS
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER, -400ER
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5.8.2 GROUND TOWING REQUIREMENTS - METRIC UNITS
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER, -400ER
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6.0

JET ENGINE WAKE AND NOISE DATA
6.1

Jet Engine Exhaust Velocities and Temperatures

6.2

Airport and Community Noise

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6.0 JET ENGINE WAKE AND NOISE DATA
6.1 Jet Engine Exhaust Velocities and Temperatures
This section shows exhaust velocity and temperature contours aft of the 767-200, -300, -400ER
airplane. The contours were calculated from a standard computer analysis using three-dimensional
viscous flow equations with mixing of primary, fan, and free-stream flow. The presence of the
ground plane is included in the calculations as well as engine tilt and toe-in. Mixing of flows from the
engines is also calculated. The analysis does not include thermal buoyancy effects which tend to
elevate the jet wake above the ground plane. The buoyancy effects are considered to be small
relative to the exhaust velocity and therefore are not included.
The graphs show jet wake velocity and temperature contours for representative engines. The results
are valid for sea level, static, standard day conditions. The effect of wind on jet wakes is not
included. There is evidence to show that a downwind or an upwind component does not simply add
or subtract from the jet wake velocity, but rather carries the whole envelope in the direction of the
wind. Crosswinds may carry the jet wake contour far to the side at large distances behind the
airplane.

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SEPTEMBER 2005

6.1.1 PREDICTED JET ENGINE EXHAUST VELOCITY CONTOURS
- IDLE THRUST
MODEL 767-200, -200ER, -300 (JT9D-7R4D, -7R4E ENGINES)
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155

6.1.2 PREDICTED JET ENGINE EXHAUST VELOCITY CONTOURS
- IDLE THRUST
MODEL 767-200, -200ER, -300 (CF6-80A, -80A2 ENGINES)
D6-58328
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SEPTEMBER 2005

6.1.3 PREDICTED JET ENGINE EXHAUST VELOCITY CONTOURS
- IDLE THRUST
MODEL 767-300, -300ER, -300 FREIGHTER (PW4000, CF6-80C2 SERIES ENGINES)
D6-58328
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157

6.1.4 PREDICTED JET ENGINE EXHAUST VELOCITY CONTOURS
- IDLE THRUST
MODEL 767-300, -300ER, -300 FREIGHTER (RB211-524 ENGINES)
D6-58328
158

SEPTEMBER 2005

6.1.5 PREDICTED JET ENGINE EXHAUST VELOCITY CONTOURS
- IDLE THRUST
MODEL 767-400ER (ALL ENGINES)
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159

6.1.6 PREDICTED JET ENGINE EXHAUST VELOCITY CONTOURS
- LOW BREAKAWAY THRUST
MODEL 767-200, -200ER, -300 (JT9D-7R4D, -7R4E ENGINES)
D6-58328
160

SEPTEMBER 2005

6.1.7 PREDICTED JET ENGINE EXHAUST VELOCITY CONTOURS
- LOW BREAKAWAY THRUST
MODEL 767-200, -200ER, -300 (CF6-80A, -80A2 ENGINES)
D6-58328
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161

6.1.8 PREDICTED JET ENGINE EXHAUST VELOCITY CONTOURS
- LOW BREAKAWAY THRUST
MODEL 767-400ER (ALL ENGINES)
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162

SEPTEMBER 2005

6.1.9 PREDICTED JET ENGINE EXHAUST VELOCITY CONTOURS
- HIGH BREAKAWAY THRUST
MODEL 767-200, -200ER, 300, -300ER, -300 FREIGHTER (ALL ENGINES)
D6-58328
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163

6.1.10 PREDICTED JET ENGINE EXHAUST VELOCITY CONTOURS
- HIGH BREAKAWAY THRUST
MODEL 767-400ER (ALL ENGINES)
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164

SEPTEMBER 2005

6.1.11 PREDICTED JET ENGINE EXHAUST VELOCITY CONTOURS
- TAKEOFF THRUST
MODEL 767-200, -200ER, -300 (JT9D-7R4D, -7R4E ENGINES)
D6-58328
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165

6.1.12 PREDICTED JET ENGINE EXHAUST VELOCITY CONTOURS
- TAKEOFF THRUST
MODEL 767-200, -200ER, -300 (CF6-80A, -80A2 ENGINES)
D6-58328
166

SEPTEMBER 2005

6.1.13 PREDICTED JET ENGINE EXHAUST VELOCITY CONTOURS
- TAKEOFF THRUST
MODEL 767-300ER, -300 FREIGHTER (PW4056, CF6-80C2 ENGINES)
D6-58328
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167

6.1.14 PREDICTED JET ENGINE EXHAUST VELOCITY CONTOURS
- TAKEOFF THRUST
MODEL 767-300, -300ER, -300 FREIGHTER (RB211-524 ENGINES)
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SEPTEMBER 2005

6.1.15 PREDICTED JET ENGINE EXHAUST VELOCITY CONTOURS
- TAKEOFF THRUST
MODEL 767-400ER (ALL ENGINES)
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169

6.1.16 PREDICTED JET ENGINE EXHAUST TEMPERATURE CONTOURS
- IDLE THRUST
MODEL 767—200, -200ER, -300, -300ER, -300 FREIGHTER, -400ER (ALL ENGINES)
D6-58328
170

SEPTEMBER 2005

6.1.17 PREDICTED JET ENGINE EXHAUST TEMPERATURE CONTOURS
- BREAKAWAY THRUST
MODEL 767—200, -200ER, -300, -300ER, -300 FREIGHTER, -400ER (ALL ENGINES)
D6-58328
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171

6.1.18 PREDICTED JET ENGINE EXHAUST TEMPERATURE CONTOURS
- TAKEOFF THRUST
MODEL 767-200, -200ER, -300 (JT9D-7R4E, -7R4E ENGINES)
D6-58328
172

SEPTEMBER 2005

6.1.19 PREDICTED JET ENGINE EXHAUST TEMPERATURE CONTOURS
- TAKEOFF THRUST
MODEL 767-200, -200ER, -300 (CF6-80A, -80A2 ENGINES)
D6-58328
SEPTEMBER 2005

173

6.1.20 PREDICTED JET ENGINE EXHAUST TEMPERATURE CONTOURS
- TAKEOFF THRUST
MODEL 767-300ER, -300 FREIGHTER (PW4000, CF6-80C2 ENGINES)
D6-58328
174

SEPTEMBER 2005

6.1.21 PREDICTED JET ENGINE EXHAUST TEMPERATURE CONTOURS
- TAKEOFF THRUST
MODEL 767-300, -300ER, -300 FREIGHTER (RB211-524 ENGINES)
D6-58328
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175

6.1.22 PREDICTED JET ENGINE EXHAUST TEMPERATURE CONTOURS
- TAKEOFF THRUST
MODEL 767-400ER (ALL ENGINES)
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SEPTEMBER 2005

6.2 Airport and Community Noise
Airport noise is of major concern to the airport and community planner. The airport is a major
element in the community's transportation system and, as such, is vital to its growth. However, the
airport must also be a good neighbor, and this can be accomplished only with proper planning. Since
aircraft noise extends beyond the boundaries of the airport, it is vital to consider the impact on
surrounding communities. Many means have been devised to provide the planner with a tool to
estimate the impact of airport operations. Too often they oversimplify noise to the point where the
results become erroneous. Noise is not a simple subject; therefore, there are no simple answers.
The cumulative noise contour is an effective tool. However, care must be exercised to ensure that
the contours, used correctly, estimate the noise resulting from aircraft operations conducted at an
airport.
The size and shape of the single -event contours, which are inputs into the cumulative noise contours,
are dependent upon numerous factors. They include the following:
1.

Operational Factors
(a)

Aircraft Weight - Aircraft weight is dependent on distance to be traveled, en route
winds, payload, and anticipated aircraft delay upon reaching the destination.

(b)

Engine Power Settings-The rates of ascent and descent and the noise levels emitted
at the source are influenced by the power setting used.

(c)

Airport Altitude-Higher airport altitude will affect engine performance and thus can
influence noise.

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2.

Atmospheric Conditions-Sound Propagation
(a)

Wind - With stronger headwinds, the aircraft can take off and climb more rapidly
relative to the ground. Also, winds can influence the distribution of noise in
surrounding communities.

(b)

Temperature and Relative Humidity - The absorption of noise in the atmosphere
along the transmission path between the aircraft and the ground observer varies with
both temperature and relative humidity.

3.

Surface Condition-Shielding, Extra Ground Attenuation (EGA)
(a)

Terrain - If the ground slopes down after takeoff or up before landing, noise will be
reduced since the aircraft will be at a higher altitude above ground. Additionally,
hills, shrubs, trees, and large buildings can act as sound buffers.

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SEPTEMBER 2005

All these factors can alter the shape and size of the contours appreciably. To demonstrate the effect
of some of these factors, estimated noise level contours for two different operating conditions are
shown below. These contours refle ct a given noise level upon a ground level plane at runway
elevation.
Condition 1
Landing

Takeoff

Maximum Structural Landing

Maximum Gross Takeoff Weight

Weight
10-knot Headwind
3o Approach

Zero Wind
84 oF

84 oF

Humidity 15%

Humidity 15%

Condition 2
Landing:
85% of Maximum Structural
Landing Weight

Takeoff:
80% of Maximum Gross Takeoff
Weight

10-knot Headwind
3o Approach

10-knot Headwind
59 oF

59 oF

Humidity 70%

Humidity 70%

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179

As indicated from these data, the contour size varies substantially with operating and atmospheric
conditions. Most aircraft operations are, of course, conducted at less than maximum gross weights
because average flight distances are much shorter than maximum aircraft range capability and
average load factors are less than 100%. Therefore, in developing cumulative contours for planning
purposes, it is recommended that the airlines serving a particular city be contacted to provide
operational information.
In addition, there are no universally accepted methods for developing aircraft noise contours or for
relating the acceptability of specific zones to specific land uses. It is therefore expected that noise
contour data for particular aircraft and the impact assessment methodology will be changing. To
ensure that the best currently available information of this type is used in any planning study, it is
recommended that it be obtained directly from the Office of Environmental Quality in the Federal
Aviation Administration in Washington, D.C.
It should be noted that the contours shown herein are only for illustrating the impact of operating and
atmospheric conditions and do not represent the single -event contour of the family of aircraft
described in this document. It is expected that the cumulative contours will be developed as required
by planners using the data and methodology applicable to their specific study.

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SEPTEMBER 2005

7.0 PAVEMENT DATA
7.1

General Information

7.2

Landing Gear Footprint

7.3

Maximum Pavement Loads

7.4

Landing Gear Loading on Pavement

7.5

Flexible Pavement Requirements - U.S. Army Corps of
Engineers Method S-77-1

7.6

Flexible Pavement Requirements - LCN Conversion

7.7

Rigid Pavement Requirements - Portland Cement
Association Design Method

7.8

Rigid Pavement Requirements - LCN Conversion

7.9

Rigid Pavement Requirements - FAA Method

7.10 ACN/PCN Reporting System - Flexible and Rigid Pavements

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181

7.0 PAVEMENT DATA
7.1 General Information
A brief description of the pavement charts that follow will help in their use for airport planning. Each
airplane configuration is depicted with a minimum range of six loads imposed on the main landing
gear to aid in interpolation between the discrete values shown. All curves for any single chart
represent data based on rated loads and tire pressures considered normal and acceptable by current
aircraft tire manufacturer's standards. Tire pressures, where specifically designated on tables and
charts, are at values obtained under loaded conditions as certificated for commercial use.
Section 7.2 presents basic data on the landing gear footprint configuration, maximum design taxi
loads, and tire sizes and pressures.
Maximum pavement loads for certain critical conditions at the tire-to-ground interface are shown in
Section 7.3, with the tires having equal loads on the struts.
Pavement requirements for commercial airplanes are customarily derived from the static analysis of
loads imposed on the main landing gear struts. The chart in Section 7.4 is provided in order to
determine these loads throughout the stability limits of the airplane at rest on the pavement. These
main landing gear loads are used as the point of entry to the pavement design charts, interpolating
load values where necessary.
The flexible pavement design curves (Section 7.5) are based on procedures set forth in Instruction
Report No. S-77-1, "Procedures for Development of CBR Design Curves," dated June 1977, and as
modified according to the methods described in ICAO Aerodrome Design Manual, Part 3, Pavements,
2nd Edition, 1983, Section 1.1 (The ACN-PCN Method), and utilizing the alpha factors approved by
ICAO in October 2007. Instruction Report No. S-77-1 was prepared by the U.S. Army Corps of
Engineers Waterways Experiment Station, Soils and Pavements Laboratory, Vicksburg, Mississippi.
The line showing 10,000 coverages is used to calculate Aircraft Classification Number (ACN).

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JUNE 2010

The following procedure is used to develop the curves, such as shown in Section 7.5:
1.

Having established the scale for pavement depth at the bottom and the scale for CBR at the
top, an arbitrary line is drawn representing 6,000 annual departures.

2.

Values of the aircraft gross weight are then plotted.

3.

Additional annual departure lines are drawn based on the load lines of the aircraft gross
weights already established.

4.

An additional line representing 10,000 coverages (used to calculate the flexible pavement
Aircraft Classification Number) is also placed.

All Load Classification Number (LCN) curves (Sections 7.6 and 7.8) have been developed from a
computer program based on data provided in International Civil Aviation Organization (ICAO)
document 9157-AN/901, Aerodrome Design Manual, Part 3, “Pavements”, First Edition, 1977. LCN
values are shown directly for parameters of weight on main landing gear, tire pressure, and radius of
relative stiffness (i ) for rigid pavement or pavement thickness or depth factor (h) for flexible
pavement.
Rigid pavement design curves (Section 7.7) have been prepared with the Westergaard equation in
general accordance with the procedures outlined in the Design of Concrete Airport Pavement (1955
edition) by Robert G. Packard, published by the American Concrete Pavement Association, 3800
North Wilke Road, Arlington Heights, Illinois 60004-1268. These curves are modified to the format
described in the Portland Cement Association publication XP6705-2, Computer Program for Airport
Pavement Design (Program PDILB), 1968, by Robert G. Packard.
The following procedure is used to develop the rigid pavement design curves shown in
Section 7.7:
1.

Having established the scale for pavement thickness to the left and the scale for allowable
working stress to the right, an arbitrary load line is drawn representing the main landing gear
maximum weight to be shown.

2.

Values of the subgrade modulus (k) are then plotted.

3.

Additional load lines for the incremental values of weight on the main landing gear are drawn
on the basis of the curve for k = 300, already established.

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The ACN/PCN system (Section 7.10) as referenced in ICAO Annex 14, "Aerodromes," First Edition,
July 1990, provides a standardized international airplane/pavement rating system replacing the
various S, T, TT, LCN, AUW, ISWL, etc., rating systems used throughout the world. ACN is the
Aircraft Classification Number and PCN is the Pavement Classification Number. An aircraft having
an ACN equal to or less than the PCN can operate on the pavement subject to any limitation on the
tire pressure. Numerically, the ACN is two times the derived single-wheel load expressed in
thousands of kilograms, where the derived single wheel load is defined as the load on a single tire
inflated to 181 psi (1.25 MPa) that would have the same pavement requirements as the aircraft.
Computationally, the ACN/PCN system uses the PCA program PDILB for rigid pavements and S-771 for flexible pavements to calculate ACN values. The method of pavement evaluation is left up to
the airport with the results of their evaluation presented as follows:
PCN

PAVEMENT
TYPE

SUBGRADE
CATEGORY

TIRE PRESSURE
CATEGORY

EVALUATION
METHOD

R = Rigid

A = High

W = No Limit

T = Technical

F = Flexible

B = Medium

X = To 254 psi (1.75 MPa)

U = Using Aircraft

C = Low

Y = To 181 psi (1.25 MPa)

D = Ultra Low

Z = To 73 psi (0.5 MPa)

Section 7.10.1 shows the aircraft ACN values for flexible pavements. The four subgrade categories
are:
Code A - High Strength - CBR 15
Code B - Medium Strength - CBR 10
Code C - Low Strength - CBR 6
Code D - Ultra Low Strength - CBR 3
Section 7.10.2 shows the aircraft ACN values for rigid pavements. The four subgrade categories are:
Code A - High Strength, k = 550 pci (150 MN/m3)
Code B - Medium Strength, k = 300 pci (80 MN/m3)
Code C - Low Strength, k = 150 pci (40 MN/m3)
Code D - Ultra Low Strength, k = 75 pci (20 MN/m3)

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SEPTEMBER 2005

UNITS
MAXIMUM DESIGN
TAXI WEIGHT

TIRE PRESSURE

284,000 – 317,000

337,000 – 347,000

352,200

381,000

388,000 – 396,000

KG

128,820 – 143,788

152,861 – 157,397

159,755

172,819

175,994 - 179,623

SEE SECTION
7.4.1

TIRE PRESSURE

SEE SECTION 7.4.2

H37 x 14-15 22PR

SEE SECTION 7.4.3
H37 x 14-15 22PR

PSI

145

155

155

180

185

KG/CM 2

10.19

10.90

10.90

12.66

13.01

H45 x 17-20 26PR
(1)

H46 x 18-20 28PR

PSI

190 (1)

175 (2)

183 (2)

190

KG/CM 2

13.36 (1)

12.30 (2)

12.87 (2)

13.36

MAIN GEAR
TIRE SIZE
MAIN GEAR

MODEL 767-200ER

LB

PERCENT OF
WEIGHT ON MAIN
GEAR
NOSE GEAR
TIRE SIZE
NOSE GEAR

MODEL 767-200

H46 x 18-20 28PR

H46 x 18-20 32PR

NOTES:
(1) OPTIONAL TIRE: H46 x 18-20 26PR AT 175 PSI (12.30 KG/SQ CM) OR
H46 x 18-20 26PR H/D AT 155 PSI (10.9 KG/SQ CM) OR 175 PSI (12.30 KG/SQ CM)
(2) OPTIONAL TIRE PRESSURE: 190 PSI (13.36 KG/SQ CM)

7.2.1 LANDING GEAR FOOTPRINT
MODEL 767-200, -200ER
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185

UNITS
MAXIMUM DESIGN
TAXI WEIGHT

TIRE PRESSURE

TIRE PRESSURE

352,000

381,000

388,000

401,000 – 413,000

KG

143,789 – 154,221

159,665

172,820

175,994

181,908 – 187,339

SEE SECTION 7.4.4

SEE SECTION 7.4.5

SEE SECTION
7.4.6

H37 x 14-15 22PR

H37 x 14-15 22PR

H37 x 14-15 22PR

PSI

150

145

150

165

170

KG/CM 2

10.55

10.19

10.55

11.60

11.95

H46 x 18-20
28PR

H46 x 18-20
32PR

H46 x 18-20 32PR

H46 x 18-20 28PR
PSI

175 (1)

195

175

190

200

KG/CM 2

12.30 (1)

13.71

12.30

13.36

14.06

NOTES:
(1) OPTIONAL TIRE PRESSURE: 190 PSI (13.36 KG/SQ CM)

7.2.2 LANDING GEAR FOOTPRINT
MODEL 767-300, -300ER, -300 FREIGHTER
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MODEL 767-300ER,
-300 FREIGHTER

317,000 - 340,000

MAIN GEAR
TIRE SIZE
MAIN GEAR

MODEL 767-300ER

LB

PERCENT OF
WEIGHT ON MAIN
GEAR
NOSE GEAR
TIRE SIZE
NOSE GEAR

MODEL 767-300

SEPTEMBER 2005

UNITS

767-400ER

MAXIMUM DESIGN

LB

451,000

TAXI WEIGHT

KG

204,570

PERCENT OF WEIGHT ON
MAIN GEAR

SEE SECTION 7.4

NOSE GEAR
TIRE SIZE

IN.

NOSE GEAR

PSI

185

KG/CM 2

13.01

TIRE PRESSURE

H37 x 14 - 15 24PR

MAIN GEAR
TIRE SIZE

IN.

MAIN GEAR

PSI

215

KG/CM 2

15.11

TIRE PRESSURE

50 x 20 R22 32 PR

7.2.3 LANDING GEAR FOOTPRINT
MODEL 767-400ER
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V (NG) = MAXIMUM VERTICAL NOSE GEAR GROUND LOAD AT MOST FORWARD CENTER OF GRAVITY
V (MG) = MAXIMUM VERTICAL MAIN GEAR GROUND LOAD AT MOST AFT CENTER OF GRAVITY
H = MAXIMUM HORIZONTAL GROUND LOAD FROM BRAKING

NOTE: ALL LOADS CALCULATED USING AIRPLANE MAXIMUM DESIGN TAXI WEIGHT
V (NG)

V (MG) PER

H PER STRUT

STRUT

MODEL
767-200
767-200

MAXIMUM
DESIGN
TAXI
WEIGHT

STATIC
AT MOST
FWD
C.G.

STATIC +
BRAKING 10
FT/SEC2

LB

284,000

39,100

56,500

KG

128,821

17,736

UNIT

LB
KG

767-200
767-200
767-200ER
767-200ER
767-200ER
767-200ER
767-200ER
767-200ER

302,000
136,985

39,900
18,098

STEADY
BRAKING 10
FT/SEC2

AT
INSTANTANEOUS
BRAKING

DECEL

(u= 0.8)

133,300

44,100

106,600

25,628

60,464

20,003

48,353

58,600

141,700

46,900

113,400

26,581

64,274

21,274

51,437

DECEL

LB

312,000

40,200

59,700

146,400

48,400

117,100

KG

141,521

18,234

27,080

66,406

21,954

53,116

LB

317,000

40,600

60,400

146,300

49,200

117,000

KG

143,789

18,416

27,397

66,361

22,317

53,070

LB

337,000

42,700

63,800

158,100

52,300

126,500

KG

152,861

19,368

28,939

71,713

23,723

57,380

LB

347,000

43,200

65,200

160,700

53,900

128,600

KG

157,397

19,595

29,574

72,892

24,449

58,332

LB

352,200

43,300

65,100

162,200

54,700

129,800

KG

159,756

19,641

29,529

73,573

24,812

58,876

LB

381,000

51,500

74,900

178,800

59,200

143,000

KG

172,819

23,360

33,974

81,103

26,853

64,864

LB

388,000

52,400

76,100

180,000

60,200

144,000

KG

175,994

23,768

34,518

81,647

27,306

65,317

70,510

179,810

61,500

143,850

31,983

81,561

27,896

65,249

LB
KG

396,000
179,623

44,640
20,248

7.3.1 MAXIMUM PAVEMENT LOADS
MODEL 767-200, -200ER
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MAX LOAD
AT STATIC
AFT C.G.

SEPTEMBER 2005

V (NG) = MAXIMUM VERTICAL NOSE GEAR GROUND LOAD AT MOST FORWARD CENTER OF GRAVITY
V (MG) = MAXIMUM VERTICAL MAIN GEAR GROUND LOAD AT MOST AFT CENTER OF GRAVITY
H = MAXIMUM HORIZONTAL GROUND LOAD FROM BRAKING

NOTE: ALL LOADS CALCULATED USING AIRPLANE MAXIMUM DESIGN TAXI WEIGHT
V (NG)

V (MG) PER

H PER STRUT

STRUT

MODEL
767-300
767-300
767-300
767-300ER
767-300ER

MAXIMUM
DESIGN
TAXI
WEIGHT

STATIC
AT MOST
FWD
C.G.

STATIC +
BRAKING 10
FT/SEC2

LB

317,200

41,100

58,300

KG

143,880

18,643

LB

347,000

KG

UNIT

STEADY
BRAKING 10
FT/SEC2

AT
INSTANTANEOUS
BRAKING

DECEL

(u= 0.8)

150,600

49,300

120,500

26,444

68,311

22,362

54,658

41,000

59,600

160,100

53,900

128,100

157,397

18,597

27,034

72,620

24,449

58,105

DECEL

LB

352,000

41,000

60,000

162,400

54,700

129,900

KG

159,665

18,597

27,216

73,664

24,812

58,922

LB

381,000

46,600

66,800

177,900

59,200

142,300

KG

172,819

21,137

30,300

80,694

26,853

64,546

60,700

180,100

60,200

144,100

27,533

81,692

27,306

65,363

LB
KG

767-300ER,
FREIGHTER

MAX LOAD
AT STATIC
AFT C.G.

388,000
175,994

40,200
18,234

LB

401,000

48,200

69,500

186,300

62,300

149,100

KG

181,891

21,863

31,525

84,504

28,259

67,631

767-300ER,
FREIGHTER

LB

409,000

48,200

69,900

188,200

63,500

150,600

KG

185,520

21,863

31,706

85,366

28,803

68,311

767-300ER,

LB

413,000

44,330

67,660

190,800

64,140

152,640

FREIGHTER

KG

187,334

20,108

30,690

86,546

29,093

69,237

7.3.2 MAXIMUM PAVEMENT LOADS
MODEL 767-300, -300ER, -300 FREIGHTER
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189

V (NG) = MAXIMUM VERTICAL NOSE GEAR GROUND LOAD AT MOST FORWARD CENTER OF GRAVITY
V (MG) = MAXIMUM VERTICAL MAIN GEAR GROUND LOAD AT MOST AFT CENTER OF GRAVITY
H = MAXIMUM HORIZONTAL GROUND LOAD FROM BRAKING

NOTE: ALL LOADS CALCULATED USING AIRPLANE MAXIMUM DESIGN TAXI WEIGHT

V (NG)

V (MG) PER

H PER STRUT

STRUT

MODEL

767-400ER

UNIT

MAXIMUM
DESIGN
TAXI
WEIGHT

STATIC
AT MOST
FWD
C.G.

STATIC +
BRAKING 10
FT/SEC2
DECEL

STEADY
BRAKING
10
FT/SEC2

AT INSTANTANEOUS
BRAKING
(u= 0.8)

DECEL

LB

451,000

37,600

59, 650

211,850

70,050

169,500

KG

204,570

17,055

27,057

96,093

31,774

76,884

7.3.3 MAXIMUM PAVEMENT LOADS
MODEL 767-400ER
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MAX LOAD
AT STATIC
AFT C.G.

SEPTEMBER 2005

7.4.1 LANDING GEAR LOADING ON PAVEMENT
MODEL 767-200 AT 284,000 TO 317,000 LB (128,820 TO 143,789 KG) MTW
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7.4.2 LANDING GEAR LOADING ON PAVEMENT
MODEL 767-200, -200ER AT 337,000 TO 352,200 LB (152,860 TO 159,755 KG) MTW
D6-58328
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7.4.3 LANDING GEAR LOADING ON PAVEMENT
MODEL 767-200ER AT 381,000 TO 396,000 LB (172,819TO 179,623 KG) MTW
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7.4.4 LANDING GEAR LOADING ON PAVEMENT
MODEL 767-300 AT 317,200 TO 352,000 LB (143,890 TO 159,665 KG) MTW
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SEPTEMBER 2005

7.4.5 LANDING GEAR LOADING ON PAVEMENT
MODEL 767-300ER AT 381,000 TO 388,000 LB (172,819 TO 175,994 KG) MTW
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7.4.6 LANDING GEAR LOADING ON PAVEMENT
MODEL 767-300ER, -300 FREIGHTER AT 401,000 TO 413,000 LB (181,908 TO 187,334 KG) MTW
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SEPTEMBER 2005

7.4.7 LANDING GEAR LOADING ON PAVEMENT
MODEL 767-400ER
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7.5 Flexible Pavement Requirements - U.S. Army Corps of Engineers Method
(S-77-1)
The following flexible-pavement design chart presents the data of six incremental main-gear loads at
the minimum tire pressure required at the maximum design taxi weight.
In the example shown in 7.5.1, for a CBR of 30 and an annual departure level of 3,000, the required
flexible pavement thickness for an airplane with a main gear loading of 376,300 pounds is 12.0 inches.
The line showing 10,000 coverages is used for ACN calculations (see Section 7.10).
The FAA design method uses a similar procedure using total airplane weight instead of weight on the
main landing gears. The equivalent main gear loads for a given airplane weight could be calculated
from Section 7.4.

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7.5.1 FLEXIBLE PAVEMENT REQUIREMENTS - U.S. ARMY CORPS OF ENGINEERS DESIGN
METHOD (S-77-1)
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER
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7.5.2 FLEXIBLE PAVEMENT REQUIREMENTS - U.S. ARMY CORPS OF ENGINEERS DESIGN
METHOD (S-77-1)
MODEL 767-400ER
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7.6 Flexible Pavement Require ments - LCN Method
To determine the airplane weight that can be accommodated on a particular flexible pavement, both
the Load Classification Number (LCN) of the pavement and the thickness must be known.
In the example shown in 7.6.1, flexible pavement thic kness is shown at 30 in. with an LCN of 75.
For these conditions, the apparent maximum allowable weight permissible on the main landing gear is
250,000 lb for an airplane with 200-psi main gear tires.
Note: If the resultant aircraft LCN is not more that 10% above the published pavement LCN, the
bearing strength of the pavement can be considered sufficient for unlimited use by the
airplane. The figure 10% has been chosen as representing the lowest degree of variation in
LCN that is significant (reference: ICAO Aerodrome Manual, Part 2, "Aerodrome Physical
Characteristics," Chapter 4, Paragraph 4.1.5.7v, 2nd Edition dated 1965).

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7.6.1 FLEXIBLE PAVEMENT REQUIREMENTS - LCN METHOD
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER
D6-58328
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SEPTEMBER 2005

7.6.2 FLEXIBLE PAVEMENT REQUIREMENTS - LCN METHOD
MODEL 767-400ER
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203

7.7 Rigid Pavement Requirements - Portland Cement Association Design Method
The Portland Cement Association method of calculating rigid pavement requirements is based on the
computerized version of "Design of Concrete Airport Pavement" (Portland Cement Association,
1955) as described in XP6705-2, "Computer Program for Airport Pavement Design" by Robert G.
Packard, Portland Cement Association, 1968.
The following rigid pavement design chart presents the data for six incremental main gear loads at the
minimum tire pressure required at the maximum design taxi weight.
In the example shown in 7.7.1, for an allowable working stress of 550 psi, a main gear load of
300,000 lb, and a subgrade strength (k) of 300, the required rigid pavement thickness is 9.4 in.

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7.7.1 RIGID PAVEMENT REQUIREMENTS - PORTLAND CEMENT ASSOCIATION DESIGN
METHOD
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER
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205

7.7.2 RIGID PAVEMENT REQUIREMENTS - PORTLAND CEMENT ASSOCIATION DESIGN
METHOD
MODEL 767-400ER
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SEPTEMBER 2005

7.8 Rigid Pavement Requirements - LCN Conversion
To determine the airplane weight that can be accommodated on a particular rigid pavement, both the
LCN of the pavement and the radius of relative stiffness ( ) of the pavement must be known.
In the example shown in 7.8.2, for a rigid pavement with a radius of relative stiffness of 60 with an
LCN of 80, the apparent maximum allowable weight permissible on the main landing gear is 250,000
lb for an airplane with 200-psi main tires.
Note: If the resultant aircraft LCN is not more that 10% above the published pavement LCN, the
bearing strength of the pavement can be considered sufficient for unlimited use by the
airplane. The figure 10% has been chosen as representing the lowest degree of variation in
LCN that is significant (reference: ICAO Aerodrome Manual, Part 2, "Aerodrome Physical
Characteristics," Chapter 4, Paragraph 4.1.5.7v, 2nd Edition dated 1965).

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RADIUS OF RELATIVE STIFFNESS ()
VALUES IN INCHES

4
=

4 3
Ed3
d
= 24.1652
2
k
12(1-µ )k

WHERE: E = YOUNG'S MODULUS OF ELASTICITY = 4 x 106 psi
k = SUBGRADE MODULUS, LB PER CU IN
d = RIGID PAVEMENT THICKNESS, IN
µ = POISSON'S RATIO = 0.15

d
6.0
6.5
7.0
7.5

k=
75
31.48
33.42
35.33
37.21

k=
100
29.29
31.10
32.88
34.63

k=
150
26.47
28.11
29.71
31.29

k=
200
24.63
26.16
27.65
29.12

k=
250
23.30
24.74
26.15
27.54

k=
300
22.26
23.63
24.99
26.31

k=
350
21.42
22.74
24.04
25.32

k=
400
20.71
21.99
23.25
24.49

k=
500
19.59
20.80
21.99
23.16

k=
550
19.13
20.31
21.47
22.61

8.0
8.5
9.0
9.5

39.06
40.87
42.66
44.43

36.35
38.04
39.70
41.35

32.84
34.37
35.88
37.36

30.56
31.99
33.39
34.77

28.91
30.25
31.57
32.88

27.62
28.90
30.17
31.42

26.57
27.81
29.03
30.23

25.70
26.90
28.07
29.24

24.31
25.44
26.55
27.65

23.73
24.84
25.93
27.00

10.0
10.5
11.0
11.5

46.17
47.89
49.59
51.27

42.97
44.57
46.15
47.72

38.83
40.27
41.70
43.12

36.13
37.48
38.81
40.12

34.17
35.44
36.70
37.95

32.65
33.87
35.07
36.26

31.41
32.58
33.74
34.89

30.38
31.52
32.63
33.74

28.73
29.81
30.86
31.91

28.06
29.10
30.14
31.16

12.0
12.5
13.0
13.5

52.94
54.58
56.21
57.83

49.26
50.80
52.31
53.81

44.51
45.90
47.27
48.63

41.43
42.71
43.99
45.25

39.18
40.40
41.60
42.80

37.43
38.60
39.75
40.89

36.02
37.14
38.25
39.34

34.83
35.92
36.99
38.05

32.94
33.97
34.98
35.99

32.17
33.17
34.16
35.14

14.0
14.5
15.0
15.5

59.43
61.01
62.58
64.14

55.30
56.78
58.24
59.69

49.97
51.30
52.62
53.93

46.50
47.74
48.97
50.19

43.98
45.15
46.32
47.47

42.02
43.14
44.25
45.35

40.43
41.51
42.58
43.64

39.10
40.15
41.18
42.21

36.98
37.97
38.95
39.92

36.11
37.07
38.03
38.98

16.0
16.5
17.0
17.5

65.69
67.22
68.74
70.25

61.13
62.55
63.97
65.38

55.23
56.52
57.80
59.07

51.40
52.60
53.79
54.97

48.61
49.75
50.87
51.99

46.45
47.53
48.61
49.68

44.69
45.73
46.77
47.80

43.22
44.23
45.23
46.23

40.88
41.83
42.78
43.72

39.92
40.85
41.77
42.69

18.0
19.0
20.0
21.0

71.75
74.72
77.65
80.55

66.77
69.54
72.26
74.96

60.34
62.83
65.30
67.73

56.15
58.47
60.77
63.03

53.10
55.30
57.47
59.61

50.74
52.84
54.91
56.95

48.82
50.84
52.83
54.80

47.22
49.17
51.10
53.00

44.65
46.50
48.33
50.13

43.60
45.41
47.19
48.95

22.0
23.0
24.0
25.0

83.41
86.23
89.03
91.80

77.62
80.25
82.85
85.43

70.14
72.51
74.86
77.19

65.27
67.48
69.67
71.84

61.73
63.82
65.89
67.94

58.98
60.98
62.95
64.91

56.75
58.67
60.57
62.46

54.88
56.74
58.58
60.41

51.91
53.67
55.41
57.13

50.68
52.40
54.10
55.78

7.8.1 RADIUS OF RELATIVE STIFFNESS
(REFERENCE: PORTLAND CEMENT ASSOCIATION)
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7.8.2 RIGID PAVEMENT REQUIREMENTS - LCN CONVERSION
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER
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209

7.8.3 RIGID PAVEMENT REQUIREMENTS - LCN CONVERSION
MODEL 767-400ER
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SEPTEMBER 2005

7.9 Rigid Pavement Requirements - FAA Design Method
The following rigid-pavement design chart presents data on six incremental main gear loads at the
minimum tire pressure required at the maximum design taxi weight.
In the example shown in 7.9.1, the pavement flexural strength is shown at 700 psi, the subgrade
strength is shown at k = 300, and the annual departure level is 6,000. For these conditions, the
required rigid pavement thickness for an airplane with a main gear loading of 350,000 pounds is 12.4
inches.

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7.9.1 RIGID PAVEMENT REQUIREMENTS - FAA METHOD
MODEL 767-200, -200ER, -300, -300ER, -300 FREIGHTER
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SEPTEMBER 2005

7.9.2 RIGID PAVEMENT REQUIREMENTS - FAA METHOD
MODEL 767-400ER
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213

7.10 ACN/PCN Reporting System - Flexible and Rigid Pavements
To determine the ACN of an aircraft on flexible or rigid pavement, both the aircraft gross weight and
the subgrade strength category must be known. In the chart in 7.10.1, for an aircraft with gross
weight of 260,000 lb on a low subgrade strength (Code C), the flexible pavement ACN is 32.4.
Referring to 7.10.6, the same aircraft, the same gross weight, and on a low subgrade rigid pavement
has an ACN of 35.5.
Note: An aircraft with an ACN equal to or less that the reported PCN can operate on that pavement
subject to any limitations on the tire pressure. (Ref.: Ammendment 35 to ICAO Annex 14
Aerodrome, Eighth Edition, March 1983.)

The following table provides ACN data in tabular format similar to the one used by ICAO in the
“Aerodrome Design Manual Part 3, Pavements.” If the ACN for an intermediate weight between taxi
weight and empty fuel weight of the aircraft is required, Figures 7.10.1 through 7.10.10 should be
consulted.

ACN FOR RIGID PAVEMENT
SUBGRADES – MN/m3
MAXIMUM TAXI
WEIGHT
AIRCRAFT
TYPE

MINIMUM
WEIGHT (1)

LOAD
ON
ONE
MAIN
GEAR
LEG
(%)

TIRE
PRESSURE

ACN FOR FLEXIBLE PAVEMENT
SUBGRADES – CBR

HIGH

MEDIUM

LOW

ULTRA
LOW

HIGH

MEDIUM

LOW

ULTRA
LOW

150

80

40

20

15

10

6

3

39

46

55

63

40

44

52

71

17

19

22

25

17

18

20

25

PSI (MPa)

LB (KG)
767-200

767-200ER

767-300
767-300ER
737-300F

767-400ER

(1)

317,000(143,787)

46.15

190 (1.31)

181,000(82,100)
396,000(179,623)

45.41

190 (1.31)

182,000(82,600)
352,000(159,665)

46.14

195(1.34)

190,000(86,200)
413,000(187,334)

46.2

200(1.38)

198,000(89,811)
451,000(204,570)
229,000(103,900)

46.98

215(1.48)

44

52

62

71

45

50

60

80

17

18

21

25

17

18

20

25

40

47

57

66

42

46

55

75

18

20

24

28

19

20

22

29

40

47

57

66

42

46

55

75

18

20

24

28

19

20

22

29

58

68

80

91

56

63

77

99

24

27

32

37

24

26

29

38

Minimum weight used solely as a baseline for ACN curve generation.

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7.10.1 AIRCRAFT CLASSIFICATION NUMBER - FLEXIBLE PAVEMENT
MODEL 767-200

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215

7.10.2 AIRCRAFT CLASSIFICATION NUMBER - FLEXIBLE PAVEMENT
MODEL 767--200ER

D6-58328
216

JUNE 2010

7.10.3 AIRCRAFT CLASSIFICATION NUMBER - FLEXIBLE PAVEMENT
MODEL 767-300

D6-58328
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217

7.10.4 AIRCRAFT CLASSIFICATION NUMBER - FLEXIBLE PAVEMENT
MODEL 767-300ER, -300 FREIGHTER

D6-58328
218

JUNE 2010

7.10.5 AIRCRAFT CLASSIFICATION NUMBER - FLEXIBLE PAVEMENT
MODEL 767-400ER

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219

7.10.6 AIRCRAFT CLASSIFICATION NUMBER - RIGID PAVEMENT
MODEL 767-200
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220

SEPTEMBER 2005

7.10.7 AIRCRAFT CLASSIFICATION NUMBER - RIGID PAVEMENT
MODEL 767-200ER
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221

7.10.8 AIRCRAFT CLASSIFICATION NUMBER - RIGID PAVEMENT
MODEL 767-300
D6-58328
222

SEPTEMBER 2005

7.10.9 AIRCRAFT CLASSIFICATION NUMBER - RIGID PAVEMENT
MODEL 767-300ER, -300 FREIGHTER
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7.10.10 AIRCRAFT CLASSIFICATION NUMBER - RIGID PAVEMENT
MODEL 767-400ER
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8.0 FUTURE 767 DERIVATIVE AIRPLANES

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225

8.0 FUTURE 767 DERIVATIVE AIRPLANES
Several derivatives are being studied to provide additional capabilities of the 767 family of
airplanes. Future growth versions could require additional passenger or cargo capacity or
increased range or both. Whether these growth versions could be built would depend entirely on
airline requirements. In any event, impact on airport facilities will be a consideration in the
configuration and design.

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9.0 SCALED 767 DRAWINGS
9.1 – 9.5 Model 767-200, -200ER
9.6 – 9.10 Model 767-300, -300ER
9.11 – 9.15 Model 767-300 Freighter
9.16 – 9.20 Model 767-400ER

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9.0 SCALED DRAWINGS
The drawings in the following pages show airplane plan view drawings, drawn to approximate scale
as noted. The drawings may not come out to exact scale when printed or copied from this document.
Printing scale should be adjusted when attempting to reproduce these drawings. Three-view drawing
files of the 767-200, -200ER, -300, -300ER, -300 Freighter, -400ER, along with other Boeing airplane
models, can be downloaded from the following website:
http://www.boeing.com/airports

D6-58328
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SEPTEMBER 2005

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.1.1 SCALED DRAWING - 1 IN. = 32 FT
MODEL 767-200, -200ER
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229

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.1.2 SCALED DRAWING - 1 IN. = 32 FT
MODEL 767-200, -200ER
D6-58328
230

SEPTEMBER 2005

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.2.1 SCALED DRAWING - 1 IN. = 50 FT
MODEL 767-200, -200ER
D6-58328
SEPTEMBER 2005

231

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.2.2 SCALED DRAWING - 1 IN. = 50 FT
MODEL 767-200, -200ER
D6-58328
232

SEPTEMBER 2005

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.3.1 SCALED DRAWING - 1 IN = 100 FT
MODEL 767-200, -200ER
D6-58328
SEPTEMBER 2005

233

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.3.2 SCALED DRAWING - 1 IN = 100 FT
MODEL 767-200, -200ER
D6-58328
234

SEPTEMBER 2005

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.4.1 SCALED DRAWING - 1:500
MODEL 767-200, -200ER
D6-58328
SEPTEMBER 2005

235

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.4.2 SCALED DRAWING - 1:500
MODEL 767-200, -200ER
D6-58328
236

SEPTEMBER 2005

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.5.1 SCALED DRAWING - 1:1000
MODEL 767-200, -200ER
D6-58328
SEPTEMBER 2005

237

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.5.2 SCALED DRAWING - 1:1000
MODEL 767-200, -200ER
D6-58328
238

SEPTEMBER 2005

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.6.1 SCALED DRAWING - 1 IN. = 32 FT
MODEL 767-300, -300ER
D6-58328
SEPTEMBER 2005

239

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.6.2 SCALED DRAWING - 1 IN. = 32 FT
MODEL 767-300, -300ER
D6-58328
240

SEPTEMBER 2005

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.7.1 SCALED DRAWING - 1 IN. = 50 FT
MODEL 767-300, -300ER
D6-58328
SEPTEMBER 2005

241

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.7.2 SCALED DRAWING - 1 IN. = 50 FT
MODEL MODEL 767-300, -300ER
D6-58328
242

SEPTEMBER 2005

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.8.1 SCALED DRAWING - 1 IN = 100 FT
MODEL 767-300, -300ER
D6-58328
SEPTEMBER 2005

243

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.8.2 SCALED DRAWING - 1 IN = 100 FT
MODEL 767-300, -300ER
D6-58328
244

SEPTEMBER 2005

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.9.1 SCALED DRAWING - 1:500
MODEL 767-300, -300ER
D6-58328
SEPTEMBER 2005

245

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.9.2 SCALED DRAWING - 1:500
MODEL 767-300, -300ER
D6-58328
246

SEPTEMBER 2005

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.10.1 SCALED DRAWING - 1:1000
MODEL 767-300, -300ER
D6-58328
SEPTEMBER 2005

247

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.10.2 SCALED DRAWING - 1:1000
MODEL 767-300, -300ER
D6-58328
248

SEPTEMBER 2005

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.11.1 SCALED DRAWING - 1 IN. = 32 FT
MODEL 767-300 FREIGHTER
D6-58328
SEPTEMBER 2005

249

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.11.2 SCALED DRAWING - 1 IN. = 32 FT
MODEL 767-300 FREIGHTER
D6-58328
250

SEPTEMBER 2005

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.12.1 SCALED DRAWING - 1 IN. = 50 FT
MODEL 767-300 FREIGHTER
D6-58328
SEPTEMBER 2005

251

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.12.2 SCALED DRAWING - 1 IN. = 50 FT
MODEL 767-300 FREIGHTER
D6-58328
252

SEPTEMBER 2005

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.13.1 SCALED DRAWING - 1 IN = 100 FT
MODEL 767-300 FREIGHTER
D6-58328
SEPTEMBER 2005

253

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.13.2 SCALED DRAWING - 1 IN = 100 FT
MODEL 767-300 FREIGHTER
D6-58328
254

SEPTEMBER 2005

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.14.1 SCALED DRAWING - 1:500
MODEL 767-300 FREIGHTER
D6-58328
SEPTEMBER 2005

255

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.14.2 SCALED DRAWING - 1:500
MODEL 767-300 FREIGHTER
D6-58328
256

SEPTEMBER 2005

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.15.1 SCALED DRAWING - 1:1000
MODEL 767-300 FREIGHTER
D6-58328
SEPTEMBER 2005

257

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.15.2 SCALED DRAWING - 1:1000
MODEL 767-300 FREIGHTER

D6-58328
258

SEPTEMBER 2005

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.16.1 SCALED DRAWING - 1 IN. = 32 FT
MODEL 767-400ER
D6-58328
SEPTEMBER 2005

259

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.16.2 SCALED DRAWING - 1 IN. = 32 FT
MODEL 767-400ER
D6-58328
260

SEPTEMBER 2005

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.17.1 SCALED DRAWING - 1 IN. = 50 FT
MODEL 767-400ER
D6-58328
SEPTEMBER 2005

261

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.17.2 SCALED DRAWING - 1 IN. = 50 FT
MODEL 767-400ER
D6-58328
262

SEPTEMBER 2005

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.18.1 SCALED DRAWING - 1 IN = 100 FT
MODEL 767-400ER
D6-58328
SEPTEMBER 2005

263

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.18.2 SCALED DRAWING - 1 IN = 100 FT
MODEL 767-400ER
D6-58328
264

SEPTEMBER 2005

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.19.1 SCALED DRAWING - 1:500
MODEL 767-400ER
D6-58328
SEPTEMBER 2005

265

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.19.2 SCALED DRAWING - 1:500
MODEL 767-400ER
D6-58328
266

SEPTEMBER 2005

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.20.1 SCALED DRAWING - 1:1000
MODEL 767-400ER
D6-58328
SEPTEMBER 2005

267

NOTE: WHEN PRINTING THIS DRAWING, MAKE SURE TO ADJUST FOR PROPER SCALING
9.20.2 SCALED DRAWING - 1:1000
MODEL 767-400ER
D6-58328
268

SEPTEMBER 2005



---

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