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Wheelbase 30 ft 6 in
Wing Span 156 ft 1 in 170 ft 4 in
Maximum Take Off
Weight (MTOW) 300,000 lbs 412,000 lbs 450,000 lbs
Maximum Landing
Weight (MLW) 285,000 lbs 320,000 lbs 350,000 lbs
Maximum Zero Fuel
Weight (MZFW) 296,000 lbs 408,000 lbs 456,000 lbs
Operating Empty
Weight (OEW) 179,082 lbs 200,000 lbs 228,000 lbs
Fuel Capacity 158,268 lbs 161,800 lbs
Cargo Capacity 3,070 ft3 4,580 ft3
PASSENGER CAPACITY
767-200 767-300ER 767-400ER
Total Capacity 202 passengers 212 passengers 287 passengers
First Class 18 passengers 31 passengers
Business Class 56 passengers
Coach 188 passengers 156 passengers 256 passengers
Boeing 767-200/300ER/400ER Operating Manual
Pag e 3
PERFORMANCE
767-200 767-300ER 767-400ER
2 x General Electric
CF6-80C2 turbofans 57,100 lbs 62,100 lbs 63,500 lbs
2 x Pratt & Whitney
PW4062 turbofans 63,300 lbs
Min. Takeoff Runway 7,500 ft
Min. Landing Runway 5,000 ft
Maximum Range 3,260 nm 6,115 nm 5,636 nm
REFERENCE SPEEDS AND ALTITUDES
767-200 767-300ER 767-400ER
Max. Airspeed (VMO) 365 KIAS
Approach Speed
(VREF) Flaps 30o 136 KIAS 143 KIAS 155 KIAS
Decision Speed1 132 KIAS 163 KIAS N/A
Rotation Speed1 142 KIAS 168 KIAS N/A
Climb Speed (V2) 148 KIAS 173 KIAS N/A
Cruising Altitude FL300 – FL410
Service Ceiling 42,000 ft
1 Takeoff V speeds are calculated using the relevant maximum weight on a 10,000 ft runway at
Sea Level. On take-off they assume flaps 5º. These speeds are appropriate for our use. Those of
you in possession of 767 Pilot In Command should calculate your V speeds using the FMC.
Boeing 767-200/300ER/400ER Operating Manual
Pag e 4
POWERPLANT
The Boeing 767 models operated by Delta Air Lines use one of two power plants, the
General Electric CF6-80C2, or the Pratt & Whitney PW4060.
GENERAL ELECTRIC CF6-80C2 TURBOFANS
81 of the 116 767s ordered by Delta have been outfitted with various models of the
CF6-80 Turbofan. The CF6 line of engines makes up most of GE’s wide body engine
sales. The CF6 is found on over 1,600 aircraft worldwide, including the following major
types: Airbus A300, A310 and A330, Boeing 747 and 767, McDonnell-Douglas MD-11
and DC-10.
The CF6 first entered service 30 years
ago in 1971, and was initially rated at
40,000 lbs. Newer models have since
been rated as high as 72,000 lbs. More
CF6s have been made than any other
high-bypass turbofan engine on the
market.
The CF6-80C2 is the latest model of this
engine available for the Boeing 767. It
was first introduced in 1985, and has since received full 180-minute ETOPS clearance
from the FAA and European JAA. Delta Virtual Airlines reaps the benefits of these
engines’ efficiency, since they have the lowest fuel burn in their thrust class. The CF6–
80C2 also offers the greatest reliability in its thrust class.
Boeing 767-200/300ER/400ER Operating Manual
Pag e 5
PRATT & WHITNEY PW4060 TURBOFANS
The 94-inch-fan PW4000 engine is the first model in Pratt & Whitney's high-thrust family
for large aircraft. It covers a range of 52,000 to 62,000 pounds of thrust.
Most of the airlines operating the engine depend on it to fly Extended-range Twinengine
Operations (ETOPS) routes with Boeing 767s or Airbus A310s/A300s. The
PW4000 is approved for 180-minute
ETOPS, which gives airlines the ability to
fly across oceans or barren terrain three
hours from the nearest suitable airport. In
fact, the 94-inch PW4000 has completed
more than 10 million ETOPS flights with 38
airlines.
Advanced, service-proven technologies,
such as single-crystal super alloy materials
and Full-Authority Digital Electronic Control
(FADEC), contribute to the engine's
superior fuel economy and reliability. Its
attractiveness is further enhanced by
excellent performance retention, long on-wing times and low maintenance costs. Pratt &
Whitney is currently developing an improved model using advanced core technology
from their other engines to meet performance requirements for future aircraft versions.
Boeing 767-200/300ER/400ER Operating Manual
Pag e 6
FLIGHT DECK
The 767 flight deck was designed for two-crewmember operation, and pioneered the
use of digital electronics and
advanced displays. Those offer
increased reliability and advanced
features compared to older
electro-mechanical instruments.
A fully integrated flight
management computer system
(FMCS) provides for automatic
guidance and control of the 767
from immediately after takeoff to
　
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