If you wish to contribute or participate in the discussions about articles you are invited to join SKYbrary as a registered user

BOEING 767-300ER

From SKYbrary Wiki
B763
Aircraft
Name 767-300ER
Manufacturer BOEING
Body Wide
Wing Fixed Wing
Position Low wing
Tail Regular tail, mid set
WTC Heavy
APC D
Type code L2J
Aerodrome Reference Code 4D
RFF Category 8
Engine Jet
Engine count Multi
Position Underwing mounted
Landing gear Tricycle retractable
Mass group 4


Manufacturered as:

BOEING 767-300


BOEING 767-300ER

BOEING 767-300ER BOEING 767-300ER 3D

Description

Medium to long range wide-body airliner. In service since 1986 (ER since 1989). Stretched version of B767-200. Exists in an ER (extended range) version for ETOPS. The B763 is member of the B767 family of aircraft.

Technical Data

Wing span 47.6 m156.168 ft
Length 54.9 m180.118 ft
Height 15.9 m52.165 ft
Powerplant 2 x P&W PW4062 (281.6 kN) or
2 x GE CF6-80C2B7F (276.2 kN) or
2 x RR RB211-524H (264.7 kN)
Engine model General Electric CF6, Pratt & Whitney PW4000, Rolls-Royce RB211

Performance Data

Take-Off Initial Climb
(to 5000 ft)
Initial Climb
(to FL150)
Initial Climb
(to FL240)
MACH Climb Cruise Initial Descent
(to FL240)
Descent
(to FL100)
Descent (FL100
& below)
Approach
V2 (IAS) 160 kts IAS 190 kts IAS 290 kts IAS 290 kts MACH 0.72 TAS 460 kts MACH 0.72 IAS 290 kts IAS kts Vapp (IAS) 140 kts
Distance 2900 m ROC 3000 ft/min ROC 2500 ft/min ROC 2000 ft/min ROC 1000 ft/min MACH 0.8 ROD 1000 ft/min ROD 3000 ft/min MCS 220 kts Distance 1800 m
MTOW 186880186,880 kg
186.88 tonnes
kg
Ceiling FL430 ROD ft/min APC D
WTC H Range 61056,105 nm
11,306,460 m
11,306.46 km
37,094,685.066 ft
NM

Accidents & Serious Incidents involving B763

  • A343 / B763, Barcelona Spain, 2014 (On 5 July 2014, an Airbus A340-300 taxiing for departure at Barcelona was cleared across an active runway in front of an approaching Boeing 767 with landing clearance on the same runway by a Ground Controller unaware that the runway was active. Sighting by both aircraft resulted in an accelerated crossing and a very low go around. The Investigation noted the twice-daily runway configuration change made due to noise abatement reasons was imminent. It was also noted that airport procedure involved use of stop bars even on inactive runways and that their operation was then the responsibility of ground controllers.)
  • B738/B763, Barcelona Spain, 2011 (On 14 April 2011, a Ryanair Boeing 737-800 failed to leave sufficient clearance when taxiing behind a stationary Boeing 767-300 at Barcelona and the 737 wingtip was in collision with the horizontal stabiliser of the 767, damaging both. The 767 crew were completely unaware of any impact but the 737 crew realised the ‘close proximity’ but dismissed a cabin crew report that a passenger had observed a collision. Both aircraft completed their intended flights without incident after which the damage was discovered, that to the 767 requiring that the aircraft be repaired before further flight.)
  • B744 / B763, Melbourne Australia, 2006 (On 2 February 2006, a Boeing 747-400 was taxiing for a departure at Melbourne Airport. At the same time, a Boeing 767-300 was stationary on taxiway Echo and waiting in line to depart from runway 16. The left wing tip of the Boeing 747 collided with the right horizontal stabiliser of the Boeing 767 as the first aircraft passed behind. Both aircraft were on scheduled passenger services from Melbourne to Sydney. No one was injured during the incident.)
  • B763 / B744, Amsterdam Netherlands, 1998 (A Boeing 767-300 departing from runway 24 at Amsterdam made a successful daylight rejected take off upon seeing a Boeing 747-400 under tow crossing the runway ahead. It was found that the crossing clearance had been given by the same trainee controller who had then cleared the 767 for take off after assuming that the towing traffic had cleared based on an unverified assumption based upon incorrect information which had been received earlier from an Assistant Controller. The conflict occurred with LVP in force and with visual surveillance of the runway from the TWR precluded by low cloud.)
  • B763 / B763, Kansai Japan, 2007 (On 20 October 2007, at night, a Boeing 767-300 operated by Air Canada was taxiing for Runway 24L at Kansai International Airport for take-off. Meanwhile, another Boeing 767-300, operated by Japan Airlines, had been given landing clearance and was on approach to the same runway. After an incorrect readback, the Air Canada B767 entered the runway to line up. As a consequence of the runway incursion, the B767 on approach executed a go-around on the instructions of air traffic control.)
  • B763 / B772, Chitose Japan, 2007 (On 27 June 2007, a Skymark Boeing 767-300 rejected its night take off from the 3000 metre-long runway 19R at New Chitose from around 80 knots when an All Nippon Boeing 777-200 which had just landed on runway 19L was seen to be taxying across the runway near the far end. There was no actual risk of collision. Both aircraft were being operated in accordance with conflicting air traffic clearances issued by the same controller. None of the three controllers present in the TWR including the Supervisor noticed the error until alerted by the aircraft rejected take off call.)
  • B763, Atlanta GA, USA 2009 (On 19 October 2009, a Boeing 767-300 being operated by Delta Airlines on a scheduled passenger flight from Rio de Janeiro to Atlanta inadvertently made a landing at destination in night VMC on parallel taxiway ‘M’ instead of the intended and ATC-cleared landing runway 27R. None of the 194 occupants were injured and there was no damage to the aircraft or conflict with other traffic or vehicles. The third rostered crew member had become incapacitated en route with the consequence that neither of the other pilots had been able to take any in flight rest.)
  • B763, Chicago O'Hare IL USA, 2016 (On 28 October 2016, an American Airlines Boeing 767-300 made a high speed rejected take off after a catastrophic and uncontained failure of the right engine, a GE CF6-80C2B6. A successful emergency evacuation of the 170 occupants was completed as a major fuel-fed fire destroyed the failed engine and caused substantial damage to the aircraft structure. An NTSB investigation is taking place.)
  • B763, Copenhagen Denmark, 1999 (On 24 August 1999, a Boeing 767-300 being operated by SAS on a scheduled passenger flight from Copenhagen to Tokyo was unable to get airborne from the take off roll on Runway 22R in normal daylight visibility and made a rejected take off from high speed. The aircraft was taxied clear of the runway and after a precautionary attendance of the RFFS because of overheated brakes, the passengers were disembarked and transported to the terminal. There was minor damage to the aircraft landing gear and rear fuselage.)
  • B763, Frankfurt Germany, 2007 (On 20 August 2007, at Frankfurt, while a Boeing 767-300 was taxiing to its parking position, thick smoke developed in the passenger cabin. All passengers and the crew were able to leave the aircraft at the gate without further incident.)
  • B763, Luton UK, 2005 (On 16 February 2005, at Luton Airport, a Boeing B767-300 collided with the tug pulling it forward when the shear pin of the unserviceable tow bar being used to pull the aircraft broke. The aircraft ran onto the tug when the ground crew stopped the tug suddenly. As result of the collision with the tug the aircraft fuselage and landing gear was damaged.)
  • B763, Manchester UK, 1998 (On 25th November 1998, baggage containers on a B767, moved in flight causing damage to a cabin floor beam and damage to the standby system power supply cable causing electrical arcing. The aircraft landed safely at Manchester, UK, and the damage was only discovered during unloading.)
  • B763, Manchester UK, 2008 (On 13 December 2008, a Thomsonfly Boeing 767-300 departing from Manchester for Montego Bay Jamaica was considered to be accelerating at an abnormally slow rate during the take off roll on Runway 23L. The aircraft commander, who was the pilot not flying, consequently delayed the V1 call by about 10 - 15 because he thought the aircraft might be heavier than had been calculated. During the rotation the TAILSKID message illuminated momentarily, indicating that the aircraft had suffered a tail strike during the takeoff. The commander applied full power and shortly afterwards the stick shaker activated briefly. The aircraft continued to climb away and accelerate before the flaps were retracted and the after-takeoff check list completed. The appropriate drills in the Quick Reference Handbook (QRH) were subsequently actioned, fuel was dumped and the aircraft returned to Manchester for an overweight landing without further incident.)
  • B763, Melbourne Australia, 2006 (On 3 August 2006, a Qantas Boeing 767-300 encountered a large flock of birds during rotation and sustained multiple strikes on many parts of the aircraft. Left engine vibration immediately increased but as reducing thrust also reduced the vibration, it was decided following consultation with maintenance to continue to the planned destination, Sydney.)
  • B763, Montreal Quebec Canada, 2013 (On 4 November 2013, smoke began to appear in the passenger cabin of a Boeing 767 which had just begun disembarking its 243 passengers via an airbridge after arriving at Montreal. The source was found to be a belt loader in position at the rear of the aircraft which had caught fire. Emergency evacuation using the airbridge only was ordered by the aircraft commander but cabin conditions led to other exits being used too. The fire was caused by a fuel leak and absence of an emergency stop button had prevented it being extinguished until the airport fire service arrived.)
  • B763, Singapore, 2015 (On 12 July 2015, a Japanese-operated Boeing 767-300 deviated from its acknowledged clearance and lit-centreline taxi routing and began take-off from a parallel taxiway in good night visibility, crossing a lit red stop bar in the process. When ATC observed this, the aircraft was instructed to stop which was achieved without further event. A subsequent take-off was uneventful. The crew did not report the event to their airline or their State authorities because the Captain "determined that this case did not need to be reported" and these organisations only became aware when subsequently contacted by the Investigating Agency.)
  • B763, en-route North Bay Canada, 2009 (On 19 June 2009 a Boeing 767-300 being operated by Polish carrier LOT on a scheduled passenger flight from Chicago O’Hare to Warsaw was in the cruise at FL330 feet in night IMC when one of the air speed indicators suddenly displayed a false high reading, which triggered an over speed warning. The flight crew response was based on the presumption that the speed increase was real and thrust was reduced and the aircraft put into a climb. A stall warning followed and descent was then made.)
  • B763, en-route, Atlantic Ocean, 2008 (On 28 January 2008, the first officer on a B767, flying from Toronto to London, became incapacitated and the captain elected to divert to the nearest airport, Shannon, Ireland.)
  • B763, en-route, New York NY USA, 2000 (On 30 March 2000, a Delta Airlines-operated Boeing 767-300 which was 15nm southeast of New York JFK after departure from there and was being flown visually at night by the First Officer with an 'international relief pilot' as extra crew on the flight deck, achieved 66 degrees of right bank before any of the the pilots noticed. A successful recovery was made with no consequences for the occupants and the aircraft then returned to JFK.)
  • B763, en-route, North West Thailand, 1991 (On 26 May 1991, a Lauda Air Boeing 767-300 experienced an un-commanded deployment of a thrust reverser climbing out of Bangkok which quickly led to a terminal loss of control and subsequent ground impact which destroyed the aircraft. The cause of the PW4000 thrust reverser fault was not established but it was noted that certification requirements included the ability to continue flight under any possible thrust reverser position and that there had been no pilot training requirement for, or awareness of, the essential response which would have required full aileron and rudder corrective action within 4 to 6 seconds.)
  • B763, en-route, Northern France, 1998 (On 9 January 1998, a Boeing 767-300 operated by United Airlines experienced an electrical systems malfunction subsequently attributed to arcing in a faulty electrical loom. The crew elected to divert to London Heathrow where emergency evacuation was carried out on a taxiway upon landing.)
  • B763, en-route, mid North Atlantic, 2011 (On 14 January 2011 an Air Canada Boeing 767-300 was midway across the Atlantic Ocean eastbound at night when the First Officer, who had just woken from an exceptionally long period in-seat rest, suddenly but erroneously perceived a collision risk from oncoming traffic and without warning intervened to dive the aircraft before the Captain could stop him causing 16 occupant injuries. His behaviour was attributed to the effect of ‘sleep inertia’ following a much longer period of sleep than permitted by Air Canada procedures. It was concluded that many Air Canada pilots did not understand the reasoning behind these procedures.)
  • B763, en-route, near Ovalle Chile, 2005 (On 2 January 2005, a Boeing 767-300 being operated by Air Canada on a scheduled passenger flight in day VMC from Toronto to Santiago, Chile was approximately 180 nm north of the intended destination and in the cruise at FL370 when it suffered a run down of the left engine which flight deck indications suggested was due to fuel starvation. A MAYDAY was declared to ATC and during the subsequent drift down descent, with the cross feed valve open, the failed engine was successfully restarted and the flight was completed with both engines operating without further incident.)
  • B763, vicinity Chicago IL USA, 2007 (On March 15, 2007, at night, a Boeing 767-300, operated by United Airlines, experienced a bird strike after take-off from Chicago O'Hare International Airport, Chicago, Illinois. The airplane ecountered a flock of ducks about 800 feet above ground level (AGL) resulting in the complete failure of the left engine. The crew was able to land the airplane safely.)
  • B763, vicinity Gatwick UK, 1999 (On 18 October 1999, a Boeing 767-300 encountered a flock of wood pigeons, at 450 feet agl after take off from London Gatwick, and the ingestion of one caused sufficient distress to the left engine for it to be shut down and an air turn back made; it was subsequently concluded that the degree of damage caused was inconsistent with the applicable requirements of engine certification.)
  • B763, vicinity London Heathrow UK, 1998 (On 1 September 1998, a Boeing 767-300 had a bird strike with a large flock of geese moments before touchdown at London Heathrow airport, causing substantial damage.)
  • B763/B738, vicinity Melbourne Australia, 2010 (On 5 December 2010 a Boeing 767-300 being operated by Qantas and departing Melbourne for Sydney in day VMC was following a Boeing 737-800 being operated by Virgin Australia which had also just departed Melbourne for Brisbane on the same SID and a loss of prescribed separation occurred. ATC became aware that the 767 was catching up with the 737 but were aware that it was in visual contact and therefore took no action to ensure separation was maintained. No TCAS activation occurred.)
  • B763/DH8D, Fukuoka Japan, 2010 (On 10 May 2010, the TWR controller at Fukuoka cleared a Bombardier DHC8-400 to land on runway 16 and then a minute later whilst it was still on approach cleared a Boeing 767-300 to line up and take off on the same runway. Only a query from approaching aircraft which had been cleared to land prompted by hearing a take off clearance being given for the same runway alerted ATC to the simultaneous runway use clearances. As it was too late to stop the departing aircraft at the holding point, its clearance was changed to “line up and wait” and the approaching aircraft was instructed to go around.)