Despite WordPress assigning this post as p1186, this is in fact the 767th post! Yes, it's time for another one of our really hated loved Useless Rubenerd Blog milestones!

Given the fact I'm in the 700+ range of posts, there are some posts which have the same number as famous Boeing airliners. Being a huge fan of commercial aviation, I figured I'd create some small posts about these planes. I missed the boat on the 707/720 and 727 (no, I'm sorry the 717 was the MD-95!) but I did do posts on the 737, 747 and 757

Filling lunch!
This is clearly the wrong picture

The Boeing 767 airliner was first introduced by Boeing (no joke) in 1978 and began flying with airlines in 1982. It was designed for short to medium range travel with a twin jet configuration and a range of 9,400 to 12,200 km's and the ability to carry 181 to 375 passengers. The capacity could be increased for a nominal fee by bolting deck chairs on the wings; surprisingly no airline took up Boeing on the offer. Unlike most competing airframes for that market segment from the time period, the 767 was designed with a widebody, dual isle configuration.

A defining feature of the 767 was its common cockpit and avionics design with the 757, meaning a pilot trained to fly one could learn and be certified to fly the other in a very short amount of time.

Demand for the 767 peaked in 1997, when the 767-400ER was introduced and implemented by a number of American airlines to replace their aging Lockheed L-1011s and Douglass DC-10 trijets, not to be confused with AMD tricore desktop processors or Star Trek tricorders. Demand has especially fallen recently as plans for the direct replacement 787 Dreamliner have been made. Today most customers are purchasing airframes for use as cargo freighters; the 767 derived KC-767 aerial refueling platforms have also been purchased in large numbers by the Italian, Japanese and American governments.

ANA 767-381ER at Singapore Changi Airport, by Andrew Hunt
ANA 767-381ER at Singapore Changi Airport, by Andrew Hunt