The 767 Freighter is a derivative of the popular 767-300ER (extended range) passenger twinjet.
Advancements in avionics, aerodynamics, materials and propulsion that were developed for passenger versions of the 767 are incorporated in the freighter. Its design provides excellent fuel efficiency, operational flexibility, low noise levels and an all-digital flight deck. The structure employs aluminum alloys and composite materials.
The 767 Freighter is similar in external appearance to 767 passenger airplanes, except for the lack of passenger windows and doors. The interior of the main-deck fuselage has a smooth fiberglass lining. A fixed, rigid barrier installed in the front end of the main deck serves as a restraint wall between the cargo and the flight deck. A door in the barrier wall permits in-flight access from the flight deck to the cargo area.
The freighter model also benefits from the 767's established schedule or "dispatch" reliability, performance and operational advantages. Schedule reliability -- an industry measure of departure from the gate within 15 minutes of scheduled time -- is over 98 percent for the 767. Fleetwide, daily utilization is more than 9 hours.
The 767 Freighter keeps trip costs to a minimum with its two-person flight deck, and its twin high-bypass-ratio engines offer excellent fuel economy.
The 767 Freighter also has a common type rating with the 757 Freighter, providing airlines with flexibility in scheduling flight crews. Approximately 35 airlines have combined 767 and 757 fleets.
Boeing has been the world leader in civilian air cargo since the 707 Freighter was introduced more than 30 years ago. A total of seven customers have ordered 82 767-300 Freighters.
Began in 1993
Boeing launched the 767 Freighter in January 1993, when Atlanta-based United Parcel Service (UPS) announced an order for up to 60 of the freighters. The purchase was the largest order for all-cargo airplanes ever received by Boeing.
The first UPS freighter entered production in January 1995 at the Boeing factory in Everett, Wash. It rolled out in May 1995, entered flight testing in June 1995 and was delivered to UPS in October 1995.
Available Cargo Volume
With more than 15,469 cubic feet (438.2 cu m) of cargo volume available, and the ability to carry approximately 58 tons (52.7 tonnes) of revenue payload more than 3,225 nautical miles (6,025 kilometers), this airplane is an ideal freighter to meet medium-size requirements and to replace aging 707 and DC-8 freighters.
Up to 24 pallets, each measuring 88 inches by 125 inches (223.5 cm by 317.5 cm) at the base, can be accommodated on the main deck. Total main-deck container volume is 11,884 cubic feet (336.6 cu m), and the lower hold of the airplane provid 3,585 cubic feet (101.6 cu m) for seven pallets, two containers and bulk.
The freighter's main-deck cargo system offers the flexibility of accepting virtually all types of pallets and containers in the air-cargo industry. The 767 Freighter is well-suited to directly accommodate transfer of pallets and containers commonly used in existing widebody freighters, such as the 747-200, 747-400 and DC-10, as well as those from single-aisle freighters, including the 757-200. This allows an operator to interline freight from one airplane to another until it reaches its destination.
The 767 Freighter features a large cargo door on the main deck of the forward fuselage, a single crew-entry door and a freighter interior.
The 767 Freighter is equipped with powered cargo-handling equipment, both on the main deck and in lower holds. The cargo-handling system provides complete automation of the cargo-loading process, with the operator's interface through control panels and joysticks. The freighter's main deck has both interior and exterior master control panels as well as local control panels to provide maximum flexibility.
The cargo-handling system's power-drive units move the cargo containers into and out of the airplane and are equipped with high-tech sensors. The sensor information is fed back to the system's microprocessor-based controllers, which move only the power-drive units necessary to load each container, preventing wear and tear on the equipment and improving reliability. Another advantage is that the power-drive units weigh less than those used on previous airplanes.
A unique feature of the cargo-handling system is the extensive use of built-in test equipment, or BITE, which allows troubleshooting in the event of a system problem. This function not only detects and isolates controller faults, it also provides the maintenance operator with a series of automated tests to isolate other system faults.
Environmental control system changes make the airplane suitable for transporting live animals and perishable goods. Plenty of fresh air is delivered to the cargo areas, and temperatures can be controlled to cool or heat the freight appropriately.