The Boeing 767 is one of the most widely recognized widebody aircraft of the modern jet age. It first entered service in the early 1980s and quickly became a favorite of airlines for medium and long-haul flying. Its combination of fuel efficiency, range, and comfortable cabin layout helped establish it as a reliable backbone of global fleets. Even as newer aircraft have entered the market, the 767 has maintained a strong presence in both passenger and cargo roles.

The 767 became a platform for Boeing to refine its approach to twin-engine long-haul operations. It played a key role in the early development of ETOPS rules, which later transformed international travel by allowing twins to fly routes once limited to four-engine aircraft. The aircraft demonstrated that two engines could reliably support long oceanic flights at a time when this concept was still new to regulators and airlines. Its performance helped pave the way for later twin-engine widebodies, which now dominate long-haul markets.

About The 767

The first Boeing 767 prototype flew in the fall of 1981, and the initial 767-200 entered service with United Airlines the following year. Boeing expanded the family over time with the 767-200ER, the stretched 767-300 and 767-300ER, and eventually the 767-400ER. The 767-300F also became a popular dedicated freighter and remains in active production for cargo operators. These variants allowed the program to serve a wide range of missions across both passenger and freight markets.

The program spanned a long development timeline, beginning with the 767-200’s introduction in 1982 and continuing through the 767-400ER’s entry into service in 2000. The aircraft uses a seven-abreast 2–3–2 seating layout. Boeing developed the 767 alongside the 757, and both aircraft share a common type rating, allowing pilots to fly both under the same certificate. This pairing helped airlines streamline operations across their networks.

One of the defining design features of the 767 is its forward-tilting landing gear. This configuration means the main gear tilts forward when fully extended in the air, which is the opposite of most Boeing aircraft with multi-wheel main gear. On types such as the 747, 777, and 787, the trucks lean backward, and the rear wheels touch the runway first.

Why Is The Landing Gear Tilted Forward?

The main reason the 767 uses forward-tilting landing gear is to conserve space inside the belly of the aircraft. This space-saving design accommodated systems and structural features unique to the 767 and made the forward-tilting landing gear necessary. Later widebody aircraft, such as the 777 and 787, use tilt-change mechanisms instead, which allow the gear to shift position during extension and retraction.

Another factor also influenced the design. During early testing, engineers noticed that the 767 tended to pitch down sharply during touchdown. The forward tilt of the landing gear helped counter this behavior by allowing the front wheel to touch first. This adjustment softened the pitch change at the moment of landing and contributed to a more stable landing.

The 767 is not the only widebody with a forward-tilting gear design. Aircraft such as the Airbus A350-900 and the Airbus A380 also use forward-leaning main gears. The MD-11 also had a minor forward tilt, among other airliners. These examples show that forward tilts are not relatively uncommon. Some aircraft even use both orientations on the same airframe, such as the Airbus A340-600, where the wing gear tilts backward while the center gear tilts forward.

Another Unique Aspect Of The 767

Another unique aspect of the 767 is its passenger doors, which open inward rather than outward. Most commercial aircraft use outward swinging doors, but the 767 door first moves inward and then lifts upward toward the ceiling. This motion is similar to that of the door systems used on the L-1011 and DC-10, and later on the MD-11.

The exact reasoning behind this feature is not fully documented, but the design likely reflects the background of Boeing engineers who had previously worked at McDonnell Douglas. The DC-10 and MD-11 used inward-opening doors, and the 767 inherited aspects of that proven system. Drawing on this experience, the design team adapted known mechanisms to fit the new airframe. It also simplified the integration of structural and pressure-seal elements.

The 767 door functions as a plug door, which means it seals tighter as cabin pressure builds during flight. This design greatly reduces the risk of the door opening in flight as the pressure differential forces the door more firmly into its frame. Plug doors also provide a strong and reliable barrier without requiring overly complex locking systems.

The Engines That Power The 767

The earliest 767-200s and 767-300s were powered by Pratt & Whitney JT9D turbofan engines, which had previously served on widebodies such as the 747. Boeing later adopted the General Electric CF6 family for the next generation of the program, beginning in 1986. The CF6 became a popular choice for long-range variants, including the 767-200ER and 767-300ER. Its reliability and efficiency helped expand the aircraft’s appeal to international operators.

Rolls-Royce also supplied engines for the 767 through the RB211 series. The first 767-300 fitted with RB211 engines entered service with British Airways in February 1990. This option gave airlines another proven widebody powerplant with strong performance in medium and long-haul operations. It provided a third major engine family within the 767 lineup.

The final engine offered on the 767 is the Pratt & Whitney PW4000, available in both 94-inch and 112-inch fan sizes. The larger 112-inch version became the exclusive engine for the 767-400ER, which entered service in 2000. This pairing gave the stretched variant improved thrust and efficiency for its longer fuselage.

Longest And Most Frequent Routes

Delta Air Lines and United Airlines are the two largest operators of the Boeing 767 today. They also remain the only carriers that fly the 767-400ER, which serves as the final and most stretched variant of the family. Both airlines continue to use their fleets on a mix of domestic and long-haul international routes. Their large networks make them central to the aircraft’s continued presence in passenger service.

Some of the longest scheduled 767 flights are operated by United, including Houston to Munich and Rio de Janeiro to Houston, both flown with the 767-300ER. Delta follows with Atlanta to Buenos Aires, which uses the 767-400ER on a seasonal basis. While the aircraft is no longer produced for passenger service, these long-haul routes show that the 767 still fills an important niche. Its range and economics continue to support missions that fit between narrowbody and larger widebody types.

The most frequent 767 routes in 2025 are dominated by Japanese carriers, with ANA and Japan Airlines operating thousands of annual flights on short-haul domestic sectors using the 767-300ER. United also appears near the top of the list with its heavily traveled Newark to London service. The 767-400ER does not appear on the highest-frequency routes, although Delta operates the busiest 767-400ER pairing between New York JFK and Los Angeles with 1,085 scheduled flights in 2025. These patterns highlight how the 767 is used both for dense short-haul flying in Japan and major transatlantic markets in the United States.

The 767F Remains in Production

The Boeing 767 is no longer competitive in the passenger market, but it has become one of the most valuable freighters in commercial aviation. Cargo operators appreciate its balance of capacity, range, and operating cost. As a result, production of the 767F continues and remains an important part of Boeing’s freighter portfolio. The aircraft has secured a long second life as a dependable workhorse.

Through the first three quarters of 2025, Boeing delivered ten 767Fs, split evenly between FedEx and UPS. The aircraft continues to provide strong reliability for operators and fits comfortably into a wide range of global cargo markets. Its size makes it well-suited for routes where larger freighters such as the 777F or 747F would be inefficient or underutilized. This versatility explains why the 767F has become a core asset for major integrators.

The continued demand for the 767F shows how well the design has adapted to the needs of modern air cargo. Its performance profile matches the requirements of overnight networks and medium-haul freight corridors. As long as operators seek a widebody that can handle diverse missions, the 767F is likely to remain a key part of the global freighter fleet.