Aircraft familiarization for ARFF personnel

HISTORY:
• First Flight (767-200) 26 September 1981
(767-200ER) 6 March 1984
(767-300) 30 January 1986
(767-300ER) 9 December 1986
(767-300F) 20 June 1995
(767-400ER) 9 October 1999
• Service Entry
(767-200) 8 September 1982 (with United Airlines)
(767-200ER) 27 March 1984 (with El Al Israel Airlines)
(767-300) 20 October 1986 (with Japan Airlines)
(767-300ER) 3 March 1988 (with American Airlines)
(767-300F) 16 October 1995 (with United Parcel Service)
(767-400ER) 14 September 2000 (with Continental Airlines)
• CREW: two or three flight crew: pilot, co-pilot, flight engineer (early
production models only)
• PASSENGERS: (767-200) 181 in three classes, 224 in two classes, 255 in
one class
(767-300) 218 in three classes, 269 in two classes, 351 in one class
(767-400ER) 245 in three classes, 304 in two classes, 375 in one class
• DIMENSIONS:
Length
• (767-200) 159.17 ft (48.51 m)
(767-300) 201.33 ft (54.99 m)
(767-400ER) 242.33 ft (61.42 m)
Wingspan
• (767-200) 156.08 ft (47.57 m)
(767-300) 156.08 ft (47.57 m)
(767-400ER) 170.33 ft (51.97 m)
Height
• (767-200) 52.00 ft (15.85 m)
(767-300) 52.00 ft (15.85 m)
(767-400ER) 55.33 ft (16.88 m)
 KNOWN VARIANTS:
• 7X7 Original designation for the 767
• 767-100 Originally planned shortended model for 180 passengers; cancelled
• 767-200 First production model; 238 built by 2001
• 767-200ER Extended range model based on the 767-200 with increased and maximum takeoff
weight and fuel capacity for long-range flight
• 767-200C Prototype of the original KC-767A refueling tanker based on the 767-200ER but including
the flight deck of the 767-400ER, modified flaps, strengthened landing gear, and improved electrical
generators
• 767-200LRXF Long-range freighter variant based on the 767-200C
• 767-300 Stretched model with a lengthened fuselage for greater passenger capacity; 576 built by
2001
• 767-300ER Extended range model based on the 767-300 with increased maximum takeoff weight
and fuel capacity for long-range flight
• 767-300F Cargo freighter based on the 767-300
• 767-300BCF Boeing Converted Freighter, former 767-300 passenger models converted into cargo
transports
• 767-400 Next generation 767 model incorporating new raked wing tips for long-range flights and
more advanced avionics; 21 built by 2001
• 767-400ER Extended range 767-400 model with a lengthened fuselage, raked wingtip extensions,
and strengthened landing gear
• E-767 Military airborne warning and control system (AWACS) version based on the 767 airframe,
operated by Japan
• B-767 or E-767T-T Combination military transport and tanker based on the 767-200ER with some
features of the -300 and -400ER and equipped with a fuselage refueling boom as well as two
underwing refueing pods, ordered by Italy and Japan
• KC-767 Proposal for a refueling tanker based on the 767-200LRXF offered to the US Air Force
GROUND CLEARANCES MODEL 767-200, -200ER
GROUND CLEARANCES MODEL 767-300, -300ER
GROUND CLEARANCES MODEL 767-400ER
LOWER CARGO COMPARTMENTS

MODEL 767-200, -200ER

MODEL 767-300, -300ER, -300 FREIGHTER

MODEL 767-400ER
There are three cargo doors: one AFT, one BULK, and one FWD. The AFT, and
FWD doors are located on the right side of the airplane and open upward and
outward. The BULK cargo door is on the left side of the airplane.
Both AFT and FWD cargo doors are normally operated electrically from an
exterior or interior fuselage–mounted control panel located with each door.
Forward cargo door locking is accomplished manually. If necessary, the forward
and aft cargo doors may be operated manually.

The built-in cargo

compartment
extinguishant is halon
(bromotriflouromethane)
which is heavier than air,
so be careful as you open
the cargo doors as this will
"fall" out.
As a note the correct way
to revive a person who has
been overcome by halon is
to invert them as much as
possible so the inhaled
halon literaly falls out of
the lungs.
 INTERIOR

VIRTUAL PANORAMA INSIDE:

http://vrfilm.tuiflynordic.se/boeing767/
767 Extended Range Seating Charts
Flight Deck and Forward Cabin Passenger Flight Deck and Forward Cabin Freighter
 Cargo and APU Fire Protection
767-200ER/-300ER Passenger
• Fire detection and extinguishing systems
are installed for both engines, the APU,
and cargo compartments. The main wheel
wells have detection only.
• Two fire extinguisher bottles are installed
for engine fire control for General Electric
and Pratt & Whitney engines. Four fire
extinguishing bottles are installed for
engine fire control for Rolls-Royce
engines.
• One fire extinguisher bottle is installed for
APU fire control.
• Three fire extinguishing bottles
are installed for cargo fire control.

Center Aislestand

The engine and APU fire switches are mechanically locked in the down position to avoid inadvertent activation. When a fire is detected,
the respective switch is electrically unlocked and may then be pulled out. Manual unlocking of the switch is accomplished by pushing the
fire override switch located beneath the fire switch.
 767-200ER/-300ER
APU Ground Service Control Panel
The APU automatically shuts down for a detected fire

For some a/c the APU fire extinguisher bottle

is automatically discharged for an APU fire
when the airplane is on the ground
ENGINES AND APU FUEL LINES
DOORS AND EXITS
Exterior Entry Door Controls
The entry doors are plug–type doors. During opening, the door first moves inward,
then upward into the ceiling. The weight of the door is counterbalanced so that
very little effort is required for operation. The door is held open by a latch in the
upper part of the door frame. In order to close the door it must initially be raised
slightly, push and hold the uplatch release button, lower the door approximately 2
inches (5 centimeters). Release button and continue to lower the door.
Overwing Emergency Exit

INSIDE
OUTSIDE
 Overwing Emergency Exit Doors

Overwing emergency exit doors are located over the wing on each side of the
airplane. The overwing emergency exit doors are only used as emergency exits.
An overwing evacuation ramp and slide assembly is contained within each wing
body fairing. A window in the door allows observation outside of the airplane.
The overwing emergency exit door is a plug-type hatch. The emergency PULL
handle opens the door. The door can then be removed from the opening. Opening
the overwing emergency exit door automatically deploys and inflates the ramp
and slide. Simultaneously, on that side of the airplane, the inboard spoiler is
retracted and the exterior emergency lights illuminate.
A manual inflation handle can be pulled if the ramp and slide has not
automatically inflated.
The overwing emergency exit door ramp and slide is automatically disarmed
when the door is opened from the outside.

The overwing emergency exit door ramps and

slides are not configured as raft and they may
not be used as auxiliary flotation devices.
 ONLY LEFT SIDE PASSANGER
DOORS (L1 OR L1 and L2
ARE POWERED WITH ELECTRICAL
ASSISTANT

On Delta's 767 all 4 Main Cabin doors

are electrically operated. Possibly on
others also.

IN CASE OF POWER LOST OR IN EMERGENCY DOOR CAN BE OPENED MECHANICALLY

- RISE THE DOOR HANDLE AND PUSH DOOR UPWARDS - IT IS COUNTER BALANCED.
Passenger Entry Door and Slide Operation
Emergency evacuation slide and door opening systems are provided for each
passenger entry door. A cover in the lower face of the door contains the slide.
For normal operations, the slide must be disarmed before opening the door.
Moving the arming lever to the SLIDE DISARMED position causes the door girt
bar to detach from the floor, the girt bar visual indication window to completely
blank, and the yellow armed indicator to be removed from view. Pulling the Door
Handle up will unlock and unseat the door.
The emergency door opening system is armed by first pressing the arming lever
release and then positioning the arming lever to the SLIDE ARMED position.
This engages the door girt bar, the girt bar visual indication window will be
completely yellow, and armed indicator will be in view. Once armed, rotating the
door handle up to the OPEN position unlocks the door and causes the slide to
deploy. The door will retract to the full open position, and the slide will inflate
automatically.
A manual inflation handle can be pulled if the slide has not automatically inflated.
The emergency door opening system and the slide are automatically disarmed
when the door is opened from the outside. If the arming lever is in the ARMED
position and the door is opened using the exterior door handle, the arming lever
automatically moves to DISARMED and the door opens without slide
deployment.
The passenger door evacuation slides are also configured as rafts.
 Type 1 Emergency Door

IF INSTALLED
Emergency Doors (TYPE I EMERGENCY EXIT)
An emergency door is located aft of the wing on each side of the airplane. The
emergency door is only used as an emergency exit. A slide bustle in the lower face
of the door contains an evacuation slide. A window in the door allows observation
outside of the airplane.
The emergency door is a plug–type door and is hinged on the bottom. Pulling the
door operating handle up lifts the door inward and upward. The door can then be
pushed out through the door frame and the slide automatically deploys and
inflates.
A manual inflation handle can be pulled if the slide has not automatically inflated.

The emergency door evacuation slides are not configured as rafts, however they
may be used as auxiliary flotation devices.
B 767-300ER 4 DOOR CONFIGURATION
Emergency EXIT
Optional on 767-300
Standart on 767-400

Optional on 767-300
Standart on 767-400
MANY POSSIBLE CONFIGURATIONS
EXAMPLE - Delta Boeing 767-300
FOUR DOOR and OVERWING EXIT
CONFIGURATION

EIGHT DOOR CONFIGURATION

Flight Deck Security Door
•The flight deck security door meets requirements for resistance to ballistic
•penetration and intruder entrance.
•The door opens into the flight deck.
•There is a step between the flight deck and the cabin. When closed, the door locks
when electrical power is available and unlocks when electrical power is removed.
•A viewing lens in the door allows observation of the passenger cabin.
•The door can be manually opened from the flight deck by turning the door handle.
•The door incorporates a deadbolt with a key lock.
•Rotating both concentric deadbolt levers to the locked (horizontal) position prevents
the passenger cabin key from unlocking the door.
•Rotating only the forward deadbolt lever to locked allows the key to unlock the
door.
•The door latch system incorporates a pressure rate-sensor that unlocks the door in
the event of flight deck depressurization. Two hinged decompression panels open
to equalize pressure in the event of cabin depressurization. Each panel opening has
a security grill on the flight deck side.
•Features are included to prevent a jammed door due to structural deformation. A
lower break-away panel is attached to the main door section by interlocking
extrusions and two shear pins. If sufficient upward force occurs, the pins will shear
and the break-away panel will separate from the door. If the pins fail to shear, they
can be retracted manually to aid in egress. An angled door jamb aids in forcing the
door open into the flight deck in case of surrounding bulkhead deformation.
 Operat
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OPERATION FROM INSIDE
CARGO VERSIONS
Flight deck
GROUND CLEARANCES MODEL 767-300F
 COCKPIT
fwd DOOR

fwd

MAIN
CARG
O DOOR
Aircraft Tire Safety Areas
11/3/2009
Airport Technology
Boeing Commercial Airplanes

Approach Main Gear Along Arrows

Never Enter Shaded Areas When There Is A Suspect Hot Brake Or Tire.
Stay At Least 25 Feet (7.6 meters) Away From Tire Or Rim Until Temperature Returns
To Ambient.