Editing Boeing 767 (section)

==Development==
===Background===
In 1970, the [[Boeing 747|747]] entered service as the first wide-body jetliner<ref name=Eden_p102/> with a fuselage wide enough to feature a twin-aisle cabin.<ref>{{harvnb|Sutter|2006|p=103}}</ref> Two years later, the manufacturer began a development study, code-named 7X7, for a new wide-body jetliner intended to replace the [[Boeing 707|707]] and other early generation narrow-body airliners.<ref name=n157/><ref name=saver/> The aircraft would also provide twin-aisle seating, but in a smaller fuselage than the existing 747, [[McDonnell Douglas DC-10]], and [[Lockheed L-1011 TriStar]] wide-bodies.<ref name=n157/> To defray the high cost of development, Boeing signed risk-sharing agreements with Italian corporation [[Aeritalia]] and the Civil Transport Development Corporation (CTDC), a consortium of Japanese aerospace companies.<ref name=n156>{{harvnb|Norris|Wagner|1998|p=156}}</ref> This marked the manufacturer's first major international joint venture, and both Aeritalia and the CTDC received supply contracts in return for their early participation.<ref name=n156/> The initial 7X7 was conceived as a [[STOL|short take-off and landing]] airliner intended for short-distance flights, but customers were unenthusiastic about the concept, leading to its redefinition as a mid-size, transcontinental-range airliner.<ref name=n157>{{harvnb|Norris|Wagner|1998|pp=156–57.}}</ref> At this stage the proposed aircraft featured two or three engines, with possible configurations including over-wing engines and a [[T-tail]].<ref name=Eden_p102>{{harvnb|Eden|2008|pp=102–03}}</ref>

[[File:Delta Air Lines Boeing 767-232 Farnborough 1982 Fitzgerald.jpg|thumb|The {{not a typo|767-200}} pictured here made its [[Farnborough Airshow]] debut in 1982. Later it was named the [[Spirit of Delta]] Ship 102 with [[Delta Air Lines]].|alt=Side view of twin-engine jet touching down on runway, with deployed flaps and thrust reversers]]
By 1976, a twinjet layout, similar to the one which had debuted on the [[Airbus A300]], became the baseline configuration.<ref name=no20/> The decision to use two engines reflected increased industry confidence in the reliability and economics of new-generation jet powerplants.<ref name=no20>{{harvnb|Norris|Wagner|1999|pp=20–21}}</ref> While airline requirements for new wide-body aircraft remained ambiguous,<ref name=no20/> the 7X7 was generally focused on mid-size, high-density markets.<ref name=Eden_p102/> As such, it was intended to transport large numbers of passengers between major cities.<ref name=Eden_p103>{{harvnb|Eden|2008|p=103}}</ref> Advancements in civil aerospace technology, including [[high-bypass turbofan|high-bypass-ratio turbofan]] engines, new flight deck systems, [[aerodynamic]] improvements, and more efficient lightweight designs were to be applied to the 7X7.<ref name=n157/><ref name=no19>{{harvnb|Norris|Wagner|1999|pp=18–19}}</ref> Many of these features were also included in a parallel development effort for a new mid-size narrow-body airliner, code-named 7N7, which would become the 757.<ref name=no19/> Work on both proposals proceeded through the airline industry upturn in the late 1970s.<ref name=davies103>{{harvnb|Davies|2000|p=103}}</ref><ref name=n143/>

In January 1978, Boeing announced a major extension of its [[Boeing Everett Factory|Everett factory]]—which was then dedicated to manufacturing the 747—to accommodate its new wide-body family.<ref>{{Harvnb|Birtles|1999|p=8}}</ref> In February 1978, the new jetliner received the 767 model designation,<ref>{{Harvnb|Becher|1999|p=24}}</ref> and three variants were planned: a {{not a typo|767-100}} with 190 seats, a {{not a typo|767-200}} with 210 seats, and a [[trijet]] 767MR/LR version with 200 seats intended for intercontinental routes.<ref name=no20/><ref>{{harvnb|Donald|1997|page=173}}</ref> The 767MR/LR was subsequently renamed 777 for differentiation purposes.<ref name=n159>{{harvnb|Norris|Wagner|1998|pp=159–60}}</ref><ref>{{cite magazine |url= https://www.flightglobal.com/pdfarchive/view/1978/1978%20-%200788.html |title= Boeing 767 and 777 |magazine= Flight International |date= May 13, 1978}}</ref> The 767 was officially launched on July 14, 1978, when United Airlines ordered 30 of the 767-200 variant, followed by 50 more 767-200 orders from [[American Airlines]] and Delta Air Lines later that year.<ref name=n159/> The 767-100 was ultimately not offered for sale, as its capacity was too close to the 757's seating,<ref name=n159/> while the 777 trijet was eventually dropped in favor of standardizing the twinjet configuration.<ref name=no20/>

===Design effort===
In the late 1970s, [[operating cost]] replaced capacity as the primary factor in airliner purchases.<ref name=saver/> As a result, the 767's design process emphasized [[fuel efficiency]] from the outset.<ref name=n157/> Boeing targeted a 20 to 30&nbsp;percent cost saving over earlier aircraft, mainly through new engine and wing technology.<ref name=saver>{{cite web|url=http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202612.html|title=Boeing 767: The new fuel saver|date=August 8, 1981|last=Velupillai|first=David|work=Flight International|access-date=July 30, 2011|pages=436–37, 439, 440–41, 445–48, 453}}</ref> As development progressed, engineers used [[computer-aided design]] for over a third of the 767's design drawings,<ref name=saver/> and performed 26,000 hours of [[wind tunnel]] tests.<ref name=n159/> Design work occurred concurrently with the 757 twinjet, leading Boeing to treat both as almost one program to reduce risk and cost.<ref name=no19/><ref name=n143>{{harvnb|Norris|Wagner|1998|p=143}}</ref> Both aircraft would ultimately receive shared design features, including [[avionics]], [[flight management system]]s, instruments, and handling characteristics.<ref name=no23/> Combined development costs were estimated at $3.5 to $4&nbsp;billion.<ref name=saver/>

[[File:E3-AAO 1 B767-366ER Eritrean Al MAN 27DEC04 (6714580339).jpg|alt=|thumb|Side view of an [[Eritrean Airlines]] 767-300ER, showing [[General Electric CF6|CF6]] engines]]
Early 767 customers were given the choice of [[Pratt & Whitney JT9D]] or [[General Electric CF6]] turbofans, marking the first time that Boeing had offered more than one engine option at the launch of a new airliner.<ref name=no22/> Both jet engine models had a maximum output of {{convert|48000|lbf|kN}} of [[Jet engine#Thrust|thrust]].<ref name=Eden_p103/> The engines were mounted approximately one-third the length of the wing from the fuselage, similar to previous wide-body trijets.<ref name=saver/> The larger wings were designed using an [[Supercritical airfoil|aft-loaded]] shape which reduced aerodynamic drag and distributed [[lift (force)|lift]] more evenly across their surface span than any of the manufacturer's previous aircraft.<ref name=saver/><ref name=n160/> The wings provided higher-altitude [[Cruise (flight)|cruise]] performance, added fuel capacity, and expansion room for future stretched variants.<ref name=n159/> The initial 767-200 was designed for sufficient range to fly across North America or across the northern Atlantic,<ref name=Sutter_p241>{{harvnb|Sutter|2006|pp=241–46}}</ref> and would be capable of operating routes up to {{convert|3850|nmi}}.<ref name=h43>{{harvnb|Haenggi|2003|pp=43–44}}</ref>

The 767's fuselage width was set midway between that of the 707 and the 747 at {{convert|16.5|ft|m|sigfig=3}}.<ref name=n157/> While it was narrower than previous wide-body designs, seven abreast seating with two aisles could be fitted, and the reduced width produced less aerodynamic drag.<ref name=Eden_p103/><ref name=no22>{{harvnb|Norris|Wagner|1999|pp=21–22}}</ref> The fuselage was not wide enough to accommodate two standard LD3 wide-body [[unit load device]]s side-by-side,<ref name=Haenggi_p29>{{harvnb|Haenggi|2003|p=29}}</ref><ref>{{Harvnb|Birtles|1999|p=14}}</ref> so a smaller container, the LD2,<ref name=767_airport_report/> was created specifically for the 767.<ref name=n158>{{harvnb|Norris|Wagner|1998|p=158}}</ref> Using a conventional tail design also allowed the rear fuselage to be tapered over a shorter section,<ref name=no22/> providing for parallel aisles along the full length of the passenger cabin, and eliminating irregular seat rows toward the rear of the aircraft.<ref name=saver/><ref name=no22/>

[[File:Boeing 767 over Mount Rainier, circa 1980s.jpg|thumb|The first {{nowrap|767-200}} built, [[N767BA]], in flight near [[Mount Rainier]] {{circa|1982}}|alt=Boeing twin-engine jetliner in flight near a snow-capped mountain]]
The 767 was the first Boeing wide-body to be designed with a two-crew digital glass cockpit.<ref name=no23>{{harvnb|Norris|Wagner|1999|p=23}}</ref> [[Cathode-ray tube]] (CRT) color displays and new electronics replaced the role of the [[flight engineer]] by enabling the pilot and co-pilot to monitor aircraft systems directly.<ref name=no23/> Despite the promise of reduced crew costs, United Airlines initially demanded a conventional three-person cockpit, citing concerns about the risks associated with introducing a new aircraft.<ref name=2crew/> The carrier maintained this position until July 1981, when a US presidential task force determined that a crew of two was safe for operating wide-body jets.<ref name=2crew>{{cite web|url=http://www.boeing.com/commercial/767family/pf/pf_fltdeck.html|archive-url=https://web.archive.org/web/20110807182604/http://www.boeing.com/commercial/767family/pf/pf_fltdeck.html|archive-date=August 7, 2011|title=History of the 767 Two-Crew Flight Deck|publisher=Boeing|access-date=July 29, 2011}}</ref><ref>{{Harvnb|Becher|1999|p=32}}</ref> A three-crew cockpit remained as an option and was fitted to the first production models.<ref name=becher33>{{Harvnb|Becher|1999|p=33}}</ref> [[Ansett Australia]] ordered 767s with three-crew cockpits due to union demands; it was the only airline to operate 767s so configured.<ref name=becher33/><ref>{{harvnb|Wilson|2002|p=117}}</ref> The 767's two-crew cockpit was also applied to the 757, allowing pilots to operate both aircraft after a short conversion course,<ref name=n160>{{harvnb|Norris|Wagner|1998|p=160.}}</ref> and adding incentive for airlines to purchase both types.<ref name=intro/>

===Production and testing===
To produce the 767, Boeing formed a network of subcontractors which included domestic suppliers and international contributions from Italy's Aeritalia and Japan's CTDC.<ref name=n156/> The wings and cabin floor were produced in-house, while Aeritalia provided control surfaces, [[Boeing Rotorcraft Systems|Boeing Vertol]] made the [[leading edge]] for the wings, and [[Spirit AeroSystems|Boeing Wichita]] produced the forward fuselage.<ref name=saver/> The CTDC provided multiple assemblies through its constituent companies, namely [[Fuji Heavy Industries]] ([[Aircraft fairing|wing fairings]] and gear doors), [[Kawasaki Heavy Industries]] (center fuselage), and [[Mitsubishi Heavy Industries]] (rear fuselage, doors, and tail).<ref name=n156/> Components were integrated during final assembly at the Everett factory.<ref name=saver/> For expedited production of wing [[Spar (aviation)|spars]], the main structural member of aircraft wings, the Everett factory received [[robot]]ic machinery to automate the process of drilling holes and inserting [[fastener]]s.<ref name=saver/> This method of wing construction expanded on techniques developed for the 747.<ref name=saver/> Final assembly of the first aircraft began in July 1979.<ref name=Eden_p102/>

[[File:Boeing 767 Everett, Washington production view.jpg|thumb|Final assembly of a 767-300F at Boeing's [[Boeing Everett Factory|Everett factory]], which was expanded for 767 production in 1978|alt=Airplane assembly hall, featuring an unpainted metallic twin-jet aircraft, a presentation podium, and arranged audience chairs]]
The prototype aircraft, [[aircraft registration|registered]] as [[N767BA]] and equipped with [[Pratt & Whitney JT9D]] turbofans, was rolled out on August 4, 1981.<ref name=Shaw_twins>{{harvnb|Shaw|1999|page=64}}</ref> By this time, the 767 program had accumulated 173 firm orders from 17 customers, including [[Air Canada]], [[All Nippon Airways]], [[Britannia Airways]], [[Transbrasil]], and [[Trans World Airlines]] (TWA).<ref name=saver/> On September 26, 1981, the prototype took its [[maiden flight]] under the command of company test pilots Tommy Edmonds, Lew Wallick, and John Brit.<ref name=n161/> The maiden flight was largely uneventful, save for the inability to retract the [[landing gear]] because of a [[Hydraulics|hydraulic]] fluid leak.<ref name=n161/> The prototype was used for subsequent flight tests.<ref name=b17/>

The 10-month 767 flight test program utilized the first six aircraft built.<ref name=Eden_p102/><ref name=b17/> The first four aircraft were equipped with JT9D engines, while the fifth and sixth were fitted with CF6 engines.<ref name=Eden_p103/><ref name=b50>{{Harvnb|Birtles|1999|pp=49–52}}</ref> The test fleet was largely used to evaluate avionics, flight systems, handling, and performance,<ref name=b50/> while the sixth aircraft was used for route-proving flights.<ref name=testing/> During testing, pilots described the 767 as generally easy to fly, with its maneuverability unencumbered by the bulkiness associated with larger wide-body jets.<ref name=testing>{{cite web|url=http://www.flightglobal.com/pdfarchive/view/1982/1982%20-%200710.html|title=Boeing tests the twins|last=Sweetman|first=Bill|date=March 20, 1982|work=Flight International|access-date=July 15, 2011}}</ref> Following 1,600 hours of flight tests, the JT9D-powered 767-200 received certification from the US [[Federal Aviation Administration]] (FAA) and the UK [[Civil Aviation Authority (United Kingdom)|Civil Aviation Authority]] (CAA) in July 1982.<ref name=n161>{{harvnb|Norris|Wagner|1998|pp=161–62}}</ref><ref name=b17>{{harvnb|Birtles|1999|pp=16–18, 27}}</ref> The first delivery occurred on August 19, 1982, to United Airlines.<ref name=n161/> The CF6-powered 767-200 received certification in September 1982, followed by the first delivery to Delta Air Lines on October 25, 1982.<ref name=Eden_p103/>

===Entry into service===
[[File:United Airlines Boeing 767-222; N602UA, May 1990 (5424568174).jpg|thumb|The 767-200 was introduced by [[United Airlines]] on September 8, 1982.]]

The 767 entered service with United Airlines on September 8, 1982.<ref name="Haenggi_p31-5"/> The aircraft's first commercial flight used a JT9D-powered {{not a typo|767-200}} on the Chicago-to-Denver route.<ref name="Haenggi_p31-5">{{harvnb|Haenggi|2003|pp=31–5}}</ref> The CF6-powered 767-200 commenced service three months later with Delta Air Lines.<ref name=Eden_p102/> Upon delivery, early 767s were mainly deployed on domestic routes, including US transcontinental services.<ref name=b49/> American Airlines and TWA began flying the 767-200 in late 1982, while Air Canada, [[China Airlines]], [[El Al]], and Pacific Western began operating the aircraft in 1983.<ref>{{Harvnb|Birtles|1999|pp=55–58}}</ref> The aircraft's introduction was relatively smooth, with few operational glitches and greater [[Dispatch (logistics)|dispatch]] [[Reliability engineering|reliability]] than prior jetliners.<ref name=smooth>{{cite web|url=http://www.flightglobal.com/pdfarchive/view/1983/1983%20-%200561.html|title=Boeing 767 moves smoothly into service|last=Lynn|first=Norman|date=April 2, 1983|work=Flight International|access-date=January 20, 2011}}</ref>

===Exemptions from major certification rule changes===
Following the 1996 in-flight explosion of [[TWA Flight 800]], the FAA introduced new rules about flammability reduction in 2008. In 2012, Boeing requested an exemption for the 767 from new wiring separation rules that would prevent ignition sources, because design improvements it introduced fell short of meeting such rules. One of the justification by Boeing: changes to the fuel quantity indication system would require a halt of delivery by three years as production of the 767 model was expected to end shortly. FAA gave the manufacturer three years to have a compliant system while deliveries continued. In 2014, Boeing, without a new design available, asked for and received another time-limited exemption for just the 767-300 and 767-300ER until 2019 when commercial production was expected to cease. But in 2017, with continual demand for the 767-300F, Boeing asked for another exemption up to the end of 2027, well past the revised production end date. It is noted that while Boeing requested extension of the original exemption from 2016 to 2019 based upon the cost of upgrading the design and their low production rate and ending production in 2019, Boeing developed the [[KC-46]] tanker (based on the 767) which fully compliant with the new rulings and is assembled on the same production line as the 767. Since the 2019 exemption went into effect, Boeing has increased production of the freighter to satisfy demand.<ref>{{cite news |last1=Broderick |first1=Sean |title=FAA Faces Tough Choice On Latest 737-7 Exemption Request {{!}} Aviation Week Network |url=https://aviationweek.com/air-transport/safety-ops-regulation/faa-faces-tough-choice-latest-737-7-exemption-request |access-date=26 November 2024 |work=aviationweek.com |date=19 January 2024}}</ref>

===Stretched derivatives===

====First stretch: -300/-300ER/F====
Forecasting airline interest in larger-capacity models, Boeing announced the stretched {{not a typo||767-300}} in 1983 and the extended-range 767-300ER in 1984.<ref name=no163/><ref name=Eden_p104/> Both models offered a 20&nbsp;percent passenger capacity increase,<ref name=767_airport_report/> while the extended-range version was capable of operating flights up to {{convert|5990|nmi}}.<ref name=763specs>{{cite web|url=http://www.boeing.com/commercial/767family/pf/pf_300prod.html|title=767-300ER Technical Characteristics|publisher=Boeing|access-date=October 20, 2013}}</ref> [[Japan Airlines]] placed the first order for the -300 in September 1983.<ref name=no163/> Following its first flight on January 30, 1986,<ref name=Eden_p104>{{harvnb|Eden|2008|pp=103–04.}}</ref> the type entered service with Japan Airlines on October 20, 1986.<ref name=Boe_767_back/> The 767-300ER completed its first flight on December 9, 1986,<ref name=Boe_767_back/> but it was not until March 1987 that the first firm order, from American Airlines, was placed.<ref name=Eden_p104/> The type entered service with American Airlines on March 3, 1988.<ref name=Boe_767_back/> The 767-300 and 767-300ER gained popularity after entering service, and came to account for approximately two-thirds of all 767s sold.<ref name=no163/> Until the 777's 1995 debut, the 767-300 and 767-300ER remained Boeing's second-largest wide-bodies behind the 747.<ref name="Eden_p104" />

[[File:Osaka KIX JAL 767-346 JA8986 and ANA 767-381ER JA612A.jpg|thumb|A [[Japan Airlines|JAL]] 767-300 lands in front of an [[All Nippon Airways|ANA]] 767-300ER at [[Kansai International Airport|Kansai Airport]]. The -300 and -300ER variants account for almost two-thirds of all 767s sold.|alt=A white and red-tailed Japan Airlines aircraft above the runway, with landing gears down, and an All Nippon Airways in blue and white livery taxiing]]
Buoyed by a recovering global economy and ETOPS approval, 767 sales accelerated in the mid-to-late 1980s; 1989 was the most prolific year with 132 firm orders.<ref name=no163/><ref name=haenggi_p42/> By the early 1990s, the wide-body twinjet had become its manufacturer's annual best-selling aircraft, despite a slight decrease due to economic recession.<ref name=no163/> During this period, the 767 became the most common airliner for transatlantic flights between North America and Europe.<ref name=airl_777>{{harvnb|Smil|1998|p=28}}</ref> By the end of the decade, 767s crossed the Atlantic more frequently than all other aircraft types combined.<ref name=davies89>{{harvnb|Davies|2000|pp=88–89}}</ref> The 767 also propelled the growth of [[Point-to-point transit|point-to-point]] flights which bypassed major [[airline hub]]s in favor of [[direct flight|direct routes]].<ref name=Sutter_p241/><ref name=p2p>{{harvnb|Norris|Wagner|2009|p=12}}</ref> Taking advantage of the aircraft's lower operating costs and smaller capacity, operators added non-stop flights to secondary population centers, thereby eliminating the need for connecting flights.<ref name=Sutter_p241/> The increased number of cities receiving non-stop services caused a paradigm shift in the airline industry as point-to-point travel gained prominence at the expense of the traditional [[spoke–hub distribution paradigm|hub-and-spoke]] model.<ref name=Sutter_p241/><ref name=p2p/>

In February 1990, the first 767 equipped with [[Rolls-Royce RB211]] turbofans, a {{not a typo|767-300}}, was delivered to [[British Airways]].<ref>{{Harvnb|Birtles|1999|pp=27–28}}</ref> Six months later, the carrier temporarily grounded its entire 767 fleet after discovering cracks in the [[hardpoint|engine pylons]] of several aircraft.<ref name=b64>{{Harvnb|Birtles|1999|p=64}}</ref> The cracks were related to the extra weight of the RB211 engines, which are {{convert|2205|lb|kg}} heavier than other 767 engines.<ref name=b64/> During the grounding, interim repairs were conducted to alleviate stress on engine pylon components, and a parts redesign in 1991 prevented further cracks.<ref name=b64/> Boeing also performed a structural reassessment, resulting in production changes and modifications to the engine pylons of all 767s in service.<ref>{{cite web|url=http://www.flightglobal.com/news/articles/boeing-acts-to-solve-757767-pylon-cracks-25909/|title=Boeing acts to solve 757/767 pylon cracks|first=Guy|last=Norris|work=Flight International|date=May 24, 1995|access-date=December 26, 2011}}</ref>

[[File:Boeing 767-400ER Rollout Proctor.jpg|thumb|The Boeing 767-400ER was publicly unveiled on August 26, 1999.<ref name=Boe_767_back/>|alt=Side quarter view of twin-engine jetliner in front of hangar, with surrounding crowds]]
In January 1993, following an order from [[UPS Airlines]],<ref name=Eden_p105>{{harvnb|Eden|2008|p=105}}</ref> Boeing launched a freighter variant, the 767-300F, which entered service with UPS on October 16, 1995.<ref name=Boe_767_back/> The 767-300F featured a main deck cargo hold, upgraded landing gear, and strengthened wing structure.<ref name=f63/> In November 1993, the Japanese government launched the first 767 military derivative when it placed orders for the {{nowrap|E-767}}, an [[Airborne Early Warning and Control]] (AWACS) variant based on the 767-200ER.<ref name=b39/> The first two {{nowrap|E-767s}}, featuring extensive modifications to accommodate surveillance [[radar]] and other monitoring equipment, were delivered in 1998 to the [[Japan Self-Defense Forces]].<ref name=aw33/><ref name=poise/>

====Second stretch:-400ER====
In November 1995, after abandoning development of a smaller version of the 777, Boeing announced that it was revisiting studies for a larger 767.<ref name="no117" /><ref>{{Harvnb|Becher|1999|p=125}}</ref> The proposed 767-400X, a second stretch of the aircraft, offered a 12&nbsp;percent capacity increase versus the {{not a typo|767-300}},<ref name="767_airport_report" /> and featured an upgraded flight deck, enhanced interior, and greater wingspan.<ref name="no117">{{harvnb|Norris|Wagner|1999|pp=116–21}}</ref> The variant was specifically aimed at Delta Air Lines' pending replacement of its aging Lockheed L-1011 TriStars, and faced competition from the A330-200, a shortened derivative of the Airbus A330.<ref name="no117" /> In March 1997, Delta Air Lines launched the 767-400ER when it ordered the type to replace its L-1011 fleet.<ref name="Boe_767_back" /><ref name="no117" /> In October 1997, [[Continental Airlines]] also ordered the 767-400ER to replace its McDonnell Douglas DC-10 fleet.<ref>{{Harvnb|Birtles|1999|p=40}}</ref><ref>{{cite web|url=http://www.flightglobal.com/news/articles/continental-goes-boeing-13833/|title=Continental goes Boeing|first=Ramon|last=Lopez|work=Flight International|date=June 18, 1997|access-date=December 28, 2011}}</ref> The type completed its first flight on October 9, 1999, and entered service with Continental Airlines on September 14, 2000.<ref name="Boe_767_back" />

===Dreamliner introduction===
[[File:OE-LAX@PEK_(20190730085828).jpg|thumb|[[Austrian Airlines]] 767-300ER with blended [[winglet]]s, which reduce [[lift-induced drag]]|alt=Quarter view of an Austrian Airlines 767, with red winglets]]

In the early 2000s, cumulative 767 deliveries approached 900, but new sales declined during an airline industry downturn.<ref name=long>{{cite web|url=http://www.flightglobal.com/news/articles/long-players-163582/|archive-url=https://web.archive.org/web/20130925055155/http://www.flightglobal.com/news/articles/long-players-163582/|archive-date=September 25, 2013|title=Long players|date=January 4, 2003|work=Flight International|first=Guy|last=Norris|author2=Kingsley-Jones, Max|access-date=July 30, 2011}}</ref> In 2001, Boeing dropped plans for a longer-range model, the 767-400ERX, in favor of the proposed [[Boeing Sonic Cruiser|Sonic Cruiser]], a new jetliner which aimed to fly 15&nbsp;percent faster while having comparable fuel costs to the 767.<ref name=sonic>{{cite web|url=http://www.flightglobal.com/pdfarchive/view/2001/2001%20-%201119.html|title=Boeing Sonic Cruiser Ousts 747X|date=April 3, 2001|work=Flight International|first=Guy|last=Norris|author2=Kelly, Emma|access-date=August 15, 2011}}</ref><ref>{{cite journal|title=Sonic Cruiser seeks mission definition|date=July 2001|journal=Interavia Business & Technology|volume=56|issue=655|page=25|url=http://www.highbeam.com/doc/1P3-77659773.html|archive-url=https://web.archive.org/web/20150924204757/http://www.highbeam.com/doc/1P3-77659773.html|url-status=dead|archive-date=September 24, 2015|access-date=June 30, 2015|via=[[HighBeam]]|url-access=subscription}}</ref> The following year, Boeing announced the [[Boeing KC-767#International acquisitions|KC-767 Tanker Transport]], a second military derivative of the 767-200ER.<ref name=kc767>{{cite web|url=http://www.flightglobal.com/articles/2006/07/11/207660/pumped-for-action.html|archive-url=https://web.archive.org/web/20070704203818/http://www.flightglobal.com/articles/2006/07/11/207660/pumped-for-action.html|archive-date= July 4, 2007|title=Pumped for action|date=November 7, 2006|work=Flight International|first=Guy|last=Norris|access-date=August 30, 2011}}</ref> Launched with an order in October 2002 from the [[Italian Air Force]], the KC-767 was intended for the dual role of refueling other aircraft and carrying cargo.<ref name=kc767/> The Japanese government became the second customer for the type in March 2003.<ref name=kc767/> In May 2003, the [[United States Air Force]] (USAF) announced its intent to lease KC-767s to replace its aging [[Boeing KC-135 Stratotanker|KC-135]] tankers.<ref name=kcxchrono>{{cite news|url=http://uk.reuters.com/article/usa-tanker-idUKN2315169720110224|archive-url=https://web.archive.org/web/20121113153241/http://uk.reuters.com/article/2011/02/24/usa-tanker-idUKN2315169720110224|archive-date=November 13, 2012|title=Pentagon nears new contract in air tanker saga|work=Reuters|last=Shalal-Esa|first=Andrea|date=February 24, 2010|access-date=December 26, 2011}}</ref><ref name=kc-x>McCarthy, John; Price, Wayne. (March 9, 2010). "Northrop pulls out of tanker bidding war." ''Florida Today,'' p. A1</ref> The plan was suspended in March 2004 amid a [[conflict of interest]] [[Boeing KC-767#USAF lease, cancellation and re-award|scandal]],<ref name=kcxchrono/> resulting in multiple US government investigations and the departure of several Boeing officials, including [[Philip M. Condit|Philip Condit]], the company's [[chief executive officer]], and [[chief financial officer]] Michael Sears.<ref name=kcxstall>{{cite news|url=http://www.seattlepi.com/business/article/Stalled-767-deal-may-cost-jobs-1137579.php|title=Stalled 767 deal may cost jobs|work=Seattle Post-Intelligencer|date=February 20, 2004|last=Wallace|first=James|access-date=December 26, 2011}}</ref> The first KC-767s were delivered in 2008 to the Japan Self-Defense Forces.<ref name=kc767j/>

In late 2002, after airlines expressed reservations about its emphasis on speed over cost reduction,<ref name=n2009/> Boeing halted development of the Sonic Cruiser.<ref name=n2009>{{harvnb|Norris|Wagner|2009|pp=32–35}}</ref> The following year, the manufacturer announced the 7E7, a mid-size 767 successor made from [[composite material]]s which promised to be 20&nbsp;percent more fuel efficient.<ref name=dream>{{cite web|url=http://www.flightglobal.com/articles/2007/07/07/209212/everything-about-the-boeing-787-dreamliner.html|archive-url=https://web.archive.org/web/20110906121739/http://www.flightglobal.com/articles/2007/07/07/209212/everything-about-the-boeing-787-dreamliner.html|archive-date=September 6, 2011|title=Boeing 787 Dreamliner Aircraft Profile|work=Flight International|year=2011|access-date=July 30, 2011}}</ref> The new jetliner was the first stage of a replacement aircraft initiative called the [[Boeing Yellowstone Project]].<ref name=n2009/> Customers embraced the 7E7, later renamed 787 Dreamliner, and within two years it had become the fastest-selling airliner in the company's history.<ref name=dream/> In 2005, Boeing opted to continue 767 production despite record Dreamliner sales, citing a need to provide customers waiting for the 787 with a more readily available option.<ref name=reprieve>{{cite web|url=http://www.flightglobal.com/news/articles/767-earns-reprieve-as-787-ramp-up-considered-199772/ |archive-url= https://web.archive.org/web/20121105133912/http://www.flightglobal.com/news/articles/767-earns-reprieve-as-787-ramp-up-considered-199772/|archive-date=November 5, 2012|title=767 earns reprieve as 787 ramp-up considered|work=Flight International|date=June 5, 2005|access-date=July 30, 2011}}</ref> Subsequently, the 767-300ER was offered to customers affected by 787 delays, including All Nippon Airways and Japan Airlines.<ref>{{cite web|title=JAL to take 11 767s and 777s in 787-delay compensation deal|first=Nicholes|last=Ionides|work=Flight International|date=September 17, 2008|url=http://www.flightglobal.com/articles/2008/09/17/316096/jal-to-take-11-767s-and-777s-in-787-delay-compensation.html|archive-url=https://web.archive.org/web/20080921035755/http://www.flightglobal.com/articles/2008/09/17/316096/jal-to-take-11-767s-and-777s-in-787-delay-compensation.html|archive-date=September 21, 2008|access-date=September 15, 2011}}</ref> Some aging 767s, exceeding 20 years in age, were also kept in service past planned retirement dates due to the delays.<ref>{{cite web|url=http://www.heraldsun.com.au/businessold/ageing-jets-to-fly-on-due-to-delay-in-boeing-dreamliner/story-e6frfh4f-1225991529905|title=Ageing jets to fly on due to delay in Boeing Dreamliner|work=Herald Sun|access-date=January 19, 2011|date=September 9, 2011|archive-date=September 9, 2014|archive-url=https://web.archive.org/web/20140909130301/http://www.heraldsun.com.au/businessold/ageing-jets-to-fly-on-due-to-delay-in-boeing-dreamliner/story-e6frfh4f-1225991529905|url-status=dead}}</ref> To extend the operational lives of older aircraft, airlines increased heavy maintenance procedures, including [[Aircraft maintenance checks|D-check]] teardowns and inspections for [[corrosion]], a recurring issue on aging 767s.<ref>{{cite web|url=http://www.timco.aero/content/articles/checking-767-mro-management.html|title=Checking Up on the 767|first=Ian|last=Goold|work=MRO Management|date=June 2010|access-date=July 3, 2015|archive-url=https://web.archive.org/web/20120426072500/http://www.timco.aero/content/articles/checking-767-mro-management.html|archive-date=April 26, 2012|url-status=dead}}</ref> The first 787s entered service with All Nippon Airways in October 2011, 42 months behind schedule.<ref>{{cite web|url=http://atwonline.com/aircraft-engines-components/news/finally-787-enters-service-1026|archive-url=https://web.archive.org/web/20111227100805/http://atwonline.com/aircraft-engines-components/news/finally-787-enters-service-1026|archive-date=December 27, 2011|title=Finally&nbsp;... the 787 enters service|first=Karen|last=Walker|work=Air Transport World|date=October 27, 2011|access-date=December 9, 2011}}</ref>

===Continued production===
[[File:UPS Airlines B767-300F (N328UP) landing at San Jose International Airport.jpg|thumb|[[UPS Airlines|UPS]], the largest 767-300F operator, placed additional orders in 2007.|alt=Side quarter view of UPS twin-engine freighter in flight, with extended gear]]
[[File:Boeing 767-3JHF, DHL (DHL Air) AN2220995.jpg|thumb|[[DHL Aviation]] 767-300F]]

In 2007, the 767 received a production boost when UPS and [[DHL Aviation]] placed a combined 33 orders for the 767-300F.<ref>{{cite news|url=http://www.seattlepi.com/business/article/UPS-order-revives-767-line-1227427.php|title=UPS order revives 767 line|work=Seattle Post-Intelligencer|date=February 5, 2007|access-date=August 19, 2011}}</ref><ref>{{cite web|url=http://www.marketwatch.com/story/dhl-orders-6-boeing-767-freighters|title=DHL orders 6 Boeing 767 freighters|publisher=MarketWatch|first=Padraic|last=Cassidy|date=March 8, 2007|access-date=August 19, 2011|archive-date=July 12, 2018|archive-url=https://web.archive.org/web/20180712022442/https://www.marketwatch.com/story/dhl-orders-6-boeing-767-freighters|url-status=dead}}</ref> Renewed freighter interest led Boeing to consider enhanced versions of the 767-200 and 767-300F with increased gross weights, 767-400ER wing extensions, and 777 avionics.<ref>{{cite web|url=http://atwonline.com/aircraftenginescomponents/news/boeing-considering-new-767-freighter-counter-a330-200f-0309|title=Boeing considering new 767 freighter to counter A330-200F|work=Aviation Week & Space Technology|first=Geoffrey|last=Thomas|date=March 2, 2007|access-date=July 29, 2011}}</ref> Net orders for the 767 declined from 24 in 2008 to just three in 2010.<ref name=Boeing_yearly_orders>{{cite web|url=http://www.boeing.com/commercial/#/orders-deliveries|title=Boeing Company Annual Orders Summary|publisher=Boeing|access-date=July 11, 2011}}</ref> During the same period, operators upgraded aircraft already in service; in 2008, the first 767-300ER retrofitted with blended [[Wingtip device|winglets]] from [[Aviation Partners Inc.|Aviation Partners Incorporated]] debuted with American Airlines.<ref name=winglets_debut/> The manufacturer-sanctioned winglets, at {{convert|11|ft|m|sigfig=3}} in height, improved fuel efficiency by an estimated 6.5&nbsp;percent.<ref name=winglets_debut>{{Cite journal|last=Ranson|first=Lori|url=http://www.flightglobal.com/articles/2008/07/22/225951/blended-winglets-debut-on-boeing-767.html|archive-url=https://web.archive.org/web/20080725005222/http://www.flightglobal.com/articles/2008/07/22/225951/blended-winglets-debut-on-boeing-767.html|archive-date=July 25, 2008|title=Blended winglets debut on Boeing 767|journal=Flight International|date=July 22, 2008|access-date=August 19, 2011}}</ref> Other carriers including All Nippon Airways and Delta Air Lines also ordered winglet kits.<ref>{{Cite journal|last=Yeo|first=Ghim-Lay|url=http://www.flightglobal.com/articles/2010/07/23/344919/farnborough-hainan-and-ana-to-equip-boeing-aircraft-with.html|archive-url=https://web.archive.org/web/20100726235136/http://www.flightglobal.com/articles/2010/07/23/344919/farnborough-hainan-and-ana-to-equip-boeing-aircraft-with.html|archive-date=July 26, 2010|title=Farnborough: Hainan and ANA to equip Boeing aircraft with winglets|journal=Flight Daily News|date=July 23, 2010|access-date=August 19, 2011}}</ref><ref>{{cite web|url=http://www.flightglobal.com/news/articles/delta-takes-tips-from-aviation-partners-214967/|archive-url=https://web.archive.org/web/20131003082816/http://www.flightglobal.com/news/articles/delta-takes-tips-from-aviation-partners-214967/|archive-date=October 3, 2013|title=Delta takes tips from Aviation Partners|work=Flight Daily News|date=June 20, 2007|access-date=August 19, 2011}}</ref>

On February 2, 2011, the 1,000th 767 rolled out, destined for All Nippon Airways.<ref name=FG_1000th_rollout/> The aircraft was the 91st 767-300ER ordered by the Japanese carrier, and with its completion the 767 became the second wide-body airliner to reach the thousand-unit milestone after the 747.<ref name=FG_1000th_rollout>{{cite web|url=http://www.flightglobal.com/articles/2011/02/03/352770/picture-boeing-unveils-1000th-767.html|archive-url=https://web.archive.org/web/20110206155704/http://www.flightglobal.com/articles/2011/02/03/352770/picture-boeing-unveils-1000th-767.html|archive-date=February 6, 2011|title=Boeing unveils 1,000th 767|author=Ostrower, Jon|work=Air Transport Intelligence|date=February 3, 2011|access-date=February 6, 2011}}</ref><ref>{{cite web|url=http://www.flightglobal.com/news/articles/thousandth-767-etches-twinjet39s-place-in-history-351792/|archive-url=https://web.archive.org/web/20140228224819/http://www.flightglobal.com/news/articles/thousandth-767-etches-twinjet39s-place-in-history-351792/|archive-date=February 28, 2014|title=Thousandth 767 etches twinjet's place in history|date=December 1, 2010|work=Flight International|access-date=January 20, 2011}}</ref> The 1,000th aircraft also marked the last model produced on the original 767 assembly line.<ref name=herald/> Beginning with the 1,001st aircraft, production moved to another area in the Everett factory which occupied about half of the previous floor space.<ref name=herald/> The new assembly line made room for 787 production and aimed to boost manufacturing efficiency by over twenty percent.<ref name=herald/>

At the inauguration of its new assembly line, the 767's order backlog numbered approximately 50, only enough for production to last until 2013.<ref name=herald>{{cite web|url=http://www.heraldnet.com/article/20110306/BIZ/703069951/1122/news01|title=767 now built faster and in less space|first=Michelle|last=Dunlop|work=The Weekly Herald|date=March 6, 2011|access-date=July 30, 2011|url-status=dead|archive-url=https://web.archive.org/web/20120615055418/http://www.heraldnet.com/article/20110306/BIZ/703069951/1122/news01|archive-date=June 15, 2012}}</ref> Despite the reduced backlog, Boeing officials expressed optimism that additional orders would be forthcoming.<ref name=herald/> On February 24, 2011, the USAF announced its selection of the KC-767 Advanced Tanker, an upgraded variant of the KC-767,<ref name=kc767at>{{cite web|url=http://www.upi.com/Business_News/Security-Industry/2008/01/03/Boeing-presents-KC-767-proposal-to-USAF/UPI-86481199401085/|title=Boeing presents KC-767 proposal to USAF|publisher=United Press International|date=January 3, 2008|access-date=December 26, 2011}}</ref> for its [[KC-X]] fleet renewal program.<ref name=herald/> The selection followed two rounds of tanker competition between Boeing and [[Airbus]] parent [[EADS]], and came eight years after the USAF's original 2003 announcement of its plan to lease KC-767s.<ref name=kcxchrono/> The tanker order encompassed 179 aircraft and was expected to sustain 767 production past 2013.<ref name=herald/>

In December 2011, [[FedEx Express]] announced a 767-300F order for 27 aircraft to replace its DC-10 freighters, citing the USAF tanker order and Boeing's decision to continue production as contributing factors.<ref>{{cite web|url=http://www.thestreet.com/story/11350825/2/boeing-767-removed-from-life-support.html|title=Boeing 767 Removed From Life Support |publisher=The Street|first=Ted|last=Reed|date=December 20, 2011|access-date=December 26, 2011}}</ref> FedEx Express agreed to buy 19 more of the −300F variant in June 2012.<ref>{{cite web|title=FedEx Express Plans to Acquire 19 Boeing 767-300F Aircraft and Convert Four 777 Freighter Orders|url=http://news.van.fedex.com/node/18533|archive-url=https://archive.today/20130102144757/http://news.van.fedex.com/node/18533|url-status=dead|archive-date=January 2, 2013|publisher=FedEx Express press release|date=June 29, 2012|access-date=July 2, 2012}}</ref><ref>{{cite news|agency=Associated Press|title=FedEx to buy additional aircraft from Boeing|url=http://www.businessweek.com/ap/2012-06-29/fedex-to-buy-additional-aircraft-from-boeing|work=Businessweek|date=June 29, 2012 |access-date=July 3, 2015|archive-url=https://web.archive.org/web/20120703070730/http://www.businessweek.com/ap/2012-06-29/fedex-to-buy-additional-aircraft-from-boeing |archive-date=July 3, 2012 |url-status=dead}}</ref> In June 2015, FedEx said it was accelerating retirements of planes both to reflect demand and to modernize its fleet, recording charges of $276 million (~${{Format price|{{Inflation|index=US-GDP|value=276000000|start_year=2015}}}} in {{Inflation/year|US-GDP}}).<ref name="The Wall Street Journal">{{cite news|url=https://www.wsj.com/articles/fedex-to-buy-as-many-as-100-boeing-767-freighters-1437522505 |title= FedEx to Buy as Many as 100 Boeing 767 Freighters|work=The Wall Street Journal|date=July 21, 2015|access-date=July 21, 2015}}</ref> On July 21, 2015, FedEx announced an order for 50 767-300F with options on another 50, the largest order for the type.<ref>{{Cite web|url=https://www.streetinsider.com/Corporate+News/FedEx+Express+%28FDX%29+Will+Acquire+Addtional+50+Boeing+%28BA%29+767-300F+Aircraft/10739876.html|title=FedEx Express (FDX) Will Acquire {{Not a typo|Addt|ional [sic]}} 50 Boeing (BA) 767-300F Aircraft|website=StreetInsider.com}}</ref> With the announcement FedEx confirmed that it has firm orders for 106 of the freighters for delivery between 2018 and 2023.<ref name="The Wall Street Journal"/> In February 2018, UPS announced an order for 4 more 767-300Fs to increase the total on order to 63.<ref name=UPS2018Order>{{cite web|url=http://www.boeing.com/commercial/customers/ups/747-8-767-order.page|title=Boeing: UPS Orders 14 Additional 747-8 Freighters, Plus Four 767 Freighters|website= boeing.com|access-date=March 10, 2018}}</ref>

With its successor, the [[Boeing New Midsize Airplane]], that was planned for introduction in 2025 or later, and the 787 being much larger, Boeing could restart a passenger 767-300ER production to bridge the gap.<ref>{{cite news |url= https://leehamnews.com/2017/08/14/boeings-tactical-option-for-mom-sector/ |title= Boeing's tactical option for MOM sector |date= August 14, 2017 |work= Leeham}}</ref> A demand for 50 to 60 aircraft could have to be satisfied.<ref>{{cite news |url= https://leehamnews.com/2017/10/19/boeing-ponders-restart-767-300er-passenger-line/ |title= Boeing ponders restart of 767-300ER passenger line |date= October 19, 2017 |work= Leeham}}</ref> Having to replace its 40 767s, [[United Airlines]] requested a price quote for other widebodies.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/united-requests-pricing-data-on-767-other-widebodie-442921/ |title= United requests pricing data on 767, other widebodies |date= November 6, 2017 |author= Stephen Trimble |work= Flightglobal}}</ref> In November 2017, Boeing CEO [[Dennis Muilenburg]] cited interest beyond military and freighter uses.<!--<ref name=Flight5mar2018>--> However, in early 2018 Boeing Commercial Airplanes VP of marketing Randy Tinseth stated that the company did not intend to resume production of the passenger variant.<ref>{{cite news|url=https://www.reuters.com/article/us-boeing-airplanes/boeing-executive-rules-out-reviving-767-passenger-jet-idUSKBN1GH311|title=Boeing executive rules out reviving 767 passenger jet|date=March 5, 2018|author=Tim Hepher|work=Reuters}}</ref><ref name=Flight5mar2018>{{cite news |url= https://www.flightglobal.com/news/articles/boeing-unlikely-to-resume-passenger-767-production-446453/ |title= Boeing unlikely to resume passenger 767 production |date= March 5, 2018 |author= Edward Russell |work= Flightglobal}}</ref>

In its first quarter of 2018 [[earnings]] report, Boeing plans to increase its production from 2.5 to 3 monthly beginning in January 2020 due to increased demand in the [[cargo aircraft|cargo]] market, as FedEx had 56 on order, UPS has four, and an unidentified customer has three on order.<!--<ref name=Leeham25apr2018>--> This rate could rise to 3.5 per month in July 2020 and 4 per month in January 2021, before decreasing to 3 per month in January 2025 and then 2 per month in July 2025.<ref name=Leeham25apr2018>{{cite news |url= https://leehamnews.com/2018/04/25/boeing-to-hike-767f-production-may-be-only-first-of-several/ |title= Boeing to hike 767F production; may be only first of several |date= April 25, 2018 |work= Leeham News}}</ref>
In 2019, unit cost was US$217.9 million for a -300ER, and US$220.3 million for a -300F.<ref name=prices>{{cite web |title= About Boeing Commercial Airplanes: Prices |url= http://www.boeing.com/company/about-bca/#/prices |publisher= Boeing}}</ref>

Production of the 767 was expected to cease by the end of 2027 due to more stringent emissions and noise limits that will go into effect in 2028.<ref>{{Cite web |last=Hamilton |first=Scott |date=2022-06-16 |title=FAA adopts ICAO 2027 emissions, noise rules; death knell for new production 767F, 777F |url=https://leehamnews.com/2022/06/16/faa-adopts-icao-2027-emissions-noise-rules-death-knell-for-new-production-767f-777f/ |access-date=2024-02-26 |website=Leeham News and Analysis |language=en-US}}</ref> However, {{As of|2024|5|lc=y}}, the US Congress is considering giving Boeing a waiver to continue to produce the 767 freighter for an additional five years. If granted, these aircraft would be restricted to domestic use within the US only. Boeing is widely expected to begin production of 787 Freighter during that extension period.<ref>{{Cite news |last=Ostrower |first=Jon |last2=Guisbond |first2=Will |date=May 7, 2024 |title=Congress poised to give Boeing five more years to build 767 freighters |url=https://theaircurrent.com/aircraft-development/767-787-freighter-faa-reauthorization/ |access-date=May 8, 2024 |work=The Air Current |language=en-US}}</ref>{{Update after|2025}}

=== Continued development ===

==== 767-X (partial double-deck) ====
{{See also|Boeing 777#Background}}
After the debut of the first stretched 767s, Boeing sought to address airline requests for greater capacity by proposing larger models, including a partial double-deck version informally named the "Hunchback of Mukilteo" (from a town near Boeing's Everett factory) with a 757 body section mounted over the aft main fuselage.<ref>{{cite web |last=McKinzie |first=Gordon |title=How United Airlines Helped Design The World's Most Remarkable Airliner |url=http://www.aiaa.org/sections/cl/what/mckinzie.htm |archive-url=https://web.archive.org/web/20090601173533/http://www.aiaa.org/sections/cl/what/mckinzie.htm |archive-date=June 1, 2009 |access-date=July 1, 2011 |publisher=American Institute of Aeronautics and Astronautics}}</ref><ref name="Norris_Wagner_777_p11-13">{{harvnb|Norris|Wagner|2001|pages=11–13, 15}}</ref> In 1986, Boeing proposed the 767-X, a revised model with extended wings and a wider cabin, but received little interest.<ref name="Norris_Wagner_777_p11-13" /> The 767-X did not get enough interest from airlines to launch and the model was shelved in 1988 in favor of the [[Boeing 777]].<ref name="Norris_Wagner_777_p11-13" /><ref>{{Cite web |url=https://secure.boeingimages.com/archive/Boeing-767-X-Concept--1986-2JRSXLJ8PSVI.html |title=Boeing Images - Boeing 767-X Concept, 1986 |website=secure.boeingimages.com}}</ref>

==== 767-400ERX ====
In March 2000, Boeing was to launch the 259-seat 767-400ERX with an initial order for three from [[Kenya Airways]] with deliveries planned for 2004, as it was proposed to [[Lauda Air]].<!--ref name=Flight20march2000--> 
Increased [[MTOW|gross weight]] and a [[tailplane]] fuel tank would have boosted its range by {{convert|11100|to|12025|km|nmi|-1|order=flip}}, and GE could offer its {{cvt|65000-68000|lbf|kN}} [[CF6]]-80C2/G2.<ref name=Flight20march2000>{{cite web |url=http://www.flightglobal.com/pdfarchive/view/2000/2000%20-%200694.html |title=Lauda and Kenya eye heavy 767 |last=Norris |first=Guy |work=Flight International |date=March 20, 2000}}</ref> Rolls-Royce offered its {{cvt|68,000-72,000|lbf|kN}} [[Rolls-Royce Trent#Second Trent 600|Trent 600]] for the 767-400ERX and the [[Boeing 747#747X and 747X Stretch|Boeing 747X]].<ref name=Flight25July2000>{{cite web |url=http://www.flightglobal.com/pdfarchive/view/2000/2000-1%20-%200364.html |title=R-R offers Trent 600 for 767-400ERX and 747X |work=Flight International |author=Julian Moxon, Guy Norris |date=July 25, 2000}}</ref>

Offered in July, the longer-range -400ERX would have a strengthened wing, fuselage and landing gear for a 15,000&nbsp;lb (6.8&nbsp;t) higher [[Maximum takeoff weight|MTOW]], up to 465,000&nbsp;lb (210.92 t).<!--ref name=Boeing26july2000-->
Thrust would rise to {{cvt|72,000|lbf|kN}} for better takeoff performance, with the Trent 600 or the General Electric/Pratt & Whitney [[Engine Alliance]] GP7172, also offered on the 747X.<!--ref name=Boeing26july2000-->
Range would increase by {{Cvt|525|nmi|mi km|abbr=on}} to {{Cvt|6,150|nmi|mi km|abbr=on}}, with an additional fuel tank of {{Cvt|2145|USgal|L|abbr=on}} in the horizontal tail.<!--ref name=Boeing26july2000-->
The 767-400ERX would offer the capacity of the [[Airbus A330-200]] with 3% lower fuel burn and costs.<ref name=Boeing26july2000>{{cite press release |url= https://boeing.mediaroom.com/2000-07-26-The-Newest-Boeing-767-Is-Inspired-By-The-Future-Introducing-The-Boeing-767-400ER |title= The Newest Boeing 767 Is Inspired By The Future - Introducing The Boeing 767-400ER |date= July 26, 2000 |publisher= Boeing}}</ref>
Boeing cancelled the variant development in 2001.<ref name=sonic/> Kenya Airways then switched its order to the 777-200ER.<ref>{{Cite news |last=Wallace |first=James |url=http://www.seattlepi.com/default/article/Kenya-Airways-sticks-to-Boeing-1083149.php |title=Kenya Airways sticks to Boeing |work=Seattle Post-Intelligencer |date=March 19, 2002}}</ref>

==== 767-XF (re-engine) ====
In October 2019, Boeing was reportedly studying a [[Re-engine|re-engined]] 767-XF for entry into service around 2025, based on the 767-400ER with an extended landing gear to accommodate larger [[General Electric GEnx]] turbofan engines.<!--ref name=Flight10oct2019-->
The cargo market is the main target, but a passenger version could be a cheaper alternative to the proposed [[Boeing New Midsize Airplane|New Midsize Airplane]].<ref name=Flight10oct2019>{{cite news |url= https://www.flightglobal.com/news/articles/boeing-examines-genx-powered-767-x-for-cargo-and-pa-461386/ |title= Boeing examines GEnx-powered 767-X for cargo and passenger roles |date= October 10, 2019 |work= Flightglobal}}</ref>