Editing Boeing 767 (section)

===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/>