Editing Boeing 767 (section)

===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" />