something's wrong with the main gears in this pic? was it photoshopped?

747classic wrote:

N195FE was delivered to Memphis at June 17th 2021 with callsign FX9031, see : https://flightaware.com/live/flight/N19 ... /KPAE/KMEM

N195FE, KPAE, Customer acceptance flight, June 15th 2021


Original uploaded by Jennifer Schuld at twitter, see : https://twitter.com/JenSchuld/status/14 ... 5979010048

What’s wrong ?

TropicalSky wrote:

something's wrong with the main gears in this pic? was it photoshopped?

Looks fine to me - the trucks tilt forward on the 767 family.

N278FE MSN 66247 took its first flight today as BOE658 (assuming VT658); anyone have a line number for this one?

bmibaby737 wrote:

N278FE MSN 66247 took its first flight today as BOE658 (assuming VT658); anyone have a line number for this one?

L/N 1244 C/N 66247 B767-300F N278FE FEDEX (VT658) “Blake”, see for F/F : https://flightaware.com/live/flight/N27 ... /KPAE/KMWH

N278FE, returning to KPAE, June 24th 2021




Original uploaded by Jennifer Schuld at twitter, see : https://twitter.com/JenSchuld/status/14 ... 0189982720

Are those front undercarriage doors not closed properly?

concordeforever wrote:

Are those front undercarriage doors not closed properly?

They are never fully closed flush on the 767 when the nose gear is down. I’m not sure the reason exactly, guessing for clearance for something on the forward part of the upper axle at the attach/pivot point.

Never knew that, thank you!

Nice photos! I think it's nice to assume the 767 production line will be available a while for cargo and military carriers.

I guess the question is: Does Boeing also hold the line for 767 production because they think civilian carriers might trickle back in for new orders? Or can they use the existing facilities to tweak it to a new "787" type of variant?

It's interesting when you look at things that the 767 & 757 planning both took place in the late 1970s and the 767 variant is still around today, but the 757 line was closed 15+ years ago. I also think the 763ER had a bit of renaissance pre-COVID but got dismissed (mainly by B.S. Youtube Commentators) once the virus broke out. Yet it's still incredible this frame is still around in large numbers.

N196FE, the next 767-300F for FedEx, made her first (B1) flight at June 30th with callsign BOE659, see : https://flightaware.com/live/flight/N19 ... /KPAE/KPAE

See Matt Cawby's June 30th Paine Field blog : http://www.paineairport.com/kpae19371q.htm

Aircraft data : L/N 1245 C/N 63126 B767-300F N196FE FEDEX (VT659)

N278FE delivery flight to Indianapolis at July 9th with callsign FX9035, see : https://flightaware.com/live/flight/N27 ... /KPAE/KIND

N278FE, KPAE, July 9th 2021


Original uploaded by Jennifer Schuld at twitter, see : https://twitter.com/JenSchuld/status/14 ... 1181816832

N196FE delivery flight to Memphis at July 13th with callsign FX9032, see : https://flightaware.com/live/flight/N19 ... /KPAE/KMEM

For a delivery taxi-out picture, see Matt Cawby's Paine Field blog of July 13th 2021 : http://kpae.blogspot.com/2021/07/paine- ... ly-13.html

Aircraft data : L/N 1245 C/N 63126 B767-300F N196FE FEDEX (VT659)

N196FE, B1 flight, KPAE June 30th 2021


Original uploaded by Nick Sheeder at Flickr, see : https://www.flickr.com/photos/169920379 ... 281874096/

FedEx 767-300F N279FE made her first (B1) flight at July 18th with callsign BOE660, see : https://flightaware.com/live/flight/N27 ... /KPAE/KPAE

Aircraft data : L/N 1247 C/N 66252 B767-300F N279FE FEDEX (VT660)

No picture yet.

747classic wrote:

FedEx 767-300F N279FE made her first (B1) flight at July 18th with callsign BOE660, see : https://flightaware.com/live/flight/N27 ... /KPAE/KPAE

Aircraft data : L/N 1247 C/N 66252 B767-300F N279FE FEDEX (VT660)

No picture yet.

N279FE, named "Rafaela" second test flight, KPAE, July 27th 2021




Original uploaded by Jennifer Schuld at twitter, see : https://twitter.com/JenSchuld/status/14 ... 4002273281

The next 767-300F for FedEx, N197FE, made her first (B1) flight at July 28th with callsign BOE661, see : https://flightaware.com/live/flight/N19 ... /KPAE/KPAE

For a picture, see Matt Cawby's Paine Field blog of July 28th 2021 : http://www.paineairport.com/kpae19446f.htm

Aircraft data : L/N 1249 C/N 63127 B767-300F N197FE FEDEX (VT661)

N279FE, delivery flight to Indianapolis at July 29th with callsign FX9032, see : https://flightaware.com/live/flight/N27 ... /KPAE/KIND

For a delivery picture, see Matt Cawby's Paine Field blog of July 29th 2021 : http://www.paineairport.com/kpae19449x.htm

IAI is setting up a conversion line in Ethiopia. The new line will be established at ET's MRO facilities at Addis Ababa Airport, with ET being the first customer. This will be IAI's third conversion site for the 767.

Ethiopian teams up with IAI on new B767 freighter conversion line

I completely missed the delivery flight of N197FE with callsign FX9032 towards Indianapolis at August 12th, see : https://flightaware.com/live/flight/N19 ... /KPAE/KIND

For some detailed pictures of N197FE's customer acceptance flight at August 10th, see below.





Original uploaded by Jennifer Schuld at twitter, see : https://twitter.com/JenSchuld/status/14 ... 1276465154

Aircraft data : L/N 1249 C/N 63127 B767-300F N197FE FEDEX (VT661), named : "Grant"

The next 767-300F for FedEx, N269FE, made her first (B1) flight at August 28th 2021 with callsign BOE662, see : https://flightaware.com/live/flight/N26 ... /KPAE/KPAE

Aircraft data : L/N 1251 C/N 66864 B767-300F N269FE FEDEX (VT662)

Just after roll-out, N269FE, KPAE, July 11th 2021


Original uploaded by planesguy at flickr, see : https://www.flickr.com/photos/planesguy/51307914004

Some 767 FAL updates :

The first 767-300F for CHINA CENTRAL LONGHAO AIRLINES has been allocated at L/N 1258 according Matt Cawby's Paine Field blog of September 03th, see : http://kpae.blogspot.com/2021/09/paine- ... ber-3.html

L/N 1257 was rolled out during the night of September 2/3 :



L/N 1247 C/N 66252 B767-300F N279FE FEDEX (VT660) “Rafaela”
L/N 1248 C/N xxxxxx B767-2C 19-46069 USAF KC-46A (VH069) Lot 5, #13/15, tail 96069
L/N 1249 C/N 63127 B767-300F N197FE FEDEX (VT661) “Grant”
L/N 1250 C/N xxxxxx B767-2C 19-46070 USAF KC-46A (VH070) Lot 5, #14/15, tail 96070
L/N 1251 C/N 66864 B767-300F N269FE FEDEX (VT662)
L/N 1252 C/N xxxxxx B767-2C 19-46071 USAF KC-46A (VH071) Lot 5, #15/15, tail 96071
L/N 1253 C/N xxxxxx B767-300F FEDEX (VT663)
L/N 1254 C/N xxxxxx B767-2C 20-46072 USAF KC-46A (VH072) Lot 6, #01/12, tail 06072
L/N 1255 C/N xxxxxx B767-300F FEDEX (VT664)
L/N 1256 C/N xxxxxx B767-300F FEDEX (VT665)
L/N 1257 C/N xxxxxx B767-2C 20-46073 USAF KC-46A (VH073) Lot 6, #02/12, tail 06073
L/N 1258 C/N xxxxxx B767-300F CHINA CENTRAL LONGHAO AIRLINES

Is the 767 P2F business fully saturated now? Given the number of conversions in the pipeline and the timeline for completion do the scads of 767s sitting stored across the globe imply it's over soon?

l/n 1258 is the 1st of 5 for Longhao. Was the UFO announced in May last year.
Wonder if any more new-built 767F's orders are in the pipeline.

Polot wrote:

concordeforever wrote:

Are those front undercarriage doors not closed properly?

They are never fully closed flush on the 767 when the nose gear is down. I’m not sure the reason exactly, guessing for clearance for something on the forward part of the upper axle at the attach/pivot point.

I can't find anything about this, but I was thinking maybe it has something to do with the air flow coming back in with the gear down.

aristoenigma wrote:

Is the 767 P2F business fully saturated now? Given the number of conversions in the pipeline and the timeline for completion do the scads of 767s sitting stored across the globe imply it's over soon?

Not sure your assertation of "767s sitting stored" is a thing. There are really very few parked ones that aren't in a scheduled to return fleet (for example DL and UA) or already earmarked for conversion (former Air Canada and Ethiopian, plus some DL). I'm just not seeing the scads.

aristoenigma wrote:

Is the 767 P2F business fully saturated now? Given the number of conversions in the pipeline and the timeline for completion do the scads of 767s sitting stored across the globe imply it's over soon?

Last I heard conversion lines were full through at least 2023. Those sitting are just waiting for their turn for conversion.

Spacepope wrote:

aristoenigma wrote:

Is the 767 P2F business fully saturated now? Given the number of conversions in the pipeline and the timeline for completion do the scads of 767s sitting stored across the globe imply it's over soon?

Not sure your assertation of "767s sitting stored" is a thing. There are really very few parked ones that aren't in a scheduled to return fleet (for example DL and UA) or already earmarked for conversion (former Air Canada and Ethiopian, plus some DL). I'm just not seeing the scads.

Just counted the 767-300s showing as stored on Planespotters. There are way in excess of eighty or ninety stored plus it shows a similar number of 767-300s listed as parked rather than stored. Thought that was scads. As for 767-200s there are about ten parked and at least forty or fifty stored. Still scads by my reckoning. Bottom line with my post is that there is not enough conversion capacity to take up those numbers anytime soon. Also in future if more actives will become feedstock. If I am wrong so sorry.

aristoenigma wrote:

Spacepope wrote:

aristoenigma wrote:

Is the 767 P2F business fully saturated now? Given the number of conversions in the pipeline and the timeline for completion do the scads of 767s sitting stored across the globe imply it's over soon?

Not sure your assertation of "767s sitting stored" is a thing. There are really very few parked ones that aren't in a scheduled to return fleet (for example DL and UA) or already earmarked for conversion (former Air Canada and Ethiopian, plus some DL). I'm just not seeing the scads.

Just counted the 767-300s showing as stored on Planespotters. There are way in excess of eighty or ninety stored plus it shows a similar number of 767-300s listed as parked rather than stored. Thought that was scads. As for 767-200s there are about ten parked and at least forty or fifty stored. Still scads by my reckoning. Bottom line with my post is that there is not enough conversion capacity to take up those numbers anytime soon. Also in future if more actives will become feedstock. If I am wrong so sorry.

General rule of thumb is, if its a non-active -300ER with GE engines, LN300+ and above, it will get converted (assuming sold and not temporary storage by airline). You could do a count of those if you want, and you would find that number is very small.

The A market -300 cannot be converted, and the -200s in general are not being converted due to the 763ER being more capable (save for some of the young ex-CO birds).

jeffrey0032j wrote:

aristoenigma wrote:

Spacepope wrote:

Not sure your assertation of "767s sitting stored" is a thing. There are really very few parked ones that aren't in a scheduled to return fleet (for example DL and UA) or already earmarked for conversion (former Air Canada and Ethiopian, plus some DL). I'm just not seeing the scads.

Just counted the 767-300s showing as stored on Planespotters. There are way in excess of eighty or ninety stored plus it shows a similar number of 767-300s listed as parked rather than stored. Thought that was scads. As for 767-200s there are about ten parked and at least forty or fifty stored. Still scads by my reckoning. Bottom line with my post is that there is not enough conversion capacity to take up those numbers anytime soon. Also in future if more actives will become feedstock. If I am wrong so sorry.

General rule of thumb is, if its a non-active -300ER with GE engines, LN300+ and above, it will get converted (assuming sold and not temporary storage by airline). You could do a count of those if you want, and you would find that number is very small.

The A market -300 cannot be converted, and the -200s in general are not being converted due to the 763ER being more capable (save for some of the young ex-CO birds).

Thanks that is helpful. Will any of the 767-400s ever be converted?

aristoenigma wrote:

Thanks that is helpful. Will any of the 767-400s ever be converted?

There is not currently an STC for that. Not to say IAI and/or Boeing wouldn't take a crack at one if the demand was there, but so far nope. Also, pretty sure that UA and DL are planning to fly theirs for a long time.

To add to Spacepope's comments, also no STC to convert RR-engined 767-300s, so that takes a few more out of "scads".

The reality is that much of the conversion activity is driven by Amazon aircraft, but there is a smaller-but-significant amount of conversions to be used on DHL business. Beyond that, it's a few here, a few there right now. UPS took like 5 conversions for example. Amerijet has a few for its Island and other organic business. And on... It's just hard to know the extent to which Amazon is going to continue to expand its organic air mission. If it does, it will continue to chew up feedstock. Remember, Jetran had purchased pretty-much every AA 763 as it retired. ATSG bought, converted and leased out quite a few of those. Then Jetran bought the final flying group of 28 of them, to be delivered as they retired, and ATSG stunned the business by optioning 20 of those before anyone was sure that there was a market for that many more conversions. It ended up being a heck of a bet. Jetran kept 8 to sell later. After AA precipitously retired all 28, ATSG started working through its 20, exercising options a few at a time, and very-quickly sent all of them for conversion. Meanwhile, Jetran sold the remaining ones to DHL. That ATSG is now chewing through retired DL aircraft suggests the demand is still there, at least through 2023. After that, we'll see. And ATSG has a prodigious number of slots reserved at IAI, and I think they could get you a plane in 3Q 2023 if you ordered one today.

Also, I like Spacepope's drawing of the line at LN300 or so. The earliest 767-300ERs include some that are probably too-crapped-out for anyone to want to convert while there are better candidates out there, around where he drew the line. OTOH, there are some very-reliable converted 763s out there that initially we thought were going to be used as parts planes. When IAI D-checks the thing and then does the conversion, you do end up with a plane that should last 20 years. And they seem to be able to do this with some feedstock that, on paper at least, doesn't look ideal.

wjcandee wrote:

aristoenigma wrote:

Thanks that is helpful. Will any of the 767-400s ever be converted?

There is not currently an STC for that. Not to say IAI and/or Boeing wouldn't take a crack at one if the demand was there, but so far nope. Also, pretty sure that UA and DL are planning to fly theirs for a long time.

To add to Spacepope's comments, also no STC to convert RR-engined 767-300s, so that takes a few more out of "scads".

The reality is that much of the conversion activity is driven by Amazon aircraft, but there is a smaller-but-significant amount of conversions to be used on DHL business. Beyond that, it's a few here, a few there right now. UPS took like 5 conversions for example. Amerijet has a few for its Island and other organic business. And on... It's just hard to know the extent to which Amazon is going to continue to expand its organic air mission. If it does, it will continue to chew up feedstock. Remember, Jetran had purchased pretty-much every AA 763 as it retired. ATSG bought, converted and leased out quite a few of those. Then Jetran bought the final flying group of 28 of them, to be delivered as they retired, and ATSG stunned the business by optioning 20 of those before anyone was sure that there was a market for that many more conversions. It ended up being a heck of a bet. Jetran kept 8 to sell later. After AA precipitously retired all 28, ATSG started working through its 20, exercising options a few at a time, and very-quickly sent all of them for conversion. Meanwhile, Jetran sold the remaining ones to DHL. That ATSG is now chewing through retired DL aircraft suggests the demand is still there, at least through 2023. After that, we'll see. And ATSG has a prodigious number of slots reserved at IAI, and I think they could get you a plane in 3Q 2023 if you ordered one today.

Also, I like Spacepope's drawing of the line at LN300 or so. The earliest 767-300ERs include some that are probably too-crapped-out for anyone to want to convert while there are better candidates out there, around where he drew the line. OTOH, there are some very-reliable converted 763s out there that initially we thought were going to be used as parts planes. When IAI D-checks the thing and then does the conversion, you do end up with a plane that should last 20 years. And they seem to be able to do this with some feedstock that, on paper at least, doesn't look ideal.

Thanks! I have to point out it wasn't me coming up with the sub-LN300 cutoff though, but as a basic rule of thumb, it sounds reasonable.

Beyond Amazon though, the fleet orders for conversions for AC (Pratt), LAN (GE), and Ethiopian (Pratt) are not small when taken as a whole. CAM did indeed take the newest DL 763s for conversion (finally taking airframes that make sense to me) but even they are also taking former AC/Rouge Pratt-powered examples. Those formerly undesireable Pratts also are being converted by Chinese carriers, and there is a steady stream of 763s being converted for SF, as well as their appetite for 752Fs. And operators like Cargojet and Amerijet still keep adding various 763s to their fleet.

Indeed we are seeing both 752 and 767 conversion capacity INCREASE with new lines opening across the world. If CAM's current strategy holds, more newer 767s like DL's next oldest will be converted as they are phased out but (and I'm gonna stay on brand here) DL and UA's oldest serving aircraft with around 130,000+ hours on them are probably not conversion candidates.

I'm not dipping my toes into the 762 mess right now, save to say the spare parts and engines need to come from somewhere.

N269FE has been delivered to Indianapolis at September 10th 2021 with callsign FX9033, see : https://flightaware.com/live/flight/N26 ... /KPAE/KIND

For a picture of a test flight of N269FE at September 02th, see : https://www.flickr.com/photos/44691276@ ... st-2mkNZ3J

Stitch wrote:

TropicalSky wrote:

something's wrong with the main gears in this pic? was it photoshopped?

Looks fine to me - the trucks tilt forward on the 767 family.

I have always wondered why they did it this way on the 767......

At last some variation : The first picture of a non FedEx or UPS 767-300F in long time at the Everett flight line.

In the back, 767-300F for CHINA CENTRAL LONGHAO AIRLINES, KPAE, September 20th 2021.


Original uploaded by Matt Cawby at twitter, see : https://twitter.com/mattcawby/status/14 ... 2244190208

Aircraft data : L/N 1258 C/N xxxxxx B767-300F CHINA CENTRAL LONGHAO AIRLINES (VT731)

The next 767-300F for FedEx, N198FE, made her first (B1) flight with callsign BOE663 at September 23th 2021, see : https://flightaware.com/live/flight/N19 ... /KPAE/KPAE

Aircraft data : L/N 1253 C/N 63128 B767-300F N198FE FEDEX (VT663)

No picture yet

N198FE https://flic.kr/p/2mtCGM5

Some pictures of N198FE during the third test flight at September 28th 2021, see : https://flightaware.com/live/flight/N19 ... /KPAE/KPAE

N198FE, named "Matthew", KPAE, Sept 28th






Original uploaded by Chris lee at twitter, see : https://twitter.com/propandkerosene/sta ... 6981548033

How much longer will the 762s continue being converted?

For as long as Boeing keeps getting orders for them.

Does anyone know who they name the planes for?

ILNFlyer wrote:

Does anyone know who they name the planes for?

Children of FedEx employees

Next 2 are Antonio and Olivia.

Did the UPS last 2 orders slip to CY22?

RobK wrote:

Next 2 are Antonio and Olivia.

I thought they only have female names?

ben7x wrote:

RobK wrote:

Next 2 are Antonio and Olivia.

I thought they only have female names?

You are incorrect.

https://newsroom.fedex.com/newsroom/fed ... the-skies/

Spacepope wrote:

ben7x wrote:

RobK wrote:

Next 2 are Antonio and Olivia.

I thought they only have female names?

You are incorrect.

https://newsroom.fedex.com/newsroom/fed ... the-skies/

That’s good to know, thanks. I recently saw a photo of a FX plane named ‚Matthew’ and was quite shocked that a mother names her daughter Matthew…

natc141 wrote:

Did the UPS last 2 orders slip to CY22?

They are still expected to be delivered this year, the second I believe the week of Christmas., Subject to change, of course.

N280FE made her first (B1) flight at October 7th with callsign BOE664, see : https://flightaware.com/live/flight/N28 ... /KPAE/KPAE

N280FE, KPAE, Oct 7th 2021.




Original uploaded by Jennifer Schuld at twitter, see : https://twitter.com/JenSchuld/status/14 ... 7115007008

Aircraft data : L/N 1255 C/N 66253 B767-300F N280FE FEDEX (VT664) "Antonia"

It's Antonio, as per my previous message, not Antonia.

RobK wrote:

It's Antonio, as per my previous message, not Antonia.

Difficult to see, but you are fully correct, I made the same mistake as Jennifer.

thedreamthejohn wrote:

natc141 wrote:

Did the UPS last 2 orders slip to CY22?

They are still expected to be delivered this year, the second I believe the week of Christmas., Subject to change, of course.

According Matt Cawby's Paine Field blog of October 8th the second 767-300F still to be delivered for UPS (L/N 1262, VR305) has entered the final body join, see : http://kpae.blogspot.com/2021/10/paine- ... ber-8.html
The last delivered UPS 767-300F was L/N 1231, VR303, so the first still to be delivered to UPS (VR304) must be allocated at L/N 1260 (or 1261)

Aircraft data :

L/N 1260 C/N 66811 B767-300F N376UP UNITED PARCEL SERVICE (VR304)
L/N 1262 C/N 66812 B767-300F N377UP UNITED PARCEL SERVICE (VR305)