Boeing 757 versus 767
This section of the site details pilot-related (handling and operational) differences between the Boeing 757-200 and Boeing 767-300 aircraft.
There are fewer differences between the 757-200 and the 767-200.
The control column reaches maximum roll deflection at about 45o on the 767, compared to about 98o on the 757. As a result the 767 appears much more sensitive in roll (for a given control column deflection).
Outboard ailerons on the 767 are locked out at speeds of 280 knots or more between sea level and FL120 (12,000ft). The inboard ailerons droop with Flap 5 selected.
On the 767, all the spoiler panels are used for roll control and speedbrake, both in the air and on the ground.
Pitch Control is noticeably lighter and Turboprops for private charter more stable on the 767 than on the Boeing 757, especially when conducting a Flap 5 takeoff.
The Boeing 767 wingspan is 48 metres, 10 metres greater than the Boeing 757. Not all taxyways are useable by the 767 as a consequence.
The position of the nosewheel relative to the flightdeck is much further forward on the 767 than on the 757. The flightdeck cannot be very far "over the grass" during a large angle turn.
The main landing gear is a long way back on the Boeing 767, corners cannot be cut and pilots must lead the turn more than on the Boeing 757.
The minimum turn radius is 44.5 metres for the 767, 180o turns should not be attempted on 45 metre runways. The minimum recommended runway width for such a procedure is 55 metres.
Flap 5 is used more often on the 767, resulting in a longer ground roll but a better second segment climb performance.
This must be slower on the 767 than the 757 - theoretically about 2.5o/sec.
A tailstrike occurs at 9.5o on the Boeing 767 with oleos extended and 8o with oleos compressed. A tail skid device is fitted on the 767, but there is no EICAS indication of a tailstrike.
Takeoff Rotation Rate
This must be slower on the 767 than the 757, theoretically about 2.5 degrees per second.
The rotation rate is very important especially in the case of an engine failure since the minimum tail clearance is only 12 inches. This minimum clearance occurs after lift-off.
Due to the low minimum control (ground) speed (Vmcg) of 106 knots on the 767, less rudder application is required initially than for the Boeing 757 in the event of an engine failure (roughly 3/4 pedal deflection).
The Yaw/roll couple is more marked than on the 767 than the 757, so the rudder must be moved smoothly. Control column deflection is less than on the 757 due to the greater aileron deflection for a given input (higher sensitivity).
More yaw/roll will occur on the 767 with application of full power.
After engine failure a greater "pull" is required on the 767 than the 757 due to loss of the pitch couple.
Accurate speed control is required at high weights on the 767. With an engine failure at MTOW and +32oC the 767-300 will only make 300 feet/minute climb rate, requiring 15nm to clean up the aircraft.
The initial target attitude for single engine is between 11o and 13o on the 767. Liftoff occurs at 8o, providing a tailskid clearance of 12 inches.
Flare Height is slightly higher on the 767 than on the 757 - 25 feet Radio Altitude rather than 20 feet. For normal pitch attitudes the main wheels on the 767 are 4 feet lower than on the 757.
As a general rule, there is less time between the "30 ft" call and the start of the flare.
A greater "pull" is required in pitch control on the 767, but beware of high pitch attitudes developing.
Typically the nose-up attitude of the 767 is 1o lower than on the 757 (resulting in a pitch attitude of around 4-5o for the 767 at touchdown).
The landing speeds are generally higher for the 767 for representative weights.
There is no significant difference between the Boeing 757 and 767 on the approach, except that the 767 is generally more stable.
Attitude on Approach
Typically the nose-up attitude is about 1o lower on approach for the 767 than the 757, leading to a typical approach attitude of 1o to 3o on the 767.
FL CH Mode
Flight Level Change mode (FL CH) is more subtle on the 767 than the 757. Do not expect the thrust levers to open or shut fully for altitude changes of 2,000 feet or less like they do on the 757.
During go-around the thrust levers will open to a value appropriate to achieve a rate of climb of 2,000 feet/minute on the 767. Under normal circumstances they will not overshoot this value.
The Boeing 757, on the other hand, applies maximum go-around thrust initially, then reduces power to maintain a 2,000 feet/minute climb.
The readings on the Boeing 767 flap gauge do not represent the true flap angle, they are used purely to achieve commonality with the Boeing 757. On the 767, Flap 1 (for example) only extends the leading edge slats (no flap at all). Flap 15 is similar to Flap 20 on the Boeing 757 and Flap 30 is in reality at an angle of more than 30 degrees.
Flap Limiting Speeds
Whilst these are different to the Boeing 757, they are placarded around the flap gauge in a similar manner.
Flap Retraction Times
For the 767, compared to the 757:
Flap 15 to Flap 5 occurs very quickly
Flap 5 to Flap 1 is very slow (30 seconds)
Flap 1 to Flap Up is the same as the 757.
Flap Load Relief
Flap Load Relief is provided for Flap 25 and Flap 30 settings on the 767.