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The Boeing 767 is a successful mid-sized widebody airliner and was produced in three fuselage lengths and more variants. It has been superseded as a passenger jet by its replacement, the Boeing 787 Dreamliner. Regularly scheduled first-generation passenger variants (the Boeing 767-200, 767-200ER, and 767-300) have been retired from passenger service, but the Boeing 767-300ER and 767-400ER remain in service. Of these two variants, the Boeing 767-300ER was by far the most popular, although the -400ER may remain in passenger service for longer with US-based airlines.
The -400ER is a stretched and modernized version of the 767 family, and the last variant produced by Boeing before the type was succeeded by the clean-sheet Boeing 787 in 2011. But just because the -400ER was modernized, that doesn’t mean its airframes are newer. The -400ER had a very limited production run between 2000 and 2002, while the -300ER was produced from its entry into service in 1988 until it was supplanted by the 787 in the 2010s.
Boeing 767-300ER Vs. 767-400ER
The 767-300ER is the extended range version of the -300 and comes with a range of around 6,000 nautical miles, depending on how it is configured and its mission. The aircraft is popular for transatlantic flights. The Boeing 767-400ER has a shorter range of around 5,600 nautical miles. It is a stretched version of the aircraft, allowing it to carry more passengers, while maintaining the same fuel volume, limiting its range.
The Boeing 767-300ER was the favored aircraft for thin-to-medium longer-haul routes, whereas the -400ER was designed for thicker medium-to-long-haul routes. The Boeing 767-300ER was replaced by the popular 7,565 nautical mile range Boeing 787-9. The Boeing 787-9 is the most popular widebody aircraft on the market. The Boeing 767-400ER was replaced by the further stretched Boeing 787-10, which comes with a range of 6,330 nautical miles.
The shorter Boeing 787-8 replaces the Boeing 767-200ER. The Dreamliner wasn’t just a next-generation aircraft offering around 25% improvements in fuel savings; it was a new aircraft. With its extended range, the aircraft could compete for ultra-long-haul routes that previous medium-sized airliners like the 767 could not serve.
Physical Dimensions Of -300ER vs -400ER
The primary differences between the -300ER and -400ER are in their fuselage lengths. The shorter -300ER is 180 feet and three inches, while the stretched -400ER is 201 feet and 4 inches. That’s around 21 feet longer. Accompanying the -400ER’s longer fuselage and higher passenger capacity are adjustments in its exits. It has six main doors and two smaller aft exits.
Aircraft variants of the same generation typically share the same wings, but this is not true of the 767. The -300ER’s wingspan is the same as the previous variants (the -200, -200ER, and -300) at 156 feet and one inch. The -400ER came with an increased wingspan of 170 feet and four inches, or over 14 feet more, although the wing fuel volume remained much the same as the -300ER.
|
Boeing 767-300ER (per Boeing) |
Boeing 767-400ER (per Boeing) |
|
|---|---|---|
|
Wingspan |
156 feet and one inch |
170 feet and four inches |
|
Length |
180 feet and three inches |
201 feet and four inches |
|
MTOW |
412,000 lbs |
450,000 lbs |
|
Number produced |
583 |
38 |
|
Entered service |
1988 |
2000 |
Another area where the -400ER differs from the -300ER is with its landing gear. It has an all-new main landing gear with 777-style wheels, tires, and brakes on the main gear. This is to support its increased maximum takeoff weight (MTOW). The -300ER has an MTOW of 412,000 lbs, while the -400ER has 450,000 lbs. The empty weights are 198,440 lbs and 229,000 lbs, respectively. As stated, the increased weight was not from taking on more fuel, which remained much the same.
Why Delta Air Lines Is Retiring Its Boeing 767-300ERs
Delta will retire its aging Boeing 767-300ERs by 2030, replacing them with fuel-efficient A350s and A330neos while keeping the 767-400ER flying.
The 767-400ER’s 777-like Cockpit
While out of the purview of passengers, another notable area of difference is the cockpit. The -400ER’s cockpit main instrument panel is more like that of the Boeing 777. To the casual observer, the flight deck might look like a 777. This offered the 767 updated flight deck avionics, complete with six large LCDs that replaced the older EFIS CRT screens found in the -300ER.
Some later -300ERs were retrofitted with LCDs, but not to the -400ER standard. The -400ER screens and layout are heavily based on Boeing’s 777 philosophy and feature improved brightness, reliability, and redundancy. The -400ER also features a newer-generation Honeywell/Boeing Flight Management System (FMS) that is more aligned with the 777’s software architecture.
Other cockpit improvements include an updated Mode Control Panel and autopilot/flight director system. Again, this has more in common with the 777. The -400ER boasts more advanced digital data buses, new line-up replaceable units (LRUs), and more. In short, the -400ER has a modernized cockpit that leverages the advances Boeing made for the 777. With all the upgrades, Boeing was able to retain the pilot type rating commonality, which is also shared with the narrowbody Boeing 757.
The -400ER’s New “777-Style” Signature Interior
While passengers may not notice the upgrades on the flight deck, they can notice the upgrades in the cabin. For passengers, one of the most visible differences between the -300ER and modernized -400ER is the interior, which very closely resembles that of the early 777. The cabin includes sculpted ceiling panels, larger pivoting overhead bins, integrated indirect LED lighting, an aisle that feels wider due to redesigned curvature and window panels, and more.
It also came with improved In-Flight Entertainment (IFE) infrastructure that included more power and data cabling, support for newer-generation seat electronics, and power outlets. Less visible is an enhanced cabin management system (CMS). The aircraft’s 777-style lavatory designs offer better sound insulation, while the aircraft also claims improvements to its ventilation.
Boeing wanted the 767-400ER to feel much more modern than the older 767-300ER. Boeing says of its 777 cabin, “The 777 cabin is designed to make every passenger aspire to be a frequent passenger. Comfort at every seat and convenience throughout the cabin make flying productive for business travelers, restful for leisure travelers, and enjoyable for all on board.” This is arguably something Boeing is once again attempting with the upcoming 777X, as it integrates 787 innovations such as enlarged, automatically dimming windows.
Delta Vs United: How Do Their 767-400ER Cabins Compare?
Delta Air Lines and United Airlines are the only operators of the B767-400ER.
The Boeing 767 Remains In Production
The Boeing 767 remains in production as the Boeing 767-300ER freighter and as the Boeing 767-2C or KC-46A Pegasus aerial tanker. Production of the Boeing 767-300ER freighter is coming to an end as Boeing is racing to deliver the last of them by the end of 2026 before new regulations come into force internationally in 2027. Then, commercial production of the Boeing 777F will end. Meanwhile, the Boeing 767-2C will continue in production beyond 2030.
Some of the reasons why the Boeing 767 is popular with freighters are that its landing gear is robust, the GE CF6 engines are reliable, and it can get discounts for purchasing the older jet. The Boeing 767-2C is based on the Boeing 767-200 with wings from the Boeing 767-300 series, although its flight deck is upgraded.
As of the time of writing, Boeing has 21 orders for the 767 freighter remaining unfulfilled. These include three for FedEx, eight for unidentified customers, and 10 for UPS. The number for military tankers is 75, although more orders are expected. As the Boeing 767 is no longer produced as a passenger aircraft and the final 777-300ER was likely delivered in 2024, the Boeing 787 Dreamliner is the only passenger widebody airliner currently being delivered by Boeing.
The World’s Limited Fleet Of 767-400ERs
According to Boeing, a total of just 38 Boeing 767-400ERs were delivered, making it a very limited production run, although not as limited as the very unpopular Airbus A330-800 variant. All of these were delivered to Delta Air Lines and United between 2000 and 2002, plus another business jet delivered in 2009.
Delta currently operates a fleet of 21 Boeing 767-400ERs, with zero retired. These are aging and average 25 years old. Delta is phasing out its older fleet of -300ERs and replacing them with Airbus widebody airliners. Its -300ER fleet is on average 29 years old and is expected to fully retire around 2030. It is unclear if Delta will replace its -400ERs with Airbus or Boeing widebodies. In 2025, there was a report that Delta was about to place a large order (its first) for the Boeing 787-10 Dreamliner. As of mid-December 2025, no official announcement has materialized.
United Airlines remains the only other commercial airline operating the -400ER. It has 16 examples in service, which are now an average of 24.2 years old. Like Delta, United also has a fleet of -300ERs that it is in the process of replacing. United plans to replace its -300ERs with the Boeing 787-9 by 2030. The 787-9 is also expected to replace the -400ER. It seems the -300ER will continue flying until at least 2030, while the -400ER will continue flying into the 2030s, although United might retire its -400ERs in 2027.
