What happened to the 764?

Its a great airplane for high density short haul routes (500-1000NM), but for the longer routes it is very altitude challenged due to the relatively high wing loading. Some comparitive numbers:

B764: 144 lb/sq ft.
B763: 134
A333: 132
B777: 118
B777ER: 142
A300-600: 136
B757: 123

I didn’t include quads. I obtained these numbers by dividing the Maximum Gross Weight by the wing area. For a short range mission, the 764 would not reach max weight with a full passenger load, putting the wing loading back into a more reasonable range.

It’s handy to remember that modern turbofan engine fuel consumption goes up considerably as altitude goes down, so being unable to reach the higher flight levels requires more fuel, which is even more weight and the proposition becomes self defeating.

The 764 empty weight is almost 90,000lb less than the 777 though, making it very attractive comparatively for shorter routes since landing fees are based upon weight.

Finally, wasn’t the E-10 advanced J-STARS going to be based upon the 764 airframe? IIRC, that project has been delayed so long that it is basically cancelled because Gulf War II sucked up all the money.

Indeed, the B767-400 was maxed out in terms of available wing. It may make a good short range aircraft, but it seems that less and less airlines are purchasing purpose short range wide bodies. Maybe because the yields have vanished since the low-cost airlines are in business.
The B787-3, a new attempt on this market, didn’t find many customers and I have my doubt we’ll see it before 2014ish, if ever.

The B767-400 and B757-300 are both aircraft which are well suited for the niche they serve, but never attracted orders from airlines.

Its a great airplane for high density short haul routes (500-1000NM), but for the longer routes it is very altitude challenged due to the relatively high wing loading. Some comparitive numbers:

B764: 144 lb/sq ft.
B763: 134
A333: 132
B777: 118
B777ER: 142
A300-600: 136
B757: 123

I didn’t include quads. I obtained these numbers by dividing the Maximum Gross Weight by the wing area. For a short range mission, the 764 would not reach max weight with a full passenger load, putting the wing loading back into a more reasonable range.

It’s handy to remember that modern turbofan engine fuel consumption goes up considerably as altitude goes down, so being unable to reach the higher flight levels requires more fuel, which is even more weight and the proposition becomes self defeating.

The 764 empty weight is almost 90,000lb less than the 777 though, making it very attractive comparatively for shorter routes since landing fees are based upon weight.

Finally, wasn’t the E-10 advanced J-STARS going to be based upon the 764 airframe? IIRC, that project has been delayed so long that it is basically cancelled because Gulf War II sucked up all the money.

Kenya Airways ordered some, but replaced their order with 777s. They were the launch customer for what was dubbed the 767-400ERX, which was essentially an Increased Gross Weight version capable of greater range. There was interest in the aircraft, but then the 7E7 development started (i.e. the 787) and airlines lost interest. As a result Kenya Airways were pursuaded to swap to the 777, and the 764 died away. I think, perhaps if the aircraft had been developed 5 years earlier it may have been a different story, because it could have provided competition for the A330 in more cases, but by the time it was launched, many A330 operators were firmly established, including charter airlines for whom the 764 may have been a sensible option.

Yes indeed, and many operators swithering over the 764 opted for the newer 772 instead, as I understand it.

Of course, Boeing did offer it for sale to anyone. But Boeing customised it too much toward Delta and Continental. No one else was interested.

Kenya Airways ordered some, but replaced their order with 777s. They were the launch customer for what was dubbed the 767-400ERX, which was essentially an Increased Gross Weight version capable of greater range. There was interest in the aircraft, but then the 7E7 development started (i.e. the 787) and airlines lost interest. As a result Kenya Airways were pursuaded to swap to the 777, and the 764 died away. I think, perhaps if the aircraft had been developed 5 years earlier it may have been a different story, because it could have provided competition for the A330 in more cases, but by the time it was launched, many A330 operators were firmly established, including charter airlines for whom the 764 may have been a sensible option.

What ever happened to the 764..it seems to have only been sold in small numbers to two airlines ..Continental and Delta..was it a white elephant as far as orders are concerned or a purposely built airframe for these two carriers

Depends on who you ask.

Many will tell you its was a white elephant.

Others will say that it was indeed a purpose built airframe to satisfy a need for L1011 and DC-10 replacements from Delta and Continental that would fit into their fleet more easily.

Of course, Boeing did offer it for sale to anyone. But Boeing customised it too much toward Delta and Continental. No one else was interested.