767 FRC

My Job: 767 Fuselage Responsibility Center

Boeing Commercial Aircraft Group

"From jumbled mess of parts and drawings to flying machine"

This 46 section is finished with its first assembly point and now must be rotated upright for further assembly. It is easier to assemble the floor and keel of the aircraft when it is upside down in the jig. Then, to finish the crown, it is rotate right side up.

Here they are putting the "Crown" on the airframe. This is the 46 sections after being rotate right side up.

This is the lead engineer for my group, John Pavelcik

I work for Boeing Commercial Aircraft Group in Everett, Washington. I am a Liaison Engineer currently in training. That means I have about a year and a half of training on all of the commercial aircraft that Boeing manufactures in the Puget Sound Area.

I will be working in the 767 Fuselage Responsibility group from November 27 through the middle of April. There my primary goal is to learn how to rework and repair damage and production mistakes that occur on the 41, 43, 45, and 46 sections of the airframe which composes about 90% of the passenger cabin on the 767-300 and 767-400 derivative airplanes.

The day to day work is different everyday. There is always a new problem to solve. My desk is located right out in the middle of the factory where I can easily go out and inspect a problem on the fuselage. Some of the most common problems involve shimming gaps or short edge margin conditions. We can't have any gaps in the structure because of load transfer problems and short edge margin is a fatigue issue when a rivet hole is too close to the edge of a panel. As a liaison engineer, we have to design a fix for the problem that satisfies both the FAA and the airplane customer.

767

Boeing 767 Facts

	The 767 is the first widebody jetliner to be stretched twice. The 767-300 is 21 feet (6.43 m) longer than the original 767-200; and the new 767-400ER is 21 feet longer than the 767-300.
	The first 767 entered service in Sept. 8, 1982, since then 767 have flown more than 7.5 million flights, and carried more than two billion passengers.
	The air flowing through a 767-400ER engine at takeoff power could inflate the Goodyear Blimp in seven seconds.
	It takes about 60 gallons (227 l) of fuel per passenger to get from New York to London on board a 767-400ER. The same volume of gasoline would propel an economy car about half of that distance.
	The 767 is the favorite airplane on Atlantic routes; it flies across the Atlantic more frequently than all other jetliners combined.
	The 767-400ER flight deck instrument panel has 82 percent fewer parts than other 767s. By using cast parts, the part count was reduced to 53 from 296. Production hours plummeted to 20 hours from 180 hours.
	If GE CF6-80C2B8F engines were attached to a typical automobile, at takeoff power the car would accelerate from zero to 60 mph (96.5 kph) in less than half a second.
	There are 3.1 million parts in a 767 provided by more than 800 international suppliers.
	The 767 is capable of cruising at altitudes up to 43,000 feet (13,106 m)
	The 767-300ER and 767-400ER hold 23,980 gallons (90,770 l) of fuel - enough to fill 1,200 minivans. It takes only 28 minutes to fill the airplane.
	The noise level of a 767 taking off from a 1.5 mile (3,000 m) runway is about the same as the average street corner traffic noise.
	There are 90 miles (145 km) of electrical wiring in a 767-200ER, 117 miles (188 km) in a 767-300ER and 125 miles (201 km) in a 767-400ER.