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weight and performance calculations for the Boeing 767-200
767-200 N102DA touching down at Farnborough RW25, 1982
Boeing 767-200
role : wide-body airliner
importance : ****
first flight : 26 September 1981 operational : September 1982 (united Airlines)
country : United States of America
design :
production : 128 aircraft at Everett, USA till 1987
general information :
On July 14, 1978, Boeing decided to develop the 767 after an order from United Airlines for 30 767-200MRs with a planned delivery in mid-1982. Boeing also decided to develop a version with a higher MTOW and transcontinental range. This was designated as 767-200TC. American Airlines ordered 30 aircraft (+20 options) and Delta Airlines 20 aircraft (+22 options). This version was equipped with the GE CF6-80A turbofans of 213.5 KN and can carry a total of 56688 liters of fuel. It can also be ordered with Pratt & Whitney JT9D-7 turbofans. The 767-200 was mainly used for domestic flights in the US, the later 767-200ER could also be used for trans-Atlantic flights with extended ETOPS rules.
The 767 has a risk of 0.43 accidents per million flights in 1996.
In its belly it can carry LD2 ULD cargo containers.
primary users : United Airlines (30), Pacific Western Airlines (4), American Airlines (30+20), Delta Airlines (20+22), Air Canada (12+18)
Accommodation:
flight crew : 3 cabin crew : 7
flight crew consist of pilot, co-pilot and flight engineer*
*cockpit has been designed for two man flight crew but an extra seat has been maintained
for a flight engineer
passengers : seating for 214 in two class : 18 business class and 196 coach class seats
( 34 -in pitch) exit limit : 255 passengers, high density seating for 245 passengers.
With one additional overwing emergency exit, exit limit is 290 pax.
engine : 2 General Electric CF6-80A turbofan engines of 213.5 [KN] (47995.9 [lbf])
dimensions :
wingspan : 47.57 [m], length overall: 48.51 [m], length of fuselage : 47.24 [m]
height : 15.85 [m] wing area : 283.3 [m^2] fuselage exterior width : 5.03 [m]
weights :
empty weight : 73981 [kg]
operating empty weight : 80286 [kg] max. structural payload : 32205 [kg]
Zero Fuel weight (ZFW) : 112491 [kg] max. landing weight (MLW) : 122470 [kg]
max.take-off weight : 136078 [kg] weight fuel : 50574 [kg] (63217 [litres])
performance :
Max. operating Mach number (Mmo) : 0.86 [Mach] (940 [km/hr]) at 9000 [m]
critical Mach speed : 0.84 [Mach]
max. cruising speed : 885 [km/hr] (Mach 0.82 ) at 10000 [m] (28 [%] power)
economic cruising speed : 858 [km/hr] (Mach 0.80 ) at 10000 [m]
service ceiling : 12800 [m]
range with max fuel and Max.TOW : 9445 [km] (ATA domestic fuel reserves - 370.0 [km] alternate)
description :
cantilever low-wing monoplane with retractable landing gear with nose wheel
Wings : tapered multi-cellular fail safe wing with improved 2324 and 7150 aluminium alloy
stressed skin, with carbon-fiber-reinforced polymer composite material wing surfaces and
Kevlar fairings with single-slotted trailing edge flaps with full-span slotted LE flaps
(slats) ,with spoilers airfoil : Boeing airfoil with supercritical cross-section
average thickness/chord ratio : 12.7 [%], sweep angle 3/4 chord: 31.5 [°]
engines and landing gear attached to the wings, fuel tanks in the wings and fuselage
Fuselage : Pressurized all-metal aluminium-alloy stressed-skin structure of elliptical 0 section
calculation : *1* (dimensions)
wing chord at root : 8.57 [m]
wing chord at tip : 2.29 [m]
taper ratio : 0.267 [ ]
mean wing chord : 5.96 [m]
calculated average wing chord tapered wing with rounded tips: 5.99 [m]
wing aspect ratio : 7.99 []
Oswald factor (e): 0.680 []
seize (span*length*height) : 36576 [m^3]
calculation : *2* (fuel consumption)
oil consumption : 14.9 [kg/hr]
fuel consumption (econ. cruise speed) : 4421.0 [kg/hr] (5526.3 [litre/hr]) at 28 [%] power
distance flown for 1 kg fuel : 0.19 [km/kg] at 10000 [m] height, sfc : 36.4 [kg/KN/h]
total fuel capacity : 63217 [litre] (50574 [kg])
calculation : *3* (weight)
weight engine(s) dry : 7954.0 [kg] = 18.63 [kg/KN]
weight 237.5 litre oil tank : 20.19 [kg]
oil tank filled with 2.7 litre oil : 2.4 [kg]
oil in engine 5.2 litre oil : 4.7 [kg]
fuel in engine 23.3 litre fuel : 17.08 [kg]
weight fuel lines : 107.9 [kg]
weight engine cowling : 1110.2 [kg]
weight thrust reversers : 640.5 [kg]
total weight propulsion system : 9857 [kg](7.2 [%])
***************************************************************
Accommodation cabin facilities:
typical 2-class cabin layout for 214 passengers : economy : pitch : 86.4 [cm] 34.0 [-in]
( 2+3+2 ) seating in 31.0 rows
weight seats : 1120.0 [kg]
high density seating passengers : 245 [pax] at mainly 8 -abreast seating in 34.9 rows,
pitch 81.4 [cm] 32.1 [-in]
pax density, normal seating : 0.74 [m2/pax], high density seating : 0.64 [m2/pax]
weight 5 lavatories : 107.1 [kg]
weight 5 galleys : 433.4 [kg]
weight overhead stowage for hand luggage : 74.9 [kg]
weight 4 wardrobe closets : 42.8 [kg]
weight 6 movie screens : 122.3 [kg]
weight 64 windows (47x38cm) : 57.6 [kg]
weight 2 (1.88 x 1.07 [m]) main entry doors : 140.1 [kg]
weight 2 (1.83 x 1.07 [m]) galley service doors : 136.4 [kg]
weight 2 (1.75 x 1.78 [m]) freight doors (belly) : 188.7 [kg]
total belly baggage/cargo hold volume : 87.11 [m3]
cabin volume (usable), excluding flight deck : 435 [m3]
passenger compartment volume : 260 [m3]
passenger cabin max width : 4.72 [m] cabin length : 33.97 [m] max cabin height : 2.87 [m]
floor area : 157.7 [m2]
weight cabin facilities : 2423.2 [kg]
Air Canada 767-233 C-GAUN, c/n 22520 on its nose at former Gimli RCAF airforce base (YGM). C-GAUN earned its nickname “Gimli Glider” to an incident that occurred when the aircraft was only 5 month old, on 23 July 1983. While cruising on a flight from Ottawa to Edmonton with 61 passengers and 8 crew it ran out of fuel due to miscalculations between measurements. The pilots, captain Robert Pearson and first officer Maurice Quintal were able to glide down the aircraft over a distance of 72 km ! and make an emergency landing on a disused RCAF airfield, that was turned into a racetrack at Gimli, Manitoba without any loss of life. The 767 touched down on 2400m long runway 32L within 800 feet of the threshold. The unlocked nose-gear collapsed upon landing. Location : +-100m : 50°37’31”N 97°02’51”W . The 767 was flown by the two men crew without flight engineer. Before, the flight engineer would calculate the fuel amounts. The investigation faulted the airline who failed to reassign this responsibility. C-GAUN was repaired and flew on with Air Canada till 2008 when it was retired and ended up in the Mojave dessert in “The Boneyard”.
safety facilities:
weight 2 type III over wing emergency exits (51x91 cm): 34.1 [kg]
evacuation time with 245 passengers : 55 [sec]
weight 10 hand fire extinguisher : 31 [kg]
weight cockpit voice recorder (CVR) and flight data recorder (FDR): 20.0 [kg]
weight oxygen masks & oxygen generators : 139.1 [kg]
weight emergency flare installation : 10 [kg]
weight 4 emergency evacuation slides : 244.6 [kg]
weight safety equipment & facilities : 479 [kg]
fuselage construction:
fuselage aluminium frame : 16951 [kg]
floor loading (payload/m2): 204 [kg/m2]
weight rear pressure bulkhead : 351.6 [kg]
fuselage covering ( 559.7 [m2] duraluminium 3.38 [mm]) : 5001.7 [kg]
weight floor beams : 1589.5 [kg]
weight cabin furbishing : 2335.5 [kg]
weight cabin floor : 2263.6 [kg]
weight (sound proof) isolation : 407.1 [kg]
weight 39059 [litre] main central fuel tanks empty : 2187.3 [kg]
weight empty 363 [litre] potable water tank : 32.1 [kg]
weight empty waste tank : 21.8 [kg]
weight fuselage structure : 31141.2 [kg]
Avionics:
weight VHF radio and Selcal : 9.0 [kg]
weight flight and service attendants intercom : 5.0 [kg]
weight dual cloud-collision radar : 25.0 [kg]
weight VOR/ILS,RMI,DME,radio altimeter, ASI, time clock : 20.0 [kg]
weight dual digital Flight Management System (FMS) for navigation/auto-pilot : 20.0 [kg]
weight CAT IIIb auto-landing system : 10.0 [kg]
weight EFIS (4 Rockwell Collins CRT screens ADI/PFD+HSI/ND displays) : 20 [kg]
weight ground proximity warning system (GPWS) : 6 [kg]
weight 2 Rockwell Collins CRT screens to display EICAS information : 30 [kg]
weight reserve ADI, ASI, alti-meter, compass, engine temp.and rpm indicators : 15 [kg]
weight avionics : 147.0 [kg]
Systems:
Air-conditioning and pressurization system maintains sea level conditions up to 6525 [m]
and gives equivalent of 2250 [m] at 11885 [m]. pressure differential : 0.59 [bars] (kg/cm2)
pressurized fuselage volume : 701 [m3]
weight air-conditioning and pressurization system : 334 [kg]
weight APU / engine starter: 106.8 [kg]
weight lighting : 70.6 [kg]
weight triple redundant 207 bar hydraulic systems : 123.7 [kg]
weight engine-driven 40kVA electricity generators : 53.5 [kg]
weight ram air turbine for emergency electric power : 5.0 [kg] > used for good use by the “Gimly Glider” in July 1983. Without this emergency turbine, control would have been lost.
weight 22Ah battery : 12.0 [kg]
weight controls : 21.0 [kg]
weight systems : 722.0 [kg]
total weight fuselage : 34912 [kg](25.7 [%])
***************************************************************
average Take-off weight : 133491 [kg](98.1 [%])
total weight aluminium ribs (1156 ribs) : 4806 [kg]
weight engine mounts : 214 [kg]
weight 6 wing fuel tanks empty for total 24158 [litre] fuel : 1353 [kg]
weight wing covering (painted aluminium 3.97 [mm]) : 6075 [kg]
total weight aluminium spars (multi-cellular wing structure) : 7793 [kg]
weight wings : 18674 [kg]
weight wing/square meter : 65.92 [kg]
weight thermal leading-edge anti-icing : 52.3 [kg]
weight ailerons made of graphite hybrid composites (11.60 [m2]) : 306.6 [kg]
weight fin (29.50 [m2]) : 974.4 [kg]
weight rudder (14.95 [m2]) : 474.1 [kg]
weight tailplane (stabilizer) (50.94 [m2]): 1850.8 [kg]
weight elevators (12.99 [m2]): 231.69 [kg]
weight flight control hydraulic servo actuators: 61.0 [kg]
weight trailing edge honeycomb linkage-supported single-slotted flaps (37.25 [m2]) : 1122.8
[kg]
American Airlines 767-223 N317AA c/n 22319
weight track-mounted light alloy construction leading edge slats (28.20 [m2]) : 499.0 [kg]
weight fly-by-wire operated spoilers of graphite composite construction (15.9 [m2]) : 229.7
[kg]
total weight wing construction : 26043 [kg] (32.4 [%])
*******************************************************************
tire pressure main wheels : 11.73 [Bar] (nitrogen), ply rating : 26 PR
tire speed limit : 364 [km/hr]
total tyre footprint : 0.62 [m2]
Aircraft Classification Number, MTOW on rigid runway and medium subgrade
strength (B) : 31 [ ]
Can also operate from unpaved runways subgrade B
wheel pressure : 14968.6 [kg]
Brittannia Airways 767-204 G-BKPW c/n 22980. Note the additional overwing emergency exit, allowing for exit limit of 290 passengers.
weight 8 Dunlop main wheels (1170 [mm] by 458 [mm]) : 1067.7 [kg]
weight 2 nose wheels : 133.5 [kg]
weight multi-disc wheel-brakes : 112.5 [kg]
weight Hydro-air flywheel detector type anti-skid units : 9.0 [kg]
weight oleo-pneumatic shock absorbers : 150.0 [kg]
weight wheel hydraulic operated retraction system : 1497.2 [kg]
weight undercarriage struts (four-wheel bogies) with axle 4441.2 [kg]
total weight landing gear : 7411.0 [kg] (5.4 [%]
*******************************************************************
********************************************************************
calculated empty weight : 78223 [kg](57.5 [%])
weight oil for 12.8 hours flying : 205.2 [kg]
weight lifejackets : 96.3 [kg]
weight 4 life rafts : 133.8 [kg]
weight catering : 401.2 [kg]
weight water : 321.0 [kg]
weight crew : 810 [kg]
weight crew lugage,nav.chards,flight doc.,miscell.items : 95 [kg]
operational weight empty : 80286 [kg] (59.0 [%])
********************************************************************
weight 214 passengers : 16478 [kg]
weight luggage : 3424 [kg]
weight cargo : 12303 [kg] (cargo+luggage/m3 belly : 171 [kg/m3])
zero fuel weight (ZFW): 112491 [kg](82.7 [%])
United Airlines 767-222 N608UA c/n 21869 at Frankfurt a/m Main. The 767-200 was also used to cross the Atlantic ocean, converted to -200ER standard.
weight fuel for landing (2.3 hours flying) : 9979 [kg]
max. landing weight (MLW): 122470 [kg](90.0 [%])
max. fuel weight : 130860 [kg] (96.2 [%])
payload with max fuel : 56 passengers+luggage 5218 [kg]
published maximum take-off weight : 136078 [kg] (100.0 [%])
calculation : * 4 * (engine power)
power loading (Take-off) : 319 [kg/KN]
power loading (Take-off) 1 PUF: 637 [kg/KN]
max. total take-off power : 427.0 [KN]
calculation : *5* (loads)
manoeuvre load : 1.1 [g] at 9000 [m]
limit load : 2.5 [g] ultimate load : 3.8 [g] load factor : 1.6 [g]
design flight time : 3.75 [hours]
design cycles : 17925 sorties, design hours : 67219 [hours]
max. wing loading (MTOW & flaps retracted) : 480 [kg/m2]
wing stress (2 g) during operation : 136 [N/kg] at 2g emergency manoeuvre
calculation : *6* (angles of attack)
angle of attack zero lift : -1.87 ["]
max. angle of attack (stalling angle, clean) : 11.30 ["]
max. angle of attack (full flaps) : 15.50 ["]
angle of attack at max. speed : 1.42 ["]
calculation : *7* (lift & drag ratios
lift coefficient at angle of attack 0° : 0.16 [ ]
lift coefficient at max. speed : 0.28 [ ]
lift coefficient at max. angle of attack : 1.13 [ ]
max. lift coefficient full flaps : 2.01 [ ]
drag coefficient at max. speed : 0.0373 [ ]
drag coefficient at econ. cruise speed : 0.0366 [ ]
induced drag coefficient at econ. cruise speed : 0.0063 [ ]
drag coefficient (zero lift) : 0.0303 [ ]
lift/drag ratio at econ. speed : 7.56 [ ]
calculation : *8* (speeds
take-off decision speed (V1) : 219 [km/u] (118 [kt])
lift-off speed (VLOF) : 245 [km/u] (132 [kt])
take-off safety speed (V2) : 261 [km/u] (141 [kt])
steady initial climb speed (V4) : 287 [km/u] (155 [kt])
flap retraction speed (V3) at 500m (OW loaded : 131657 [kg]): 315 [km/u] (170 [kt])
climb speed (to FL150 with 63 [%] power) : 495 [km/hr] (267 [kt])
max. endurance speed (Vbe): 367 [km/u] min. fuel/hr : 3331 [kg/hr] at height : 1829 [m]
max. range speed (Vbr): 825 [km/u] (0.78 [mach]) min. fuel consumption : 4.66 [kg/km] at cruise height : 11278 [m]
max. cruising speed : 885 [km/hr] (478 [kt]) at 10000 [m] (power:30 [%])
max. operational speed (Mmo) : 940 [km/hr] (Mach 0.86 ) at 9000 [m] (power:38 [%])
airflow at cruise speed per engine : 382.2 [kg/s]
speed of thrust jet : 1482 [km/hr]
initial descent speed 10000 - 7315 [m]: Mach 0.82
descent speed 7315 - 3048 [m]: 537 [km/u] (290 [kt])
approach speed 3048 - 500 [m] (clean): 463 [km/u] (250 [kt])
minimum control speed (MCS) Vmca (clean): 347 [km/u] (187 [kt])
final approach speed (landing speed) at sea-level with full flaps VREF (max. landing weight): 247 [km/u] (134 [kt])
ICAO Aircraft Approach Category (APC) : C
stalling speed at sea-level with full flaps VSO (max. landing weight): 190 [km/u]
rate of climb at sea-level ROC (loaded, 63 % power) : 919 [m/min]
rate of climb at sea-level ROC (loaded, 75% power) : 1262 [m/min]
rate of climb at 1000 [m] with 1 engine out (PUF/MTOW, 100 % power on remaining engines) : 1275 [m/min]
rate of descent from FL240 to FL100 (7315m > 3048m): 1067 [m/min] (3501 [ft/min])
rate of descent during approach with landing gear extended, with use of spoilers: 457 [m/min] (1499 [ft/min])
calculation : *9* (regarding various performances)
low wheel pressure, can also take off from unpaved runways
take-off distance at sea-level concrete runway : 1058 [m]
take-off distance at sea-level over 15 [m] height : 1193 [m]
767-200 take-off runway length, standard day, MTOW 136078 [kg] (300.000 lb): 4730 ft (1442 [m]), MTOW 142000 kg > 6000 ft = 1829 [m]
FAR TO runway length requirement at MTOW, standard day at SL (ASDA): 1441 [m]
landing run (MLW) : 736 [m]
767-200 landing runway length at sea level, MLW 122470 [kg] (270.000 lb) , 30°flaps, no reverse thrust : 4800ft = 1463 [m], according Jane’s landing field length is 1676 [m] (5500 ft) !
landing distance (C.A.R.) from 15 [m] at SL, dry runway : 1678 [m]
landing distance (C.A.R.) from 15 [m] at SL, wet runway : 1978 [m]
FAR landing runway length requirements at SL : 1472 [m]
max. lift/drag ratio : 11.86 [ ] max. lift/drag ratio : 11.86 [ ] > C-GAUN, the “Gimli Glider” covered a distance of 72 KM gliding from 35.000 ft (= 10.67 km height), so average L/D ratio 72/10.67 = 6.75, so this is possible with max L/D ratio 11.86.
climb to 5000 [m] with max payload : 5.04 [min]
climb to 10000 [m] with max payload : 15.50 [min]
descent time from 10000 [m] to 250 [m] : 24.33 [min]
ceiling limited by max. pressure differential 14475 [m]
theoretical ceiling fully loaded (mtow- 60 min.fuel: 131657 [kg] ) : 16100 [m]
calculation *10* (action radius & endurance)
range with max. payload: 4384 [km] with 32205.0 [kg] max. useful load (46.6 [%] fuel)*
range with high density pax: 6230 [km] with 245 passengers (65.3 [%] fuel)*
range with typical two-class pax: 6806 [km] with 214 passengers (71.0 [%] fuel)*
Range with max fuel at MTOW 136000 kg : 5100 nm (9445 km)
range with max.fuel : 9815 [km] with 10 crew and 56 passengers and 100.0 [%] fuel*
ferry range : 10010 [km] with 3 crew and zero payload (100.0 [%] fuel)*
max range theoretically with additional fuel tanks total 71352 [litre] fuel : 11189 [km]*
* calculated ranges without fuel reserves
Available Seat Kilometres (ASK) : 1496974 [paskm]
useful load with range 1000km : 32205 [kg]
useful load with range 1000km : 245 passengers
production (theor.max load): 28501 [tonkm/hour]
production (useful load): 28501 [tonkm/hour]
production (passengers): 202328 [paskm/hour]
oil and fuel consumption per tonkm : 0.156 [kg]
calculation *11* (operating cost)
fuel cost per hour (5526 [litre]):3315 [eur] (37 [pax-km/litre fuel])
fuel cost per seat 1000km flight (229 [pax] 2-class seating): 16.39 [eur/1000PK]
oil cost per hour: 62 [eur]
Pacific Western 767-275 C-GPWA or C-GPWB with crew while a LD2 ULD container is loaded in the belly.
crew cost per hour : 1350 [eur]
list price 2023 : 207 [mln USD]
average flying hours in 1 year : 3564 [hours] technical life : 19 [year]
real average service life : 19 [years]
economic hours (average real flown hours) : 67716 [hours]
financing interest per flying hour : 1357 [EUR]
write off per flying hour : 2637 [EUR]
time between engine failure : 14965 [hr]
can continue fly on 1 engine, low risk for emergency landing for PUF
workhours per day : 11.72 [hr]
average flight hours till crash : 8.67 [mln hr] (2432 service years)
safe flight hours till fatality : 133348 [hr] (37.4 service years)
reservation pax liability/flying hour : 0.97 [SDR*] (1.21 [eur])
insurance cost per hour : 26 [eur]
engine maintenance cost per hour : 1606.9 [eur]
wing maintenance cost per hour : 166.2 [eur]
fuselage maintenance cost per hour : 79.61 [eur]
tire life (time till worn out) : 105 [cycles]
maintenance cost per hour (excluding engines): 1275 [eur]
direct operating cost per hour: 11631 [eur]
DOC per seat 1000km flight (229 [pax] 2-class seating): 57.49 [eur/1000PK]
DOC per seat 1000km flight (high density seating): 53.64 [eur/1000PK]
DOC per kg cargo for a 1000km flight : 0.41 [eur/kg] (= DOC/tonkm)
passenger service charge (depart at Schiphol): 11.34 [eur]
security service charge (depart at Schiphol): 10.08 [eur]
airport take-off fee / passenger : 3.55 [eur/pax]
airport landing fee / passenger : 3.55 [eur/pax]
retour ticket price 1000km trip : 189.23 [eur/pax]
price retour ticket Schiphol-Barcelona : 220.85 [eur/pax]
Air Canada 767-233 C-GAUN, c/n 22520 nicknamed the “Gimli Glider” taxiing at Toronto (YYZ) airport, July 1995. It has PW JT9D-7R4D engines.
accidents with fatalities > see the accident file
Literature :
Miracle on Air Canada Flight 143 - The Gimli Glider (samchui.com)
Robert Pearson | This Day in Aviation
https://contentzone.eurocontrol.int/aircraftperformance/default.aspx?
https://www.boeing.com/search/results.html?q=airplane+characteristics
ASN Aircraft accident Boeing 767-233 C-GAUN Gimli Airport, MB (YGM) (aviation-safety.net)
Volkskrant 19 juli 1996
Air International april’94 page.202
Verkeersvliegtuigen page 88,89
Kijk februari 1981, May 1983 and January 1986
Luchtvaart feb’95 page 14 t/m 21
Luchtvaart nov’86 page 309 t/m 313
Luchtvaart jan’94 page 31
confidence rating regarding source data : medium - all information is only available from news, social media or unofficial sources
DISCLAIMER Above calculations are based on published data, they must be
regarded as indication not as facts.
Calculated performance and weight may not correspond with actual weights
and performances and are assumptions for which no responsibility can be taken.
Calculations are as accurate as possible, they can be fine-tuned when more data
is available, you are welcome to give suggestions and additional information
so we can improve our program. For copyright on drawings/photographs/
content please mail to below mail address
(c) B van der Zalm 29 October 2023 contact : info.aircraftinvestigation@gmail.com ac jetpax 2020.py python 3.7.4
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notes :
Abbreviations :
ADI = Attitude Director Indicator
ASI = Air Speed Indicator
CRT = Cathode Ray Tube
DME = Distance Measurement Equipment
EFIS = Electronic Flight Instrument System = PFD+MFD+EICAS
EICAS = Engine Indicator and Crew Alerting System ; takes over the tasks of the flight
engineer
FL = Flight Level
GPWS = Ground Proximity Warning System
HSI = Horizontal Situation Indicator
ILS = Instrument Landing System
KTS = Knots ; 1 Knot = 1.852 [km]
LCD = Liquid Cristal Display
MFD = Multi Function Display
MLW = Maximum Landing Weight
ND = Navigation Display
PFD = Primary Flight Display ; shows airspeed, altittude , heading and artificial horizon
SDR = special drawing rights info : https://www.citizensinformation.ie/en/travel_and_recreation/air_travel/airline_liability.html
SDR value : https://www.imf.org/external/np/fin/data/rms_mth.aspx?reportType=CVSDR
TAS = True Air Speed
TBO = Time Between Overhaul
VHF = Very High Frequency
VOR = VHF Omi-directional Range, navigation system
ZFW = Zero Fuel Weight