title: Boeing 767

text: In January 1978, Boeing announced a major extension of its Everett factory—which was then dedicated to manufacturing the 747—to accommodate its new wide-body family. In February 1978, the new jetliner received the 767 model designation, and three variants were planned: a with 190 seats, a with 210 seats, and a trijet 767MR/LR version with 200 seats intended for intercontinental routes. The 767MR/LR was subsequently renamed 777 for differentiation purposes. The 767 was officially launched on July 14, 1978, when United Airlines ordered 30 of the 767-200 variant, followed by 50 more 767-200 orders from American Airlines and Delta Air Lines later that year. The 767-100 was ultimately not offered for sale, as its capacity was too close to the 757's seating, while the 777 trijet was eventually dropped in favor of standardizing the twinjet configuration.


title: Boeing 767

text: In the late 1970s, operating cost replaced capacity as the primary factor in airliner purchases. As a result, the 767's design process emphasized fuel efficiency from the outset. Boeing targeted a 20 to 30 percent cost saving over earlier aircraft, mainly through new engine and wing technology. As development progressed, engineers used computer-aided design for over a third of the 767's design drawings, and performed 26,000 hours of wind tunnel tests. Design work occurred concurrently with the 757 twinjet, leading Boeing to treat both as almost one program to reduce risk and cost. Both aircraft would ultimately receive shared design features, including avionics, flight management systems, instruments, and handling characteristics. Combined development costs were estimated at $3.5 to $4 billion.


title: Boeing 767

text: Early 767 customers were given the choice of Pratt & Whitney JT9D or General Electric CF6 turbofans, marking the first time that Boeing had offered more than one engine option at the launch of a new airliner. Both jet engine models had a maximum output of of thrust. The engines were mounted approximately one-third the length of the wing from the fuselage, similar to previous wide-body trijets. The larger wings were designed using an aft-loaded shape which reduced aerodynamic drag and distributed lift more evenly across their surface span than any of the manufacturer's previous aircraft. The wings provided higher-altitude cruise performance, added fuel capacity, and expansion room for future stretched variants. The initial 767-200 was designed for sufficient range to fly across North America or across the northern Atlantic, and would be capable of operating routes up to .


title: Boeing 767

text: The 767's fuselage width was set midway between that of the 707 and the 747 at . While it was narrower than previous wide-body designs, seven abreast seating with two aisles could be fitted, and the reduced width produced less aerodynamic drag. The fuselage was not wide enough to accommodate two standard LD3 wide-body unit load devices side-by-side, so a smaller container, the LD2, was created specifically for the 767. Using a conventional tail design also allowed the rear fuselage to be tapered over a shorter section, providing for parallel aisles along the full length of the passenger cabin, and eliminating irregular seat rows toward the rear of the aircraft.


title: Boeing 767

text: The 767 was the first Boeing wide-body to be designed with a two-crew digital glass cockpit. Cathode ray tube (CRT) color displays and new electronics replaced the role of the flight engineer by enabling the pilot and co-pilot to monitor aircraft systems directly. Despite the promise of reduced crew costs, United Airlines initially demanded a conventional three-person cockpit, citing concerns about the risks associated with introducing a new aircraft. The carrier maintained this position until July 1981, when a US presidential task force determined that a crew of two was safe for operating wide-body jets. A three-crew cockpit remained as an option and was fitted to the first production models. Ansett Australia ordered 767s with three-crew cockpits due to union demands; it was the only airline to operate 767s so configured. The 767's two-crew cockpit was also applied to the 757, allowing pilots to operate both aircraft after a short conversion course, and adding incentive for airlines to purchase both types.


title: Boeing 767

text: To produce the 767, Boeing formed a network of subcontractors which included domestic suppliers and international contributions from Italy's Aeritalia and Japan's CTDC. The wings and cabin floor were produced in-house, while Aeritalia provided control surfaces, Boeing Vertol made the leading edge for the wings, and Boeing Wichita produced the forward fuselage. The CTDC provided multiple assemblies through its constituent companies, namely Fuji Heavy Industries (wing fairings and gear doors), Kawasaki Heavy Industries (center fuselage), and Mitsubishi Heavy Industries (rear fuselage, doors, and tail). Components were integrated during final assembly at the Everett factory. For expedited production of wing spars, the main structural member of aircraft wings, the Everett factory received robotic machinery to automate the process of drilling holes and inserting fasteners. This method of wing construction expanded on techniques developed for the 747. Final assembly of the first aircraft began in July 1979.


title: Boeing 767

text: The prototype aircraft, registered N767BA and equipped with JT9D turbofans, rolled out on August 4, 1981. By this time, the 767 program had accumulated 173 firm orders from 17 customers, including Air Canada, All Nippon Airways, Britannia Airways, Transbrasil, and Trans World Airlines (TWA). On September 26, 1981, the prototype took its maiden flight under the command of company test pilots Tommy Edmonds, Lew Wallick, and John Brit. The maiden flight was largely uneventful, save for the inability to retract the landing gear because of a hydraulic fluid leak. The prototype was used for subsequent flight tests.


title: Boeing 767

text: The 10-month 767 flight test program utilized the first six aircraft built. The first four aircraft were equipped with JT9D engines, while the fifth and sixth were fitted with CF6 engines. The test fleet was largely used to evaluate avionics, flight systems, handling, and performance, while the sixth aircraft was used for route-proving flights. During testing, pilots described the 767 as generally easy to fly, with its maneuverability unencumbered by the bulkiness associated with larger wide-body jets. Following 1,600 hours of flight tests, the JT9D-powered 767-200 received certification from the US Federal Aviation Administration (FAA) and the UK Civil Aviation Authority (CAA) in July 1982. The first delivery occurred on August 19, 1982, to United Airlines. The CF6-powered 767-200 received certification in September 1982, followed by the first delivery to Delta Air Lines on October 25, 1982.


title: Boeing 767

text: The 767 entered service with United Airlines on September 8, 1982. The aircraft's first commercial flight used a JT9D-powered on the Chicago-to-Denver route. The CF6-powered 767-200 commenced service three months later with Delta Air Lines. Upon delivery, early 767s were mainly deployed on domestic routes, including US transcontinental services. American Airlines and TWA began flying the 767-200 in late 1982, while Air Canada, China Airlines, El Al, and Pacific Western began operating the aircraft in 1983. The aircraft's introduction was relatively smooth, with few operational glitches and greater dispatch reliability than prior jetliners.


title: Boeing 767

text: Forecasting airline interest in larger-capacity models, Boeing announced the stretched in 1983 and the extended-range 767-300ER in 1984. Both models offered a 20 percent passenger capacity increase, while the extended-range version was capable of operating flights up to . Japan Airlines placed the first order for the -300 in September 1983. Following its first flight on January 30, 1986, the type entered service with Japan Airlines on October 20, 1986. The 767-300ER completed its first flight on December 9, 1986, but it was not until March 1987 that the first firm order, from American Airlines, was placed. The type entered service with American Airlines on March 3, 1988. The 767-300 and 767-300ER gained popularity after entering service, and came to account for approximately two-thirds of all 767s sold.


title: Boeing 767

text: After the debut of the first stretched 767s, Boeing sought to address airline requests for greater capacity by proposing larger models, including a partial double-deck version informally named the "Hunchback of Mukilteo" (from a town near Boeing's Everett factory) with a 757 body section mounted over the aft main fuselage. In 1986, Boeing proposed the 767-X, a revised model with extended wings and a wider cabin, but received little interest. By 1988, the 767-X had evolved into an all-new twinjet, which revived the 777 designation. Until the 777's 1995 debut, the 767-300 and 767-300ER remained Boeing's second-largest wide-bodies behind the 747.


title: Boeing 767

text: Buoyed by a recovering global economy and ETOPS approval, 767 sales accelerated in the mid-to-late 1980s; 1989 was the most prolific year with 132 firm orders. By the early 1990s, the wide-body twinjet had become its manufacturer's annual best-selling aircraft, despite a slight decrease due to economic recession. During this period, the 767 became the most common airliner for transatlantic flights between North America and Europe. By the end of the decade, 767s crossed the Atlantic more frequently than all other aircraft types combined. The 767 also propelled the growth of point-to-point flights which bypassed major airline hubs in favor of direct routes. Taking advantage of the aircraft's lower operating costs and smaller capacity, operators added non-stop flights to secondary population centers, thereby eliminating the need for connecting flights. The increased number of cities receiving non-stop services caused a paradigm shift in the airline industry as point-to-point travel gained prominence at the expense of the traditional hub-and-spoke model.


title: Boeing 767

text: In February 1990, the first 767 equipped with Rolls-Royce RB211 turbofans, a , was delivered to British Airways. Six months later, the carrier temporarily grounded its entire 767 fleet after discovering cracks in the engine pylons of several aircraft. The cracks were related to the extra weight of the RB211 engines, which are heavier than other 767 engines. During the grounding, interim repairs were conducted to alleviate stress on engine pylon components, and a parts redesign in 1991 prevented further cracks. Boeing also performed a structural reassessment, resulting in production changes and modifications to the engine pylons of all 767s in service.


title: Boeing 767

text: In January 1993, following an order from UPS Airlines, Boeing launched a freighter variant, the 767-300F, which entered service with UPS on October 16, 1995. The 767-300F featured a main deck cargo hold, upgraded landing gear, and strengthened wing structure. In November 1993, the Japanese government launched the first 767 military derivative when it placed orders for the , an Airborne Early Warning and Control (AWACS) variant based on the 767-200ER. The first two , featuring extensive modifications to accommodate surveillance radar and other monitoring equipment, were delivered in 1998 to the Japan Self-Defense Forces.


title: Boeing 767

text: In November 1995, after abandoning development of a smaller version of the 777, Boeing announced that it was revisiting studies for a larger 767. The proposed 767-400X, a second stretch of the aircraft, offered a 12 percent capacity increase versus the , and featured an upgraded flight deck, enhanced interior, and greater wingspan. The variant was specifically aimed at Delta Air Lines' pending replacement of its aging Lockheed L-1011 TriStars, and faced competition from the A330-200, a shortened derivative of the Airbus A330. In March 1997, Delta Air Lines launched the 767-400ER when it ordered the type to replace its L-1011 fleet. In October 1997, Continental Airlines also ordered the 767-400ER to replace its McDonnell Douglas DC-10 fleet. The type completed its first flight on October 9, 1999, and entered service with Continental Airlines on September 14, 2000.


title: Boeing 767

text: In the early 2000s, cumulative 767 deliveries approached 900, but new sales declined during an airline industry downturn. In 2001, Boeing dropped plans for a longer-range model, the 767-400ERX, in favor of the proposed Sonic Cruiser, a new jetliner which aimed to fly 15 percent faster while having comparable fuel costs to the 767. The following year, Boeing announced the KC-767 Tanker Transport, a second military derivative of the 767-200ER. Launched with an order in October 2002 from the Italian Air Force, the KC-767 was intended for the dual role of refueling other aircraft and carrying cargo. The Japanese government became the second customer for the type in March 2003. In May 2003, the United States Air Force (USAF) announced its intent to lease KC-767s to replace its aging KC-135 tankers. The plan was suspended in March 2004 amid a conflict of interest scandal, resulting in multiple US government investigations and the departure of several Boeing officials, including Philip Condit, the company's chief executive officer, and chief financial officer Michael Sears. The first KC-767s were delivered in 2008 to the Japan Self-Defense Forces.


title: Boeing 767

text: In late 2002, after airlines expressed reservations about its emphasis on speed over cost reduction, Boeing halted development of the Sonic Cruiser. The following year, the manufacturer announced the 7E7, a mid-size 767 successor made from composite materials which promised to be 20 percent more fuel efficient. The new jetliner was the first stage of a replacement aircraft initiative called the Boeing Yellowstone Project. Customers embraced the 7E7, later renamed 787 Dreamliner, and within two years it had become the fastest-selling airliner in the company's history. In 2005, Boeing opted to continue 767 production despite record Dreamliner sales, citing a need to provide customers waiting for the 787 with a more readily available option. Subsequently, the 767-300ER was offered to customers affected by 787 delays, including All Nippon Airways and Japan Airlines. Some aging 767s, exceeding 20 years in age, were also kept in service past planned retirement dates due to the delays. To extend the operational lives of older aircraft, airlines increased heavy maintenance procedures, including D-check teardowns and inspections for corrosion, a recurring issue on aging 767s. The first 787s entered service with All Nippon Airways in October 2011, 42 months behind schedule.


title: Boeing 767

text: In 2007, the 767 received a production boost when UPS and DHL Aviation placed a combined 33 orders for the 767-300F. Renewed freighter interest led Boeing to consider enhanced versions of the 767-200 and 767-300F with increased gross weights, 767-400ER wing extensions, and 777 avionics. Net orders for the 767 declined from 24 in 2008 to just three in 2010. During the same period, operators upgraded aircraft already in service; in 2008, the first 767-300ER retrofitted with blended winglets from Aviation Partners Incorporated debuted with American Airlines. The manufacturer-sanctioned winglets, at in height, improved fuel efficiency by an estimated 6.5 percent. Other carriers including All Nippon Airways and Delta Air Lines also ordered winglet kits.


title: Boeing 767

text: On February 2, 2011, the 1,000th 767 rolled out, destined for All Nippon Airways. The aircraft was the 91st 767-300ER ordered by the Japanese carrier, and with its completion the 767 became the second wide-body airliner to reach the thousand-unit milestone after the 747. The 1,000th aircraft also marked the last model produced on the original 767 assembly line. Beginning with the 1,001st aircraft, production moved to another area in the Everett factory which occupied about half of the previous floor space. The new assembly line made room for 787 production and aimed to boost manufacturing efficiency by over twenty percent.


title: Boeing 767

text: At the inauguration of its new assembly line, the 767's order backlog numbered approximately 50, only enough for production to last until 2013. Despite the reduced backlog, Boeing officials expressed optimism that additional orders would be forthcoming. On February 24, 2011, the USAF announced its selection of the KC-767 Advanced Tanker, an upgraded variant of the KC-767, for its KC-X fleet renewal program. The selection followed two rounds of tanker competition between Boeing and Airbus parent EADS, and came eight years after the USAF's original 2003 announcement of its plan to lease KC-767s. The tanker order encompassed 179 aircraft and was expected to sustain 767 production past 2013.


title: Boeing 767

text: In December 2011, FedEx Express announced a 767-300F order for 27 aircraft to replace its DC-10 freighters, citing the USAF tanker order and Boeing's decision to continue production as contributing factors. FedEx Express agreed to buy 19 more of the −300F variant in June 2012. In June 2015, FedEx said it was accelerating retirements of planes both to reflect demand and to modernize its fleet, recording charges of $276 million. On July 21, 2015, FedEx announced an order for 50 767-300F with options on another 50, the largest order for the type. With the announcement FedEx confirmed that it has firm orders for 106 of the freighters for delivery between 2018 and 2023. In February 2018, UPS announced an order for 4 more 767-300Fs to increase the total on order to 63.


title: Boeing 767

text: With its successor, the Boeing New Midsize Airplane, that was planned for introduction in 2025 or later, and the 787 being much larger, Boeing could restart a passenger 767-300ER production to bridge the gap. A demand for 50 to 60 aircraft could have to be satisfied. Having to replace its 40 767s, United Airlines requested a price quote for other widebodies. In November 2017, Boeing CEO Dennis Muilenburg cited interest beyond military and freighter uses. However, in early 2018 Boeing Commercial Airplanes VP of marketing Randy Tinseth stated that the company did not intend to resume production of the passenger variant.


title: Boeing 767

text: In its first quarter of 2018 earnings report, Boeing plan to increase its production from 2.5 to 3 monthly beginning in January 2020 due to increased demand in the cargo market, as FedEx had 56 on order, UPS has four, and an unidentified customer has three on order. This rate could rise to 3.5 per month in July 2020 and 4 per month in January 2021, before decreasing to 3 per month in January 2025 and then 2 per month in July 2025.


title: Boeing 767

text: In October 2019, Boeing was reportedly studying a re-engined 767-XF for entry into service around 2025, based on the 767-400ER with an extended landing gear to accommodate larger General Electric GEnx turbofan engines.


title: Boeing 767

text: The cargo market is the main target, but a passenger version could be a cheaper alternative to the proposed New Midsize Airplane.


title: Boeing 767

text: The 767 is a low-wing cantilever monoplane with a conventional tail unit featuring a single fin and rudder. The wings are swept at 31.5 degrees and optimized for a cruising speed of Mach 0.8 (). Each wing features a supercritical airfoil cross-section and is equipped with six-panel leading edge slats, single- and double-slotted flaps, inboard and outboard ailerons, and six spoilers. The airframe further incorporates Carbon-fiber-reinforced polymer composite material wing surfaces, Kevlar fairings and access panels, plus improved aluminum alloys, which together reduce overall weight by versus preceding aircraft.


title: Boeing 767

text: To distribute the aircraft's weight on the ground, the 767 has a retractable tricycle landing gear with four wheels on each main gear and two for the nose gear. The original wing and gear design accommodated the stretched 767-300 without major changes. The 767-400ER features a larger, more widely spaced main gear with 777 wheels, tires, and brakes. To prevent damage if the tail section contacts the runway surface during takeoff, 767-300 and 767-400ER models are fitted with a retractable tailskid.


title: Boeing 767

text: All passenger 767 models have exit doors near the front and rear of the aircraft. Most 767-200 and -200ER models have one overwing exit door for emergency use; an optional second overwing exit increases maximum allowable capacity from 255 to 290. The 767-300 and -300ER typically feature two overwing exit doors or, in a configuration with no overwing exits, three exit doors on each side and a smaller exit door aft of the wing. A further configuration featuring three exit doors on each side plus one overwing exit allows an increase in maximum capacity from 290 to 351. All 767-400ERs are configured with three exit doors on each side and a smaller exit door aft of the wing. The 767-300F has one exit door at the forward left-hand side of the aircraft.


title: Boeing 767

text: In addition to shared avionics and computer technology, the 767 uses the same auxiliary power unit, electric power systems, and hydraulic parts as the 757. A raised cockpit floor and the same forward cockpit windows result in similar pilot viewing angles. Related design and functionality allows 767 pilots to obtain a common type rating to operate the 757 and share the same seniority roster with pilots of either aircraft.


title: Boeing 767

text: The original 767 flight deck uses six Rockwell Collins CRT screens to display Electronic flight instrument system (EFIS) and engine indication and crew alerting system (EICAS) information, allowing pilots to handle monitoring tasks previously performed by the flight engineer. The CRTs replace conventional electromechanical instruments found on earlier aircraft. An enhanced flight management system, improved over versions used on early 747s, automates navigation and other functions, while an automatic landing system facilitates CAT IIIb instrument landings in low visibility situations. The 767 became the first aircraft to receive CAT IIIb certification from the FAA for landings with minimum visibility in 1984. On the 767-400ER, the cockpit layout is simplified further with six Rockwell Collins liquid crystal display (LCD) screens, and adapted for similarities with the 777 and the Next Generation 737. To retain operational commonality, the LCD screens can be programmed to display information in the same manner as earlier 767s. In 2012, Boeing and Rockwell Collins launched a further 787-based cockpit upgrade for the 767, featuring three landscape-format LCD screens that can display two windows each.


title: Boeing 767

text: The 767 is equipped with three redundant hydraulic systems for operation of control surfaces, landing gear, and utility actuation systems. Each engine powers a separate hydraulic system, and the third system uses electric pumps. A ram air turbine provides power for basic controls in the event of an emergency. An early form of fly-by-wire is employed for spoiler operation, utilizing electric signaling instead of traditional control cables. The fly-by-wire system reduces weight and allows independent operation of individual spoilers.


title: Boeing 767

text: The 767 features a twin-aisle cabin with a typical configuration of six abreast in business class and seven across in economy. The standard seven abreast, 2–3–2 economy class layout places approximately 87 percent of all seats at a window or aisle. As a result, the aircraft can be largely occupied before center seats need to be filled, and each passenger is no more than one seat from the aisle. It is possible to configure the aircraft with extra seats for up to an eight abreast configuration, but this is less common.


title: Boeing 767

text: The 767 interior introduced larger overhead bins and more lavatories per passenger than previous aircraft. The bins are wider to accommodate garment bags without folding, and strengthened for heavier carry-on items. A single, large galley is installed near the aft doors, allowing for more efficient meal service and simpler ground resupply. Passenger and service doors are an overhead plug type, which retract upwards, and commonly used doors can be equipped with an electric-assist system.


title: Boeing 767

text: In 2000, a 777-style interior, known as the Boeing Signature Interior, debuted on the 767-400ER. Subsequently, adopted for all new-build 767s, the Signature Interior features even larger overhead bins, indirect lighting, and sculpted, curved panels. The 767-400ER also received larger windows derived from the 777. Older 767s can be retrofitted with the Signature Interior. Some operators have adopted a simpler modification known as the Enhanced Interior, featuring curved ceiling panels and indirect lighting with minimal modification of cabin architecture, as well as aftermarket modifications such as the NuLook 767 package by Heath Tecna.


title: Boeing 767

text: In its first year, the 767 logged a 96.1 percent dispatch rate, which exceeded the industry average for all-new aircraft. Operators reported generally favorable ratings for the twinjet's sound levels, interior comfort, and economic performance. Resolved issues were minor and included the recalibration of a leading edge sensor to prevent false readings, the replacement of an evacuation slide latch, and the repair of a tailplane pivot to match production specifications.


title: Boeing 767

text: Seeking to capitalize on its new wide-body's potential for growth, Boeing offered an extended-range model, the 767-200ER, in its first year of service. Ethiopian Airlines placed the first order for the type in December 1982. Featuring increased gross weight and greater fuel capacity, the extended-range model could carry heavier payloads at distances up to , and was targeted at overseas customers. The 767-200ER entered service with El Al Airline on March 27, 1984. The type was mainly ordered by international airlines operating medium-traffic, long-distance flights. In May 1984, an Ethiopian Airlines 767-200ER set a non-stop record for a commercial twinjet of from Washington DC to Addis Ababa.


title: Boeing 767

text: In the mid-1980s, the 767 spearheaded the growth of twinjet flights across the northern Atlantic under extended-range twin-engine operational performance standards (ETOPS) regulations, the FAA's safety rules governing transoceanic flights by aircraft with two engines. Before the 767, overwater flight paths of twinjets could be no more than 90 minutes away from diversion airports. In May 1985, the FAA granted its first approval for 120-minute ETOPS flights to 767 operators, on an individual airline basis starting with TWA, provided that the operator met flight safety criteria. This allowed the aircraft to fly overseas routes at up to two hours' distance from land. The larger safety margins were permitted because of the improved reliability demonstrated by the twinjet and its turbofan engines. The FAA lengthened the ETOPS time to 180 minutes for CF6-powered 767s in 1989, making the type the first to be certified under the longer duration, and all available engines received approval by 1993. Regulatory approval spurred the expansion of transoceanic 767 flights and boosted the aircraft's sales.


title: Boeing 767

text: The 767 has been produced in three fuselage lengths. These debuted in progressively larger form as the , , and 767-400ER. Longer-range variants include the 767-200ER and 767-300ER, while cargo models include the 767-300F, a production freighter, and conversions of passenger 767-200 and 767-300 models.


title: Boeing 767

text: When referring to different variants, Boeing and airlines often collapse the model number (767) and the variant designator, e.g. –200 or –300, into a truncated form, e.g. "762" or "763". Subsequent to the capacity number, designations may append the range identifier, though -200ER and -300ER are company marketing designations and not certificated as such. The International Civil Aviation Organization (ICAO) aircraft type designator system uses a similar numbering scheme, but adds a preceding manufacturer letter; all variants based on the 767-200 and 767-300 are classified under the codes "B762" and "B763"; the 767-400ER receives the designation of "B764".


title: Boeing 767

text: The 767-200 was the original model and entered service with United Airlines in 1982. The type has been used primarily by mainline U.S. carriers for domestic routes between major hub centers such as Los Angeles to Washington. The 767-200 was the first aircraft to be used on transatlantic ETOPS flights, beginning with TWA on February 1, 1985, under 90-minute diversion rules. Deliveries for the variant totaled 128 aircraft. There were 52 examples of the model in commercial service , almost entirely as freighter conversions. The type's competitors included the Airbus A300 and A310.


title: Boeing 767

text: The 767-200 was produced until 1987 when production switched to the extended-range 767-200ER. Some early 767-200s were subsequently upgraded to extended-range specification. In 1998, Boeing began offering 767-200 conversions to 767-200SF (Special Freighter) specification for cargo use, and Israel Aerospace Industries has been licensed to perform cargo conversions since 2005. The conversion process entails the installation of a side cargo door, strengthened main deck floor, and added freight monitoring and safety equipment. The 767-200SF was positioned as a replacement for Douglas DC-8 freighters.


title: Boeing 767

text: A commercial freighter version of the Boeing with wings from the -300 series and an updated flightdeck was first flown on 29 December 2014. A military tanker variant of the Boeing 767-2C is being developed for the USAF as the KC-46. Boeing is building two aircraft as commercial freighters which will be used to obtain Federal Aviation Administration certification, a further two Boeing 767-2Cs will be modified as military tankers. , Boeing does not have customers for the freighter.


title: Boeing 767

text: The 767-200ER was the first extended-range model and entered service with El Al in 1984. The type's increased range is due to extra fuel capacity and higher maximum takeoff weight (MTOW) of up to . The additional fuel capacity is accomplished by using the center tank's dry dock to carry fuel. The non-ER variant's center tank is what is called "cheek tanks"; two interconnected halves in each wing root with a dry dock in between. The center tank is also used on the -300ER and -400ER variants.


title: Boeing 767

text: This version was originally offered with the same engines as the , while more powerful Pratt & Whitney PW4000 and General Electric CF6 engines later became available. The 767-200ER was the first 767 to complete a non-stop transatlantic journey, and broke the flying distance record for a twinjet airliner on April 17, 1988, with an Air Mauritius flight from Halifax, Nova Scotia to Port Louis, Mauritius, covering . The 767-200ER has been acquired by international operators seeking smaller wide-body aircraft for long-haul routes such as New York to Beijing. Deliveries of the type totaled 121 with no unfilled orders. As of July 2018, 21 examples of passenger and freighter conversion versions were in airline service. The type's main competitors of the time included the Airbus A300-600R and the A310-300.


title: Boeing 767

text: The , the first stretched version of the aircraft, entered service with Japan Airlines in 1986. The type features a fuselage extension over the , achieved by additional sections inserted before and after the wings, for an overall length of . Reflecting the growth potential built into the original 767 design, the wings, engines, and most systems were largely unchanged on the . An optional mid-cabin exit door is positioned ahead of the wings on the left, while more powerful Pratt & Whitney PW4000 and Rolls-Royce RB211 engines later became available. The 767-300's increased capacity has been used on high-density routes within Asia and Europe. The 767-300 was produced from 1986 until 2000. Deliveries for the type totaled 104 aircraft with no unfilled orders remaining. As of July 2018, 34 of the variant were in airline service. The type's main competitor was the Airbus A300.


title: Boeing 767

text: The 767-300ER, the extended-range version of the , entered service with American Airlines in 1988. The type's increased range was made possible by greater fuel tankage and a higher MTOW of . Design improvements allowed the available MTOW to increase to by 1993. Power is provided by Pratt & Whitney PW4000, General Electric CF6, or Rolls-Royce RB211 engines. the 767-300ER comes in three exit configurations: the baseline configuration has four main cabin doors and four over-wing window exits, the second configuration has six main cabin doors and two over-wing window exits; and the third configuration has six main cabin doors, as well as two smaller doors that are located behind the wings. Typical routes for the type include Los Angeles to Frankfurt.


title: Boeing 767

text: The combination of increased capacity and range for the -300ER has been particularly attractive to both new and existing 767 operators. It is the most successful 767 version, with more orders placed than all other variants combined. , 767-300ER deliveries stand at 583 with no unfilled orders. There were 376 examples in service . The type's main competitor is the Airbus A330-200. At its 1990s peak, a new 767-300ER was valued at $85 million, dipping to around $12 million in 2018 for a 1996 build.


title: Boeing 767

text: The 767-300F, the production freighter version of the 767-300ER, entered service with UPS Airlines in 1995. The 767-300F can hold up to 24 standard pallets on its main deck and up to 30 LD2 unit load devices on the lower deck, with a total cargo volume of . The freighter has a main deck cargo door and crew exit, while the lower deck features two starboard-side cargo doors and one port-side cargo door. A general market version with onboard freight-handling systems, refrigeration capability, and crew facilities was delivered to Asiana Airlines on August 23, 1996. , 767-300F deliveries stand at 161 with 61 unfilled orders. Airlines operated 222 examples of the freighter variant and freighter conversions in July 2018.


title: Boeing 767

text: In June 2008, All Nippon Airways took delivery of the first 767-300BCF (Boeing Converted Freighter), a modified passenger-to-freighter model. The conversion work was performed in Singapore by ST Aerospace Services, the first supplier to offer a 767-300BCF program, and involved the addition of a main deck cargo door, strengthened main deck floor, and additional freight monitoring and safety equipment. Since then, Boeing, Israel Aerospace Industries, and Wagner Aeronautical have also offered passenger-to-freighter conversion programs for series aircraft.


title: Boeing 767

text: The 767-400ER, the first Boeing wide-body jet resulting from two fuselage stretches, entered service with Continental Airlines in 2000. The type features a stretch over the , for a total length of . The wingspan is also increased by through the addition of raked wingtips. The exit configuration uses six main cabin doors and two smaller exit doors behind the wings, similar to certain 767-300ERs. Other differences include an updated cockpit, redesigned landing gear, and 777-style Signature Interior. Power is provided by uprated General Electric CF6 engines.


title: Boeing 767

text: The FAA granted approval for the 767-400ER to operate 180-minute ETOPS flights before it entered service. Because its fuel capacity was not increased over preceding models, the 767-400ER has a range of , less than previous extended-range 767s. No 767-400 version was developed.


title: Boeing 767

text: The longer-range 767-400ERX was offered in July 2000 before being cancelled a year later, leaving the 767-400ER as the sole version of the largest 767. Boeing dropped the 767-400ER and the -200ER from its pricing list in 2014.


title: Boeing 767

text: A total of 37 767-400ERs were delivered to the variant's two airline customers, Continental Airlines (now merged with United Airlines) and Delta Air Lines, with no unfilled orders. All 37 examples of the -400ER were in service in July 2018. One additional example was produced as a military testbed, and later sold as a VIP transport. The type's closest competitor is the Airbus A330-200.


title: Boeing 767

text: Versions of the 767 serve in a number of military and government applications, with responsibilities ranging from airborne surveillance and refueling to cargo and VIP transport. Several military 767s have been derived from the 767-200ER, the longest-range version of the aircraft.


title: Boeing 767

text: In 1986, Boeing announced plans for a partial double-deck Boeing 767 design. The aircraft would have combined the Boeing with a Boeing 757 cross section mounted over the rear fuselage. The Boeing 767-X would have also featured extended wings and a wider cabin. The 767-X did not get enough interest from airlines to launch and the model was shelved in 1988 in favor of the Boeing 777.


title: Boeing 767

text: In March 2000, Boeing was to launch the 259-seat 767-400ERX with an initial order for three from Kenya Airways with deliveries planned for 2004, as it was proposed to Lauda Air.


title: Boeing 767

text: Increased gross weight and a tailplane fuel tank would have boosted its range by , and GE could offer its CF6-80C2/G2.


title: Boeing 767

text: Offered in July, the longer-range -400ERX would have a strengthened wing, fuselage and landing gear for a 15,000 lb (6.8 t) higher MTOW, up to 465,000 lb (210.92 t).


title: Boeing 767

text: Thrust would rise to for better takeoff performance, with the Trent 600 or the General Electric/Pratt & Whitney Engine Alliance GP7172, also offered on the 747X.


title: Boeing 767

text: Range would increase by 525 nmi (950 km) to 6,150 nmi (11,390 km), with an additional fuel tank of 2,145 gallons (8,120 L) in the horizontal tail.


title: Boeing 767

text: In July 2018, 742 aircraft were in airline service: 73 -200s, 632 -300, and 37 -400ER with 65 -300F on order; the largest operators are Delta Air Lines (77), FedEx (60; largest cargo operator), UPS Airlines (59), United Airlines (51), Japan Airlines (35), All Nippon Airways (34). The type's competitors included the Airbus A300 and A310.


title: Boeing 767

text: The largest 767 customers by orders have been FedEx Express 150, Delta Air Lines with (117), All Nippon Airways (96), American Airlines (88), and United Airlines (82). Delta and United are the only customers of all -200, -300, and -400ER passenger variants. In July 2015, FedEx placed a firm order for 50 Boeing 767 freighters with deliveries from 2018 to 2023.


title: Boeing 767

text: , the Boeing 767 has been in 60 aviation occurrences, including 19 hull-loss accidents. Seven fatal crashes, including three hijackings, have resulted in a total of 854 occupant fatalities.


title: Boeing 767

text: The airliner's first fatal crash, Lauda Air Flight 004, occurred near Bangkok on May 26, 1991, following the in-flight deployment of the left engine thrust reverser on a 767-300ER; none of the 223 aboard survived; as a result of this accident all 767 thrust reversers were deactivated until a redesign was implemented. Investigators determined that an electronically controlled valve, common to late-model Boeing aircraft, was to blame. A new locking device was installed on all affected jetliners, including 767s.


title: Boeing 767

text: On October 31, 1999, EgyptAir Flight 990, a 767-300ER, crashed off Nantucket, Massachusetts, in international waters killing all 217 people on board. The United States National Transportation Safety Board (NTSB) concluded "not determined", but determined the probable cause to be a deliberate action by the first officer; Egypt disputed this conclusion.


title: Boeing 767

text: On April 15, 2002, Air China Flight 129, a 767-200ER, crashed into a hill amid inclement weather while trying to land at Gimhae International Airport in Busan, South Korea. The crash resulted in the death of 129 of the 166 people on board, and the cause was attributed to pilot error.


title: Boeing 767

text: On February 23, 2019, Atlas Air Flight 3591, a Boeing 767-300ERF air freighter operating for Amazon Air, crashed into Trinity Bay near Houston, Texas, while on descent into George Bush Intercontinental Airport; both pilots and the single passenger were killed. The cause was attributed to pilot error and spatial disorientation.


title: Boeing 767

text: The 767 has been involved in six hijackings, three resulting in loss of life, for a combined total of 282 occupant fatalities. On November 23, 1996, Ethiopian Airlines Flight 961, a 767-200ER, was hijacked and crash-landed in the Indian Ocean near the Comoro Islands after running out of fuel, killing 125 out of the 175 persons on board; this was a rare example of occupants surviving a land-based aircraft ditching on water. Two 767s were involved in the September 11 attacks on the World Trade Center in 2001, resulting in the collapse of its two main towers. American Airlines Flight 11, a 767-200ER, crashed into the North Tower, killing all 92 people on board, and United Airlines Flight 175, a , crashed into the South Tower, with the death of all 65 on board. In addition, more than 2,600 people were killed in the towers or on the ground. A foiled 2001 shoe bomb attempt that December involved an American Airlines 767-300ER.


title: Boeing 767

text: On November 1, 2011, LOT Polish Airlines Flight 16, a 767-300ER, safely landed at Warsaw Chopin Airport in Warsaw, Poland after a mechanical failure of the landing gear forced an emergency landing with the landing gear retracted. There were no injuries, but the aircraft involved was damaged and subsequently written off. At the time of the incident, aviation analysts speculated that it may have been the first instance of a complete landing gear failure in the 767's service history. Subsequent investigation determined that while a damaged hose had disabled the aircraft's primary landing gear extension system, an otherwise functional backup system was inoperative due to an accidentally deactivated circuit breaker.


title: Boeing 767

text: On October 28, 2016, American Airlines Flight 383, a 767-300ER with 161 passengers and 9 crew members, aborted takeoff at Chicago O'Hare Airport following an uncontained failure of the right GE CF6-80C2 engine. The engine failure, which hurled fragments over a considerable distance, caused a fuel leak, resulting in a fire under the right wing. Fire and smoke entered the cabin. All passengers and crew evacuated the aircraft, with 20 passengers and one flight attendant sustaining minor injuries using the evacuation slides.


title: Boeing 767

text: The 767's first incident was Air Canada Flight 143, a , on July 23, 1983. The airplane ran out of fuel in-flight and had to glide with both engines out for almost to an emergency landing at Gimli, Manitoba, Canada. The pilots used the aircraft's ram air turbine to power the hydraulic systems for aerodynamic control. There were no fatalities and only minor injuries. This aircraft was nicknamed "Gimli Glider" after its landing site. The aircraft, registered C-GAUN, continued flying for Air Canada until its retirement in January 2008.


title: Boeing 767

text: In January 2014, the U.S. Federal Aviation Administration issued a directive that ordered inspections of the elevators on more than 400 767s beginning in March 2014; the focus was on fasteners and other parts that can fail and cause the elevators to jam. The issue was first identified in 2000 and has been the subject of several Boeing service bulletins. The inspections and repairs are required to be completed within six years. The aircraft has also had multiple occurrences of "uncommanded escape slide inflation" during maintenance or operations, and during flight. In late 2015, the FAA issued a preliminary directive to address the issue.


title: Boeing 767

text: As new 767 variants roll off the assembly line, older series models have been retired and converted to cargo use, stored or scrapped. One complete aircraft, N102DA, is the first to operate for Delta Air Lines and the twelfth example built. It was retired from airline service in February 2006 after being repainted back to its original 1982 Delta widget livery and given a farewell tour. It was then put on display at the Delta Flight Museum in the Delta corporate campus at the edge of Hartsfield–Jackson Atlanta International Airport. "The Spirit of Delta" is on public display as of 2022.


title: Boeing 767

text: In 2013 a Brazilian entrepreneur purchased a 767-200 that had operated for the now-defunct carrier Transbrasil under the registration PT-TAC. The aircraft, which was sold at a bankruptcy auction, was placed on outdoor display in Taguatinga as part of a proposed commercial development. , however, the development has not come to fruition. The aircraft is devoid of engines or landing gear, has deteriorated due to weather exposure and acts of vandalism, but remains publicly accessible to view.


title: Tammy Abraham

text: Kevin Oghenetega Tamaraebi Bakumo-Abraham (born 2 October 1997), known as Tammy Abraham, is an English professional footballer who plays as a striker for Serie A club Roma and the England national team.


title: Tammy Abraham

text: As an academy graduate of Chelsea, Abraham made his first-team debut for the club in 2016 before spending a season on loan with Championship club Bristol City. There, he enjoyed a successful campaign which culminated in him winning the club's Player of the Season, Young Player of the Season and top goalscorer awards, becoming the first player ever to do so in a single season. A further loan spell at Swansea City followed for Abraham but the season ended with the club suffering relegation from the Premier League. He then joined Aston Villa in 2018 and became the first player since 1977 to score 25 goals in a single campaign for the club.


title: Tammy Abraham

text: Formerly an England youth international, Abraham represented the nation from under-18 level, and featured at the 2017 UEFA European Under-21 Championship in Poland. He made his senior debut in November 2017.


title: Tammy Abraham

text: Abraham joined Chelsea at under-eight level and progressed through the club's academy system. He was part of the Chelsea youth team which recorded consecutive triumphs in both the UEFA Youth League and the FA Youth Cup in 2015 and 2016. In the 2015–16 edition of the UEFA Youth League, Abraham pitched in with a return of eight goals in nine matches, making him the tournament's second highest goal scorer behind Roberto. He carried his form into the FA Youth Cup and netted the winning goal in Chelsea's victory over Manchester City in the final in April. During the 2014–15 and 2015–16 seasons, Abraham scored 74 goals in 98 matches across all competitions for Chelsea's various youth teams.


title: Tammy Abraham

text: His form at youth level caught the attention of interim manager Guus Hiddink who invited him to train with the first team at the back end of the 2015–16 season. On 11 May 2016, Hiddink handed Abraham his Chelsea debut in a 1–1 Premier League draw with Liverpool, bringing him on to replace Bertrand Traoré in the 74th minute. Abraham then made his home debut at Stamford Bridge the following week, once again coming on as a second-half substitute for Traoré in a 1–1 draw with newly crowned Premier League Champions Leicester City.


title: Tammy Abraham

text: On 5 August 2016, Abraham signed for Championship club Bristol City on a season-long loan from Chelsea. He made his debut for the club the following day, coming off the bench for fellow debutant Josh Brownhill to score City's first goal in a 2–1 come-from-behind win over Wigan Athletic, although the goal was later credited to Hörður Magnússon instead. He started in his second game and scored the only goal of the match in a 1–0 win over Wycombe Wanderers, helping Bristol City advance to the Second Round of the EFL Cup. The following week, on 13 August, he scored his first professional brace in a 2–1 victory over newly promoted Burton Albion, including the last-minute winner. In September, Abraham scored his second brace against Sheffield Wednesday, although Bristol City ultimately lost 3–2. He scored a further two goals during the month which saw him named Championship Player of the Month for September. He was also awarded the EFL Young Player of the Month award for September.


title: Tammy Abraham

text: On 31 January 2017, Abraham scored his 16th Championship goal in a 2–2 draw against Sheffield Wednesday, which saw him break the record of former Fulham striker Moussa Dembélé for the most goals scored by a teenager since the beginning of the Football League Championship era. Abraham ended the season with 23 goals to his name, second only to Chris Wood of Leeds United, as City completed the campaign in 17th position, thereby avoiding relegation. His performances throughout the season also earned him Bristol City's Player of the Year, Young Player of the Year and Top Goalscorer awards. In doing so, he became the first ever player to earn all three awards in the same season.


title: Tammy Abraham

text: On 4 July 2017, Chelsea announced that Abraham had signed a new five-year contract with the club and later that day he joined fellow Premier League club Swansea City on a season-long loan. He made his debut for the club on 12 August, starting in a 0–0 draw with Southampton. Ten days later, he scored his first goal in a 4–1 League Cup win over League One team Milton Keynes Dons before scoring his first Premier League goal in his next match, opening the scoring in a 2–0 victory over Crystal Palace. On 14 October 2017, he scored his first brace for his club in a 2–0 win over newly promoted Huddersfield Town which secured Swansea their first home win of the season. Both club and player struggled for form thereafter, however, and by the end of the year Abraham had failed to add to his goal tally.


title: Tammy Abraham

text: On 6 February 2018, having gone 825 minutes without a goal, Abraham returned to the scoresheet when he netted twice and assisted a further two in an 8–1 FA Cup Fourth Round replay win over Notts County. The result was also Swansea's biggest ever win in the competition. On 7 April, he scored his first league goal since his double in October. His goal earned Swansea a late draw against West Brom and edged the club a point closer to safety from the relegation zone, though they were ultimately relegated on the final day of the season following a defeat to Stoke City. Abraham scored eight goals in 39 appearances across all competitions during his loan spell with the club.


title: Tammy Abraham

text: Following his return from loan at Swansea, new Chelsea manager Maurizio Sarri indicated that he planned to keep Abraham at Chelsea and included him in the squad for the club's Community Shield defeat to Manchester City. On 31 August, however, he was sent out on loan once again, returning to the Championship to sign for Aston Villa for the remainder of the season. He made his debut for the club on 15 September, starting in a 1–1 draw with Blackburn Rovers, and scored on his home debut four days later in a 2–0 win over Rotherham United. On 28 November, he scored four goals in a 5–5 draw with Nottingham Forest in the league; the first time a draw of that score had ever been played out to at Villa Park. In doing so, he became the first Aston Villa player to score four goals in a single match in the 21st century. He was later named Championship Player of the Month for November after scoring six goals in four appearances for the month.


title: Tammy Abraham

text: By the turn of the year, Abraham had scored 16 goals in 20 appearances and was the joint-top goalscorer in the league. His strong form sparked speculation that he would be recalled by Chelsea, who retained the option until 14 January 2019, given the club's own goal scoring troubles. It later became apparent that Premier League side Wolverhampton Wanderers had also made an approach for his signature, although FIFA's rules prohibiting a player from representing three clubs in a season cast doubt over any potential move. Following a week of media speculation surrounding his future, he reportedly rejected a loan move to Wolves in favour of staying with Villa for the remainder of the season.


title: Tammy Abraham

text: On 26 January, he scored a brace in a 2–1 win over Ipswich Town and in doing so became the first player since Tom Waring in 1933 to score in seven consecutive home games for the club. The following month, he became the first player since Peter Withe in 1981 to score 20 goals for the club in a single season when he scored in a 3–3 come–from–behind draw with Sheffield United. On 30 March, he scored his 50th career league goal when he opened the scoring in a 2–1 win over Blackburn. In April, after scoring in a 2–0 win over Bolton Wanderers, Abraham became the first Villa player to score 25 goals in a season since Andy Gray in 1977. His goal also helped the club equal its record of nine successive wins, set back in 1910. He was later named in the PFA Team of the Year before helping Aston Villa secure promotion to the Premier League, scoring once in the play-off semi-final against West Brom. He ended the campaign with 26 goals in 40 appearances, the second-most by any player in the league behind Norwich City's Teemu Pukki.


title: Tammy Abraham

text: Following the expiration of his loan, Abraham returned to Chelsea where he was given the No. 9 shirt, previously worn by the likes of Radamel Falcao, Álvaro Morata, Fernando Torres, Gonzalo Higuaín and Chris Sutton.


title: Tammy Abraham

text: In the 2019 UEFA Super Cup against Liverpool on 14 August, he won a penalty in extra-time, from which Jorginho scored to level the scores at 2–2 and send the match to a penalty shoot-out. Abraham then took the deciding penalty in the shootout but saw his effort saved by Adrián resulting in Chelsea losing the tie 5–4. Following the match, he was victim of racial abuse on Twitter. Ten days later, Abraham scored his first Chelsea goals when he netted a brace in a 3–2 away win over Norwich City. The following month, during a 5–2 win over Wolves, he scored his first Chelsea hat trick, before netting an own goal during the latter stages of the match. In doing so, at the age of 21 years and 347 days, he became the youngest player to score three goals in a match for the club in the Premier League era. He scored his first Champions League goal in a 2–1 win away to Lille on 2 October.


title: Tammy Abraham

text: On 23 September 2020, Abraham played as a starter for the first time in 2020–21 season and scored his first goal of the season against Barnsley in the third round of the EFL Cup, which ended in a 6–0 win. Abraham scored a goal in two consecutive matches including his most recent against West Brom on 26 September, where he scored a stoppage-time equaliser in a 3–3 draw at The Hawthorns. In November, he scored in three successive games, wins against Sheffield United, Rennes and Newcastle United.


title: Tammy Abraham

text: Abraham scored a hat-trick in the fourth round of the FA Cup on 24 January 2021, as Chelsea overcame Championship club Luton Town by a score of 3–1. In doing so, Abraham became the first Englishman to score a hat-trick for Chelsea in the FA Cup since manager Frank Lampard in 2007, and he also became the first Chelsea youth team product to score 10 or more goals in back-to-back seasons since Mike Fillery in 1982–83.


title: Tammy Abraham

text: Abraham signed for Serie A club Roma on 17 August 2021 on a five-year contract, with the transfer fee reported to be £34 million, with Chelsea including a £68 million buy-back clause which can only be triggered after the player has completed two seasons with Roma. Abraham made his Serie A debut on 22 August, assisting twice as Roma defeated Fiorentina 3–1. Four days later, he made his UEFA Europa Conference League debut in a 3–0 home win over Trabzonspor. On 29 August, he scored his first goal for Roma in a 4–0 win against Salernitana. On 16 September, he scored his first goal in the Conference League, completing the "Giallorossi"'s 5–1 victory against CSKA Sofia. On 20 January 2022, he made his first appearance in the Coppa Italia, contributing to 3–1 home win over Lecce with a goal and an assist. Three days later, he scored a brace in the victorious away match against Empoli, becoming the first English player in thirty years to score more than 10 goals in a Serie A season.


title: Tammy Abraham

text: Prior to receiving his first competitive cap for the England senior team in October 2019, Abraham was eligible to represent Nigeria through his paternal lineage and was sounded out by the Nigerian Football Association. Abraham's father is close friends with Nigeria Football Federation President, Amaju Pinnick and on 21 September 2017, Pinnick claimed that Abraham had switched his allegiance to Nigeria. Abraham issued a statement the same day denying the claim and reaffirming his availability for England selection. Upon receiving his first England call-up in November 2017, Abraham stated that there was never any prospect of him choosing to play for Nigeria.


title: Tammy Abraham

text: Abraham has represented England at both under-18 and under-19 level. He scored his first goals at age group level for England in March 2015, netting a brace as England U18 defeated Switzerland 6–1. Later that year, while representing the U19 team in a friendly against Japan, Abraham and teammate Patrick Roberts played a game of rock paper scissors on the pitch to decide who would take a penalty. Abraham was triumphant but missed the resultant spot-kick. Just a minute later, however, Roberts assisted Abraham for the second goal of the match, which ultimately ended 5–1 in England's favour.


title: Tammy Abraham

text: On 6 July 2016, Abraham was one of four Chelsea players named in Aidy Boothroyd's squad for the U19 European Championship. He featured in three out of four matches as England were eliminated by Italy in the semi-final. Abraham also received his first England U21 call-up on 29 September 2016. He made his first appearance for the team on 6 October, coming on as a substitute with eight minutes remaining against Kazakhstan in a qualifier for the U21 European Championships to help England to a 1–0 victory which secured the nation's progression to the tournament proper. He made his full debut for the U21s in their final group stage match against Bosnia and Herzegovina and netted twice in a 5–0 victory for England.


title: Tammy Abraham

text: The following year, he was named in the England squad for the 2017 UEFA European Under-21 Championship in Poland. He scored his first, and only goal for the tournament in the semi-final against Germany. England ultimately lost the match after a penalty shoot-out, with Abraham one of the players who missed his spot-kick.


title: Tammy Abraham

text: On 18 May 2018, having been omitted from England's squad for the 2018 FIFA World Cup, Abraham was recalled to the under-20 side for the Toulon Tournament in France where they had been drawn in a group alongside Qatar, China and Mexico. On 27 May, England opened their title defence with a 2–1 win over China in which Abraham scored the winning goal. He did not feature in the subsequent match against Mexico but returned to score in a 4–0 win over Qatar which saw England qualify for the semi-finals where they were drawn against Scotland. Abraham was only used as a late substitute as England defeated Scotland but was selected to start in the final where they met Mexico. There he was unlucky not to score, hitting the post in the second half, but helped England claim their third successive title with a 2–1 win.


title: Tammy Abraham

text: On 27 May 2019, Abraham was included in England's 23-man squad for the 2019 UEFA European Under-21 Championship.


title: Tammy Abraham

text: On 2 November 2017, Abraham was one of three uncapped players called up to the senior England team for friendlies against Germany and Brazil. He made his debut against the former on 10 November, starting in a 0–0 draw at Wembley Stadium.


title: Tammy Abraham

text: In October 2019, he said he remained undecided on his international future, as he remained eligible for Nigeria as he had not played a competitive fixture for England's senior side. Later that month he received a call-up to the England squad for forthcoming UEFA Euro 2020 qualifying matches. On 11 October, Abraham made his first competitive appearance for England against the Czech Republic, appearing as a substitute and committing himself to England in the process. Abraham scored his first goal for England on 14 November 2019 in a 7–0 win over Montenegro in Euro 2020 qualifying.


title: Tammy Abraham

text: Abraham was born in Camberwell, Greater London, and was an Arsenal fan growing up. He has a younger brother, Timmy Abraham, who is also a footballer and plays for Walsall.


title: Tammy Abraham

text: In January 2017, Abraham was involved in a motor vehicle accident while on loan at Bristol City. At the time of the accident he was alleged to have been driving without a licence or insurance, and was summoned to court as a result. He later obtained his licence, passing the test in March of the same year.


title: Kursk submarine disaster

text: The nuclear-powered Project 949A "Antey" ("Oscar II" class) submarine "APL Kursk" (Russian: ) sank in an accident on 12 August 2000 in the Barents Sea, during the first major Russian naval exercise in more than 10 years, and all 118 personnel on board were killed. The crews of nearby ships felt the initial explosion and a second, much larger explosion, but the Russian Navy did not realise that an accident had occurred and did not initiate a search for the sub for over six hours. The submarine's emergency rescue buoy had been intentionally disabled during an earlier mission and it took more than 16 hours to locate the sunken boat.


title: Kursk submarine disaster

text: Over four days, the Russian Navy repeatedly failed in its attempts to attach four different diving bells and submersibles to the escape hatch of the submarine. Its response was criticised as slow and inept. Officials misled and manipulated the public and news media, and refused help from other countries' ships nearby. President Vladimir Putin initially continued his vacation at a seaside resort in Sochi and authorised the Russian Navy to accept British and Norwegian assistance only after five days had passed. Two days later, British and Norwegian divers finally opened a hatch to the escape trunk in the boat's flooded ninth compartment, but found no survivors.


title: Kursk submarine disaster

text: An official investigation concluded that when the crew loaded a dummy 65–76 "Kit" torpedo, a faulty weld in its casing leaked high-test peroxide (HTP) inside the torpedo tube, initiating a catalytic explosion. The explosion blew off both the inner and outer tube doors, ignited a fire, destroyed the bulkhead between the first and second compartments, damaged the control room in the second compartment, and incapacitated or killed the torpedo room and control-room crew. The torpedo manufacturer challenged this hypothesis, insisting that its design would prevent the kind of event described. Two minutes and fifteen seconds later, another five to seven torpedo warheads exploded. They tore a large hole in the hull, collapsed bulkheads between the first three compartments and all the decks, destroyed compartment four, and killed everyone still alive forward of sixth compartment. The nuclear reactors shut down safely. Analysts concluded that 23 sailors took refuge in the small ninth compartment and survived for more than six hours. When oxygen ran low, they attempted to replace a potassium superoxide chemical oxygen cartridge, but it fell into the oily sea water and exploded on contact. The resulting fire killed several crew members and triggered a flash fire that consumed the remaining oxygen, suffocating the remaining survivors.


title: Kursk submarine disaster

text: Mammoet was awarded a salvage contract in May 2001. Within a three-month period, the company and its subcontractors designed, fabricated, installed, and commissioned over of custom-made equipment. A barge was modified and loaded with the equipment, arriving in the Barents Sea in August. The salvage team recovered all but the bow, including the remains of 115 sailors, who were later buried in Russia. The government of Russia and the Russian Navy were intensely criticised over the incident and their responses. A four-page summary of a 133-volume, top-secret investigation revealed "stunning breaches of discipline, shoddy, obsolete and poorly maintained equipment", and "negligence, incompetence, and mismanagement". It concluded that the rescue operation was unjustifiably delayed and that the Russian Navy was completely unprepared to respond to the disaster.


title: Kursk submarine disaster

text: On the morning of 12 August 2000, "Kursk" was in the Barents Sea, participating in the "Summer-X" exercise, the first large-scale naval exercise planned by the Russian Navy in more than a decade, and also its first since the fall of the Soviet Union. It consisted of 30 ships and three submarines.


title: Kursk submarine disaster

text: "Kursk" had recently won a citation for its excellent performance and been recognised as having the best submarine crew in the Northern Fleet. Although this was an exercise, "Kursk" loaded a full complement of conventional combat weapons. It was one of the few submarines authorised to carry a combat load at all times. This included 18 RPK-6 Vodopad/RPK-7 Veter (SS-N-16 "Stallion") antisubmarine missiles and 24 P-700 Granit (SS-N-19 "Shipwreck") cruise missiles, which were designed to defeat the best naval air defences.


title: Kursk submarine disaster

text: "Kursk" had a mythical standing. It was reputedly unsinkable and, it was claimed, could withstand a direct hit from a torpedo. The outer hull was constructed using steel plate covered by up to of rubber, which minimised other submarines' or surface


title: Kursk submarine disaster

text: vessels' ability to detect the submarine. The inner pressure hull was made of high-quality steel plate. The two hulls were separated by a gap. The inner hull was divided into nine water-tight compartments. The boat was 508 ft (154.8 m), about as long as two jumbo jets.


title: Kursk submarine disaster

text: At 08:51 local time, "Kursk" requested permission to conduct a torpedo training launch and received the response "" ("Good"). After considerable delay, the submarine was set to fire two dummy torpedoes at the . At 11:29 local time, the torpedo room crew loaded the first practice Type 65 "Kit" torpedo, (Russian: , or "fat girl", because of its size), without a warhead, into "Kursk"s number-4 torpedo tube on the starboard side. It was long and weighed .


title: Kursk submarine disaster

text: At 11:29:34 (07:29:50 GMT), seismic detectors at the Norwegian seismic array (NORSAR) and in other locations around the world recorded a seismic event of magnitude 1.5 on the Richter scale. The location was fixed at coordinates , north-east of Murmansk, approximately from Norway, and from the Kola Peninsula.


title: Kursk submarine disaster

text: At 11:31:48, 2 minutes and 14 seconds after the first, a second event, measuring 4.2 on the Richter scale, or 250 times larger than the first, was registered on seismographs across northern Europe and was detected as far away as Alaska. The second explosion was equivalent to 2–3 tons of TNT.


title: Kursk submarine disaster

text: The seismic data showed that the explosion occurred at the same depth as the sea bed. The seismic event, triangulated at , showed that the boat had moved about from the site of the initial explosion. It was enough time for the submarine to sink to a depth of and remain on the sea floor for a short period.


title: Kursk submarine disaster

text: The crew of the submarine "Karelia" detected the explosion, but the captain assumed that it was part of the exercise. Aboard "Pyotr Velikiy", the target of the practice launch, the crew detected a hydroacoustic signal characteristic of an underwater explosion and felt their hull shudder. They reported the phenomenon to fleet headquarters but their report was ignored.


title: Kursk submarine disaster

text: The schedule for "Kursk" to complete the practice torpedo firing expired at 13:30 without any contact from the sub. Accustomed to the frequent failure of communications equipment, Fleet Commander Admiral Vyacheslav Alekseyevich Popov, aboard "Pyotr Velikiy", was not initially alarmed. The ship dispatched a helicopter to look for "Kursk", but it was unable to locate the sub on the surface; this was reported to Popov.


title: Kursk submarine disaster

text: The Northern Fleet duty officer notified the head of the fleet's search and rescue forces, Captain Alexander Teslenko, to stand by for orders. Teslenko's primary rescue ship was a 20-year-old former lumber carrier, "Mikhail Rudnitsky", which had been converted to support submersible rescue operations. Teslenko notified the ship's captain to be ready to depart on one hour's notice. Berthed at the primary Northern Fleet base at Severomorsk, the ship was equipped with two AS-32 and AS-34 s, a diving bell, underwater video cameras, lifting cranes, and other specialised gear, but she was not equipped with stabilisers capable of keeping the vessel in position during stormy weather and could lower her rescue vessels only in calm seas. The Russian Navy had previously operated two s, each of which carried a pair of Poseidon-class DSRVs that could reach a depth of , but due to a lack of funds, the vessels had been held since 1994 in a Saint Petersburg yard for pending repairs.


title: Kursk submarine disaster

text: At 17:00, an Ilyushin 38 aircraft was dispatched. The crew spent three hours unsuccessfully searching for "Kursk". At 18:00, more than six hours after the initial explosion, "Kursk" failed to complete a scheduled communication check. The Northern Fleet command became concerned and tried to contact the boat. After repeated failures, at 18:30, they began a search-and-rescue operation, dispatching additional aircraft to locate the submarine, which again failed to locate the boat on the surface. At 22:30, the Northern Fleet declared an emergency, and the exercise was stopped. Between 15 and 22 vessels of the Northern Fleet, including about 3,000 sailors, began searching for the submarine. The "Mikhail Rudnitsky" left port at 00:30.


title: Kursk submarine disaster

text: The Russian Navy initially downplayed the incident. Late on Saturday night, 9 hours after the boat sank, Northern Fleet commander Admiral Popov ordered the first search for the submarine. Twelve hours after it sank, Popov informed the Kremlin, but Minister of Defence Igor Sergeyev did not notify Putin until 07:00 Sunday morning. Sergeyev "did not recommend" that Putin visit the disaster site.


title: Kursk submarine disaster

text: On Sunday, after Popov already knew that "Kursk" was missing and presumed sunk, he briefed reporters on the progress of the naval exercise. He said the exercise had been a resounding success and spoke highly of the entire operation.


title: Kursk submarine disaster

text: Early on Sunday morning, 13 August, at the Vidyaevo Naval Base, rumours began to circulate among family members of "Kursk"s crew that something was wrong. A telephone operator handled an unusual volume of calls and overheard that a submarine was in trouble and the boat's name. As the base was very small, news spread quickly. Wives and family members exchanged news, but information was scarce. Because "Kursk" was regarded as unsinkable, family members wished to discount the worst of the rumors. They hoped that "Kursk" was merely experiencing a temporary communication problem. The deputy base commander assured the women that the headquarters office was half empty and that the officers present were just "passing the time."


title: Kursk submarine disaster

text: On the afternoon of the explosion, before the Kremlin had been informed of the submarine's sinking, U.S. National Security Adviser Sandy Berger and Defense Secretary William Cohen were told that "Kursk" had sunk. Once officially informed, the British government, along with France, Germany, Israel, Italy, and Norway, offered help, and the United States offered the use of one of its two deep submergence rescue vehicles, but the Russian government refused all foreign assistance. Minister of Defence Igor Sergeyev told the American Embassy that the rescue was well under way. The Russian Navy told reporters that a rescue was imminent.


title: Kursk submarine disaster

text: At 04:50 on Sunday, 13 August, personnel aboard "Pyotr Velikiy" detected two anomalies on the seabed that might be the boat. At 09:00, "Mikhail Rudnitsky" arrived at the location. While setting anchor, its crew interpreted an acoustic sound as an SOS from the submarine, but soon concluded the noise had been produced by the anchor chain striking the anchor hole. At 11:30, "Mikhail Rudnitsky" prepared to lower the AS-34, which entered the water at 17:30. At 18:30, at a depth of and at a speed of , the AS-34 reported colliding with an object, and through a porthole, the crew saw the "Kursk"s propeller and stern stabiliser. With the AS-34 damaged by the collision and forced to surface, the crew of "Mikhail Rudnitsky" began preparing the AS-32 for operation.


title: Kursk submarine disaster

text: At 22:40, the AS-32 entered the water and began searching for "Kursk". It was unable to locate the submarine, because it had been given an incorrect heading by personnel aboard "Pyotr Velikiy". Crew aboard "Mikhail Rudnitsky" tried to contact "Kursk" and briefly thought they heard an acoustic SOS signal, but this was determined to be of biological origin. They reported the sounds to "Pyotr Velikiy". The AS-32 returned to the surface at 01:00 on Monday morning, 14 August.


title: Kursk submarine disaster

text: The salvage tug "Nikolay Chiker" (SB 131) arrived early in the rescue operation. Using deep-water camera equipment, it obtained the first images of the wrecked submarine, which showed severe damage from the sub's bow to its sail. "Kursk" was listing at a 25-degree angle and down 5–7 degrees by the bow. The bow had ploughed about deep into the clay seabed, at a depth of . The periscope was raised, indicating that the accident occurred when the submarine was at a depth of less than .


title: Kursk submarine disaster

text: The AS-34 was repaired and was launched at 05:00 on Monday. At 06:50, the AS-34 located "Kursk" and unsuccessfully tried to attach to the aft escape trunk over "Kursk"s ninth compartment. Unable to create the vacuum seal necessary to attach to the escape trunk, its batteries were quickly depleted and the crew was forced to surface. No spare batteries were available, so the crew was forced to wait while the batteries were recharged. Meanwhile, winds increased, blowing to , and the waves rose to 3–4 points (), forcing the Russians to suspend rescue operations.


title: Kursk submarine disaster

text: The first official announcement of the accident was made by the Russians on Monday, 14 August. They told the media that "Kursk" had had "minor technical difficulties" on Sunday. They stated that the submarine had "descended to the ocean floor", that they had established contact with the crew and were pumping air and power to the boat, and that "everyone on board is alive." The BBC reported that the "Kursk" crew "had been forced to ground" the submarine because it "[had] broken down during exercises," but rescue crews were "in radio contact with surface vessels."


title: Kursk submarine disaster

text: Senior officers in the Russian Navy offered a variety of explanations for the accident. Four days after "Kursk" sank, Russian Navy Commander-in-Chief and Fleet Admiral Vladimir Kuroyedov stated the accident had been caused by a serious collision. Vice-premier Ilya Klebanov said the submarine might have hit an old World War II mine. He also said that almost all of the sailors had died before the vessel hit bottom.


title: Kursk submarine disaster

text: The Russian government convened a commission, chaired by Vice-Premier Ilya Klebanov, on 14 August, two days after "Kursk" sank. Nearly half of the commission members were officials with a stake in the outcome of the investigation. Independent investigators were not invited to take part, giving the appearance that the commission's findings might not be impartial.


title: Kursk submarine disaster

text: Bad weather, waves, strong undersea currents, and limited visibility impaired the rescue crews' ability to conduct operations on Tuesday and Wednesday. On Tuesday "Mikhail Rudnitsky" lowered a diving bell twice, but were unable to connect to the sub. They also tried and failed to manoeuvre a remotely operated vehicle onto the rescue hatch.


title: Kursk submarine disaster

text: At 20:00 Tuesday, AS-34 was launched again, but was damaged when it struck a boom as it was being lowered into the sea. It was brought back aboard, repaired, and relaunched at 21:10. On Tuesday, 15 August, three days after the sinking, the crane ship "PK-7500" arrived with the more manoeuvrable Project 18270 "Bester"-type DSRV (AC-36). The weather, though, prevented the PK-7500 from launching the DSRV. The rescue team decided to launch the submersible near the coast and tow it to the rescue site with a salvage tug.


title: Kursk submarine disaster

text: On Wednesday, 16 August, at 00:20, AS-34 twice attempted to attach to the ninth compartment escape hatch, but was unsuccessful. It surfaced, and as it was being lifted onto the deck of the mother ship, its propulsion system was seriously damaged. The crew of "Mikhail Rudnitsky" cannibalised the AS-32 to repair the AS-34. Rescue operations were suspended while the repairs were made. "PK-7500" arrived from the coast where it had launched its DSRV. It repeatedly lowered the rescue vessel to the submarine but it was unable to latch onto an escape hatch. One of the rescue capsules was damaged by the storm.


title: Kursk submarine disaster

text: On Thursday at 12:00, Popov reported to the general staff of the Navy that no explosion had occurred on the "Kursk", that the sub was intact on the seafloor, and that an "external influence" might have caused a leak between the first and second compartments. On Thursday, the Russian DSRV made another attempt to reach the aft area of the submarine, but it was unable to create the vacuum seal necessary to attach to the escape trunk. The Russians' 32-hour response time was widely criticised; however, the Submarine Rescue Diving Recompression System aims for deployment in 72 hours.


title: Kursk submarine disaster

text: The rescue ship "Altay" attempted to attach a Kolokol diving bell to the sub, but was unsuccessful. Russian Navy headquarters in Moscow told media that rescuers had heard tapping from within the boat's hull, spelling "SOS ... water", although the possibility of hearing tapping through the double hull was later discounted. Other reports said the sounds had been misinterpreted or were made up.


title: Kursk submarine disaster

text: Rescue divers did not attempt to tap on the hull to signal potential survivors acoustically. However, video evidence seems to suggest otherwise, as it shows Norwegian divers tapping on the aft rescue hatch while the rescue part of the operation was still underway.


title: Kursk submarine disaster

text: Fragments of both the outer and inner hulls were found nearby, including a piece of "Kursk"s nose weighing , indicating a large explosion in the forward torpedo room.


title: Kursk submarine disaster

text: Private media and state-owned Russian newspapers criticised the Navy's refusal to accept international assistance. Five days after the accident on 17 August 2000, President Putin accepted the British and Norwegian governments' offer of assistance. Six teams of British and Norwegian divers arrived on Friday, 18 August. The Russian 328th Expeditionary rescue squad, part of the Navy's Office of Search and Rescue, also provided divers. On 19 August at 20:00, the Norwegian ship "Normand Pioneer" arrived with the British rescue submarine "LR5" on board, seven days after the disaster.


title: Kursk submarine disaster

text: On Sunday 20 August, the Norwegians lowered a remotely operated vehicle (ROV) to the submarine. They found that the first section of the boat was a mass of twisted metal and debris.


title: Kursk submarine disaster

text: Russian Navy officials imposed specific constraints that restricted the Norwegian divers to work on the stern of the boat, specifically the escape hatch over compartment nine and an air-control valve connected to the rescue trunk. The Norwegian deep-sea divers protested against the restrictions, which they believed impeded their rescue operations.


title: Kursk submarine disaster

text: When the divers attempted to open the air-control valve, it would not move. Russian experts told the divers that they must open the valve anticlockwise, or they would break it. The divers finally went against the experts' advice and tried turning it clockwise, which worked.


title: Kursk submarine disaster

text: The divers tried to use the arms of the ROV to open the hatch, but were unsuccessful until the morning of Monday, 21 August; they found the rescue trunk full of water. That morning, they used a custom tool to open the internal hatch of the rescue trunk, releasing a large volume of air from the ninth compartment. Divers lowered a video camera on a rod into the compartment and could see several bodies.


title: Kursk submarine disaster

text: The salvage companies agreed that the Norwegian divers would cut the holes in the hull, but only Russian divers would enter the submarine. The Norwegian divers cut a hole in the hull of the eighth compartment to gain access, using a cutting machine that shoots a high-velocity water-and-cutting-grit mix at a pressure of . The Russian divers entered the wreck and opened a bulkhead hatch to compartment nine.


title: Kursk submarine disaster

text: They found that dust and ash inside compartment nine severely restricted visibility. As they gradually worked their way inside the compartment and down two levels, Warrant Officer Sergei Shmygin found the remains of Captain-lieutenant . All the men had been badly burned. The divers cut additional holes in the hull over the third and fourth compartments. The Russian divers removed secret documents and eventually recovered a total of 12 bodies from the ninth compartment. This contradicted earlier statements made by senior Russian officials that all the submariners had died before the submarine hit the bottom. They also found the boat's log, but had to suspend work because of severe weather. The rescue teams conducted continuous radiation measurements inside and outside the submarine, but none of the readings exceeded normal ranges.


title: Kursk submarine disaster

text: On 21 August, after the Norwegian divers confirmed that no one was alive in the ninth compartment, Russian Northern Fleet Chief of Staff Mikhail Motsak announced to the public that the "Kursk" was flooded and that all of its crewmembers had died. Admiral Popov, commander of the Northern Fleet, also addressed the public in a televised broadcast (at the end of which he removed his navy beret) and asked the Kursk family members for forgiveness: "...forgive me for not bringing back your boys."


title: Kursk submarine disaster

text: Additional plans were made to continue to remove the bodies, but the Russian Navy could not agree on a contract with a foreign company. The families of those who died on the submarine protested that they did not want additional lives put at risk to bring up the dead. On 22 August, President Putin issued an executive order declaring 23 August a day of mourning. On 26 August, Putin awarded the title of the Hero of Russia posthumously to the submarine's commander, Gennady Lyachin, and the 117 crewmembers and specialists were posthumously awarded the Order of Courage.


title: Kursk submarine disaster

text: On Monday 14 August, Fleet Admiral Vladimir Kuroyedov stated the accident had been caused by a serious collision with a NATO submarine, although he gave no evidence to support his statement. Senior commanders of the Russian Navy repeated this account for more than two years after the disaster. Many who wished for continued poor relations between Russia and the West supported this scenario.


title: Kursk submarine disaster

text: During the original exercise, the Russians required each of their submarines to stay within a specified area. This protocol was intended to eliminate the possibility of a collision and to allow surface ships to detect the presence of a Western spy sub.


title: Kursk submarine disaster

text: On 29 or 30 August 2000, an official government commission tasked with investigating the disaster announced that the likely cause of the sinking was a "strong 'dynamic external impact' corresponding with the 'first event'", probably a collision with a foreign submarine or a large surface ship, or striking a World War II mine. They said that the exercise had been monitored by two American submarines— and —and the Royal Navy . Russian sources said that when the exercise was cancelled due to the accident, these vessels put in at European ports.


title: Kursk submarine disaster

text: United States Secretary of Defense William S. Cohen responded to Russian accusations of a collision with a submarine at a press conference in Tokyo on 22 September 2000.


title: Kursk submarine disaster

text: While the official inquiry was still under way, on 25 October 2000, Commander of the Northern Fleet Popov and his Chief of Staff Motsak were interviewed by the Spanish newspaper "El Mundo". They repeated the theory that "Kursk" collided with a NATO submarine shadowing the exercise. Fleet Admiral Vladimir Kuroyedov stated again on 25 October that he was 80% certain the accident was caused by a collision with a foreign submarine. Eleven collisions had occurred between submarines in the Barents Sea since 1967. The Russian Navy produced video footage of the wreck that they claimed showed evidence that this, too, resulted from a collision.


title: Kursk submarine disaster

text: On 5 November, a representative of the Northern Fleet general staff told the Russian NTV television station that the sinking was caused by a collision. Admiral Mikhail Motsak repeated this assertion on 17 November in an interview with the Russian newspaper "Izvestia". Officials insisted that an American submarine was closely shadowing "Kursk" and had caused the collision by getting too close. The Russian Navy produced satellite imagery of the U.S. submarine "Memphis" docked at a Norwegian naval base in Bergen just after the alleged collision and claimed this proved the submarine had surfaced for repairs, but the authenticity of the photos was never proven.


title: Kursk submarine disaster

text: Geophysicists who analysed the seismic signals concluded and reported in February 2001 that the initial sound recorded was triggered by an explosion and not a collision with another vessel. The seismic waveforms of the second event, known by then to be from the explosion of several torpedo warheads, also generated a high-frequency bubble signature characteristic of an underwater explosion of about 3–7 tons of TNT. When analysts compared the second event with the first, they concluded that the first event was also the explosion of a torpedo. Britain's Blacknest seismic monitoring station, which studies seismic signals generated by underground nuclear explosions and earthquakes, identified two distinct explosions. They determined that the two shockwaves were a perfect match and consistent with a torpedo explosion.


title: Kursk submarine disaster

text: While the rescue crews repeatedly failed to attach to the rescue trunk and to contact potential survivors aboard the submarine, President Putin was shown on TV enjoying himself on a summer holiday at a villa on the Black Sea. His seeming indifference outraged the families of the "Kursk" sailors and many other Russians. Amelia Gentleman in "The Guardian" wrote:


title: Kursk submarine disaster

text: The Russian media strongly criticised the government's response to and handling of the sinking. Images of angry family members demanding information or waiting anxiously at the dock for news were shown on media worldwide. Some relatives said they learned of the disaster only from the public media or from conflicting rumours circulating at the navy base. They complained they did not receive any information from the government on the status of the disaster or rescue efforts until Wednesday, five days after the sinking. Some were unable to confirm whether their family members were among the crew on board the boat. The government refused to release a list of the missing sailors even to the families of those aboard; a "Pravda" reporter paid an officer to get the list. Even then, the government tried to prohibit reporters from contacting family members.


title: Kursk submarine disaster

text: The continued problems that the rescuers had in reaching potential survivors and ongoing conflicting information about the cause of the accident inflamed Russian public opinion. Media described the Russian government's response to the disaster as "technically inept" and their stories as "totally unreliable".


title: Kursk submarine disaster

text: President Putin had been advised by the military from the start of the disaster that they had the situation under control and that he did not need to intervene. He was told that a strong possibility existed that a foreign vessel had caused the accident and that Russia should not accept help from foreign powers. Only four months into his tenure as president, Putin was highly criticised by the public and media for his decision to remain at a seaside resort, and his once highly favourable ratings dropped dramatically. The President's response appeared callous and the government's actions looked incompetent.


title: Kursk submarine disaster

text: On Tuesday, 22 August, 10 days after the sinking, Putin met at the Vidyayevo navy base officers' club and cultural centre with about 400 to 600 angry and grieving residents of the navy base and about 350 family members of the "Kursk"s crew. The meeting was closed and access was tightly controlled. Two Russian journalists from "Nezavisimaya Gazeta" and "Kommersant", who posed as family members, witnessed distraught widows and mothers howling at Putin, demanding to know why they were receiving so much conflicting information and who was going to be punished for the deaths of their family members. They cried:


title: Kursk submarine disaster

text: German television channel RTL provided the Russian national daily newspaper "Kommersant" with an unedited transcript. The transcript revealed that Putin told the families that Admiral of the Fleet Vladimir Kuroyedov had agreed to accept foreign assistance as soon as it was offered on Wednesday, 16 August, but he was shouted down as soon as he offered this explanation. The family members knew from media reports that foreign assistance had been offered on Monday. Up to this point, family members had received (about US$37 in 2000) in compensation. Putin also offered the families additional compensation equivalent to ten years' salary, about US$7,000 at the time.


title: Kursk submarine disaster

text: The Russian state channel RTR was the only news medium granted access. Its severely edited broadcast of the meeting showed only the president speaking, eliminating the many emotional and contentious encounters between the President and family members. Its single TV camera fed a signal to a satellite truck on loan to RTR from the German television company RTL, and RTL recorded the entire event.


title: Kursk submarine disaster

text: During the meeting, Nadezhda Tylik, the mother of "Kursk" submariner Lt. Sergei Tylik, was extremely emotional and interrupted the meeting. She harangued Putin and Deputy Prime Minister Klebanov, accusing them of lying to the family members. She told them, "You better shoot yourselves now! We won't let you live, bastards!" When she would not be quiet, a nurse in civilian apparel behind her forcibly injected her through her clothing with a sedative. She quickly lost the ability to speak and was carried out. Immediately after his wife was given the injection, Tylik's husband said he had asked the nurse to give his wife the drug "because she was prone to excessive emotions." Four months later, Nadezhda Tylik said that her husband had lied about the injection to the public to "save my nerves," and that he "did not ask for help." Tylik later said, "The injection was done to shut my mouth. Immediately after it, I just lost the ability to speak and was carried out."


title: Kursk submarine disaster

text: The whole scene was captured by the TV crew, but it was not televised within Russia. Foreign media showed Tylik being removed by officials from the meeting. Tylik later criticised President Putin because he "did not answer direct questions" at the meeting. "Maybe he did not know what to say, but we did not receive concrete answers to concrete questions," she said. Tylik told "The St. Petersburg Times" that she would go to any lengths to learn the truth about the submarine disaster: "They told us lies the whole time, and even now we are unable to get any information," she said.


title: Kursk submarine disaster

text: Russians and observers in the West were shocked by the incident and feared that the public sedation of a crew member's mother meant that the former Soviet Union was returning to Cold War-era methods of silencing dissent. Tylik said that her son had told her six days before the disaster that the submarine had death onboard', but he did not explain what he meant." She said, "I am sure that the commanders of the Northern Fleet knew that the torpedoes were not in order. Those who are guilty must be punished." Navy officials in Vidyayevo later confirmed to "The Times" and to "The St. Petersburg Times" that Tylik was given a sedative. "We've been giving sedatives to relatives since this began, and it is not such a big deal as you make it out to be in the West," said an officer who would not identify himself. "We are simply protecting the relatives from undue pain – it was for her own protection."


title: Kursk submarine disaster

text: Journalist Andrey Kolesnikov, who had been present at Putin's meeting with the families, described his experience in a 2015 documentary titled "President". He said that when he watched Putin talk to the families, "I honestly thought they would tear him apart. There was such a heavy atmosphere there, such a clot of hatred, and despair, and pain. I never felt anything like it anywhere in my entire life. All the questions were aimed at this single man."


title: Kursk submarine disaster

text: In response to the avalanche of criticism, Minister of Defence Sergeyev and senior commanders of the Navy and the Northern Fleet offered Putin their resignations, but he refused to accept them.


title: Kursk submarine disaster

text: Putin lashed back at the press, which had been severely critical of his personal response and the entire government's handling of a national tragedy. During the meeting with the crew's relatives, he loudly blamed the oligarchs, who owned most of the country's non-government media, for the poor state of Russia's military. Putin told the family members, "There are people in television today who ... over the last 10 years destroyed the very army and fleet where people are dying now ... They stole money, they bought the media, and they're manipulating public opinion." When relatives asked why the government had waited so long before accepting foreign assistance, Putin said the media had lied. He shouted to the assembled families, "They're lying. They're lying. They're lying." Putin threatened to punish the media owners and counter their influence through alternative "honest and objective" media. He scornfully derided their ownership of property abroad. "They'd better sell their villas on the Mediterranean coast of France or Spain. Then they might have to explain why all this property is registered in false names under front law-firms. Perhaps we would ask them where they got the money."


title: Kursk submarine disaster

text: In a speech to the Russian people the day after his meeting with the families, Putin continued his furious attack on the Russian media, accusing them of lying and discrediting the country. He said they were trying to "exploit this misfortune ... to gain political capital."


title: Kursk submarine disaster

text: On the same day as Putin's broadcast, Deputy Prime Minister Valentina Matviyenko, head of a special commission, announced that the families of the "Kursk" sailors would receive not only 10 years' salary, but also free housing in the Russian city of their choice, free college education for their children, and free counselling. With the addition of other donations received from across the world, the families received about US$35,000 in payments.


title: Kursk submarine disaster

text: On 26 July 2002, almost two years later, the government commission and Russian Prosecutor General Vladimir Ustinov announced that the hydrogen peroxide fuel in the dummy torpedo inside the fourth torpedo launcher set off the initial explosion that sank "Kursk".


title: Kursk submarine disaster

text: Ustinov released a 133-volume top-secret report in August 2002, two years after the disaster. The government published a four-page summary in "Rossiyskaya Gazeta" that revealed "stunning breaches of discipline, shoddy, obsolete and poorly maintained equipment", and "negligence, incompetence, and mismanagement". The report said the rescue operation was unjustifiably delayed.