Template:Short description Template:Use mdy dates Template:Featured article Template:Infobox aircraft
The Boeing 757 is an American narrow-body airliner designed and built by Boeing Commercial Airplanes. The then-named 7N7, a twinjet successor for the trijet 727, received its first orders in August 1978. The prototype completed its maiden flight on February 19, 1982, and it was FAA certified on December 21, 1982. Eastern Air Lines placed the initial Template:Nowrap variant in commercial service on January 1, 1983. A package freighter (PF) variant entered service in September 1987 and a combi model in September 1988. The stretched Template:Nowrap was launched in September 1996 and began service in March 1999. After 1,050 had been built for 54 customers, production ended in October 2004, while Boeing offered the largest 737 NG variants as a successor to the -200.
The jetliner is powered by 36,600–43,500 lbf (163–193 kN) Rolls-Royce RB211 or Pratt & Whitney PW2000 underwing turbofan engines for a Template:Cvt maximum takeoff weight (MTOW). The 757 has a 2,000 sq ft (185 m2) supercritical wing for reduced aerodynamic drag and a conventional tail. It keeps the 707 fuselage width and six–abreast seating and its two-crew glass cockpit has a common type rating with the concurrently designed 767 (a wide-body aircraft). It was produced in two fuselage lengths: the Template:Cvt long 757-200 (the most popular with 913 built) typically seats 200 passengers in two classes over 3,915 nautical miles [nmi] (7,250 km; Template:Cvt); while the Template:Cvt long 757-300 typically seats 243 over 3,400 nmi (6,295 km; Template:Cvt). The 757-200F can haul a 72,210 lb (32,755 kg) payload over 2,935 nmi (5,435 km; Template:Cvt). Passenger Template:Nowrap have been modified for cargo use as the Special Freighter (SF) and the Precision Converted Freighter (PCF).
Major customers for the 757 included U.S. mainline carriers, European charter airlines, and cargo companies. It was commonly used for short and mid-range domestic routes, shuttle services, and transcontinental U.S. flights. ETOPS extended flights were approved in 1986 to fly intercontinental routes. Private and government operators have customized the 757 as VIP carriers such as the US C-32. In July 2017, there were 665 Boeing 757 in commercial service, with Delta Air Lines being the largest operator with 127 airplanes in its fleet.<ref name="FlightCensus">Template:Cite news</ref> The airliner has recorded ten hull-loss accidents out of a total of 13 hull losses, Template:As of.<ref name=ASN/>
DevelopmentEdit
BackgroundEdit
In the early 1970s, following the launch of the first wide-body airliner, the 747, Boeing began considering further developments of its narrow-body 727.<ref name="norris143">Template:Harvnb</ref> Designed for short and medium length routes,<ref>Template:Harvnb</ref> the trijet was the best-selling jetliner of the 1960s and a mainstay of the U.S. domestic airline market.<ref name=norris143/><ref name="norris12">Template:Harvnb</ref> Studies focused on improving the 189-seat Template:Nowrap, the most successful variant.<ref name=norris144/> Two approaches were considered: a stretched 727 (to be designated 727-300), and an all-new aircraft code-named 7N7.<ref name="norris144">Template:Harvnb</ref> The former was a cheaper derivative using the 727's existing technology and tail-mounted engine configuration,<ref name=norris144/> while the latter was a twin-engine aircraft which made use of new materials and improvements to propulsion technology which had become available in the civil aerospace industry.<ref name=norris20/>
United Airlines provided input for the proposed 727-300, which Boeing was poised to launch in late 1975,<ref name=norris144/> but lost interest after examining development studies for the 7N7.<ref name=norris144/> Although the Template:Nowrap was offered to Braniff International Airways and other carriers, customer interest remained insufficient for further development.<ref name=norris143/> Instead, airlines were drawn to the high-bypass-ratio turbofan engines, new flight deck technologies, lower weight, improved aerodynamics, and reduced operating cost promised by the 7N7.<ref name=norris144/><ref name=norris20/> These features were also included in a parallel development effort for a new mid-size wide-body airliner, code-named 7X7, which became the 767.<ref name="norris18">Template:Harvnb</ref> Work on both proposals accelerated as a result of the airline industry upturn in the late 1970s.<ref name=norris143/><ref name="davies103">Template:Harvnb</ref>
By 1978, development studies focused on two variants: a Template:Nowrap with seating for 160, and a Template:Nowrap with room for over 180 seats.<ref name="norris20">Template:Harvnb</ref> New features included a redesigned wing, under-wing engines, and lighter materials, while the forward fuselage, cockpit layout, and T-tail configuration were retained from the 727.<ref name="norris147">Template:Harvnb</ref> Boeing planned for the aircraft to offer the lowest fuel burn per passenger-kilometer of any narrow-body airliner.<ref name="eden98">Template:Harvnb</ref> On August 31, 1978, Eastern Air Lines and British Airways became the first carriers to publicly commit to the 7N7 when they announced launch orders totaling 40 aircraft for the Template:Nowrap version.<ref name=norris20/><ref name=eden98/> These orders were signed in March 1979, when Boeing officially designated the aircraft as the 757.<ref name=norris20/> The shorter Template:Nowrap did not receive any orders and was dropped; 737s later fulfilled its envisioned role.<ref name="norris95">Template:Harvnb</ref>
Design effortEdit
The 757 was intended to be more capable and more efficient than the preceding 727.<ref name="b12">Template:Harvnb</ref> The focus on fuel efficiency reflected airline concerns over operating costs, which had grown amid rising oil prices during the Yom Kippur War of 1973.<ref name=norris20/><ref name="norris145">Template:Harvnb</ref> Design targets included a 20 percent reduction in fuel consumption from new engines, plus 10 percent from aerodynamic improvements, versus preceding aircraft.<ref name=norris145/> Lighter materials and new wings were also expected to improve efficiency.<ref name=norris20/> The maximum take-off weight (MTOW) was set at Template:Convert,<ref name=b16/> which was Template:Convert more than the 727.<ref name=727tech/> The 757's higher thrust-to-weight ratio allowed it to take off from short runways and serve airports in hot and high conditions with higher ambient temperatures and thinner air, offering better takeoff performance than that offered by competing aircraft. Competitors needed longer takeoff runs for these hot and high conditions. Boeing also offered options for higher payload capability.<ref name="b16">Template:Harvnb</ref><ref name="ostrowerwall">Ostrower, Jon, and Wall, Robert, "Boeing weighs options to reprise aging 757s", Wall Street Journal, February 11, 2015, pp. B1–2.</ref>
The twin-engine configuration was chosen for greater fuel efficiency versus three- and four-engine designs.<ref name="intro12">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Launch customers Eastern Air Lines and British Airways selected the Template:Nowrap turbofan built by Rolls-Royce, which was capable of Template:Convert of thrust.<ref name="intro19">Template:Harvnb</ref> This marked the first time that a Boeing airliner was launched with engines produced outside the U.S.<ref name=norris20/> Domestic manufacturer Pratt & Whitney subsequently offered the Template:Convert thrust PW2037,<ref name=intro19/> which Delta Air Lines launched with an order for 60 aircraft in November 1980.<ref name=norris20/><ref>Template:Harvnb</ref> General Electric also offered its Template:Nowrap engine early in the program, but eventually abandoned its involvement due to insufficient demand.<ref name="eden98-9">Template:Harvnb</ref>
As development progressed, the 757 increasingly departed from its 727 origins and adopted elements from the 767,<ref name=norris20/> which was several months ahead in development.<ref>Template:Harvnb</ref> To reduce risk and cost, Boeing combined design work on both twinjets,<ref name=norris143/><ref name=intro12/> resulting in shared features such as interior fittings and handling characteristics.<ref name=norris23/> Computer-aided design, first applied on the 767, was used for over one-third of the 757's design drawings.<ref name="intro15">Template:Harvnb</ref> In early 1979, a common two-crew member glass cockpit was adopted for the two aircraft, including shared instrumentation, avionics, and flight management systems.<ref name="norris23">Template:Harvnb</ref> In October 1979 the nose was widened and dropped to reduce aerodynamic noise by six dB, to improve the flight deck view and to give more working area for the crew and for greater commonality with the 767.<ref>Template:Cite magazine</ref> Cathode-ray tube (CRT) color displays replaced conventional electromechanical instruments,<ref name=norris23/> with increased automation eliminating the flight engineer position common to three-person cockpits.<ref name=norris23/> After completing a short conversion course, pilots rated on the 757 could be qualified to fly the 767 and vice versa, due to their design similarities.<ref name=norris23/>
A new aft-loaded shape which produced lift across most of the upper wing surface, instead of a narrow band as in previous airfoil designs, was used for the 757's wings.<ref name=norris20/> The more efficient wings had less drag and greater fuel capacity,<ref name=norris20/> and were similar in configuration to those on the 767.<ref name=intro15/> A wider wingspan than the 727's produced less lift-induced drag, while larger wing roots increased undercarriage storage space and provided room for future stretched versions of the aircraft.<ref name=intro15/>
One of the last 727 vestiges, the T-tail, was dropped in mid-1979 in favor of a conventional tail.<ref name=norris20/> This avoided the risk of an aerodynamic condition known as a deep stall, and allowed for more passengers to be carried in a less tapered rear fuselage.<ref name="norris151">Template:Harvnb</ref> At Template:Convert in length,<ref name=757tech/> the Template:Nowrap was Template:Convert longer than the Template:Nowrap, and with a greater proportion of its internal volume devoted to cabin space, seating was available for 239 passengers, or 50 more than its predecessor.<ref name="727tech">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref name=757plan/> The fuselage cross-section, whose upper lobe was common to the 707 and 737,<ref>Template:Harvnb</ref><ref>Template:Harvnb</ref> was the only major structural feature to be retained from the 727.<ref>Template:Harvnb</ref> This was mainly to reduce drag,<ref name=norris145/> and while a wider fuselage had been considered, Boeing's market research found low cargo capacity needs and reduced passenger preference for wide-body aircraft on short-haul routes.<ref name=norris147/><ref name=intro12/>
Production and testingEdit
Boeing built a final assembly line in Washington at its Renton factory,<ref>Template:Harvnb</ref> home of 707, 727, and 737 production, to produce the 757.<ref name="intro13">Template:Harvnb</ref> Early in the development program, Boeing, British Airways, and Rolls-Royce unsuccessfully lobbied the British aircraft industry to manufacture 757 wings.<ref name=eden98/><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Ultimately, about half of the aircraft's components, including the wings, nose section, and empennage, were produced in-house at Boeing facilities with the remainder subcontracted to primarily U.S.-based companies.<ref name="intro20">Template:Harvnb</ref> Fairchild Aircraft made the leading edge slats, Grumman supplied the flaps, and Rockwell International produced the main fuselage.<ref name=intro20/> Production ramp-up for the new narrow-body airliner coincided with the winding-down of the 727 program,<ref name=intro20/> and final assembly of the first aircraft began in January 1981.<ref name=intro19/>
The prototype 757 rolled out of the Renton factory on January 13, 1982.<ref name=eden99/> The aircraft, equipped with Template:Nowrap engines,<ref name="eden99">Template:Harvnb</ref> completed its maiden flight one week ahead of schedule on February 19, 1982.<ref>Template:Harvnb</ref> The first flight was affected by an engine stall, following indications of low oil pressure.<ref name=norris161/> After checking system diagnostics, company test pilot John Armstrong and co-pilot Lew Wallick were able to restart the affected engine, and the flight proceeded normally thereafter.<ref name="norris161">Template:Harvnb</ref> Subsequently, the 757 embarked on a seven-day weekly flight test schedule.<ref name="testing">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> By this time, the aircraft had received 136 orders from seven carriers, namely Air Florida, American Airlines, British Airways, Delta Air Lines, Eastern Air Lines, Monarch Airlines, and Transbrasil.<ref name=intro19/>
The seven-month 757 flight test program used the first five aircraft built.<ref name="b14">Template:Harvnb</ref> Tasks included flight systems and propulsion tests, hot and cold weather trials, and route-proving flights.<ref name="b22">Template:Harvnb</ref> Data from the 767 program helped expedite the process.<ref name=testing/> After design issues were identified, the 757's exit doors received dual-spring mechanisms for easier operation, and the fuselage was strengthened for greater bird strike resistance.<ref name=making/> The production aircraft was Template:Convert lighter than originally specified, and recorded a three percent better-than-expected rate of fuel burn.<ref name=b22/> This resulted in a range increase of Template:Convert, and prompted Boeing to tout the aircraft's fuel efficiency characteristics.<ref name=b22/> After 1,380 flight test hours,<ref name=752b/> the RB211-powered 757 received U.S. Federal Aviation Administration (FAA) certification on December 21, 1982, followed by UK Civil Aviation Authority (CAA) certification on January 14, 1983.<ref name=norris161/><ref name=b14/> The first delivery to launch customer Eastern Air Lines occurred on December 22, 1982, about four months after the first 767 deliveries.<ref name=norris161/><ref name=757_O_D_summ/> The first 757 with PW2037 engines rolled out about one year later, and was delivered to Delta Air Lines on November 5, 1984.<ref name=norris161/> The first 757 was later modified into the F-22 Flying Test Bed to serve as a flying avionics laboratory for the F-22 Raptor fighter aircraft.<ref name="b28-56" />
Service entry and operationsEdit
Eastern Air Lines operated the first commercial 757 flight on January 1, 1983, on the Atlanta-to-Tampa route.<ref name=norris161/> On February 9, 1983, British Airways began using the aircraft for London-to-Belfast shuttle services, where it replaced Hawker Siddeley Trident 3B trijets.<ref name="b49">Template:Harvnb</ref> Charter carriers Monarch Airlines and Air Europe also began 757 operations later that year.<ref name="757entry">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Early operators noted improved reliability and quieter performance compared with previous jetliners.<ref name=757entry/> Transition courses eased pilots' introduction to the new CRT-based cockpit, and no major technical issues arose.<ref name=757entry/> Eastern Air Lines, the first 727 operator to take delivery of 757s, confirmed that the aircraft had greater payload capability than its predecessor, along with lower operating costs through improved fuel burn and the use of a two-crew member flight deck.<ref name=757entry/> Compared with the 707 and 727, the new twinjet consumed 42 and 40 percent less fuel per seat, respectively, on typical medium-haul flights.<ref name=norris147/>
Despite the successful debut, 757 sales remained stagnant for most of the 1980s, a consequence of declining fuel prices and a shift to smaller aircraft in the post-deregulation U.S. market.<ref name=norris161/> Although no direct competitor existed,<ref name=intro12/> 150-seat narrow-bodies such as the McDonnell Douglas MD-80 were less expensive and carried nearly as many passengers as some airlines' 757s.<ref name=b16/><ref name=norris161/> A three-year sales drought abated in November 1983 when Northwest Airlines placed orders for 20 aircraft, which averted a costly production rate decrease.<ref name="b50">Template:Harvnb</ref> In December 1985, a freighter model, the Template:Nowrap, was announced following a launch order for 20 aircraft from UPS Airlines,<ref name=norris161/> and in February 1986, a freighter-passenger combi model, the Template:Nowrap, was launched with an order for one aircraft from Royal Nepal Airlines.<ref name="b28">Template:Harvnb</ref> The freighter model included a main deck cargo hold and entered service with UPS in September 1987.<ref name=eden100/> The combi model could carry both cargo and passengers on its main deck and entered service with Royal Nepal Airlines in September 1988.<ref name=b28/>
In the late 1980s, increasing airline hub congestion and the onset of U.S. airport noise regulations fueled a turnaround in 757 sales.<ref name=norris161/> From 1988 to 1989, airlines placed 322 orders, including a combined 160 orders from American Airlines and United Airlines.<ref name=norris161/><ref name="aaua">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> By this time, the 757 had become commonplace on short-haul domestic flights and transcontinental services in the U.S.,<ref name=eden100/> and had replaced aging 707s, 727s, Douglas DC-8s, and McDonnell Douglas DC-9s.<ref name="b53">Template:Harvnb</ref> The Template:Nowrap maximum range of Template:Convert,<ref name=757tech/> which was over one-and-a-half times the 727's,<ref name=727tech/> allowed airlines to use the aircraft on longer nonstop routes.<ref name="b26-52">Template:Harvnb</ref> The 757 was also flown out of airports with stringent noise regulations, such as John Wayne Airport in Orange County, California,<ref>Template:Harvnb</ref> and airports with aircraft size restrictions, such as Washington National Airport near downtown Washington, D.C.<ref name=davies103/> The largest U.S. operators, Delta Air Lines and American Airlines, would ultimately operate fleets of over 100 aircraft each.<ref name=eden100/>
In Europe, British Airways, Iberia, and Icelandair were the 757's largest mainline customers,<ref name="b62">Template:Harvnb</ref> while other carriers such as Lufthansa rejected the type as too large for their narrow-body aircraft needs.<ref name=making/> Many European charter airlines, including Air 2000, Air Holland, and LTU International,<ref name=757_O_D_summ/> also acquired the twinjet for holiday and tour package flights in the late 1980s.<ref name=eden100/><ref name=b53/> In Asia, where even larger aircraft were commonly preferred because of greater passenger volumes, the 757 found fewer orders.<ref>Template:Harvnb</ref> A 1982 sales demonstration was unable to attract a purchase from potential customer Japan Airlines,<ref name=757_O_D_summ/><ref>Template:Harvnb</ref> and the first Asian customer, Singapore Airlines, sold its four 757s in 1989 in favor of standardizing on the 240-seat wide-body Airbus A310, just five years after debuting the type on Indonesian and Malaysian routes.<ref>Template:Harvnb</ref> The 757 fared better in China, where following an initial purchase by the CAAC Airlines in 1987,<ref name=eden100/> orders grew to 59 aircraft, making it the largest Asian market.<ref name=757_O_D_summ/> Operators such as China Southern, China Southwest, Shanghai Airlines, Xiamen Airlines, and Xinjiang Airlines used the 757 on medium length domestic routes.<ref>Template:Harvnb</ref>
In 1986, the FAA approved RB211-powered 757s for extended-range twin-engine operational performance standards (ETOPS) operations over the North Atlantic,<ref name=eden98/><ref name="752b">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> following precedents set by the 767.<ref name="no159">Template:Harvnb</ref> Under ETOPS regulations, a set of safety standards governing twinjet flights over oceans and other areas without nearby suitable landing sites, airlines began using the aircraft for mid-range intercontinental routes.<ref name=eden98/> Although the 757 was not originally intended for transoceanic flights, regulators based their decision on its reliable performance record on extended transcontinental U.S. services.<ref name=no159/><ref name="b26" /> ETOPS certification for 757s equipped with PW2000 series engines was granted in 1992.<ref name=b28/>
In the early 1990s, the FAA and other U.S. government agencies, including the National Aeronautics and Space Administration (NASA) and the National Transportation Safety Board (NTSB), began studying the 757's wake turbulence characteristics.<ref name="wake">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> This followed several incidents, including two fatal crashes, in which small private aircraft experienced loss of control when flying close behind the twinjet.<ref name=wake/> Smaller airliners had also suffered unexpected rolling movements when flying behind 757s.<ref name=wake/> Investigators focused on the aircraft's aft-loaded wing design, which at certain points during takeoff or landing could produce wingtip vortices that were stronger than those emanating from larger 767s and 747s.<ref name="vortex">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Other tests were inconclusive, leading to debate among government agencies, and in 1994 and 1996 the FAA updated air traffic control regulations to require greater separation behind the 757 than other large-category jets.<ref name=wake/><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The 757 became the only sub-Template:Convert airliner to be classified as a "heavy" jet, alongside wide-body aircraft, under FAA separation rules.<ref name=vortex/>
Shortened variant: -100Edit
757-100 was a 150-seat, short fuselage version intended to offer similar capacity to a 727-200 but with greater range. Both the 757-100 and -200 were announced at the product launch on August 31, 1978, however the large wing and landing gear common with the 757-200 were found to be excessively heavy for an aircraft of that capacity.<ref>Template:Cite book</ref> Planning for the 757-100 was discontinued in March 1979.<ref>Template:Cite news</ref>
Stretched variant: -300Edit
Production of the 757 peaked at an annual rate of 100 aircraft in the early 1990s,<ref>Template:Harvnb</ref> during which time upgraded models came under consideration.<ref name=norris95/> For over a decade, the narrow-body twinjet had been its manufacturer's only single-aisle airliner without a stretched variant, and while rumors of a long-range Template:Nowrap and stretched Template:Nowrap persisted, no formal announcements had been made.<ref name=norris95/> European charter carriers were particularly interested in a higher-capacity version which could take better advantage of the 757's range.<ref name=eden100/> Besides meeting the needs of charter customers, a larger model would enable Boeing to match the passenger lift capabilities of the Template:Nowrap with lower operating costs,<ref name="no96-8">Template:Harvnb</ref> and counter longer-range versions of the 185-seat Airbus A321,<ref>Template:Harvnb</ref> a new stretched variant of the A320 narrow-body airliner.<ref name=eden100/><ref name="ac">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
_@_FRA,_July_2005.jpg){kind=link}
In September 1996, following a launch order for 12 aircraft from charter carrier Condor, Boeing announced the stretched Template:Nowrap at the Farnborough Airshow.<ref name=norris95/> The new model was a Template:Convert stretch of the Template:Nowrap, resulting in room for 50 more passengers and nearly 50 percent more cargo.<ref name="eden101">Template:Harvnb</ref><ref name=757plan/> The type's design phase was intended to be the shortest in its manufacturer's history, with 27 months from launch to certification.<ref name=norris95/> Due to development and cost concerns, radical upgrades such as a Next Generation 737-style advanced cockpit were not implemented.<ref name=n101/> Instead, the stretched derivative received upgraded engines, enhanced avionics, and a redesigned interior.<ref name=b28/><ref name="n101">Template:Harvnb</ref> The first Template:Nowrap rolled out on May 31, 1998, and completed its maiden flight on August 2, 1998.<ref name=eden100/> Following regulatory certification in January 1999, the type entered service with Condor on March 19, 1999.<ref name=eden100/>
The 757-300 was also ordered by American Trans Air, Arkia Israel Airlines, Continental Airlines, Icelandair, and Northwest Airlines.<ref name=757_O_D_summ/> Sales for the variant remained slow, and ultimately totaled 55 of the -300.<ref name="eden100">Template:Harvnb</ref> Boeing had targeted the Template:Nowrap as a potential Template:Nowrap replacement for two of its largest customers, American Airlines and United Airlines, but neither were in a financial position to commit to new aircraft.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Overtures to other charter airlines also did not result in further orders.<ref name=end/> By November 1999, faced with diminishing sales and a reduced backlog despite the launch of the Template:Nowrap, Boeing began studying a decrease in 757 production rates.<ref name="slow">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Further developmentsEdit
While the 757 program had been financially successful, declining sales in the early 2000s threatened its continued viability.<ref name=slow/><ref name="wichita">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Airlines were again gravitating toward smaller aircraft, now mainly the 737 and A320, because of their reduced financial risk.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> An airline industry downturn and the large number of relatively young 757s already in service also reduced customer demand.<ref name=wichita/> In 2000, spurred by interest from Air 2000 and Continental Airlines, Boeing reexamined the possibility of building a longer-range Template:Nowrap.<ref name=b31/> The proposed derivative would have featured auxiliary fuel tanks, plus wing and landing gear upgrades from the Template:Nowrap, resulting in a higher MTOW and a potential range increase to over Template:Convert.<ref name="b31">Template:Harvnb</ref> However, the proposal failed to garner any orders.<ref name=757_O_D_summ/><ref name=end/> In March 2001, Boeing delivered the first Template:Nowrap, a second-hand Template:Nowrap converted for freighter use, to DHL Aviation.<ref name=dhl/> The Template:Nowrap marked the manufacturer's first foray into passenger-to-freighter conversions.<ref name=very/>
Customer interest in new 757s continued to decline, and in 2003, a renewed sales campaign centered on the Template:Nowrap and Template:Nowrap yielded only five new orders.<ref name="end">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In October 2003, following Continental Airlines' decision to switch its remaining Template:Nowrap orders to the Template:Nowrap, Boeing announced the end of 757 production.<ref name=end/> The 1,050th and last example, a Template:Nowrap built for Shanghai Airlines, rolled off the production line at the Renton factory on October 28, 2004,<ref name="last757built">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> and was delivered on November 28, 2005, after several months of storage.<ref name="final">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> With the conclusion of the 757 program, Boeing consolidated 737 assembly at its Renton factory, downsizing its facilities by 40 percent and shifting staff to different locations.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Since the end of production, many Boeing 757s have remained in service, mainly in the U.S.<ref name=eden100/><ref name="taipei">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> From 2004 to 2008, the average fuel cost for typical mid-range U.S. domestic 757 flights tripled, putting pressure on airlines to improve the fuel efficiency of their fleets.<ref name="fuel">"$3.3 Million a Day – That's How Much American Airlines is Losing in the Era of Insane Fuel Prices." Fortune, May 12, 2008, p. 94.</ref> In May 2005, the FAA granted regulatory approval for manufacturer-sanctioned blended winglets from Aviation Partners Incorporated as a retrofit on the Template:Nowrap.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The winglets improve fuel efficiency by five percent and increase range by Template:Convert through the reduction of lift-induced drag.<ref name="blended_winglets">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Continental Airlines was the first carrier to order winglets for the Template:Nowrap, and in February 2009 became the first operator of Template:Nowrap with winglets.<ref name="Continental_Winglets">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Aviation Partners further developed the blended winglet into the Scimitar Blended Winglet, which improves fuel burn by 1.1% over the original blended winglet.<ref name="Scimitar blended winglets">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Icelandair and United Airlines have retrofitted their 757-200s with Scimitar Blended Winglets.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
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Prior to the United-Continental merger in 2010, the 757 remained the only narrow-body aircraft in use by the large fleets of all three U.S. legacy carriers: American Airlines, Delta Air Lines and United Airlines.<ref name=ac/><ref name=FI14/> During this period, the 757's capacity and range capabilities had remained largely unequaled among narrow-body airliners;<ref name="FI757">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> when selecting replacement aircraft, airlines have had to either downsize to smaller single-aisle aircraft in production with fewer seats and less range such as the Template:Nowrap and A321, or upsize to the larger, longer-range 787 Dreamliner and Template:Nowrap wide-body jets.<ref name=ac/><ref name="push">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The Tupolev Tu-204, a narrow-body twinjet introduced in 1989 with a design similar to the 757's,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> is offered in a 200-seat version and has seen limited production for mainly Russian customers.<ref>Template:Harvnb</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Within Boeing, the 215-seat, Template:Convert range 737-900ER had been regarded as the closest aircraft in production to the 757-200 after the latter ceased production.<ref name="900ER">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The Airbus A321neo LR and XLR variants finally provided a suitable 757-200 replacement on market in terms of range and capacity, and Icelandair and United Airlines have ordered the A321XLR to replace the Boeing 757 on their longer-range routes.<ref>Template:Citation</ref><ref>Template:Citation</ref>
Replacement aircraftEdit
{{#invoke:Labelled list hatnote|labelledList|Main article|Main articles|Main page|Main pages}} In February 2015, Boeing marketing Vice President Randy Tinseth stated that re-engining the 757 had been studied but there was no business case to support it.<ref>Template:Citation</ref> At the March 2015 ISTAT conference, Air Lease Corporation's Steven Udvar-Hazy predicted the 757 replacement would be a more capable, clean-sheet 767-like twin-aisle airplane capable of taking off from Template:Convert runways like New York LaGuardia, and Tinseth was focused on 20% more range and more capacity than the 757-200.<ref>Template:Cite news</ref>
DesignEdit
OverviewEdit
The 757 is a low-wing cantilever monoplane with a conventional tail unit featuring a single fin and rudder. Each wing features a supercritical cross-section and is equipped with five-panel leading edge slats, single- and double-slotted flaps, an outboard aileron, and six spoilers.<ref>Template:Harvnb</ref> The wings are largely identical across all 757 variants, swept at 25 degrees, and optimized for a cruising speed of Mach 0.8 (Template:Convert).<ref name=intro15/><ref name=757plan/> The reduced wing sweep eliminates the need for inboard ailerons, yet incurs little drag penalty on short and medium length routes, during which most of the flight is spent climbing or descending.<ref>Template:Harvnb</ref> The airframe further incorporates carbon-fiber reinforced plastic wing surfaces, Kevlar fairings and access panels, plus improved aluminum alloys, which together reduce overall weight by Template:Convert.<ref name=intro19/><ref>Template:Harvnb</ref>
To distribute the aircraft's weight on the ground, the 757 has a retractable tricycle landing gear with four wheels on each main gear and two for the nose gear.<ref name=b47/> The landing gear was purposely designed to be taller than the company's previous narrow-body aircraft to provide ground clearance for stretched models.<ref>Template:Harvnb</ref> In 1982, the Template:Nowrap became the first subsonic jetliner to offer longer lasting carbon brakes as a factory option, supplied by Dunlop.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The stretched Template:Nowrap features a retractable tailskid on its aft fuselage to prevent damage if the tail section contacts the runway surface during takeoff.<ref name="no99">Template:Harvnb</ref>
Besides common avionics and computer systems, the 757 shares its auxiliary power unit, electric power systems, flight deck, and hydraulic parts with the 767.<ref>Template:Harvnb</ref> Through operational commonality, 757 pilots can obtain a common type rating to fly the 767 and share the same seniority roster with pilots of either aircraft.<ref name=norris23/><ref>Template:Harvnb</ref> This reduces costs for airlines that operate both twinjets.<ref name=intro12/><ref name=752b/>
Flight systemsEdit
The 757's flight deck uses six Rockwell Collins CRT screens to display flight instrumentation, as well as an electronic flight instrument system (EFIS) and an engine indication and crew alerting system (EICAS).<ref name=norris23/> These systems allow the pilots to handle monitoring tasks previously performed by the flight engineer.<ref name=norris23/> An enhanced flight management system, improved over versions used on early 747s, automates navigation and other functions,<ref name=norris23/> while an automatic landing system facilitates CAT IIIb instrument landings in Template:Convert low visibility conditions.<ref>Template:Harvnb</ref> The inertial reference system (IRS) which debuted with the Template:Nowrap was the first to feature laser-light gyros.<ref name=eden99/> On the Template:Nowrap, the upgraded flight deck features a Honeywell Pegasus flight management computer, enhanced EICAS, and updated software systems.<ref name=eden101/>
To accommodate the same flight deck design as the 767, the 757 has a more rounded nose section than previous narrow-body aircraft.<ref name=b12/><ref>Template:Harvnb</ref> The resulting space has unobstructed panel visibility and room for an observer seat.<ref name="no161">Template:Harvnb</ref> Similar pilot viewing angles as the 767 result from a downward sloped cockpit floor and the same forward cockpit windows.<ref name="making">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref name=no161/>
Three independent hydraulic systems are installed on the 757, one powered by each engine, and the third using electric pumps.<ref name=intro19/><ref name=b47/> A ram air turbine is fitted to provide power for essential controls in the event of an emergency.<ref name="b47">Template:Harvnb</ref> A basic form of fly-by-wire facilitates spoiler operation, utilizing electric signaling instead of traditional control cables.<ref name=intro20/> The fly-by-wire system, shared with the 767,<ref name=intro20/> reduces weight and provides for the independent operation of individual spoilers.<ref name="saver">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> When equipped for extended-range operations, the 757 features a backup hydraulic motor generator and an additional cooling fan in the aircraft's electronics bay.<ref name=752b/>
InteriorEdit
The 757 interior allows seat arrangements of up to six per row with a single center aisle.<ref name=eden99/> Originally optimized for flights averaging two hours,<ref name=intro12/> the 757 features interior lighting and cabin architecture designs aimed at a more spacious impression.<ref name=intro13/> As on the 767, garment-bag-length overhead bins and a rear economy-class galley are standard equipment.<ref name="reshaped">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The bins have twice the capacity as those on the preceding 727.<ref name=intro13/> To save weight, honeycomb sandwich is used for interior paneling and bins.<ref name=intro13/> Unlike previous evacuation slide designs which are not equipped for water landings, the 757's main exits feature combination slide rafts similar to those found on the 747.<ref name=intro13/> In the 1980s, Boeing altered the interior designs of its other narrow-body aircraft to be similar to that of the 757.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
In 1998, the 757-300 debuted a redesigned interior derived from the Next Generation 737 and 777, including sculptured ceiling panels, indirect lighting, and larger overhead bins with an optional continuous handrail built into their base for the entire cabin length.<ref name="no101" /> Centerline storage containers mounted in the aisle ceiling for additional escape rafts and other emergency equipment were also added.<ref>Template:Harvnb</ref> The 757-300's interior later became an option on all new Template:Nowrap.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In 2000, with wheeled carry-on baggage becoming more popular, Delta Air Lines began installing overhead bin extensions on their Template:Nowrap to provide additional storage space,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> and American Airlines did the same in 2001.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The larger bins are part of aftermarket interior upgrades which include updated ceiling panels and lighting.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>Template:Cite news</ref>
VariantsEdit
The 757 was produced in standard and stretched lengths.<ref name=b38/> The original 757-200 debuted as a passenger model, and was subsequently developed into the 757-200PF and 757-200SF cargo models,<ref name=very/> as well as the convertible 757-200M variant.<ref name=b38/> The stretched 757-300 was only available as a passenger model.<ref name="753b">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> When referring to different versions, Boeing, and airlines are known to collapse the model number (757) and the variant designator (e.g. Template:Nowrap or Template:Nowrap) into a truncated form (e.g. "752" or "753"<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>). The International Civil Aviation Organization (ICAO) classifies all variants based on the Template:Nowrap under the code "B752", and the Template:Nowrap is referred to as "B753" for air traffic control purposes.<ref name="ICAOcode">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
757-200Edit
The 757-200, the original version of the aircraft, entered service with Eastern Air Lines in 1983.<ref name=norris161/> The type was produced with two different exit configurations, both with three standard cabin doors per side: the baseline version has a fourth, smaller cabin door on each side aft of the wings, and is certified for a maximum capacity of 239, while the alternate version has a pair of over-the-wing emergency exits on each side, and can seat a maximum of 224.<ref name=757plan/><ref name="typecert">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The 757-200 was offered with a MTOW of up to Template:Convert;<ref name=757tech/> some airlines and publications have referred to higher gross weight versions with ETOPS certification as "757-200ERs",<ref name="b38">Template:Harvnb</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>Template:Harvnb</ref> but this designation is not used by the manufacturer.<ref name=757plan/><ref name=757_O_D_summ/> Similarly, versions with winglets are sometimes called "757-200W" or "757-200WL".<ref name=757in/><ref name="757rep">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The first engine to power the 757-200, the Rolls-Royce RB211-535C, was succeeded by the upgraded RB211-535E4 in October 1984.<ref>Template:Harvnb</ref> Other engines used include the Rolls-Royce RB211-535E4B, along with the Pratt & Whitney PW2037 and Pratt & Whitney PW2000-37/40/43.<ref name=757tech/> Its range with full payload is Template:Convert.<ref name="filling the gaps">Flottau, Jens, and Guy Norris, "Filling the gaps", Aviation Week & Space Technology, January 15 – February 1, 2015, p. 24. online version Template:Webarchive</ref>
Although designed for short and medium length routes, the 757-200 has since been used in a variety of roles ranging from high-frequency shuttle services to transatlantic routes.<ref name=eden100/> In 1992, after gaining ETOPS approval, American Trans Air launched 757-200 transpacific services between Tucson and Honolulu.<ref name=b28/> Since the turn of the century, mainline U.S. carriers have increasingly deployed the type on transatlantic routes to Europe, and particularly to smaller cities where passenger volumes are insufficient for wide-body aircraft.<ref>Template:Cite news</ref> Production for the 757-200 totaled 913 aircraft, making the type by far the most popular 757 model.<ref name=757_O_D_summ/> At over Template:Convert, Template:As of, the longest commercial route served by a 757 is United Airlines' Newark to Berlin flight; the aircraft assigned to this route cannot fly with full payload. United's 757s assigned to transatlantic routes are fitted with 169 seats.<ref name="filling the gaps" /> In July 2018, 611 of the 757-200 versions were in service.<ref name=FlightCensus/>
757-200PFEdit
The 757-200PF, the production cargo version of the 757-200, entered service with UPS Airlines in 1987.<ref name="b26">Template:Harvnb</ref> Targeted at the overnight package delivery market,<ref name=b26/> the freighter can carry up to 15 ULD containers or pallets on its main deck, for a volume of up to Template:Convert, while its two lower holds can carry up to Template:Convert of bulk cargo.<ref name=757plan/> The maximum revenue payload capability is Template:Convert including container weight.<ref name=757pftech/> The 757-200PF is specified with a MTOW of Template:Convert for maximal range performance;<ref name=b26/><ref name=757pftech/> when fully loaded, the aircraft can fly up to Template:Convert.<ref name=757pftech/> Because the freighter does not carry any passengers, it can operate transatlantic flights free of ETOPS restrictions.<ref name=b28/>Template:Better source needed Power is provided by RB211-535E4B engines from Rolls-Royce, or PW2037 and PW2040 engines from Pratt & Whitney.<ref name=757pftech/>
The freighter features a large, upward-opening main deck cargo door on its forward port-side fuselage.<ref name="norris162">Template:Harvnb</ref> Next to this large cargo door is an exit door used by the pilots.<ref name=757plan/> All other emergency exits are omitted, and cabin windows and passenger amenities are not available.<ref name=757plan/><ref name="bowers">Template:Harvnb</ref> The main-deck cargo hold has a smooth fiberglass lining,<ref>Template:Harvnb</ref> and a fixed rigid barrier with a sliding access door serves as a restraint wall next to the flight deck.<ref name=bowers/> Both lower holds can be equipped with a telescoping baggage system to load custom-fitted cargo modules.<ref name=757plan/> When equipped for extended-range operations, UPS's 757-200PFs feature an upgraded auxiliary power unit, additional cargo bay fire suppression equipment, enhanced avionics, and an optional supplemental fuel tank in the aft lower hold.<ref name=b28/> Production for the 757-200PF totaled 80 aircraft.<ref name=757_O_D_summ/>
757-200SF/PCF (conversion)Edit
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The 757-200SF is a passenger to freighter conversion developed by Boeing following an order for 34 aircraft plus 10 options by DHL.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> It entered service in 2001 with the initial ex-British Airways aircraft converted at Boeing's Wichita site<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> and subsequent blocks of aircraft converted by Israel Aerospace Industries and ST Aerospace Services.<ref name="dhl">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Modifications included the removal of passenger amenities, main deck structural reinforcement, addition of cargo handling flooring and the installation of a 757-200PF port-side cargo door in the forward fuselage.<ref name="very">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The forward two entry doors and lobby area of the passenger aircraft are retained resulting in a main deck cargo capacity of 14 full sized pallets and one smaller LD3.<ref name="very" /> Environmental controls can be fitted for animal cargo such as racehorses,<ref>Template:Cite news</ref> and rear exits and window pairs are retained on some aircraft to facilitate animal handlers.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> ST Aerospace continue to offer 14, 14.5 and 15 Unit load device variants of the SF in 2020.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}Template:Dead link</ref>
In September 2006, FedEx Express announced a US$2.6 billion (~$Template:Format price in Template:Inflation/year) plan to acquire over 80 converted 757 freighters to replace its 727 fleet citing a 25% reduction in operating cost along with noise benefits.<ref name="FedEx Fleet">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
The 757-200PCF is a passenger to freighter conversion, developed by Precision Conversions and certificated in 2005.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Reported in 2019 to cost $5 million (~$Template:Format price in Template:Inflation/year) per aircraft<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> and similar to the SF it has 15 pallet positions. External differences include the removal of the forward passenger style doors and their replacement with a -200PF style small crew door. Internally the main cargo door is not integrated with the base aircraft hydraulic and warning systems and instead operates from a self-contained hydraulic system though powered by the aircraft electrics. By early 2020 a total of 120 757-200PCFs had been delivered.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
757-200M/CBEdit
The 757-200M, a convertible version capable of carrying cargo and passengers on its main deck, entered service with Royal Nepal Airlines in 1988.<ref name="757_O_D_summ" /><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Also known as the 757-200CB (Combi),<ref name="Type_cert" /> the type retains the passenger windows and cabin doors of the 757-200, while adding a forward port-side cargo door in the manner of the 757-200PF.<ref name="b28" /> Kathmandu-based Royal Nepal Airlines, later renamed Nepal Airlines, included the convertible model as part of an order for two 757s in 1986.<ref name="b28" />
Nepal Airlines ordered the 757-200M to fulfill a requirement for an aircraft that could carry mixed passenger and freight loads, and operate out of Tribhuvan International Airport, with its Template:Convert elevation, in the foothills of the Himalayas.<ref>Template:Harvnb</ref> Patterned after convertible variants of the 737 and 747, the 757-200M can carry two to four cargo pallets on its main deck, along with 123 to 148 passengers in the remaining cabin space.<ref name="b28" /> Nepal Airlines' 757-200M, which features Rolls-Royce RB211-535E4 engines and an increased MTOW of Template:Convert, was the only production example ordered.<ref name="757_O_D_summ" /><ref name="b28" /><ref name="b38" /> When cargo is carried on the main deck, the crew must include an additional dedicated, trained cargo firefighter.<ref name="Type_cert" />
In October 2010, Pemco World Air Services and Precision Conversions launched aftermarket conversion programs to modify 757-200s into 757 Combi aircraft.<ref name="pemco">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref name="precision">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Vision Technologies Systems launched a similar program in December 2011.<ref name="vtcombi">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> All three aftermarket conversions modify the forward portion of the aircraft to provide room for up to ten cargo pallets, while leaving the remaining space to fit around 45 to 58 passenger seats.<ref name=pemco/><ref name=precision/><ref name=vtcombi/> This configuration is targeted at commercial charter flights which transport heavy equipment and personnel simultaneously.<ref name=pemco/> Customers for converted 757 Combi aircraft include the Air Transport Services Group,<ref name=precision/> National Airlines,<ref name=pemco/> and North American Airlines.<ref name=vtcombi/>
757-300Edit
The 757-300, the stretched and longest version of the Boeing 757 variants, entered service with Condor in 1999.<ref name=eden101/> With a length of Template:Convert, the type is the longest single-aisle twinjet ever built,<ref name="eden101" /> coming in just shorter than the Template:Convert quad-jet DC-8-61/63. Designed to serve the charter airline market and provide a low-cost replacement for the 767-200, the 757-300 shares the basic design of the original 757, while extending the fuselage forward and aft of the wings.<ref name=no96-8/> Six standard cabin doors, two smaller cabin doors behind the wings, plus a pair of over-the-wing emergency exits on each side,<ref name=757plan/> enable the 757-300 to have a maximum certified capacity of 295 passengers.<ref name=Type_cert/> A higher MTOW of Template:Convert is specified, while fuel capacity remains unchanged; as a result, the stretched variant offers a maximum range of Template:Convert.<ref name=757tech/><ref name="753tech">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Engines used on the type include the RB211-535E4B from Rolls-Royce and the PW2043 from Pratt & Whitney.<ref name=753tech/><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Due to its greater length, the 757-300 features a retractable tailskid on its aft fuselage to avoid tailstrikes.<ref name=no99/><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Condor ordered the stretched 757 to replace its McDonnell Douglas DC-10s and serve as low-cost, high-density transportation to holiday destinations such as the Canary Islands.<ref>Template:Harvnb</ref> Because tests showed that boarding the 757-300 could take up to eight minutes longer than the 757-200,<ref name=no101/> Boeing and Condor developed zone-based boarding procedures to expedite loading and unloading times for the lengthened aircraft.<ref name="no101">Template:Harvnb</ref> The 757-300 has been operated by mainline carriers Continental Airlines (now part of United Airlines as of 2010), Northwest Airlines (now part of Delta Air Lines as of 2008), and Icelandair; other operators have included American Trans Air (the first North American operator),<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Arkia Israel Airlines, along with charter carriers Condor and Thomas Cook Airlines as of 2014.<ref name="FI14">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Production for the 757-300 totaled 55 aircraft.<ref name=757_O_D_summ/> All 55 were in service in July 2018.<ref name=FlightCensus/>
Government, military, and corporateEdit
Government, military, and private customers have acquired the 757 for uses ranging from aeronautical testing and research to cargo and VIP transport. The 757-200, the most widely ordered version of the aircraft,<ref name="757_O_D_summ" /> has formed the basis for these applications. The first government operator of the 757 was the Mexican Air Force, which took delivery of a VIP-configured 757-200 in November 1987.<ref name="b126">Template:Harvnb</ref>
- Airborne Research Integrated Experiments System (ARIES) – A NASA platform for air safety and operational research, was created in 1999 using the second production 757.<ref name="aries">{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref> The aircraft originally flew in the 757 flight test program before entering service with Eastern Air Lines.<ref name="aries" /> After NASA purchased the aircraft in 1994 to replace its 737-100 testbed,<ref name="b62" /><ref name="aries" /> it was initially used to evaluate a hybrid laminar flow control system, avionics systems for the proposed Northrop YF-23 jet fighter, and the 777's fly-by-wire control system.<ref name="b62" /> Equipped with a flight deck research station, on-board laboratories, and two experimental flight decks,<ref name="aries" /> ARIES was used for evaluating weather information and landing approach systems, as well as runway friction tests.<ref name="aries" /> ARIES went into storage in 2006.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
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- C-32 – The United States Air Force operates six 757-200s under the designation C-32. Four are VIP-configured C-32A variants, whose mission is primarily transport of the Vice President of the United States, First Lady, and Secretary of State.<ref name="C-32">{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref> The C-32As are powered by the Pratt & Whitney PW2000, and outfitted with a communication center, conference room, seating area, and private living quarters.<ref name="C-32" /> The USAF also operates two 45-seat Rolls-Royce powered 757-200 aircraft, designated C-32B Gatekeeper, which provides airlift to special operations units and global emergency response teams.<ref name="b62" /><ref>"Air National Guard 2014 Weapons System Modernization Priorities" Template:Webarchive. United States Air National Guard. 2014.</ref><ref>Template:Harvnb</ref> The C-32Bs are outfitted for any contingency, with an advanced communications suite, aerial refueling capabilities, extended fuel tanks, and an internal airstair. The C-32As are painted in the Raymond Loewy-designed blue and white livery used on most Special Air Mission aircraft,<ref name="C-32" /> while the C-32Bs are painted gloss white with minimal identification markings.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The first C-32s were acquired in 1998 and replaced C-137 Stratoliner transports.<ref name="b62" />
- F-22 Flying Testbed – The first 757 built was used in 1998 as a testbed for Lockheed Martin F-22 Raptor avionics and sensor integration.<ref name="b28-56">Template:Harvnb</ref> The Boeing-owned aircraft was fitted with a canard above its cockpit to simulate the jet fighter's wing sensor layout, along with a forward F-22 fuselage section with radar and other systems, and a 30-seat laboratory with communication, electronic warfare, identification, and navigation sensors.<ref name="b28-56" /><ref>Template:Harvnb</ref>
- Krueger flap and Natural Laminar Flow Insect Mitigation Test Program – As part of their ecoDemonstrator program, Boeing commenced a series of test flights on March 17, 2015, with a modified Boeing 757, incorporating new wing-leading-edge sections and an actively blown vertical tail.<ref>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref> The left wing was modified to include a 6.7 m-span glove section supporting a variable-camber Krueger flap to be deployed during landing which protrudes just ahead of the leading edge. Although Krueger flaps have been tried before as insect-mitigation screens, previous designs caused additional drag; the newer design is variable-camber and designed to retract as seamlessly as possible into the lower wing surface. Increasing the use of natural laminar flow (NLF) on an aircraft wing has the potential to improve fuel burn by as much as 15%, but even small contaminants from insect remains will trip the flow from laminar to turbulent, destroying the performance benefit. The test flights have been supported by the European airline group TUI AG and conducted jointly with NASA as part of the agency's Environmentally Responsible Aviation (ERA) program. While the left wing tests the Krueger flaps, the right wing is being used to test coatings that prevent insects from adhering to the wing.<ref>Norris, Guy, Bug smasher, Aviation Week & Space Technology, March 30 – April 12, 2015, p.37</ref>
- Active Flow Control System – On one aircraft Boeing has mounted 31 active flow jets mounted ahead of the rudder's leading edge. They receive air from the Auxiliary Power Unit (APU). Their purpose is to recover air flow that has separated from the rudder and redirect it to the rudder so that the rudder regains effectiveness, even at high deflection angles. The air exiting the APU is very hot, at Template:Convert, and is cooled by a heat exchanger mounted under the aft fuselage, which is connected to the ducts running along the front and back of the stabilizer's spars. This ensures an even air supply at all times.<ref>Norris, Guy, Bug Smasher, Aviation Week & Space Technology, March 30 – April 12, 2015, p.37</ref>
- Royal New Zealand Air Force 757 Combi – The Royal New Zealand Air Force (RNZAF) operates two 757s converted to 757-200M standard by ST Aerospace Services for delivering equipment, medical evacuation, troop movements, and VIP transport.<ref name="rnzaf">{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref><ref>Template:Cite news</ref> A cargo door, upgraded auxiliary power unit, enhanced communications systems, and retractable airstairs are fitted.<ref name="rnzaf" /> The two aircraft, which replaced two 727-100QCs,<ref name="rnzaf" /> have carried the Prime Minister of New Zealand,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> and flown to the ice-covered Pegasus Field near New Zealand's Scott Base in McMurdo Sound, Antarctica.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
- VIP transport – The 757-200 serves as VIP transports for the President of Argentina under the Presidential Air Group serial Tango 01<ref name="tango01">{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref> and for the President of Mexico under the Mexican Air Force call sign TP01 or Transporte Presidencial 1.<ref name="tp01">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> A Royal Brunei Airlines 757-200 was used by the Sultan of Brunei in the 1980s before being sold to the Government of Kazakhstan in 1995.<ref>Template:Harvnb</ref> The royal family of Saudi Arabia uses a 757-200 as a flying hospital.<ref name="hz-hmed">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Microsoft co-founder Paul Allen used a private 757 from 2005 until 2011; the aircraft was then sold to Donald Trump and became known as "Trump Force One" during his 2016 U.S. presidential campaign.<ref>Template:Cite news</ref>
- Excalibur – A testbed for the British BAE Systems Tempest's avionics and sensors. The aircraft is to be converted from a civilian airliner by Leonardo UK and 2Excel.<ref name="Excalibur">Template:Cite news</ref>
OperatorsEdit
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As of 2018, the largest 757 operators were Delta Air Lines, FedEx Express and United Airlines; Delta Air Lines also was the largest overall, with a 757 fleet of 127 aircraft.<ref name=FlightCensus/>Template:Needs update American Airlines' 757 fleet of 142 aircraft was the largest until 2007,<ref name="FI07">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> when the carrier retired Pratt & Whitney PW2000-powered models originating from its TWA acquisition to have an all Rolls-Royce RB211-powered 757 fleet.<ref>"American set to return 19 jets when leases up." Fort Worth Star-Telegram, June 8, 2006, p. C1.</ref> Delta subsequently acquired 17 former TWA/American Airlines 757s, and in October 2008, gained 45 more 757s from its acquisition of Northwest Airlines.<ref name="dl757">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
As of 2018, the cargo carrier with the most 757s was FedEx Express, which operated a 757-200F fleet of 111 aircraft.<ref name=FlightCensus/>Template:Needs update UPS Airlines operated a further 75 of the type, with DHL Aviation and its affiliated companies, DHL Air UK, DHL Latin America, European Air Transport Leipzig, and Blue Dart Aviation,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> combined operating 35 cargo 757s of various types in 2018.<ref name=FlightCensus/>Template:Needs update
Joint launch customer British Airways operated the 757-200 for 27 years before retiring the type in November 2010.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> To celebrate the fleet's retirement, the airline unveiled one of its last three 757-200s in a retro style livery on October 4, 2010, matching the color scheme that it introduced the aircraft into service with in 1983.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Subsequently, the type remained in operation with the company's subsidiary, OpenSkies.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Over the duration of the program, 1,050 Boeing 757s were built<ref name=last757built/> with 1,049 aircraft delivered.<ref name=757_O_D_summ/> The prototype 757 remained with the manufacturer for testing purposes.<ref name="b126" /> In August 2020, a total of 642 Boeing 757 aircraft of all variants were in commercial service with operators Delta Air Lines (127), FedEx Express (107), UPS Airlines (75), United Airlines (72), Icelandair (27) and others with fewer aircraft of the type.<ref name=FlightCensus/>
Orders and deliveriesEdit
| Year | Total | 2005 | 2004 | 2003 | 2002 | 2001 | 2000 | 1999 | 1998 | 1997 | 1996 | 1995 | 1994 | 1993 | 1992 |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Orders | 1,049 | 0 | 0 | 7 | 0 | 37 | 43 | 18 | 50 | 44 | 59 | 13 | 12 | 33 | 35 |
| Deliveries | 1,049 | 2 | 11 | 14 | 29 | 45 | 45 | 67 | 54 | 46 | 42 | 43 | 69 | 71 | 99 |
| Year | 1991 | 1990 | 1989 | 1988 | 1987 | 1986 | 1985 | 1984 | 1983 | 1982 | 1981 | 1980 | 1979 | 1978 |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Orders | 50 | 95 | 166 | 148 | 46 | 13 | 45 | 2 | 26 | 2 | 3 | 64 | 0 | 38 |
| Deliveries | 80 | 77 | 51 | 48 | 40 | 35 | 36 | 18 | 25 | 2 | 0 | 0 | 0 | 0 |
Boeing 757 orders and deliveries (cumulative, by year):
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color:skyblue width:38 bar:1978 from:start till:38 text:38 align:center bar:1979 from:start till:38 text:38 align:center bar:1980 from:start till:102 text:102 align:center bar:1981 from:start till:105 text:105 align:center bar:1982 from:2 till:107 text:107 align:center bar:1983 from:27 till:133 text:133 align:center bar:1984 from:45 till:135 text:135 align:center bar:1985 from:81 till:180 text:180 align:center bar:1986 from:116 till:193 text:193 align:center bar:1987 from:156 till:239 text:239 align:center bar:1988 from:204 till:387 text:387 align:center bar:1989 from:255 till:553 text:553 align:center bar:1990 from:332 till:648 text:648 align:center bar:1991 from:412 till:698 text:698 align:center bar:1992 from:511 till:733 text:733 align:center bar:1993 from:582 till:766 text:766 align:center bar:1994 from:651 till:778 text:778 align:center bar:1995 from:694 till:791 text:791 align:center bar:1996 from:736 till:850 text:850 align:center bar:1997 from:782 till:894 text:894 align:center bar:1998 from:836 till:944 text:944 align:center bar:1999 from:903 till:962 text:962 align:center bar:2000 from:948 till:1005 text:1005 align:center bar:2001 from:993 till:1042 text:1042 align:center bar:2002 from:1022 till:1042 text:1042 align:center bar:2003 from:1036 till:1049 text:1049 align:center bar:2004 from:1047 till:1049 text:1049 align:center color:powderblue width:38 bar:2005 from:1049 till:1049 text:1049 align:center
color:green width:38– bar:1982 from:start till:2 text:2 align:center bar:1983 from:start till:27 text:27 align:center bar:1984 from:start till:45 text:45 align:center bar:1985 from:start till:81 text:81 align:center bar:1986 from:start till:116 text:116 align:center bar:1987 from:start till:156 text:156 align:center bar:1988 from:start till:204 text:204 align:center bar:1989 from:start till:255 text:255 align:center bar:1990 from:start till:332 text:332 align:center bar:1991 from:start till:412 text:412 align:center bar:1992 from:start till:511 text:511 align:center bar:1993 from:start till:582 text:582 align:center bar:1994 from:start till:651 text:651 align:center bar:1995 from:start till:694 text:694 align:center bar:1996 from:start till:736 text:736 align:center bar:1997 from:start till:782 text:782 align:center bar:1998 from:start till:836 text:836 align:center bar:1999 from:start till:903 text:903 align:center bar:2000 from:start till:948 text:948 align:center bar:2001 from:start till:993 text:993 align:center bar:2002 from:start till:1022 text:1022 align:center bar:2003 from:start till:1036 text:1036 align:center bar:2004 from:start till:1047 text:1047 align:center bar:2005 from:start till:1049 text:1049 align:center
</timeline>
- Template:Legend inline Template:Legend inline — Data from Boeing, through to the end of production<ref name=last757built/><ref name=757_O_D_summ/>
Model summaryEdit
| Model series | ICAO code<ref name=ICAOcode/> | Orders | Deliveries |
|---|---|---|---|
| 757-200 | B752 | 913 | 913 |
| 757-200M | B752 | 1 | 1 |
| 757-200PF | B752 | 80 | 80 |
| 757-300 | B753 | 55 | 55 |
| Total | 1,049 | 1,049 | |
- Data from Boeing, through the end of production<ref name=last757built/><ref name="757_O_D_summ">{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
Accidents and incidentsEdit
Template:As of, the 757 has been involved in 47 aviation occurrences,<ref name="757in">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> including ten hull-loss accidents out of a total of 13 hull-losses.<ref name="ASN">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Nine incidents and 12 hijackings have resulted in a total of {{#expr: 467+108}} occupant fatalities.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
AccidentsEdit
The first fatal event involving the aircraft occurred on October 2, 1990, when a hijacked Xiamen Airlines 737-200 collided with a China Southern Airlines 757-200 on the runways of Guangzhou Baiyun International Airport, China, killing 46 of the 122 people on board.<ref name="birtles102">Template:Harvnb</ref> Two 757-200s were hijacked as part of the September 11, 2001 attacks: hijackers crashed American Airlines Flight 77 into the Pentagon in Arlington, Virginia, killing all 64 on board and 125 on the ground, and hijackers crashed United Airlines Flight 93 near Shanksville, Pennsylvania after crew and passengers fought back to regain control, killing all 44 on board.<ref>Template:Cite news</ref>
Accidents involving pilot error include American Airlines Flight 965, which crashed into a mountain in Buga, Colombia, on December 20, 1995, killing 151 passengers and all eight crew members with four survivors,<ref name="CrashedintheAndes">Template:Cite news</ref> and a dog, and the mid-air collision of DHL Flight 611 near Überlingen, Baden-Württemberg, Germany, on July 1, 2002, with the loss of both crew members on board plus 69 others on a Bashkirian Airlines Tupolev Tu-154.<ref name=BFU/> The Flight 965 crash was blamed on navigational errors by the crew,<ref name=birtles102/> while the Tupolev's crew not following a TCAS resolution advisory, with air traffic control errors being a significant element.<ref name="BFU">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Accidents attributed to spatial disorientation due to improperly maintained instruments include Birgenair Flight 301 on February 6, 1996, which crashed into the ocean near Puerto Plata, Dominican Republic, with the loss of all 189 passengers and crew,<ref>Template:Cite news</ref> and Aeroperú Flight 603 on October 2, 1996, which crashed into the ocean off the coast of Pasamayo, Peru, with the loss of all 70 on board.<ref name=birtles102/> In the Birgenair accident, investigators found that the aircraft had been stored without the necessary covers for its pitot tube sensors, thus allowing insects and debris to collect within, while in the Aeroperú accident, protective tape covering static vent sensors had not been removed.<ref name=birtles102/>
On September 14, 1999, Britannia Airways Flight 226A crash-landed near Girona-Costa Brava Airport, Spain, during a thunderstorm; the 757's fuselage broke into several pieces.<ref name="birtles102" /> The 245 occupants evacuated successfully, with 40 requiring hospital treatment;<ref>Template:Cite news</ref> one passenger died five days later of unsuspected internal injuries.<ref>CAA SRG Safety Plan 2008 Template:Webarchive (PDF file)</ref> On October 25, 2010, American Airlines Flight 1640, a 757 flying between Miami and Boston, safely returned to Miami after suffering the loss of a Template:Convert fuselage section at an altitude of approximately Template:Convert.<ref name="MiamiHoleInFuselage">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> After investigating the incident, the FAA ordered all 757 operators in the U.S. to regularly inspect upper fuselage sections of their aircraft for structural fatigue.<ref name="aa1640">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
On November 9, 2018, Fly Jamaica Airways Flight 256 was substantially damaged after a runway excursion at Cheddi Jagan International Airport. One fatality was reported, and the aircraft was declared a hull loss. The other 127 occupants survived.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
IncidentsEdit
Two private aircraft crashes were blamed on wake turbulence emanating from 757s.<ref name="wake" /> On December 18, 1992, a Cessna Citation crashed near Billings Logan International Airport in Montana, killing all six aboard, and on December 15, 1993, an IAI Westwind crashed near John Wayne Airport in California, killing all five aboard.<ref name="wake" /> Both airplanes had been flying less than Template:Convert behind a 757.<ref name="wake" /> The FAA subsequently increased the required separation between small aircraft and 757s from Template:Convert to Template:Convert.<ref name="wake" /><ref name="FAA7110.525">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref name="FAA Order JO 7110.65Z">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
On April 7, 2022, a DHL Boeing 757 aircraft operating Flight 7216 crash landed at San Jose, Costa Rica after attempting an emergency landing due to a hydraulic failure. Both crew members survived without injuries; the incident is under investigation.<ref>Template:Cite news</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Aircraft on displayEdit
A Delta Air Lines 757-200, registered as N608DA, is on display at the Delta Flight Museum in Atlanta, Georgia.<ref name="special">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The aircraft was the sixty-fourth example built.<ref>Template:Harvnb</ref> The aircraft was repainted into Delta's 'Widget' livery, the livery it wore when it was originally delivered, and is now on static display at the museum entrance.<ref name=special/>
SpecificationsEdit
| Variant | citation | CitationClass=web
}}</ref> |
Template:Nowrap<ref name="757pftech">{{#invoke:citation/CS1|citation | CitationClass=web
}}</ref> |
757-300<ref name=757tech/> |
|---|---|---|---|---|---|
| Cockpit crew | Two | ||||
| 2-class seating | 200 (12Template:Abbr+188Template:Abbr) | 5 max<ref name="Type_cert" /> | 243 (12F+231Y) | ||
| 1-class seating | 219–239 maxTemplate:Efn<ref name="Type_cert">{{#invoke:citation/CS1|citation | CitationClass=web
}}</ref> |
275–295 maxTemplate:Efn<ref name=Type_cert/> | ||
| Cargo volume | 1,670 cu ft (47.3 m3) | 6,600 cu ft (187 m3) | 2,370 cu ft (61.7 m3) | ||
| Width | 148 in (3.76 m) fuselage, 139.3 in (3.54 m) cabin<ref name="757plan">{{#invoke:citation/CS1|citation |
CitationClass=web
}}</ref> | |||
| Length | 155 ft 3 in (47.3 m) | 178 ft 7 in (54.4 m) | |||
| Height | 44 ft 6 in (13.6 m) | ||||
| Wing | 124 ft 10 in (38.0 m) span, Template:Cvt area,<ref>Template:Cite book</ref> 25° sweep,<ref>Template:Cite book</ref> {{#expr:38/(185.25/38)round1}} AR | ||||
| MTOW | 255,000 lb (115,660 kg) | 273,000 lb (123,830 kg) | |||
| Max. Payload | {{#expr:186,000−128,840}} lb ({{#expr:84,360−58,440}} kg) | {{#expr:200,000−115,580}} lb ({{#expr:90,720−52,430}} kg) | {{#expr:210,000−141,860}} lb ({{#expr:95,250−64,340}} kg) | ||
| OEW | 128,840 lb (58,440 kg) | 115,580 lb (52,430 kg) | 141,860 lb (64,340 kg) | ||
| Fuel capacity | 11,489 US gal (43,490 L) | 11,276 US gal (42,680 L) | 11,466 US gal (43,400 L) | ||
| Speed | Cruise: Template:Cvt, Max.: Template:Cvt<ref name=Type_cert/> | ||||
| Range | 3,915 nmi (7,250 km; Template:Cvt)Template:Efn | 2,935 nmi (5,435 km; Template:Cvt)Template:Efn | 3,400 nmi (6,295 km; Template:Cvt)Template:Efn | ||
| TakeoffTemplate:Efn | 6,800 ft (2,070 m) | 6,900 ft (2,103 m) | 8,550 ft (2,605 m) | ||
| Ceiling | Template:Convert<ref name=Type_cert/> | ||||
| Engines (×2) | Template:Convert Rolls-Royce RB211-535-E4(B) Template:Convert Pratt & Whitney PW2000-37/40/43 | ||||
See alsoEdit
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NotesEdit
ReferencesEdit
SourcesEdit
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Further readingEdit
External linksEdit
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Template:Boeing 757/767 family Template:Boeing airliners Template:Boeing 7x7 timeline Template:Boeing model numbers Template:Authority control