TheBoeing 757 is an Americannarrow-body airliner designed and built byBoeing Commercial Airplanes.The then-named 7N7, atwinjet successor for thetrijet727, received its first orders in August 1978.The prototype completed its maiden flight on February 19, 1982, and it wasFAA certified on December 21, 1982.Eastern Air Lines placed the initial757-200 variant in commercial service on January 1, 1983.A packagefreighter (PF) variant entered service in September 1987 and acombi model in September 1988.The stretched757-300 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 largest737 Next Generation variants as a successor to the -200.
The jetliner is powered by 36,600–43,500 lbf (163–193 kN)Rolls-Royce RB211 orPratt & Whitney PW2000 underwingturbofan engines for a 255,000–273,000 lb (116–124 t)maximum takeoff weight (MTOW).The 757 has a 2,000 sq ft (185 m2)supercritical wing for reducedaerodynamic drag and aconventional tail.It keeps the707 fuselage width and six–abreast seating and its two-crewglass cockpit has a commontype rating with the concurrently designed767 (awide-body aircraft).It was produced in twofuselage lengths: the 155 ft (47.3 m) 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; 4,505 mi); while the 178 ft (54.4 m) long 757-300 typically seats 243 over 3,400 nmi (6,295 km; 3,900 mi).The 757-200F can haul a 72,210 lb (32,755 kg) payload over 2,935 nmi (5,435 km; 3,378 mi).Passenger757-200s 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, Europeancharter airlines, and cargo companies.It was commonly used for short and mid-rangedomestic routes,shuttle services, andtranscontinental 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 USC-32. In July 2017, there were 665 Boeing 757 in commercial service, withDelta Air Lines being the largest operator with 127 airplanes in its fleet.[2]The airliner has recorded tenhull-loss accidents out of a total of 13 hull losses, as of August 2023[update].[3]
In the early 1970s, following the launch of the first wide-body airliner, the747,Boeing began considering further developments of its narrow-body727.[4] Designed for short and medium length routes,[5] thetrijet was the best-selling jetliner of the 1960s and a mainstay of the U.S. domestic airline market.[4][6] Studies focused on improving the 189-seat727-200, the most successful variant.[7] Two approaches were considered: a stretched 727 (to be designated 727-300), and an all-new aircraft code-named 7N7.[7] The former was a cheaper derivative using the 727's existing technology and tail-mounted engine configuration,[7] 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.[8]
United Airlines provided input for the proposed 727-300, which Boeing was poised to launch in late 1975,[7] but lost interest after examining development studies for the 7N7.[7] Although the727-300 was offered toBraniff International Airways and other carriers, customer interest remained insufficient for further development.[4] Instead, airlines were drawn to thehigh-bypass-ratio turbofan engines, new flight deck technologies, lower weight, improvedaerodynamics, and reduced operating cost promised by the 7N7.[7][8] 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.[9] Work on both proposals accelerated as a result of the airline industry upturn in the late 1970s.[4][10]
By 1978, development studies focused on two variants: a7N7-100 with seating for 160, and a7N7-200 with room for over 180 seats.[8] New features included a redesigned wing, under-wing engines, and lighter materials, while the forward fuselage, cockpit layout, andT-tail configuration were retained from the 727.[11] Boeing planned for the aircraft to offer the lowest fuel burn per passenger-kilometer of any narrow-body airliner.[12] 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 the7N7-200 version.[8][12] These orders were signed in March 1979, when Boeing officially designated the aircraft as the 757.[8] The shorter757-100 did not receive any orders and was dropped; 737s later fulfilled its envisioned role.[13]
The 757 was intended to be more capable and more efficient than the preceding 727.[14] The focus onfuel efficiency reflected airline concerns overoperating costs, which had grown amid rising oil prices during theYom Kippur War of 1973.[8][15] Design targets included a 20 percent reduction in fuel consumption from new engines, plus 10 percent from aerodynamic improvements, versus preceding aircraft.[15] Lighter materials and new wings were also expected to improve efficiency.[8] Themaximum take-off weight (MTOW) was set at 220,000 pounds (99,800 kg),[16] which was 10,000 pounds (4,540 kg) more than the 727.[17] The 757's higherthrust-to-weight ratio allowed it to take off from short runways and serve airports inhot and high conditions with higher ambient temperatures and thinner air, offering bettertakeoff performance than that offered by competing aircraft. Competitors needed longer takeoff runs for these hot and high conditions. Boeing also offered options for higherpayload capability.[16][18]
The twin-engine configuration was chosen for greater fuel efficiency versus three- and four-engine designs.[19] Launch customers Eastern Air Lines and British Airways selected theRB211-535C turbofan built byRolls-Royce, which was capable of 37,400 pounds-force (166 kN) ofthrust.[20] This marked the first time that a Boeing airliner was launched with engines produced outside the U.S.[8] Domestic manufacturerPratt & Whitney subsequently offered the 38,200 pounds-force (170 kN) thrustPW2037,[20] which Delta Air Lines launched with an order for 60 aircraft in November 1980.[8][21]General Electric also offered itsCF6-32 engine early in the program, but eventually abandoned its involvement due to insufficient demand.[22]
As development progressed, the 757 increasingly departed from its 727 origins and adopted elements from the 767,[8] which was several months ahead in development.[23] To reduce risk and cost, Boeing combined design work on both twinjets,[4][19] resulting in shared features such as interior fittings and handling characteristics.[24]Computer-aided design, first applied on the 767, was used for over one-third of the 757's design drawings.[25] In early 1979, a common two-crew member glass cockpit was adopted for the two aircraft, including shared instrumentation,avionics, andflight management systems.[24] 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.[26]Cathode-ray tube (CRT) color displays replaced conventionalelectromechanical instruments,[24] with increased automation eliminating theflight engineer position common to three-person cockpits.[24] 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.[24]
A newaft-loaded shape which producedlift across most of the upper wing surface, instead of a narrow band as in previousairfoil designs, was used for the 757's wings.[8] The more efficient wings had less drag and greater fuel capacity,[8] and were similar in configuration to those on the 767.[25] A widerwingspan than the 727's produced lesslift-induced drag, while largerwing roots increasedundercarriage storage space and provided room for future stretched versions of the aircraft.[25]
One of the last 727 vestiges, the T-tail, was dropped in mid-1979 in favor of a conventional tail.[8] This avoided the risk of an aerodynamic condition known as adeep stall, and allowed for more passengers to be carried in a less tapered rear fuselage.[27] At 155.3 feet (47.3 m) in length,[28] the757-200 was 2.1 feet (0.640 m) longer than the727-200, 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.[17][29] The fuselage cross-section, whose upper lobe was common to the707 and 737,[30][31] was the only major structural feature to be retained from the 727.[32] This was mainly to reduce drag,[15] 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.[11][19]
Boeing built a final assembly line in Washington at itsRenton factory,[33] home of 707, 727, and 737 production, to produce the 757.[34] Early in the development program, Boeing,British Airways, and Rolls-Royce unsuccessfully lobbied the British aircraft industry to manufacture 757 wings.[12][35] Ultimately, about half of the aircraft's components, including the wings, nose section, andempennage, were produced in-house at Boeing facilities with the remainder subcontracted to primarily U.S.-based companies.[36]Fairchild Aircraft made theleading edge slats,Grumman supplied theflaps, andRockwell International produced the main fuselage.[36] Production ramp-up for the new narrow-body airliner coincided with the winding-down of the 727 program,[36] and final assembly of the first aircraft began in January 1981.[20]
British Airways was one of the first customers for the RB211-powered 757.
The prototype 757 rolled out of the Renton factory on January 13, 1982.[37] The aircraft, equipped withRB211-535C engines,[37] completed its maiden flight one week ahead of schedule on February 19, 1982.[38] The first flight was affected by anengine stall, following indications of lowoil pressure.[39] 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.[39] Subsequently, the 757 embarked on a seven-day weekly flight test schedule.[40] By this time, the aircraft had received 136 orders from seven carriers, namelyAir Florida,American Airlines, British Airways, Delta Air Lines,Eastern Air Lines,Monarch Airlines, andTransbrasil.[20]
The first 757 was modified into the F-22 Flying Test Bed.
The seven-month 757 flight test program used the first five aircraft built.[41] Tasks included flight systems and propulsion tests, hot and cold weather trials, and route-proving flights.[42] Data from the 767 program helped expedite the process.[40] After design issues were identified, the 757's exit doors received dual-spring mechanisms for easier operation, and the fuselage was strengthened for greaterbird strike resistance.[43] The production aircraft was 3,600 pounds (1,630 kg) lighter than originally specified, and recorded a three percent better-than-expected rate of fuel burn.[42] This resulted in a range increase of 200 nautical miles (370 km; 230 mi), and prompted Boeing to tout the aircraft's fuel efficiency characteristics.[42] After 1,380 flight test hours,[44] the RB211-powered 757 received U.S.Federal Aviation Administration (FAA) certification on December 21, 1982, followed by UKCivil Aviation Authority (CAA) certification on January 14, 1983.[39][41] The first delivery to launch customer Eastern Air Lines occurred on December 22, 1982, about four months after the first 767 deliveries.[39][45] The first 757 with PW2037 engines rolled out about one year later, and was delivered to Delta Air Lines on November 5, 1984.[39] The first 757 was later modified into the F-22 Flying Test Bed to serve as a flying avionics laboratory for theF-22 Raptor fighter aircraft.[46]
Eastern Air Lines operated the first commercial 757 flight on January 1, 1983, on the Atlanta-to-Tampa route.[39] On February 9, 1983, British Airways began using the aircraft for London-to-Belfast shuttle services, where it replacedHawker Siddeley Trident 3B trijets.[47] Charter carriers Monarch Airlines andAir Europe also began 757 operations later that year.[48] Early operators noted improved reliability and quieter performance compared with previous jetliners.[48] Transition courses eased pilots' introduction to the new CRT-based cockpit, and no major technical issues arose.[48] 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.[48] Compared with the 707 and 727, the new twinjet consumed 42 and 40 percent less fuel per seat, respectively, on typical medium-haul flights.[11]
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.[39] Although no direct competitor existed,[19] 150-seat narrow-bodies such as theMcDonnell Douglas MD-80 were less expensive and carried nearly as many passengers as some airlines' 757s.[16][39] A three-year sales drought abated in November 1983 whenNorthwest Airlines placed orders for 20 aircraft, which averted a costly production rate decrease.[49] In December 1985, a freighter model, the757-200PF, was announced following a launch order for 20 aircraft fromUPS Airlines,[39] and in February 1986, a freighter-passenger combi model, the757-200M, was launched with an order for one aircraft fromRoyal Nepal Airlines.[50] The freighter model included a main deck cargo hold and entered service with UPS in September 1987.[51] The combi model could carry both cargo and passengers on its main deck and entered service with Royal Nepal Airlines in September 1988.[50]
In the late 1980s, increasingairline hub congestion and the onset of U.S. airportnoise regulations fueled a turnaround in 757 sales.[39] From 1988 to 1989, airlines placed 322 orders, including a combined 160 orders from American Airlines and United Airlines.[39][52] By this time, the 757 had become commonplace on short-haul domestic flights andtranscontinental services in the U.S.,[51] and had replaced aging 707s, 727s,Douglas DC-8s, andMcDonnell Douglas DC-9s.[53] The757-200's maximum range of 3,900 nautical miles (7,220 km; 4,490 mi),[28] which was over one-and-a-half times the 727's,[17] allowed airlines to use the aircraft on longernonstop routes.[54] The 757 was also flown out of airports with stringent noise regulations, such asJohn Wayne Airport in Orange County, California,[55] and airports with aircraft size restrictions, such asWashington National Airport near downtown Washington, D.C.[10] The largest U.S. operators, Delta Air Lines and American Airlines, would ultimately operate fleets of over 100 aircraft each.[51]
In Europe, British Airways,Iberia, andIcelandair were the 757's largest mainline customers,[56] while other carriers such asLufthansa rejected the type as too large for their narrow-body aircraft needs.[43] Many European charter airlines, includingAir 2000,Air Holland, andLTU International,[45] also acquired the twinjet for holiday and tour package flights in the late 1980s.[51][53] In Asia, where even larger aircraft were commonly preferred because of greater passenger volumes, the 757 found fewer orders.[57] A 1982 sales demonstration was unable to attract a purchase from potential customerJapan Airlines,[45][58] and the first Asian customer,Singapore Airlines, sold its four 757s in 1989 in favor of standardizing on the 240-seat wide-bodyAirbus A310, just five years after debuting the type on Indonesian and Malaysian routes.[59] The 757 fared better in China, where following an initial purchase by theCAAC Airlines in 1987,[51] orders grew to 59 aircraft, making it the largest Asian market.[45] Operators such asChina Southern,China Southwest,Shanghai Airlines,Xiamen Airlines, andXinjiang Airlines used the 757 on medium length domestic routes.[60]
In 1986, the FAA approved RB211-powered 757s for extended-range twin-engine operational performance standards (ETOPS) operations over the North Atlantic,[12][44] following precedents set by the 767.[61] 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.[12] 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.[61][62] ETOPS certification for 757s equipped with PW2000 series engines was granted in 1992.[50]
In the early 1990s, the FAA and other U.S. government agencies, including theNational Aeronautics and Space Administration (NASA) and theNational Transportation Safety Board (NTSB), began studying the 757'swake turbulence characteristics.[63] This followed several incidents, including two fatal crashes, in which small private aircraft experiencedloss of control when flying close behind the twinjet.[63] Smaller airliners had also suffered unexpected rolling movements when flying behind 757s.[63] Investigators focused on the aircraft's aft-loaded wing design, which at certain points during takeoff or landing could producewingtip vortices that were stronger than those emanating from larger 767s and 747s.[64] Other tests were inconclusive, leading to debate among government agencies, and in 1994 and 1996 the FAA updated air traffic control regulations to require greaterseparation behind the 757 than other large-category jets.[63][65] The 757 became the only sub-300,000-pound (136,000 kg) airliner to be classified as a "heavy" jet, alongside wide-body aircraft, under FAA separation rules.[64]
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.[66] Planning for the 757-100 was discontinued in March 1979.[67]
Production of the 757 peaked at an annual rate of 100 aircraft in the early 1990s,[68] during which time upgraded models came under consideration.[13] 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-range757-200X and stretched757-300X persisted, no formal announcements had been made.[13] European charter carriers were particularly interested in a higher-capacity version which could take better advantage of the 757's range.[51] Besides meeting the needs of charter customers, a larger model would enable Boeing to match the passenger lift capabilities of the767-200 with lower operating costs,[69] and counter longer-range versions of the 185-seatAirbus A321,[70] a new stretched variant of theA320 narrow-body airliner.[51][71]
A 757-300 of launch customerCondor in 2005; they started operating the type in March 1999
In September 1996, following a launch order for 12 aircraft from charter carrierCondor, Boeing announced the stretched757-300 at theFarnborough Airshow.[13] The new model was a 23.4-foot (7.13 m) stretch of the757-200, resulting in room for 50 more passengers and nearly 50 percent more cargo.[72][29] The type's design phase was intended to be the shortest in its manufacturer's history, with 27 months from launch to certification.[13] Due to development and cost concerns, radical upgrades such as aNext Generation 737-style advanced cockpit were not implemented.[73] Instead, the stretched derivative received upgraded engines, enhanced avionics, and a redesigned interior.[50][73] The first757-300 rolled out on May 31, 1998, and completed its maiden flight on August 2, 1998.[51] Following regulatory certification in January 1999, the type entered service with Condor on March 19, 1999.[51]
The 757-300 was also ordered byAmerican Trans Air,Arkia Israel Airlines,Continental Airlines, Icelandair, and Northwest Airlines.[45] Sales for the variant remained slow, and ultimately totaled 55 of the -300.[51] Boeing had targeted the757-300 as a potential767-200 replacement for two of its largest customers, American Airlines and United Airlines, but neither were in a financial position to commit to new aircraft.[74] Overtures to other charter airlines also did not result in further orders.[75] By November 1999, faced with diminishing sales and a reduced backlog despite the launch of the757-300, Boeing began studying a decrease in 757 production rates.[76]
While the 757 program had been financially successful, declining sales in the early 2000s threatened its continued viability.[76][77] Airlines were again gravitating toward smaller aircraft, now mainly the 737 and A320, because of their reduced financial risk.[78] An airline industry downturn and the large number of relatively young 757s already in service also reduced customer demand.[77] In 2000, spurred by interest from Air 2000 and Continental Airlines, Boeing reexamined the possibility of building a longer-range757-200X.[79] The proposed derivative would have featured auxiliary fuel tanks, plus wing and landing gear upgrades from the757-300, resulting in a higher MTOW and a potential range increase to over 5,000 nautical miles (9,260 km; 5,750 mi).[79] However, the proposal failed to garner any orders.[45][75] In March 2001, Boeing delivered the first757-200SF, a second-hand757-200 converted for freighter use, toDHL Aviation.[80] The757-200SF marked the manufacturer's first foray into passenger-to-freighter conversions.[81]
Shanghai Airlines received the last production 757, B-2876, in November 2005.
Customer interest in new 757s continued to decline, and in 2003, a renewed sales campaign centered on the757-300 and757-200PF yielded only five new orders.[75] In October 2003, following Continental Airlines' decision to switch its remaining757-300 orders to the737-800, Boeing announced the end of 757 production.[75] The 1,050th and last example, a757-200 built for Shanghai Airlines, rolled off the production line at the Renton factory on October 28, 2004,[1] and was delivered on November 28, 2005, after several months of storage.[82][83] 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.[84]
Since the end of production, many Boeing 757s have remained in service, mainly in the U.S.[51][85] 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.[86] In May 2005, the FAA granted regulatory approval for manufacturer-sanctionedblended winglets fromAviation Partners Incorporated as a retrofit on the757-200.[87] The winglets improve fuel efficiency by five percent and increase range by 200 nautical miles (370 km; 230 mi) through the reduction of lift-induced drag.[88][89] Continental Airlines was the first carrier to order winglets for the757-200, and in February 2009 became the first operator of757-300s with winglets.[90] Aviation Partners further developed the blended winglet into the Scimitar Blended Winglet, which improves fuel burn by 1.1% over the original blended winglet.[91] Icelandair and United Airlines have retrofitted their 757-200s with Scimitar Blended Winglets.[92]
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.[71][93] During this period, the 757's capacity and range capabilities had remained largely unequaled among narrow-body airliners;[94] 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 the737-900ER and A321, or upsize to the larger, longer-range787 Dreamliner andA330-200 wide-body jets.[71][95] TheTupolev Tu-204, a narrow-body twinjet introduced in 1989 with a design similar to the 757's,[96] is offered in a 200-seat version and has seen limited production for mainly Russian customers.[97][98] Within Boeing, the 215-seat, 3,200-nautical-mile (5,930 km; 3,680 mi) range 737-900ER had been regarded as the closest aircraft in production to the 757-200 after the latter ceased production.[99] TheAirbus 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.[100][101][102]
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.[103] At the March 2015ISTAT conference,Air Lease Corporation'sSteven Udvar-Hazy predicted the 757 replacement would be a more capable, clean-sheet 767-like twin-aisle airplane capable of taking off from 7,000-foot (2,130 m) runways likeNew York-LaGuardia, and Tinseth was focused on 20% more range and more capacity than the 757-200.[104]
The 757 is a low-wingcantilever monoplane with a conventional tail unit featuring a single fin and rudder. Each wing features a supercritical cross-section and is equipped with five-panelleading edge slats, single- and double-slottedflaps, an outboardaileron, and sixspoilers.[105] The wings are largely identical across all 757 variants, swept at 25 degrees, and optimized for a cruising speed ofMach 0.8 (533 mph or 858 km/h).[25][29] 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.[106] Theairframe further incorporatescarbon-fiber reinforced plastic wing surfaces,Kevlarfairings and access panels, plus improvedaluminum alloys, which together reduce overall weight by 2,100 pounds (950 kg).[20][107]
To distribute the aircraft's weight on the ground, the 757 has a retractabletricycle landing gear with four wheels on each main gear and two for the nose gear.[108] The landing gear was purposely designed to be taller than the company's previous narrow-body aircraft to provide ground clearance for stretched models.[109] In 1982, the757-200 became the firstsubsonic jetliner to offer longer lastingcarbon brakes as a factory option, supplied byDunlop.[110] The stretched757-300 features a retractabletailskid on its aft fuselage to prevent damage if the tail section contacts the runway surface during takeoff.[111]
Besides common avionics and computer systems, the 757 shares itsauxiliary power unit, electric power systems, flight deck, and hydraulic parts with the 767.[112] Through operationalcommonality, 757 pilots can obtain a common type rating to fly the 767 and share the sameseniority roster with pilots of either aircraft.[24][113] This reduces costs for airlines that operate both twinjets.[19][44]
The 757's flight deck uses sixRockwell Collins CRT screens to display flight instrumentation, as well as anelectronic flight instrument system (EFIS) and anengine indication and crew alerting system (EICAS).[24] These systems allow the pilots to handle monitoring tasks previously performed by the flight engineer.[24] An enhanced flight management system, improved over versions used on early 747s, automates navigation and other functions,[24] while anautomatic landing system facilitatesCAT IIIb instrument landings in 490 feet (150 m) low visibility conditions.[114] Theinertial reference system (IRS) which debuted with the757-200 was the first to featurelaser-light gyros.[37] On the757-300, the upgraded flight deck features aHoneywell Pegasus flight management computer, enhanced EICAS, and updated software systems.[72]
To accommodate the same flight deck design as the 767, the 757 has a more rounded nose section than previous narrow-body aircraft.[14][115] The resulting space has unobstructed panel visibility and room for an observer seat.[116] Similar pilot viewing angles as the 767 result from a downward sloped cockpit floor and the same forward cockpit windows.[43][116]
Three independenthydraulic systems are installed on the 757, one powered by each engine, and the third using electric pumps.[20][108] Aram air turbine (RAT) is fitted to provide power for essential controls in the event of an emergency.[108] A basic form offly-by-wire facilitates spoiler operation, utilizing electric signaling instead of traditional control cables.[36] The fly-by-wire system, shared with the 767,[36] reduces weight and provides for the independent operation of individual spoilers.[117] When equipped for extended-range operations, the 757 features a backuphydraulic motor generator and an additional cooling fan in the aircraft's electronics bay.[44] The state-of-the-art flight deck design and advanced cockpit features led to pilots nicknaming the aircraft the "Atari Ferrari".[118][119]
Icelandair 757-200 with original cabin design, updated lighting, and six-abreast seating
The 757 interior allows seat arrangements of up to six per row with a single center aisle.[37] Originally optimized for flights averaging two hours,[19] the 757 features interior lighting and cabin architecture designs aimed at a more spacious impression.[34] As on the 767,garment-bag-lengthoverhead bins and a rear economy-classgalley are standard equipment.[120] The bins have twice the capacity as those on the preceding 727.[34] To save weight,honeycomb sandwich is used for interior paneling and bins.[34] Unlike previousevacuation slide designs which are not equipped for water landings, the 757's main exits feature combinationslide rafts similar to those found on the 747.[34] In the 1980s, Boeing altered the interior designs of its other narrow-body aircraft to be similar to that of the 757.[121]
In 1998, the 757-300 debuted a redesigned interior derived from the Next Generation 737 and777, including sculptured ceiling panels, indirect lighting, and larger overhead bins with an optional continuous handrail built into their base for the entire cabin length.[122] Centerline storage containers mounted in the aisle ceiling for additional escape rafts and other emergency equipment were also added.[123] The 757-300's interior later became an option on all new757-200s.[124] In 2000, with wheeledcarry-on baggage becoming more popular, Delta Air Lines began installing overhead bin extensions on their757-200s to provide additional storage space,[125] and American Airlines did the same in 2001.[126] The second interior upgrades based on Boeing Sky Interior, which provide even larger bins and updated ceiling panels and lighting divided from the design fromBoeing 787, were introduced in 2011.[127][128]
The 757 was produced in standard and stretched lengths.[129] The original 757-200 debuted as a passenger model, and was subsequently developed into the 757-200PF and 757-200SF cargo models,[81] as well as the convertible 757-200M variant.[129] The stretched 757-300 was only available as a passenger model.[130] When referring to different versions, Boeing, and airlines are known to collapse the model number (757) and the variant designator (e.g.-200 or-300) into a truncated form (e.g. "752" or "753"[131]). TheInternational Civil Aviation Organization (ICAO) classifies all variants based on the757-200 under the code "B752", and the757-300 is referred to as "B753" for air traffic control purposes.[132]
AnIcelandair 757-200 in 2020 with Scimitar Blended Winglets
The 757-200, the original version of the aircraft, entered service with Eastern Air Lines in 1983.[39] 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.[29][133] The 757-200 was offered with a MTOW of up to 255,000 lb (116,000 kg);[28] some airlines and publications have referred to highergross weight versions withETOPS certification as "757-200ERs",[129][134][135] but this designation is not used by the manufacturer.[29][45] Similarly, versions withwinglets are sometimes called "757-200W" or "757-200WL".[136][137] The first engine to power the 757-200, theRolls-Royce RB211-535C, was succeeded by the upgraded RB211-535E4 in October 1984.[138] Other engines used include theRolls-Royce RB211-535E4B, along with thePratt & Whitney PW2037 andPratt & Whitney PW2000-37/40/43.[28] Its range with full payload is 3,850 nautical miles (7,130 km; 4,430 mi).[139]
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.[51] In 1992, after gaining ETOPS approval, American Trans Air launched 757-200 transpacific services between Tucson and Honolulu.[50] 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.[140] Production for the 757-200 totaled 913 aircraft, making the type by far the most popular 757 model.[45] At over 4,000 nautical miles (7,400 km; 4,600 mi), as of February 2015[update], 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.[139] In July 2018, 611 of the 757-200 versions were in service.[2]
The 757-200PF, the production cargo version of the 757-200, entered service with UPS Airlines in 1987.[62] Targeted at theovernight package delivery market,[62] the freighter can carry up to 15ULD containers orpallets on its main deck, for a volume of up to 6,600 cu ft (190 m3), while its two lower holds can carry up to 1,830 cu ft (52 m3) ofbulk cargo.[29] The maximum revenue payload capability is 87,700 lb (39,800 kg) including container weight.[141] The 757-200PF is specified with a MTOW of 255,000 lb (116,000 kg) for maximal range performance;[62][141] when fully loaded, the aircraft can fly up to 3,150 nautical miles (5,830 km; 3,620 mi).[141] Power is provided by RB211-535E4B engines from Rolls-Royce, or PW2037 and PW2040 engines from Pratt & Whitney.[141]
The freighter features a large, upward-opening main deck cargo door on its forward port-side fuselage.[142] Next to this large cargo door is an exit door used by the pilots.[29] All other emergency exits are omitted, and cabin windows and passenger amenities are not available.[29][143] The main-deck cargo hold has a smoothfiberglass lining,[144] and a fixed rigid barrier with a sliding access door serves as a restraint wall next to the flight deck.[143] Both lower holds can be equipped with a telescoping baggage system to load custom-fitted cargo modules.[29] When equipped for extended-range operations, UPS's 757-200PFs feature an upgradedauxiliary power unit, additional cargo bay fire suppression equipment, enhanced avionics, and an optional supplemental fuel tank in the aft lower hold.[50] Production for the 757-200PF totaled 80 aircraft.[45]
A 757-200SF of launch customerDHL Aviation in 2008
The 757-200SF is a passenger to freighter conversion developed by Boeing following an order for 34 aircraft plus 10 options byDHL.[145] It entered service in 2001 with the initial ex-British Airways aircraft converted at Boeing's Wichita site[146] and subsequent blocks of aircraft were converted byIsrael Aerospace Industries andST Aerospace Services.[80][147] 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.[81] 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 smallerLD3.[81] Environmental controls can be fitted for animal cargo such as racehorses,[148] and rear exits and window pairs are retained on some aircraft to facilitate animal handlers.[149] ST Aerospace continued to offer 14, 14.5 and 15Unit load device variants of the SF in 2020.[150]
In September 2006,FedEx Express announced a US$2.6 billion (~$3.88 billion in 2024) plan to acquire over 80 converted 757 freighters to replace its 727 fleet, citing a 25% reduction in operating cost along with noise benefits.[151]
The 757-200PCF is another passenger to freighter conversion developed by Precision Conversions, and was certificated in 2005.[152] In 2019, the conversion was reported to cost $5 million (~$6.03 million in 2024) per aircraft,[153] and has 15 pallet positions just like the SF. The forward passenger doors are removed and replaced with a small crew door, similar to the -200PF. As of April 2020[update], a total of 120 757-200PCFs had been delivered.[154]
The 757-200M, a convertible version capable of carrying cargo and passengers on its main deck, entered service with Royal Nepal Airlines in 1988.[45][155] Also known as the 757-200CB (Combi),[156] 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.[50] Kathmandu-based Royal Nepal Airlines, later renamedNepal Airlines, included the convertible model as part of an order for two 757s in 1986.[50]
Nepal Airlines ordered the 757-200M to fulfill a requirement for an aircraft that could carry mixed passenger and freight loads, and operate out ofTribhuvan International Airport, with its 4,400 ft (1,300 m) elevation, in the foothills of the Himalayas.[157] 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.[50] Nepal Airlines' 757-200M, which features Rolls-Royce RB211-535E4 engines and an increased MTOW of 240,000 lb (110,000 kg), was the only production example ordered.[45][50][129] When cargo is carried on the main deck, the crew must include an additional dedicated, trained cargo firefighter.[156]
In October 2010, Pemco World Air Services and Precision Conversions launched aftermarket conversion programs to modify 757-200s into 757 Combi aircraft.[158][159] Vision Technologies Systems launched a similar program in December 2011.[160] 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.[158][159][160] This configuration is targeted at commercial charter flights which transport heavy equipment and personnel simultaneously.[158] Customers for converted 757 Combi aircraft include theAir Transport Services Group,[159]National Airlines,[158] andNorth American Airlines.[160]
The 757-300, the stretched and longest version of the Boeing 757 variants, entered service withCondor in 1999.[72] With a length of 178.7 ft (54.5 m), the type is the longest single-aisle twinjet ever built,[72] coming in just shorter than the 187.4 ft (57.1 m) quad-jetDC-8-61/63. Designed to serve thecharter 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.[69] Six standard cabin doors, two smaller cabin doors behind the wings, plus a pair of over-the-wing emergency exits on each side,[29] enable the 757-300 to have a maximum certified capacity of 295 passengers.[156] A higher MTOW of 272,500 lb (123,600 kg) is specified, while fuel capacity remains unchanged; as a result, the stretched variant offers a maximum range of 3,395 nautical miles (6,288 km; 3,907 mi).[28][161] Engines used on the type include the RB211-535E4B from Rolls-Royce and the PW2043 from Pratt & Whitney.[161][162] Due to its greater length, the 757-300 features a retractable tailskid on its aft fuselage to avoidtailstrikes.[111][163]
Condor ordered the stretched 757 to replace itsMcDonnell Douglas DC-10s and serve as low-cost, high-density transportation to holiday destinations such as theCanary Islands.[164] Because tests showed that boarding the 757-300 could take up to eight minutes longer than the 757-200,[122] Boeing and Condor developed zone-based boarding procedures to expedite loading and unloading times for the lengthened aircraft.[122] 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),[165]Arkia Israel Airlines, along with charter carriers Condor andThomas Cook Airlines as of 2014.[93] Production for the 757-300 totaled 55 aircraft.[45] All 55 were in service in July 2018.[2]
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,[45] has formed the basis for these applications. The first government operator of the 757 was theMexican Air Force, which took delivery of a VIP-configured 757-200 in November 1987.[166]
Airborne Research Integrated Experiments System (ARIES) – A NASA platform forair safety and operational research, was created in 1999 using the second production 757.[167] The aircraft originally flew in the 757 flight test program before entering service with Eastern Air Lines.[167] After NASA purchased the aircraft in 1994 to replace its 737-100 testbed,[56][167] it was initially used to evaluate a hybridlaminar flow control system, avionics systems for the proposedNorthrop YF-23 jet fighter, and the777's fly-by-wire control system.[56] Equipped with a flight deck research station, on-board laboratories, and two experimental flight decks,[167] ARIES was used for evaluating weather information and landing approach systems, as well as runway friction tests.[167] ARIES went into storage in 2006.[168]
C-32 – TheUnited States Air Force operates six 757-200s under the designation C-32. Four areVIP-configured C-32A variants, whose mission is primarily transport of theVice President of the United States,First Lady, andSecretary of State.[169] The C-32As are powered by thePratt & Whitney PW2000, and outfitted with a communication center, conference room, seating area, and private living quarters.[169] The USAF also operates two 45-seatRolls-Royce powered 757-200 aircraft, designated C-32B Gatekeeper, which provides airlift to special operations units and global emergency response teams.[56][170][171] The C-32Bs are outfitted for any contingency, with an advanced communications suite,aerial refueling capabilities, extended fuel tanks, and an internalairstair. The C-32As are painted in theRaymond Loewy-designed blue and white livery used on mostSpecial Air Mission aircraft,[169] while the C-32Bs are painted gloss white with minimal identification markings.[172] The first C-32s were acquired in 1998 and replacedC-137 Stratoliner transports.[56]
F-22s fly in formation with the Flying Test Bed
F-22 Flying Testbed – The first 757 built was used in 1998 as a testbed forLockheed Martin F-22 Raptor avionics and sensor integration.[46] The Boeing-owned aircraft was fitted with acanard 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.[46][173]
Krueger flap and NaturalLaminar Flow Insect Mitigation Test Program – As part of theirecoDemonstrator 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.[174] 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 groupTUI AG and conducted jointly withNASA 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.[175]
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 theAuxiliary 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 380 °F (193 °C), 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.[176]
Royal New Zealand Air Force 757 Combi – TheRoyal 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.[177][178] A cargo door, upgraded auxiliary power unit, enhanced communications systems, and retractableairstairs are fitted.[177] The two aircraft, which replaced two 727-100QCs,[177] have carried thePrime Minister of New Zealand,[179] and flown to the ice-coveredPegasus Field near New Zealand'sScott Base in McMurdo Sound, Antarctica.[180]
Excalibur – A testbed for the BritishBAE Systems Tempest's avionics and sensors. The aircraft is to be converted from a civilian airliner byLeonardo UK and2Excel.[186]
Delta is the largest 757 operator as of 2018, with a 757-300 shown here departingLos Angeles in 2011.FedEx Express is the largest freighter operator as of 2018, with a 757-200SF shown here in 2011
American Airlines formerly operated a substantial 757 fleet of 142 aircraft, which was the largest until 2007,[190] when the carrier retired Pratt & Whitney PW2000-powered models originating from itsTWA acquisition to have an all Rolls-Royce RB211-powered 757 fleet.[191] American retired the last of its 757s in 2020.[192]
Joint launch customer British Airways operated the 757-200 for 27 years before retiring the type in November 2010.[195] To celebrate the fleet's retirement, the airline unveiled one of its last three 757-200s in aretro style livery on October 4, 2010, matching the color scheme that it introduced the aircraft into service with in 1983.[196] Subsequently, the type remained in operation with the company's subsidiary,OpenSkies.[197]
Over the duration of the program, 1,050 Boeing 757s were built[1] with 1,049 aircraft delivered.[45] The prototype 757 remained with the manufacturer for testing purposes.[166] In August 2018, a total of 611 Boeing 757 aircraft of all variants were in commercial service with operatorsDelta Air Lines (127),FedEx Express (111),UPS Airlines (75),United Airlines (77),Icelandair (26) and others with fewer aircraft of the type.[2][needs update]
In January 2011, theFAA ordered fuselage inspections after anAmerican Airlines 757 lost an upper skin panel in flight.[198]
As of November 2023[update], the 757 has been involved in 47aviation occurrences,[136] including tenhull-loss accidents out of a total of 13 hull-losses.[3] Nine incidents and 12hijackings have resulted in a total of 575 occupant fatalities.[199]
Accidents involvingpilot error includeAmerican Airlines Flight 965, which crashed into a mountain inBuga, Colombia, on December 20, 1995, killing 151 passengers and all eight crew members with four survivors,[202] and a dog, and the mid-air collision ofDHL Flight 611 nearÜberlingen, Baden-Württemberg, Germany, on July 1, 2002, with the loss of both crew members on board plus 69 others on aBashkirian AirlinesTupolev Tu-154.[203] The Flight 965 crash was blamed on navigational errors by the crew,[200] while the Tupolev's crew not following aTCAS resolution advisory, withair traffic control errors being a significant element.[203] Accidents attributed tospatial disorientation due to improperly maintained instruments includeBirgenair Flight 301 on February 6, 1996, which crashed into the ocean nearPuerto Plata, Dominican Republic, with the loss of all 189 passengers and crew,[204] andAeroperú 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.[200] In the Birgenair accident, investigators found that the aircraft had been stored without the necessary covers for itspitot tube sensors, thus allowing insects and debris to collect within, while in the Aeroperú accident, protective tape coveringstatic vent sensors had not been removed.[200]
On September 14, 1999,Britannia Airways Flight 226A crash-landed nearGirona-Costa Brava Airport, Spain, during a thunderstorm; the 757's fuselage broke into several pieces.[200] The 245 occupants evacuated successfully, with 40 requiring hospital treatment;[205] one passenger died five days later of unsuspected internal injuries.[206] 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 2 ft (60 cm) fuselage section at an altitude of approximately 31,000 feet (9,000 m).[207] After investigating the incident, the FAA ordered all 757 operators in the U.S. to regularly inspect upper fuselage sections of their aircraft forstructural fatigue.[198]
Two private aircraft crashes were blamed onwake turbulence emanating from 757s.[63] On December 18, 1992, aCessna Citation crashed nearBillings Logan International Airport in Montana, killing all six aboard, and on December 15, 1993, anIAI Westwind crashed near John Wayne Airport in California, killing all five aboard.[63] Both airplanes had been flying less than 3 nautical miles (6 km; 3 mi) behind a 757.[63] The FAA subsequently increased the required separation between small aircraft and 757s from 4 nautical miles (7.4 km; 4.6 mi) to 5 nautical miles (9.3 km; 5.8 mi).[63][209][210]
On April 7, 2022, aDHL Boeing 757 aircraft operatingFlight 7216 crash landed atSan Jose,Costa Rica after attempting an emergency landing due to a hydraulic failure. Both crew members survived without injuries; the incident is under investigation.[211][212]
A Delta Air Lines 757-200, registered as N608DA, is on display at theDelta Flight Museum in Atlanta, Georgia.[213] The aircraft was the sixty-fourth example built.[214] 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.[213]
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