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Boeing 757

January 10, 2023

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 727 (a trijet), 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 original 757-200 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 757-300 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 largest 737 NG variants as a successor.

Boeing 757
Icelandair Boeing 757-200 on final approach
Role Narrow-body jet airliner
National origin United States
Manufacturer Boeing Commercial Airplanes
First flight February 19, 1982
Introduction January 1, 1983, with Eastern Air Lines
Status In service
Primary users Delta Air Lines
Produced 1981–2004
Number built 1,050[1]
Variants Boeing C-32

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 255,000–273,000 lb (116–124 t) 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 155 ft (47.3 m) long 757-200 (the most popular with 913 built) typically seats 200 passengers in two classes over 3,915 nmi / 7,250 km; while the 178 ft (54.4 m) long 757-300 typically seats 243 over 3,400 nmi (6,295 km). The 757-200F can haul a 72,210 lb (32,755 kg) payload over 2,935 nmi (5,435 km). Passenger 757-200s 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, 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.[2] The airliner has recorded twelve hull-loss accidents, including eight fatal crashes, as of April 2022.[3]

Development

Background

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.[4] Designed for short and medium length routes,[5] the trijet 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-seat 727-200, 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]

 
The 7N7 made its Farnborough Airshow debut in 1982 as the 757-200.

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 the 727-300 was offered to Braniff International Airways and other carriers, customer interest remained insufficient for further development.[4] 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.[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: a 7N7-100 with seating for 160, and a 7N7-200 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, and T-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 the 7N7-200 version.[8][12] These orders were signed in March 1979, when Boeing officially designated the aircraft as the 757.[8] The shorter 757-100 did not receive any orders and was dropped; 737s later fulfilled its envisioned role.[13]

Design effort

The 757 was intended to be more capable and more efficient than the preceding 727.[14] 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.[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] The maximum 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 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.[16][18]

 
Forward view of a Transavia Airlines 757-200, showing fuselage profile, wing dihedral, and RB211 engines

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 the RB211-535C turbofan built by Rolls-Royce, which was capable of 37,400 pounds-force (166 kN) of thrust.[20] This marked the first time that a Boeing airliner was launched with engines produced outside the U.S.[8] Domestic manufacturer Pratt & Whitney subsequently offered the 38,200 pounds-force (170 kN) thrust PW2037,[20] which Delta Air Lines launched with an order for 60 aircraft in November 1980.[8][21] General Electric also offered its CF6-32 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, and flight 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 for greater commonality with the 767.[26] Cathode-ray tube (CRT) color displays replaced conventional electromechanical instruments,[24] with increased automation eliminating the flight 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, owing to their design similarities.[24]

 
Predecessor and successor: an Air Atlantis 727-200 and an Air Europe 757-200

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.[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 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.[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 a deep 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] the 757-200 was 2.1 feet (0.640 m) longer than the 727-200, 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 the 707 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]

Production and testing

Boeing built a final assembly line in Washington at its Renton 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, and empennage, were produced in-house at Boeing facilities with the remainder subcontracted to primarily U.S.-based companies.[36] Fairchild Aircraft made the leading edge slats, Grumman supplied the flaps, and Rockwell 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 with RB211-535C engines,[37] completed its maiden flight one week ahead of schedule on February 19, 1982.[38] The first flight was affected by an engine stall, following indications of low oil 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, namely Air Florida, American Airlines, British Airways, Delta Air Lines, Eastern Air Lines, Monarch Airlines, and Transbrasil.[20]

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 greater bird 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), 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 UK Civil 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]

Service entry and operations

 
Eastern Air Lines began domestic 757 operations in January 1983 and later deployed the aircraft on transcontinental routes.

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 replaced Hawker Siddeley Trident 3B trijets.[46] Charter carriers Monarch Airlines and Air Europe also began 757 operations later that year.[47] Early operators noted improved reliability and quieter performance compared with previous jetliners.[47] Transition courses eased pilots' introduction to the new CRT-based cockpit, and no major technical issues arose.[47] 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.[47] 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 the McDonnell 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 when Northwest Airlines placed orders for 20 aircraft, which averted a costly production rate decrease.[48] In December 1985, a freighter model, the 757-200PF, was announced following a launch order for 20 aircraft from UPS Airlines,[39] and in February 1986, a freighter-passenger combi model, the 757-200M, was launched with an order for one aircraft from Royal Nepal Airlines.[49] The freighter model included a main deck cargo hold and entered service with UPS in September 1987.[50] The combi model could carry both cargo and passengers on its main deck and entered service with Royal Nepal Airlines in September 1988.[49]

In the late 1980s, increasing airline hub congestion and the onset of U.S. airport noise 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][51] By this time, the 757 had become commonplace on short-haul domestic flights and transcontinental services in the U.S.,[50] and had replaced aging 707s, 727s, Douglas DC-8s, and McDonnell Douglas DC-9s.[52] The 757-200's maximum range of 3,900 nautical miles (7,220 km),[28] which was over one-and-a-half times the 727's,[17] allowed airlines to use the aircraft on longer nonstop routes.[53] The 757 was also flown out of airports with stringent noise regulations, such as John Wayne Airport in Orange County, California,[54] and airports with aircraft size restrictions, such as Washington 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.[50]

 
Monarch Airlines began 757 charter services in March 1983.

In Europe, British Airways, Iberia, and Icelandair were the 757's largest mainline customers,[55] while other carriers such as Lufthansa rejected the type as too large for their narrow-body aircraft needs.[43] Many European charter airlines, including Air 2000, Air Holland, and LTU International,[45] also acquired the twinjet for holiday and tour package flights in the late 1980s.[50][52] In Asia, where even larger aircraft were commonly preferred because of greater passenger volumes, the 757 found fewer orders.[56] A 1982 sales demonstration was unable to attract a purchase from potential customer Japan Airlines,[45][57] 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.[58] The 757 fared better in China, where following an initial purchase by the CAAC Airlines in 1987,[50] orders grew to 59 aircraft, making it the largest Asian market.[45] Operators such as China Southern, China Southwest, Shanghai Airlines, Xiamen Airlines, and Xinjiang Airlines used the 757 on medium length domestic routes.[59]

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.[60] 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.[60][61] ETOPS certification for 757s equipped with PW2000 series engines was granted in 1992.[49]

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.[62] This followed several incidents, including two fatal crashes, in which small private aircraft experienced loss of control when flying close behind the twinjet.[62] Smaller airliners had also suffered unexpected rolling movements when flying behind 757s.[62] 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.[63] 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.[62][64] 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.[63]

Stretched variant

Production of the 757 peaked at an annual rate of 100 aircraft in the early 1990s,[65] 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-range 757-200X and stretched 757-300X 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.[50] Besides meeting the needs of charter customers, a larger model would enable Boeing to match the passenger lift capabilities of the 767-200 with lower operating costs,[66] and counter longer-range versions of the 185-seat Airbus A321,[67] a new stretched variant of the A320 narrow-body airliner.[50][68]

 
Condor became the first operator of the stretched 757-300 in March 1999.

In September 1996, following a launch order for 12 aircraft from charter carrier Condor, Boeing announced the stretched 757-300 at the Farnborough Airshow.[13] The new model was a 23.4-foot (7.13 m) stretch of the 757-200, resulting in room for 50 more passengers and nearly 50 percent more cargo.[69][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 a Next Generation 737-style advanced cockpit were not implemented.[70] Instead, the stretched derivative received upgraded engines, enhanced avionics, and a redesigned interior.[49][70] The first 757-300 rolled out on May 31, 1998, and completed its maiden flight on August 2, 1998.[50] Following regulatory certification in January 1999, the type entered service with Condor on March 19, 1999.[50]

The 757-300 was also ordered by American Trans Air, Arkia Israel Airlines, Continental Airlines, Icelandair, and Northwest Airlines.[45] Sales for the type remained slow, and ultimately totaled 55 aircraft.[50] Boeing had targeted the 757-300 as a potential 767-200 replacement for two of its largest customers, American Airlines and United Airlines, but neither were in a financial position to commit to new aircraft.[71] Overtures to other charter airlines also did not result in further orders.[72] By November 1999, faced with diminishing sales and a reduced backlog despite the launch of the 757-300, Boeing began studying a decrease in 757 production rates.[73]

Further developments

While the 757 program had been financially successful, declining sales in the early 2000s threatened its continued viability.[73][74] Airlines were again gravitating toward smaller aircraft, now mainly the 737 and A320, because of their reduced financial risk.[75] An airline industry downturn and the large number of relatively young 757s already in service also reduced customer demand.[74] In 2000, spurred by interest from Air 2000 and Continental Airlines, Boeing reexamined the possibility of building a longer-range 757-200X.[76] The proposed derivative would have featured auxiliary fuel tanks, plus wing and landing gear upgrades from the 757-300, resulting in a higher MTOW and a potential range increase to over 5,000 nautical miles (9,260 km).[76] However, the proposal failed to garner any orders.[45][72] In March 2001, Boeing delivered the first 757-200SF, a second-hand 757-200 converted for freighter use, to DHL Aviation.[77] The 757-200SF marked the manufacturer's first foray into passenger-to-freighter conversions.[78]

 
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 the 757-300 and 757-200PF yielded only five new orders.[72] In October 2003, following Continental Airlines' decision to switch its remaining 757-300 orders to the 737-800, Boeing announced the end of 757 production.[72] The 1,050th and last example, a 757-200 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.[79][80] 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.[81]

Since the end of production, most 757s have remained in service, mainly in the U.S.[50][82] 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.[83] In May 2005, the FAA granted regulatory approval for manufacturer-sanctioned blended winglets from Aviation Partners Incorporated as a retrofit on the 757-200.[84] The winglets improve fuel efficiency by five percent and increase range by 200 nautical miles (370 km) through the reduction of lift-induced drag.[85][86] Continental Airlines was the first carrier to order winglets for the 757-200, and in February 2009 became the first operator of 757-300s with winglets.[87]

 
Continental Airlines 757-300 with blended winglets, which reduce lift-induced drag and improve fuel efficiency

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.[68][88] During this period, the 757's capacity and range capabilities have remained largely unequaled among narrow-body airliners;[89] 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 737-900ER and A321, or upsize to the larger, longer-range 787 Dreamliner and A330-200 wide-body jets.[68][90] The Tupolev Tu-204, a narrow-body twinjet introduced in 1989 with a design similar to the 757's,[91] is offered in a 200-seat version, which has seen limited production for mainly Russian customers.[92][93] Within Boeing, the 215-seat, 3,200-nautical-mile (5,930 km) range 737-900ER has been regarded as the closest aircraft in production to the 757-200.[94]

Replacement aircraft

Main articles: Middle of the market and Boeing New Midsize Airplane

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.[95] 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 7,000-foot (2,130 m) runways like New York LaGuardia, and Tinseth was focused on 20% more range and more capacity than the 757-200.[96]

In May 2020, due to the ongoing 737 MAX issues and the economic crisis caused by the COVID-19 pandemic, Boeing set aside the clean-sheet design for the New Midsize Airplane (NMA) and began to look into a re-engined 757, dubbed the 757-Plus, which would compete with the Airbus A321XLR. The 757-Plus would need new engines, better efficiency, greater range, and more passenger capacity in order to satisfy the market that the NMA would have filled.[97]

Design

Overview

 
Bird's eye view of Ethiopian Airlines 757-200 ET-AMK at London Heathrow Airport

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.[98] The wings are largely identical across all 757 variants, swept at 25 degrees, and optimized for a cruising speed of Mach 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.[99] 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 2,100 pounds (950 kg).[20][100]

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.[101] The landing gear was purposely designed to be taller than the company's previous narrow-body aircraft to provide ground clearance for stretched models.[102] In 1982, the 757-200 became the first subsonic jetliner to offer longer lasting carbon brakes as a factory option, supplied by Dunlop.[103] The stretched 757-300 features a retractable tailskid on its aft fuselage to prevent damage if the tail section contacts the runway surface during takeoff.[104]

Besides common avionics and computer systems, the 757 shares its auxiliary power unit, electric power systems, flight deck, and hydraulic parts with the 767.[105] 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.[24][106] This reduces costs for airlines that operate both twinjets.[19][44]

Flight systems

 
Two-crew cockpit of a Condor 757-300 with CRT displays

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).[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 an automatic landing system facilitates CAT IIIb instrument landings in 490 feet (150 m) low visibility conditions.[107] The inertial reference system (IRS) which debuted with the 757-200 was the first to feature laser-light gyros.[37] On the 757-300, the upgraded flight deck features a Honeywell Pegasus flight management computer, enhanced EICAS, and updated software systems.[69]

To accommodate the same flight deck design as the 767, the 757 has a more rounded nose section than previous narrow-body aircraft.[14][108] The resulting space has unobstructed panel visibility and room for an observer seat.[109] Similar pilot viewing angles as the 767 result from a downward sloped cockpit floor and the same forward cockpit windows.[43][109]

Three independent hydraulic systems are installed on the 757, one powered by each engine, and the third using electric pumps.[20][101] A ram air turbine is fitted to provide power for essential controls in the event of an emergency.[101] A basic form of fly-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.[110] 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.[44]

Interior

 
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-length overhead bins and a rear economy-class galley are standard equipment.[111] 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 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.[34] In the 1980s, Boeing altered the interior designs of its other narrow-body aircraft to be similar to that of the 757.[112]

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.[113] Centerline storage containers mounted in the aisle ceiling for additional escape rafts and other emergency equipment were also added.[114] The 757-300's interior later became an option on all new 757-200s.[115] In 2000, with wheeled carry-on baggage becoming more popular, Delta Air Lines began installing overhead bin extensions on their 757-200s to provide additional storage space,[116] and American Airlines did the same in 2001.[117] The larger bins are part of aftermarket interior upgrades which include updated ceiling panels and lighting.[118][119]

Variants

 
A United Airlines 757-200 on final approach, viewed from below, with extended landing gear, flaps, and slats

The 757 was produced in standard and stretched lengths.[120] The original 757-200 debuted as a passenger model, and was subsequently developed into the 757-200PF and 757-200SF cargo models,[78] as well as the convertible 757-200M variant.[120] The stretched 757-300 was only available as a passenger model.[121] 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"[122]). The International Civil Aviation Organization (ICAO) classifies all variants based on the 757-200 under the code "B752", and the 757-300 is referred to as "B753" for air traffic control purposes.[123]

757-200

 
Northwest Airlines 757-200 in 2010

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][124] 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 higher gross weight versions with ETOPS certification as "757-200ERs",[120][125][126] but this designation is not used by the manufacturer.[29][45] Similarly, versions with winglets are sometimes called "757-200W" or "757-200WL".[127][128] The first engine to power the 757-200, the Rolls-Royce RB211-535C, was succeeded by the upgraded RB211-535E4 in October 1984.[129] Other engines used include the Rolls-Royce RB211-535E4B, along with the Pratt & Whitney PW2037 and PW2040.[28] Its range with full payload is 3,850 nautical miles (7,130 km).[130]

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.[50] In 1992, after gaining ETOPS approval, American Trans Air launched 757-200 transpacific services between Tucson and Honolulu.[49] 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.[131] 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), as of February 2015, 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.[130] In July 2018, 611 of the 757-200 versions were in service.[2]

757-200PF

 
A UPS 757-200PF arriving at San Jose International Airport

The 757-200PF, the production cargo version of the 757-200, entered service with UPS Airlines in 1987.[61] Targeted at the overnight package delivery market,[61] the freighter can carry up to 15 ULD containers or pallets 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) of bulk cargo.[29] The maximum revenue payload capability is 87,700 lb (39,800 kg) including container weight.[132] The 757-200PF is specified with a MTOW of 255,000 lb (116,000 kg) for maximal range performance;[61][132] when fully loaded, the aircraft can fly up to 3,150 nautical miles (5,830 km).[132] Because the freighter does not carry any passengers, it can operate transatlantic flights free of ETOPS restrictions.[49] Power is provided by RB211-535E4B engines from Rolls-Royce, or PW2037 and PW2040 engines from Pratt & Whitney.[132]

The freighter features a large, upward-opening main deck cargo door on its forward port-side fuselage.[133] 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][134] The main-deck cargo hold has a smooth fiberglass lining,[135] and a fixed rigid barrier with a sliding access door serves as a restraint wall next to the flight deck.[134] Both lower holds can be equipped with a telescoping baggage system to load custom-fitted cargo modules.[29] When equipped for extended-range transatlantic 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.[49] Total production for the 757-200PF totaled 80 aircraft.[45]

757-200M

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][136] Also known as the 757-200 Combi, 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.[49] Kathmandu-based Royal Nepal Airlines, later renamed Nepal Airlines, included the convertible model as part of an order for two 757s in 1986.[49]

 
Nepal Airlines' sole 757-200M arriving at Dubai International Airport

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 4,400 ft (1,300 m) elevation, in the foothills of the Himalayas.[137] 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.[49] 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][49][120]

In October 2010, Pemco World Air Services and Precision Conversions launched aftermarket conversion programs to modify 757-200s into 757 Combi aircraft.[138][139] Vision Technologies Systems launched a similar program in December 2011.[140] 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.[138][139][140] This configuration is targeted at commercial charter flights which transport heavy equipment and personnel simultaneously.[138] Customers for converted 757 Combi aircraft include the Air Transport Services Group,[139] National Airlines,[138] and North American Airlines.[140]

In 2018, Nepal Airlines retired their sole Boeing 757-200M. They tried to sell it for a price of $7 million, then $5.4 million, then $4.2 million. The deal fell through and Nepal Airlines planned to keep it in service to maintain its value.[141]

757-200 SF/PCF

 
DHL Aviation 757-200SF in flight

The 757-200SF is a passenger to freighter conversion developed by Boeing following an order for 34 aircraft plus 10 options by DHL.[142] It entered service in 2001 with the initial ex-British Airways aircraft converted at Boeing's Wichita site[143] and subsequent blocks of aircraft converted by Israel Aerospace Industries and ST Aerospace Services.[77][144] 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.[78] 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.[78] Environmental controls can be fitted for animal cargo such as racehorses,[145] and rear exits and window pairs are retained on some aircraft to facilitate animal handlers.[146] ST Aerospace continue to offer 14, 14.5 and 15 Unit load device variants of the SF in 2020.[147]

In September 2006, FedEx Express announced a US$2.6 billion plan to acquire over 80 converted 757 freighters to replace its 727 fleet citing a 25% reduction in operating cost along with noise benefits.[148]

The 757-200PCF is a passenger to freighter conversion, developed by Precision Conversions and certificated in 2005.[149] Reported in 2019 to cost $5 million per aircraft[150] 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.[151]

757-300

The 757-300, the stretched version of the aircraft, entered service with Condor in 1999.[69] With a length of 178.7 ft (54.5 m), the type is the longest single-aisle twinjet ever built,[69] while being shorter than the 57.1 m (187 ft) 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.[66] 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.[152] 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).[28][153] Engines used on the type include the RB211-535E4B from Rolls-Royce and the PW2043 from Pratt & Whitney.[153][154] Due to its greater length, the 757-300 features a retractable tailskid on its aft fuselage to avoid tailstrikes.[104][155]

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.[156] Because tests showed that boarding the 757-300 could take up to eight minutes longer than the 757-200,[113] Boeing and Condor developed zone-based boarding procedures to expedite loading and unloading times for the lengthened aircraft.[113] The 757-300 has been operated by mainline carriers Continental Airlines (now part of United Airlines), Northwest Airlines (now part of Delta Air Lines), and Icelandair; other operators have included American Trans Air (the first North American operator),[157] Arkia Israel Airlines, along with charter carriers Condor and Thomas Cook Airlines as of 2014.[88] Production for the 757-300 totaled 55 aircraft.[45] All 55 were in service in July 2018.[2]

Government, military, and corporate

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 the Mexican Air Force, which took delivery of a VIP-configured 757-200 in November 1987.[158]

  • Airborne Research Integrated Experiments System (ARIES), a NASA platform for air safety and operational research, was created in 1999 using the second production 757.[159] The aircraft originally flew in the 757 flight test program before entering service with Eastern Air Lines.[159] After NASA purchased the aircraft in 1994 to replace its 737-100 testbed,[55][159] 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.[55] Equipped with a flight deck research station, on-board laboratories, and two experimental flight decks,[159] ARIES was used for evaluating weather information and landing approach systems, as well as runway friction tests.[159] ARIES went into storage in 2006.[160]
 
The C-32A, a variant of the 757, is the usual air transportation for the Vice President of the United States.
 
The C-32B is the only 757 known to be able to conduct aerial refueling.
 
The Flying Test Bed avionics laboratory in flight alongside an EMD F-22.
  • 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.[165] 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.[165][166]
  • 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.[167] 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 Kreuger flaps, the right wing is being used to test coatings that prevent insects from adhering to the wing.[168]
  • 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 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.[169]
 
In 2009, the Royal New Zealand Air Force flew one of its 757 Combis to Antarctica for the first time.

Proposed

  • 757-100 - 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 31 August 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.[180] Planning for the 757-100 was discontinued in March 1979.[181]

Operators

Main article: List of Boeing 757 operators
 
Boeing 757-200SF of FedEx Express, the variant's largest single operator
 
Arkia Israel Airlines 757-300 on final approach

The largest 757 operators are Delta Air Lines, FedEx Express and United Airlines; Delta Air Lines is the largest overall, with a 757 fleet of 127 aircraft as of 2018.[2] American Airlines' 757 fleet of 142 aircraft was the largest until 2007,[182] when the carrier retired Pratt & Whitney PW2000-powered models originating from its TWA acquisition to have an all Rolls-Royce RB211-powered 757 fleet.[183] Delta subsequently acquired 17 former TWA/American Airlines 757s, and in October 2008, gained 45 more 757s from its acquisition of Northwest Airlines.[184]

The cargo carrier with the most 757s is FedEx Express, which operated a 757-200F fleet of 111 aircraft in July 2018.[2] UPS Airlines operate 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,[185][186] combined operating 35 cargo 757s of various types in 2018.[2]

Joint launch customer British Airways operated the 757-200 for 27 years before retiring the type in November 2010.[187] 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.[188] Subsequently, the type remained in operation with the company's subsidiary, OpenSkies.[189]

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.[158] 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.[2]

Orders and deliveries

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):

 Orders

 Deliveries

  • Data from Boeing, through the end of production[1][45]

Model summary

Model series ICAO code[123] 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[1][45]

Accidents and incidents

As of April 2022, the 757 has been involved in 40 aviation occurrences,[127] including 12 hull-loss accidents.[3] Nine incidents and 12 hijackings have resulted in a total of 575 occupant fatalities.[190] The first fatal event involving the aircraft occurred on October 2, 1990, when a hijacked Xiamen Airlines 737 collided with a China Southern Airlines 757 on the runways of Guangzhou Baiyun International Airport, China, killing 46 of the 122 people on board.[191] Two 757-200s were hijacked on September 11, 2001 during a coordinated terrorist attack in the United States; hijackers crashed American Airlines Flight 77 into the Pentagon in Arlington, Virginia, killing all 64 on board and 125 on the ground, and United Airlines Flight 93 was also hijacked, and crashed near Shanksville, Pennsylvania, killing all 44 on board.[192]

 
In January 2011, the FAA ordered fuselage inspections after an American Airlines 757 lost an upper skin panel in flight.[193]

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 eight crew members with four survivors,[194] and the mid-air collision of DHL Flight 611 near Überlingen, Baden-Württemberg, Germany, on July 1, 2002, with the loss of the two people on board plus 69 on a Bashkirian Airlines Tupolev Tu-154.[195] The American Airlines Flight 965 crash was blamed on navigational errors by the crew,[191] while the collision of DHL Flight 611 involved air traffic control errors, but was mainly blamed on the Tupolev's crew not following a TCAS resolution advisory.[195] 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,[196] 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.[191] 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.[191]

Two private aircraft crashes were blamed on wake turbulence emanating from 757s.[62] 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.[62] Both airplanes had been flying less than 3 nautical miles (6 km) behind a 757.[62] The FAA subsequently increased the required separation between small aircraft and 757s from 4 nautical miles (7.4 km) to 5 nautical miles (9.3 km).[62]

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.[191] The 245 occupants evacuated successfully, with 40 requiring hospital treatment.[197] 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).[198] 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.[193]

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.[199][200][201]

Aircraft on display

 
N608DA at Pinal Airpark in 2014, under restoration in preparation for being put on display at the Delta Flight Museum

A Delta Air Lines 757-200, registered as N608DA, is on display at the Delta Flight Museum in Atlanta, Georgia.[202] The aircraft was the sixty-fourth example built.[203] Prior to being moved to its permanent location, the aircraft was repainted into Delta's 'Widget' livery, the livery it wore when it was originally delivered; it is now on static display at the museum entrance.[202]

Specifications

 
A comparison of the different 757 variants
Variant 757-200[28] 757-200F[132] 757-300[28]
Cockpit crew Two
2-class seating 200 (12F+188Y) 243 (12F+231Y)
1-class seating 221/228, 239 max[152] 5 max[152] 280, 295 max[152]
Cargo volume 1,670 ft³ / 47.3 m³ 6,600 ft³ / 187 m³ 2,370 ft³ / 61.7 m³
Width 148 in / 3.76 m fuselage, 139.3 in / 3.54 m cabin[29]
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, 1,994 sq ft (185.25 m2) area,[204] 25° sweep,[205] 7.8 AR
MTOW 255,000 lb / 115,660 kg 273,000 lb / 123,830 kg
Max. Payload 57,160 lb / 25,920 kg 84,420 lb / 38,290 kg 68,140 lb / 30,910 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 Mach 0.80 (461 kn; 854 km/h), Max. Mach 0.86 (496 kn; 918 km/h)[152]
Range 3,915 nmi / 7,250 km[a] 2,935 nmi / 5,435 km[b] 3,400 nmi / 6,295 km[c]
Takeoff[d] 6,800 ft / 2,070 m 6,900 ft / 2,103 m 8,550 ft / 2,605 m
Ceiling 42,000 ft (13,000 m)[152]
Engines (×2) 40,200–43,500 lbf (179–193 kN) Rolls-Royce RB211-535E4(B)
36,600–42,600 lbf (163–189 kN) Pratt & Whitney PW2000-37/40/43

See also

Related development

Aircraft of comparable role, configuration, and era

Related lists

References

  1. ^ 200 passengers
  2. ^ 72,210 lb / 32,755 kg payload
  3. ^ 243 passengers
  4. ^ MTOW, sea level, 86 °F (30 °C), RB211-535E4B engines

Notes

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  5. ^ Eden 2008, p. 72.
  6. ^ Norris & Wagner 1999, p. 12.
  7. ^ a b c d e f Norris & Wagner 1998, p. 144.
  8. ^ a b c d e f g h i j k l m Norris & Wagner 1999, pp. 19–20.
  9. ^ Norris & Wagner 1999, pp. 18–19.
  10. ^ a b Davies 2000, p. 103.
  11. ^ a b c Norris & Wagner 1998, pp. 145–47.
  12. ^ a b c d e Eden 2008, p. 98.
  13. ^ a b c d e Norris & Wagner 1999, pp. 95–96.
  14. ^ a b Birtles 2001, p. 12.
  15. ^ a b c Norris & Wagner 1998, p. 145.
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Bibliography

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  • Veronico, Nick; Dunn, Jim (2004). 21st century U.S. air power. St. Paul, Minnesota: Zenith Press. ISBN 0-7603-2014-4.
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Further reading

  • Becher, Thomas (1999). Boeing 757 and 767. Marlborough, Wiltshire: Crowood Press. ISBN 1-86126-197-7.
  • Shaw, Robbie (1999). Boeing 757 & 767, Medium Twins. Reading, Pennsylvania: Osprey Publishing. ISBN 1-85532-903-4.
  • Yenne, Bill (2005). The Story of the Boeing Company. St. Paul, Minnesota: Zenith Press. ISBN 978-0-7603-2333-5.

External links

 
Wikimedia Commons has media related to:
Boeing 757 (category)
  • "757 Commercial Transport Historical Snapshot". Boeing.
  • "The big gamble". The Seattle Times. June 19, 1983.
  • Peter Henley (February 29, 2000). "On the rack". Flight International. Flight International flight tests Boeing's latest 757 model, the stretched 240-seat -300 which entered service last March
  • "passenger version" (PDF). Boeing. 2007.
  • "freighter version" (PDF). Boeing. 2007.
  • (PDF). European Aviation Safety Agency. December 17, 2015. Archived from the original (PDF) on September 15, 2020. Retrieved June 13, 2018.
  • (PDF). FAA. February 16, 2016. Archived from the original (PDF) on October 30, 2019. Retrieved November 11, 2016.

January 10, 2023
boeing, american, narrow, body, airliner, designed, built, boeing, commercial, airplanes, then, named, twinjet, successor, trijet, received, first, orders, august, 1978, prototype, completed, maiden, flight, february, 1982, certified, december, 1982, eastern, . 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 727 a trijet 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 original 757 200 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 757 300 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 largest 737 NG variants as a successor Boeing 757Icelandair Boeing 757 200 on final approachRole Narrow body jet airlinerNational origin United StatesManufacturer Boeing Commercial AirplanesFirst flight February 19 1982Introduction January 1 1983 with Eastern Air LinesStatus In servicePrimary users Delta Air LinesFedEx Express United Airlines UPS AirlinesProduced 1981 2004Number built 1 050 1 Variants Boeing C 32The jetliner is powered by 36 600 43 500 lbf 163 193 kN Rolls Royce RB211 or Pratt amp Whitney PW2000 underwing turbofan engines for a 255 000 273 000 lb 116 124 t 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 155 ft 47 3 m long 757 200 the most popular with 913 built typically seats 200 passengers in two classes over 3 915 nmi 7 250 km while the 178 ft 54 4 m long 757 300 typically seats 243 over 3 400 nmi 6 295 km The 757 200F can haul a 72 210 lb 32 755 kg payload over 2 935 nmi 5 435 km Passenger 757 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 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 2 The airliner has recorded twelve hull loss accidents including eight fatal crashes as of April 2022 update 3 Contents 1 Development 1 1 Background 1 2 Design effort 1 3 Production and testing 1 4 Service entry and operations 1 5 Stretched variant 1 6 Further developments 1 7 Replacement aircraft 2 Design 2 1 Overview 2 2 Flight systems 2 3 Interior 3 Variants 3 1 757 200 3 2 757 200PF 3 3 757 200M 3 4 757 200 SF PCF 3 5 757 300 3 6 Government military and corporate 3 7 Proposed 4 Operators 4 1 Orders and deliveries 4 2 Model summary 5 Accidents and incidents 6 Aircraft on display 7 Specifications 8 See also 9 References 9 1 Notes 9 2 Bibliography 10 Further reading 11 External linksDevelopment EditBackground Edit 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 4 Designed for short and medium length routes 5 the trijet 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 seat 727 200 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 The 7N7 made its Farnborough Airshow debut in 1982 as the 757 200 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 the 727 300 was offered to Braniff International Airways and other carriers customer interest remained insufficient for further development 4 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 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 a 7N7 100 with seating for 160 and a 7N7 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 and T 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 the 7N7 200 version 8 12 These orders were signed in March 1979 when Boeing officially designated the aircraft as the 757 8 The shorter 757 100 did not receive any orders and was dropped 737s later fulfilled its envisioned role 13 Design effort Edit The 757 was intended to be more capable and more efficient than the preceding 727 14 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 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 The maximum 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 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 16 18 Forward view of a Transavia Airlines 757 200 showing fuselage profile wing dihedral and RB211 engines 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 the RB211 535C turbofan built by Rolls Royce which was capable of 37 400 pounds force 166 kN of thrust 20 This marked the first time that a Boeing airliner was launched with engines produced outside the U S 8 Domestic manufacturer Pratt amp Whitney subsequently offered the 38 200 pounds force 170 kN thrust PW2037 20 which Delta Air Lines launched with an order for 60 aircraft in November 1980 8 21 General Electric also offered its CF6 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 and flight 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 for greater commonality with the 767 26 Cathode ray tube CRT color displays replaced conventional electromechanical instruments 24 with increased automation eliminating the flight 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 owing to their design similarities 24 Predecessor and successor an Air Atlantis 727 200 and an Air Europe 757 200 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 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 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 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 a deep 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 the 757 200 was 2 1 feet 0 640 m longer than the 727 200 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 the 707 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 Production and testing Edit Boeing built a final assembly line in Washington at its Renton 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 and empennage were produced in house at Boeing facilities with the remainder subcontracted to primarily U S based companies 36 Fairchild Aircraft made the leading edge slats Grumman supplied the flaps and Rockwell 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 with RB211 535C engines 37 completed its maiden flight one week ahead of schedule on February 19 1982 38 The first flight was affected by an engine stall following indications of low oil 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 namely Air Florida American Airlines British Airways Delta Air Lines Eastern Air Lines Monarch Airlines and Transbrasil 20 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 greater bird 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 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 UK Civil 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 Service entry and operations Edit Eastern Air Lines began domestic 757 operations in January 1983 and later deployed the aircraft on transcontinental routes 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 replaced Hawker Siddeley Trident 3B trijets 46 Charter carriers Monarch Airlines and Air Europe also began 757 operations later that year 47 Early operators noted improved reliability and quieter performance compared with previous jetliners 47 Transition courses eased pilots introduction to the new CRT based cockpit and no major technical issues arose 47 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 47 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 the McDonnell 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 when Northwest Airlines placed orders for 20 aircraft which averted a costly production rate decrease 48 In December 1985 a freighter model the 757 200PF was announced following a launch order for 20 aircraft from UPS Airlines 39 and in February 1986 a freighter passenger combi model the 757 200M was launched with an order for one aircraft from Royal Nepal Airlines 49 The freighter model included a main deck cargo hold and entered service with UPS in September 1987 50 The combi model could carry both cargo and passengers on its main deck and entered service with Royal Nepal Airlines in September 1988 49 In the late 1980s increasing airline hub congestion and the onset of U S airport noise 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 51 By this time the 757 had become commonplace on short haul domestic flights and transcontinental services in the U S 50 and had replaced aging 707s 727s Douglas DC 8s and McDonnell Douglas DC 9s 52 The 757 200 s maximum range of 3 900 nautical miles 7 220 km 28 which was over one and a half times the 727 s 17 allowed airlines to use the aircraft on longer nonstop routes 53 The 757 was also flown out of airports with stringent noise regulations such as John Wayne Airport in Orange County California 54 and airports with aircraft size restrictions such as Washington 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 50 Monarch Airlines began 757 charter services in March 1983 In Europe British Airways Iberia and Icelandair were the 757 s largest mainline customers 55 while other carriers such as Lufthansa rejected the type as too large for their narrow body aircraft needs 43 Many European charter airlines including Air 2000 Air Holland and LTU International 45 also acquired the twinjet for holiday and tour package flights in the late 1980s 50 52 In Asia where even larger aircraft were commonly preferred because of greater passenger volumes the 757 found fewer orders 56 A 1982 sales demonstration was unable to attract a purchase from potential customer Japan Airlines 45 57 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 58 The 757 fared better in China where following an initial purchase by the CAAC Airlines in 1987 50 orders grew to 59 aircraft making it the largest Asian market 45 Operators such as China Southern China Southwest Shanghai Airlines Xiamen Airlines and Xinjiang Airlines used the 757 on medium length domestic routes 59 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 60 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 60 61 ETOPS certification for 757s equipped with PW2000 series engines was granted in 1992 49 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 62 This followed several incidents including two fatal crashes in which small private aircraft experienced loss of control when flying close behind the twinjet 62 Smaller airliners had also suffered unexpected rolling movements when flying behind 757s 62 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 63 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 62 64 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 63 Stretched variant Edit Production of the 757 peaked at an annual rate of 100 aircraft in the early 1990s 65 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 range 757 200X and stretched 757 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 50 Besides meeting the needs of charter customers a larger model would enable Boeing to match the passenger lift capabilities of the 767 200 with lower operating costs 66 and counter longer range versions of the 185 seat Airbus A321 67 a new stretched variant of the A320 narrow body airliner 50 68 Condor became the first operator of the stretched 757 300 in March 1999 In September 1996 following a launch order for 12 aircraft from charter carrier Condor Boeing announced the stretched 757 300 at the Farnborough Airshow 13 The new model was a 23 4 foot 7 13 m stretch of the 757 200 resulting in room for 50 more passengers and nearly 50 percent more cargo 69 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 a Next Generation 737 style advanced cockpit were not implemented 70 Instead the stretched derivative received upgraded engines enhanced avionics and a redesigned interior 49 70 The first 757 300 rolled out on May 31 1998 and completed its maiden flight on August 2 1998 50 Following regulatory certification in January 1999 the type entered service with Condor on March 19 1999 50 The 757 300 was also ordered by American Trans Air Arkia Israel Airlines Continental Airlines Icelandair and Northwest Airlines 45 Sales for the type remained slow and ultimately totaled 55 aircraft 50 Boeing had targeted the 757 300 as a potential 767 200 replacement for two of its largest customers American Airlines and United Airlines but neither were in a financial position to commit to new aircraft 71 Overtures to other charter airlines also did not result in further orders 72 By November 1999 faced with diminishing sales and a reduced backlog despite the launch of the 757 300 Boeing began studying a decrease in 757 production rates 73 Further developments Edit While the 757 program had been financially successful declining sales in the early 2000s threatened its continued viability 73 74 Airlines were again gravitating toward smaller aircraft now mainly the 737 and A320 because of their reduced financial risk 75 An airline industry downturn and the large number of relatively young 757s already in service also reduced customer demand 74 In 2000 spurred by interest from Air 2000 and Continental Airlines Boeing reexamined the possibility of building a longer range 757 200X 76 The proposed derivative would have featured auxiliary fuel tanks plus wing and landing gear upgrades from the 757 300 resulting in a higher MTOW and a potential range increase to over 5 000 nautical miles 9 260 km 76 However the proposal failed to garner any orders 45 72 In March 2001 Boeing delivered the first 757 200SF a second hand 757 200 converted for freighter use to DHL Aviation 77 The 757 200SF marked the manufacturer s first foray into passenger to freighter conversions 78 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 the 757 300 and 757 200PF yielded only five new orders 72 In October 2003 following Continental Airlines decision to switch its remaining 757 300 orders to the 737 800 Boeing announced the end of 757 production 72 The 1 050th and last example a 757 200 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 79 80 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 81 Since the end of production most 757s have remained in service mainly in the U S 50 82 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 83 In May 2005 the FAA granted regulatory approval for manufacturer sanctioned blended winglets from Aviation Partners Incorporated as a retrofit on the 757 200 84 The winglets improve fuel efficiency by five percent and increase range by 200 nautical miles 370 km through the reduction of lift induced drag 85 86 Continental Airlines was the first carrier to order winglets for the 757 200 and in February 2009 became the first operator of 757 300s with winglets 87 Continental Airlines 757 300 with blended winglets which reduce lift induced drag and improve fuel efficiency 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 68 88 During this period the 757 s capacity and range capabilities have remained largely unequaled among narrow body airliners 89 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 737 900ER and A321 or upsize to the larger longer range 787 Dreamliner and A330 200 wide body jets 68 90 The Tupolev Tu 204 a narrow body twinjet introduced in 1989 with a design similar to the 757 s 91 is offered in a 200 seat version which has seen limited production for mainly Russian customers 92 93 Within Boeing the 215 seat 3 200 nautical mile 5 930 km range 737 900ER has been regarded as the closest aircraft in production to the 757 200 94 Replacement aircraft Edit Main articles Middle of the market and Boeing New Midsize Airplane 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 95 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 7 000 foot 2 130 m runways like New York LaGuardia and Tinseth was focused on 20 more range and more capacity than the 757 200 96 In May 2020 due to the ongoing 737 MAX issues and the economic crisis caused by the COVID 19 pandemic Boeing set aside the clean sheet design for the New Midsize Airplane NMA and began to look into a re engined 757 dubbed the 757 Plus which would compete with the Airbus A321XLR The 757 Plus would need new engines better efficiency greater range and more passenger capacity in order to satisfy the market that the NMA would have filled 97 Design EditOverview Edit Bird s eye view of Ethiopian Airlines 757 200 ET AMK at London Heathrow Airport 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 98 The wings are largely identical across all 757 variants swept at 25 degrees and optimized for a cruising speed of Mach 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 99 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 2 100 pounds 950 kg 20 100 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 101 The landing gear was purposely designed to be taller than the company s previous narrow body aircraft to provide ground clearance for stretched models 102 In 1982 the 757 200 became the first subsonic jetliner to offer longer lasting carbon brakes as a factory option supplied by Dunlop 103 The stretched 757 300 features a retractable tailskid on its aft fuselage to prevent damage if the tail section contacts the runway surface during takeoff 104 Besides common avionics and computer systems the 757 shares its auxiliary power unit electric power systems flight deck and hydraulic parts with the 767 105 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 24 106 This reduces costs for airlines that operate both twinjets 19 44 Flight systems Edit Two crew cockpit of a Condor 757 300 with CRT displays 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 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 an automatic landing system facilitates CAT IIIb instrument landings in 490 feet 150 m low visibility conditions 107 The inertial reference system IRS which debuted with the 757 200 was the first to feature laser light gyros 37 On the 757 300 the upgraded flight deck features a Honeywell Pegasus flight management computer enhanced EICAS and updated software systems 69 To accommodate the same flight deck design as the 767 the 757 has a more rounded nose section than previous narrow body aircraft 14 108 The resulting space has unobstructed panel visibility and room for an observer seat 109 Similar pilot viewing angles as the 767 result from a downward sloped cockpit floor and the same forward cockpit windows 43 109 Three independent hydraulic systems are installed on the 757 one powered by each engine and the third using electric pumps 20 101 A ram air turbine is fitted to provide power for essential controls in the event of an emergency 101 A basic form of fly 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 110 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 44 Interior Edit 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 length overhead bins and a rear economy class galley are standard equipment 111 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 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 34 In the 1980s Boeing altered the interior designs of its other narrow body aircraft to be similar to that of the 757 112 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 113 Centerline storage containers mounted in the aisle ceiling for additional escape rafts and other emergency equipment were also added 114 The 757 300 s interior later became an option on all new 757 200s 115 In 2000 with wheeled carry on baggage becoming more popular Delta Air Lines began installing overhead bin extensions on their 757 200s to provide additional storage space 116 and American Airlines did the same in 2001 117 The larger bins are part of aftermarket interior upgrades which include updated ceiling panels and lighting 118 119 Variants Edit A United Airlines 757 200 on final approach viewed from below with extended landing gear flaps and slats The 757 was produced in standard and stretched lengths 120 The original 757 200 debuted as a passenger model and was subsequently developed into the 757 200PF and 757 200SF cargo models 78 as well as the convertible 757 200M variant 120 The stretched 757 300 was only available as a passenger model 121 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 753 122 The International Civil Aviation Organization ICAO classifies all variants based on the 757 200 under the code B752 and the 757 300 is referred to as B753 for air traffic control purposes 123 757 200 Edit Northwest Airlines 757 200 in 2010 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 29 124 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 higher gross weight versions with ETOPS certification as 757 200ERs 120 125 126 but this designation is not used by the manufacturer 29 45 Similarly versions with winglets are sometimes called 757 200W or 757 200WL 127 128 The first engine to power the 757 200 the Rolls Royce RB211 535C was succeeded by the upgraded RB211 535E4 in October 1984 129 Other engines used include the Rolls Royce RB211 535E4B along with the Pratt amp Whitney PW2037 and PW2040 28 Its range with full payload is 3 850 nautical miles 7 130 km 130 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 50 In 1992 after gaining ETOPS approval American Trans Air launched 757 200 transpacific services between Tucson and Honolulu 49 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 131 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 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 130 In July 2018 611 of the 757 200 versions were in service 2 757 200PF Edit A UPS 757 200PF arriving at San Jose International Airport The 757 200PF the production cargo version of the 757 200 entered service with UPS Airlines in 1987 61 Targeted at the overnight package delivery market 61 the freighter can carry up to 15 ULD containers or pallets 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 of bulk cargo 29 The maximum revenue payload capability is 87 700 lb 39 800 kg including container weight 132 The 757 200PF is specified with a MTOW of 255 000 lb 116 000 kg for maximal range performance 61 132 when fully loaded the aircraft can fly up to 3 150 nautical miles 5 830 km 132 Because the freighter does not carry any passengers it can operate transatlantic flights free of ETOPS restrictions 49 Power is provided by RB211 535E4B engines from Rolls Royce or PW2037 and PW2040 engines from Pratt amp Whitney 132 The freighter features a large upward opening main deck cargo door on its forward port side fuselage 133 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 29 134 The main deck cargo hold has a smooth fiberglass lining 135 and a fixed rigid barrier with a sliding access door serves as a restraint wall next to the flight deck 134 Both lower holds can be equipped with a telescoping baggage system to load custom fitted cargo modules 29 When equipped for extended range transatlantic 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 49 Total production for the 757 200PF totaled 80 aircraft 45 757 200M Edit The 757 200M a convertible version capable of carrying cargo and passengers on its main deck entered service with Royal Nepal Airlines in 1988 45 136 Also known as the 757 200 Combi 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 49 Kathmandu based Royal Nepal Airlines later renamed Nepal Airlines included the convertible model as part of an order for two 757s in 1986 49 Nepal Airlines sole 757 200M arriving at Dubai International Airport 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 4 400 ft 1 300 m elevation in the foothills of the Himalayas 137 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 49 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 49 120 In October 2010 Pemco World Air Services and Precision Conversions launched aftermarket conversion programs to modify 757 200s into 757 Combi aircraft 138 139 Vision Technologies Systems launched a similar program in December 2011 140 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 138 139 140 This configuration is targeted at commercial charter flights which transport heavy equipment and personnel simultaneously 138 Customers for converted 757 Combi aircraft include the Air Transport Services Group 139 National Airlines 138 and North American Airlines 140 In 2018 Nepal Airlines retired their sole Boeing 757 200M They tried to sell it for a price of 7 million then 5 4 million then 4 2 million The deal fell through and Nepal Airlines planned to keep it in service to maintain its value 141 757 200 SF PCF Edit DHL Aviation 757 200SF in flight The 757 200SF is a passenger to freighter conversion developed by Boeing following an order for 34 aircraft plus 10 options by DHL 142 It entered service in 2001 with the initial ex British Airways aircraft converted at Boeing s Wichita site 143 and subsequent blocks of aircraft converted by Israel Aerospace Industries and ST Aerospace Services 77 144 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 78 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 78 Environmental controls can be fitted for animal cargo such as racehorses 145 and rear exits and window pairs are retained on some aircraft to facilitate animal handlers 146 ST Aerospace continue to offer 14 14 5 and 15 Unit load device variants of the SF in 2020 147 In September 2006 FedEx Express announced a US 2 6 billion plan to acquire over 80 converted 757 freighters to replace its 727 fleet citing a 25 reduction in operating cost along with noise benefits 148 The 757 200PCF is a passenger to freighter conversion developed by Precision Conversions and certificated in 2005 149 Reported in 2019 to cost 5 million per aircraft 150 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 151 757 300 Edit Delta Air Lines 757 300 arriving at Los Angeles International Airport The 757 300 the stretched version of the aircraft entered service with Condor in 1999 69 With a length of 178 7 ft 54 5 m the type is the longest single aisle twinjet ever built 69 while being shorter than the 57 1 m 187 ft 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 66 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 152 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 28 153 Engines used on the type include the RB211 535E4B from Rolls Royce and the PW2043 from Pratt amp Whitney 153 154 Due to its greater length the 757 300 features a retractable tailskid on its aft fuselage to avoid tailstrikes 104 155 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 156 Because tests showed that boarding the 757 300 could take up to eight minutes longer than the 757 200 113 Boeing and Condor developed zone based boarding procedures to expedite loading and unloading times for the lengthened aircraft 113 The 757 300 has been operated by mainline carriers Continental Airlines now part of United Airlines Northwest Airlines now part of Delta Air Lines and Icelandair other operators have included American Trans Air the first North American operator 157 Arkia Israel Airlines along with charter carriers Condor and Thomas Cook Airlines as of 2014 88 Production for the 757 300 totaled 55 aircraft 45 All 55 were in service in July 2018 2 Government military and corporate Edit 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 the Mexican Air Force which took delivery of a VIP configured 757 200 in November 1987 158 Airborne Research Integrated Experiments System ARIES a NASA platform for air safety and operational research was created in 1999 using the second production 757 159 The aircraft originally flew in the 757 flight test program before entering service with Eastern Air Lines 159 After NASA purchased the aircraft in 1994 to replace its 737 100 testbed 55 159 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 55 Equipped with a flight deck research station on board laboratories and two experimental flight decks 159 ARIES was used for evaluating weather information and landing approach systems as well as runway friction tests 159 ARIES went into storage in 2006 160 The C 32A a variant of the 757 is the usual air transportation for the Vice President of the United States The C 32B is the only 757 known to be able to conduct aerial refueling 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 161 The C 32As are powered by the Pratt amp Whitney PW2000 and outfitted with a communication center conference room seating area and private living quarters 161 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 55 162 163 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 161 while the C 32Bs are painted gloss white with minimal identification markings 164 The first C 32s were acquired in 1998 and replaced C 137 Stratoliner transports 55 The Flying Test Bed avionics laboratory in flight alongside an EMD F 22 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 165 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 165 166 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 167 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 Kreuger flaps the right wing is being used to test coatings that prevent insects from adhering to the wing 168 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 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 169 In 2009 the Royal New Zealand Air Force flew one of its 757 Combis to Antarctica for the first time 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 170 171 A cargo door upgraded auxiliary power unit enhanced communications systems and retractable airstairs are fitted 171 The two aircraft which replaced two 727 100QCs 171 have carried the Prime Minister of New Zealand 172 and flown to the ice covered Pegasus Field near New Zealand s Scott Base in McMurdo Sound Antarctica 173 VIP transport the 757 200 serves as VIP transports for the President of Argentina under the Presidential Air Group serial Tango 01 174 and for the President of Mexico under the Mexican Air Force call sign TP01 or Transporte Presidencial 1 175 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 176 The royal family of Saudi Arabia uses a 757 200 as a flying hospital 177 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 178 Excalibur a testbed for the British BAE Systems Tempest s avionics and sensors The aircraft is to be converted from a civilian airliner by 2Excel 179 Proposed Edit 757 100 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 31 August 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 180 Planning for the 757 100 was discontinued in March 1979 181 Operators EditMain article List of Boeing 757 operators Boeing 757 200SF of FedEx Express the variant s largest single operator Arkia Israel Airlines 757 300 on final approach The largest 757 operators are Delta Air Lines FedEx Express and United Airlines Delta Air Lines is the largest overall with a 757 fleet of 127 aircraft as of 2018 update 2 American Airlines 757 fleet of 142 aircraft was the largest until 2007 182 when the carrier retired Pratt amp Whitney PW2000 powered models originating from its TWA acquisition to have an all Rolls Royce RB211 powered 757 fleet 183 Delta subsequently acquired 17 former TWA American Airlines 757s and in October 2008 gained 45 more 757s from its acquisition of Northwest Airlines 184 The cargo carrier with the most 757s is FedEx Express which operated a 757 200F fleet of 111 aircraft in July 2018 2 UPS Airlines operate 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 185 186 combined operating 35 cargo 757s of various types in 2018 2 Joint launch customer British Airways operated the 757 200 for 27 years before retiring the type in November 2010 187 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 188 Subsequently the type remained in operation with the company s subsidiary OpenSkies 189 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 158 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 2 Orders and deliveries Edit Year Total 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992Orders 1 049 0 0 7 0 37 43 18 50 44 59 13 12 33 35Deliveries 1 049 2 11 14 29 45 45 67 54 46 42 43 69 71 99Year 1991 1990 1989 1988 1987 1986 1985 1984 1983 1982 1981 1980 1979 1978Orders 50 95 166 148 46 13 45 2 26 2 3 64 0 38Deliveries 80 77 51 48 40 35 36 18 25 2 0 0 0 0Boeing 757 orders and deliveries cumulative by year Orders Deliveries Data from Boeing through the end of production 1 45 Model summary Edit Model series ICAO code 123 Orders Deliveries757 200 B752 913 913757 200M B752 1 1757 200PF B752 80 80757 300 B753 55 55Total 1 049 1 049Data from Boeing through the end of production 1 45 Accidents and incidents EditAs of April 2022 update the 757 has been involved in 40 aviation occurrences 127 including 12 hull loss accidents 3 Nine incidents and 12 hijackings have resulted in a total of 575 occupant fatalities 190 The first fatal event involving the aircraft occurred on October 2 1990 when a hijacked Xiamen Airlines 737 collided with a China Southern Airlines 757 on the runways of Guangzhou Baiyun International Airport China killing 46 of the 122 people on board 191 Two 757 200s were hijacked on September 11 2001 during a coordinated terrorist attack in the United States hijackers crashed American Airlines Flight 77 into the Pentagon in Arlington Virginia killing all 64 on board and 125 on the ground and United Airlines Flight 93 was also hijacked and crashed near Shanksville Pennsylvania killing all 44 on board 192 In January 2011 the FAA ordered fuselage inspections after an American Airlines 757 lost an upper skin panel in flight 193 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 eight crew members with four survivors 194 and the mid air collision of DHL Flight 611 near Uberlingen Baden Wurttemberg Germany on July 1 2002 with the loss of the two people on board plus 69 on a Bashkirian Airlines Tupolev Tu 154 195 The American Airlines Flight 965 crash was blamed on navigational errors by the crew 191 while the collision of DHL Flight 611 involved air traffic control errors but was mainly blamed on the Tupolev s crew not following a TCAS resolution advisory 195 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 196 and Aeroperu 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 191 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 Aeroperu accident protective tape covering static vent sensors had not been removed 191 Two private aircraft crashes were blamed on wake turbulence emanating from 757s 62 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 62 Both airplanes had been flying less than 3 nautical miles 6 km behind a 757 62 The FAA subsequently increased the required separation between small aircraft and 757s from 4 nautical miles 7 4 km to 5 nautical miles 9 3 km 62 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 191 The 245 occupants evacuated successfully with 40 requiring hospital treatment 197 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 198 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 193 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 199 200 201 Aircraft on display Edit N608DA at Pinal Airpark in 2014 under restoration in preparation for being put on display at the Delta Flight Museum A Delta Air Lines 757 200 registered as N608DA is on display at the Delta Flight Museum in Atlanta Georgia 202 The aircraft was the sixty fourth example built 203 Prior to being moved to its permanent location the aircraft was repainted into Delta s Widget livery the livery it wore when it was originally delivered it is now on static display at the museum entrance 202 Specifications Edit A comparison of the different 757 variants Variant 757 200 28 757 200F 132 757 300 28 Cockpit crew Two2 class seating 200 12F 188Y 243 12F 231Y 1 class seating 221 228 239 max 152 5 max 152 280 295 max 152 Cargo volume 1 670 ft 47 3 m 6 600 ft 187 m 2 370 ft 61 7 m Width 148 in 3 76 m fuselage 139 3 in 3 54 m cabin 29 Length 155 ft 3 in 47 3 m 178 ft 7 in 54 4 mHeight 44 ft 6 in 13 6 mWing 124 ft 10 in 38 0 m span 1 994 sq ft 185 25 m2 area 204 25 sweep 205 7 8 ARMTOW 255 000 lb 115 660 kg 273 000 lb 123 830 kgMax Payload 57 160 lb 25 920 kg 84 420 lb 38 290 kg 68 140 lb 30 910 kgOEW 128 840 lb 58 440 kg 115 580 lb 52 430 kg 141 860 lb 64 340 kgFuel capacity 11 489 US gal 43 490 L 11 276 US gal 42 680 L 11 466 US gal 43 400 LSpeed Cruise Mach 0 80 461 kn 854 km h Max Mach 0 86 496 kn 918 km h 152 Range 3 915 nmi 7 250 km a 2 935 nmi 5 435 km b 3 400 nmi 6 295 km c Takeoff d 6 800 ft 2 070 m 6 900 ft 2 103 m 8 550 ft 2 605 mCeiling 42 000 ft 13 000 m 152 Engines 2 40 200 43 500 lbf 179 193 kN Rolls Royce RB211 535E4 B 36 600 42 600 lbf 163 189 kN Pratt amp Whitney PW2000 37 40 43See also Edit Aviation portal United States portalCompetition between Airbus and BoeingRelated development Boeing 767 206 Aircraft of comparable role configuration and era Airbus A321 Boeing 737 900ER Boeing Business Jet Tupolev Tu 204Related lists List of civil aircraft List of Boeing customer codes List of jet airlinersReferences Edit 200 passengers 72 210 lb 32 755 kg payload 243 passengers MTOW sea level 86 F 30 C RB211 535E4B engines Notes Edit a b c d e Boeing Marks Completion of its 757 Commercial Airplane Program Boeing October 28 2004 Retrieved September 26 2014 a b c d e f g World Airline Census 2018 Flightglobal August 21 2018 a b Boeing 757 hull losses Aviation Safety Network September 12 2019 a b c d e Norris amp Wagner 1998 pp 143 45 Eden 2008 p 72 Norris amp Wagner 1999 p 12 a b c d e f Norris amp Wagner 1998 p 144 a b c d e f g h i j k l m Norris amp Wagner 1999 pp 19 20 Norris amp Wagner 1999 pp 18 19 a b Davies 2000 p 103 a b c Norris amp Wagner 1998 pp 145 47 a b c d e Eden 2008 p 98 a b c d e Norris amp Wagner 1999 pp 95 96 a b Birtles 2001 p 12 a b c Norris amp Wagner 1998 p 145 a b c Birtles 2001 pp 16 17 a b c Boeing 727 Specifications Boeing Retrieved October 26 2014 Ostrower Jon and Wall Robert Boeing weighs options to reprise aging 757s Wall Street Journal February 11 2015 pp B1 2 a b c d e f Velupillai David January 2 1982 Boeing 757 introducing the big fan narrowbody Flight International pp 12 15 Retrieved February 2 2011 a b c d e f Velupillai 1982 p 19 Davies 1990 p 102 Eden 2008 pp 98 99 Birtles 2001 pp 12 13 a b c d e f g h i Norris amp Wagner 1999 p 23 a b c d Velupillai 1982 p 15 Boeing refine 757 flight deck Flight International October 6 1979 p 1098 Norris amp Wagner 1998 pp 151 53 a b c d e f g 757 Passenger PDF Boeing 2007 a b c d e f g h i j k 757 Airplane Characteristics for Airport Planning PDF Boeing August 2002 p 21 Sharpe amp Shaw 2001 pp 9 17 Davies 2003 p 96 Birtles 2001 p 15 Birtles 2001 p 32 a b c d e Velupillai 1982 pp 13 20 Ramsden J M April 29 1978 Europe s Jet v Boeing s 757 Flight International Retrieved June 20 2012 a b c d e Velupillai 1982 p 20 a b c d Eden 2008 p 99 Birtles 2001 pp 22 23 a b c d e f g h i j k l Norris amp Wagner 1998 pp 161 62 a b Sweetman Bill March 20 1982 Boeing tests the twins Flight International pp 676 685 86 Retrieved July 15 2011 a b Birtles 2001 p 14 a b c Birtles 2001 pp 22 26 a b c Rinearson Peter June 19 26 1983 Making It Fly Seattle Times Archived from the original on October 11 2012 Retrieved October 26 2014 a b c d Boeing 757 200 Background Boeing Retrieved October 26 2014 a b c d e f g h i j k l m n o p 757 Model Summary Boeing April 2011 Archived from the original on January 3 2016 Retrieved January 27 2011 Birtles 2001 p 49 a b c d Boeing 757 six months in service Flight International July 28 1983 pp 195 201 Retrieved February 2 2011 Birtles 2001 pp 50 51 a b c d e f g h i j k Birtles 2001 pp 28 29 a b c d e f g h i j k l Eden 2008 p 100 Dormer Ian June 4 1988 American and United buy 757s Flight International Retrieved July 15 2011 a b Birtles 2001 pp 53 55 Birtles 2001 pp 26 52 Birtles 2001 pp 48 49 a b c d e Birtles 2001 p 62 Birtles 2001 p 6 Birtles 2001 p 25 Birtles 2001 p 50 Birtles 2001 p 54 a b Norris amp Wagner 1998 pp 159 162 a b c d Birtles 2001 p 26 a b c d e f g h Concept to Reality Wake Vortex Hazard National Aeronautics and Space Administration Archived from the original on July 31 2009 Retrieved July 29 2011 a b Maksel Rebecca May 27 2008 Is the Boeing 757 a threat to other airliners Air amp Space Retrieved March 25 2012 New York New Jersey Philadelphia Metropolitan Airspace Redesign Project FAA s Wake Turbulence Separation Standards PDF Federal Aviation Administration p 1 Retrieved July 29 2011 Birtles 2001 p 37 a b Norris amp Wagner 1999 pp 96 98 Eden 2008 p 25 a b c Analysing the options for 757 replacement PDF Aircraft Commerce August 2005 pp 28 30 31 Archived from the original PDF on September 17 2012 Retrieved December 19 2011 a b c d Eden 2008 p 101 a b Norris amp Wagner 1999 pp 101 02 Norris Guy August 27 2002 Fix sought as 757 backlog nosedives Flight International Retrieved December 19 2011 a b c d Norris Guy October 21 2003 Sales drought takes 757 s scalp Flight International Archived from the original on November 5 2012 Retrieved July 27 2011 a b Norris Guy November 17 1999 Boeing looks at 757 slowdown Flight International Archived from the original on May 20 2013 Retrieved July 27 2011 a b McMillin Molly August 10 2004 Wichita s final 757 to take a bow Wichita Eagle Archived from the original on April 27 2005 Retrieved April 10 2012 Kingsley Jones Max April 11 2003 Omens good for old 757s despite production axe Flight International Archived from the original on May 22 2013 Retrieved July 27 2011 a b Birtles 2001 p 31 a b Converted Boeing 757 200 freighter enters service with DHL Flight International March 20 2001 Archived from the original on May 22 2013 Retrieved July 27 2011 a b c d Very special freighters Flight International September 19 2000 Archived from the original on November 5 2012 Retrieved July 27 2011 Aircraft Profiles Boeing 757 Flight International Archived from the original on July 24 2012 Retrieved April 1 2012 Steinke Sebastian May 2005 Last 757 Leaves Final Assembly Flug Revue Archived from the original on February 16 2008 Norris Guy February 24 2004 Boeing consolidates at Renton as 757 line ends Flight International Retrieved December 19 2011 Boeing s last 757 rolls off the assembly line The Taipei Times October 31 2004 Retrieved July 27 2011 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 Freitag William Schulze Terry 2009 Blended winglets improve performance PDF Aero Magazine pp 9 12 Retrieved July 27 2011 Faye Robert Laprete Robert Winter Michael 2002 Blended Winglets Aero Magazine Retrieved July 27 2011 As fuel costs spiral winglets are a simple way for airlines to cut fuel consumption Flight International June 27 2008 Archived from the original on July 3 2008 Retrieved July 27 2011 Norris Guy February 4 2009 Continental Receives First Wingletted 757 300 Aviation Week amp Space Technology Retrieved July 27 2011 a b World Airliner Census PDF Flight International 2014 Retrieved January 13 2015 Ostrower Jon September 5 2010 Icelandair s 757 replacement dilemma Flight International Archived from the original on September 9 2010 Retrieved July 3 2015 Wallace James February 20 2008 Push is on for a midrange Dreamliner Seattle Post Intelligencer Retrieved June 7 2011 Tupolev Takes on Boeing Flight International February 26 1991 Retrieved May 2 2012 Eden 2008 p 186 Karnozov Vladimir April 27 2011 Tu 204SM struggles as key supporter backs away Flight International Retrieved May 3 2012 Schofield Adrian July 20 2005 Boeing s 737 900ER Seen As Direct Competitor To A321 Aviation Week amp Space Technology Archived from the original on March 22 2012 Retrieved July 3 2015 Stephen Trimble February 11 2015 Boeing rejects business case for 757 re engining Flight Global Stephen Trimble March 11 2015 Udvar Hazy reveals preferences for Boeing s next project Flight Global Planemakers slow plans for new jets as they focus on survival Reuters April 28 2020 Velupillai 1982 pp 15 18 Birtles 2001 pp 18 19 Norris amp Wagner 1998 p 153 a b c Birtles 2001 p 47 Norris amp Wagner 1998 p 150 Carbon brakes for 757 Flight International July 17 1982 Retrieved February 2 2011 a b Norris amp Wagner 1999 p 99 Velupillai 1982 pp 14 15 Wells amp Clarence 2004 p 252 Birtles 2001 pp 44 50 Birtles 2001 pp 43 44 a b Norris amp Wagner 1998 p 161 Velupillai David August 8 1981 Boeing 767 The new fuel saver Flight International p 440 Retrieved July 30 2011 Pace Eric May 24 1981 How Airline Cabins are being Reshaped The New York Times Retrieved February 1 2011 Boeing s Big Quiet 737 300 Flight International February 12 1982 Retrieved July 27 2011 a b c Norris amp Wagner 1999 p 101 Norris amp Wagner 1999 p 112 Icelandair Takes First Boeing 757 200 with New Interior Boeing April 25 2000 Archived from the original on June 19 2000 Retrieved July 3 2015 Delta Air Lines Announces Installation Of Overhead Bin Extensions Delta Air Lines May 15 2000 Archived from the original on December 1 2017 Retrieved June 7 2012 American s First Aircraft Featuring Bigger Overhead Bins Takes to the Skies American Airlines January 17 2001 Archived from the original on December 1 2017 Retrieved August 18 2011 Heath Tecna to unveil Project Amber for B737s and B757s Northwest Business Monthly 2011 Archived from the original on March 20 2012 Retrieved July 3 2015 Heath Tecna unveils Project Amber interior Aircraft Interiors International Retrieved July 3 2015 a b c d Birtles 2001 p 38 Boeing 757 300 Background Boeing Archived from the original on November 4 2013 Retrieved July 3 2015 Airplane Types and seating maps Delta Air Lines Retrieved April 3 2012 a b ICAO Document 8643 International Civil Aviation Organization Retrieved April 1 2012 FAA Type Certificate Sheet A2NM PDF Federal Aviation Administration March 8 2002 p 5 Retrieved July 21 2011 757 200ER with BusinessElite version 2 75E Delta Air Lines Retrieved April 8 2012 Veronico amp Dunn 2004 p 97 a b Boeing 757 incidents Aviation Safety Network September 12 2019 Flottau Jens Norris Guy January 15 2015 Airbus Sees 1 000 Aircraft Market For A321LR Aviation Week amp Space Technology Retrieved May 9 2015 Birtles 2001 p 41 a b Flottau Jens and Guy Norris Filling the gaps Aviation Week amp Space Technology January 15 February 1 2015 p 24 online version Higgins Michelle July 29 2007 The Flights Are Long The Planes Are Cramped The New York Times Retrieved April 4 2012 a b c d e 757 Freighter PDF Boeing 2007 Norris amp Wagner 1998 p 162 a b Bowers 1989 p 540 Kane 2003 pp 551 52 World Airliner Census Flight International December 17 1988 p 58 Retrieved April 8 2012 Norris amp Wagner 1998 p 146 a b c d Pemco launches 757 200 Combi conversation program Aviation Week amp Space Technology October 30 2010 Retrieved October 30 2010 a b c Sobie Brendan October 21 2010 Precision follows Pemco in launching 757 combi conversion Flight International Retrieved April 3 2012 a b c North American Airlines and VT Systems plan conversion of Boeing 757 200 to Combi configuration Global Aviation Holdings Inc December 17 2010 Retrieved July 3 2015 Nepal Airlines Desperate To Sell 31 Year Old Boeing 757 Simple Flying November 16 2019 Retrieved July 29 2020 Boeing ST Aero deliver 757 special freighter November 19 2001 Retrieved February 18 2021 757 SF makes first flight Boeing January 15 2001 Retrieved February 18 2021 Kingsley Jones Max October 13 1999 Boeing launches turnkey initiative with DHL freighter conversion contract Flight International Retrieved April 3 2012 Blue Dart inducts two Boeing 757 200 freighters Business Standard May 31 2006 Retrieved June 2 2012 Tasman Cargo Airlines 757 200F Tasman Cargo Airlines Archived from the original on January 3 2016 Retrieved June 2 2012 ST Aerospace Brochure PDF ST Engineering Retrieved February 16 2021 Torbenson Eric Gunsalus James September 26 2006 FedEx to spend 2 6 billion to replace its fleet of 727s Bloomberg Archived from the original on April 15 2012 Retrieved April 1 2012 Passenger to Freighter Aircraft Conversions precisionconversions com Retrieved April 1 2015 Engel Samuel April 2 2019 amazon and alibaba have saved a legacy boeing aircraft before will it happen again Forbes Retrieved February 16 2021 Lee Jeff April 17 2020 Precision conversion now total 120 Cargo Facts Retrieved February 16 2021 a b c d e f Type Certificate Data Sheet PDF FAA February 16 2016 Archived from the original PDF on October 30 2019 Retrieved November 11 2016 a b 757 300 Technical Characteristics Boeing Archived from the original on November 2 2013 Retrieved July 3 2015 P amp W powered 757 300 tests begin Flight International February 19 2002 Retrieved June 17 2012 Norris Guy December 2 1998 Testing a stretch Flight International Retrieved June 8 2012 Norris amp Wagner 1999 p 96 American Trans Air Receives First and Second Boeing 757 300s Boeing August 8 2001 Retrieved August 31 2012 a b Birtles 2001 p 126 a b c d e ARIES NASA s Flying Lab Takes Wing National Aeronautics and Space Administration December 1999 Retrieved March 25 2012 Adams Denise August 11 2006 State of the Center Updated at Town Meeting National Aeronautics and Space Administration Retrieved April 6 2012 a b c Factsheets C 32 United States Air Force Archived from the original on June 13 2009 Retrieved July 3 2015 Air National Guard 2014 Weapons System Modernization Priorities United States Air National Guard 2014 United States General Accounting Office 2003 p 197 Midair Collision Avoidance Guide PDF 305th and 514th Air Mobility Wings McGuire Air Force Base September 2007 pp 5 8 12 Archived from the original PDF on March 13 2013 Retrieved June 2 2012 a b Birtles 2001 pp 28 56 Pace 1999 pp 26 28 757 EcoDemo Focuses On Laminar And Active Flow Aviation Week March 23 2015 Retrieved March 23 2015 Norris Guy Bug smasher Aviation Week amp Space Technology March 30 April 12 2015 p 37 Norris Guy Bug Smasher Aviation Week amp Space Technology March 30 April 12 2015 p 37 Moody Elyse August 5 2008 ST Aero Redelivers Combi 757 to RNZAF Aviation Week amp Space Technology Archived from the original on May 5 2013 Retrieved July 3 2015 a b c RNZAF Boeing 757 Royal New Zealand Air Force Retrieved July 21 2011 Field Michael July 8 2011 Air force plane struck by lightning Fairfax News Retrieved April 6 2012 Field Michael December 17 2009 RNZAF jet lands on ice Fairfax News Retrieved April 6 2012 Braslavsky Guido April 20 2009 El avion de Cristina se averio y tuvo que aterrizar en Caracas El Pais in Spanish Archived from the original on June 14 2012 Retrieved August 13 2011 Guevera Inigo 2009 Defensa Nacional Ejercito Fuerza Aerea y Marina PDF in Spanish Seguridad con Democracia p 304 Archived from the original PDF on March 28 2012 Retrieved July 3 2015 Birtles 2001 p 52 Airline profile Saudi Arabian Avia Magazine Retrieved July 21 2011 Check out Trump Force One Donald Trump s personal Boeing airliner Business Insider Retrieved January 16 2017 Robinson Tim September 17 2021 Defence back on show DSEI 2021 report Royal Aeronautical Society Retrieved September 17 2021 William Green Gordon Swanborough John Mowinski 1987 Modern Commercial Aircraft Portland House p 80 ISBN 0517633698 a href Template Cite book html title Template Cite book cite book a CS1 maint multiple names authors list link Richard O Lone 1980 Study Shows Air s Cost Over Auto Vol 112 Aviation Week amp Space Technology p 12 World Airliner Census Flight International August 21 27 2007 pp 46 47 Retrieved July 24 2011 American set to return 19 jets when leases up Fort Worth Star Telegram June 8 2006 p C1 Delta Museum Boeing B 757 Delta Air Lines Air Transport Heritage Museum Retrieved August 18 2011 DHL Express Division Aviation DHL Aviation Archived from the original on December 20 2012 Retrieved May 6 2012 DHL amp Lemuir Consolidate Logistics Business in India DHL Aviation May 24 2007 Archived from the original on January 22 2011 Retrieved July 3 2015 Cohen Aubrey October 5 2010 British Airways revives 1983 livery for retiring Boeing 757 Seattle Post Intelligencer Archived from the original on November 1 2013 Retrieved April 1 2012 Kaminski Morrow David May 10 2010 British Airways unveils retro livery as 757 era ends Flight International Archived from the original on October 8 2010 Retrieved July 21 2011 Kingsley Jones Max October 3 2010 BA goes retro for 757 bye bye Aviation Week amp Space Technology Archived from the original on October 18 2012 Retrieved July 3 2015 Boeing 757 Statistics Aviation Safety Network September 12 2019 a b c d e Birtles 2001 pp 102 03 Threats and Responses Excerpts from the Report of the Sept 11 Commission A Unity of Purpose The New York Times July 23 2004 Retrieved January 22 2011 a b Karp Aaron January 10 2011 FAA issues AD requiring repetitive 757 fuselage skin inspections Aviation Week amp Space Technology Retrieved March 25 2012 American Airlines jet crashes in the Andes CNN December 21 1995 Retrieved September 9 2011 a b Investigation Report AX001 1 2 PDF German Federal Bureau of Aircraft Accidents Investigation May 2 2004 p 110 Archived from the original PDF on January 23 2007 Retrieved July 3 2015 Pope Hugh February 10 1996 Crash plane may not have been serviced The Independent Retrieved November 19 2009 Plane crash Britons due home BBC News September 15 1999 Officials investigate what caused hole in American jet s fuselage Dallas Morning News October 29 2010 Retrieved June 7 2011 Loh Chris Breaking DHL Boeing 757 Fuselage Breaks After Landing In San Jose With Hydraulic Issue Simple Flying Retrieved April 7 2022 Reuters April 8 2022 DHL cargo plane splits in two after crash landing at Costa Rica airport the Guardian Retrieved April 8 2022 Video Cargo plane splits in two after emergency landing in Costa Rica gulfnews com Retrieved April 8 2022 a b Meng Tiffany April 28 2014 Two new planes Delta Flight Museum Retrieved May 18 2015 Birtles 1999 pp 55 116 Civil Jet Aircraft Design Elsevier January 1999 Aircraft Data File Boeing Jetliners Barnes amp Noble Books 1998 p 71 ISBN 978 1 61060 706 3 TWA looks at stretched 757s to replace ageing 767 fleet Flight International January 11 2000 Retrieved April 16 2017 Bibliography Edit Birtles Philip 1999 Modern Civil Aircraft 6 Boeing 757 767 777 Third Edition London Ian Allan Publishing ISBN 0 7110 2665 3 Birtles Philip 2001 Boeing 757 Osceola Wisconsin MBI Publishing ISBN 978 0 7603 1123 3 Bowers Peter M 1989 Boeing aircraft since 1916 Annapolis Maryland Naval Institute Press ISBN 978 0 87021 037 2 Davies R E G 1990 Delta an airline and its aircraft the illustrated history of a major U S airline and the people who made it Miami Florida Paladwr Press ISBN 0 9626483 0 2 Davies R E G 2003 Eastern an airline and its aircraft McLean Virginia Paladwr Press ISBN 1 888962 19 4 Davies R E G 2000 TWA an airline and its aircraft McLean Virginia Paladwr Press ISBN 1 888962 16 X Eden Paul ed 2008 Civil Aircraft Today The World s Most Successful Commercial Aircraft Silverdale Washington Amber Books Ltd ISBN 978 1 84509 324 2 Kane Robert M 2003 Air Transportation 1903 2003 Fourteenth Edition Dubuque Iowa Kendall Hunt Publishing ISBN 978 0 7872 8881 5 Norris Guy Wagner Mark 1998 Boeing Osceola Wisconsin MBI Publishing ISBN 0 7603 0497 1 Norris Guy Wagner Mark 1999 757 New Directions Modern Boeing Jetliners Osceola Wisconsin Zenith Imprint ISBN 0 7603 0717 2 Pace Steve 1999 F 22 Raptor America s next lethal war machine New York New York McGraw Hill ISBN 978 0 07 134271 1 Sharpe Mike Shaw Robbie 2001 Boeing 737 100 and 200 Osceola Wisconsin MBI Publishing ISBN 0 7603 0991 4 Veronico Nick Dunn Jim 2004 21st century U S air power St Paul Minnesota Zenith Press ISBN 0 7603 2014 4 Wells Alexander T Rodrigues Clarence C 2004 Commercial Aviation Safety New York New York McGraw Hill Professional ISBN 0 07 141742 7 Combating terrorism interagency framework and agency programs to address the overseas threat Washington District of Columbia United States General Accounting Office 2003 ISBN 978 1 4289 3944 8 Further reading EditBecher Thomas 1999 Boeing 757 and 767 Marlborough Wiltshire Crowood Press ISBN 1 86126 197 7 Shaw Robbie 1999 Boeing 757 amp 767 Medium Twins Reading Pennsylvania Osprey Publishing ISBN 1 85532 903 4 Yenne Bill 2005 The Story of the Boeing Company St Paul Minnesota Zenith Press ISBN 978 0 7603 2333 5 External links Edit Wikimedia Commons has media related to Boeing 757 category 757 Commercial Transport Historical Snapshot Boeing The big gamble The Seattle Times June 19 1983 Peter Henley February 29 2000 On the rack Flight International Flight International flight tests Boeing s latest 757 model the stretched 240 seat 300 which entered service last March passenger version PDF Boeing 2007 freighter version PDF Boeing 2007 Type Certificate Data Sheet EASA IM A 205 PDF European Aviation Safety Agency December 17 2015 Archived from the original PDF on September 15 2020 Retrieved June 13 2018 Type Certificate Data Sheet A2NM PDF FAA February 16 2016 Archived from the original PDF on October 30 2019 Retrieved November 11 2016 Retrieved from https en wikipedia org w index php title Boeing 757 amp oldid 1132003561, wikipedia, wiki, book, books, library,

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