Boeing 757

[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.

[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.

[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.

[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 and 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.

[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.

[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.

[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.

[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.

[50] 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.

[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.

[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.

[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,[68] and counter longer-range versions of the 185-seat Airbus A321,[69] a new stretched variant of the A320 narrow-body airliner.

[78] 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; 5,750 mi).

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.

[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.

[104] 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).

[117] 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.

[120] 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,[121] and American Airlines did the same in 2001.

[29][129] 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",[125][130][131] but this designation is not used by the manufacturer.

[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.

[137] The 757-200PF is specified with a MTOW of 255,000 lb (116,000 kg) for maximal range performance;[61][137] when fully loaded, the aircraft can fly up to 3,150 nautical miles (5,830 km; 3,620 mi).

[29][139] The main-deck cargo hold has a smooth fiberglass lining,[140] and a fixed rigid barrier with a sliding access door serves as a restraint wall next to the flight deck.

[80] 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.

[49] 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.

[156] 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.

[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; 3,907 mi).

[189] 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.

Side view of silver twin-engine jet taxiing on runway, with deployed flaps and "757" markings on tail.
The 7N7 made its Farnborough Airshow debut in 1982 as the 757-200.
Forward view of aircraft, showing fuselage profile, two circular engines.
Forward view of a Transavia Airlines 757-200, showing fuselage profile, wing dihedral , and RB211 engines
Side view of twin-engine jet on tarmac, with attached airstairs and support vehicle, along with a trijet aircraft in the background.
Predecessor and successor: an Air Atlantis 727-200 and an Air Europe 757-200
Side view of aircraft in flight with extended gear, against a grassy hill backdrop
British Airways was one of the first customers for the RB211-powered 757.
Side view of silver twinjet in flight, with "757" markings on tail.
Eastern Air Lines began domestic 757 operations in January 1983 and later deployed the aircraft on transcontinental routes.
Side quarter view of aircraft at takeoff, with snow-covered mountains behind.
Monarch Airlines began 757 charter services in March 1983.
Side view of aircraft in flight with extended gear.
A Condor 757-300 in 2005. Condor became the first operator of the stretched 757-300 in March 1999.
Front quarter view of twin-jet aircraft at takeoff, with extended gear.
Shanghai Airlines received the last production 757, B-2876, in November 2005.
Side view of twin-jet aircraft ascending.
United Airlines 757-300 taking off from Los Angeles International Airport in 2015 with blended winglets , which reduce lift-induced drag and improve fuel efficiency .
Overhead view of twin-jet aircraft taxiing on airport tarmac.
Bird's eye view of Ethiopian Airlines 757-200 at London Heathrow Airport in 2012
View of a 757 cockpit with six paired color displays.
Two-crew cockpit of a Condor 757-300 with CRT displays
Cabin of the 757. There are six seats per row, with a single aisle separating the seats. Light shines through the side-wall windows and overhead lighting
Icelandair 757-200 with original cabin design, updated lighting, and six-abreast seating
An Icelandair 757-200 in 2020 with Scimitar Blended Winglets
Side quarter view of UPS twin-engine jet in flight, with gear extended
A UPS 757-200PF in August 2007
Side view of yellow twin-engine jet in flight
DHL Aviation 757-200SF in flight in 2008
Side view of airliner in flight, with extended landing gear
Nepal Airlines ' sole 757-200M in 2012
United Airlines 757-300 in 2011
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 first 757 was modified into the F-22 Flying Test Bed.
Gray twinjet stationary on ice, with aft stairs and surrounding personnel.
In 2009, the Royal New Zealand Air Force flew one of its 757 Combis to Antarctica for the first time.
Delta Air Lines is the overall largest 757 operator, with a 757-200 shown here.
Side view of twin-jet aircraft in flight, showing "FedEx" lettering
A Boeing 757-200SF of FedEx Express , the variant's largest single operator.
Side belly view of twin-jet aircraft in flight, banking to one side.
In January 2011, the FAA ordered fuselage inspections after an American Airlines 757 lost an upper skin panel in flight. [ 195 ]
Boeing 757-200 N608DA on display at the Delta Flight Museum
Comparison chart showing front, side, and dorsal views of the 757
A comparison of the different 757 variants