The 757 is a narrow-body airliner with the normal configuration being 3 seats on either
side of a single aisle. The twin-engine, medium-range 757 was up to 80 percent more fuel-efficient
than the older 727 jetliners it was designed to replace but retained the 727’s short-field
capability. The Boeing 757 family consists of the 757-200, the 757-200 freighter, and
the larger 757-300. In today's video, we are going to talk about “Bad
Things Happened With The Boeing 757X Engine!” So without any further ado, Let's begin.
More than 1,050 757 aircraft have been delivered since 1982. The 757-200 aircraft was announced
in 1978 and first flew in 1982. It was first delivered to Eastern Air Lines on 22 December
1982. The aircraft entered service with Eastern Airlines in January 1983. Boeing designed
the 757 alongside and slightly behind the Boeing 767.
The 767, which is a wide-bodied airliner, and the 757 share many of the same design
features in airframe as well as internal systems. The 757 was Boeings’ replacement for the
727 which had enjoyed immense popularity and was still the mainstay of many airline
fleets around the world. Arguably the most important upgrade for a modern Boeing 757
would be an all-new wing. The twinjet has a two-crew member glass cockpit,
turbofan engines of sufficient power to allow takeoffs from relatively short runways and
higher altitudes, a conventional tail, and, for reduced aerodynamic drag, a supercritical
wing design. The 757 can carry 200 to 295 passengers for a maximum of 3,150 to 4,100
nautical miles (5,830 to 7,590 km), depending on the variant.
The 757 has a 2,000 sq ft (185 m2) supercritical wing for reduced aerodynamic drag and a conventional
tail. It keeps the 707 cross-sections 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). ST Engineering announced that it will convert Boeing 757
aircraft into air tankers for Galactic Holdings. The company will draw on its structural modification
capabilities that have been used in converting passenger aircraft into freighters to develop
this first-in-the-world Boeing 757 air tanker. The model name for the air tanker will be
Boeing 757P2T and is estimated to be completed in 2024. It will have a capacity of up to
7,000 gallons of fire retardant, making it one of the largest aerial firefighting platforms
available on the market. 757-100 is the initial design with 150 seat
capacity which is the direct replacement of the 727. It failed to generate interest and
was not built. The 757-200 is the definitive version and forms the majority of the 757.
It has also been manufactured in freighter (757-200F) and passenger-freight combi (757-200M)
versions. In the late 1990s, some of the airliner 757-200 were converted to freighters.
The 757-200 has a maximum fuel capacity of 11,276 U.S. gallons of gasoline. The inertial
reference system (IRS) which debuted with the 757-200 was the first to feature laser-light
gyros. The 757-200 is used in a variety of roles ranging from transatlantic routes to
high-frequency shuttle services. The cruise speed is Mach 0.8.
"There's no denying the 757 is an old plane that was designed in the late 1970s, but
the versatility of the plane is remarkable and unmatched," Smith, the author of the book
Cockpit Confidential, told Business Insider in an interview. "It's profitable on both
short-haul domestic as well as trans-Atlantic routes."
"There's no denying the 757 is an old plane that was designed in the late 1970s, but
the versatility of the plane is remarkable and unmatched," Smith, the author of the book
Cockpit Confidential, told Business Insider in an interview. "It's profitable on both
short-haul domestic as well as trans-Atlantic routes."
The aircraft lifts up to 255,000 pounds and has bigger cargo holds so it can carry all
the equipment and then some we need on our expeditions. The jet has been used to serve
cities as far apart as 4,281 miles and as close as 65 miles. With the ETOPS certification
that was awarded in 1986, the versatility of the aircraft has increased.
The cabin diameter of 3.54 meters makes for a more comfortable flight including the overhead
baggage space and the belly capacity. Interestingly despite being a narrow-body aircraft, the
aircraft produces such a large wake-turbulence that it is categorized as a heavy aircraft
for separation requirements. Unfortunately, for Boeing, neither the larger variant Next-Generation
737s (-8/900) nor even the MAXs (MAX9/10) have been able to replace the place the 757
holds in the fleets of its operators. The closest replacement available to airlines
is the Airbus A321 family which is also not a direct replacement. The A321 does not have
the operational characteristics that made the 757 the workhorse it is today. Boeing
faces multiple hits with the Corona crisis because the demand for the company's cash
cow – the 787 has evaporated. The larger 777X is delayed for certification
and the 737 MAX is already challenged with news of orders being canceled each day. And
the NMA (New Mid-Size Aircraft) that has been discussed repeatedly may be forced on the
front burner. Up front, newcomers are often surprised at
the size and comfort of the cockpit, a consequence of the maximum fuselage diameter being carried
so far forward and the relatively blunt, low-slung nose. Those used to full-glass cockpits are
likely to find the 757 flight deck quaintly antiquated: There are six CRT screens displaying
attitude, navigation, engine, and crew-alerting data, but all other instruments are “steam
gauge” in appearance. Despite this, the flight deck is smartly functional
and nicely ergonomic; buttons and knobs fall easily to hand from either seat, systems are
grouped logically, and the “dark cockpit” concept is followed scrupulously. There’s
a lot of capability here: dual GPS, triple ring-laser gyro IRS, dual Flight Management
Systems, a wonderfully smooth triple-channel autopilot with Cat IIIB autoland, decent (if
slightly quirky) VNAV, and the ability to perform RNAV and even required navigation
performance approaches. These characteristics have made the 757 especially
popular with US airlines, with all of the major legacy airlines (American Airlines,
United Airlines, and Delta Air Lines) operating it. American Airlines was the largest operator
(with a fleet of 142 aircraft) but retired in 2020 amidst pandemic-related fleet simplification.
Delta Air Lines then became (and remains) the largest operator. It has also been a popular
choice in Europe. British Airways was one of the first airlines to take the 757-200
and operated a fleet of up to 54 aircraft until retirement in 2010. Icelandair remains
a major operator today. The 757-300, however, was an exception to this, with only 55 aircraft
delivered. At the time of the 757 development, Pratt
& Whitney (PW) bet on the 757 as the heir to Boeing’s 737 for the short and medium-haul,
consequently, they developed an engine, PW2000, especially for this aircraft type. Rolls-Royce
conceived a derivative of its larger RB211-524 to cover this thrust class, RB211-535. Any
re-engine of the 757 would require a new engine development. The closest modern engine would
be the PW1133G or LEAP-1A which is used on Airbus A321neo and LR.
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