The Boeing 757 is a low-wing twin jet airliner that was produced by Boeing Commercial Airplanes
from 1981 to 2004. The 757 is a narrow body airliner with the normal configuration being
3 seats on either side of a single aisle. It is one of the few modern airliners that
asks for engines in the 40 klbf thrust class. At the time of 757 development, Pratt & Whitney
(PW) bet on the 757 as the heir to Boeing’s 737 for a short and medium-haul, consequently
they developed an engine, PW2000, especially for this aircraft type.
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Rolls-Royce conceived a derivative of its larger RB211-524 to cover this thrust class,
RB211-535. It sold 1,050 units over a 24 year period, with many of the existing aircraft
still in use today as either passenger aircraft or converted freighters. The Boeing 757 family
consists of the 757-200, the 757-200 freighter, and the larger 757-300. 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 the service with Eastern Airlines in January
1983.
Although many of the planes are pushing 25 years of service, airlines are hanging onto
their 757s. For instance, Delta, who has spent big bucks on a fleet of new jets, recently
refurbished the cabins of its aging 757s instead of replacing them with newer planes. 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.
The initial concept floated by Boeing in the
mid-1970s was to either create an updated 727, the 727-300, or to create a whole new
twin-engined design known as the 7N7. Some interest was shown by United Airlines who
provided input for the 727-300. But this died out after a while as airlines were more interested
now in the new high by-pass turbofan engines which would not fit the 727 tri-jet. The closest
modern engine would be the PW1133G or LEAP-1A which is used on Airbus A321neo and LR.
PW has already talked about higher thrust
versions of the base PW1100G. To stretch it to 40klbf is not possible however without
major changes. Classical “throttle push” stretch i.e. spinning the engine faster by
virtue of injecting more fuel into a further developed hot section is only possible to
something like an additional 10% of thrust. This would take us to 36klbf, a far cry from
the 43 klbf needed for a direct replacement of the most popular engine on the 757, the
RB211-535.
Boeing would not have to spend upwards of five years to bring it to market. Boeing could
have it flying in 1-2 years and be selling right away as a competitor option to the Airbus
A321XLR. Airlines already know the Boeing 757 and around 550 are still being used as
passenger aircraft in fleets around the world. It makes perfect sense to operate the type
for some and Boeing would easily win some customers the day of (if not before) they
announce the aircraft. The 757-300 of the family of medium-sized
airliners is the largest single-aisle twinjet
ever made. The 757-300 is a stretched version of the 757-200, measuring 23ft 4in (7.1m)
longer. The extra length allows it to carry 20% more passengers and increases the available
cargo volume by nearly 50%. The 757-200 freighter is designed to accept up to 15 cargo containers
on its main deck. The aircraft has exceptional performance, allowing it to operate from almost
any airport in the world, including noise-restricted airports, short runways, and airports in hot
and high locations. It is quiet and fuel-efficient, is environmentally
friendly, and meets worldwide standards for
engine emissions. However, when they did figure it out, it became an integral part of the
operators' fleets. Boeing is currently marketing a new stretched variant of its long-serving
737 called the MAX 9 as a potential replacement for the 757. Now, there's talk that Boeing
may make the 737 even larger to get closer to the 757's capacity.
"Boeing is trying to push the 737 as a viable
757 replacement," Smith said, "In some respects it can and in some respects, it can't." For
instance, the 737 simply isn't capable of the same kind of engine performance as the
757. While the aircraft was originally designed for short to medium routes, it quickly found
a niche as a US transcontinental and secondary-market transcontinental airliner.
With a target of a 20% reduction in fuel burn,
Boeing set about designing the 757 using new lightweight materials as well as a redesigned
wing that produced less drag. The 757 had a high power to weight ratio which allowed
it to operate efficiently out of hot and high altitude airfields. It was able to beat its
competitors who required longer runways to achieve the same lifting capacity.
One of the two Boeing 757X aircraft operated
by the Royal New Zealand Air Force (RNZAF) was upgraded and was flown to Antarctica in
December 2009 on a trial flight. The aircraft’s navigation system was upgraded to operate
in the high altitudes of McMurdo. The intention is to carry passengers to McMurdo. Six Boeing
757-200 aircraft were ordered by Allegiant Air in March 2010. About $75m to $90m will
be spent to acquire and upgrade the aircraft so as to extend its flights to Hawaii.
The first two 757-200 were delivered in 2010
and another in 2011. All the aircraft have been leased to two European carriers until
mid-2012. The final two will be delivered during the first half of 2012 and are expected
to be included in the Allegiant fleet. According to Smith, the 737 falls way short of the 757
in terms of runway performance. The 737 requires a much higher takeoff speed and much more
runway to get off the ground. During takeoff, the plane didn't lift off
until 160 knots and used up much more runway.
The dual trunk landing gear allowed for improved performance, especially on short runways.
A supercritical wing design further delivered on efficiency. The use of new materials and
design techniques also reduced weight further while enhancing aerodynamic capabilities.
Overall, with the 757 Boeing delivered an
aircraft that was a significant improvement over the 727 including residual values on
the aircraft and conversion to freighters. The Boeing 757 was produced in three main
variants. The first offering was the 757-200 which was by far the most popular model with
913 having been produced out of a total of 1,050 altogether.
The 757-200 came in two configurations. Each
had three doors on each side of the fuselage. The base model had a smaller door in addition
just behind the wings, whereas the alternative version had two small overwing exits on each
side. The type was capable of carrying from 224 to 239 passengers. To compare the performance
of a 757-200 classic and a MAX variant against its main rival, Airbus A321LR, need an apples-to-apples
yard stick. As these aircraft are of different sizes to
compare all critical values per transported
passenger. Boeing and Airbus use different standards for how they configure cabins, therefore
one cannot use their seat numbers for such comparisons. In addition, the 757's cockpit
is pretty old-fashioned when compared to modern airliners such as the 737 MAX. The controls
of the 757 are also much heavier for pilots than its sibling, the Boeing 767.
The 757 and 767 were developed at the same
time and feature virtually identical cockpits. Divisions of Boeing built the main sections
of the cabin and the flight deck. "The 737 falls short when you're trying to fly it longer
haul, coast to coast. It can do it, but not by much," Smith said. In addition, when it
comes to flying across the Atlantic, "there's is a concern in the winter, when there are
ferocious headwinds, the 737 may need to stop for fuel."
The reality is that Smith believes the Boeing
737 is a good plane but is being asked to take on a mission the design wasn't meant
to perform. "The Boeing 737 was essentially conceived as a small regional jet nearly five
decades ago," Smith said. "It's an extremely popular plane, but it's being asked to perform
missions it wasn't designed for." Boeing 757-200 and 757-300 can fly at a maximum cruise speed
of 980km/h. The ranges of the aircraft are 7,222km (757-200) and 6,287km (757-300). The
service ceiling is 12,800m.
The maximum take-off weight of the 757-200 is 115,680kg, while that of the 757-300 is
123,600kg. The retractable tricycle landing gear consists of two four-wheel main units
and a twin-wheel nose unit manufactured by Menasco. The main units are equipped with
Goodrich or Dunlop wheels with carbon brakes. The aircraft’s hydraulics system is based
on a suite of four Abex electrical pumps and Honeywell-Vickers engine-driven pumps.
With 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’s is categorized
as a heavy aircraft for separation requirements.
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