Boeing 757

Boeing 757
Boeing 757-200 of launch customer British Airways
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	Out of production, in active service
Primary users	Delta Air Lines American Airlines United Airlines UPS Airlines
Produced	1982–2004
Number built	1,050[1]
Unit cost	757-200: US$65 million (2002) 757-300: US$80 million (2002)
Variants	Boeing C-32

The Boeing 757 is a mid-size, narrow-body, twin-engine jet airliner manufactured by Boeing Commercial Airplanes. Passenger versions of the aircraft can carry between 186 and 289 passengers, and have a maximum range of 3,100 to 3,900 nautical miles (5,700 to 7,200 km), depending on variant and seating configuration.^[2] The 757 has been produced in two fuselage lengths: the original 757-200 entered service in 1983, and the stretched 757-300 entered service in 1999. A production freighter version, the 757-200PF, has been sold along with a combi model, the 757-200M. Passenger models have also been converted to the 757-200SF cargo specification.

Launched with orders from Eastern Air Lines and British Airways in 1978, the Boeing 757 was intended to replace the previous narrow-body 727 trijet on short- and medium-routes. The 757 was conceived and designed in tandem with the Boeing 767, a wide-body twinjet with which it shares design features and two-crew glass cockpits. The operating similarities between the two aircraft allow pilots to obtain a common type rating to operate both jets, after the completion of a transition course. After its introduction, the 757 became commonly used by operators in both the United States and Europe, and particularly with mainline U.S. carriers and European charter airlines. The aircraft has also been acquired for use as government, military, and VIP transport.

Production of the 757 ended on October 28, 2004 after 1,050 had been built.^[1] The final aircraft was delivered to Shanghai Airlines on November 28, 2005. The −200 is the most common variant, accounting for the majority of all 757s ordered. The −300 is the longest narrow-body twinjet ever produced.^[3] As of 2010, Delta Air Lines operates the largest 757 fleet. In July 2010, 945 examples were in airline service.^[4]

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 2 Design 2.1 Airframe and systems 2.2 Interior 3 Variants 3.1 757-200 3.2 757-200PF 3.3 757-200SF 3.4 757-200M 3.5 757-300 3.6 Government, military and corporate 4 Operators 4.1 Orders and deliveries 5 Incidents and accidents 6 Specifications 7 See also 8 References 9 External links

[edit] Development

[edit] Background

The 727 was the best-selling commercial jet of the 1960s.^[5] The narrow-body trijet operated short- to medium-range routes, and had particular success in the U.S. domestic airline market.^[6] By the early 1970s, after the launch of the wide-body 747,^[7] Boeing turned its attention towards improving its most successful 727 model, the 189-seat 727-200.^[8] Two approaches were considered: a stretched 727-300, and a new development study, code-named 7N7.^[9] The former was a relatively inexpensive derivative using the 727's existing technology and three-engine configuration,^[9] while the latter was a narrow-body twinjet which incorporated new materials and propulsion advances in the civil aerospace industry.^[10]

Buoyed by strong interest from United Airlines, which had collaborated with Boeing on its basic design, the 727-300 appeared set for program launch in late 1975.^[7] However, following examination of Boeing's new technology studies, United's enthusiasm waned in favor of the 7N7.^[7] Although the 727-300 was proposed to other airlines such as Braniff International Airways, customer interest remained insufficient for further development.^[7] Instead, airlines showed greater interest in the high-bypass-ratio turbofan engines, new flight deck technologies, lowered weight, improved aerodynamics, and reduced operating cost promised by the 7N7.^[9] Many of these features were also included in a parallel development effort for a mid-size wide-body airliner, code-named 7X7, which would become the 767.^[11] Both proposals were positioned to take advantage of the airline industry upturn which emerged in the late 1970s.^[12]

By 1978, Boeing's 7N7 studies had focused on two variants: a 7N7-100 with seating for 160, and a 7N7-200 with capacity for over 180 seats.^[13] The 7N7 studies retained the T-tail configuration of the 727 along with its narrow-body cross-section, forward fuselage, and flight deck layout, while adding a redesigned wing and new under-wing engines.^[14] The narrow-body configuration was touted as offering the lowest fuel burn per passenger-kilometer of any jetliner.^[5] On August 31, 1978, the 7N7 received its first airline commitments when British Airways and Eastern Air Lines announced launch orders totaling 40 aircraft for the −200 version.^[5] These orders were formally signed in March 1979, at which time Boeing officially designated its new twinjet as the 757.^[13] The shorter −100 development, which failed to attract any orders, was dropped, with its role eventually taken by the 737-300 and 737-400.^[15]

[edit] Design effort

The design process for the Boeing 757 emphasized fuel efficiency from the outset.^[16] This was in direct response to industry concerns over rising fuel costs exacerbated by the Yom Kippur War of 1973.^[16] Manufacturer estimates indicated that the 757 would benefit from a 20 percent reduction in fuel consumption from new engines, plus an additional 10 percent from aerodynamic improvements, compared with preceding aircraft.^[16] Increases in the maximum take-off weight (MTOW) were implemented to improve takeoff performance in hot and high climates.^[17] As the design process advanced, the 757 moved increasingly away from shared 727 elements and incorporated new structural features and systems from the 767, which was then ahead in development by several months.^[7][13] Because both aircraft were being developed concurrently and used the same twinjet layout and many of the same technologies, Boeing opted to treat both as almost one program to reduce risk and cost.^[7] Computer aided design, first employed on the 767, was applied for 35–40 percent of the design drawings on the 757.^[18]

In early 1979, a common two-crew glass cockpit was adopted for both the 757 and 767, featuring similarly configured systems, shared instrumentation, avionics, and flight management systems.^[19] The shared flight deck included cathode-ray tube (CRT) color displays, replacing conventional electromechanical instruments.^[19] Increased automation eliminated the flight engineer position common to three-crew cockpits.^[19] By designing its new twinjets to feature common flight decks and handling characteristics,^[19] pilots rated in the 757 could be qualified to fly the 767 and vice versa, after a short conversion course.^[19] This was considered an incentive for airlines to operate both aircraft.^[18]

One of the last vestiges of the 727, the T-tail, was dropped in late 1979 in favor of a conventional tail.^[5][13] This allowed for more passengers to be carried without lengthening the fuselage, and avoided the risk of a deep stall.^[20] The same narrow-body, single-aisle configuration and upper-fuselage diameter as the previous 707, 727, and 737 was retained for lower aerodynamic drag considerations,^[16] as well as reduced production cost.^[12][21] Boeing's market research further indicated that passenger preference for wide-body aircraft was less of a factor on the short-haul routes targeted for the 757.^[14]

The 757's wings were designed to be more efficient than the preceding 727's, with less aerodynamic drag and greater fuel capacity.^[13] Their new aft-loaded design produced lift across the majority of the upper surface, instead of a narrow band as in previous designs.^[13] This improved performance necessitated an extensive set of flaps, leading edge slats and spoilers to slow the aircraft from cruise to landing speeds.^[13] The wing-mounted engines helped counteract in-flight bending movements, and using only two engines reduced cost versus three- and four-engined designs.^[18] The 757 was the first Boeing airliner launched with engines produced outside the United States, with early customers selecting the British-built Rolls-Royce RB211-535C turbofan capable of 37,400 lbf (166 kN) of thrust (a measure of jet engine output).^[13][22] Pratt & Whitney subsequently offered the 36,600 lbf (163 kN) thrust PW2037,^[23] with Delta Air Lines placing a launch order for 60 aircraft in November 1980.^[11][24] General Electric offered its CF6-32 turbofan early in the program, but eventually abandoned its involvement due to insufficient demand.^[25]

[edit] Production and testing

To build its new narrow-body twinjet, Boeing selected its Renton factory in Washington, home of 727 and 737 production, as the final assembly site for the 757.^[18] Approximately half of the aircraft's components, including the nose section, wings, and empennage, were produced in-house, with the remainder subcontracted to primarily U.S.-based companies.^[18] Assembly chain subcontractors included Rockwell International (main fuselage), Fairchild Aircraft (leading edge slats), and Grumman (flaps).^[18] British Airways and Rolls-Royce initially lobbied the British aircraft industry to build 757 wings, but this did not occur.^[5] The production ramp-up on the new twinjet coincided with the winding-down of 727 assembly, allowing the Renton factory to sustain productivity levels.^[18] Final assembly of the first aircraft began in January 1981.^[18]

The first 757 was rolled out at Boeing's Renton factory on January 13, 1982.^[25] The prototype was equipped with Rolls-Royce RB211-535C engines, marking the first time that a foreign engine was used on a Boeing debut model.^[26] The aircraft completed its maiden flight on February 19, 1982, under the command of company test pilots John Armstrong and co-pilot Lew Wallick.^[27] The first flight was affected by a stall of the number two engine, following indications of low oil pressure.^[27] After checking engine diagnostics, the test pilots were able to restart the engine, and the flight proceeded normally thereafter.^[27] Subsequently, the 757 was placed on a seven-day weekly flight test schedule.^[28] Five aircraft were used for the flight test program, which took place over seven months for a total of 1,250 flying hours.^[29] By the time flight testing began, the 757 had received 136 firm orders from seven carriers, namely Air Florida, American Airlines, British Airways, Delta Air Lines, Eastern Air Lines, Monarch Airlines, and Transbrasil.^[18]

Following completion of the flight test program, the Rolls-Royce RB211-powered 757 received Federal Aviation Administration (FAA) certification on December 21, 1982, followed by Civil Aviation Authority (CAA) certification on January 14, 1983.^[27] The first delivery to launch customer Eastern Air Lines occurred on December 22, 1982, approximately four months after the first 767 deliveries.^[30][27] The first Pratt & Whitney PW2037-powered 757 rolled out approximately one year later, and was delivered to Delta Air Lines on November 5, 1984 following certification.^[27]

[edit] Service entry and operations

Eastern Air Lines placed the Boeing 757 into commercial service on January 1, 1983, followed by British Airways on February 9, 1983.^[26] Lease customer Air Europe and Monarch Airlines also placed the aircraft into service that year.^[31] The 757's service entry was relatively smooth, with greater reliability than prior jetliners and quieter airport operational performance.^[31] Early pilots underwent specialized training to transition to the new two-person cockpit with CRT displays.^[31] Eastern Air Lines, the first 727 operator to take delivery of 757s, found that the aircraft demonstrated greater payload capability than its predecessor with reduced fuel burn and fewer crew requirements.^[31] Compared to the 707 and 727, the new twinjet burned 42 and 40 percent less fuel per seat, respectively, on flights of 1,000 nautical miles (1,900 km; 1,200 mi) in length.^[32]

Following service entry, the 757 remained largely unchanged for the rest of the 1980s.^[15] Purchase options were limited to variants of the −200 model with either Rolls-Royce or Pratt & Whitney engines, and either regular or longer-range fuel capacity.^[26] Production changes largely consisted of more powerful engines; the RB211-535E4 replaced the −535C as the default Rolls Royce engine, and Pratt & Whitney offered upgraded PW2037 and PW2040 engines.^[27] A freighter model, the 757-200PF, was launched in December 1985 following an order for 20 aircraft from United Parcel Service,^[27] and a freighter-passenger variant, the 757-200M, was launched in February 1986 following a single order from Royal Nepal Airlines.^[27] However, aside from initial launch orders, overall program sales remained relatively slow for most of the 1980s, a consequence of declining fuel prices and a shift to smaller aircraft in the post-deregulation U.S. market.^[27] From 1988 to 1989, sales revived with 322 additional orders,^[27] of which American Airlines and United Airlines accounted for 160 aircraft.^[33] This sales boom, which marked the aircraft's most prolific ordering period, was attributed to increasing hub congestion and more stringent airport noise regulations.^[27] Both of these market trends favored the 757's capacity and sound characteristics.^[27]

By the end of the 1980s, the 757 had become commonly used on domestic routes and high-frequency shuttle flights in the United States and Europe.^[34] The largest operators included Delta Air Lines and American Airlines, with both carriers ultimately operating fleets of over 100 757s each.^[34] In addition to mainline carriers, the aircraft found use by holiday and charter airlines, mainly in Europe.^[34] In Asia, China became the largest market for the 757, following the first sale to the Civil Aviation Administration of China in 1987.^[34] International aircraft leasing corporations were also major customers for the 757.^[34] The RB211-535E4 powered version was the only model approved by the FAA for Extended-range Twin-engine Operational Performance Standards (ETOPS) operations over the North Atlantic, allowing the aircraft to be deployed on transatlantic routes between North America and Europe.^[5] The 757 also became used to add capacity on flights to airports with aircraft size restrictions, such as Reagan National Airport near downtown Washington, D.C..^[12]

[edit] Stretched variant

In the 1990s, Boeing considered possible upgrades to the 757, which for 18 years had been the manufacturer's only narrow-body jet not to receive a stretched variant.^[15] Rumors of a long-range −200X and stretched −300X circulated at the time, but no formal announcements had been made.^[15] European charter carriers were particularly interested in an higher-capacity version of the aircraft, which would allow the aircraft to take better advantage of its range.^[34]

In September 1996, Boeing finally announced the stretched 757-300 program at the Farnborough Airshow,^[15] following a launch order for 12 aircraft from charter carrier Condor Airlines.^[34] In addition to meeting the needs of charter customers, the larger model allowed Boeing to match the passenger lift capabilities of the 767-200 with lower operating costs, ^[35] and counter longer-range versions of the Airbus A321.^[34] The −300 design effort was intended to be the shortest development program in Boeing history, with 27 months targeted between launch and certification.^[15] While the design avoided radical upgrades from the −200, the −300 received a redesigned interior and enhanced avionics.^[36] Four engine options were offered, namely the 43,500 lbf (193 kN) Rolls Royce RB211-535E4B, the 42,600 lbf (189 kN) Pratt & Whitney PW2043, along with the PW2037 and PW2040 from the −200.^[37]

The first 757-300 rolled out on May 31, 1998, and completed its maiden flight on August 2, 1998.^[34] Following regulatory certification in January 1999, the aircraft entered service with Condor on March 19, 1999.^[34] However, sales for the 757-300 remained slow, and ultimately totaled 55 aircraft.^[34] By November 1999, faced with dwindling sales and a reduced backlog despite the launch of the −300, Boeing began studying a decrease in 757 production rates.^[38]

[edit] Further developments

While the Boeing 757 program had been a financial success, the early 2000s saw its production viability come in to question.^[38] Airlines were again gravitating towards smaller aircraft models such as the 737 and Airbus A320, at the expense of the 757, because of their reduced financial risk.^[38][39] A renewed sales campaign in 2003 yielded only five additional orders for the 757.^[40] In October 2003, following Continental Airlines' decision to switch its outstanding 757-300 orders for the 737-800, Boeing announced the end of 757 production.^[40] The 1,050th and last 757, a −200 model destined for Shanghai Airlines, rolled off the production line at Renton on October 28, 2004^[1] and was delivered in April 2005 after several months of storage.^[41]

Since 2004 most 757s have remained in service,^[42] with U.S. carriers the primary operators,^[34] but through the late 2000s rising fuel prices put increasing pressure on airlines to improve the fuel efficiency of their 757 fleets.^[43] From 2004 to 2008 the fuel cost to operate a 757-200 on mid-range domestic U.S. flights tripled.^[43] In May 2005, the FAA granted regulatory approval for manufacturer-sanctioned blended winglets from Aviation Partners Inc. as a retrofit on the 757-200,^[44] with an estimated improvement of five percent on fuel efficiency and 200 nautical miles (370 km; 230 mi) on range through the reduction of lift-induced drag.^[45][46] Continental Airlines received the first modified −300 with winglets in February 2009.^[47]

In the 2010s the 757 is the only aircraft type used by all five U.S. legacy carriers, with Delta Air Lines, American Airlines, United Airlines, Continental Airlines, US Airways, America West Airlines (now a part of the US Airways Group), and Northwest Airlines (now a part of Delta Air Lines) operating large 757 fleets.^[48] In the short term, the 757-200 has been succeeded in active production by the 737-900ER, touted by Boeing as filling in the range and capacity gap previously filled by the former aircraft.^[49] In the long term, the 757 is to be succeeded by the Y1. Variants of the 787 Dreamliner may also take on the 757's routes.^[50]

[edit] Design

The Boeing 757 was designed for improved capabilities and efficiency over its predecessors, most notably the 727. Along with the concurrently designed 767, new technologies on the 757 included Rockwell Collins cathode-ray tube (CRT) displays, replacing conventional electromechanical instruments, an enhanced flight management system, improved over versions used on existing 747 models, an aft-loaded wing design, and weight-saving construction materials.^[51]

[edit] Airframe and systems

The 757 is a low-wing cantilever monoplane with a conventional tail unit and a single fin and rudder. The wing is swept at 25°^[5] and optimized for a cruising speed of Mach 0.8 (533 mph/858 km/h).^[18] The airframe features extensive use of carbon-fiber reinforced plastic composites, Kevlar paneling, and improved aluminum alloys for wing panels and other areas, which reduce overall weight by 2,000 lb (910 kg) versus preceding aircraft.^[18][52] The two main landing gear feature four wheels each and the forward nose gear has two wheels.^[53] The 757-200 was the first jetliner to offer carbon brakes as a factory option, supplied by Dunlop.^[54] For the 757-300, due to the aircraft's added length, the aft fuselage is equipped with a retractable tail skid.^[55] For purposes of air traffic control spacing, the FAA requires greater separation behind 757s than other large category aircraft because of the aircraft's tendency to produce strong wake turbulence.^[56][57]

The cockpit design, shared with the 767, features six CRT screens to display electronic flight instrumentation.^[11] The displays are used for electronic flight instrumentation system (EFIS) and engine indication and crew alerting system (EICAS) information, taking over the former role of the flight engineer.^[11] The inertial reference system (IRS) introduced on the 757 features laser-light gyros.^[5] To maximize commonality with the 767, the cockpit windows and floor height were deliberately designed to provide similar pilot viewing angles.^[18] On the 757-300, the flight deck was upgraded with the addition of a Honeywell Pegasus flight management computer, enhanced EICAS, and upgraded software systems.^[34]

[edit] Interior

The 757 interior offers up to a six abreast layout (3–3) with a single center aisle.^[5] Optimized for flights averaging two hours in length,^[18] the original interior debuted lighting and cabin architecture designs aimed at a more spacious impression.^[18] As on the 767, the cabin featured garment bag length overhead bins and a rear economy galley.^[58] The bins had twice the capacity as those on the preceding 727.^[18] To save weight, both the 757 and 767 used crushed honeycomb for interior paneling and bins.^[18] In contrast with previous evacuation slide designs which were not equipped for water landings, the main exits featured combination slide rafts similar to those found on the 747.^[18] The 757's interior was later adopted for other 1980s narrow-body Boeing aircraft, such as the 737 Classics.^[59]

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.^[60] The 757-300 also added centerline storage containers mounted in the aisle ceiling for additional escape rafts and other emergency equipment.^[61]

[edit] Variants

There are several variants of the 757, with standard and stretched length. The 757-200 was the original, launched in 1979 with introduction into service in 1983.^[26] The lengthened 757-300 was launched in 1996 with introduction into service in 1999.^[34] The International Civil Aviation Organization (ICAO) classifies all variants based off the –200 under the code "B752", while the –300 is referred to as "B753."^[62]

[edit] 757-200

The 757-200 is the definitive version and forms the majority of 757s sold.^[30] It has a maximum take-off weight (MTOW) of 255,000 lb (116,000 kg) and a maximum range of 3,900 nautical miles (7,200 km; 4,500 mi).^[23] According to manufacturer specifications, the –200 can carry up to 228 passengers in a single class configuration.^[23] The maximum FAA certified capacity is 239 passengers, provided that emergency exits are configured to regulatory specifications.^[63] The 757-200 was available in two different door configurations; the standard version used three standard doors per side with an additional, smaller door aft of the wing on each side for emergency evacuations,^[5][64] and the alternate version featured three standard doors per side (two towards the front and one at the aft of the cabin) with two plug-type over-wing exits per side replacing the smaller door aft of the wing.^[64]

Total production for the –200 numbered 913 aircraft.^[30] In July 2010, 759 examples were in airline service with operators Delta Air Lines (180), American Airlines (124), United Airlines (96), Continental Airlines (41), US Airways (25), Thomson Airways (27), China Southern Airlines (17), and other airlines with fewer aircraft.^[4]

[edit] 757-200PF

The 757-200PF (Package Freighter) is the production cargo version of the –200. It has a standard MTOW of 250,000 lb (110,000 kg), with an option for 255,000 lb (116,000 kg).^[65] Maximum range is 3,150 nautical miles (5,830 km; 3,620 mi) when fully loaded.^[65]

The 757PF has no passenger windows or interior amenities.^[66] A large main deck cargo door is installed in the forward area of the fuselage on the left-hand side,^[67] and all other emergency exits are omitted. The flight crew boards the aircraft through a single entry door installed immediately aft of the flight deck on the left side of the aircraft. The interior of the main deck fuselage has a smooth fiberglass lining.^[68] A fixed rigid barrier installed in the front end of the main deck serves as a restraint wall between the cargo and the flight deck.^[66] The barrier contains a sliding door which permits access from the flight deck to the cargo area.^[66]

Up to 15 containers or pallets can be accommodated on the main deck of the 757PF.^[65] Total main-deck container volume is 6,600 cu ft (190 m³) and the two lower holds of the airplane provide 1,830 cu ft (52 m³) for bulk loading.^[65] These provide a combined maximum revenue payload capability of 87,700 lb (39,800 kg) including container weight.^[65] Total production for the 757PF numbered 80 aircraft.^[30] As of July 2010, 79 aircraft were in service, with UPS Airlines (75) the largest operator of the type.^[4] Other customers for the 757-200PF have included Blue Dart Aviation (2), Arrow Cargo (1), Ethiopian Airlines (1), and European Air Transport Leipzig (1).^[30]

[edit] 757-200SF

Many former passenger 757-200s have been converted into the 757-200SF (Special Freighter) configuration, mainly for DHL.^[69] This conversion involves adding a cargo door on the left forward fuselage,^[70] identical to the 757-200PF, and removing all passenger amenities. All but the two forward cabin doors are sealed shut, and cabin windows are deleted. In September 2006, FedEx Express launched a US$2.6 billion fleet renewal initiative based on retiring its 727 aircraft and acquiring second-hand 757s.^[71] Converted 757s are expected to enter service between 2008 and 2016.^[71]

[edit] 757-200M

The 757-200M is a convertible version where the seats can be removed in order to place cargo on the main deck.^[72] It was ordered by Royal Nepal Airlines (later renamed Nepal Airlines). The carrier needed a plane that could operate from high altitude airfields, and due to variable passenger traffic, also needed a plane that could be converted to a freighter.^[73] Boeing saw market potential for the 757-200M, as convertible models of the 737 and 747 had proved popular.^[74] However, Nepal Airlines' example was the only one ever ordered.^[4]

A conversion program offered by Pemco World Air Services modifies 757-200s into 757 Combi aircraft, in which some of the passenger cabin is replaced with a cargo storage area. As of October 2010, the fourth 757-200 had begun conversion.^[75]

[edit] 757-300

The 757-300 is the stretched version of the –200 and the longest single-aisle twinjet ever built.^[34] The variant is 23.4 ft (7.1 m) longer than the –200, owing to fuselage plugs inserted before and after the wing.^[76] Its MTOW is 272,500 lb (123,600 kg).^[37] The fuel capacity was not increased over the –200 and therefore the maximum range is reduced to 3,395 nautical miles (6,288 km; 3,907 mi).^[37] The –300 has a maximum capacity of 289 passengers.^[37] Airlines ordered 55 examples, of which all have been delivered.^[30]

The 757-300 has eight standard doors, with four over-the-wing exit doors (two on either side).^[77] It has proved popular with charter airlines for its efficiency and dense capacity.^[34] In July 2010, all 55 aircraft were in airline service with Continental Airlines (21), Delta Air Lines (16), Condor Airlines (13), Arkia Israel Airlines (2), Thomas Cook Airlines (2) and Icelandair (1).^[4]

[edit] Government, military and corporate

The 757 has been purchased for private and government service. The United States Air Force has fitted four 757-200s for VIP transport duties (C-32A).^[78] These are painted in the standard blue and white paint scheme used by the USAF for its VIP transport aircraft. The C-32As are often used to transport the Vice President of the United States under the callsign Air Force Two.^[78] The USAF also operates two 757-200 aircraft (C-32B) for use by the U.S. State Department Foreign Emergency Support Team.^[79][80]

The 757 is used as the official aircraft for the President of Argentina, with the military serial Tango 01,^[81] and another provides VIP transport for the President of Mexico under callsign TP01 or Transporte Presidencial 1.^[82] The Royal New Zealand Air Force have two 757s converted to −200M standard that are used for transporting equipment, medical evacuation, troops and VIPs.^[83] A more powerful auxiliary power unit and retractable airstairs are also fitted. A Boeing 757 is also used by the royal family of Saudi Arabia as a flying hospital.^[84]

In the mid 1990s, a 757 was used as a testbed by Lockheed Martin for F-22 Raptor avionics and sensor integration.^[85] The modified 757 has a forward canard with sensors to simulate the F-22's wing sensor layout above the 757's cockpit and a forward F-22 fuselage with radar and other systems.^[86]

Senator John Kerry chartered a 757-200 from TransMeridian Airlines nicknamed "Freedom Bird" as his campaign jet during the 2004 U.S. presidential election.^[87] British Heavy Metal band Iron Maiden have chartered and customized a 757 for their "Somewhere Back in Time World Tour", of which singer Bruce Dickinson was the pilot.^[88]

[edit] Operators

Delta Air Lines and American Airlines are the first and second largest customers of the type, respectively.^[4] As of 2010, Delta Air Lines' 757 fleet numbers 196 aircraft,^[4] including models acquired from its merger with Northwest Airlines. Prior to 2007, American Airlines was the largest operator, operating a fleet of 142 757s.^[89] American Airlines' fleet decreased with the retirement of 757s inherited via the carrier's buyout of TWA, due to the fact that they used Pratt & Whitney engines rather than Rolls-Royce like the remainder of American's 757s.^[90]

As joint launch customer, British Airways operated the 757 for longer than any other operator, but retired their last three aircraft in November 2010.^[91] The carrier unveiled one of its last 757s in a special retro style livery on October 4, 2010 to celebrate the fleet's retirement after 27 years, matching the color scheme that it introduced the aircraft into service with in 1983.^[92] Subsequently, the type remained in operation with the company's subsidiary, OpenSkies.^[93]

[edit] Orders and deliveries

More than 1,000 units of the Boeing 757 were ordered over the duration of the program, of which 1,049 aircraft were delivered.^[30] By the end of production, 1,050 examples had been built.^[1] The prototype 757 was not delivered to any customer, as it remained with the manufacturer for testing purposes.^[94]

Year	Total	2005	2004	2003	2002	2001	2000	1999	1998	1997	1996	1995	1994	1993	1992
Orders	1049	0	0	7	0	37	43	18	50	44	59	13	12	33	35
Deliveries	1049	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

• Data through end of production in 2004.^[1][30]

[edit] Incidents and accidents

As of August 2009, the Boeing 757 has been involved in 22 incidents,^[95] including eight hull-loss accidents, resulting in a total of 700 fatalities (including 125 fatalities on ground due to terrorist hijacking and subsequent crash in the September 11, 2001 attacks).^[96] The first fatal event involving the 757 occurred on October 2, 1990 when a Xiamen Airlines 737 was hijacked and collided with China Southern Airlines 757 on the runways of Guangzhou Baiyun International Airport, China, killing 46 of the 110 passengers and 12 crew members on board.^[97] Two 757s were hijacked on September 11, 2001 and crashed with no survivors, namely United Airlines Flight 93 with 44 on board near Shanksville, Pennsylvania, and American Airlines Flight 77, with 64 on board and 125 lost on the ground at the Pentagon, Arlington, Virginia.^[98]

Accidents involving human error include American Airlines Flight 965 on December 20, 1995, which crashed into a mountain in Buga, Colombia killing 151 passengers and 8 crew members with four survivors,^[99] and the mid-air collision of DHL Flight 611 near Überlingen, Baden-Württemberg, Germany on July 1, 2002, with the loss of two on board plus 69 on a Tupolev Tu-154.^[100] AA Flight 965 was blamed on navigational errors by the crew,^[97] while DHL Flight 611 involved air traffic control errors.^[100] Accidents attributed to instrument obstruction during aircraft storage, leading to subsequent crew disorientation include Birgenair Flight 301 on February 6, 1996 in Puerto Plata, Dominican Republic, with the loss of all 189 passengers and crew,^[101] and Aeroperú Flight 603 on October 2, 1996 off the coast of Pasamayo, Peru, with the loss of all 70 on board.^[97]

Two 757 incidents were survived by all on board. Britannia Airways Flight 226A crash landed on September 14, 1999 near Girona-Costa Brava Airport, Spain with no fatalities.^[97] On October 25, 2010 American Airlines Flight 1640, a 757-200 flying between Miami and Boston, United States, suffered the loss of a two-foot section of the plane's fuselage which tore away at approximately 31,000 feet. The plane safely returned to Miami.^[102]

[edit] Specifications

	757-200	757-200F	757-300
Flight deck crew	Two
Typical seating	200 (2-class) 234 (one-class)	N/A	243 (two-class) 289 (one-class)
Length	47.32 metres (155 ft 3 in)		54.47 metres (178 ft 8 in)
Wingspan	38.05 metres (124 ft 10 in)
Tail height	13.56 metres (44 ft 6 in)
Wing area	181.25 square metres (1,951.0 sq ft)
Wing sweepback	25°
Wing aspect ratio	7.8
Wheelbase	18.29 m (60 ft)		22.35 m (73 ft 4 in)
Cabin width	3.54 m (11 ft 7 in)
Cabin length	36.09 m (118 ft 5 in)		43.21 m (141 ft 8 in)
Empty Weight	57,840 kg (127,520 lb)		64,590 kg (142,400 lb)
Maximum takeoff weight (MTOW)	115,680 kg (255,000 lb)		123,600 kg (272,500 lb)
Take-off run at MTOW	9,550 ft (2,911 m)		9,600 ft (2,926 m)
Cruise speed	Mach 0.80 (530 mph, 458 knots, 850 km/h at cruise altitude, i.e. 35,000 ft or 10.66 km)1
Range, loaded	7,222 km (3,900 NM) −200WL: 7,600 km (4,100 NM)	5,834 km (3,150 NM)	6,287 km (3,395 NM)
Maximum fuel	43,490 L (11,489 US gal)	42,680 L (11,276 US gal)	43,400 L (11,466 US gal)
Service ceiling	12,800 m (42,000 ft)
Engines (2×)	Rolls-Royce RB211, Pratt & Whitney PW2037, PW2040, or PW2043 turbofan engines rated at 36,600 lbf (163 kN) to 43,500 lbf (193 kN) thrust each

Sources: Airport planning report,^[64] and Boeing specifications^[23][65][37]

¹ Note: speed is at altitude, not sea level. See NASA Mach number calculator page for explanation about Mach number and example calculations.

[edit] See also

External images
Boeing 757 cutaways
	757/767 cutaway via Flight International
	757-200 cutaway via Flight International

Related development

• Boeing C-32
• Boeing 767
  

Comparable aircraft

• Airbus A310
• Airbus A321-200
• Boeing 737-900ER
• Tupolev Tu-204
  

Related lists

• List of airliners
  

[edit] References

Notes

Bibliography

[edit] External links

Wikimedia Commons has media related to: Boeing 757

• Boeing 757 official page at Boeing.com
• Boeing 757 production list at Planespotters.net

v · d · eBoeing airliners Piston-engined 40A · 80 · 221 · 247 · 307 · 314 · 377 Jet-engined 367-80 · 707 · 720 · 717 · 727 · 737 (Classic / NG / BBJ) · 747 (SP / -400 / LCF) · 757 · 767 · 777 In development 747-8 · 787 Proposed Y1 · Y3 Not developed 2707 · 7J7 · NLA · Sonic Cruiser

v · d · eBoeing model numbers Aircraft 1 · 2 · 3 · 4 · 5 · 6 · 6D · 6E · 7 · 8 · 10 · 15 · 16 · 21 · 40 · 42 · 50 · 53 · 54 · 55 · 58 · 63 · 64 · 66 · 67 · 68 · 69 · 72 · 74 · 75 · 77 · 80 · 81 · 83 · 89 · 93 · 95 · 96 · 99 · 100 · 101 · 102 200 · 202 · 203 · 204 · 205 · 214 · 215 · 218 · 221 · 222 · 223 · 226 · 227 · 234 · 235 · 236 · 246 · 247 · 248 · 251 · 256 · 264 · 266 · 267 · 273 · 281 · 294 · 299 · 300 · 306 · 307 · 314 · 344 · 345 · 367 · 367-80 · 377 · 400 · 450 · 451 · 464 · 474 · 701 707 · 717 (i) · 717 (ii) · 720 · 727 · 733 · 737 · 747 · 757 · 767 · 777 · 787 · 2707 Turbine engines 502 · 520 · 550 Vessels 929

v · d · eLists relating to aviation General Timeline of aviation · Aircraft (manufacturers) · Aircraft engines (manufacturers) · Rotorcraft (manufacturers) · Airlines (defunct) · Airports · Civil authorities · Museums Military Air forces · Aircraft weapons · Experimental aircraft · Missiles · Unmanned aerial vehicles (UAVs) Accidents/incidents General · Commercial (airliners) · Military Records Airspeed · Altitude · Distance · Endurance · Most-produced aircraft