Classic Jetliners: The Boeing 757

The Boeing 757 held the title for the longest-range narrow-body aircraft until the Airbus A321LR came along. But unlike the Airbus, this Boeing model can pack in more people. In the Philippines, Cebu Pacific was the only airline to operate the 757. There were whispers back in the day that Philippine Airlines, under San Miguel’s management, was considering buying second-hand 757s, but that never materialized.

Even now, the 757 continues to fly with big-name U.S. airlines. Delta takes the lead as the largest current operator of the 757, while United Airlines and Icelandair are still using the 757s in their fleets.

Long-Range Narrow-body Aircraft

The Boeing 757, produced by Boeing Commercial Airplanes from 1981 to 2004, is a narrow-body, twin-jet plane with a typical seating layout of three seats on each side of a single aisle. It was developed almost simultaneously but a bit later than its sibling, the Boeing 767. Both planes share many similarities in their structure and internal systems, making it easy for pilots to switch between the two with little extra training.

Originally known as the 7N7, it was designed to be the successor to the 727 model. Eastern Air Lines was the first to put the 757-200 into commercial service on January 1, 1983. Over the years, different variants have been introduced, including a package freighter and a stretched version known as the 757-300. Although production ended in 2004, the 757 continues to be a reliable workhorse in the skies.

Boeing 757 Design and Features

Wings and Aerodynamics

The Boeing 757 is a low-wing monoplane, which means its wings are attached at the bottom of the main body. These wings are designed with a supercritical cross-section to help the aircraft cruise efficiently. They are equipped with various types of flaps and ailerons that assist during takeoff and landing. The materials used in the construction of the aircraft, such as carbon-fiber reinforced plastic and Kevlar, contribute to a lighter overall weight, making the plane more fuel-efficient.

Landing Gear Features

The aircraft comes with a tricycle landing gear system. This includes one wheel at the front and four wheels on each of the main gears at the back. The design helps to evenly distribute the aircraft’s weight when it is on the ground. The 757 was the first subsonic jetliner to offer carbon brakes, which are more durable than traditional ones.

Cockpit and Systems

The cockpit of the 757 is equipped with six screens that provide all the necessary flight information. It uses an electronic flight instrument system and an engine indication and crew alerting system. These advanced systems help pilots monitor tasks that were previously handled by a flight engineer. The aircraft also features an automatic landing system that aids in low-visibility conditions.

Interior and Passenger Comfort

The interior of the 757 allows for a seating arrangement of up to six seats per row with a single center aisle. The design of the interior aims to give a spacious impression, with larger overhead bins and advanced lighting. The aircraft also features combination slide rafts at the main exits, which are equipped for water landings.

The Boeing 757 has proven to be a versatile and efficient aircraft, popular among airlines for its advanced features and fuel efficiency.

The Different Variants

757-200

The 757-200 was the first to hit the skies, starting service with Eastern Air Lines in 1983. This model has two different exit configurations, both featuring three standard cabin doors on each side. Some even have winglets, the upward-curving tips on the wings. This plane has been used for a variety of routes, from short domestic flights to transatlantic journeys. With 913 units produced, it’s the most popular 757 model.

757-200PF

The 757-200PF is the cargo version of the 757-200 and a favorite for UPS Airlines. Designed for efficiency, it can carry a large amount of cargo on the main deck and in the lower holds. Since it doesn’t carry passengers, it can operate long-haul flights without restrictions.

757-300

The 757-300 is the longest single-aisle twinjet ever made.

Feature	757-200	757-200PF	757-300
Cockpit crew	Two pilots	Two pilots	Two pilots
2-class seating	200 (12F+188Y)	5 max	243 (12F+231Y)
1-class seating	219–239 max	N/A	275–295 max
Cargo volume	1,670 cu ft	6,600 cu ft	2,370 cu ft
Width	148 in fuselage, 139.3 in cabin	Same as 757-200	Same as 757-200
Length	155 ft 3 in	Same as 757-200	178 ft 7 in
Height	44 ft 6 in	Same as 757-200	Same as 757-200
Wing	124 ft 10 in span, 1,994 sq ft area	Same as 757-200	Same as 757-200
MTOW	255,000 lb	273,000 lb	N/A
Max. Payload	57,160 lb	84,420 lb	68,140 lb
OEW	128,840 lb	115,580 lb	141,860 lb
Fuel capacity	11,489 US gal	11,276 US gal	11,466 US gal
Speed	Cruise: Mach .8, Max.: Mach .86	Same as 757-200	Same as 757-200
Range	3,915 nmi	2,935 nmi	3,400 nmi
Takeoff	6,800 ft	6,900 ft	8,550 ft
Ceiling	42,000 ft	Same as 757-200	Same as 757-200
Engines (x2)	40,200–43,500 lbf Rolls-Royce RB211-535-E4(B), 36,600–42,600 lbf Pratt & Whitney PW2000-37/40/43	Same as 757-200	Same as 757-200

History of the 757

In the early 70s, Boeing had a program called 7N7. The goal was to make a modern aircraft that would be a step up from older models. One of the last things they changed was the T-tail, a feature from the 727 design. They switched it for a standard tail, which allowed for more passengers.

Then came the oil crisis in the early 1970s. Fuel was getting expensive, and Boeing knew they had to do something. They aimed for a 20% reduction in fuel use and started designing the 757 with new materials and a wing that would create less drag.

What set the 757 apart was its high power-to-weight ratio. This made it great for flying out of airports that were at high altitudes or hot climates. It could do things that other planes needed longer runways for, and that gave it an edge over the competition.

The first 757 rolled out of the Renton Factory on January 13, 1982, with Rolls Royce engines. It took its first flight on February 19, 1982, a week ahead of schedule. Boeing used the first five 757s for all kinds of tests, from cold climates to high altitudes. They even compared data with the 767 since the two planes had a lot in common. The results were good news for Boeing. The 757 was lighter than expected and used even less fuel than they had hoped for.

Sales started off strong but hit a rough patch in the early 80s. Fuel prices had gone down, and airlines were sticking with older, cheaper planes. Just when it looked like Boeing might cut back on making the 757, things turned around. Airports were getting crowded, and new noise rules made older planes less appealing. The 757 was back in demand.

In the early 2000s, Boeing thought about making a long-range version of the 757. But the idea didn’t take off. Airlines were more interested in smaller planes like the Airbus A320 and the Boeing 737. Eventually, Boeing shifted its focus to a new plane, which became the 787 Dreamliner.

Even now, there’s no real stand-in for the Boeing 757. Sure, people say the Airbus A321XLR with its amazing range is the new 757, but it can’t hold as many passengers. I keep thinking, will Boeing ever fill that gap between the 737 MAX 10 and the Boeing 787-8? That’s a spot the 757-300 could’ve easily taken.