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Boeing 757

The B757 was very successful in its day but is now out of production after a long production run. The Boeing 757-200 is a single aisle, twin-engine jet manufactured by Boeing, the American aerospace company. It was designed in the 1980s as a replacement to the very successful Boeing 727, and over 1,000 were built since. The second new Boeing jetliner of the 1980's, designated the 757-200, made its initial flight in February 1982. Built in Renton, it entered airline service in the spring of 1983. Intended as a fuel-efficient replacement for the long-lived Boeing 727 on short-range route segments, the 757-200 can accommodate as many as 239 passengers in a single-aisle six-abreast cabin arrangement. Average route segments are expected to be about 575 miles or less and to require less than 2 hours' flight time.

A narrow six-abreast single-aisle configuration usually has slightly less wetted area, and thus less drag, than a six-abreast twin-aisle arrangement designed for the same number of passengers. Apparently, passengers are willing to accept the single-aisle layout for short flights but prefer the more spacious wide-body design for flight times greater than several hours.

The stretched, Boeing 757-300 was the first significant development of the basic 757-200. The most obvious change is the 300s fuselage, which is 7.11m longer than the standard aircraft. This fuselage stretch allows a 20% increase in seating to 225 to 279 passengers, depending on the interior configuration

By mid-2003 the single-aisle 757 had not won a single order since 2001. Its main buyers had been US airlines. In July 2003 Continental Airlines said it was discussing "terms of delivery" with Boeing on orders for 11 remaining 757s - more than half the backlog left to be built. The airline also said it was pushing back delivery of 36 737 jets by three years.

On 16 October 2003 Boeing announced that it would stop production of its 757 model by the end of 2004. This decision reflected the market reality for the 757 as well as the growth in range and seating capacity of the market-leading Next-Generation 737 family. Over the long term, the increased capabilities of the newest 737s and the potential of the 7E7 will fulfill the market served by the 757. With good technical support, Boeing will keep its 757 planes to continue operation in the coming years. Over the previous 20 years, Boeing delivered more than 1,000 such planes to 55 clients.

Configuration of this twin-engine aircraft is very similar to that of the 757-200 ; however, the the 757-200 has a smaller wing of less sweepback angle and is much the lighter of the two aircraft. Like the 767-200, the fuel efficiency of the 757-200 derives largely from the high-bypass-ratio turbofan engines employed on the aircraft.

The aircraft is powered by the Rolls-Royce RB211-535C engines of bypass ratio 4.36 and thrust of 37 400 pounds. By the end of 1984, the aircraft was also available with the Rolls-Royce RB211-535E4 engine of 40 000 pounds thrust, or with the all-new Pratt & Whitney 2037 turbofan of 40 000 pounds thrust. All three of these engine types offer a 20- to 25-percent reduction in cruise-specific fuel consumption as compared with the various versions of the Pratt & Whitney JT8D engine that powers the 727.

Many of the design features of the 767-200 described above are incorporated in the 757-200. The same supercritical airfoil section is employed in the wings of both aircraft. The high-lift and lateral control systems of the two aircraft are nearly the same, although some differences are evident in the trailing-edge flaps and ailerons. In contrast with the 767-200, the trailing-edge high-lift system of the 757-200 consists almost entirely of double-slotted flaps, and no inboard ailerons are used. Cockpit layout and automatic flight control and navigation systems are essentially identical on the two aircraft.

Gross weight of the version of the 757-200 in production is 221 000 pounds. With the more advanced Rolls-Royce and Pratt & Whitney engines, gross weight will be 241 000 pounds. The data in table VII are for the heavier version of the aircraft powered with Pratt & Whitney 2037 engines. As compared with the 727-200 it has been designed to replace, the 757-200 is larger and heavier and to have a larger passenger capacity. Wing sweepback angle of the new aircraft is 7 less than that of the 727-200, and the maximum cruising speed is 49 miles per hour lower than that of the older aircraft. This speed differential is relatively unimportant on the short-range segments for which the aircraft is intended; also, it reduces fuel consumption.

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Page last modified: 12-07-2014 18:07:43 ZULU