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Boeing 757 General Overview


The 757 is sold in two versions, the 757-200, and the 757-300. The 757 models share many features with the twin-aisle 767, which was developed concurrently with the 757-200. This commonality reduces training and spares requirements when both are operated in the same fleet.


The Boeing 757-200, member of the popular 757/767 family of medium-sized airplanes, is a twin-engined medium-to-long-range jetliner incorporating advanced technology for exceptional fuel efficiency, low noise levels, increased passenger comfort and top operating performance. The 757 offers other virtues as well, including great versatility by reducing airport congestion. It can fly both long and short range routes and its broad use effectively lends itself to "hub and spoke" planning.

Designed to carry 194 passengers in a typical mixed-class configuration, the 757-200 can accommodate up to 239 passengers in charter service, putting its capacity between that of the Boeing 737-400 and 767.

The 757-200 brake-release weights range from 220,000 pounds (99,800 kg) up to a maximum of 255,500 pounds (115,900 kg) for greater payload or range. A freighter configuration of the 757-200 is also available.

The 757-200 and twin-aisle 767 were developed concurrently, so both share the same technological advancements in propulsion, aerodynamics, avionics and materials. This commonality reduces training and spares requirements when both are operated in the same fleet. Both 757 models as well as the 767 have a common type-rating, so pilots qualified to fly one of the aircraft also can fly the others with only minimal additional familiarization, saving training time and costs. Because of these features, many airline operators will operate both 757 and 767 airplanes.


The Boeing 757-300, the newest member of the popular 757/767 family of medium-sized airplanes, was launched Sept. 2, 1996, with an order from Condor Flugdienst, a German charter airline.

The 757-300 is a twin-engine medium-to-long-range jetliner offering fuel efficiency, top economic performance and low noise levels.

The 757-300, a stretch version of the 757-200, is 23 feet, 4 inches (7.1 meters) longer than the 757-200. The extra length allows it to carry 20 percent more passengers than the 757-200 and increases the available cargo volume by nearly 50 percent.

Designed to carry 243 passengers in a typical mixed-class configuration, the 757-300 can accommodate up to 289 passengers in charter service, putting its capacity between that of the Boeing 757-200 and the 767-300. Because of its additional capacity, it will have about 10 percent lower seat-mile operating costs than the 757-200, which already has the lowest seat-mile operating cost in its market segment.

As a derivative, the 757-300 will complement the 757-200; it will not be a replacement. Both models will be in production. The 757-300 will retain the simplicity and reliability of the 757-200. Both models will have the same flight deck and operating systems, but some features will change. Besides a lengthened fuselage, changes on the 757-300 will include a new interior with vacuum lavatories; new tires, wheels and brakes; a tail skid; and strengthened wings and landing gear.

Interior Features
The interior of the 757-300 passenger cabin has been redesigned. The interior is the same as that developed for the Next-Generation 737 family. The 737 interior was revised based on the recommendations of airline customers. The new interior is designed to upgrade the overall look and aesthetics of the passenger cabin.

The new overhead stow bins and the new sculptured ceiling have smoother curves, giving the cabin a more open, spacious feeling. A handrail that extends along the bottom of the stow bins as well as a moveable cabin class divider also will be available.

The 757-300 also will be equipped with vacuum lavatories. For airlines, that means reduced service time.

Other than the interior, most of the changes to the 757-300 were made to accommodate the extended fuselage and increased passenger and cargo load.

The air control system for the passenger cabin has been modified to accommodate the additional passengers. A new larger precooler, more powerful fans and an additional air control zone have been added.

Because the airplane is longer, several modifications have been made to protect against possible damage from tail strikes during takeoffs and landings. A retractable tail skid similar to that on the 767-300 and 777-300 stretch airplanes has been added. It has a body contact indicator that lets the pilot know if the body has made contact with the ground despite the tail skid. That knowledge helps prevent unnecessary and costly air turn backs.

Technical Features

High-bypass-ratio engines combined with the wing design help make the 757 one of the quietest, most fuel-efficient jetliners in the world. The engines have large diameter fans which move more air outside and around the hot core, boosting efficiency while reducing noise. Noise containment is further aided by acoustic linings in the engine nacelles. Engines are available from Pratt & Whitney or Rolls-Royce in thrust ratings from 38,200 (17,300 kg) to 43,100 pounds (19,500 kg). When compared to any single-aisle jetliner in service today, the 757 is unsurpassed in fuel-efficiency. It consumes up to 43 percent less fuel per seat than older trijets.

The 757's wing is less swept and is thicker through the center than earlier aircraft, permitting a longer span. Its lower surface is slightly flatter, and the leading edge somewhat sharper. Taken together, these changes improve lift and reduce drag for greater aerodynamic efficiency and lower fuel consumption.

With the improved wing design, less engine power is required for takeoff and landing. Even with full passenger payload, the 757-200 can operate from runways as short as those used by the much smaller 737-200 jetliner -- about 5,500 feet (1,675 m) for trips up to 2,000 statute miles (3,220 km). In addition, the 757 can reach a higher cruise altitude more quickly than many other jetliners.

These improvements reduce community noise of the already quiet powerplants on the 757-200. In fact, noise levels are significantly lower than the requirements set forth in U. S. Federal Aviation Regulation Part 36, Stage 3, as well as ICAO (International Civil Aviation Organization) Annex 16 Chapter 3.

Lightweight materials contribute to the overall efficiency of the 757 models. Improved aluminum alloys, primarily in the wing skins, save 610 pounds (276 kg). Advanced composites such as graphite/epoxy are used in control surfaces (including rudder, elevators and ailerons), aerodynamic fairings, engine cowlings and landing gear doors for a weight savings of 1,100 pounds (500 kg). Another 650 pounds (295 kg) of weight savings is attributable to carbon brakes, which have the added advantage of longer service life than conventional steel brakes.


The first 757-200 rolled out of Boeing's Renton, Wash. plant on Jan. 13, 1982, and made its first flight Feb. 19, 1982. The U. S. Federal Aviation Administration certified the aircraft on Dec. 21, 1982, after 1,380 hours of flight testing over a 10-month period.

First delivery of a 757-200 took place Dec. 22, 1982, to launch customer Eastern Airlines. Eastern placed the aircraft into service Jan. 1, 1983. On Jan. 14, 1983, the British Civil Aviation Authority certified the 757-200 to fly in the United Kingdom. British Airways, another launch customer for the 757-200, is now a major operator of the twinjet.

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