Boeing 757-200F
The Boeing 757 is a mid-size, narrow-body twin-engine jet airliner that was built by Boeing Commercial Airplanes from 1981 to 2004. The twinjet has a two-crew glass cockpit, turbofan engines, a conventional tail, and for reduced aerodynamic drag, a supercritical wing design. Designed to replace the three-engined 727 on short and medium routes, the larger 757 has a capacity of 200 to 289 passengers and a maximum range of 3,150 to 3,900 nautical miles (5,830 to 7,200 km), depending on variant. Development of the 757 occurred in tandem with a mid-size wide-body twinjet, the 767, resulting in shared design features which allow pilots to obtain a common type rating to operate both aircraft.
The 757 was produced in two fuselage lengths. The original 757-200 entered service in 1983, while the 757-200PF, a package freighter (PF) variant, and the 757-200M, a passenger-freighter combi model, debuted in the late 1980s. The
stretched 757-300, the longest narrow-body twinjet ever produced, began service in 1999. Passenger 757-200s have been modified to special freighter (SF) specification for cargo use, while military derivatives include the C-32 transport aircraft, VIP transports, and other multi-purpose aircraft. All 757s are powered by Rolls-Royce RB211 or Pratt & Whitney PW2000 series turbofans.
Eastern Air Lines and British Airways first placed the 757 in commercial service in 1983. Since its debut, the 757 has been commonly used for domestic and transcontinental flights, with its largest operators being U.S. mainline carriers, European charter airlines, and cargo companies. In the late 1980s, following regulatory approval for extended overseas flights, airlines began using the 757 on medium-length intercontinental routes. Government, military, and private customers have also customized the aircraft
for transport and research roles.
Production of the 757 ended on October 28, 2004 after 1,050 examples had been built, of which 913 were 757-200s. Diminished sales and an airline industry trend toward
smaller aircraft led Boeing to discontinue production in favor of the 737. The last 757 built was delivered to Shanghai Airlines on November 28, 2005. As of 2011, 898 examples of the twinjet are in airline service, and Delta Air Lines is the largest operator, with 185 aircraft
In the early 1970s, following the launch of the wide-body 747, Boeing began considering further developments of its narrow-body 727 trijet. Designed for short and medium length routes, the 727 was the best-selling commercial jetliner of the 1960s, and had become a mainstay of the U.S. domestic airline market. Development studies focused on improving the 189-seat 727-200, the most successful 727 variant. Two approaches were considered: a stretched 727-300, and a new development study, code-named 7N7. The former was a relatively inexpensive derivative using the 727's existing technology and three-engine configuration, while the latter was a new twin-engine aircraft which incorporated materials and propulsion advances in the civil aerospace industry.
The 7N7 would make its Farnborough Airshow debut in 1982 as the 757-200. Buoyed by strong interest from United Airlines, which had collaborated with Boeing on its basic design, the 727-300 was poised for program launch in late 1975. However, following examination of the manufacturer's new technology studies, United's enthusiasm waned in favor of the 7N7. Although the 727-300 was formally proposed to Braniff International Airways and other carriers, customer interest remained insufficient for further development. Instead, airlines were drawn to the high-bypass-ratio turbofan engines, new flight deck technologies, lowered weight, improved aerodynamics, and reduced operating cost promised by the 7N7. These features were also included in a parallel development effort for a new mid-size wide-body airliner, code-named 7X7, which would become the 767. Work on both proposals accelerated as a result of the airline industry upturn in the late 1970s.
By 1978, the 7N7 studies focused on two variants: a 7N7-100 with seating for 160, and a 7N7-200 with capacity for over 180 seats. New features further included a redesigned wing, under-wing engines, and lighter materials, while the forward fuselage, cockpit layout, and T-tail configuration were retained from the 727. Boeing planned for the aircraft to offer the lowest fuel burn per passenger-kilometer of any narrow-body airliner. On August 31, 1978, the 7N7 received its first airline commitments when Eastern Air Lines and British Airways announced launch orders totaling 40 aircraft for the 7N7-200 version. These orders were formally signed in March 1979, at which time Boeing officially designated the aircraft as the 757. The shorter 757-100, which failed to attract any orders, was dropped, with its role eventually taken by the versions of the 737
The 757-200PF, the production cargo version of the 757-200, entered service with UPS Airlines in 1987. Targeted at the overnight package delivery market, the freighter can carry up to 15 containers or pallets on its main deck, for a volume of up to 6,600 cubic feet (187 m3), while its two lower holds can carry up to 1,830 cubic feet (51.8 m3) of
bulk cargo. The maximum revenue payload capability is 87,700 pounds (39,800 kg) including container weight. The 757-200PF is specified with a MTOW of 255,000 pounds (116,000 kg) for maximal range performance; when fully loaded, the aircraft can fly up to 3,150 nautical miles (5,830 km). Because the freighter does not carry any passengers, it can operate transatlantic flights free of ETOPS restrictions. Power is provided by RB211-535E4B engines from Rolls-Royce, or PW2037 and PW2040 engines
from Pratt & Whitney.
A large, upward-opening main deck cargo door is installed in the forward port-side fuselage of the 757-200PF. Pilots board the aircraft through a single entry door installed immediately behind the flight deck on the left side of the aircraft. The main deck cargo hold has a smooth fiberglass lining, and a fixed rigid barrier with a sliding access door serves as a restraint wall next to the flight deck. Both lower holds can be equipped with a telescoping baggage system to load custom-fitted cargo modules. Cabin windows and passenger amenities are not available, and all other emergency exits are omitted. When outfitted for extended-range transatlantic operations, UPS 757-200PFs feature an upgraded auxiliary power unit, additional cargo bay fire suppression equipment, enhanced avionics, and an optional supplemental fuel tank in the aft lower hold. Total
production for the 757-200PF numbered 80 aircraft. As of July 2011, 79 of these were in service
.The 757-200SF, a conversion of passenger 757-200s for cargo use, entered service with DHL Aviation in 2001. Modifications by Boeing Wichita in Kansas included the removal of passenger amenities, main deck structural reinforcement, and the installation of a 757-200PF forward fuselage section with a port-side cargo door. The forward two entry doors are retained, resulting in a main deck cargo capacity of 14 pallets, which is one less than the 757-200PF. When transporting horses, two rear exits and three pairs of windows can be re-activated. Besides Boeing, Israel Aerospace Industries and ST Aerospace Services have also handled 757-200SF conversions. In September 2006, FedEx Express announced a US$2.6 billion plan to acquire over 80 converted 757 freighters to replace its 727 fleet. As of July 2011, 70 converted 757-200SFs were in service
The 757 was produced in two fuselage lengths. The original 757-200 entered service in 1983, while the 757-200PF, a package freighter (PF) variant, and the 757-200M, a passenger-freighter combi model, debuted in the late 1980s. The
stretched 757-300, the longest narrow-body twinjet ever produced, began service in 1999. Passenger 757-200s have been modified to special freighter (SF) specification for cargo use, while military derivatives include the C-32 transport aircraft, VIP transports, and other multi-purpose aircraft. All 757s are powered by Rolls-Royce RB211 or Pratt & Whitney PW2000 series turbofans.
Eastern Air Lines and British Airways first placed the 757 in commercial service in 1983. Since its debut, the 757 has been commonly used for domestic and transcontinental flights, with its largest operators being U.S. mainline carriers, European charter airlines, and cargo companies. In the late 1980s, following regulatory approval for extended overseas flights, airlines began using the 757 on medium-length intercontinental routes. Government, military, and private customers have also customized the aircraft
for transport and research roles.
Production of the 757 ended on October 28, 2004 after 1,050 examples had been built, of which 913 were 757-200s. Diminished sales and an airline industry trend toward
smaller aircraft led Boeing to discontinue production in favor of the 737. The last 757 built was delivered to Shanghai Airlines on November 28, 2005. As of 2011, 898 examples of the twinjet are in airline service, and Delta Air Lines is the largest operator, with 185 aircraft
In the early 1970s, following the launch of the wide-body 747, Boeing began considering further developments of its narrow-body 727 trijet. Designed for short and medium length routes, the 727 was the best-selling commercial jetliner of the 1960s, and had become a mainstay of the U.S. domestic airline market. Development studies focused on improving the 189-seat 727-200, the most successful 727 variant. Two approaches were considered: a stretched 727-300, and a new development study, code-named 7N7. The former was a relatively inexpensive derivative using the 727's existing technology and three-engine configuration, while the latter was a new twin-engine aircraft which incorporated materials and propulsion advances in the civil aerospace industry.
The 7N7 would make its Farnborough Airshow debut in 1982 as the 757-200. Buoyed by strong interest from United Airlines, which had collaborated with Boeing on its basic design, the 727-300 was poised for program launch in late 1975. However, following examination of the manufacturer's new technology studies, United's enthusiasm waned in favor of the 7N7. Although the 727-300 was formally proposed to Braniff International Airways and other carriers, customer interest remained insufficient for further development. Instead, airlines were drawn to the high-bypass-ratio turbofan engines, new flight deck technologies, lowered weight, improved aerodynamics, and reduced operating cost promised by the 7N7. These features were also included in a parallel development effort for a new mid-size wide-body airliner, code-named 7X7, which would become the 767. Work on both proposals accelerated as a result of the airline industry upturn in the late 1970s.
By 1978, the 7N7 studies focused on two variants: a 7N7-100 with seating for 160, and a 7N7-200 with capacity for over 180 seats. New features further included a redesigned wing, under-wing engines, and lighter materials, while the forward fuselage, cockpit layout, and T-tail configuration were retained from the 727. Boeing planned for the aircraft to offer the lowest fuel burn per passenger-kilometer of any narrow-body airliner. On August 31, 1978, the 7N7 received its first airline commitments when Eastern Air Lines and British Airways announced launch orders totaling 40 aircraft for the 7N7-200 version. These orders were formally signed in March 1979, at which time Boeing officially designated the aircraft as the 757. The shorter 757-100, which failed to attract any orders, was dropped, with its role eventually taken by the versions of the 737
The 757-200PF, the production cargo version of the 757-200, entered service with UPS Airlines in 1987. Targeted at the overnight package delivery market, the freighter can carry up to 15 containers or pallets on its main deck, for a volume of up to 6,600 cubic feet (187 m3), while its two lower holds can carry up to 1,830 cubic feet (51.8 m3) of
bulk cargo. The maximum revenue payload capability is 87,700 pounds (39,800 kg) including container weight. The 757-200PF is specified with a MTOW of 255,000 pounds (116,000 kg) for maximal range performance; when fully loaded, the aircraft can fly up to 3,150 nautical miles (5,830 km). Because the freighter does not carry any passengers, it can operate transatlantic flights free of ETOPS restrictions. Power is provided by RB211-535E4B engines from Rolls-Royce, or PW2037 and PW2040 engines
from Pratt & Whitney.
A large, upward-opening main deck cargo door is installed in the forward port-side fuselage of the 757-200PF. Pilots board the aircraft through a single entry door installed immediately behind the flight deck on the left side of the aircraft. The main deck cargo hold has a smooth fiberglass lining, and a fixed rigid barrier with a sliding access door serves as a restraint wall next to the flight deck. Both lower holds can be equipped with a telescoping baggage system to load custom-fitted cargo modules. Cabin windows and passenger amenities are not available, and all other emergency exits are omitted. When outfitted for extended-range transatlantic operations, UPS 757-200PFs feature an upgraded auxiliary power unit, additional cargo bay fire suppression equipment, enhanced avionics, and an optional supplemental fuel tank in the aft lower hold. Total
production for the 757-200PF numbered 80 aircraft. As of July 2011, 79 of these were in service
.The 757-200SF, a conversion of passenger 757-200s for cargo use, entered service with DHL Aviation in 2001. Modifications by Boeing Wichita in Kansas included the removal of passenger amenities, main deck structural reinforcement, and the installation of a 757-200PF forward fuselage section with a port-side cargo door. The forward two entry doors are retained, resulting in a main deck cargo capacity of 14 pallets, which is one less than the 757-200PF. When transporting horses, two rear exits and three pairs of windows can be re-activated. Besides Boeing, Israel Aerospace Industries and ST Aerospace Services have also handled 757-200SF conversions. In September 2006, FedEx Express announced a US$2.6 billion plan to acquire over 80 converted 757 freighters to replace its 727 fleet. As of July 2011, 70 converted 757-200SFs were in service