Боинг 757

Боинг 757
которого является United Airlines Боинг 757-200, одним из основных пользователей .
Роль	Узкофюзеляжный реактивный авиалайнер
Национальное происхождение	Соединенные Штаты
Производитель	Коммерческие самолеты Боинг
Первый полет	19 февраля 1982 г.
Введение	1 января 1983 г., авиакомпания Eastern Air Lines.
Статус	В эксплуатации
Основные пользователи	Дельта Эйр Лайнс FedEx Express United Airlines UPS Airlines
Produced	1981–2004
Number built	1,050
Variants	Boeing C-32

Boeing 757 — американский узкофюзеляжный авиалайнер, спроектированный и построенный компанией Boeing Commercial Airplanes .Тогдашний 7Н7, двухдвигательный преемник трехдвигательного самолета 727 , получил первые заказы в августе 1978 года.Прототип совершил свой первый полет 19 февраля 1982 года и был сертифицирован FAA 21 декабря 1982 года. Компания Eastern Air Lines ввела первый вариант 757-200 в коммерческую эксплуатацию 1 января 1983 года. ( Вариант грузового судна PF) поступил на вооружение в сентябре 1987 года, а комбинированная модель - в сентябре 1988 года.Удлиненный Боинг 757-300 был спущен на воду в сентябре 1996 года и начал эксплуатацию в марте 1999 года. После того, как было построено 1050 экземпляров для 54 клиентов, производство закончилось в октябре 2004 года, а компания Boeing предложила самые большие варианты 737 NG в качестве преемника -200.

Лайнер оснащен двигателями Rolls-Royce RB211 или Pratt & Whitney PW2000 подкрыльевыми турбовентиляторными (MTOW) 255 000–273 000 фунтов (116–124 т) мощностью 36 600–43 500 фунтов силы (163–193 кН) с максимальной взлетной массой .Модель 757 имеет площадь 2000 кв. футов (185 м²). ² ) сверхкритическое крыло для снижения аэродинамического сопротивления и обычное хвостовое оперение .Он сохраняет ширину фюзеляжа 707 для двух экипажей и шесть сидений в ряд, а его стеклянная кабина имеет тот же типовой рейтинг , что и одновременно разработанный 767 ( широкофюзеляжный самолет ).Он производился с двумя длинами фюзеляжа : 757-200 длиной 155 футов (47,3 м) (самый популярный из построенных 913) обычно вмещает 200 пассажиров в двух классах на расстояние более 3915 морских миль [миль] (7250 км; 4505 миль); в то время как 757-300 длиной 178 футов (54,4 м) обычно вмещает 243 человека на расстояние более 3400 миль (6295 км; 3900 миль).757-200F может перевозить полезную нагрузку массой 72 210 фунтов (32 755 кг) на расстояние 2 935 миль (5 435 км; 3 378 миль).Пассажирские 757-200 были модифицированы для использования в грузовых целях в качестве специального грузового судна (SF) и прецизионного переоборудованного грузового судна (PCF).

Major customers for the 757 included U.S. mainline carriers, European charter airlines, and cargo companies.It was commonly used for short and mid-range domestic routes, shuttle services, and transcontinental U.S. flights.ETOPS extended flights were approved in 1986 to fly intercontinental routes.Private and government operators have customized the 757 as VIP carriers such as the US C-32.In July 2017, there were 665 Boeing 757 in commercial service, with Delta Air Lines being the largest operator with 127 airplanes in its fleet.The airliner has recorded ten hull-loss accidents out of a total of 13 hull-losses, as of November 2023.

Development

Background

In the early 1970s, following the launch of the first wide-body airliner, the 747, Boeing began considering further developments of its narrow-body 727. Designed for short and medium length routes, the trijet was the best-selling jetliner of the 1960s and a mainstay of the U.S. domestic airline market. Studies focused on improving the 189-seat 727-200, the most successful variant. Two approaches were considered: a stretched 727 (to be designated 727-300), and an all-new aircraft code-named 7N7. The former was a cheaper derivative using the 727's existing technology and tail-mounted engine configuration, while the latter was a twin-engine aircraft which made use of new materials and improvements to propulsion technology which had become available in the civil aerospace industry.

The 7N7 made its Farnborough Airshow debut in 1982 as the 757-200.

United Airlines provided input for the proposed 727-300, which Boeing was poised to launch in late 1975, but lost interest after examining development studies for the 7N7. Although the 727-300 was offered 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, lower 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 became the 767. Work on both proposals accelerated as a result of the airline industry upturn in the late 1970s.

By 1978, development studies focused on two variants: a 7N7-100 with seating for 160, and a 7N7-200 with room for over 180 seats. New features 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, Eastern Air Lines and British Airways became the first carriers to publicly commit to the 7N7 when they announced launch orders totaling 40 aircraft for the 7N7-200 version. These orders were signed in March 1979, when Boeing officially designated the aircraft as the 757. The shorter 757-100 did not receive any orders and was dropped; 737s later fulfilled its envisioned role.

Design effort

The 757 was intended to be more capable and more efficient than the preceding 727. The focus on fuel efficiency reflected airline concerns over operating costs, which had grown amid rising oil prices during the Yom Kippur War of 1973. Design targets included a 20 percent reduction in fuel consumption from new engines, plus 10 percent from aerodynamic improvements, versus preceding aircraft. Lighter materials and new wings were also expected to improve efficiency. The maximum take-off weight (MTOW) was set at 220,000 pounds (99,800 kg), which was 10,000 pounds (4,540 kg) more than the 727. The 757's higher thrust-to-weight ratio allowed it to take off from short runways and serve airports in hot and high conditions with higher ambient temperatures and thinner air, offering better takeoff performance than that offered by competing aircraft. Competitors needed longer takeoff runs for these hot and high conditions. Boeing also offered options for higher payload capability.

Forward view of a Transavia Airlines 757-200, showing fuselage profile, wing dihedral, and RB211 engines

The twin-engine configuration was chosen for greater fuel efficiency versus three- and four-engine designs. Launch customers Eastern Air Lines and British Airways selected the RB211-535C turbofan built by Rolls-Royce, which was capable of 37,400 pounds-force (166 kN) of thrust. This marked the first time that a Boeing airliner was launched with engines produced outside the U.S. Domestic manufacturer Pratt & Whitney subsequently offered the 38,200 pounds-force (170 kN) thrust PW2037, which Delta Air Lines launched with an order for 60 aircraft in November 1980. General Electric also offered its CF6-32 engine early in the program, but eventually abandoned its involvement due to insufficient demand.

As development progressed, the 757 increasingly departed from its 727 origins and adopted elements from the 767, which was several months ahead in development. To reduce risk and cost, Boeing combined design work on both twinjets, resulting in shared features such as interior fittings and handling characteristics. Computer-aided design, first applied on the 767, was used for over one-third of the 757's design drawings. In early 1979, a common two-crew member glass cockpit was adopted for the two aircraft, including shared instrumentation, avionics, and flight management systems. In October 1979 the nose was widened and dropped to reduce aerodynamic noise by six dB, to improve the flight deck view and to give more working area for the crew and for greater commonality with the 767. Cathode-ray tube (CRT) color displays replaced conventional electromechanical instruments, with increased automation eliminating the flight engineer position common to three-person cockpits. After completing a short conversion course, pilots rated on the 757 could be qualified to fly the 767 and vice versa, owing to their design similarities.

Predecessor and successor: an Air Atlantis 727-200 and an Air Europe 757-200

A new aft-loaded shape which produced lift across most of the upper wing surface, instead of a narrow band as in previous airfoil designs, was used for the 757's wings. The more efficient wings had less drag and greater fuel capacity, and were similar in configuration to those on the 767. A wider wingspan than the 727's produced less lift-induced drag, while larger wing roots increased undercarriage storage space and provided room for future stretched versions of the aircraft.

One of the last 727 vestiges, the T-tail, was dropped in mid-1979 in favor of a conventional tail. This avoided the risk of an aerodynamic condition known as a deep stall, and allowed for more passengers to be carried in a less tapered rear fuselage. At 155.3 feet (47.3 m) in length, the 757-200 was 2.1 feet (0.640 m) longer than the 727-200, and with a greater proportion of its internal volume devoted to cabin space, seating was available for 239 passengers, or 50 more than its predecessor. The fuselage cross-section, whose upper lobe was common to the 707 and 737, was the only major structural feature to be retained from the 727. This was mainly to reduce drag, and while a wider fuselage had been considered, Boeing's market research found low cargo capacity needs and reduced passenger preference for wide-body aircraft on short-haul routes.

Production and testing

Boeing built a final assembly line in Washington at its Renton factory, home of 707, 727, and 737 production, to produce the 757. Early in the development program, Boeing, British Airways, and Rolls-Royce unsuccessfully lobbied the British aircraft industry to manufacture 757 wings. Ultimately, about half of the aircraft's components, including the wings, nose section, and empennage, were produced in-house at Boeing facilities with the remainder subcontracted to primarily U.S.-based companies. Fairchild Aircraft made the leading edge slats, Grumman supplied the flaps, and Rockwell International produced the main fuselage. Production ramp-up for the new narrow-body airliner coincided with the winding-down of the 727 program, and final assembly of the first aircraft began in January 1981.

British Airways was one of the first customers for the RB211-powered 757.

The prototype 757 rolled out of the Renton factory on January 13, 1982. The aircraft, equipped with RB211-535C engines, completed its maiden flight one week ahead of schedule on February 19, 1982. The first flight was affected by an engine stall, following indications of low oil pressure. After checking system diagnostics, company test pilot John Armstrong and co-pilot Lew Wallick were able to restart the affected engine, and the flight proceeded normally thereafter. Subsequently, the 757 embarked on a seven-day weekly flight test schedule. By this time, the aircraft had received 136 orders from seven carriers, namely Air Florida, American Airlines, British Airways, Delta Air Lines, Eastern Air Lines, Monarch Airlines, and Transbrasil.

The seven-month 757 flight test program used the first five aircraft built. Tasks included flight systems and propulsion tests, hot and cold weather trials, and route-proving flights. Data from the 767 program helped expedite the process. After design issues were identified, the 757's exit doors received dual-spring mechanisms for easier operation, and the fuselage was strengthened for greater bird strike resistance. The production aircraft was 3,600 pounds (1,630 kg) lighter than originally specified, and recorded a three percent better-than-expected rate of fuel burn. This resulted in a range increase of 200 nautical miles (370 km; 230 mi), and prompted Boeing to tout the aircraft's fuel efficiency characteristics. After 1,380 flight test hours, the RB211-powered 757 received U.S. Federal Aviation Administration (FAA) certification on December 21, 1982, followed by UK Civil Aviation Authority (CAA) certification on January 14, 1983. The first delivery to launch customer Eastern Air Lines occurred on December 22, 1982, about four months after the first 767 deliveries. The first 757 with PW2037 engines rolled out about one year later, and was delivered to Delta Air Lines on November 5, 1984.

Service entry and operations

Eastern Air Lines began domestic 757 operations in January 1983 and later deployed the aircraft on transcontinental routes.

Eastern Air Lines operated the first commercial 757 flight on January 1, 1983, on the Atlanta-to-Tampa route. On February 9, 1983, British Airways began using the aircraft for London-to-Belfast shuttle services, where it replaced Hawker Siddeley Trident 3B trijets. Charter carriers Monarch Airlines and Air Europe also began 757 operations later that year. Early operators noted improved reliability and quieter performance compared with previous jetliners. Transition courses eased pilots' introduction to the new CRT-based cockpit, and no major technical issues arose. Eastern Air Lines, the first 727 operator to take delivery of 757s, confirmed that the aircraft had greater payload capability than its predecessor, along with lower operating costs through improved fuel burn and the use of a two-crew member flight deck. Compared with the 707 and 727, the new twinjet consumed 42 and 40 percent less fuel per seat, respectively, on typical medium-haul flights.

Despite the successful debut, 757 sales remained stagnant for most of the 1980s, a consequence of declining fuel prices and a shift to smaller aircraft in the post-deregulation U.S. market. Although no direct competitor existed, 150-seat narrow-bodies such as the McDonnell Douglas MD-80 were less expensive and carried nearly as many passengers as some airlines' 757s. A three-year sales drought abated in November 1983 when Northwest Airlines placed orders for 20 aircraft, which averted a costly production rate decrease. In December 1985, a freighter model, the 757-200PF, was announced following a launch order for 20 aircraft from UPS Airlines, and in February 1986, a freighter-passenger combi model, the 757-200M, was launched with an order for one aircraft from Royal Nepal Airlines. The freighter model included a main deck cargo hold and entered service with UPS in September 1987. The combi model could carry both cargo and passengers on its main deck and entered service with Royal Nepal Airlines in September 1988.

In the late 1980s, increasing airline hub congestion and the onset of U.S. airport noise regulations fueled a turnaround in 757 sales. From 1988 to 1989, airlines placed 322 orders, including a combined 160 orders from American Airlines and United Airlines. By this time, the 757 had become commonplace on short-haul domestic flights and transcontinental services in the U.S., and had replaced aging 707s, 727s, Douglas DC-8s, and McDonnell Douglas DC-9s. The 757-200's maximum range of 3,900 nautical miles (7,220 km; 4,490 mi), which was over one-and-a-half times the 727's, allowed airlines to use the aircraft on longer nonstop routes. The 757 was also flown out of airports with stringent noise regulations, such as John Wayne Airport in Orange County, California, and airports with aircraft size restrictions, such as Washington National Airport near downtown Washington, D.C. The largest U.S. operators, Delta Air Lines and American Airlines, would ultimately operate fleets of over 100 aircraft each.

Monarch Airlines began 757 charter services in March 1983.

In Europe, British Airways, Iberia, and Icelandair were the 757's largest mainline customers, while other carriers such as Lufthansa rejected the type as too large for their narrow-body aircraft needs. Many European charter airlines, including Air 2000, Air Holland, and LTU International, also acquired the twinjet for holiday and tour package flights in the late 1980s. In Asia, where even larger aircraft were commonly preferred because of greater passenger volumes, the 757 found fewer orders. A 1982 sales demonstration was unable to attract a purchase from potential customer Japan Airlines, and the first Asian customer, Singapore Airlines, sold its four 757s in 1989 in favor of standardizing on the 240-seat wide-body Airbus A310, just five years after debuting the type on Indonesian and Malaysian routes. The 757 fared better in China, where following an initial purchase by the CAAC Airlines in 1987, orders grew to 59 aircraft, making it the largest Asian market. Operators such as China Southern, China Southwest, Shanghai Airlines, Xiamen Airlines, and Xinjiang Airlines used the 757 on medium length domestic routes.

In 1986, the FAA approved RB211-powered 757s for extended-range twin-engine operational performance standards (ETOPS) operations over the North Atlantic, following precedents set by the 767. Under ETOPS regulations, a set of safety standards governing twinjet flights over oceans and other areas without nearby suitable landing sites, airlines began using the aircraft for mid-range intercontinental routes. Although the 757 was not originally intended for transoceanic flights, regulators based their decision on its reliable performance record on extended transcontinental U.S. services. ETOPS certification for 757s equipped with PW2000 series engines was granted in 1992.

In the early 1990s, the FAA and other U.S. government agencies, including the National Aeronautics and Space Administration (NASA) and the National Transportation Safety Board (NTSB), began studying the 757's wake turbulence characteristics. This followed several incidents, including two fatal crashes, in which small private aircraft experienced loss of control when flying close behind the twinjet. Smaller airliners had also suffered unexpected rolling movements when flying behind 757s. Investigators focused on the aircraft's aft-loaded wing design, which at certain points during takeoff or landing could produce wingtip vortices that were stronger than those emanating from larger 767s and 747s. Other tests were inconclusive, leading to debate among government agencies, and in 1994 and 1996 the FAA updated air traffic control regulations to require greater separation behind the 757 than other large-category jets. The 757 became the only sub-300,000-pound (136,000 kg) airliner to be classified as a "heavy" jet, alongside wide-body aircraft, under FAA separation rules.

Shortened variant: -100

757-100 was a 150-seat, short fuselage version intended to offer similar capacity to a 727-200 but with greater range. Both the 757-100 and -200 were announced at the product launch on August 31, 1978, however the large wing and landing gear common with the 757-200 were found to be excessively heavy for an aircraft of that capacity. Planning for the 757-100 was discontinued in March 1979.

Stretched variant: -300

Production of the 757 peaked at an annual rate of 100 aircraft in the early 1990s, during which time upgraded models came under consideration. For over a decade, the narrow-body twinjet had been its manufacturer's only single-aisle airliner without a stretched variant, and while rumors of a long-range 757-200X and stretched 757-300X persisted, no formal announcements had been made. European charter carriers were particularly interested in a higher-capacity version which could take better advantage of the 757's range. Besides meeting the needs of charter customers, a larger model would enable Boeing to match the passenger lift capabilities of the 767-200 with lower operating costs, and counter longer-range versions of the 185-seat Airbus A321, a new stretched variant of the A320 narrow-body airliner.

Condor 757-300 in July 2005. Condor became the first operator of the stretched 757-300 in March 1999.

In September 1996, following a launch order for 12 aircraft from charter carrier Condor, Boeing announced the stretched 757-300 at the Farnborough Airshow. The new model was a 23.4-foot (7.13 m) stretch of the 757-200, resulting in room for 50 more passengers and nearly 50 percent more cargo. The type's design phase was intended to be the shortest in its manufacturer's history, with 27 months from launch to certification. Due to development and cost concerns, radical upgrades such as a Next Generation 737-style advanced cockpit were not implemented. Instead, the stretched derivative received upgraded engines, enhanced avionics, and a redesigned interior. The first 757-300 rolled out on May 31, 1998, and completed its maiden flight on August 2, 1998. Following regulatory certification in January 1999, the type entered service with Condor on March 19, 1999.

The 757-300 was also ordered by American Trans Air, Arkia Israel Airlines, Continental Airlines, Icelandair, and Northwest Airlines. Sales for the variant remained slow, and ultimately totaled 55 of the -300. Boeing had targeted the 757-300 as a potential 767-200 replacement for two of its largest customers, American Airlines and United Airlines, but neither were in a financial position to commit to new aircraft. Overtures to other charter airlines also did not result in further orders. By November 1999, faced with diminishing sales and a reduced backlog despite the launch of the 757-300, Boeing began studying a decrease in 757 production rates.

Further developments

While the 757 program had been financially successful, declining sales in the early 2000s threatened its continued viability. Airlines were again gravitating toward smaller aircraft, now mainly the 737 and A320, because of their reduced financial risk. An airline industry downturn and the large number of relatively young 757s already in service also reduced customer demand. In 2000, spurred by interest from Air 2000 and Continental Airlines, Boeing reexamined the possibility of building a longer-range 757-200X. The proposed derivative would have featured auxiliary fuel tanks, plus wing and landing gear upgrades from the 757-300, resulting in a higher MTOW and a potential range increase to over 5,000 nautical miles (9,260 km; 5,750 mi). However, the proposal failed to garner any orders. In March 2001, Boeing delivered the first 757-200SF, a second-hand 757-200 converted for freighter use, to DHL Aviation. The 757-200SF marked the manufacturer's first foray into passenger-to-freighter conversions.

Shanghai Airlines received the last production 757, B-2876, in November 2005.

Customer interest in new 757s continued to decline, and in 2003, a renewed sales campaign centered on the 757-300 and 757-200PF yielded only five new orders. In October 2003, following Continental Airlines' decision to switch its remaining 757-300 orders to the 737-800, Boeing announced the end of 757 production. The 1,050th and last example, a 757-200 built for Shanghai Airlines, rolled off the production line at the Renton factory on October 28, 2004, and was delivered on November 28, 2005, after several months of storage. With the conclusion of the 757 program, Boeing consolidated 737 assembly at its Renton factory, downsizing its facilities by 40 percent and shifting staff to different locations.

Since the end of production, most 757s have remained in service, mainly in the U.S. From 2004 to 2008, the average fuel cost for typical mid-range U.S. domestic 757 flights tripled, putting pressure on airlines to improve the fuel efficiency of their fleets. In May 2005, the FAA granted regulatory approval for manufacturer-sanctioned blended winglets from Aviation Partners Incorporated as a retrofit on the 757-200. The winglets improve fuel efficiency by five percent and increase range by 200 nautical miles (370 km; 230 mi) through the reduction of lift-induced drag. Continental Airlines was the first carrier to order winglets for the 757-200, and in February 2009 became the first operator of 757-300s with winglets.

Continental Airlines 757-300 in March 2010 with blended winglets, which reduce lift-induced drag and improve fuel efficiency

Prior to the United-Continental merger in 2010, the 757 remained the only narrow-body aircraft in use by the large fleets of all three U.S. legacy carriers: American Airlines, Delta Air Lines and United Airlines. During this period, the 757's capacity and range capabilities have remained largely unequaled among narrow-body airliners; when selecting replacement aircraft, airlines have had to either downsize to smaller single-aisle aircraft in production with fewer seats and less range such as the 737-900ER and A321, or upsize to the larger, longer-range 787 Dreamliner and A330-200 wide-body jets. The Tupolev Tu-204, a narrow-body twinjet introduced in 1989 with a design similar to the 757's, is offered in a 200-seat version and has seen limited production for mainly Russian customers. Within Boeing, the 215-seat, 3,200-nautical-mile (5,930 km; 3,680 mi) range 737-900ER has been regarded as the closest aircraft in production to the 757-200.

Replacement aircraft

Main articles: Middle of the market and Boeing New Midsize Airplane

In February 2015, Boeing marketing Vice President Randy Tinseth stated that re-engining the 757 had been studied but there was no business case to support it. At the March 2015 ISTAT conference, Air Lease Corporation's Steven Udvar-Hazy predicted the 757 replacement would be a more capable, clean-sheet 767-like twin-aisle airplane capable of taking off from 7,000-foot (2,130 m) runways like New York LaGuardia, and Tinseth was focused on 20% more range and more capacity than the 757-200.

In May 2020, due to the ongoing 737 MAX issues and the economic crisis caused by the COVID-19 pandemic, Boeing set aside the clean-sheet design for the New Midsize Airplane (NMA) and began to look into a re-engined 757, dubbed the 757-Plus, which would compete with the Airbus A321XLR. The 757-Plus would need new engines, better efficiency, greater range, and more passenger capacity in order to satisfy the market that the NMA would have filled.

Design

Overview

Bird's eye view of Ethiopian Airlines 757-200 at London Heathrow Airport in March 2012

The 757 is a low-wing cantilever monoplane with a conventional tail unit featuring a single fin and rudder. Each wing features a supercritical cross-section and is equipped with five-panel leading edge slats, single- and double-slotted flaps, an outboard aileron, and six spoilers. The wings are largely identical across all 757 variants, swept at 25 degrees, and optimized for a cruising speed of Mach 0.8 (533 mph or 858 km/h). The reduced wing sweep eliminates the need for inboard ailerons, yet incurs little drag penalty on short and medium length routes, during which most of the flight is spent climbing or descending. The airframe further incorporates carbon-fiber reinforced plastic wing surfaces, Kevlar fairings and access panels, plus improved aluminum alloys, which together reduce overall weight by 2,100 pounds (950 kg).

To distribute the aircraft's weight on the ground, the 757 has a retractable tricycle landing gear with four wheels on each main gear and two for the nose gear. The landing gear was purposely designed to be taller than the company's previous narrow-body aircraft to provide ground clearance for stretched models. In 1982, the 757-200 became the first subsonic jetliner to offer longer lasting carbon brakes as a factory option, supplied by Dunlop. The stretched 757-300 features a retractable tailskid on its aft fuselage to prevent damage if the tail section contacts the runway surface during takeoff.

Besides common avionics and computer systems, the 757 shares its auxiliary power unit, electric power systems, flight deck, and hydraulic parts with the 767. Through operational commonality, 757 pilots can obtain a common type rating to fly the 767 and share the same seniority roster with pilots of either aircraft. This reduces costs for airlines that operate both twinjets.

Flight systems

Two-crew cockpit of a Condor 757-300 with CRT displays

The 757's flight deck uses six Rockwell Collins CRT screens to display flight instrumentation, as well as an electronic flight instrument system (EFIS) and an engine indication and crew alerting system (EICAS). These systems allow the pilots to handle monitoring tasks previously performed by the flight engineer. An enhanced flight management system, improved over versions used on early 747s, automates navigation and other functions, while an automatic landing system facilitates CAT IIIb instrument landings in 490 feet (150 m) low visibility conditions. The inertial reference system (IRS) which debuted with the 757-200 was the first to feature laser-light gyros. On the 757-300, the upgraded flight deck features a Honeywell Pegasus flight management computer, enhanced EICAS, and updated software systems.

To accommodate the same flight deck design as the 767, the 757 has a more rounded nose section than previous narrow-body aircraft. The resulting space has unobstructed panel visibility and room for an observer seat. Similar pilot viewing angles as the 767 result from a downward sloped cockpit floor and the same forward cockpit windows.

Three independent hydraulic systems are installed on the 757, one powered by each engine, and the third using electric pumps. A ram air turbine is fitted to provide power for essential controls in the event of an emergency. A basic form of fly-by-wire facilitates spoiler operation, utilizing electric signaling instead of traditional control cables. The fly-by-wire system, shared with the 767, reduces weight and provides for the independent operation of individual spoilers. When equipped for extended-range operations, the 757 features a backup hydraulic motor generator and an additional cooling fan in the aircraft's electronics bay.

Interior

Icelandair 757-200 with original cabin design, updated lighting, and six-abreast seating

The 757 interior allows seat arrangements of up to six per row with a single center aisle. Originally optimized for flights averaging two hours, the 757 features interior lighting and cabin architecture designs aimed at a more spacious impression. As on the 767, garment-bag-length overhead bins and a rear economy-class galley are standard equipment. The bins have twice the capacity as those on the preceding 727. To save weight, honeycomb sandwich is used for interior paneling and bins. Unlike previous evacuation slide designs which are not equipped for water landings, the 757's main exits feature combination slide rafts similar to those found on the 747. In the 1980s, Boeing altered the interior designs of its other narrow-body aircraft to be similar to that of the 757.

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. Centerline storage containers mounted in the aisle ceiling for additional escape rafts and other emergency equipment were also added. The 757-300's interior later became an option on all new 757-200s. In 2000, with wheeled carry-on baggage becoming more popular, Delta Air Lines began installing overhead bin extensions on their 757-200s to provide additional storage space, and American Airlines did the same in 2001. The larger bins are part of aftermarket interior upgrades which include updated ceiling panels and lighting.

Variants

The 757 was produced in standard and stretched lengths. The original 757-200 debuted as a passenger model, and was subsequently developed into the 757-200PF and 757-200SF cargo models, as well as the convertible 757-200M variant. The stretched 757-300 was only available as a passenger model. When referring to different versions, Boeing, and airlines are known to collapse the model number (757) and the variant designator (e.g. -200 or -300) into a truncated form (e.g. "752" or "753"). The International Civil Aviation Organization (ICAO) classifies all variants based on the 757-200 under the code "B752", and the 757-300 is referred to as "B753" for air traffic control purposes.

757-200

Delta Air Lines 757-200 landing at McCarran International Airport in March 2016

The 757-200, the original version of the aircraft, entered service with Eastern Air Lines in 1983. The type was produced with two different exit configurations, both with three standard cabin doors per side: the baseline version has a fourth, smaller cabin door on each side aft of the wings, and is certified for a maximum capacity of 239, while the alternate version has a pair of over-the-wing emergency exits on each side, and can seat a maximum of 224. The 757-200 was offered with a MTOW of up to 255,000 lb (116,000 kg); some airlines and publications have referred to higher gross weight versions with ETOPS certification as "757-200ERs", but this designation is not used by the manufacturer. Similarly, versions with winglets are sometimes called "757-200W" or "757-200WL". The first engine to power the 757-200, the Rolls-Royce RB211-535C, was succeeded by the upgraded RB211-535E4 in October 1984. Other engines used include the Rolls-Royce RB211-535E4B, along with the Pratt & Whitney PW2037 and PW2040. Its range with full payload is 3,850 nautical miles (7,130 km; 4,430 mi).

Although designed for short and medium length routes, the 757-200 has since been used in a variety of roles ranging from high-frequency shuttle services to transatlantic routes. In 1992, after gaining ETOPS approval, American Trans Air launched 757-200 transpacific services between Tucson and Honolulu. Since the turn of the century, mainline U.S. carriers have increasingly deployed the type on transatlantic routes to Europe, and particularly to smaller cities where passenger volumes are insufficient for wide-body aircraft. Production for the 757-200 totaled 913 aircraft, making the type by far the most popular 757 model. At over 4,000 nautical miles (7,400 km; 4,600 mi), as of February 2015, the longest commercial route served by a 757 is United Airlines' Newark to Berlin flight; the aircraft assigned to this route cannot fly with full payload. United's 757s assigned to transatlantic routes are fitted with 169 seats. In July 2018, 611 of the 757-200 versions were in service.

757-200PF

A UPS 757-200PF arriving at San Jose International Airport in August 2007

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 ULD containers or pallets on its main deck, for a volume of up to 6,600 cu ft (190 m³), while its two lower holds can carry up to 1,830 cu ft (52 m³) of bulk cargo. The maximum revenue payload capability is 87,700 lb (39,800 kg) including container weight. The 757-200PF is specified with a MTOW of 255,000 lb (116,000 kg) for maximal range performance; when fully loaded, the aircraft can fly up to 3,150 nautical miles (5,830 km; 3,620 mi). 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.

The freighter features a large, upward-opening main deck cargo door on its forward port-side fuselage. Next to this large cargo door is an exit door used by the pilots. All other emergency exits are omitted, and cabin windows and passenger amenities are not available. 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. When equipped for extended-range operations, UPS's 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. Production for the 757-200PF totaled 80 aircraft.

757-200SF/PCF (conversion)

DHL Aviation 757-200SF in flight in November 2008

The 757-200SF is a passenger to freighter conversion developed by Boeing following an order for 34 aircraft plus 10 options by DHL. It entered service in 2001 with the initial ex-British Airways aircraft converted at Boeing's Wichita site and subsequent blocks of aircraft converted by Israel Aerospace Industries and ST Aerospace Services. Modifications included the removal of passenger amenities, main deck structural reinforcement, addition of cargo handling flooring and the installation of a 757-200PF port-side cargo door in the forward fuselage. The forward two entry doors and lobby area of the passenger aircraft are retained resulting in a main deck cargo capacity of 14 full sized pallets and one smaller LD3. Environmental controls can be fitted for animal cargo such as racehorses, and rear exits and window pairs are retained on some aircraft to facilitate animal handlers. ST Aerospace continue to offer 14, 14.5 and 15 Unit load device variants of the SF in 2020.

In September 2006, FedEx Express announced a US$2.6 billion (~$3.78 billion in 2023) plan to acquire over 80 converted 757 freighters to replace its 727 fleet citing a 25% reduction in operating cost along with noise benefits.

The 757-200PCF is a passenger to freighter conversion, developed by Precision Conversions and certificated in 2005. Reported in 2019 to cost $5 million (~$5.88 million in 2023) per aircraft and similar to the SF it has 15 pallet positions. External differences include the removal of the forward passenger style doors and their replacement with a -200PF style small crew door. Internally the main cargo door is not integrated with the base aircraft hydraulic and warning systems and instead operates from a self-contained hydraulic system though powered by the aircraft electrics. By early 2020 a total of 120 757-200PCFs had been delivered.

757-200M/CB

Nepal Airlines' sole 757-200M arriving at Dubai International Airport in April 2012

The 757-200M, a convertible version capable of carrying cargo and passengers on its main deck, entered service with Royal Nepal Airlines in 1988. Also known as the 757-200CB (Combi), the type retains the passenger windows and cabin doors of the 757-200, while adding a forward port-side cargo door in the manner of the 757-200PF. Kathmandu-based Royal Nepal Airlines, later renamed Nepal Airlines, included the convertible model as part of an order for two 757s in 1986.

Nepal Airlines ordered the 757-200M to fulfill a requirement for an aircraft that could carry mixed passenger and freight loads, and operate out of Tribhuvan International Airport, with its 4,400 ft (1,300 m) elevation, in the foothills of the Himalayas. Patterned after convertible variants of the 737 and 747, the 757-200M can carry two to four cargo pallets on its main deck, along with 123 to 148 passengers in the remaining cabin space. Nepal Airlines' 757-200M, which features Rolls-Royce RB211-535E4 engines and an increased MTOW of 240,000 lb (110,000 kg), was the only production example ordered. When cargo is carried on the main deck, the crew must include an additional dedicated, trained cargo firefighter.

In October 2010, Pemco World Air Services and Precision Conversions launched aftermarket conversion programs to modify 757-200s into 757 Combi aircraft. Vision Technologies Systems launched a similar program in December 2011. All three aftermarket conversions modify the forward portion of the aircraft to provide room for up to ten cargo pallets, while leaving the remaining space to fit around 45 to 58 passenger seats. This configuration is targeted at commercial charter flights which transport heavy equipment and personnel simultaneously. Customers for converted 757 Combi aircraft include the Air Transport Services Group, National Airlines, and North American Airlines.

757-300

United Airlines 757-300 in 2016

The 757-300, the stretched version of the aircraft, entered service with Condor in 1999. With a length of 178.7 ft (54.5 m), the type is the longest single-aisle twinjet ever built, coming in just shorter than the 57.1 m (187 ft) quad-jet DC-8-61/63. Designed to serve the charter airline market and provide a low-cost replacement for the 767-200, the 757-300 shares the basic design of the original 757, while extending the fuselage forward and aft of the wings. Six standard cabin doors, two smaller cabin doors behind the wings, plus a pair of over-the-wing emergency exits on each side, enable the 757-300 to have a maximum certified capacity of 295 passengers. A higher MTOW of 272,500 lb (123,600 kg) is specified, while fuel capacity remains unchanged; as a result, the stretched variant offers a maximum range of 3,395 nautical miles (6,288 km; 3,907 mi). Engines used on the type include the RB211-535E4B from Rolls-Royce and the PW2043 from Pratt & Whitney. Due to its greater length, the 757-300 features a retractable tailskid on its aft fuselage to avoid tailstrikes.

Кондор заказал удлиненный 757-й, чтобы заменить его McDonnell Douglas DC-10 и служить недорогим транспортным средством с высокой плотностью движения к местам отдыха, таким как Канарские острова . Because tests showed that boarding the 757-300 could take up to eight minutes longer than the 757-200, Boeing and Condor developed zone-based boarding procedures to expedite loading and unloading times for the lengthened aircraft. The 757-300 has been operated by mainline carriers Continental Airlines (now part of United Airlines as of 2010), Northwest Airlines (now part of Delta Air Lines as of 2008), and Icelandair; other operators have included American Trans Air (the first North American operator), Arkia Israel Airlines вместе с чартерными перевозчиками Condor и Thomas Cook Airlines по состоянию на 2014 год. Всего было выпущено 55 самолетов 757-300. Все 55 находились в эксплуатации в июле 2018 года.

Правительство, военные и корпоративные

Правительственные, военные и частные заказчики приобрели 757-й для использования в самых разных целях: от авиационных испытаний и исследований до грузовых и VIP-перевозок. 757-200, наиболее широко заказываемая версия самолета. легла в основу этих приложений. Первым государственным эксплуатантом Боингов 757 были ВВС Мексики , которые получили Боинг 757-200 в VIP-конфигурации в ноябре 1987 года.

• Комплексная система экспериментов для авиационных исследований (ARIES) - платформа НАСА для обеспечения безопасности полетов и эксплуатационных исследований, была создана в 1999 году с использованием второго серийного самолета 757. Первоначально самолет участвовал в программе летных испытаний 757, прежде чем поступить на вооружение Eastern Air Lines. После того, как НАСА приобрело этот самолет в 1994 году для замены испытательного стенда 737-100, Первоначально он использовался для оценки гибридной системы управления ламинарным потоком , систем авионики для предлагаемого реактивного истребителя Northrop YF-23 и 777 . электродистанционной системы управления Боингом Оборудованный исследовательской станцией в кабине экипажа, бортовыми лабораториями и двумя экспериментальными кабинами экипажа. ARIES использовался для оценки метеорологической информации и систем захода на посадку, а также испытаний на сцепление на взлетно-посадочной полосе. ARIES ушел на хранение в 2006 году.

C -32A , вариант Боинга 757, — обычный авиатранспорт вице -президента США .

• C-32 - ВВС США эксплуатируют шесть самолетов 757-200 под обозначением C-32. Четыре из них представляют собой варианты C-32A с VIP -конфигурацией, задачей которых является, прежде всего, транспортировка вице-президента США , первой леди и государственного секретаря . C-32A оснащен двигателем Pratt & Whitney PW2000 и оснащен центром связи, конференц-залом, зоной отдыха и частными жилыми помещениями. ВВС США также эксплуатируют два 45-местных самолета 757-200 с двигателями Rolls-Royce , получившие обозначение C-32B Gatekeeper, которые обеспечивают воздушные перевозки подразделениям специальных операций и глобальным группам реагирования на чрезвычайные ситуации. C-32B оснащены современным оборудованием связи, возможностью дозаправки в воздухе , увеличенными топливными баками и внутренней трапом . C-32A окрашены в сине-белую окраску, разработанную Рэймондом Лоуи и используемую на большинстве специальных воздушных миссий . самолетов в то время как C-32B окрашены в глянцевый белый цвет с минимальной опознавательной маркировкой. Первые C-32 были приобретены в 1998 году и заменили транспортники C-137 Stratoliner .

C -32B — единственный известный Боинг 757, способный осуществлять дозаправку в воздухе .

• Летающий испытательный стенд F-22. Первый построенный Боинг 757 использовался в 1998 году в качестве испытательного стенда для Lockheed Martin F-22 Raptor . авионики и интеграции датчиков Самолет, принадлежащий Boeing, был оснащен уткой над кабиной для имитации расположения датчиков крыла реактивного истребителя, а также носовой частью фюзеляжа F-22 с радаром и другими системами, а также лабораторией на 30 мест со средствами связи, радиоэлектронной борьбы и идентификации. и навигационные датчики.
• Программа испытаний закрылков Крюгера и естественного ламинарного потока для борьбы с насекомыми. В рамках своей программы ecoDemonstrator компания Boeing 17 марта 2015 г. начала серию испытательных полетов на модифицированном Boeing 757, включающем новые передние секции крыла и активно обдуваемый вертикальный элемент. хвост. Левое крыло было модифицировано и теперь включает в себя перчаточную секцию с размахом 6,7 м, поддерживающую закрылок Крюгера с изменяемым развалом, открываемый при приземлении и выступающий прямо перед передней кромкой. Хотя закрылки Крюгера и раньше использовались в качестве экранов для защиты от насекомых, предыдущие конструкции вызывали дополнительное сопротивление; новая конструкция имеет переменный развал и предназначена для максимально плавного втягивания в нижнюю поверхность крыла. Увеличение использования естественного ламинарного потока (NLF) на крыле самолета потенциально может улучшить сжигание топлива на целых 15%, но даже небольшие загрязнения из останков насекомых будут переключать поток с ламинарного на турбулентный, уничтожая выигрыш в производительности. Испытательные полеты были поддержаны европейской группой авиакомпаний TUI AG и проведены совместно с НАСА в рамках программы агентства «Экологически ответственная авиация» (ERA). Пока левое крыло тестирует закрылки Крюгера, правое крыло используется для испытаний покрытий, предотвращающих прилипание насекомых к крылу.
• Система активного управления потоком. На одном самолете компания Boeing установила 31 активную форсунку, установленную перед передней кромкой руля направления. Воздух они получают от вспомогательной силовой установки (ВСУ). Их цель — вернуть поток воздуха, отделившийся от руля направления, и перенаправить его на руль направления, чтобы руль направления восстановил эффективность даже при больших углах отклонения. Воздух, выходящий из ВСУ, очень горячий, его температура составляет 380 °F (193 °C), и охлаждается теплообменником, установленным под хвостовой частью фюзеляжа, который соединен с воздуховодами, проходящими вдоль передней и задней части лонжеронов стабилизатора. Это обеспечивает постоянную равномерную подачу воздуха.

В 2009 году Королевские ВВС Новой Зеландии отправили один из своих самолетов 757 Combi в Антарктиду . впервые

• Королевские ВВС Новой Зеландии 757 Combi - Королевские ВВС Новой Зеландии (RNZAF) эксплуатируют два самолета 757, преобразованные в стандарт 757-200M компанией ST Aerospace Services для доставки оборудования, медицинской эвакуации , передвижения войск и VIP-транспорта. грузовая дверь, модернизированная вспомогательная силовая установка, усовершенствованные системы связи и выдвижная трап-трап . Установлены Два самолета, пришедшие на смену двум 727-100QC, перенесли премьер-министра Новой Зеландии , и доставлен на покрытое льдом поле Пегас возле новозеландской базы Скотт в проливе Мак-Мердо в Антарктиде.
• VIP-транспорт - Боинг 757-200 служит VIP-транспортом президента Аргентины под Президентской авиагруппы. серийным номером Tango 01 и для президента Мексики под позывным ВВС Мексики TP01 или Transporte Presidencial 1 . Боинг 757-200 Royal Brunei Airlines использовался султаном Брунея в 1980-х годах, а затем был продан правительству Казахстана в 1995 году. Королевская семья Саудовской Аравии использует Боинг 757-200 в качестве летающего госпиталя. Microsoft Соучредитель Пол Аллен пользовался частным 757-м с 2005 по 2011 год; Затем самолет был продан Дональду Трампу и стал известен как « Trump Force One » во время его президентской кампании в США в 2016 году .
• Экскалибур - испытательный стенд для авионики и датчиков британской BAE Systems Tempest . Самолет будет переоборудован из гражданского авиалайнера компанией 2Excel .

Операторы

Основная статья: Список операторов Boeing 757

Delta Air Lines является крупнейшим оператором самолетов Боингов 757, на фото Боинг 757-200 в апреле 2008 года.

Боинг 757-200SF компании FedEx Express в мае 2011 года, крупнейшего оператора этого варианта.

Крупнейшими операторами 757 являются Delta Air Lines, FedEx Express и United Airlines; Delta Air Lines является крупнейшей в целом: по состоянию на 2018 год ее парк насчитывает 757 самолетов из 127 самолетов. . Парк 757 American Airlines из 142 самолетов был самым большим до 2007 года. когда авиаперевозчик отказался от моделей с двигателями Pratt & Whitney PW2000, возникших в результате приобретения TWA , чтобы иметь парк самолетов 757 с двигателями Rolls-Royce RB211. Впоследствии Delta приобрела 17 бывших самолетов 757 TWA/American Airlines, а в октябре 2008 года приобрела еще 45 самолетов 757 в результате приобретения Northwest Airlines.

Грузовым перевозчиком с наибольшим количеством самолетов 757 является компания FedEx Express, которая в июле 2018 года эксплуатировала парк самолетов 757-200F из 111 самолетов. UPS Airlines эксплуатирует еще 75 самолетов этого типа вместе с DHL Aviation и ее дочерними компаниями, DHL Air UK , DHL Latin America, European Air Transport Leipzig и Blue Dart Aviation . В 2018 году совокупно эксплуатируется 35 грузовых самолетов 757 различных типов.

Совместный стартовый заказчик British Airways эксплуатировал самолет 757-200 в течение 27 лет, прежде чем в ноябре 2010 года этот тип был снят с производства. Чтобы отпраздновать выход из эксплуатации парка, 4 октября 2010 года авиакомпания представила один из своих последних трех самолетов 757-200 в ливрее в стиле ретро , ​​соответствующей цветовой гамме, в которой она ввела самолет в эксплуатацию в 1983 году. Впоследствии этот тип остался в эксплуатации у дочерней компании компании OpenSkies .

За время действия программы было построено 1050 самолетов Boeing 757. поставлено 1049 самолетов. Прототип 757 остался у производителя для испытаний. В августе 2020 года в общей сложности 642 самолета Boeing 757 всех вариантов находились в коммерческой эксплуатации у операторов Delta Air Lines (127), FedEx Express (107), UPS Airlines (75), United Airlines (72), Icelandair (27) и другие с меньшим количеством самолетов этого типа.

Заказы и поставки

Год	Общий	2005	2004	2003	2002	2001	2000	1999	1998	1997	1996	1995	1994	1993	1992
Заказы	1,049	0	0	7	0	37	43	18	50	44	59	13	12	33	35
Поставки	1,049	2	11	14	29	45	45	67	54	46	42	43	69	71	99

Год	1991	1990	1989	1988	1987	1986	1985	1984	1983	1982	1981	1980	1979	1978
Заказы	50	95	166	148	46	13	45	2	26	2	3	64	0	38
Поставки	80	77	51	48	40	35	36	18	25	2	0	0	0	0

Заказы и поставки Boeing 757 (суммарно по годам):

 Заказы

 Поставки

• Данные Boeing до момента окончания производства

Краткое описание модели

Модельный ряд	ИКАО Код	Заказы	Поставки
757-200	Б752	913	913
757-200М	Б752	1	1
757-200ПФ	Б752	80	80
757-300	Б753	55	55
Общий		1,049	1,049

• Данные Boeing до момента окончания производства

Аварии и происшествия

По состоянию на ноябрь 2023 г. Боинг 757 участвовал в 47 авиационных происшествиях , включая десять происшествий с потерей корпуса из 13 случаев с потерей корпуса. В результате девяти инцидентов и 12 угонов самолетов погибло 575 пассажиров.

Несчастные случаи

Первый фатальный инцидент с участием самолета произошел 2 октября 1990 года, когда угнанный самолет авиакомпании Xiamen Airlines 737 столкнулся с самолетом 757 авиакомпании China Southern Airlines на взлетно-посадочной полосе международного аэропорта Гуанчжоу Байюнь , Китай, в результате чего погибли 46 из 122 человек, находившихся на борту. Два Боинга 757-200 были угнаны 11 сентября 2001 года во время скоординированной террористической атаки в США ; угонщики разбили рейс 77 American Airlines на здание Пентагона в Арлингтоне, штат Вирджиния, в результате чего погибли все 64 человека на борту и 125 человек на земле, а рейс 93 United Airlines также был угнан и разбился недалеко от Шанксвилля, штат Пенсильвания, в результате чего погибли все 44 человека на борту.

В январе 2011 года ФАУ заказало проверку фюзеляжа после того, как у самолета 757 American Airlines в полете была потеряна верхняя панель обшивки.

К несчастным случаям, связанным с ошибкой пилота, относятся рейс 965 American Airlines , который врезался в гору в Буге, Колумбия, 20 декабря 1995 года, в результате чего погиб 151 пассажир и все восемь членов экипажа, четверо выжили, и собаки, а также столкновение в воздухе рейса 611 компании DHL возле Юберлингена , Баден-Вюртемберг, Германия, 1 июля 2002 года, в результате чего погибли два человека на борту плюс 69 человек на Башкирских авиалиний Ту-154 . Причиной крушения рейса 965 American Airlines стали навигационные ошибки экипажа. в то время как столкновение рейса 611 DHL было связано с ошибками управления воздушным движением , но в основном в этом виноват экипаж Туполева, не выполнивший рекомендации TCAS по разрешению проблемы. К несчастным случаям, связанным с пространственной дезориентацией из-за неправильного обслуживания приборов, относятся рейс 301 компании Birgenair 6 февраля 1996 года, который упал в океан недалеко от Пуэрто-Плата, Доминиканская Республика , с гибелью всех 189 пассажиров и экипажа, и рейс 603 Aeroperú 2 октября 1996 года, который упал в океан у побережья Пасамайо, Перу, в результате чего погибли все 70 человек на борту. В случае крушения в Биргенэйре следователи обнаружили, что самолет хранился без необходимых крышек для датчиков трубки Пито , что позволяло насекомым и мусору собираться внутри, в то время как в случае крушения в Аэроперу защитная лента, закрывающая статические вентиляционные датчики, не была удалена.

14 сентября 1999 года рейс 226A авиакомпании Britannia Airways совершил аварийную посадку недалеко от аэропорта Жирона-Коста-Брава , Испания, во время грозы; Фюзеляж Боинга 757 развалился на несколько частей. 245 пассажиров успешно эвакуировались, 40 из них потребовали госпитализации; один пассажир скончался пять дней спустя от неожиданных внутренних повреждений. 25 октября 2010 года рейс 1640 American Airlines, Боинг 757, летавший между Майами и Бостоном, благополучно вернулся в Майами после потери секции фюзеляжа длиной 2 фута (60 см) на высоте примерно 31 000 футов (9 000 м). После расследования инцидента ФАУ приказало всем эксплуатантам Боинга 757 в США регулярно проверять верхние секции фюзеляжа своих самолетов на предмет усталости конструкции .

Инциденты

Причиной крушения двух частных самолетов стала турбулентность в следе, исходящая от самолетов 757. 18 декабря 1992 года самолет Cessna Citation разбился возле международного аэропорта Биллингс-Логан в Монтане, в результате чего погибли все шесть человек на борту, а 15 декабря 1993 года самолет IAI Westwind разбился возле аэропорта Джона Уэйна в Калифорнии, в результате чего погибли все пятеро находившихся на борту. Оба самолета пролетели менее 3 морских миль (6 км; 3 мили) позади Боинга 757. Впоследствии ФАУ увеличило необходимое расстояние между небольшими самолетами и Боингами 757 с 4 морских миль (7,4 км; 4,6 миль) до 5 морских миль (9,3 км; 5,8 миль).

7 апреля 2022 года самолет Boeing 757 компании DHL, выполнявший рейс 7216, потерпел крушение в Сан-Хосе , Коста-Рика, после попытки аварийной посадки из-за отказа гидравлики. Оба члена экипажа выжили, не получив травм; инцидент расследуется.

Самолет на выставке

N608DA в аэропорту Пинал в Аризоне, на реставрации в феврале 2014 года для последующей демонстрации в Музее полетов Дельты.

Самолет Delta Air Lines 757-200, зарегистрированный как N608DA, выставлен в Музее полетов Delta в Атланте, штат Джорджия. Самолет стал шестьдесят четвертым построенным экземпляром. Перед переездом на постоянное место самолет был перекрашен в ливрею Delta «Виджет», ту окраску, которую он носил при первоначальной доставке; сейчас он выставлен на статической выставке у входа в музей.

Технические характеристики

Сравнение различных вариантов 757

Вариант	757-200	757-200Ф	757-300
Экипаж кабины	Два
2-классная рассадка	200 (12 Ж +188 Д )	5 максимум	243 (12F+231Y)
1-классный салон	219–239 максимум		275–295 максимум
Объем груза	1670 куб футов (47,3 м 3 )	6600 куб футов (187 м 3 )	2370 куб футов (61,7 м 3 )
Ширина	Фюзеляж 148 дюймов (3,76 м), Кабина 139,3 дюйма (3,54 м)
Длина	155 футов 3 дюйма (47,3 м)		178 футов 7 дюймов (54,4 м)
Высота	44 фута 6 дюймов (13,6 м)
Крыло	Пролет 124 футов 10 дюймов (38,0 м), 1994 квадратных футов (185,25 м) 2 ) область, стреловидность 25°, 7.8 АР
МВВ	255 000 фунтов (115 660 кг)		273 000 фунтов (123 830 кг)
Макс. Полезная нагрузка	57 160 фунтов (25 920 кг)	84 420 фунтов (38 290 кг)	68 140 фунтов (30 910 кг)
ОЙ	128 840 фунтов (58 440 кг)	115 580 фунтов (52 430 кг)	141 860 фунтов (64 340 кг)
Запас топлива	11 489 галлонов США (43 490 л)	11 276 галлонов США (42 680 л)	11 466 галлонов США (43 400 л)
Скорость	Круиз: 0,8 Маха (461 узел; 854 км/ч; 531 миль в час), Макс.: 0,86 Маха (496 узлов; 918 км/ч; 571 миль в час)
Диапазон	3915 миль (7250 км; 4505 миль)	2935 миль (5435 км; 3378 миль)	3400 миль (6295 км; 3900 миль)
Снимать	6800 футов (2070 м)	6900 футов (2103 м)	8550 футов (2605 м)
Потолок	42 000 футов (13 000 м)
Двигатели (×2)	40 200–43 500 фунтов силы (179–193 кН) Rolls-Royce RB211 -535-E4(B) 36 600–42 600 фунтов силы (163–189 кН) Pratt & Whitney PW2000 -37/40/43

См. также

• Конкуренция между Airbus и Boeing

Связанные разработки

• Боинг 767

Самолеты сопоставимой роли, конфигурации и эпохи

• Аэробус А321
• Боинг 737-900ER
• Боинг Бизнес Джет
• Tupolev Tu-204

Связанные списки

• Список гражданских самолетов
• Список кодов клиентов Boeing
• Список реактивных авиалайнеров

Ссылки

Библиография

• Бертлз, Филип (1999). Современные гражданские самолеты: 6, Боинг 757/767/777. Третье издание . Лондон: Издательство Ian Allan Publishing. ISBN  0-7110-2665-3 .
• Бертлз, Филип (2001). Боинг 757 . Оцеола, Висконсин: Издательство MBI. ISBN  978-0-7603-1123-3 .
• Бауэрс, Питер М. (1989). Самолеты Боинг с 1916 года . Аннаполис, Мэриленд: Издательство Военно-морского института. ISBN  978-0-87021-037-2 .
• Дэвис, РЕГ (1990). Дельта, авиакомпания и ее самолеты: иллюстрированная история крупной авиакомпании США и людей, которые ее создали . Майами, Флорида: Paladwr Press. ISBN  0-9626483-0-2 .
• Дэвис, РЕГ (2003). Восточный: авиакомпания и ее самолеты . Маклин, Вирджиния: Paladwr Press. ISBN  1-888962-19-4 .
• Дэвис, РЕГ (2000). TWA: авиакомпания и ее самолеты . Маклин, Вирджиния: Paladwr Press. ISBN  1-888962-16-Х .
• Иден, Пол, изд. (2008). Гражданские самолеты сегодня: самые успешные коммерческие самолеты в мире . Сильвердейл, Вашингтон: ISBN Amber Books Ltd.  978-1-84509-324-2 .
• Кейн, Роберт М. (2003). Воздушный транспорт 1903–2003 гг. Четырнадцатое издание . Дубьюк, Айова: Издательство Кендалла Ханта. ISBN  978-0-7872-8881-5 .
• Норрис, Гай; Вагнер, Марк (1998). Боинг . Оцеола, Висконсин: Издательство MBI. ISBN  0-7603-0497-1 .
• Норрис, Гай; Вагнер, Марк (1999). «757: Новые направления». Современные реактивные лайнеры Боинг . Оцеола, Висконсин: Zenith Imprint. ISBN  0-7603-0717-2 .
• Пейс, Стив (1999). F-22 Raptor: следующая смертоносная военная машина Америки . Нью-Йорк, Нью-Йорк: МакГроу Хилл. ISBN  978-0-07-134271-1 .
• Шарп, Майк; Шоу, Робби (2001). Боинг 737-100 и 200 . Оцеола, Висконсин: Издательство MBI. ISBN  0-7603-0991-4 .
• Веронико, Ник; Данн, Джим (2004). Военно-воздушная мощь США 21 века . Сент-Пол, Миннесота: Zenith Press. ISBN  0-7603-2014-4 .
• Уэллс, Александр Т.; Родригес, Кларенс К. (2004). Безопасность коммерческой авиации . Нью-Йорк, Нью-Йорк: McGraw-Hill Professional. ISBN  0-07-141742-7 .
• Борьба с терроризмом: межведомственная структура и ведомственные программы по противодействию зарубежной угрозе . Вашингтон, округ Колумбия: Главное бухгалтерское управление США. 2003. ISBN  978-1-4289-3944-8 .

Дальнейшее чтение

• Бехер, Томас (1999). Боинг 757 и 767 . Мальборо, Уилтшир: Crowood Press. ISBN  1-86126-197-7 .
• Шоу, Робби (1999). Боинг 757 и 767, средние близнецы . Ридинг, Пенсильвания: Osprey Publishing. ISBN  1-85532-903-4 .
• Йенн, Билл (2005). История компании Боинг . Сент-Пол, Миннесота: Zenith Press. ISBN  978-0-7603-2333-5 .

Внешние ссылки

• «Исторический снимок коммерческого транспорта 757» . Боинг.
• «Большая игра» . Сиэтл Таймс . 19 июня 1983 года.
• Питер Хенли (29 февраля 2000 г.). «На стойке» . Рейс Интернешнл . Flight International проводит летные испытания последней модели Boeing 757, удлиненного 240-местного самолета -300, который поступил в эксплуатацию в марте прошлого года.
• «Пассажирская версия» (PDF) . Боинг. 2007.
• «Грузовая версия» (PDF) . Боинг. 2007.
• «Паспорт типа сертификата EASA.IM.A.205» (PDF) . Европейское агентство авиационной безопасности. 17 декабря 2015 г. Архивировано из оригинала (PDF) 15 сентября 2020 г. . Проверено 13 июня 2018 г.
• «Паспорт типа сертификата A2NM» (PDF) . ФАУ. 16 февраля 2016 г. Архивировано из оригинала (PDF) 30 октября 2019 г. . Проверено 11 ноября 2016 г.