Misplaced Pages

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107-615: The airport can handle aircraft up to the size of a Boeing 757 . It has Category 5 fire cover by the IATA , and also has one ambulance available. The military air base dates back to at least the early 1930s and is located at the northern end of the airport. It is used chiefly by Spanish Air and Space Force turboprop, piston and jet-engined training aircraft of the Academia General del Aire (the Spanish Air Force College), including

214-568: A quarter meridian . So ⁠ 10,000,000 m / 90 × 60 ⁠ = 1,851.85 m ≈ 1,852 m became the metric length for a nautical mile. France made it legal for the French Navy in 1906, and many metric countries voted to sanction it for international use at the 1929 International Hydrographic Conference. Both the United States and the United Kingdom used an average arcminute—specifically,

321-408: 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

428-488: 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

535-659: 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

642-424: 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,

749-406: A degree (5866 ⁠ 2 / 3 ⁠ feet per arcminute ). In 1633, William Oughtred suggested 349,800 feet to a degree (5830 feet per arcminute). Both Gunter and Oughtred put forward the notion of dividing a degree into 100 parts, but their proposal was generally ignored by navigators. The ratio of 60 miles, or 20 leagues, to a degree of latitude remained fixed while the length of the mile

856-453: 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

963-535: 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. 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

1070-431: 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

1177-407: 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,

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1284-571: A minute of arc of a great circle of a sphere having the same surface area as the Clarke 1866 ellipsoid . The authalic (equal area) radius of the Clarke 1866 ellipsoid is 6,370,997.2 metres (20,902,222 ft). The resulting arcminute is 1,853.2480 metres (6,080.210 ft). The United States chose five significant digits for its nautical mile, 6,080.2 feet , whereas the United Kingdom chose four significant digits for its Admiralty mile, 6,080 feet. In 1929

1391-485: 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 had been regarded as the closest aircraft in production to the 757-200 after the latter ceased production. The Airbus A321neo LR and XLR variants finally provided

1498-438: 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. The 757-200,

1605-450: 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

1712-404: A reduced backlog despite the launch of the 757-300 , Boeing began studying a decrease in 757 production rates. 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

1819-428: A short conversion course, pilots rated on the 757 could be qualified to fly the 767 and vice versa, owing to their design similarities. 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

1926-461: 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

2033-544: A suitable 757-200 replacement on market in terms of range and capacity, and Icelandair and United Airlines have opted for the A321XLR to replace the Boeing 757 on their long-range routes. 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

2140-477: 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

2247-523: 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. 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

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2354-401: A total of 13 hull losses, as of November 2023 . 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

2461-457: 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

2568-533: 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

2675-419: The 707 fuselage width and six–abreast seating and its two-crew glass cockpit has a common type rating with the concurrently designed 767 (a wide-body aircraft ). It was produced in two fuselage lengths: the 155 ft (47.3 m) long 757-200 (the most popular with 913 built) typically seats 200 passengers in two classes over 3,915  nautical miles  [nmi] (7,250 km; 4,505 mi); while

2782-517: 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

2889-400: 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. Aviation Partners further developed the blended winglet into

2996-447: 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. 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

3103-469: The Air Transport Services Group , National Airlines , and North American Airlines . Nautical mile A nautical mile is a unit of length used in air, marine, and space navigation , and for the definition of territorial waters . Historically, it was defined as the meridian arc length corresponding to one minute ( ⁠ 1 / 60 ⁠ of a degree) of latitude at

3210-500: 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

3317-639: 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 Pratt & Whitney PW2000 -37/40/43. 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

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3424-464: 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

3531-609: The 178 ft (54.4 m) long 757-300 typically seats 243 over 3,400 nmi (6,295 km; 3,900 mi). The 757-200F can haul a 72,210 lb (32,755 kg) payload over 2,935 nmi (5,435 km; 3,378 mi). Passenger 757-200s have been modified for cargo use as the Special Freighter (SF) and the Precision Converted Freighter (PCF). Major customers for the 757 included U.S. mainline carriers, European charter airlines , and cargo companies. It

3638-430: 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

3745-453: 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

3852-439: 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 . The twin-engine configuration

3959-515: 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. 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

4066-443: 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,

4173-473: 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

4280-456: 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

4387-401: The 757's capacity and range capabilities had 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 ,

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4494-426: 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,

4601-512: 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

4708-425: 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. 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

4815-425: 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

4922-472: The 757-200 versions were in service. 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 m ), while its two lower holds can carry up to 1,830 cu ft (52 m ) of bulk cargo . The maximum revenue payload capability

5029-456: 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

5136-491: 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

5243-405: 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. The 757 interior allows seat arrangements of up to six per row with a single center aisle. Originally optimized for flights averaging two hours,

5350-485: 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

5457-413: 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

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5564-490: 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

5671-464: The Equator contains " milaria 60 ". An earlier manuscript map by Nicolaus Germanus in a previous edition of Geography states " unul gradul log. et latitud sub equinortiali formet stadia 500 que fanut miliaria 62 ⁠ 1 / 2 ⁠ " ("one degree longitude and latitude under the equator forms 500 stadia , which make 62 ⁠ 1 / 2 ⁠ miles"). Whether a correction or convenience,

5778-417: 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. 757-100 was a 150-seat, short fuselage version intended to offer similar capacity to a 727-200 but with greater range. Both

5885-486: The Latin phrase for a thousand paces: mille passus . Navigation at sea was done by eye until around 1500 when navigational instruments were developed and cartographers began using a coordinate system with parallels of latitude and meridians of longitude . The earliest reference of 60 miles to a degree is a map by Nicolaus Germanus in a 1482 edition of Ptolemy 's Geography indicating one degree of longitude at

5992-504: The Minister of Public Works Antonio Sevilla, and Secretary of State for Transport Isaías Táboas, signed an official agreement that effectively proposed to close the airport to civilian air traffic from 2012. In November 2017, the Spanish government said it would be awarding AENA the contract of managing Corvera Airport - whereby San Javier would be closed and flights transferred. In April 2018, it

6099-597: 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. The 757 is a low-wing cantilever monoplane with a conventional tail unit featuring a single fin and rudder. Each wing features

6206-583: 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

6313-500: 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. The 757-200M,

6420-561: The Scimitar Blended Winglet, which improves fuel burn by 1.1% over the original blended winglet. Icelandair and United Airlines have retrofitted their 757-200s with Scimitar Blended Winglets. 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,

6527-518: The aerobatic demonstration team of the Spanish Air and Space Force Patrulla Águila which can often be seen practicing over the nearby Mar Menor . In recent years, Murcia Airport became much busier thanks to the arrival of several low-cost airlines. According to Aena, passenger numbers jumped from 88,608 in 1995 to 1,181,490 passengers in 2012. The airport invested in a new €60 million runway and terminal buildings around 2004 to 2011 In November 2011,

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6634-400: 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

6741-546: The civil aerospace industry. 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

6848-500: The distance along a great circle was 60 miles per degree. However, these referred to the old English mile of 5000 feet and league of 15,000 feet, relying upon Ptolemy's underestimate of the Earth's circumference . In the early seventeenth century, English geographers started to acknowledge the discrepancy between the angular measurement of a degree of latitude and the linear measurement of miles. In 1624 Edmund Gunter suggested 352,000 feet to

6955-406: 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

7062-435: 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

7169-405: The equator, so that Earth's polar circumference is very near to 21,600 nautical miles (that is 60 minutes × 360 degrees). Today the international nautical mile is defined as 1,852 metres (about 6,076 ft; 1.151 mi). The derived unit of speed is the knot , one nautical mile per hour. There is no single internationally agreed symbol, with several symbols in use. The word mile is from

7276-730: 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. 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

7383-405: 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

7490-421: 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

7597-446: 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

7704-547: The international nautical mile was defined by the First International Extraordinary Hydrographic Conference in Monaco as exactly 1,852 metres (which is 6,076.12 ft). The United States did not adopt the international nautical mile until 1954. Britain adopted it in 1970, but legal references to the obsolete unit are now converted to 1,853 metres (which is 6,079.40 ft). The metre

7811-485: 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,

7918-411: The largest 737 NG variants as a successor to the -200. The jetliner is powered by 36,600–43,500 lbf (163–193 kN) Rolls-Royce RB211 or Pratt & Whitney PW2000 underwing turbofan engines for a 255,000–273,000 lb (116–124 t) maximum takeoff weight (MTOW). The 757 has a 2,000 sq ft (185 m ) supercritical wing for reduced aerodynamic drag and a conventional tail . It keeps

8025-560: 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

8132-430: The measurement based on this ( ⁠ 40,075.017 km / 360 × 60 ⁠ = 1,855.3 metres) is known as the geographical mile . Using the definition ⁠ 1 / 60 ⁠ of a degree of latitude on Mars , a Martian nautical mile equals to 983 m (1,075 yd). This is potentially useful for celestial navigation on a human mission to the planet , both as a shorthand and a quick way to roughly determine

8239-476: 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

8346-613: 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. 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

8453-411: 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

8560-405: 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

8667-427: 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

8774-435: 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

8881-409: 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

8988-403: The poles and 1,843 metres at the Equator. France and other metric countries state that in principle a nautical mile is an arcminute of a meridian at a latitude of 45°, but that is a modern justification for a more mundane calculation that was developed a century earlier. By the mid-19th century, France had defined a nautical mile via the original 1791 definition of the metre , one ten-millionth of

9095-534: 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. 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

9202-462: The reason for the change from 62 ⁠ 1 / 2 ⁠ to 60 miles to a degree is not explained. Eventually, the ratio of 60 miles to a degree appeared in English in a 1555 translation of Pietro Martire d'Anghiera 's Decades: "[Ptolemy] assigned likewise to every degree three score miles." By the late 16th century English geographers and navigators knew that the ratio of distances at sea to degrees

9309-513: 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

9416-409: The same in 2001. The larger bins are part of aftermarket interior upgrades which include updated ceiling panels and lighting. 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

9523-460: 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

9630-556: 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

9737-691: 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. 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

9844-416: 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

9951-406: 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

10058-437: Was FAA certified on December 21, 1982. Eastern Air Lines placed the initial 757-200 variant in commercial service on January 1, 1983. A package freighter (PF) variant entered service in September 1987 and a combi model in September 1988. The stretched 757-300 was launched in September 1996 and began service in March 1999. After 1,050 had been built for 54 customers, production ended in October 2004, while Boeing offered

10165-694: 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

10272-412: 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,

10379-482: 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

10486-548: 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

10593-473: Was confirmed that the new Región de Murcia International Airport , which is situated in closer proximity to the city of Murcia, would open in January 2019. San Javier closed on 14 January 2019 and all airlines transferred their services to the new airport the following day. The final flight to operate at San Javier was Ryanair flight FR4117 to Manchester . All operations transferred to Región de Murcia International Airport on 14 January 2019. Prior to this it

10700-563: Was constant along any great circle (such as the equator , or any meridian), assuming that Earth was a sphere. In 1574, William Bourne stated in A Regiment for the Sea the "rule to raise a degree" practised by navigators: "But as I take it, we in England should allowe 60 myles to one degrée: that is, after 3 miles to one of our Englishe leagues, wherefore 20 of oure English leagues shoulde answere to one degrée." Likewise, Robert Hues wrote in 1594 that

10807-561: 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

10914-529: Was mostly used by leisure and low-cost carriers such as Jet2.com and Ryanair . [REDACTED] Media related to Murcia–San Javier Airport at Wikimedia Commons Boeing 757 The Boeing 757 is an American narrow-body airliner designed and built by Boeing Commercial Airplanes . The then-named 7N7, a twinjet successor for the trijet 727 , received its first orders in August 1978. The prototype completed its maiden flight on February 19, 1982, and it

11021-487: Was originally defined as 1 ⁄ 10,000,000 of the length of the meridian arc from the North pole to the equator (1% of a centesimal degree of latitude), thus one kilometre of distance corresponds to one centigrad (also known as centesimal arc minute) of latitude. The Earth's circumference is therefore approximately 40,000 km. The equatorial circumference is slightly longer than the polar circumference –

11128-601: 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. In Europe, British Airways, Iberia , and Icelandair were

11235-449: Was revised with better estimates of the earth’s circumference. In 1637, Robert Norwood proposed a new measurement of 6120 feet for an arcminute of latitude, which was within 44 feet of the currently accepted value for a nautical mile. Since the Earth is not a perfect sphere but is an oblate spheroid with slightly flattened poles, a minute of latitude is not constant, but about 1,862 metres at

11342-494: 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

11449-448: 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

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