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US designation: VC-32A Type Twin-jet airliner. Programme  Announced
early 1978; has 707/727/737 fuselage cross-section and two large turbofans;
Eastern Air Lines and British Airways ordered 21 firm and 24 optioned and
19 + 18 respectively 13 August 1978; first flight (N757A) 19 February 1982
powered by 166.4 kN (37,400 lb st) Rolls-Royce RB535Cs and designated 757-200;
first Boeing airliner launched with foreign engine.FAA certification 21 December 1982; CAA certification 14 January 1983; revenue services began 1 January 1983 (EAL) and 9 February 1983 (BA). First flight of 757 powered by P&W PW2037s, 14 March 1984; certified October 1984 and delivered to Delta; first 757 with RB535E4s delivered to EAL 10 October 1984; first extended-range model delivered to Royal Brunei Airlines May 1986; 757 with RB535E4 engines approved FAA ETOPS December 1986 (extended to 180 minutes July 1990); 757 with PW2037/2040 ETOPS approved April 1990 (180 minutes for PW2037 April 1992); Boeing windshear guidance and detection system approved by FAA January 1987. Certified for operation in the Russian Federation and Associated States (CIS) September 1993. Current Versions 757-200: Initial production passenger airliner; extended range available. Main description applies to -200 version, except where indicated. 757-200PF Package Freighter: Developed for United Parcel Service. Large freight door forward, single crew door and no windows; up to 15 standard 2.24 × 3.18 m (88 × 125 in) cargo pallets on main deck; same higher operating weights as Freighters. UPS ordered 20 on 31 December 1985; deliveries began 17 September 1987. 757-200M Combi: Boeing's mixed cargo/passenger configuration with windows; upward-opening cargo door to port (forward) 3.40 × 2.18 m (134 × 86 in); carries up to three 2.24 × 2.74 m (88 × 108 in) cargo containers and 150 passengers; one delivered to Royal Nepal Airlines on 15 September 1988; no others by mid-2000. 757-200 Freighter: Developed by Pemco Aeroplex in 1992 as conversions of existing 757s; all-freight, combi and quick-change versions available; same weights as Boeing 757-200PF Package Freighter (see data below); choice of more powerful engines; large freight door forward on port side. 757SF: Under an agreement announced 5 October 1999, Boeing Airplane Services will purchase 757-200s from British Airways and other operators and modify them to 757SF Special Freighter configuration for lease to DHL Worldwide Express. The modification, which is also available to other customers, provides 226.5 m3 (8,000 cu ft) of cargo space with payload of 27,215 kg (60,000 lb) and range of over 2,000 n miles (3,704 km; 2,301 miles). Eventual DHL fleet will be 44, of which first two are 757-200PFs bought from Ansett on 15 November 1999. 757-200 `Catfish': Boeing's own 757-200 prototype (N757A) fitted with radar nose in Lockheed Martin F-22A profile and representative F-22A swept wing section above flight deck containing conformal radar antennas for advanced radar trials; first flight in this configuration 11 March 1999. See also Lockheed Martin entry. 757-200X: Projected extended-range version under study in 1999; would combine fuselage of 757-200 with strengthened wing structure of 757-300; two auxiliary fuel tanks in aft cargo hold, combined capacity 3,785 litres (1,000 US gallons; 833 Imp gallons); maximum take-off weight 123,375 kg (272,000 lb); range 5,000 n miles; (9,260 km; 5,753 miles). 757-300: Stretched version. Described separately. VC-32A: Boeing 757-2G4. Four, with PW2040 engines, ordered 8 August 1996 as replacements for VC-137s of USAF's 89th Airlift Wing at Andrews AFB, Maryland. First aircraft (98-0001) flew 11 February 1998 and was delivered to 89th AW on 19 June. Further three followed on 23 June, 20 November and 25 November 1998. Post-production modifications, performed at Boeing's Wichita facility and completed on first aircraft on 2 April 1999, include installation of auxiliary fuel tanks, capacity 6,984 litres (1,845 US gallons; 1,536 Imp gallons) in forward and aft cargo holds, increasing range to 5,000 n miles (9,260 km; 5,753 miles); self-deploying forward airstair; crew ladder; satcom upgrade; and 378 litre (100 US gallon; 83.0 Imp gallon) potable water tank. Costs Price of four 757s ordered by US Air Force in August 1996 reported as US$365 million. Supplementary order for one -200 from Turkmenistan Airlines valued at US$67 million (2000). Design Features Low-wing, single-aisle airliner, with two podded turbofans below wings. Common design philosophy - including flight deck - with Boeing 767. Design goals also included multimarket performance, fuel efficiency, low noise and emissions, employment of advanced, digital avionics and `dark' flight deck. All flying surfaces sweptback and tapered; Boeing aerofoils; wing sweepback at quarter-chord 25º; dihedral 5º; incidence 3º 12'. Flying Controls Conventional and hydraulically powered. All-speed outboard ailerons assisted by five flight spoilers on each wing also acting variously as airbrakes and ground spoilers; one additional ground spoiler inboard on each wing; elevators and rudder; double-slotted trailing-edge flaps; full-span leading-edge slats, five sections each wing; variable incidence tailplane. Structure Aluminium alloy two-spar fail-safe wing box; centre-section continuous through fuselage; ailerons, flaps and spoilers extensively of honeycomb, graphite composites and laminates; tailplane has full-span light alloy torque boxes; fin has three-spar, dual-cell light alloy torque box; elevators and rudder have graphite/epoxy honeycomb skins supported by honeycomb and laminated spar and rib assemblies; CFRP wing/fuselage and flap track fairings. All landing gear doors of CFRP/Kevlar. Subcontractors include Hawker de Havilland (wing in-spar ribs), Shorts (inboard flaps), CASA (outboard flaps), various Boeing divisions (leading-edge slats, main cabin sections, fixed leading-edges and flight deck), Northrop Grumman (fin and tailplane, extreme rear fuselage, overwing spoiler panels), Heath Tecna (wing/fuselage and flap track fairings), Schweizer (wingtips), Rohr Industries (engine support struts), IAI (dorsal fin) and Fleet Industries (APU access doors). Landing Gear Retractable tricycle type, with main and nose units manufactured by Menasco. Each main unit carries a four-wheel bogie, fitted with Dunlop or Goodrich wheels, carbon brakes and tyres. Twin-wheel nose unit, also with Dunlop or Goodrich tyres. Nose tyres H31×13.0-12 (20 ply); main tyres either H42×14.5-19 (24/26 ply) or, for higher weight options H42×16.0-19 (24 ply). Minimum ground turning radius 21.64 m (71 ft) at nosewheels, 29.87 m (98 ft) at wingtip. Power Plant Two 162.8 kN (36,600 lb st) Pratt & Whitney PW2037, 178.4 kN (40,100 lb st) PW2040, 178.8 kN (40,200 lb st) Rolls-Royce RB211-535E4, 189.5 kN (42,600 lb st) PW2043 or 193.5 kN (43,500 lb st) RB211-535E4-B turbofans, mounted in underwing pods. Standard fuel capacity 42,684 litres (11,276 US gallons; 9,389 Imp gallons), optional 43,489 litres (11,489 US gallons; 9,566 Imp gallons). Accommodation Crew of two on flight deck, with provision for an observer; common crew qualification with Boeing 767. Five to seven cabin attendants. Standard interior arrangements for 201 (12 first class/189 economy) or 195 (12 first class/183 economy) mixed-class passengers, or 224 or 231 all-economy passengers. First class seats are four-abreast, at 91 cm (36 in) pitch; business class five-abreast; economy seat pitch is 81 cm (32 in) in mixed class or 76 cm (30 in) in all-economy, mainly six-abreast. New cabin interior includes twin-door overhead luggage bins of 203 cm (80 in) width, replacing single-door, 152 cm (60 in) type; optional ceiling-mounted stowage compartments and video screens; aesthetic improvements; and (typically, five) vacuum lavatories, as in 757-300. Choice of two cabin door configurations, with either three or four passenger doors each side; two overwing emergency exits each side on three-door version. Up to nine galleys at forward, mid-cabin and aft locations on starboard side; nine lavatory position options in typical three-door configuration, or up to 12 in four-door configuration. Movable class dividers. Cargo hold doors forward and aft on starboard side. Systems Honeywell ECS; General Electric engine thrust management system; Honeywell-Vickers engine-driven hydraulic pumps; four Abex electric hydraulic pumps. Hydraulic system maximum flow rate 140 litres (37.0 US gallons; 30.8 Imp gallons)/min at T-O power on engine-driven pumps; 25.4 to 34.8 litres (6.7 to 9.2 US gallons; 5.6 to 7.7 Imp gallons)/min on electric motor pumps; 42.8 litres (11.3 US gallons; 9.4 Imp gallons)/min on ram air turbine. Independent reservoirs, pressurised by air from pneumatic system, maximum pressure 207 bars (3,000 lb/sq in) on primary pumps. Hamilton Sundstrand electrical power generating system and ram air turbine; and Honeywell GTCP331-200 APU. Wing thermally anti-iced. Avionics Flight: Honeywell inertial reference system (IRS) (first commercial application of laser gyros); IRS provides position, velocity and attitude information to flight deck displays, and the flight management computer system (FMCS) and digital air data computer (DADC) supplied by Honeywell; FMCS provides automatic en route and terminal navigation capability, and also computes and commands both lateral and vertical flight profiles for optimum fuel efficiency, maximised by electronic linkage of the FMCS with automatic flight control and thrust management systems; CAT. IIIb instrument landing capability; Boeing windshear detection and guidance system is optional. Future Air Navigation System (FANS) FMS. Instrumentation: Rockwell Collins EFIS-700 six-tube display with engine indication and crew alerting system (EICAS), EADI and EHSI functions; Rockwell Collins FCS-700 autopilot flight director system (AFDS). Dimensions, External
Performance (with 201 passengers; at max basic T-O weight except where indicated)
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