In aviation , the flight length or flight distance refers to the distance of a flight. Aircraft do not necessarily follow the great-circle distance , but may opt for a longer route due to weather, traffic, to utilise a jet stream , or to refuel.
177-554: The Boeing 777 , commonly referred to as the Triple Seven , is an American long-range wide-body airliner developed and manufactured by Boeing Commercial Airplanes . The 777 is the world's largest twinjet and the most-built wide-body airliner. The jetliner was designed to bridge the gap between Boeing's other wide body airplanes, the twin-engined 767 and quad-engined 747 , and to replace aging DC-10 and L-1011 trijets . Developed in consultation with eight major airlines,
354-445: 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
531-600: 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 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
708-661: A hot and high airport, to Hawaii. ETOPS certification was also a priority for United, given the overwater portion of United's Hawaii routes. In late 1991, Boeing selected its Everett factory in Washington, home of 747 and 787 production, as the 777's final assembly line (FAL). In January 1993, a team of United developers joined other airline teams and Boeing designers at the Everett factory. The 240 design teams, with up to 40 members each, addressed almost 1,500 design issues with individual aircraft components. The fuselage diameter
885-418: A range of 5,240 to 8,555 nautical miles [nmi] (9,700 to 15,840 km; 6,030 to 9,840 mi). The jetliner is recognizable for its large-diameter turbofan engines, raked wingtips , six wheels on each main landing gear , fully circular fuselage cross-section, and a blade-shaped tail cone. The 777 became the first Boeing airliner to use fly-by-wire controls and to apply a carbon composite structure in
1062-552: A 2% improvement in fuel efficiency to in-production 777-300ER aircraft. General Electric improved the fan module and the high-pressure compressor stage-1 blisk in the GE-90-115 turbofan, as well as reduced clearances between the tips of the turbine blades and the shroud during cruise. These improvements, of which the latter is the most important and was derived from work to develop the 787, were stated by GE to lower fuel burn by 0.5%. Boeing's wing modifications were intended to deliver
1239-413: 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 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:
1416-427: A 7,600 nmi (14,000 km; 8,700 mi) C-market with 90,000 lbf (400 kN) engines. Long haul Commercial flights are often categorized into long-, medium- or short-haul by commercial airlines based on flight length, although there is no international standard definition. The related term flight time is defined by ICAO (International Civil Aviation Organization) as "The total time from
1593-531: A 777-300ER sub-fleet with 472 seats each, more than any other international 777, to achieve a cost per available seat kilometer (CASK) around €.05, similar to Level 's 314-seat Airbus A330-200, its benchmark for low-cost, long-haul. Competing on similar French overseas departments destinations, Air Caraïbes has 389 seats on the A350-900 and 429 on the -1000. French Bee 's is even more dense with its 411 seats A350-900, due to 10-abreast economy seating, reaching
1770-528: A Boeing jetliner, later exceeded by the 787. International contributors included Mitsubishi Heavy Industries and Kawasaki Heavy Industries (fuselage panels), Fuji Heavy Industries, Ltd. (center wing section), Hawker de Havilland ( elevators ), and Aerospace Technologies of Australia ( rudder ). An agreement between Boeing and the Japan Aircraft Development Corporation, representing Japanese aerospace contractors, made
1947-431: A MTOW of 700,000–775,000 lb (318–352 t), entered service in 2004, the longer-range 777-200LR in 2006, and the freighter 777F (also known as the 777-200LRF) in 2009. These second-generation 777 variants have extended raked wingtips and are powered exclusively by 110,000–115,300 lbf (489–513 kN) GE90 engines. In November 2013, Boeing announced the development of the third generation 777X (variants include
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#17327803665182124-408: 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
2301-399: A capacity of over 400 passengers and a range of over 8,200 nmi (15,200 km; 9,400 mi), whereas the 777-8 is slated to seat approximately 350 passengers and have a range of over 9,300 nmi (17,200 km; 10,700 mi). Both models are to be equipped with new generation GE9X engines and feature new composite wings with folding wingtips . The first member of the 777X family
2478-488: 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
2655-612: 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
2832-424: 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,
3009-413: A design feature at the announcement of the upgraded 777X in 2013. Smaller folding wingtips of 11 feet (3.35 m) in length will allow 777X models to use the same airport gates and taxiways as earlier 777s. These smaller folding wingtips are less complex than those proposed for earlier 777s, and internally only affect the wiring needed for wingtip lights. The aircraft features the largest landing gear and
3186-493: A distance of 10,823 nautical miles (20,044 km; 12,455 mi), in 21 hours and 23 minutes. Following the introduction of the -200ER, Boeing turned its attention to a stretched version of the baseline model. On October 16, 1997, the 777-300 made its first flight. At 242.4 ft (73.9 m) in length, the -300 became the longest airliner yet produced (until the A340-600 ), and had a 20 percent greater overall capacity than
3363-454: A great-circle route extending northward towards the Arctic region. The apparent curve of the route is a result of distortion when plotted onto a conventional map projection and makes the route appear to be longer than it really is. Stretching a string between North America and Japan on a globe will demonstrate why this really is the shortest route despite appearances. The actual flight length
3540-562: A hydraulically damped toilet seat cover hinge that closes slowly. In February 2003, Boeing introduced overhead crew rests as an option on the 777. Located above the main cabin and connected via staircases, the forward flight crew rest contains two seats and two bunks, while the aft cabin crew rest features multiple bunks. The Signature Interior has since been adapted for other Boeing wide-body and narrow-body aircraft, including 737NG , 747-400, 757-300, and newer 767 models, including all 767-400ER models. The 747-8 and 767-400ER have also adopted
3717-453: 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
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#17327803665183894-548: 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
4071-431: 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
4248-407: 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,
4425-489: 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
4602-455: A non-stop flight between Papeete and Paris-Charles de Gaulle , using a Boeing 787-9 and covering 15,715 km (9,765 mi; 8,485 nmi). in a scheduled time of 16 hours and 20 minutes. As of 2023, it continues to hold the record for the longest ever scheduled commercial nonstop flight (by great circle distance) as well as the world's longest domestic flight . As of November 9, 2020, Singapore Airlines Flights 23 and 24
4779-438: 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,
4956-404: 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
5133-428: 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
5310-466: 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
5487-501: 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
Boeing 777 - Misplaced Pages Continue
5664-477: 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
5841-432: A system that guides pilot inputs within a computer-calculated framework of operating parameters, acting to prevent stalls , overspeeds, and excessively stressful maneuvers. This system can be overridden by the pilot if deemed necessary. The fly-by-wire system is supplemented by mechanical backup. The airframe incorporates the use of composite materials , accounting for nine percent of the original structural weight, while
6018-523: 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
6195-622: A tri-class layout for the 300X, with design freeze planned in May 1998, 200X certification in August 2000, and introduction in September and in January 2001 for the 300X. The 4.5 ft (1.37 m) wider wing was to be strengthened and the fuel capacity enlarged, and it was to be powered by simple derivatives with similar fans. GE was proposing a 102,000 lbf (454 kN) GE90-102B, while P&W offered its 98,000 lbf (436 kN) PW4098 and R-R
6372-457: 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
6549-492: A €.04 CASK according to Air France, and lower again with its 480 seats on the -1000. The initial 777 models (consisting of the 777-200, 777-200ER, 777-300) were launched with propulsion options from three manufacturers, GE Aviation , Pratt & Whitney, and Rolls-Royce , giving the airlines their choice of engines from competing firms. Each manufacturer agreed to develop an engine in the 77,200–98,000 lbf (343–436 kN) of thrust class (a measure of jet engine output) for
6726-533: 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
6903-483: 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 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
7080-400: Is the length of the track flown across the ground in practice, which is usually longer than the ideal great-circle and is influenced by a number of factors such as the need to avoid bad weather, wind direction and speed, fuel economy, navigational restrictions and other requirements. In the example, easterly flights from Japan to North America are shown taking a longer, more southerly, route than
7257-560: Is the shortest commercial flight in the world, covering 2.8 km (1.7 mi) in two minutes scheduled flight time including taxiing. The world's longest ever commercial flight was Air Tahiti Nui Flight TN64 in early 2020. Due to the COVID-19 pandemic and the impossibility of transit in the United States through Los Angeles International Airport , Air Tahiti Nui scheduled and operated in March and April 2020 Flight TN64 as
Boeing 777 - Misplaced Pages Continue
7434-402: Is the world's longest active commercial flight between Singapore and New York–JFK , covering 15,349 km (9,537 mi; 8,288 nmi) in around 18 hours and 40 minutes, operated by an Airbus A350-900ULR . The shortest distance between two geographical points is the great-circle distance . In the example (right), the aircraft travelling westward from North America to Japan is following
7611-473: The Guinness World Records . The production freighter model, the 777F (also known as the 777-200LRF), rolled out on May 23, 2008. The maiden flight of the 777F, which used the structural design and engine specifications of the -200LR along with fuel tanks derived from the -300ER, occurred on July 14, 2008. FAA and EASA type certification for the freighter was received on February 6, 2009, and
7788-521: 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
7965-400: 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
8142-510: 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
8319-530: The Luxembourg to Bucharest route operated by Luxair , the scheduled flight length remains constant while the flight duration varies depending on aircraft used. On Thursday mornings, Luxair operates a DHC-8 turboprop with a scheduled duration of approximately 3 hours, while on Saturday mornings, Luxair's use of an Embraer 190 jet reduces the scheduled duration of the flight down to approximately 2 hours 20 minutes. Boeing 757 The Boeing 757
8496-454: The Pratt & Whitney PW4084 -engined aircraft on May 30, 1995, making it the first airliner to carry an ETOPS-180 rating at its entry into service. The first commercial flight took place on June 7, 1995, from London Heathrow Airport to Dulles International Airport near Washington, D.C. Longer ETOPS clearance of 207 minutes was approved in October 1996. On November 12, 1995, Boeing delivered
8673-562: 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
8850-460: 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:
9027-521: The tailplanes . The original 777 with a maximum takeoff weight (MTOW) of 545,000–660,000 lb (247–299 t) was produced in two fuselage lengths: the initial 777-200 was followed by the extended-range -200ER in 1997; and the 33.25 ft (10.13 m) longer 777-300 in 1998. These have since been known as 777 Classics and were powered by 77,200–98,000 lbf (343–436 kN) General Electric GE90 , Pratt & Whitney PW4000 , or Rolls-Royce Trent 800 engines. The extended-range 777-300ER, with
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#17327803665189204-427: 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
9381-414: The -200 while having similar operating costs, leading to a higher cost per seat. By the late 1990s, design plans shifted to longer-range versions of existing models. In March 1997, the Boeing board approved the 777-200X/300X specifications: 298 passengers in three classes over 8,600 nmi (15,900 km; 9,900 mi) for the 200X and 6,600 nmi (12,200 km; 7,600 mi) with 355 passengers in
9558-417: The -300's added capacity with the -200ER's range, became the top-selling 777 variant in the late 2000s, benefitting as airlines replaced comparable four-engine models with twinjets for their lower operating costs. The second long-range model, the 777-200LR, rolled out on February 15, 2005, and completed its first flight on March 8, 2005. The -200LR was certified by both the FAA and EASA on February 2, 2006, and
9735-399: The -300ER: $ 375.5 million and the 777F $ 352.3 million. The -200ER is the only Classic variant listed. In November 2013, with orders and commitments totaling 259 aircraft from Lufthansa , Emirates, Qatar Airways , and Etihad Airways , Boeing formally launched the 777X program, the third generation of the 777, with two models: the 777-8 and 777-9. The 777-9 is a further stretched variant with
9912-492: 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 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
10089-458: 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
10266-462: 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
10443-578: The 747-400. The aircraft has triple redundant hydraulic systems with only one system required for landing. A ram air turbine —a small retractable device which can provide emergency power—is also fitted in the wing root fairing . The original 777 interior, also known as the Boeing Signature Interior, features curved panels, larger overhead bins , and indirect lighting. Seating options range from four to six–abreast in first class up to ten–abreast in economy . The 777's windows were
10620-569: 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 . 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,
10797-443: 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,
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#173278036651810974-477: 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
11151-406: 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
11328-401: 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 ,
11505-426: 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,
11682-519: 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
11859-425: 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
12036-425: 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
12213-472: 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
12390-461: 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
12567-471: The 767 on long-distance overseas routes that did not require the capacity of larger airliners. The trijet "777" was later dropped, following marketing studies that favored the 757 and 767 variants. Boeing was left with a size and range gap in its product line between the 767-300ER and the 747-400 . By the late 1980s, DC-10 and L-1011 models were expected to be retired in the next decade, prompting manufacturers to develop replacement designs. McDonnell Douglas
12744-491: 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
12921-405: 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,
13098-489: 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
13275-406: The 777 aircraft on a computer system to check for interference and verify that the thousands of parts fit properly before the actual assembly process—thus reducing costly rework. Boeing developed its high-performance visualization system, FlyThru, later called IVT (Integrated Visualization Tool) to support large-scale collaborative engineering design reviews, production illustrations, and other uses of
13452-522: The 777 feature a supercritical airfoil design that is swept back at 31.6 degrees and optimized for cruising at Mach 0.83 (revised after flight tests up to Mach 0.84). The wings are designed with increased thickness and a longer span than previous airliners, resulting in greater payload and range, improved takeoff performance, and a higher cruising altitude . The wings also serve as fuel storage, with longer-range models able to carry up to 47,890 US gallons (181,300 L) of fuel. This capacity allows
13629-548: The 777 program was launched in October 1990, with an order from United Airlines . The prototype aircraft rolled out in April 1994, and first flew in June of that year. The 777 entered service with the launch operator United Airlines in June 1995. Longer-range variants were launched in 2000, and first delivered in 2004. The 777 can accommodate a ten–abreast seating layout and has a typical 3-class capacity of 301 to 368 passengers, with
13806-500: The 777 program, assuming Boeing has fully recouped the plane's development costs, may account for $ 400 million of the company's pretax earnings in 2000, $ 50 million more than the 747. By 2004, the airliner accounted for the bulk of wide-body revenues for Boeing Commercial Airplanes. In 2007, orders for second-generation 777 models approached 350 aircraft, and in November of that year, Boeing announced that all production slots were sold out to 2012. The program backlog of 356 orders
13983-506: The 777-200ER first flew on October 7, 1996, received FAA and JAA certification on January 17, 1997, and entered service with British Airways on February 9, 1997. Offering greater long-haul performance, the variant became the most widely ordered version of the aircraft through the early 2000s. On April 2, 1997, a Malaysia Airlines -200ER named "Super Ranger" broke the great circle "distance without landing" record for an airliner by flying eastward from Boeing Field , Seattle to Kuala Lumpur ,
14160-490: The 777-200LR to operate ultra-long-distance, trans-polar routes such as Toronto to Hong Kong . In 2013, a new wing made of composite materials was introduced for the upgraded 777X, with a wider span and design features based on the 787's wings. Folding wingtips, 21 feet (6.40 m) long, were offered when the 777 was first launched, to appeal to airlines who might use gates made to accommodate smaller aircraft, but no airline purchased this option. Folding wingtips reemerged as
14337-405: The 777-8, 777-9, and 777-8F), featuring composite wings with folding wingtips and General Electric GE9X engines, and slated for first deliveries in 2026. As of 2018, Emirates was the largest operator with a fleet of 163 aircraft. As of October 2024, more than 60 customers have placed orders for 2,302 Triple Sevens across all variants, of which 1,738 have been delivered. This makes the 777
14514-423: The 777X to the market, Boeing continued to develop improvement packages which improve fuel efficiency, as well as lower prices for the existing product. In January 2015, United Airlines ordered ten 777-300ERs, normally costing around $ 150 million each but paid around $ 130 million, a discount to bridge the production gap to the 777X. In 2019, the -200ER unit cost was $ 306.6 million, the -200LR: $ 346.9 million,
14691-404: The 787 Dreamliner (Y2). More changes were targeted for late 2012, including possible extension of the wingspan , along with other major changes, including a composite wing, a new generation engine, and different fuselage lengths. Emirates was reportedly working closely with Boeing on the project, in conjunction with being a potential launch customer for the new 777 generation. Among customers for
14868-468: The 787. In designing the 777 as its first fly-by-wire commercial aircraft, Boeing decided to retain conventional control yokes rather than change to sidestick controllers as used in many fly-by-wire fighter aircraft and in many Airbus airliners. Along with traditional yoke and rudder controls, the cockpit features a simplified layout that retains similarities to previous Boeing models. The fly-by-wire system also incorporates flight envelope protection ,
15045-565: The Airbus A330 and McDonnell Douglas MD-11. The development phase of the 777 coincided with United Airlines's replacement program for its aging DC-10s. On October 14, 1990, United became the launch customer with an order for 34 Pratt & Whitney -powered 777s valued at US$ 11 billion (~$ 22.7 billion in 2023) and options for 34 more. The airline required that the new aircraft be capable of flying three different routes: Chicago to Hawaii, Chicago to Europe, and non-stop from Denver ,
15222-775: The B-market would cover routes from Europe to the US West coast and the C-market the longest transpacific routes. The A-market would be covered by a 4,200 nmi (7,800 km; 4,800 mi) range, 516,000 lb (234 t) MTOW aircraft for 353 to 374 passengers powered by 71,000 lbf (316 kN) engines, followed by a 6,600 nmi (12,200 km; 7,600 mi) B-market range for 286 passengers in three-class, with 82,000 lbf (365 kN) unit thrust and 580,000 lb (263 t) of MTOW, an A340 competitor, basis of an A-market 409 to 434 passengers stretch, and eventually
15399-495: 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
15576-467: The CAD data outside of engineering. Boeing was initially not convinced of CATIA's abilities and built a physical mock-up of the nose section to verify its results. The test was so successful that additional mock-ups were canceled. The 777 was completed with such precision that it was the first Boeing jetliner that did not require the details to be worked out on an expensive physical aircraft mock-up. This helped
15753-494: The COVID-19 pandemic on aviation , demand for new jets fell in 2020 and Boeing further reduced monthly 777 production from five to two aircraft. From the program's start, Boeing had considered building ultra-long-range variants. Early plans centered on a 777-100X proposal, a shortened variant of the -200 with reduced weight and increased range, similar to the 747SP . However, the -100X would have carried fewer passengers than
15930-461: The DC-10 and L-1011. The mid-size 757 and 767 launched to market success, due in part to 1980s' extended-range twin-engine operational performance standards ( ETOPS ) regulations governing transoceanic twinjet operations. These regulations allowed twin-engine airliners to make ocean crossings at up to three hours' distance from emergency diversionary airports . Under ETOPS rules, airlines began operating
16107-417: 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
16284-527: The GE90-115B have a length of 4 feet (1.2 meters) and a mass of less than 50 pounds (23 kilograms). Boeing uses two characteristics – fuselage length and range – to define its 777 models. Passengers and cargo capacity varies by fuselage length: the 777-300 has a stretched fuselage compared to the base 777-200. Three range categories were defined: the A-market would cover domestic and regional operations,
16461-616: 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
16638-590: 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
16815-503: 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,
16992-579: 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,
17169-587: 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 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
17346-400: 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
17523-421: The aircraft during this period, China Airlines ordered ten 777-300ER aircraft to replace 747-400s on long-haul transpacific routes (with the first of those aircraft entering service in 2015), noting that the 777-300ER's per seat cost is about 20% lower than the 747's costs (varying due to fuel prices). In tandem with the development of the third generation Boeing 777X, Boeing worked with General Electric to offer
17700-443: The aircraft was on track to become the most-delivered wide-body airliner by mid-2016. By February 2015, the backlog of undelivered 777s totaled 278 aircraft, equivalent to nearly three years at the then production rate of 8.3 aircraft per month, causing Boeing to ponder the 2018–2020 time frame. In January 2016, Boeing confirmed plans to reduce the production rate of the 777 family from 8.3 per month to 7 per month in 2017 to help close
17877-437: The aviation term of "Flight Haul Type", such as "short-haul" or "long-haul". Flight haul types can be defined using either flight distance or flight time. David W. Wragg classifies air services as medium-haul being between 1,600–4,000 km; 900–2,200 nmi; short-haul as being shorter and long-haul as being longer. David Crocker defines short-haul flights as shorter than 1,000 km (540 nmi), and long-haul as
18054-664: The best-selling wide-body airliner, while its best-selling variant is the 777-300ER with 831 delivered. The airliner initially competed with the Airbus A340 and McDonnell Douglas MD-11 ; since 2015 it has mainly competed with the Airbus A350 . First-generation 777-200 variants are to be supplanted by Boeing's 787 Dreamliner . As of May 2024, the 777 has been involved in 31 aviation accidents and incidents , including five hull loss accidents out of eight total hull losses with 542 fatalities including 3 ground casualties. In
18231-430: The biggest tires ever used in a commercial jetliner. The six-wheel bogies are designed to spread the load of the aircraft over a wide area without requiring an additional centerline gear. This helps reduce weight and simplifies the aircraft's braking and hydraulic systems. Each tire of a 777-300ER six-wheel main landing gear can carry a load of 59,490 lb (26,980 kg), which is heavier than other wide-bodies such as
18408-647: The completed first stage a.k.a. the Yellowstone-2 (Y2) of a replacement aircraft initiative called the Boeing Yellowstone Project , which would replace large variants of the 767 (300/300ER/400) but also small variants of the 777 (-200/200ER/200LR). While the larger variants of the 777 (-300/300ER) as well as the 747 could eventually be replaced by a new generation aircraft, the Yellowstone-3 (Y3), which would draw upon technologies from
18585-505: The consistent capabilities of the twinjet over long-haul transoceanic routes, leading to additional sales. By 1998, the 777 fleet had approached 900,000 flight hours. Boeing states that the 777 fleet has a dispatch reliability (rate of departure from the gate with no more than 15 minutes delay due to technical issues) above 99 percent. After the baseline model, the 777-200, Boeing developed an increased gross weight variant with greater range and payload capability. Initially named 777-200IGW,
18762-472: The design process became known within Boeing as the "Working Together" group. At the group's first meeting in January 1990, a 23-page questionnaire was distributed to the airlines, asking what each wanted in the design. By March 1990, the group had decided upon a baseline configuration: a cabin cross-section close to the 747's, capacity up to 325 passengers, flexible interiors, a glass cockpit, fly-by-wire controls, and 10 percent better seat-mile costs than
18939-441: The design program to limit costs to a reported $ 5 billion. Major assembly of the first aircraft began on January 4, 1993. On April 9, 1994, the first 777, number WA001, was rolled out in a series of 15 ceremonies held during the day to accommodate the 100,000 invited guests. The first flight took place on June 12, 1994, under the command of chief test pilot John E. Cashman. This marked the start of an 11-month flight test program that
19116-615: The early 1970s, the Boeing 747 , McDonnell Douglas DC-10 , and the Lockheed L-1011 TriStar became the first generation of wide-body passenger airliners to enter service. In 1978, Boeing unveiled three new models: the twin-engine or twinjet Boeing 7N7 (later named Boeing 757 ) to replace its 727 , the twinjet Boeing 7X7 (later named 767 to challenge the Airbus A300 , and a trijet "777" concept to compete with
19293-406: 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
19470-435: 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
19647-527: The existing 767, along with winglets . Later plans expanded the fuselage cross-section but retained the existing 767 flight deck , nose, and other elements. However, airline customers were uninterested in the 767-X proposals, and instead wanted an even wider fuselage cross-section, fully flexible interior configurations, short- to intercontinental-range capability, and an operating cost lower than that of any 767 stretch. Airline planners' requirements for larger aircraft had become increasingly specific, adding to
19824-738: 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
20001-407: 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. The 757 was intended to be more capable and more efficient than
20178-401: The first delivery to Pakistan International Airlines occurred on February 26, 2006. On November 10, 2005, the first -200LR set a record for the longest non-stop flight of a passenger airliner by flying 11,664 nautical miles (21,602 km; 13,423 mi) eastward from Hong Kong to London. Lasting 22 hours and 42 minutes, the flight surpassed the -200LR's standard design range and was logged in
20355-408: The first delivery to launch customer Air France took place on February 19, 2009. By the late 2000s, the 777 was facing increased potential competition from Airbus' planned A350 XWB and internally from proposed 787 series, both airliners that offer fuel efficiency improvements. As a consequence, the 777-300ER received engine and aerodynamics improvement packages for reduced drag and weight. In 2010,
20532-405: 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
20709-436: The first model with General Electric GE90 -77B engines to British Airways, which entered service five days later. Initial service was affected by gearbox bearing wear issues, which caused British Airways to temporarily withdraw its 777 fleet from transatlantic service in 1997, returning to full service later that year. General Electric subsequently announced engine upgrades. The first Rolls-Royce Trent 877 -powered aircraft
20886-428: The first use of a fiber optic avionics network on a commercial airliner. Boeing made use of work done on the cancelled Boeing 7J7 regional jet, which utilized similar versions of the chosen technologies. In 2003, Boeing began offering the option of cockpit electronic flight bag computer displays. In 2013, Boeing announced that the upgraded 777X models would incorporate airframe, systems, and interior technologies from
21063-421: 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
21240-429: The fuselage crown with tie rods and composite integration panels, similar to those used on the 787. The new flight control software would eliminate the need for the tail skid by keeping the tail off the runway surface regardless of the extent to which pilots command the elevators. Boeing was also redesigning the inboard flap fairings to reduce drag by reducing pressure on the underside of the wing. The outboard raked wingtip
21417-457: The heightened competition among aircraft manufacturers. By 1988, Boeing realized that the only answer was a clean-sheet design, which became the twinjet 777. The company opted for the twin-engine configuration given past design successes, projected engine developments, and reduced-cost benefits. On December 8, 1989, Boeing began issuing offers to airlines for the 777. Alan Mulally served as the Boeing 777 program's director of engineering, and then
21594-446: 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
21771-485: 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,
21948-695: The larger, more rounded windows of the original 777. In July 2011, Flight International reported that Boeing was considering replacing the Signature Interior on the 777 with a new interior similar to that on the 787, as part of a move towards a "common cabin experience" across all Boeing platforms. With the launch of the 777X in 2013, Boeing confirmed that the aircraft would be receiving a new interior featuring 787 cabin elements and larger windows. Further details released in 2014 included re-sculpted cabin sidewalls for greater interior room, noise-damping technology, and higher cabin humidity. Air France has
22125-540: The largest of any current commercial airliner until the 787, and measure 15 by 10 inches (380 by 250 mm) for all models outside the 777-8 and -9. The cabin also features "Flexibility Zones", which entails deliberate placement of water, electrical, pneumatic , and other connection points throughout the interior space, allowing airlines to move seats, galleys , and lavatories quickly and more easily when adjusting cabin arrangements. Several aircraft have also been fitted with VIP interiors for non-airline use. Boeing designed
22302-560: 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
22479-462: The latter risk-sharing partners for 20 percent of the entire development program. To accommodate production of its new airliner, Boeing doubled the size of the Everett factory at the cost of nearly US$ 1.5 billion (~$ 2.86 billion in 2023) to provide space for two new assembly lines. New production methods were developed, including a turn machine that could rotate fuselage subassemblies 180 degrees, giving workers access to upper body sections. By
22656-538: 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. 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
22833-591: The moment an aeroplane first moves for the purpose of taking off until the moment it finally comes to rest at the end of the flight", and is referred to colloquially as "blocks to blocks" or " chocks to chocks" time. In commercial aviation, this means the time from pushing back at the departure gate to arriving at the destination gate. Flight time is measured in hours and minutes as it is independent of geographic distance travelled. Flight time can be affected by many things such as wind, traffic, taxiing time, and aircraft used. A flight's length can also be described using
23010-476: 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
23187-563: 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
23364-411: 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
23541-405: 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
23718-896: The opposite. Flight Haul Type terms are sometimes used when referring to commercial aircraft. Some commercial carriers choose to refer to their aircraft using flight haul type terms, for example: While they are capable of flying further, long-haul capable wide-bodies are often used on shorter trips. In 2017 - 40% of A350 routes were shorter than 2,000 nmi (2,300 mi; 3,700 km), 50% of A380 flights fell within 2,000–4,000 nmi (2,300–4,600 mi; 3,700–7,400 km), 70% of 777-200ER routes were shorter than 4,000 nmi (4,600 mi; 7,400 km), 80% of 787-9s routes were shorter than 5,000 nmi (5,800 mi; 9,300 km), 70% of 777-200LRs flights were shorter than 6,000 nmi (6,900 mi; 11,000 km). The Westray to Papa Westray flight in Orkney , operated by Loganair ,
23895-427: 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
24072-435: 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
24249-409: 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
24426-524: 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)
24603-463: The production facility in March 2012. By the mid-2010s, the 777 had become prevalent on the longest flights internationally and had become the most widely used airliner for transpacific routes, with variants of the type operating over half of all scheduled flights and with the majority of transpacific carriers. By April 2014, with cumulative sales surpassing those of the 747, the 777 became the best-selling wide-body airliner; at existing production rates,
24780-401: The production gap between the 777 and 777X due to a lack of new orders. In August 2017, Boeing was scheduled to drop 777 production again to five per month. In 2018, assembling test 777-9 aircraft was expected to lower output to an effective rate of 5.5 per month. In March 2018, as previously predicted, the 777 overtook the 747 as the world's most produced wide body aircraft. Due to the impact of
24957-534: 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
25134-498: The rear of the HP compressor and adding an additional stage to the LP compressor, which more than compensated for the reduction in HP compressor pressure ratio, resulting in a net increase in core mass flow. The higher-thrust GE90 variants are the first production engines to feature swept rotor blades. The nacelle has a maximum diameter of 166 in (4,200 mm). Each of the 22 fan blades on
25311-441: The remainder. Boeing stated that every 1% improvement in the 777-300ER's fuel burn translates into being able to fly the aircraft another 75 nmi (139 km; 86 mi) on the same load of fuel, or add ten passengers or 2,400 lb (1,100 kg) of cargo to a "load limited" flight. In March 2015, additional details of the "improvement package" were unveiled. The 777-300ER was to shed 1,800 lb (820 kg) by replacing
25488-513: 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
25665-409: 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
25842-399: The shorter great-circle; this is to take advantage of the favourable jet stream , a fast high-altitude tail-wind that assists the aircraft along its ground track saving more time or fuel than the geographically shortest route. Even for flights with the same origin and destination, a flight's duration can be affected by routing, wind, traffic, taxiing time, or aircraft used. For example, on
26019-645: The standard length model. The -300 was awarded type certification simultaneously from the FAA and JAA on May 4, 1998, and entered service with launch customer Cathay Pacific on May 27, 1998. The first generation of Boeing 777 models, the -200, -200ER, and -300 have since been known collectively as Boeing 777 Classics . These three early 777 variants had three engine options ranging from 77,200 to 98,000 lbf (343 to 436 kN): General Electric GE90 , Pratt & Whitney PW4000 , or Rolls-Royce Trent 800 . The production process included substantial international content, an unprecedented level of global subcontracting for
26196-405: The start of production in 1993, the program had amassed 118 firm orders, with options for 95 more from 10 airlines. Total investment in the program was estimated at over $ 4 billion from Boeing, with an additional $ 2 billion from suppliers. Initially second to the 747 as Boeing's most profitable jetliner, the 777 became the company's most lucrative model in the 2000s. An analyst established
26373-460: 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
26550-566: 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
26727-691: 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
26904-431: The third-generation models, the 777-8 and 777-9, feature more composite parts. Composite components include the cabin floor and rudder, with the 777 being the first Boeing airliner to use composite materials for both the horizontal and vertical stabilizers ( empennage ). The main fuselage cross-section is fully circular, and tapers rearward into a blade-shaped tail cone with a port-facing auxiliary power unit . The wings on
27081-636: The thrust class of 100,000 lbf (440 kN) was required, leading to talks between Boeing and engine manufacturers. General Electric offered to develop the GE90-115B engine, while Rolls-Royce proposed developing the Trent 8104 engine. In 1999, Boeing announced an agreement with General Electric, beating out rival proposals. Under the deal with General Electric, Boeing agreed to only offer GE90 engines on new 777 versions. On February 29, 2000, Boeing launched its next-generation twinjet program, initially called 777-X, and began issuing offers to airlines. Development
27258-416: 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
27435-415: The variant further received a 5,000 lb (2,300 kg) maximum zero-fuel weight increase, equivalent to a higher payload of 20–25 passengers; its GE90-115B1 engines received a 1–2.5 percent thrust enhancement for increased takeoff weights at higher-altitude airports. Through these improvements, the 777 remains the largest twin-engine jetliner in the world. In 2011, the 787 Dreamliner entered service,
27612-406: 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
27789-595: The world's largest twinjet, resulting in the General Electric GE90 , Pratt & Whitney PW4000 , or Rolls-Royce Trent 800 engines. The Trent 800 is the lightest of the three powerplants as it weighs 6.078 t (13,400 lb) dry, while the GE90 is 17,400 lb (7.89 t), and the PW4000 is 16,260 lb (7.38 t). For Boeing's second-generation 777 variants (777-300ER, 777-200LR, and 777F) greater thrust
27966-701: 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
28143-412: 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,
28320-488: 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
28497-422: Was delivered to Thai Airways International on March 31, 1996, completing the introduction of the three powerplants initially developed for the airliner. Each engine-aircraft combination had secured ETOPS-180 certification from its entry into service. By June 1997, orders for the 777 numbered 323 from 25 airlines, including launch customers that had ordered additional aircraft. Operations performance data established
28674-584: 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
28851-518: Was increased to suit Cathay Pacific, the baseline model grew longer for All Nippon Airways, and British Airways' input led to added built-in testing and interior flexibility, along with higher operating weight options. The 777 was the first commercial aircraft to be developed using an entirely computer-aided design (CAD) process. Each design drawing was created on a three-dimensional CAD software system known as CATIA , sourced from Dassault Systemes and IBM . This allowed engineers to virtually assemble
29028-560: Was more extensive than testing for any previous Boeing model. Nine aircraft fitted with General Electric, Pratt & Whitney, and Rolls-Royce engines were flight tested at locations ranging from the desert airfield at Edwards Air Force Base in California to frigid conditions in Alaska, mainly Fairbanks International Airport . To satisfy ETOPS requirements, eight 180-minute single-engine test flights were performed. The first aircraft built
29205-538: Was needed to meet the aircraft requirements, and GE was selected as the exclusive engine manufacturer. The higher-thrust variants, GE90-110B1 and -115B, have a different architecture from that of the earlier GE90 versions. GE incorporated an advanced larger diameter fan made from composite materials which enhanced thrust at low flight speeds. However, GE also needed to increase core power to improve net thrust at high flight speeds. Consequently, GE elected to increase core capacity, which they achieved by removing one stage from
29382-608: 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
29559-495: Was projected to enter service in 2020 at the time of the program announcement. The roll-out of the prototype 777X, a 777-9 model, occurred on March 13, 2019. The 777-9 first flew on January 25, 2020, with deliveries initially forecast for 2022 or 2023 and later delayed to 2025. Boeing introduced a number of advanced technologies with the 777 design, including fully digital fly-by-wire controls, fully software-configurable avionics , Honeywell LCD glass cockpit flight displays, and
29736-545: Was promoted in September 1992 to lead it as vice-president and general manager. The design phase of the all-new twinjet was different from Boeing's previous jetliners, in which eight major airlines ( All Nippon Airways , American Airlines , British Airways , Cathay Pacific , Delta Air Lines , Japan Airlines , Qantas , and United Airlines ) played a role in the development. This was a departure from industry practice, where manufacturers typically designed aircraft with minimal customer input. The eight airlines that contributed to
29913-491: Was proposing a 98,000 lbf (437 kN) Trent 8100. Rolls-Royce was also studying a Trent 8102 over 100,000 lbf (445 kN). Boeing was also studying a semi-levered, articulated main gear to help the take-off rotation of the proposed -300X, with its higher 715,600 lb (324,600 kg) MTOW . By January 1999, its MTOW grew to 750,700 lb (340,500 kg), and thrust requirements increased to 110,000–114,000 lbf (490–510 kN). A more powerful engine in
30090-534: 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 . The twin-engine configuration
30267-494: 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
30444-528: Was slowed by an industry downturn during the early 2000s. The first model to emerge from the program, the 777-300ER, was launched with an order for ten aircraft from Air France , along with additional commitments. On February 24, 2003, the -300ER made its first flight, and the FAA and EASA ( European Aviation Safety Agency , successor to the JAA) certified the model on March 16, 2004. The first delivery to Air France took place on April 29, 2004. The -300ER, which combined
30621-448: 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
30798-475: Was to have a divergent trailing edge, described as a "poor man's airfoil" by Boeing; this was originally developed for the McDonnell Douglas MD-12 project. Another change involved elevator trim bias. These changes were to increase fuel efficiency and allow airlines to add 14 additional seats to the airplane, increasing per seat fuel efficiency by 5%. Mindful of the long time required to bring
30975-576: Was used by Boeing's nondestructive testing campaign from 1994 to 1996, and provided data for the -200ER and -300 programs. At the successful conclusion of flight testing, the 777 was awarded simultaneous airworthiness certification by the US Federal Aviation Administration (FAA) and European Joint Aviation Authorities (JAA) on April 19, 1995. Boeing delivered the first 777 to United Airlines on May 15, 1995. The FAA awarded 180-minute ETOPS clearance (" ETOPS-180 ") for
31152-409: Was valued at $ 95 billion at list prices in 2008. In 2010, Boeing announced plans to increase production from 5 aircraft per month to 7 aircraft per month by mid-2011, and 8.3 per month by early 2013. In November 2011, assembly of the 1,000th 777, a -300ER, began when it took 49 days to fully assemble one of these variants. The aircraft in question was built for Emirates airline, and rolled out of
31329-479: Was working on the MD-11 , a stretched successor of the DC-10, while Airbus was developing its A330 and A340 series. In 1986, Boeing unveiled proposals for an enlarged 767, tentatively named 767-X, to target the replacement market for first-generation wide-bodies such as the DC-10, and to complement existing 767 and 747 models in the company lineup. The initial proposal featured a longer fuselage and larger wings than
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