Boeing 757#Specifications

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.{{harvnb|Norris|Wagner|1998|pp=143–45.}} Designed for short and medium length routes,{{harvnb|Eden|2008|p=72.}} the trijet was the best-selling jetliner of the 1960s and a mainstay of the U.S. domestic airline market.{{harvnb|Norris|Wagner|1999|p=12.}} Studies focused on improving the 189-seat {{nowrap|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.{{harvnb|Norris|Wagner|1998|p=144.}} The former was a cheaper derivative using the 727's existing technology and tail-mounted engine configuration, while the latter was a twin-engine aircraft which made use of new materials and improvements to propulsion technology which had become available in the civil aerospace industry.

File:Boeing 757-200 Farnborough 1982 Fitzgerald.jpg debut in 1982 as the 757-200.|alt=Side view of silver twin-engine jet taxiing on runway, with deployed flaps and "757" markings on tail.]]

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 {{nowrap|727-300}} was offered to Braniff International Airways and other carriers, customer interest remained insufficient for further development. Instead, airlines were drawn to the high-bypass-ratio turbofan engines, new flight deck technologies, lower weight, improved aerodynamics, and reduced operating cost promised by the 7N7. These features were also included in a parallel development effort for a new mid-size wide-body airliner, code-named 7X7, which became the 767.{{harvnb|Norris|Wagner|1999|pp=18–19.}} Work on both proposals accelerated as a result of the airline industry upturn in the late 1970s.{{harvnb|Davies|2000|p=103.}}

By 1978, development studies focused on two variants: a {{nowrap|7N7-100}} with seating for 160, and a {{nowrap|7N7-200}} with room for over 180 seats.{{harvnb|Norris|Wagner|1999|pp=19–20.}} 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.{{harvnb|Norris|Wagner|1998|pp=145–47.}} Boeing planned for the aircraft to offer the lowest fuel burn per passenger-kilometer of any narrow-body airliner.{{harvnb|Eden|2008|p=98.}} On August 31, 1978, Eastern Air Lines and British Airways became the first carriers to publicly commit to the 7N7 when they announced launch orders totaling 40 aircraft for the {{nowrap|7N7-200}} version. These orders were signed in March 1979, when Boeing officially designated the aircraft as the 757. The shorter {{nowrap|757-100}} did not receive any orders and was dropped; 737s later fulfilled its envisioned role.{{harvnb|Norris|Wagner|1999|pp=95–96.}}

The 757 was intended to be more capable and more efficient than the preceding 727.{{harvnb|Birtles|2001|p=12.}} 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.{{harvnb|Norris|Wagner|1998|p=145.}} 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 {{convert|220000|lb|kg|sigfig=3}}, which was {{convert|10000|lb|kg|sigfig=3}} 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.{{harvnb|Birtles|2001|pp=16–17.}}Ostrower, Jon, and Wall, Robert, "Boeing weighs options to reprise aging 757s", Wall Street Journal, February 11, 2015, pp. B1–2.

File:Transavia Airlines Boeing 757-2K2 Wedelstaedt.jpg 757-200, showing fuselage profile, wing dihedral, and RB211 engines|alt=Forward view of aircraft, showing fuselage profile, two circular engines.]]

The twin-engine configuration was chosen for greater fuel efficiency versus three- and four-engine designs.{{Cite web |last=Velupillai |first=David |date=January 2, 1982 |title=Boeing 757: introducing the big-fan narrowbody |url=http://www.flightglobal.com/pdfarchive/view/1982/1982%20-%200014.html |url-status=live |archive-url=https://web.archive.org/web/20190212130856/https://www.flightglobal.com/pdfarchive/view/1982/1982%20-%200014.html |archive-date=February 12, 2019 |access-date=February 2, 2011 |website=Flight International |pages=12, 15}} Launch customers Eastern Air Lines and British Airways selected the {{nowrap|RB211-535C}} turbofan built by Rolls-Royce, which was capable of {{convert|37400|lbf|kN|}} of thrust.{{harvnb|Velupillai|1982|p=19.}} This marked the first time that a Boeing airliner was launched with engines produced outside the U.S. Domestic manufacturer Pratt & Whitney subsequently offered the {{convert|38200|lbf|kN|}} thrust PW2037, which Delta Air Lines launched with an order for 60 aircraft in November 1980.{{harvnb|Davies|1990|p=102.}} General Electric also offered its {{nowrap|CF6-32}} engine early in the program, but eventually abandoned its involvement due to insufficient demand.{{harvnb|Eden|2008|pp=98–99.}}

As development progressed, the 757 increasingly departed from its 727 origins and adopted elements from the 767, which was several months ahead in development.{{harvnb|Birtles|2001|pp=12–13.}} 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.{{harvnb|Velupillai|1982|p=15.}} In early 1979, a common two-crew member glass cockpit was adopted for the two aircraft, including shared instrumentation, avionics, and flight management systems.{{harvnb|Norris|Wagner|1999|p=23.}} In October 1979 the nose was widened and dropped to reduce aerodynamic noise by six dB, to improve the flight deck view and to give more working area for the crew and for greater commonality with the 767.{{Cite magazine |date=October 6, 1979 |title=Boeing refine 757 flight deck |url=https://www.flightglobal.com/pdfarchive/view/1979/1979%20-%203639.html |url-status=live |archive-url=https://web.archive.org/web/20180110054511/https://www.flightglobal.com/pdfarchive/view/1979/1979%20-%203639.html |archive-date=January 10, 2018 |access-date=January 9, 2018 |magazine=Flight International |page=1098}} Cathode-ray tube (CRT) color displays replaced conventional electromechanical instruments, with increased automation eliminating the flight engineer position common to three-person cockpits. After completing a short conversion course, pilots rated on the 757 could be qualified to fly the 767 and vice versa, due to their design similarities.

File:Boeing 757-236 G-BNSF Air Europe Newcastle Airport.jpg 727-200 and an Air Europe 757-200 |alt=Side view of twin-engine jet on tarmac, with attached airstairs and support vehicle, along with a trijet aircraft in the background.]]

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

One of the last 727 vestiges, the T-tail, was dropped in mid-1979 in favor of a conventional tail. This avoided the risk of an aerodynamic condition known as a deep stall, and allowed for more passengers to be carried in a less tapered rear fuselage.{{harvnb|Norris|Wagner|1998|pp=151–53.}} At {{convert|155.3|ft|sigfig=3}} in length, the {{nowrap|757-200}} was {{convert|2.1|ft|sigfig=3}} longer than the {{nowrap|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.{{Cite web |title=Boeing 727 Specifications |url=http://www.boeing.com/boeing/commercial/727family/product.page |url-status=live |archive-url=https://web.archive.org/web/20141027024649/http://www.boeing.com/boeing/commercial/727family/product.page |archive-date=October 27, 2014 |access-date=October 26, 2014 |publisher=Boeing}} The fuselage cross-section, whose upper lobe was common to the 707 and 737,{{harvnb|Sharpe|Shaw|2001|pp=9, 17.}}{{harvnb|Davies|2003|p=96.}} was the only major structural feature to be retained from the 727.{{harvnb|Birtles|2001|p=15.}} 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,{{harvnb|Birtles|2001|p=32.}} home of 707, 727, and 737 production, to produce the 757.{{harvnb|Velupillai|1982|pp=13, 20.}} Early in the development program, Boeing, British Airways, and Rolls-Royce unsuccessfully lobbied the British aircraft industry to manufacture 757 wings.{{Cite web |last=Ramsden |first=J. M. |date=April 29, 1978 |title=Europe's Jet v. Boeing's 757 |url=http://www.flightglobal.com/pdfarchive/view/1978/1978%20-%200723.html |url-status=live |archive-url=https://web.archive.org/web/20130507102427/http://www.flightglobal.com/pdfarchive/view/1978/1978%20-%200723.html |archive-date=May 7, 2013 |access-date=June 20, 2012 |website=Flight International}} 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.{{harvnb|Velupillai|1982|p=20.}} Fairchild Aircraft made the leading edge slats, Grumman supplied the flaps, and Rockwell International produced the main fuselage. Production ramp-up for the new narrow-body airliner coincided with the winding-down of the 727 program, and final assembly of the first aircraft began in January 1981.

File:British Airways Boeing 757-200 Marmet.jpg was one of the first customers for the RB211-powered 757.|alt=Side view of aircraft in flight with extended gear, against a grassy hill backdrop]]

The prototype 757 rolled out of the Renton factory on January 13, 1982. The aircraft, equipped with {{nowrap|RB211-535C}} engines,{{harvnb|Eden|2008|p=99.}} completed its maiden flight one week ahead of schedule on February 19, 1982.{{harvnb|Birtles|2001|pp=22–23.}} The first flight was affected by an engine stall, following indications of low oil pressure. After checking system diagnostics, company test pilot John Armstrong and co-pilot Lew Wallick were able to restart the affected engine, and the flight proceeded normally thereafter.{{harvnb|Norris|Wagner|1998|pp=161–62.}} Subsequently, the 757 embarked on a seven-day weekly flight test schedule.{{Cite web |last=Sweetman |first=Bill |date=March 20, 1982 |title=Boeing tests the twins |url=http://www.flightglobal.com/pdfarchive/view/1982/1982%20-%200710.html |url-status=live |archive-url=https://web.archive.org/web/20180619035713/https://www.flightglobal.com/pdfarchive/view/1982/1982%20-%200710.html |archive-date=June 19, 2018 |access-date=July 15, 2011 |website=Flight International |pages=676, 685–86}} 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.

File:F-22-flying-alongside-the-FTB.jpg

The seven-month 757 flight test program used the first five aircraft built.{{harvnb|Birtles|2001|p=14.}} Tasks included flight systems and propulsion tests, hot and cold weather trials, and route-proving flights.{{harvnb|Birtles|2001|pp=22–26.}} Data from the 767 program helped expedite the process. After design issues were identified, the 757's exit doors received dual-spring mechanisms for easier operation, and the fuselage was strengthened for greater bird strike resistance. The production aircraft was {{convert|3600|lb|kg|sigfig=3}} lighter than originally specified, and recorded a three percent better-than-expected rate of fuel burn. This resulted in a range increase of {{convert|200|nmi|sigfig=3}}, and prompted Boeing to tout the aircraft's fuel efficiency characteristics. After 1,380 flight test hours, the RB211-powered 757 received U.S. Federal Aviation Administration (FAA) certification on December 21, 1982, followed by UK Civil Aviation Authority (CAA) certification on January 14, 1983. The first delivery to launch customer Eastern Air Lines occurred on December 22, 1982, about four months after the first 767 deliveries. The first 757 with PW2037 engines rolled out about one year later, and was delivered to Delta Air Lines on November 5, 1984. The first 757 was later modified into the F-22 Flying Test Bed to serve as a flying avionics laboratory for the F-22 Raptor fighter aircraft.

File:Eastern Air Lines Boeing 757-200 Wallner.jpg began domestic 757 operations in January 1983 and later deployed the aircraft on transcontinental routes.|alt=Side view of silver twinjet in flight, with "757" markings on tail.]]

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.{{harvnb|Birtles|2001|p=49.}} Charter carriers Monarch Airlines and Air Europe also began 757 operations later that year.{{Cite web |date=July 28, 1983 |title=Boeing 757: six months in service |url=http://www.flightglobal.com/pdfarchive/view/1983/1983%20-%201307.html |url-status=live |archive-url=https://web.archive.org/web/20120723032740/http://www.flightglobal.com/pdfarchive/view/1983/1983%20-%201307.html |archive-date=July 23, 2012 |access-date=February 2, 2011 |website=Flight International |pages=195–201}} Early operators noted improved reliability and quieter performance compared with previous jetliners. Transition courses eased pilots' introduction to the new CRT-based cockpit, and no major technical issues arose. Eastern Air Lines, the first 727 operator to take delivery of 757s, confirmed that the aircraft had greater payload capability than its predecessor, along with lower operating costs through improved fuel burn and the use of a two-crew member flight deck. Compared with the 707 and 727, the new twinjet consumed 42 and 40 percent less fuel per seat, respectively, on typical medium-haul flights.

Despite the successful debut, 757 sales remained stagnant for most of the 1980s, a consequence of declining fuel prices and a shift to smaller aircraft in the post-deregulation U.S. market. Although no direct competitor existed, 150-seat narrow-bodies such as the McDonnell Douglas MD-80 were less expensive and carried nearly as many passengers as some airlines' 757s. A three-year sales drought abated in November 1983 when Northwest Airlines placed orders for 20 aircraft, which averted a costly production rate decrease.{{harvnb|Birtles|2001|pp=50–51.}} In December 1985, a freighter model, the {{nowrap|757-200PF}}, was announced following a launch order for 20 aircraft from UPS Airlines, and in February 1986, a freighter-passenger combi model, the {{nowrap|757-200M}}, was launched with an order for one aircraft from Royal Nepal Airlines.{{harvnb|Birtles|2001|pp=28–29.}} The freighter model included a main deck cargo hold and entered service with UPS in September 1987. The combi model could carry both cargo and passengers on its main deck and entered service with Royal Nepal Airlines in September 1988.

In the late 1980s, increasing airline hub congestion and the onset of U.S. airport noise regulations fueled a turnaround in 757 sales. From 1988 to 1989, airlines placed 322 orders, including a combined 160 orders from American Airlines and United Airlines.{{Cite web |last=Dormer |first=Ian |date=June 4, 1988 |title=American and United buy 757s |url=http://www.flightglobal.com/pdfarchive/view/1988/1988%20-%201456.html |url-status=live |archive-url=https://web.archive.org/web/20120724022924/http://www.flightglobal.com/pdfarchive/view/1988/1988%20-%201456.html |archive-date=July 24, 2012 |access-date=July 15, 2011 |website=Flight International}} 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.{{harvnb|Birtles|2001|pp=53, 55.}} The {{nowrap|757-200's}} maximum range of {{convert|3900|nmi|sigfig=3}}, which was over one-and-a-half times the 727's, allowed airlines to use the aircraft on longer nonstop routes.{{harvnb|Birtles|2001|pp=26, 52.}} The 757 was also flown out of airports with stringent noise regulations, such as John Wayne Airport in Orange County, California,{{harvnb|Birtles|2001|pp=48–49.}} 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.

File:Monarch Airlines Boeing 757-2T7 Innsbruck Wedelstaedt.jpg began 757 charter services in March 1983.|alt=Side quarter view of aircraft at takeoff, with snow-covered mountains behind.]]

In Europe, British Airways, Iberia, and Icelandair were the 757's largest mainline customers,{{harvnb|Birtles|2001|p=62.}} while other carriers such as Lufthansa rejected the type as too large for their narrow-body aircraft needs. Many European charter airlines, including Air 2000, Air Holland, and LTU International, also acquired the twinjet for holiday and tour package flights in the late 1980s. In Asia, where even larger aircraft were commonly preferred because of greater passenger volumes, the 757 found fewer orders.{{harvnb|Birtles|2001|p=6.}} A 1982 sales demonstration was unable to attract a purchase from potential customer Japan Airlines,{{harvnb|Birtles|2001|p=25.}} 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.{{harvnb|Birtles|2001|p=50.}} The 757 fared better in China, where following an initial purchase by the CAAC Airlines in 1987, orders grew to 59 aircraft, making it the largest Asian market. Operators such as China Southern, China Southwest, Shanghai Airlines, Xiamen Airlines, and Xinjiang Airlines used the 757 on medium length domestic routes.{{harvnb|Birtles|2001|p=54.}}

In 1986, the FAA approved RB211-powered 757s for extended-range twin-engine operational performance standards (ETOPS) operations over the North Atlantic,{{Cite web |title=Boeing 757-200 Background |url=http://www.boeing.com/boeing/commercial/757family/pf/pf_200back.page |url-status=live |archive-url=https://web.archive.org/web/20141027024743/http://www.boeing.com/boeing/commercial/757family/pf/pf_200back.page |archive-date=October 27, 2014 |access-date=October 26, 2014 |publisher=Boeing}} following precedents set by the 767.{{harvnb|Norris|Wagner|1998|pp=159, 162.}} Under ETOPS regulations, a set of safety standards governing twinjet flights over oceans and other areas without nearby suitable landing sites, airlines began using the aircraft for mid-range intercontinental routes. Although the 757 was not originally intended for transoceanic flights, regulators based their decision on its reliable performance record on extended transcontinental U.S. services. ETOPS certification for 757s equipped with PW2000 series engines was granted in 1992.

In the early 1990s, the FAA and other U.S. government agencies, including the National Aeronautics and Space Administration (NASA) and the National Transportation Safety Board (NTSB), began studying the 757's wake turbulence characteristics.{{Cite web |title=Concept to Reality – Wake-Vortex Hazard |url=http://oea.larc.nasa.gov/PAIS/Concept2Reality/wake_vortex.html |url-status=dead |archive-url=https://web.archive.org/web/20090731181404/http://oea.larc.nasa.gov/PAIS/Concept2Reality/wake_vortex.html |archive-date=July 31, 2009 |access-date=July 29, 2011 |publisher=National Aeronautics and Space Administration}} This followed several incidents, including two fatal crashes, in which small private aircraft experienced loss of control when flying close behind the twinjet. Smaller airliners had also suffered unexpected rolling movements when flying behind 757s. Investigators focused on the aircraft's aft-loaded wing design, which at certain points during takeoff or landing could produce wingtip vortices that were stronger than those emanating from larger 767s and 747s.{{Cite web |last=Maksel |first=Rebecca |date=May 27, 2008 |title=Is the Boeing 757 a threat to other airliners? |url=http://www.airspacemag.com/need-to-know/is-the-boeing-757-a-threat-to-other-airliners-50733375/ |url-status=live |archive-url=https://web.archive.org/web/20140511025853/http://www.airspacemag.com/need-to-know/is-the-boeing-757-a-threat-to-other-airliners-50733375/ |archive-date=May 11, 2014 |access-date=March 25, 2012 |website=Air & Space}} Other tests were inconclusive, leading to debate among government agencies, and in 1994 and 1996 the FAA updated air traffic control regulations to require greater separation behind the 757 than other large-category jets.{{Cite web |title=New York/New Jersey/Philadelphia Metropolitan Airspace Redesign Project – FAA's Wake Turbulence Separation Standards |url=http://www.faa.gov/air_traffic/nas_redesign/regional_guidance/eastern_reg/nynjphl_redesign/documentation/dei_statement/vol_2/media/fig_1_04_AircraftSeparation.pdf |url-status=live |archive-url=https://web.archive.org/web/20110607015455/http://www.faa.gov/air_traffic/nas_redesign/regional_guidance/eastern_reg/nynjphl_redesign/documentation/dei_statement/vol_2/media/fig_1_04_AircraftSeparation.pdf |archive-date=June 7, 2011 |access-date=July 29, 2011 |publisher=Federal Aviation Administration |page=1}} The 757 became the only sub-{{convert|300000|lb|kg|sigfig=3|adj=on}} 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 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.{{Cite book |last=Green |first=William |title=Modern Commercial Aircraft |last2=Swanborough |first2=Gordon |last3=Mowinski |first3=John |publisher=Portland House |year=1987 |isbn=0517633698 |page=80}} Planning for the 757-100 was discontinued in March 1979.{{Cite news |last=Richard O'Lone |year=1980 |title=Study Shows Air's Cost Over Auto |publisher=Aviation Week & Space Technology |page=12 |volume=112}}

Production of the 757 peaked at an annual rate of 100 aircraft in the early 1990s,{{harvnb|Birtles|2001|p=37.}} during which time upgraded models came under consideration. For over a decade, the narrow-body twinjet had been its manufacturer's only single-aisle airliner without a stretched variant, and while rumors of a long-range {{nowrap|757-200X}} and stretched {{nowrap|757-300X}} persisted, no formal announcements had been made. European charter carriers were particularly interested in a higher-capacity version which could take better advantage of the 757's range. Besides meeting the needs of charter customers, a larger model would enable Boeing to match the passenger lift capabilities of the {{nowrap|767-200}} with lower operating costs,{{harvnb|Norris|Wagner|1999|pp=96–98.}} and counter longer-range versions of the 185-seat Airbus A321,{{harvnb|Eden|2008|p=25.}} a new stretched variant of the A320 narrow-body airliner.{{Cite web |date=August 2005 |title=Analysing the options for 757 replacement |url=http://www.aircraft-commerce.com/sample_articles/sample_articles/fleet_planning_2_sample.pdf |url-status=dead |archive-url=https://web.archive.org/web/20120917104630/http://www.aircraft-commerce.com/sample_articles/sample_articles/fleet_planning_2_sample.pdf |archive-date=September 17, 2012 |access-date=December 19, 2011 |website=Aircraft Commerce |pages=28, 30–31}}

File:Condor Airlines B757-300 (D-ABOH) @ FRA, July 2005.jpg 757-300 in 2005. Condor became the first operator of the stretched 757-300 in March 1999.|alt=Side view of aircraft in flight with extended gear.]]

In September 1996, following a launch order for 12 aircraft from charter carrier Condor, Boeing announced the stretched {{nowrap|757-300}} at the Farnborough Airshow. The new model was a {{convert|23.4|ft|m|sigfig=3|adj=on}} stretch of the {{nowrap|757-200}}, resulting in room for 50 more passengers and nearly 50 percent more cargo.{{harvnb|Eden|2008|p=101.}} The type's design phase was intended to be the shortest in its manufacturer's history, with 27 months from launch to certification. Due to development and cost concerns, radical upgrades such as a Next Generation 737-style advanced cockpit were not implemented. Instead, the stretched derivative received upgraded engines, enhanced avionics, and a redesigned interior.{{harvnb|Norris|Wagner|1999|pp=101–02.}} The first {{nowrap|757-300}} rolled out on May 31, 1998, and completed its maiden flight on August 2, 1998. Following regulatory certification in January 1999, the type entered service with Condor on March 19, 1999.

The 757-300 was also ordered by American Trans Air, Arkia Israel Airlines, Continental Airlines, Icelandair, and Northwest Airlines. Sales for the variant remained slow, and ultimately totaled 55 of the -300.{{harvnb|Eden|2008|p=100.}} Boeing had targeted the {{nowrap|757-300}} as a potential {{nowrap|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.{{Cite web |last=Norris |first=Guy |date=August 27, 2002 |title=Fix sought as 757 backlog nosedives |url=http://www.flightglobal.com/pdfarchive/view/2002/2002%20-%202535.html |url-status=live |archive-url=https://web.archive.org/web/20120723034317/http://www.flightglobal.com/pdfarchive/view/2002/2002%20-%202535.html |archive-date=July 23, 2012 |access-date=December 19, 2011 |website=Flight International}} Overtures to other charter airlines also did not result in further orders. By November 1999, faced with diminishing sales and a reduced backlog despite the launch of the {{nowrap|757-300}}, Boeing began studying a decrease in 757 production rates.{{Cite web |last=Norris |first=Guy |date=November 17, 1999 |title=Boeing looks at 757 slowdown |url=http://www.flightglobal.com/news/articles/boeing-looks-at-757-slowdown-58513/ |archive-url=https://web.archive.org/web/20130520210942/http://www.flightglobal.com/news/articles/boeing-looks-at-757-slowdown-58513/ |archive-date=May 20, 2013 |access-date=July 27, 2011 |website=Flight International}}

While the 757 program had been financially successful, declining sales in the early 2000s threatened its continued viability.{{Cite web |last=McMillin |first=Molly |date=August 10, 2004 |title=Wichita's final 757 to take a bow |url=http://www.kansas.com/mld/kansas/9361132.htm |archive-url=https://web.archive.org/web/20050427170157/http://www.kansas.com/mld/kansas/9361132.htm |archive-date=April 27, 2005 |access-date=April 10, 2012 |website=Wichita Eagle}} Airlines were again gravitating toward smaller aircraft, now mainly the 737 and A320, because of their reduced financial risk.{{Cite web |last=Kingsley-Jones |first=Max |date=April 11, 2003 |title=Omens good for old 757s despite production axe |url=http://www.flightglobal.com/news/articles/omens-good-for-old-757s-despite-production-axe-173310/ |archive-url=https://web.archive.org/web/20130522175550/http://www.flightglobal.com/news/articles/omens-good-for-old-757s-despite-production-axe-173310/ |archive-date=May 22, 2013 |access-date=July 27, 2011 |website=Flight International}} An airline industry downturn and the large number of relatively young 757s already in service also reduced customer demand. In 2000, spurred by interest from Air 2000 and Continental Airlines, Boeing reexamined the possibility of building a longer-range {{nowrap|757-200X}}. The proposed derivative would have featured auxiliary fuel tanks, plus wing and landing gear upgrades from the {{nowrap|757-300}}, resulting in a higher MTOW and a potential range increase to over {{convert|5000|nmi|sigfig=3}}.{{harvnb|Birtles|2001|p=31.}} However, the proposal failed to garner any orders. In March 2001, Boeing delivered the first {{nowrap|757-200SF}}, a second-hand {{nowrap|757-200}} converted for freighter use, to DHL Aviation. The {{nowrap|757-200SF}} marked the manufacturer's first foray into passenger-to-freighter conversions.

File:Shanghai Airlines Boeing 757-26D B-2876 Gu.jpg received the last production 757, B-2876, in November 2005.|alt=Front quarter view of twin-jet aircraft at takeoff, with extended gear.]]

Customer interest in new 757s continued to decline, and in 2003, a renewed sales campaign centered on the {{nowrap|757-300}} and {{nowrap|757-200PF}} yielded only five new orders.{{Cite web |last=Norris |first=Guy |date=October 21, 2003 |title=Sales drought takes 757's scalp |url=http://www.flightglobal.com/news/articles/sales-drought-takes-757s-scalp-172670/ |archive-url=https://web.archive.org/web/20121105125705/http://www.flightglobal.com/news/articles/sales-drought-takes-757s-scalp-172670/ |archive-date=November 5, 2012 |access-date=July 27, 2011 |website=Flight International}} In October 2003, following Continental Airlines' decision to switch its remaining {{nowrap|757-300}} orders to the {{nowrap|737-800}}, Boeing announced the end of 757 production. The 1,050th and last example, a {{nowrap|757-200}} built for Shanghai Airlines, rolled off the production line at the Renton factory on October 28, 2004,{{Cite web |date=October 28, 2004 |title=Boeing Marks Completion of its 757 Commercial Airplane Program |url=http://boeing.mediaroom.com/2004-10-28-Boeing-Marks-Completion-of-its-757-Commercial-Airplane-Program |url-status=live |archive-url=https://web.archive.org/web/20160303202346/http://boeing.mediaroom.com/2004-10-28-Boeing-Marks-Completion-of-its-757-Commercial-Airplane-Program |archive-date=March 3, 2016 |access-date=September 26, 2014 |publisher=Boeing}} and was delivered on November 28, 2005, after several months of storage.{{Cite web |title=Aircraft Profiles: Boeing 757 |url=http://www.flightglobal.com/landingpage/boeing+757.html |url-status=dead |archive-url=https://web.archive.org/web/20120724042007/http://www.flightglobal.com/landingpage/boeing%2B757.html |archive-date=July 24, 2012 |access-date=April 1, 2012 |website=Flight International}}{{Cite web |last=Steinke |first=Sebastian |date=May 2005 |title=Last 757 Leaves Final Assembly |url=http://www.flug-revue.rotor.com/FRHeft/FRHeft05/FRH0501/FR0501a.htm |archive-url=https://web.archive.org/web/20080216203913/http://www.flug-revue.rotor.com/FRHeft/FRHeft05/FRH0501/FR0501a.htm |archive-date=February 16, 2008 |website=Flug Revue}} 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.{{Cite web |last=Norris |first=Guy |date=February 24, 2004 |title=Boeing consolidates at Renton as 757 line ends |url=http://www.flightglobal.com/news/articles/boeing-consolidates-at-renton-as-757-line-ends-177951/ |url-status=live |archive-url=https://web.archive.org/web/20120724081406/http://www.flightglobal.com/news/articles/boeing-consolidates-at-renton-as-757-line-ends-177951/ |archive-date=July 24, 2012 |access-date=December 19, 2011 |website=Flight International}}

Since the end of production, many Boeing 757s have remained in service, mainly in the U.S.{{Cite web |date=October 31, 2004 |title=Boeing's last 757 rolls off the assembly line |url=http://www.taipeitimes.com/News/biz/archives/2004/10/31/2003209132 |url-status=live |archive-url=https://web.archive.org/web/20121010232358/http://www.taipeitimes.com/News/biz/archives/2004/10/31/2003209132 |archive-date=October 10, 2012 |access-date=July 27, 2011 |website=The Taipei Times}} 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."$3.3 Million a Day – That's How Much American Airlines is Losing in the Era of Insane Fuel Prices." Fortune, May 12, 2008, p. 94. In May 2005, the FAA granted regulatory approval for manufacturer-sanctioned blended winglets from Aviation Partners Incorporated as a retrofit on the {{nowrap|757-200}}.{{Cite web |last=Freitag |first=William |last2=Schulze, Terry |year=2009 |title=Blended winglets improve performance |url=http://www.boeing.com/commercial/aeromagazine/articles/qtr_03_09/pdfs/AERO_Q309_article03.pdf |url-status=live |archive-url=https://web.archive.org/web/20110629121337/http://www.boeing.com/commercial/aeromagazine/articles/qtr_03_09/pdfs/AERO_Q309_article03.pdf |archive-date=June 29, 2011 |access-date=July 27, 2011 |website=Aero Magazine |pages=9, 12}} The winglets improve fuel efficiency by five percent and increase range by {{convert|200|nmi|sigfig=3}} through the reduction of lift-induced drag.{{Cite web |last=Faye |first=Robert |last2=Laprete, Robert |last3=Winter, Michael |year=2002 |title=Blended Winglets |url=http://www.boeing.com/commercial/aeromagazine/aero_17/winglet_story.html |url-status=live |archive-url=https://web.archive.org/web/20110629044709/http://www.boeing.com/commercial/aeromagazine/aero_17/winglet_story.html |archive-date=June 29, 2011 |access-date=July 27, 2011 |website=Aero Magazine}}{{Cite web |date=June 27, 2008 |title=As fuel costs spiral, winglets are a simple way for airlines to cut fuel consumption |url=http://www.flightglobal.com/articles/2008/06/27/224961/as-fuel-costs-spiral-winglets-are-a-simple-way-for-airlines-to-cut-fuel-consumtion.html |archive-url=https://web.archive.org/web/20080703220223/http://www.flightglobal.com/articles/2008/06/27/224961/as-fuel-costs-spiral-winglets-are-a-simple-way-for-airlines-to-cut-fuel-consumtion.html |archive-date=July 3, 2008 |access-date=July 27, 2011 |website=Flight International}} Continental Airlines was the first carrier to order winglets for the {{nowrap|757-200}}, and in February 2009 became the first operator of {{nowrap|757-300s}} with winglets.{{Cite web |last=Norris |first=Guy |date=February 4, 2009 |title=Continental Receives First Wingletted 757-300 |url=http://aviationweek.com/awin/continental-receives-first-wingletted-757-300 |url-status=live |archive-url=https://web.archive.org/web/20160807014014/http://aviationweek.com/awin/continental-receives-first-wingletted-757-300 |archive-date=August 7, 2016 |access-date=July 27, 2011 |website=Aviation Week & Space Technology}} Aviation Partners further developed the blended winglet into the Scimitar Blended Winglet, which improves fuel burn by 1.1% over the original blended winglet.{{Cite web |date=February 15, 2017 |title=Icelandair the First to Operate 757-200 Scimitar Blended Winglets in Europe |url=https://www.aviationpartnersboeing.com/pdf/pr/2017/APB_ICE_757SBW%20PR_Final%202-15-17.pdf |access-date=September 20, 2024}} Icelandair and United Airlines have retrofitted their 757-200s with Scimitar Blended Winglets.{{Cite web |date=October 27, 2016 |title=United Moves Forward with 757 Scimitar Winglets Installation |url=https://airlinegeeks.com/2016/10/27/united-moves-forward-with-757-split-scimitar-winglets-installation/ |access-date=September 20, 2024 |website=AirlineGeeks}}

File:United Airlines, Boeing 757-33N(WL), N77865 - LAX (19250114029).jpg 757-300 taking off from Los Angeles International Airport in April 2015 with blended winglets, which reduce lift-induced drag and improve fuel efficiency.|alt=Side view of twin-jet aircraft ascending.]]

Prior to the United-Continental merger in 2010, the 757 remained the only narrow-body aircraft in use by the large fleets of all three U.S. legacy carriers: American Airlines, Delta Air Lines and United Airlines. During this period, the 757's capacity and range capabilities had remained largely unequaled among narrow-body airliners;{{Cite web |last=Ostrower |first=Jon |date=September 5, 2010 |title=Icelandair's 757 replacement dilemma |url=http://www.flightglobal.com/blogs/flightblogger/2010/09/icelandairs-757-replacement-di.html |url-status=dead |archive-url=https://web.archive.org/web/20100909155015/http://www.flightglobal.com/blogs/flightblogger/2010/09/icelandairs-757-replacement-di.html |archive-date=September 9, 2010 |access-date=July 3, 2015 |website=Flight International}} 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 {{nowrap|737-900ER}} and A321, or upsize to the larger, longer-range 787 Dreamliner and {{nowrap|A330-200}} wide-body jets.{{Cite web |last=Wallace |first=James |date=February 20, 2008 |title=Push is on for a midrange Dreamliner |url=http://www.seattlepi.com/business/article/Push-is-on-for-a-midrange-Dreamliner-1265026.php |url-status=live |archive-url=https://web.archive.org/web/20121017225618/http://www.seattlepi.com/business/article/Push-is-on-for-a-midrange-Dreamliner-1265026.php |archive-date=October 17, 2012 |access-date=June 7, 2011 |website=Seattle Post-Intelligencer}} The Tupolev Tu-204, a narrow-body twinjet introduced in 1989 with a design similar to the 757's,{{Cite web |date=February 26, 1991 |title=Tupolev Takes on Boeing |url=http://www.flightglobal.com/pdfarchive/view/1991/1991%20-%200430.html |url-status=live |archive-url=https://web.archive.org/web/20120724063731/http://www.flightglobal.com/pdfarchive/view/1991/1991%20-%200430.html |archive-date=July 24, 2012 |access-date=May 2, 2012 |website=Flight International}} is offered in a 200-seat version and has seen limited production for mainly Russian customers.{{harvnb|Eden|2008|p=186.}}{{Cite web |last=Karnozov |first=Vladimir |date=April 27, 2011 |title=Tu-204SM struggles as key supporter backs away |url=http://www.flightglobal.com/news/articles/tu-204sm-struggles-as-key-supporter-backs-away-355994/ |url-status=live |archive-url=https://web.archive.org/web/20120724142448/http://www.flightglobal.com/news/articles/tu-204sm-struggles-as-key-supporter-backs-away-355994/ |archive-date=July 24, 2012 |access-date=May 3, 2012 |website=Flight International}} Within Boeing, the 215-seat, {{convert|3200|nmi|sigfig=3|adj=on}} range 737-900ER had been regarded as the closest aircraft in production to the 757-200 after the latter ceased production.{{Cite web |last=Schofield |first=Adrian |date=July 20, 2005 |title=Boeing's 737-900ER Seen As Direct Competitor To A321 |url=http://www.aviationweek.com/aw/generic/story_generic.jsp?channel=aviationdaily&id=news/739B07205.xml |url-status=dead |archive-url=https://web.archive.org/web/20120322021345/http://www.aviationweek.com/aw/generic/story_generic.jsp?channel=aviationdaily&id=news%2F739B07205.xml |archive-date=March 22, 2012 |access-date=July 3, 2015 |website=Aviation Week & Space Technology}} The Airbus A321neo LR and XLR variants finally provided a suitable 757-200 replacement on market in terms of range and capacity, and Icelandair and United Airlines have ordered the A321XLR to replace the Boeing 757 on their longer-range routes.{{Citation |title=Icelandair signs deal for 13 Airbus A321XLR as it replaces Boeing 757s |date=April 7, 2023 |work=Reuters |url=https://www.reuters.com/business/aerospace-defense/icelandair-orders-25-airbus-a321xlr-it-replaces-boeing-757s-2023-04-07/ |access-date=September 20, 2024}}{{Citation |last=Taylor Rains |title=United executive said the new Airbus A321XLR will replace Boeing 757 routes and open new ones |date=August 25, 2024 |url=https://www.businessinsider.com/see-cities-united-plans-to-fly-new-airbus-a321xlr-2024-8 |access-date=September 20, 2024}}

{{main|Middle of the market|Boeing New Midsize Airplane}}

In February 2015, Boeing marketing Vice President Randy Tinseth stated that re-engining the 757 had been studied but there was no business case to support it.{{Citation |last=Stephen Trimble |title=Boeing rejects business case for 757 re-engining |date=February 11, 2015 |work=Flight Global |url=http://www.flightglobal.com/news/articles/boeing-rejects-business-case-for-757-re-engining-408959/ |access-date=March 10, 2015 |archive-url=https://web.archive.org/web/20150212134234/http://www.flightglobal.com/news/articles/boeing-rejects-business-case-for-757-re-engining-408959/ |archive-date=February 12, 2015 |url-status=live}} At the March 2015 ISTAT conference, Air Lease Corporation's Steven Udvar-Hazy predicted the 757 replacement would be a more capable, clean-sheet 767-like twin-aisle airplane capable of taking off from {{convert|7000|ft|sigfig=3|adj=on}} runways like New York LaGuardia, and Tinseth was focused on 20% more range and more capacity than the 757-200.{{Cite news |last=Stephen Trimble |date=March 11, 2015 |title=Udvar-Hazy reveals preferences for Boeing's next project |url=http://www.flightglobal.com/news/articles/udvar-hazy-reveals-preferences-for-boeing39s-next-409999/ |url-status=live |archive-url=https://web.archive.org/web/20150312010037/http://www.flightglobal.com/news/articles/udvar-hazy-reveals-preferences-for-boeing39s-next-409999/ |archive-date=March 12, 2015 |access-date=March 12, 2015 |work=Flight Global}}

File:Ethiopian Airlines Boeing 757-28A ET-AMK.jpg 757-200 at London Heathrow Airport in 2012|alt=Overhead view of twin-jet aircraft taxiing on airport tarmac.]]

The 757 is a low-wing cantilever monoplane with a conventional tail unit featuring a single fin and rudder. Each wing features a supercritical cross-section and is equipped with five-panel leading edge slats, single- and double-slotted flaps, an outboard aileron, and six spoilers.{{harvnb|Velupillai|1982|pp=15–18.}} The wings are largely identical across all 757 variants, swept at 25 degrees, and optimized for a cruising speed of Mach 0.8 ({{convert|533|mph|km/h|sigfig=3|abbr=on|disp=or}}). The reduced wing sweep eliminates the need for inboard ailerons, yet incurs little drag penalty on short and medium length routes, during which most of the flight is spent climbing or descending.{{harvnb|Birtles|2001|pp=18–19.}} 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 {{convert|2100|lb}}.{{harvnb|Norris|Wagner|1998|p=153.}}

To distribute the aircraft's weight on the ground, the 757 has a retractable tricycle landing gear with four wheels on each main gear and two for the nose gear. The landing gear was purposely designed to be taller than the company's previous narrow-body aircraft to provide ground clearance for stretched models.{{harvnb|Norris|Wagner|1998|p=150.}} In 1982, the {{nowrap|757-200}} became the first subsonic jetliner to offer longer lasting carbon brakes as a factory option, supplied by Dunlop.{{Cite web |date=July 17, 1982 |title=Carbon brakes for 757 |url=http://www.flightglobal.com/pdfarchive/view/1982/1982%20-%201872.html |url-status=live |archive-url=https://web.archive.org/web/20120724042027/http://www.flightglobal.com/pdfarchive/view/1982/1982%20-%201872.html |archive-date=July 24, 2012 |access-date=February 2, 2011 |website=Flight International}} The stretched {{nowrap|757-300}} features a retractable tailskid on its aft fuselage to prevent damage if the tail section contacts the runway surface during takeoff.{{harvnb|Norris|Wagner|1999|p=99.}}

Besides common avionics and computer systems, the 757 shares its auxiliary power unit, electric power systems, flight deck, and hydraulic parts with the 767.{{harvnb|Velupillai|1982|pp=14–15.}} 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.{{harvnb|Wells|Clarence|2004|p=252.}} This reduces costs for airlines that operate both twinjets.

File:Boeing 757-300 Cockpit.JPG 757-300 with CRT displays|alt=View of a 757 cockpit with six paired color displays.]]

The 757's flight deck uses six Rockwell Collins CRT screens to display flight instrumentation, as well as an electronic flight instrument system (EFIS) and an engine indication and crew alerting system (EICAS). These systems allow the pilots to handle monitoring tasks previously performed by the flight engineer. An enhanced flight management system, improved over versions used on early 747s, automates navigation and other functions, while an automatic landing system facilitates CAT IIIb instrument landings in {{convert|490|ft|m|sp=us}} low visibility conditions.{{harvnb|Birtles|2001|pp=44, 50.}} The inertial reference system (IRS) which debuted with the {{nowrap|757-200}} was the first to feature laser-light gyros. On the {{nowrap|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.{{harvnb|Birtles|2001|pp=43–44.}} The resulting space has unobstructed panel visibility and room for an observer seat.{{harvnb|Norris|Wagner|1998|p=161.}} Similar pilot viewing angles as the 767 result from a downward sloped cockpit floor and the same forward cockpit windows.{{Cite web |last=Rinearson |first=Peter |date=June 19–26, 1983 |title=Making It Fly |url=http://seattletimes.com/news/business/757/ |archive-url=https://web.archive.org/web/20121011162236/http://seattletimes.com/news/business/757/ |archive-date=October 11, 2012 |access-date=October 26, 2014 |website=Seattle Times}}

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.{{harvnb|Birtles|2001|p=47.}} A basic form of fly-by-wire facilitates spoiler operation, utilizing electric signaling instead of traditional control cables. The fly-by-wire system, shared with the 767, reduces weight and provides for the independent operation of individual spoilers.{{Cite web |last=Velupillai |first=David |date=August 8, 1981 |title=Boeing 767: The new fuel saver |url=http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202612.html |url-status=live |archive-url=https://web.archive.org/web/20181105131906/https://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202612.html |archive-date=November 5, 2018 |access-date=July 30, 2011 |website=Flight International |page=440}} 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.

File:Hekla Aurora cabin 757.jpg 757-200 with original cabin design, updated lighting, and six-abreast seating]]

The 757 interior allows seat arrangements of up to six per row with a single center aisle. Originally optimized for flights averaging two hours, the 757 features interior lighting and cabin architecture designs aimed at a more spacious impression. As on the 767, garment-bag-length overhead bins and a rear economy-class galley are standard equipment.{{Cite web |last=Pace |first=Eric |date=May 24, 1981 |title=How Airline Cabins are being Reshaped |url=https://www.nytimes.com/1981/05/24/travel/how-airline-cabins-are-being-reshaped.html?sec=travel&pagewanted=all |url-status=live |archive-url=https://web.archive.org/web/20180524014017/https://www.nytimes.com/1981/05/24/travel/how-airline-cabins-are-being-reshaped.html?sec=travel&pagewanted=all |archive-date=May 24, 2018 |access-date=February 1, 2011 |website=The New York Times}} The bins have twice the capacity as those on the preceding 727. To save weight, honeycomb sandwich is used for interior paneling and bins. Unlike previous evacuation slide designs which are not equipped for water landings, the 757's main exits feature combination slide rafts similar to those found on the 747. In the 1980s, Boeing altered the interior designs of its other narrow-body aircraft to be similar to that of the 757.{{Cite web |date=February 12, 1982 |title=Boeing's Big, Quiet 737-300 |url=http://www.flightglobal.com/pdfarchive/view/1982/1982%20-%200369.html |url-status=live |archive-url=https://web.archive.org/web/20120724142437/http://www.flightglobal.com/pdfarchive/view/1982/1982%20-%200369.html |archive-date=July 24, 2012 |access-date=July 27, 2011 |website=Flight International}}

In 1998, the 757-300 debuted a redesigned interior derived from the Next Generation 737 and 777, including sculptured ceiling panels, indirect lighting, and larger overhead bins with an optional continuous handrail built into their base for the entire cabin length. Centerline storage containers mounted in the aisle ceiling for additional escape rafts and other emergency equipment were also added.{{harvnb|Norris|Wagner|1999|p=112.}} The 757-300's interior later became an option on all new {{nowrap|757-200s}}.{{Cite web |date=April 25, 2000 |title=Icelandair Takes First Boeing 757-200 with New Interior |url=http://www.boeing.com/news/releases/2000/news_release_000425b.html |url-status=dead |archive-url=https://web.archive.org/web/20000619094748/http://www.boeing.com/news/releases/2000/news_release_000425b.html |archive-date=June 19, 2000 |access-date=July 3, 2015 |publisher=Boeing}} In 2000, with wheeled carry-on baggage becoming more popular, Delta Air Lines began installing overhead bin extensions on their {{nowrap|757-200s}} to provide additional storage space,{{Cite web |date=May 15, 2000 |title=Delta Air Lines Announces Installation Of Overhead Bin Extensions. |url=http://www.odysseymediagroup.com/apn/Editorial-Airlines-And-Airports.asp?ReportID=11981 |url-status=dead |archive-url=https://web.archive.org/web/20171201033326/http://www.odysseymediagroup.com/apn/Editorial-Airlines-And-Airports.asp?ReportID=11981 |archive-date=December 1, 2017 |access-date=June 7, 2012 |publisher=Delta Air Lines}} and American Airlines did the same in 2001.{{Cite web |date=January 17, 2001 |title=American's First Aircraft Featuring Bigger Overhead Bins Takes to the Skies. |url=http://www.thefreelibrary.com/American%27s+First+Aircraft+Featuring+Bigger+Overhead+Bins+and+More...-a069256637 |url-status=dead |archive-url=https://web.archive.org/web/20171201081916/https://www.thefreelibrary.com/American%27s+First+Aircraft+Featuring+Bigger+Overhead+Bins+and+More...-a069256637 |archive-date=December 1, 2017 |access-date=August 18, 2011 |publisher=American Airlines}} The larger bins are part of aftermarket interior upgrades which include updated ceiling panels and lighting.{{Cite web |year=2011 |title=Heath Tecna to unveil Project Amber for B737s and B757s |url=http://www.nwbmonline.com/content/newsm/news.asp?show=VIEW&a=1335 |url-status=usurped |archive-url=https://web.archive.org/web/20120320163845/http://www.nwbmonline.com/content/newsm/news.asp?show=VIEW&a=1335 |archive-date=March 20, 2012 |access-date=July 3, 2015 |website=Northwest Business Monthly}}{{Cite news |title=Heath Tecna unveils Project Amber interior |url=http://www.aircraftinteriorsinternational.com/news.php?NewsID=28864 |url-status=live |archive-url=https://web.archive.org/web/20150704172801/http://www.aircraftinteriorsinternational.com/news.php?NewsID=28864 |archive-date=July 4, 2015 |access-date=July 3, 2015 |work=Aircraft Interiors International}}

The 757 was produced in standard and stretched lengths. The original 757-200 debuted as a passenger model, and was subsequently developed into the 757-200PF and 757-200SF cargo models, as well as the convertible 757-200M variant. The stretched 757-300 was only available as a passenger model.{{Cite web |title=Boeing 757-300 Background |url=http://www.boeing.com/commercial/757family/pf/pf_300back.html |url-status=dead |archive-url=https://web.archive.org/web/20131104032851/http://www.boeing.com/boeing/commercial/757family/pf/pf_300back.page |archive-date=November 4, 2013 |access-date=July 3, 2015 |publisher=Boeing}} When referring to different versions, Boeing, and airlines are known to collapse the model number (757) and the variant designator (e.g. {{nowrap|-200}} or {{nowrap|-300}}) into a truncated form (e.g. "752" or "753"{{Cite web |title=Airplane Types and seating maps |url=http://www.delta.com/planning_reservations/plan_flight/aircraft_types_layout/index.jsp |url-status=live |archive-url=https://web.archive.org/web/20060720080109/http://www.delta.com/planning_reservations/plan_flight/aircraft_types_layout/index.jsp |archive-date=July 20, 2006 |access-date=April 3, 2012 |publisher=Delta Air Lines}}). The International Civil Aviation Organization (ICAO) classifies all variants based on the {{nowrap|757-200}} under the code "B752", and the {{nowrap|757-300}} is referred to as "B753" for air traffic control purposes.{{Cite web |title=ICAO Document 8643 |url=http://www.icao.int/publications/DOC8643/ |url-status=live |archive-url=https://web.archive.org/web/20170607233652/https://www.icao.int/publications/DOC8643/ |archive-date=June 7, 2017 |access-date=April 1, 2012 |publisher=International Civil Aviation Organization}}

File:Icelandair 757-200 TF-LLX on final approach to Boston Aug 2020.jpg 757-200 in 2020 with Scimitar Blended Winglets]]

The 757-200, the original version of the aircraft, entered service with Eastern Air Lines in 1983. The type was produced with two different exit configurations, both with three standard cabin doors per side: the baseline version has a fourth, smaller cabin door on each side aft of the wings, and is certified for a maximum capacity of 239, while the alternate version has a pair of over-the-wing emergency exits on each side, and can seat a maximum of 224.{{Cite web |date=March 8, 2002 |title=FAA Type Certificate Sheet A2NM |url=http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/affd601642695cc486256b8f006e599a/$FILE/A2nm.pdf |url-status=dead |archive-url=https://web.archive.org/web/20160103013517/http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/affd601642695cc486256b8f006e599a/$FILE/A2nm.pdf |archive-date=January 3, 2016 |access-date=July 21, 2011 |publisher=Federal Aviation Administration |page=5}} The 757-200 was offered with a MTOW of up to {{convert|255000|lb|kg|abbr=on}}; some airlines and publications have referred to higher gross weight versions with ETOPS certification as "757-200ERs",{{harvnb|Birtles|2001|p=38.}}{{Cite web |title=757-200ER (with BusinessElite version 2) – 75E |url=http://www.delta.com/planning_reservations/plan_flight/aircraft_types_layout/757200er/index.jsp |url-status=live |archive-url=https://web.archive.org/web/20120413143834/http://www.delta.com/planning_reservations/plan_flight/aircraft_types_layout/757200er/index.jsp |archive-date=April 13, 2012 |access-date=April 8, 2012 |publisher=Delta Air Lines}}{{harvnb|Veronico|Dunn|2004|p=97.}} but this designation is not used by the manufacturer. Similarly, versions with winglets are sometimes called "757-200W" or "757-200WL".{{Cite web |last=Flottau |first=Jens |last2=Norris, Guy |date=January 15, 2015 |title=Airbus Sees 1,000-Aircraft Market For A321LR |url=http://aviationweek.com/commercial-aviation/airbus-sees-1000-aircraft-market-a321lr |url-status=live |archive-url=https://web.archive.org/web/20150414031236/http://aviationweek.com/commercial-aviation/airbus-sees-1000-aircraft-market-a321lr |archive-date=April 14, 2015 |access-date=May 9, 2015 |website=Aviation Week & Space Technology}} The first engine to power the 757-200, the Rolls-Royce RB211-535C, was succeeded by the upgraded RB211-535E4 in October 1984.{{harvnb|Birtles|2001|p=41.}} 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 {{convert|3850|nmi|sigfig=3}}.Flottau, Jens, and Guy Norris, "Filling the gaps", Aviation Week & Space Technology, January 15 – February 1, 2015, p. 24. [http://aviationweek.com/commercial-aviation/airbus-sees-1000-aircraft-market-a321lr online version] {{Webarchive|url=https://web.archive.org/web/20150414031236/http://aviationweek.com/commercial-aviation/airbus-sees-1000-aircraft-market-a321lr |date=April 14, 2015}}

Although designed for short and medium length routes, the 757-200 has since been used in a variety of roles ranging from high-frequency shuttle services to transatlantic routes. In 1992, after gaining ETOPS approval, American Trans Air launched 757-200 transpacific services between Tucson and Honolulu. Since the turn of the century, mainline U.S. carriers have increasingly deployed the type on transatlantic routes to Europe, and particularly to smaller cities where passenger volumes are insufficient for wide-body aircraft.{{Cite news |last=Higgins |first=Michelle |date=July 29, 2007 |title=The Flights Are Long. The Planes Are Cramped. |url=https://www.nytimes.com/2007/07/29/travel/29pracsqueeze.html |url-status=live |archive-url=https://web.archive.org/web/20120516035611/http://www.nytimes.com/2007/07/29/travel/29pracsqueeze.html? |archive-date=May 16, 2012 |access-date=April 4, 2012 |work=The New York Times}} Production for the 757-200 totaled 913 aircraft, making the type by far the most popular 757 model. At over {{convert|4000|nmi}}, {{As of|2015|02|lc=y}}, the longest commercial route served by a 757 is United Airlines' Newark to Berlin flight; the aircraft assigned to this route cannot fly with full payload. United's 757s assigned to transatlantic routes are fitted with 169 seats. In July 2018, 611 of the 757-200 versions were in service.

File:United Parcel Service 757-200PF.jpg 757-200PF in August 2007|alt=Side quarter view of UPS twin-engine jet in flight, with gear extended]]

The 757-200PF, the production cargo version of the 757-200, entered service with UPS Airlines in 1987.{{harvnb|Birtles|2001|p=26.}} 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 {{convert|6600|cuft|m3|abbr=on}}, while its two lower holds can carry up to {{convert|1830|cuft|m3|abbr=on}} of bulk cargo. The maximum revenue payload capability is {{convert|87700|lb|kg|abbr=on}} including container weight. The 757-200PF is specified with a MTOW of {{convert|255000|lb|kg|abbr=on}} for maximal range performance; when fully loaded, the aircraft can fly up to {{convert|3150|nmi}}. Because the freighter does not carry any passengers, it can operate transatlantic flights free of ETOPS restrictions.{{Better source needed|date=March 2024}} Power is provided by RB211-535E4B engines from Rolls-Royce, or PW2037 and PW2040 engines from Pratt & Whitney.

The freighter features a large, upward-opening main deck cargo door on its forward port-side fuselage.{{harvnb|Norris|Wagner|1998|p=162.}} 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.{{harvnb|Bowers|1989|p=540.}} The main-deck cargo hold has a smooth fiberglass lining,{{harvnb|Kane|2003|pp=551–52.}} and a fixed rigid barrier with a sliding access door serves as a restraint wall next to the flight deck. Both lower holds can be equipped with a telescoping baggage system to load custom-fitted cargo modules. When equipped for extended-range operations, UPS's 757-200PFs feature an upgraded auxiliary power unit, additional cargo bay fire suppression equipment, enhanced avionics, and an optional supplemental fuel tank in the aft lower hold. Production for the 757-200PF totaled 80 aircraft.

File:Boeing 757 - RIAT 2005 (3045952768).jpg 757-200SF in flight in 2008|alt=Side view of yellow twin-engine jet in flight]]

The 757-200SF is a passenger to freighter conversion developed by Boeing following an order for 34 aircraft plus 10 options by DHL.{{Cite web |date=November 19, 2001 |title=Boeing, ST Aero deliver 757 special freighter |url=http://www.defense-aerospace.com/article-view/release/7458/boeing,-st-aero-deliver-757-special-freighter-(nov.-19).html |url-status=dead |archive-url=https://web.archive.org/web/20211203155858/http://www.defense-aerospace.com/article-view/release/7458/boeing,-st-aero-deliver-757-special-freighter-(nov.-19).html |archive-date=December 3, 2021 |access-date=February 18, 2021}} It entered service in 2001 with the initial ex-British Airways aircraft converted at Boeing's Wichita site{{Cite web |date=January 15, 2001 |title=757 SF makes first flight |url=https://boeing.mediaroom.com/2001-02-15-First-Boeing-757-Special-Freighter-Makes-First-Flight |url-status=live |archive-url=https://web.archive.org/web/20210724132042/https://boeing.mediaroom.com/2001-02-15-First-Boeing-757-Special-Freighter-Makes-First-Flight |archive-date=July 24, 2021 |access-date=February 18, 2021 |website=Boeing}} and subsequent blocks of aircraft converted by Israel Aerospace Industries and ST Aerospace Services.{{Cite web |date=March 20, 2001 |title=Converted Boeing 757-200 freighter enters service with DHL |url=http://www.flightglobal.com/news/articles/converted-boeing-757-200-freighter-enters-service-with-dhl-127574/ |archive-url=https://web.archive.org/web/20130522134830/http://www.flightglobal.com/news/articles/converted-boeing-757-200-freighter-enters-service-with-dhl-127574/ |archive-date=May 22, 2013 |access-date=July 27, 2011 |website=Flight International}}{{Cite web |last=Kingsley-Jones |first=Max |date=October 13, 1999 |title=Boeing launches turnkey initiative with DHL freighter conversion contract |url=http://www.flightglobal.com/pdfarchive/view/1999/1999%20-%203015.html |url-status=live |archive-url=https://web.archive.org/web/20120723102020/http://www.flightglobal.com/pdfarchive/view/1999/1999%20-%203015.html |archive-date=July 23, 2012 |access-date=April 3, 2012 |website=Flight International}} 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.{{Cite web |date=September 19, 2000 |title=Very special freighters |url=http://www.flightglobal.com/news/articles/very-special-freighters-120359/ |archive-url=https://web.archive.org/web/20121105125732/http://www.flightglobal.com/news/articles/very-special-freighters-120359/ |archive-date=November 5, 2012 |access-date=July 27, 2011 |website=Flight International}} The forward two entry doors and lobby area of the passenger aircraft are retained resulting in a main deck cargo capacity of 14 full sized pallets and one smaller LD3. Environmental controls can be fitted for animal cargo such as racehorses,{{Cite news |date=May 31, 2006 |title=Blue Dart inducts two Boeing 757-200 freighters |url=http://www.business-standard.com/india/news/blue-dart-inducts-two-boeing-757-200-freighters/248613/ |access-date=June 2, 2012 |work=Business Standard}} and rear exits and window pairs are retained on some aircraft to facilitate animal handlers.{{Cite web |title=Tasman Cargo Airlines 757-200F |url=http://www.tasmancargo.com/default.asp?sid=84&cid=&aid= |url-status=dead |archive-url=https://web.archive.org/web/20160103013517/http://www.tasmancargo.com/default.asp?sid=84&cid=&aid= |archive-date=January 3, 2016 |access-date=June 2, 2012 |publisher=Tasman Cargo Airlines}} ST Aerospace continue to offer 14, 14.5 and 15 Unit load device variants of the SF in 2020.{{Cite web |title=ST Aerospace Brochure |url=https://www.stengg.com/media/30983/st-aerospace-tier-3-757-200-conversions-brochure.pdf |access-date=February 16, 2021 |website=ST Engineering}}{{Dead link|date=March 2024 |bot=InternetArchiveBot |fix-attempted=yes}}

In September 2006, FedEx Express announced a US$2.6 billion (~${{Format price|{{Inflation|index=US-GDP|value=2600000000|start_year=2006}}}} in {{Inflation/year|US-GDP}}) plan to acquire over 80 converted 757 freighters to replace its 727 fleet citing a 25% reduction in operating cost along with noise benefits.{{Cite web |last=Torbenson |first=Eric |last2=Gunsalus, James |date=September 26, 2006 |title=FedEx to spend $2.6 billion to replace its fleet of 727s |url=https://www.orlandosentinel.com/2006/09/26/fedex-to-spend-26-billion-to-replace-its-fleet-of-727s/ |url-status=live |archive-url=https://web.archive.org/web/20120415095935/http://articles.orlandosentinel.com/2006-09-26/business/FEDEX26_1_fedex-boeing-overnight-shipping |archive-date=April 15, 2012 |access-date=April 1, 2012 |publisher=Bloomberg}}

The 757-200PCF is a passenger to freighter conversion, developed by Precision Conversions and certificated in 2005.{{Cite web |title=Passenger to Freighter Aircraft Conversions |url=http://www.precisionconversions.com/products.html |url-status=live |archive-url=https://web.archive.org/web/20140118105613/http://www.precisionconversions.com/products.html |archive-date=January 18, 2014 |access-date=April 1, 2015 |website=precisionconversions.com}} Reported in 2019 to cost $5 million (~${{Format price|{{Inflation|index=US-GDP|value=5000000|start_year=2019}}}} in {{Inflation/year|US-GDP}}) per aircraft{{Cite web |last=Engel |first=Samuel |date=April 2, 2019 |title=amazon-and-alibaba-have-saved-a-legacy-boeing-aircraft-before-will-it-happen-again |url=https://www.forbes.com/sites/samuelengel1/2019/04/02/amazon-and-alibaba-have-saved-a-legacy-boeing-aircraft-before-will-it-happen-again/?sh=6feafcc75f37 |url-status=live |archive-url=https://web.archive.org/web/20230412123004/https://www.forbes.com/sites/samuelengel1/2019/04/02/amazon-and-alibaba-have-saved-a-legacy-boeing-aircraft-before-will-it-happen-again/?sh=6feafcc75f37 |archive-date=April 12, 2023 |access-date=February 16, 2021 |website=Forbes}} and similar to the SF it has 15 pallet positions. External differences include the removal of the forward passenger style doors and their replacement with a -200PF style small crew door. Internally the main cargo door is not integrated with the base aircraft hydraulic and warning systems and instead operates from a self-contained hydraulic system though powered by the aircraft electrics. By early 2020 a total of 120 757-200PCFs had been delivered.{{Cite web |last=Lee |first=Jeff |date=April 17, 2020 |title=Precision conversion now total 120 |url=https://cargofacts.com/allposts/business/strategy/precision-757-conversions-now-total-120/ |url-status=live |archive-url=https://web.archive.org/web/20210119123205/https://cargofacts.com/allposts/business/strategy/precision-757-conversions-now-total-120/ |archive-date=January 19, 2021 |access-date=February 16, 2021 |website=Cargo Facts}}

File:Nepal Airlines Boeing 757-2F8M Wedelstaedt.jpg' sole 757-200M in 2012|alt=Side view of airliner in flight, with extended landing gear]]

The 757-200M, a convertible version capable of carrying cargo and passengers on its main deck, entered service with Royal Nepal Airlines in 1988.{{Cite web |date=December 17, 1988 |title=World Airliner Census |url=http://www.flightglobal.com/pdfarchive/view/1988/1988%20-%203644.html |url-status=live |archive-url=https://web.archive.org/web/20120724000655/http://www.flightglobal.com/pdfarchive/view/1988/1988%20-%203644.html |archive-date=July 24, 2012 |access-date=April 8, 2012 |website=Flight International |page=58}} Also known as the 757-200CB (Combi), the type retains the passenger windows and cabin doors of the 757-200, while adding a forward port-side cargo door in the manner of the 757-200PF. Kathmandu-based Royal Nepal Airlines, later renamed Nepal Airlines, included the convertible model as part of an order for two 757s in 1986.

Nepal Airlines ordered the 757-200M to fulfill a requirement for an aircraft that could carry mixed passenger and freight loads, and operate out of Tribhuvan International Airport, with its {{convert|4400|ft|m|abbr=on}} elevation, in the foothills of the Himalayas.{{harvnb|Norris|Wagner|1998|p=146}} Patterned after convertible variants of the 737 and 747, the 757-200M can carry two to four cargo pallets on its main deck, along with 123 to 148 passengers in the remaining cabin space. Nepal Airlines' 757-200M, which features Rolls-Royce RB211-535E4 engines and an increased MTOW of {{convert|240000|lb|kg|abbr=on}}, 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.{{Cite web |date=October 30, 2010 |title=Pemco launches 757-200 Combi conversation program |url=http://atwonline.com/aircraft-engines-components/news/pemco-launches-757-200-combi-conversation-program-1026 |url-status=live |archive-url=https://web.archive.org/web/20101120210406/http://atwonline.com/aircraft-engines-components/news/pemco-launches-757-200-combi-conversation-program-1026 |archive-date=November 20, 2010 |access-date=October 30, 2010 |website=Aviation Week & Space Technology}}{{Cite web |last=Sobie |first=Brendan |date=October 21, 2010 |title=Precision follows Pemco in launching 757 combi conversion |url=http://www.flightglobal.com/news/articles/precision-follows-pemco-in-launching-757-combi-conversion-348774/ |url-status=live |archive-url=https://web.archive.org/web/20111229172641/http://www.flightglobal.com/news/articles/precision-follows-pemco-in-launching-757-combi-conversion-348774/ |archive-date=December 29, 2011 |access-date=April 3, 2012 |website=Flight International}} Vision Technologies Systems launched a similar program in December 2011.{{Cite web |date=December 17, 2010 |title=North American Airlines and VT Systems plan conversion of Boeing 757-200 to Combi configuration |url=http://www.prnewswire.com/news-releases/north-american-airlines-and-vt-systems-plan-conversion-of-boeing-757-200-to-combi-configuration-112054419.html |url-status=live |archive-url=https://web.archive.org/web/20150704225747/http://www.prnewswire.com/news-releases/north-american-airlines-and-vt-systems-plan-conversion-of-boeing-757-200-to-combi-configuration-112054419.html |archive-date=July 4, 2015 |access-date=July 3, 2015 |publisher=Global Aviation Holdings Inc.}} All three aftermarket conversions modify the forward portion of the aircraft to provide room for up to ten cargo pallets, while leaving the remaining space to fit around 45 to 58 passenger seats. This configuration is targeted at commercial charter flights which transport heavy equipment and personnel simultaneously. Customers for converted 757 Combi aircraft include the Air Transport Services Group, National Airlines, and North American Airlines.

File:United Boeing 757-300 N78866 take off from Runway 27 Boston Feb 2025.jpg 757-300 in 2025]]

The 757-300, the stretched and longest version of the Boeing 757 variants, entered service with Condor in 1999. With a length of {{convert|178.7|ft|m|abbr=on}}, the type is the longest single-aisle twinjet ever built, coming in just shorter than the {{convert|187.4|ft|m|abbr=on}} quad-jet DC-8-61/63. Designed to serve the charter airline market and provide a low-cost replacement for the 767-200, the 757-300 shares the basic design of the original 757, while extending the fuselage forward and aft of the wings. Six standard cabin doors, two smaller cabin doors behind the wings, plus a pair of over-the-wing emergency exits on each side, enable the 757-300 to have a maximum certified capacity of 295 passengers. A higher MTOW of {{convert|272500|lb|kg|abbr=on}} is specified, while fuel capacity remains unchanged; as a result, the stretched variant offers a maximum range of {{convert|3395|nmi}}.{{Cite web |title=757-300 Technical Characteristics |url=http://www.boeing.com/commercial/757family/pf/pf_300tech.html |url-status=dead |archive-url=https://web.archive.org/web/20131102052041/http://www.boeing.com/boeing/commercial/757family/pf/pf_300tech.page |archive-date=November 2, 2013 |access-date=July 3, 2015 |publisher=Boeing}} Engines used on the type include the RB211-535E4B from Rolls-Royce and the PW2043 from Pratt & Whitney.{{Cite web |date=February 19, 2002 |title=P&W-powered 757-300 tests begin |url=http://www.flightglobal.com/news/articles/pw-powered-757-300-tests-begin-143265/ |url-status=live |archive-url=https://web.archive.org/web/20130506073940/http://www.flightglobal.com/news/articles/pw-powered-757-300-tests-begin-143265/ |archive-date=May 6, 2013 |access-date=June 17, 2012 |website=Flight International}} Due to its greater length, the 757-300 features a retractable tailskid on its aft fuselage to avoid tailstrikes.{{Cite web |last=Norris |first=Guy |date=December 2, 1998 |title=Testing a stretch |url=http://www.flightglobal.com/news/articles/testing-a-stretch-45724/ |url-status=live |archive-url=https://web.archive.org/web/20130507104800/http://www.flightglobal.com/news/articles/testing-a-stretch-45724/ |archive-date=May 7, 2013 |access-date=June 8, 2012 |website=Flight International}}

Condor ordered the stretched 757 to replace its McDonnell Douglas DC-10s and serve as low-cost, high-density transportation to holiday destinations such as the Canary Islands.{{harvnb|Norris|Wagner|1999|p=96.}} Because tests showed that boarding the 757-300 could take up to eight minutes longer than the 757-200, Boeing and Condor developed zone-based boarding procedures to expedite loading and unloading times for the lengthened aircraft.{{harvnb|Norris|Wagner|1999|p=101.}} The 757-300 has been operated by mainline carriers Continental Airlines (now part of United Airlines as of 2010), Northwest Airlines (now part of Delta Air Lines as of 2008), and Icelandair; other operators have included American Trans Air (the first North American operator),{{Cite web |date=August 8, 2001 |title=American Trans Air Receives First and Second Boeing 757-300s |url=http://www.prnewswire.com/news-releases/american-trans-air-receives-first-and-second-boeing-757-300s-71635252.html |url-status=live |archive-url=https://web.archive.org/web/20130928212638/http://www.prnewswire.com/news-releases/american-trans-air-receives-first-and-second-boeing-757-300s-71635252.html |archive-date=September 28, 2013 |access-date=August 31, 2012 |publisher=Boeing}} Arkia Israel Airlines, along with charter carriers Condor and Thomas Cook Airlines as of 2014.{{Cite web |date=2014 |title=World Airliner Census |url=https://d1fmezig7cekam.cloudfront.net/VPP/Global/WorldAirlinerCensus2014.pdf |url-status=live |archive-url=https://web.archive.org/web/20150322090522/https://d1fmezig7cekam.cloudfront.net/VPP/Global/WorldAirlinerCensus2014.pdf |archive-date=March 22, 2015 |access-date=January 13, 2015 |website=Flight International}} Production for the 757-300 totaled 55 aircraft. All 55 were in service in July 2018.

Government, military, and private customers have acquired the 757 for uses ranging from aeronautical testing and research to cargo and VIP transport. The 757-200, the most widely ordered version of the aircraft, has formed the basis for these applications. The first government operator of the 757 was the Mexican Air Force, which took delivery of a VIP-configured 757-200 in November 1987.{{harvnb|Birtles|2001|p=126.}}

• Airborne Research Integrated Experiments System (ARIES) – A NASA platform for air safety and operational research, was created in 1999 using the second production 757.{{Cite web |date=December 1999 |title=ARIES: NASA's Flying Lab Takes Wing |url=http://www.nasa.gov/centers/langley/news/factsheets/757.html |url-status=dead |archive-url=https://web.archive.org/web/20130506122453/http://www.nasa.gov/centers/langley/news/factsheets/757.html |archive-date=May 6, 2013 |access-date=March 25, 2012 |publisher=National Aeronautics and Space Administration}} The aircraft originally flew in the 757 flight test program before entering service with Eastern Air Lines. After NASA purchased the aircraft in 1994 to replace its 737-100 testbed, it was initially used to evaluate a hybrid laminar flow control system, avionics systems for the proposed Northrop YF-23 jet fighter, and the 777's fly-by-wire control system. Equipped with a flight deck research station, on-board laboratories, and two experimental flight decks, ARIES was used for evaluating weather information and landing approach systems, as well as runway friction tests. ARIES went into storage in 2006.{{Cite web |last=Adams |first=Denise |date=August 11, 2006 |title=State of the Center Updated at Town Meeting |url=http://www.nasa.gov/centers/langley/news/researchernews/rn_townhallmeeting_081106.html |url-status=dead |archive-url=https://web.archive.org/web/20131124024122/http://www.nasa.gov/centers/langley/news/researchernews/rn_townhallmeeting_081106.html |archive-date=November 24, 2013 |access-date=April 6, 2012 |publisher=National Aeronautics and Space Administration}}

File:Boeing C-32A, United States - US Air Force (USAF) JP7581351.jpg, a variant of the 757, is the usual air transportation for the Vice President of the United States.]]

File:C32-B air to air UARRSI.jpg is the only 757 known to be able to conduct aerial refueling.]]

• C-32 – The United States Air Force operates six 757-200s under the designation C-32. Four are VIP-configured C-32A variants, whose mission is primarily transport of the Vice President of the United States, First Lady, and Secretary of State.{{Cite web |title=Factsheets: C-32 |url=http://www.af.mil/information/factsheets/factsheet.asp?fsID=90 |url-status=dead |archive-url=https://web.archive.org/web/20090613094605/http://www.af.mil/information/factsheets/factsheet.asp?fsID=90 |archive-date=June 13, 2009 |access-date=July 3, 2015 |publisher=United States Air Force}} The C-32As are powered by the Pratt & Whitney PW2000, and outfitted with a communication center, conference room, seating area, and private living quarters. The USAF also operates two 45-seat Rolls-Royce powered 757-200 aircraft, designated C-32B Gatekeeper, which provides airlift to special operations units and global emergency response teams.[https://www.nationalguard.mil/Leadership/Joint-Staff/Personal-Staff/Legislative-Liaison/Important-Documents/FileId/60892/ "Air National Guard 2014 Weapons System Modernization Priorities"] {{Webarchive|url=https://web.archive.org/web/20211130115013/https://www.nationalguard.mil/Leadership/Joint-Staff/Personal-Staff/Legislative-Liaison/Important-Documents/FileId/60892/ |date=November 30, 2021}}. United States Air National Guard. 2014.{{harvnb|United States General Accounting Office|2003|p=[https://books.google.com/books?id=fxK_V93uXakC&pg=PA197 197].}} The C-32Bs are outfitted for any contingency, with an advanced communications suite, aerial refueling capabilities, extended fuel tanks, and an internal airstair. The C-32As are painted in the Raymond Loewy-designed blue and white livery used on most Special Air Mission aircraft, while the C-32Bs are painted gloss white with minimal identification markings.{{Cite web |date=September 2007 |title=Midair Collision Avoidance Guide |url=https://www.jbmdl.jb.mil/ |url-status=live |archive-url=https://web.archive.org/web/20130313082701/http://www.jointbasemdl.af.mil/shared/media/document/AFD-071004-083.pdf |archive-date=March 13, 2013 |access-date=June 2, 2012 |publisher=305th and 514th Air Mobility Wings, McGuire Air Force Base |pages=5, 8, 12}} The first C-32s were acquired in 1998 and replaced C-137 Stratoliner transports.

File:F-22 with 757 FTB near Edwards AFB.jpg

• F-22 Flying Testbed – The first 757 built was used in 1998 as a testbed for Lockheed Martin F-22 Raptor avionics and sensor integration.{{harvnb|Birtles|2001|pp=28, 56.}} The Boeing-owned aircraft was fitted with a canard above its cockpit to simulate the jet fighter's wing sensor layout, along with a forward F-22 fuselage section with radar and other systems, and a 30-seat laboratory with communication, electronic warfare, identification, and navigation sensors.{{harvnb|Pace|1999|pp=26–28.}}
• Krueger flap and Natural Laminar Flow Insect Mitigation Test Program – As part of their ecoDemonstrator program, Boeing commenced a series of test flights on March 17, 2015, with a modified Boeing 757, incorporating new wing-leading-edge sections and an actively blown vertical tail.{{Cite web |date=March 23, 2015 |title=757 EcoDemo Focuses On Laminar And Active Flow |url=http://aviationweek.com/technology/757-ecodemo-focuses-laminar-and-active-flow?NL=AW-19&Issue=AW-19_20150323_AW-19_254&sfvc4enews=42&cl=article_6 |url-status=live |archive-url=https://web.archive.org/web/20171002171348/http://aviationweek.com/technology/757-ecodemo-focuses-laminar-and-active-flow?NL=AW-19&Issue=AW-19_20150323_AW-19_254&sfvc4enews=42&cl=article_6 |archive-date=October 2, 2017 |access-date=March 23, 2015 |website=Aviation Week}} The left wing was modified to include a 6.7 m-span glove section supporting a variable-camber Krueger flap to be deployed during landing which protrudes just ahead of the leading edge. Although Krueger flaps have been tried before as insect-mitigation screens, previous designs caused additional drag; the newer design is variable-camber and designed to retract as seamlessly as possible into the lower wing surface. Increasing the use of natural laminar flow (NLF) on an aircraft wing has the potential to improve fuel burn by as much as 15%, but even small contaminants from insect remains will trip the flow from laminar to turbulent, destroying the performance benefit. The test flights have been supported by the European airline group TUI AG and conducted jointly with NASA as part of the agency's Environmentally Responsible Aviation (ERA) program. While the left wing tests the Krueger flaps, the right wing is being used to test coatings that prevent insects from adhering to the wing.Norris, Guy, Bug smasher, Aviation Week & Space Technology, March 30 – April 12, 2015, p.37
• Active Flow Control System – On one aircraft Boeing has mounted 31 active flow jets mounted ahead of the rudder's leading edge. They receive air from the Auxiliary Power Unit (APU). Their purpose is to recover air flow that has separated from the rudder and redirect it to the rudder so that the rudder regains effectiveness, even at high deflection angles. The air exiting the APU is very hot, at {{convert|380|F|C}}, and is cooled by a heat exchanger mounted under the aft fuselage, which is connected to the ducts running along the front and back of the stabilizer's spars. This ensures an even air supply at all times.Norris, Guy, Bug Smasher, Aviation Week & Space Technology, March 30 – April 12, 2015, p.37

File:Air Force Boeing 757 in Pegasus Field Antarctica.jpg flew one of its 757 Combis to Antarctica for the first time.|alt=Gray twinjet stationary on ice, with aft stairs and surrounding personnel.]]

• Royal New Zealand Air Force 757 Combi – The Royal New Zealand Air Force (RNZAF) operates two 757s converted to 757-200M standard by ST Aerospace Services for delivering equipment, medical evacuation, troop movements, and VIP transport.{{Cite web |title=RNZAF – Boeing 757 |url=http://www.airforce.mil.nz/projects/boeing757.htm |url-status=live |archive-url=https://web.archive.org/web/20110807033016/http://www.airforce.mil.nz/projects/boeing757.htm |archive-date=August 7, 2011 |access-date=July 21, 2011 |publisher=Royal New Zealand Air Force}}{{Cite news |last=Smith |first=Anneke |date=June 21, 2024 |title=Inside the Defence Force's 757 planes: Breaking down the details |url=https://www.rnz.co.nz/news/political/520146/inside-the-defence-force-s-757-planes-breaking-down-the-details |access-date=June 21, 2024 |publisher=RNZ }} A cargo door, upgraded auxiliary power unit, enhanced communications systems, and retractable airstairs are fitted. The two aircraft, which replaced two 727-100QCs, have carried the Prime Minister of New Zealand,{{Cite web |last=Field |first=Michael |date=July 8, 2011 |title=Air force plane struck by lightning |url=http://www.stuff.co.nz/auckland/local-news/5254580/Air-force-plane-struck-by-lightning |url-status=live |archive-url=https://web.archive.org/web/20110907195958/http://www.stuff.co.nz/auckland/local-news/5254580/Air-force-plane-struck-by-lightning |archive-date=September 7, 2011 |access-date=April 6, 2012 |website=Fairfax News}} and flown to the ice-covered Pegasus Field near New Zealand's Scott Base in McMurdo Sound, Antarctica.{{Cite web |last=Field |first=Michael |date=December 17, 2009 |title=RNZAF jet lands on ice |url=http://www.stuff.co.nz/national/3172050/RNZAF-jet-lands-on-ice |url-status=live |archive-url=https://web.archive.org/web/20130928233622/http://www.stuff.co.nz/national/3172050/RNZAF-jet-lands-on-ice |archive-date=September 28, 2013 |access-date=April 6, 2012 |website=Fairfax News}}
• VIP transport – The 757-200 serves as VIP transports for the President of Argentina under the Presidential Air Group serial Tango 01{{Cite web |last=Braslavsky |first=Guido |date=April 20, 2009 |title=El avión de Cristina se averió y tuvo que aterrizar en Caracas |url=http://edant.clarin.com/diario/2009/04/20/elpais/p-01901542.htm |url-status=dead |archive-url=https://web.archive.org/web/20120614033304/http://edant.clarin.com/diario/2009/04/20/elpais/p-01901542.htm |archive-date=June 14, 2012 |access-date=August 13, 2011 |website=El País |language=es}} and for the President of Mexico under the Mexican Air Force call sign TP01 or Transporte Presidencial 1.{{Cite web |last=Guevera |first=Íñigo |year=2009 |title=Defensa Nacional – Ejército, Fuerza Aérea y Marina |url=http://www.seguridadcondemocracia.org/atlas_2009/defensa_nacional_ejercito_fuerza_aerea_y_marina_13.pdf |url-status=dead |archive-url=https://web.archive.org/web/20120328012323/http://www.seguridadcondemocracia.org/atlas_2009/defensa_nacional_ejercito_fuerza_aerea_y_marina_13.pdf |archive-date=March 28, 2012 |access-date=July 3, 2015 |publisher=Seguridad con Democracia |page=304 |language=es}} A Royal Brunei Airlines 757-200 was used by the Sultan of Brunei in the 1980s before being sold to the Government of Kazakhstan in 1995.{{harvnb|Birtles|2001|p=52.}} The royal family of Saudi Arabia uses a 757-200 as a flying hospital.{{Cite web |title=Airline profile: Saudi Arabian |url=http://www.aviamagazine.com/factsheets/airlineprofile/saudiarabian/index.aspx |url-status=live |archive-url=https://web.archive.org/web/20190101194008/https://www.aviamagazine.com/factsheets/airlineprofile/saudiarabian/index.aspx |archive-date=January 1, 2019 |access-date=July 21, 2011 |website=Avia Magazine}} Microsoft co-founder Paul Allen used a private 757 from 2005 until 2011; the aircraft was then sold to Donald Trump and became known as "Trump Force One" during his 2016 U.S. presidential campaign.{{Cite news |title=Check out 'Trump Force One' — Donald Trump's personal Boeing airliner |url=http://www.businessinsider.com/donald-trumps-boeing-757-airliner-2015-7/ |url-status=live |archive-url=https://web.archive.org/web/20170106071716/http://www.businessinsider.com/donald-trumps-boeing-757-airliner-2015-7 |archive-date=January 6, 2017 |access-date=January 16, 2017 |work=Business Insider}}
• Excalibur – A testbed for the British BAE Systems Tempest's avionics and sensors. The aircraft is to be converted from a civilian airliner by Leonardo UK and 2Excel.{{Cite news |last=Robinson |first=Tim |date=September 17, 2021 |title=Defence back on show - DSEI 2021 report |url=https://www.aerosociety.com/news/defence-back-on-show-dsei-2021-report/ |url-status=live |archive-url=https://web.archive.org/web/20210917091901/https://www.aerosociety.com/news/defence-back-on-show-dsei-2021-report/ |archive-date=September 17, 2021 |access-date=September 17, 2021 |agency=Royal Aeronautical Society}}

{{main|List of Boeing 757 operators}}

File:Delta 757-200 N713TW on final approach to Boston Dec 2024 2.jpg is the overall largest 757 operator, with a 757-200 shown here.]]

File:Fedex Express Boeing 757 Jager.jpg, the variant's largest single operator.]]

As of 2018, the largest 757 operators were Delta Air Lines, FedEx Express and United Airlines; Delta Air Lines also was the largest overall, with a 757 fleet of 127 aircraft.{{needs update|date=January 2024}} American Airlines' 757 fleet of 142 aircraft was the largest until 2007,{{Cite web |date=August 21–27, 2007 |title=World Airliner Census |url=http://www.flightglobal.com/assets/getAsset.aspx?ItemID=18906&tracked=1 |url-status=live |archive-url=https://web.archive.org/web/20120723231938/http://www.flightglobal.com/assets/getAsset.aspx?ItemID=18906&tracked=1 |archive-date=July 23, 2012 |access-date=July 24, 2011 |website=Flight International |pages=46–47}} when the carrier retired Pratt & Whitney PW2000-powered models originating from its TWA acquisition to have an all Rolls-Royce RB211-powered 757 fleet."American set to return 19 jets when leases up." Fort Worth Star-Telegram, June 8, 2006, p. C1. Delta subsequently acquired 17 former TWA/American Airlines 757s, and in October 2008, gained 45 more 757s from its acquisition of Northwest Airlines.{{Cite web |title=Delta Museum – Boeing B-757 |url=http://deltamuseum.org/M_Education_DeltaHistory_Aircraft_Boeing_757.htm |url-status=live |archive-url=https://web.archive.org/web/20120206181246/http://www.deltamuseum.org/M_Education_DeltaHistory_Aircraft_Boeing_757.htm |archive-date=February 6, 2012 |access-date=August 18, 2011 |publisher=Delta Air Lines Air Transport Heritage Museum}}

As of 2018, the cargo carrier with the most 757s was FedEx Express, which operated a 757-200F fleet of 111 aircraft.{{needs update|date=October 2024}} UPS Airlines operated a further 75 of the type, with DHL Aviation and its affiliated companies, DHL Air UK, DHL Latin America, European Air Transport Leipzig, and Blue Dart Aviation,{{Cite web |title=DHL Express Division – Aviation |url=http://www.dhl.com/en/about_us/express.html#aviations |url-status=dead |archive-url=https://web.archive.org/web/20121220124840/http://www.dhl.com/en/about_us/express.html#aviations |archive-date=December 20, 2012 |access-date=May 6, 2012 |publisher=DHL Aviation}}{{Cite web |date=May 24, 2007 |title=DHL & Lemuir Consolidate Logistics Business in India |url=http://www.dhl.com/en/press/releases/releases_2007/logistics/240507.html |url-status=dead |archive-url=https://web.archive.org/web/20110122205652/http://www.dhl.com/en/press/releases/releases_2007/logistics/240507.html |archive-date=January 22, 2011 |access-date=July 3, 2015 |publisher=DHL Aviation}} combined operating 35 cargo 757s of various types in 2018.{{needs update|date=October 2024}}

Joint launch customer British Airways operated the 757-200 for 27 years before retiring the type in November 2010.{{Cite web |last=Cohen |first=Aubrey |date=October 5, 2010 |title=British Airways revives 1983 livery for retiring Boeing 757 |url=http://blog.seattlepi.com/aerospace/2010/10/05/british-airways-revives-1983-livery-for-retiring-boeing-757/ |url-status=dead |archive-url=https://web.archive.org/web/20131101144658/http://blog.seattlepi.com/aerospace/2010/10/05/british-airways-revives-1983-livery-for-retiring-boeing-757/ |archive-date=November 1, 2013 |access-date=April 1, 2012 |website=Seattle Post-Intelligencer}} To celebrate the fleet's retirement, the airline unveiled one of its last three 757-200s in a retro style livery on October 4, 2010, matching the color scheme that it introduced the aircraft into service with in 1983.{{Cite web |last=Kaminski-Morrow |first=David |date=May 10, 2010 |title=British Airways unveils 'retro' livery as 757 era ends |url=http://www.flightglobal.com/articles/2010/10/05/348135/picture-british-airways-unveils-retro-livery-as-757-era-ends.html |url-status=dead |archive-url=https://web.archive.org/web/20101008111844/http://www.flightglobal.com/articles/2010/10/05/348135/picture-british-airways-unveils-retro-livery-as-757-era-ends.html |archive-date=October 8, 2010 |access-date=July 21, 2011 |website=Flight International}} Subsequently, the type remained in operation with the company's subsidiary, OpenSkies.{{Cite web |last=Kingsley-Jones |first=Max |date=October 3, 2010 |title=BA goes retro for 757 bye-bye |url=http://www.aviationweek.com/aw/blogs/commercial_aviation/ThingsWithWings/index.jsp?plckController=Blog&plckScript=blogScript&plckElementId=blogDest&plckBlogPage=BlogViewPost&plckPostId=Blog%3A7a78f54e-b3dd-4fa6-ae6e-dff2ffd7bdbbPost%3A1237620d-bdc4-4459-9a0a-36b4a92696f1 |url-status=dead |archive-url=https://web.archive.org/web/20121018112537/http://www.aviationweek.com/Blogs.aspx?plckBlogId=Blog%3A7a78f54e-b3dd-4fa6-ae6e-dff2ffd7bdbb&plckController=Blog&plckScript=blogScript&plckElementId=blogDest&plckBlogPage=BlogViewPost&plckPostId=Blog%3A7a78f54e-b3dd-4fa6-ae6e-dff2ffd7bdbbPost%3A1237620d-bdc4-4459-9a0a-36b4a92696f1 |archive-date=October 18, 2012 |access-date=July 3, 2015 |website=Aviation Week & Space Technology}}

Over the duration of the program, 1,050 Boeing 757s were built with 1,049 aircraft delivered. The prototype 757 remained with the manufacturer for testing purposes. In August 2020, a total of 642 Boeing 757 aircraft of all variants were in commercial service with operators Delta Air Lines (127), FedEx Express (107), UPS Airlines (75), United Airlines (72), Icelandair (27) and others with fewer aircraft of the type.

Boeing 757 orders and deliveries (cumulative, by year):

ImageSize = width:auto height:250 barincrement:38

PlotArea = left:35 bottom:15 top:10 right:18

AlignBars = justify

DateFormat = yyyy

Period = from:0 till:1100

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ScaleMajor = unit:year increment:100 start:0

PlotData=

color:skyblue width:38

bar:1978 from:start till:38 text:38 align:center

bar:1979 from:start till:38 text:38 align:center

bar:1980 from:start till:102 text:102 align:center

bar:1981 from:start till:105 text:105 align:center

bar:1982 from:2 till:107 text:107 align:center

bar:1983 from:27 till:133 text:133 align:center

bar:1984 from:45 till:135 text:135 align:center

bar:1985 from:81 till:180 text:180 align:center

bar:1986 from:116 till:193 text:193 align:center

bar:1987 from:156 till:239 text:239 align:center

bar:1988 from:204 till:387 text:387 align:center

bar:1989 from:255 till:553 text:553 align:center

bar:1990 from:332 till:648 text:648 align:center

bar:1991 from:412 till:698 text:698 align:center

bar:1992 from:511 till:733 text:733 align:center

bar:1993 from:582 till:766 text:766 align:center

bar:1994 from:651 till:778 text:778 align:center

bar:1995 from:694 till:791 text:791 align:center

bar:1996 from:736 till:850 text:850 align:center

bar:1997 from:782 till:894 text:894 align:center

bar:1998 from:836 till:944 text:944 align:center

bar:1999 from:903 till:962 text:962 align:center

bar:2000 from:948 till:1005 text:1005 align:center

bar:2001 from:993 till:1042 text:1042 align:center

bar:2002 from:1022 till:1042 text:1042 align:center

bar:2003 from:1036 till:1049 text:1049 align:center

bar:2004 from:1047 till:1049 text:1049 align:center

color:powderblue width:38

bar:2005 from:1049 till:1049 text:1049 align:center

color:green width:38–

bar:1982 from:start till:2 text:2 align:center

bar:1983 from:start till:27 text:27 align:center

bar:1984 from:start till:45 text:45 align:center

bar:1985 from:start till:81 text:81 align:center

bar:1986 from:start till:116 text:116 align:center

bar:1987 from:start till:156 text:156 align:center

bar:1988 from:start till:204 text:204 align:center

bar:1989 from:start till:255 text:255 align:center

bar:1990 from:start till:332 text:332 align:center

bar:1991 from:start till:412 text:412 align:center

bar:1992 from:start till:511 text:511 align:center

bar:1993 from:start till:582 text:582 align:center

bar:1994 from:start till:651 text:651 align:center

bar:1995 from:start till:694 text:694 align:center

bar:1996 from:start till:736 text:736 align:center

bar:1997 from:start till:782 text:782 align:center

bar:1998 from:start till:836 text:836 align:center

bar:1999 from:start till:903 text:903 align:center

bar:2000 from:start till:948 text:948 align:center

bar:2001 from:start till:993 text:993 align:center

bar:2002 from:start till:1022 text:1022 align:center

bar:2003 from:start till:1036 text:1036 align:center

bar:2004 from:start till:1047 text:1047 align:center

bar:2005 from:start till:1049 text:1049 align:center

: {{Legend inline|skyblue|Orders}} {{Legend inline|green|Deliveries}} — Data from Boeing, through to the end of production

• Data from Boeing, through the end of production{{Cite web |date=April 2011 |title=757 Model Summary |url=http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=757&optReportType=AllModels&cboAllModel=757&ViewReportF=View+Report |url-status=dead |archive-url=https://web.archive.org/web/20160103013517/http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=757&optReportType=AllModels&cboAllModel=757&ViewReportF=View+Report |archive-date=January 3, 2016 |access-date=January 27, 2011 |publisher=Boeing}}

{{Clear}}

File:American Airlines Boeing 757-200 Spijkers.jpg ordered fuselage inspections after an American Airlines 757 lost an upper skin panel in flight.|alt=Side belly view of twin-jet aircraft in flight, banking to one side.]]

{{As of|2023|11}}, the 757 has been involved in 47 aviation occurrences,{{Cite web |date=December 3, 2023 |title=Boeing 757 incidents |url=http://aviation-safety.net/database/dblist.php?Type=105 |url-status=live |archive-url=https://web.archive.org/web/20121025023415/http://aviation-safety.net/database/dblist.php?Type=105 |archive-date=October 25, 2012 |access-date=August 6, 2009 |publisher=Aviation Safety Network}} including ten hull-loss accidents out of a total of 13 hull-losses.{{Cite web |date=December 3, 2023 |title=Boeing 757 hull-losses |url=http://aviation-safety.net/database/dblist.php?field=typecode&var=105%&cat=%1&sorteer=datekey&page=1 |url-status=dead |archive-url=https://web.archive.org/web/20230829144805/http://aviation-safety.net/database/dblist.php?field=typecode&var=105%&cat=%1&sorteer=datekey&page=1 |archive-date=August 29, 2023 |access-date=August 29, 2023 |publisher=Aviation Safety Network}} Nine incidents and 12 hijackings have resulted in a total of {{#expr: 467+108}} occupant fatalities.{{Cite web |date=December 3, 2023 |title=Boeing 757 Statistics |url=https://aviation-safety.net/database/types/Boeing-757/statistics |url-status=live |archive-url=https://web.archive.org/web/20181015042042/https://aviation-safety.net/database/types/Boeing-757/statistics |archive-date=October 15, 2018 |access-date=November 16, 2018 |publisher=Aviation Safety Network}}

The first fatal event involving the aircraft occurred on October 2, 1990, when a hijacked Xiamen Airlines 737-200 collided with a China Southern Airlines 757-200 on the runways of Guangzhou Baiyun International Airport, China, killing 46 of the 122 people on board.{{harvnb|Birtles|2001|pp=102–03.}} Two 757-200s were hijacked as part of the September 11, 2001 attacks: hijackers crashed American Airlines Flight 77 into the Pentagon in Arlington, Virginia, killing all 64 on board and 125 on the ground, and hijackers crashed United Airlines Flight 93 near Shanksville, Pennsylvania after crew and passengers fought back to regain control, killing all 44 on board.{{Cite news |date=July 23, 2004 |title=Threats and Responses; Excerpts from the Report of the Sept. 11 Commission: 'A Unity of Purpose' |url=https://www.nytimes.com/2004/07/23/world/threats-responses-excerpts-report-sept-11-commission-unity-purpose.html?pagewanted=all |url-status=live |archive-url=https://web.archive.org/web/20130506005715/http://www.nytimes.com/2004/07/23/world/threats-responses-excerpts-report-sept-11-commission-unity-purpose.html?pagewanted=all |archive-date=May 6, 2013 |access-date=January 22, 2011 |work=The New York Times}}

Accidents involving pilot error include American Airlines Flight 965, which crashed into a mountain in Buga, Colombia, on December 20, 1995, killing 151 passengers and all eight crew members with four survivors,{{Cite news |date=December 21, 1995 |title=American Airlines jet crashes in the Andes |url=http://edition.cnn.com/WORLD/9512/colombia_crash/10am_update/index.html |url-status=dead |archive-url=https://web.archive.org/web/20130928235719/http://edition.cnn.com/WORLD/9512/colombia_crash/10am_update/index.html |archive-date=September 28, 2013 |access-date=September 9, 2011 |publisher=CNN}} and a dog, and the mid-air collision of DHL Flight 611 near Überlingen, Baden-Württemberg, Germany, on July 1, 2002, with the loss of both crew members on board plus 69 others on a Bashkirian Airlines Tupolev Tu-154. The Flight 965 crash was blamed on navigational errors by the crew, while the Tupolev's crew not following a TCAS resolution advisory, with air traffic control errors being a significant element.{{Cite web |date=May 2, 2004 |title=Investigation Report AX001-1-2 |url=http://www.bfu-web.de/cln_003/nn_53140/EN/Publications/Investigation_20Report/2002/Report__02__AX001-1-2___C3_9Cberlingen__Report,templateId=raw,property=publicationFile.pdf/Report_02_AX001-1-2_%C3%9Cberlingen_Report.pdf |url-status=dead |archive-url=https://web.archive.org/web/20070123052035/http://www.bfu-web.de/cln_003/nn_53140/EN/Publications/Investigation_20Report/2002/Report__02__AX001-1-2___C3_9Cberlingen__Report%2CtemplateId%3Draw%2Cproperty%3DpublicationFile.pdf/Report_02_AX001-1-2_%C3%9Cberlingen_Report.pdf |archive-date=January 23, 2007 |access-date=July 3, 2015 |publisher=German Federal Bureau of Aircraft Accidents Investigation |page=110}} Accidents attributed to spatial disorientation due to improperly maintained instruments include Birgenair Flight 301 on February 6, 1996, which crashed into the ocean near Puerto Plata, Dominican Republic, with the loss of all 189 passengers and crew,{{Cite news |last=Pope |first=Hugh |date=February 10, 1996 |title=Crash plane may not have been serviced |url=https://www.independent.co.uk/news/crash-plane-may-not-have-been-serviced-1318149.html |url-status=live |archive-url=https://web.archive.org/web/20110923045357/http://www.independent.co.uk/news/crash-plane-may-not-have-been-serviced-1318149.html |archive-date=September 23, 2011 |access-date=November 19, 2009 |work=The Independent}} and Aeroperú Flight 603 on October 2, 1996, which crashed into the ocean off the coast of Pasamayo, Peru, with the loss of all 70 on board. In the Birgenair accident, investigators found that the aircraft had been stored without the necessary covers for its pitot tube sensors, thus allowing insects and debris to collect within, while in the Aeroperú accident, protective tape covering static vent sensors had not been removed.

On September 14, 1999, Britannia Airways Flight 226A crash-landed near Girona-Costa Brava Airport, Spain, during a thunderstorm; the 757's fuselage broke into several pieces. The 245 occupants evacuated successfully, with 40 requiring hospital treatment;{{Cite news |date=September 15, 1999 |title=Plane crash Britons due home |url=http://news.bbc.co.uk/1/hi/world/europe/448473.stm |url-status=live |archive-url=https://web.archive.org/web/20090119052918/http://news.bbc.co.uk/1/hi/world/europe/448473.stm |archive-date=January 19, 2009 |access-date=June 17, 2018 |work=BBC News}} one passenger died five days later of unsuspected internal injuries.CAA [http://www.caa.co.uk/docs/33/SRGSafetyPlanUpdate2008.pdf SRG Safety Plan 2008] {{webarchive |url=https://web.archive.org/web/20110606150718/http://www.caa.co.uk/docs/33/SRGSafetyPlanUpdate2008.pdf |date=June 6, 2011}} (PDF file) On October 25, 2010, American Airlines Flight 1640, a 757 flying between Miami and Boston, safely returned to Miami after suffering the loss of a {{convert|2|ft|cm|-1|abbr=on|adj=on}} fuselage section at an altitude of approximately {{convert|31000|ft|m|-3}}.{{Cite web |date=October 29, 2010 |title=Officials investigate what caused hole in American jet's fuselage |url=http://www.dallasnews.com/business/headlines/20101029-Officials-investigate-what-caused-hole-in-7747.ece |url-status=live |archive-url=https://web.archive.org/web/20121020195533/http://www.dallasnews.com/business/headlines/20101029-Officials-investigate-what-caused-hole-in-7747.ece |archive-date=October 20, 2012 |access-date=June 7, 2011 |website=Dallas Morning News}} After investigating the incident, the FAA ordered all 757 operators in the U.S. to regularly inspect upper fuselage sections of their aircraft for structural fatigue.{{Cite web |last=Karp |first=Aaron |date=January 10, 2011 |title=FAA issues AD requiring 'repetitive' 757 fuselage skin inspections |url=http://atwonline.com/international-aviation-regulation/news/faa-issues-ad-requiring-repetitive-757-fuselage-skin-inspecti |url-status=live |archive-url=https://web.archive.org/web/20110111014830/http://atwonline.com/international-aviation-regulation/news/faa-issues-ad-requiring-repetitive-757-fuselage-skin-inspecti |archive-date=January 11, 2011 |access-date=March 25, 2012 |website=Aviation Week & Space Technology}}

On November 9, 2018, Fly Jamaica Airways Flight 256 was substantially damaged after a runway excursion at Cheddi Jagan International Airport. One fatality was reported, and the aircraft was declared a hull loss. The other 127 occupants survived.{{Cite web |last=Ranter |first=Harro |title=Accident Boeing 757-23N N524AT, Friday 9 November 2018 |url=https://asn.flightsafety.org/asndb/319542 |access-date=2025-01-19 |website=asn.flightsafety.org}}

Two private aircraft crashes were blamed on wake turbulence emanating from 757s. On December 18, 1992, a Cessna Citation crashed near Billings Logan International Airport in Montana, killing all six aboard, and on December 15, 1993, an IAI Westwind crashed near John Wayne Airport in California, killing all five aboard. Both airplanes had been flying less than {{convert|3|nmi|0}} behind a 757. The FAA subsequently increased the required separation between small aircraft and 757s from {{convert|4|nmi}} to {{convert|5|nmi}}.{{Cite web |title=FAA Notice N JO 7110.525 |url=http://www.faa.gov/documentLibrary/media/Notice/N7110.525.pdf |url-status=live |archive-url=https://web.archive.org/web/20230210181551/https://www.faa.gov/documentLibrary/media/Notice/N7110.525.pdf |archive-date=February 10, 2023 |access-date=February 10, 2023}}{{Cite web |title=FAA Order JO 7110.65Z - Air Traffic Control. Section 5. Radar Separation |url=https://www.faa.gov/air_traffic/publications/atpubs/atc_html/chap5_section_5.html |url-status=live |archive-url=https://web.archive.org/web/20230210135422/https://www.faa.gov/air_traffic/publications/atpubs/atc_html/chap5_section_5.html |archive-date=February 10, 2023 |access-date=February 10, 2023 |website=www.faa.gov}}

On April 7, 2022, a DHL Boeing 757 aircraft operating Flight 7216 crash landed at San Jose, Costa Rica after attempting an emergency landing due to a hydraulic failure. Both crew members survived without injuries; the incident is under investigation.{{Cite news |date=April 8, 2022 |title=DHL cargo plane splits in two after crash landing at Costa Rica airport |url=https://www.theguardian.com/world/2022/apr/08/dhl-cargo-plane-splits-in-two-after-crash-landing-at-costa-rica-airport |url-status=live |archive-url=https://web.archive.org/web/20220408005006/https://www.theguardian.com/world/2022/apr/08/dhl-cargo-plane-splits-in-two-after-crash-landing-at-costa-rica-airport |archive-date=April 8, 2022 |access-date=April 8, 2022 |work=The Guardian |agency=Reuters}}{{Cite web |date=April 8, 2022 |title=Video: Cargo plane splits in two after emergency landing in Costa Rica |url=https://gulfnews.com/world/americas/video-cargo-plane-splits-in-two-after-emergency-landing-in-costa-rica-1.1649388811838 |url-status=live |archive-url=https://web.archive.org/web/20220408034459/https://gulfnews.com/world/americas/video-cargo-plane-splits-in-two-after-emergency-landing-in-costa-rica-1.1649388811838 |archive-date=April 8, 2022 |access-date=April 8, 2022 |website=Gulf News |language=en}}

File:Boeing 757 at the Delta Flight Museum, Atlanta, Georgia.jpg]]

A Delta Air Lines 757-200, registered as N608DA, is on display at the Delta Flight Museum in Atlanta, Georgia.{{Cite web |last=Meng |first=Tiffany |date=April 28, 2014 |title=Two new planes |url=http://www.deltamuseum.org/about-us/blog/from-the-hangars/2014/04/28/two-new-planes |url-status=live |archive-url=https://web.archive.org/web/20150824225329/http://www.deltamuseum.org/about-us/blog/from-the-hangars/2014/04/28/two-new-planes |archive-date=August 24, 2015 |access-date=May 18, 2015 |publisher=Delta Flight Museum}} The aircraft was the sixty-fourth example built.{{Harvnb|Birtles|1999|pp=55, 116.}} The aircraft was repainted into Delta's 'Widget' livery, the livery it wore when it was originally delivered, and is now on static display at the museum entrance.

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File:Boeing 757 family v1.0.png

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{{Portal|Aviation|United States}}

{{aircontent

|see also=

• Competition between Airbus and Boeing

|related=

• Boeing 767{{Cite news |date=January 11, 2000 |title=TWA looks at stretched 757s to replace ageing 767 fleet |url=https://www.flightglobal.com/news/articles/twa-looks-at-stretched-757s-to-replace-ageing-767-fl-60606/ |url-status=live |archive-url=https://web.archive.org/web/20170417070348/https://www.flightglobal.com/news/articles/twa-looks-at-stretched-757s-to-replace-ageing-767-fl-60606/ |archive-date=April 17, 2017 |access-date=April 16, 2017 |work=Flight International}}

|similar aircraft=

• Airbus A321
• Boeing 737-900ER
• Boeing Business Jet
• Tupolev Tu-204
• Boeing 777-200LR
• Airbus A300-600

|lists=

• List of civil aircraft
• List of Boeing customer codes
• List of jet airliners

}}

{{Notelist}}

{{Reflist}}

{{Refbegin|35em}}

• {{Cite book |last=Birtles |first=Philip |title=Modern Civil Aircraft: 6, Boeing 757/767/777. Third Edition |publisher=Ian Allan Publishing |year=1999 |isbn=0-7110-2665-3 |location=London}}
• {{Cite book |last=Birtles |first=Philip |url=https://archive.org/details/boeing7570000birt |title=Boeing 757 |publisher=MBI Publishing |year=2001 |isbn=978-0-7603-1123-3 |location=Osceola, Wisconsin |url-access=registration}}
• {{Cite book |last=Bowers |first=Peter M. |title=Boeing Aircraft Since 1916 |publisher=Naval Institute Press |year=1989 |isbn=978-0-87021-037-2 |location=Annapolis, Maryland}}
• {{Cite book |last=Davies |first=R. E. G. |title=Delta, an Airline and Its Aircraft: The Illustrated History of a Major U.S. Airline and the People who Made it |publisher=Paladwr Press |year=1990 |isbn=0-9626483-0-2 |location=Miami, Florida}}
• {{Cite book |last=Davies |first=R. E. G. |title=Eastern: an Airline and Its Aircraft |publisher=Paladwr Press |year=2003 |isbn=1-888962-19-4 |location=McLean, Virginia}}
• {{Cite book |last=Davies |first=R. E. G. |title=TWA: an Airline and Its Aircraft |publisher=Paladwr Press |year=2000 |isbn=1-888962-16-X |location=McLean, Virginia}}
• {{Cite book |title=Civil Aircraft Today: The World's Most Successful Commercial Aircraft |publisher=Amber Books Ltd |year=2008 |isbn=978-1-84509-324-2 |editor-last=Eden |editor-first=Paul |location=Silverdale, Washington}}
• {{Cite book |last=Kane |first=Robert M. |title=Air Transportation 1903–2003. Fourteenth Edition |publisher=Kendall Hunt Publishing |year=2003 |isbn=978-0-7872-8881-5 |location=Dubuque, Iowa}}
• {{Cite book |last=Norris |first=Guy |title=Boeing |last2=Wagner |first2=Mark |publisher=MBI Publishing |year=1998 |isbn=0-7603-0497-1 |location=Osceola, Wisconsin}}
• {{Cite book |last=Norris |first=Guy |title=Modern Boeing Jetliners |last2=Wagner |first2=Mark |publisher=Zenith Imprint |year=1999 |isbn=0-7603-0717-2 |location=Osceola, Wisconsin |chapter=757: New Directions}}
• {{Cite book |last=Pace |first=Steve |title=F-22 Raptor: America's Next Lethal War Machine |publisher=McGraw Hill |year=1999 |isbn=978-0-07-134271-1 |location=New York, New York}}
• {{Cite book |last=Sharpe |first=Mike |url=https://archive.org/details/boeing737100200a00mich |title=Boeing 737-100 and 200 |last2=Shaw |first2=Robbie |publisher=MBI Publishing |year=2001 |isbn=0-7603-0991-4 |location=Osceola, Wisconsin |url-access=registration}}
• {{Cite book |last=Veronico |first=Nick |title=21st Century U.S. Air Power |last2=Dunn |first2=Jim |publisher=Zenith Press |year=2004 |isbn=0-7603-2014-4 |location=St. Paul, Minnesota}}
• {{Cite book |last=Wells |first=Alexander T. |title=Commercial Aviation Safety |last2=Rodrigues |first2=Clarence C. |publisher=McGraw-Hill Professional |year=2004 |isbn=0-07-141742-7 |location=New York, New York |ref={{harvid|Wells|Clarence|2004}}}}
• {{Cite book |title=Combating Terrorism: Interagency Framework and Agency Programs to Address the Overseas Threat |publisher=United States General Accounting Office |year=2003 |isbn=978-1-4289-3944-8 |location=Washington, District of Columbia |ref={{harvid|United States General Accounting Office|2003}}}}

{{Refend}}

• {{Cite book |last=Becher |first=Thomas |title=Boeing 757 and 767 |publisher=Crowood Press |year=1999 |isbn=1-86126-197-7 |location=Marlborough, Wiltshire}}

• {{Cite book |last=Shaw |first=Robbie |title=Boeing 757 & 767, Medium Twins |publisher=Osprey Publishing |year=1999 |isbn=1-85532-903-4 |location=Reading, Pennsylvania}}
• {{Cite book |last=Yenne |first=Bill |title=The Story of the Boeing Company |publisher=Zenith Press |year=2005 |isbn=978-0-7603-2333-5 |location=St. Paul, Minnesota}}

{{Commons and category|Boeing 757|Boeing 757}}

• {{Cite web |title=757 Commercial Transport Historical Snapshot |url=http://www.boeing.com/history/products/757.page |publisher=Boeing}}
• {{Cite news |date=June 19, 1983 |title=The big gamble |url=http://old.seattletimes.com/news/business/757/part01/ |work=The Seattle Times}}
• {{Cite news |last=Peter Henley |date=February 29, 2000 |title=On the rack |url=https://www.flightglobal.com/on-the-rack/30998.article |work=Flight International |quote=Flight International flight tests Boeing's latest 757 model, the stretched 240-seat -300 which entered service last March}}
• {{Cite web |date=2007 |title=passenger version |url=http://www.boeing.com/resources/boeingdotcom/company/about_bca/startup/pdf/historical/757_passenger.pdf |publisher=Boeing}}
• {{Cite web |date=2007 |title=freighter version |url=http://www.boeing.com/resources/boeingdotcom/company/about_bca/startup/pdf/freighters/757f.pdf |publisher=Boeing}}
• {{Cite web |date=December 17, 2015 |title=Type Certificate Data Sheet EASA.IM.A.205 |url=https://www.easa.europa.eu/sites/default/files/dfu/EASA_TCDS_IM.A.205_B757_Issue3.pdf |url-status=dead |archive-url=https://web.archive.org/web/20200915183351/https://www.easa.europa.eu/sites/default/files/dfu/EASA_TCDS_IM.A.205_B757_Issue3.pdf |archive-date=September 15, 2020 |access-date=June 13, 2018 |publisher=European Aviation Safety Agency}}
• {{Cite web |date=February 16, 2016 |title=Type Certificate Data Sheet A2NM |url=http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/e114c6bafec130a086257f5b007aeb12/$FILE/A2NM_Rev32.pdf |url-status=dead |archive-url=https://web.archive.org/web/20191030172853/http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/e114c6bafec130a086257f5b007aeb12/%24FILE/A2NM_Rev32.pdf |archive-date=October 30, 2019 |access-date=November 11, 2016 |publisher=FAA}}

{{Boeing 757/767 family}}

{{Boeing airliners}}

{{Boeing 7x7 timeline}}

{{Boeing model numbers}}

{{Authority control}}

757

Category:1980s United States airliners

Category:1980s United States cargo aircraft

Category:Twinjets

Category:Aircraft first flown in 1982

Category:Low-wing aircraft

Category:Aircraft with retractable tricycle landing gear