Boeing fell into the 737 trap by putting all their eggs in the Southwest and Alaska basket, thinking they could cash in on that gravy train, while neglecting reality. That reality was that operators like Delta and United were utilizing the 757 on high density hub routes, even short haul, that the 737 couldn't compete with capacity wise. Those airlines also, when it came to the 757-300 realized they had thin route intercontinental capabilities. That was a win all around. Give me the 757 any day against any version of the 737.
Excellent presentation! With the wait penalty per passenger, versus the A320, no way could they continue producing the 757. Boeing big mistake, waffling on an all new replacement for the 737. Even I can figure that out. What does that say about management there? One thing I learned as an R&D engineer - Marketing and management people have very little visionary skills because they simply do not understand the technology and where it is heading. Any company in the technology field that is dominated by people that don’t actually understand the technology, it is doomed. Boeing is doomed.
I loved flying the Delta 757's out of John Wayne airport (SNA) with its strict noise abatement procedure. The 757 was popular there due to its high thrust to weight ratio, can get airborne and climb very quickly, then throttle back for a minute or two to get out to sea and continue to climb.
Im lucky to be a current 757 pilot, they say never meet your heroes, but having wanted to fly it since I was a kid, this aeroplane certainly does not disappoint. It’s as close to perfect as an airliner can get, the perfect mix of analogue and digital, it helps you out enough, without doing too much and allowing you to be involved with the process of flying it. It’s just as happy doing London to Manchester as it is crossing the Atlantic Ocean. As passengers, I’d guess that 98% of what people call ‘full thrust takeoffs’ are actually only 75% of Maximum and derate 2, and yet it’ll still out-climb anything! Actual Full thrust, empty takeoffs are downright scary… Absolutely phenomenal machine.
@@alexandermonro6768A jet fighter you can enjoy a meal in at 35,000ft with 200 of your mates! Truly one of the greatest oddities and most loved jets ever made.
Back in the 1980s I was on an Eastern Airlines flight from Boston Logan to Miami. Just before takeoff, the captain came on and said “This beautiful 757 that is only three weeks old. We love this plane and we’d like you to notice it’s takeoff performance“ (essentially saying “watch this!“). We were lightly loaded, and after rotating he just kept on pulling, and by the time we reached the far end of the runway we were +3000’ and climbing like a bandit. It really was a thrill, and also illustrates a time when pilots (especially Eastern pilots) could have a little fun and share the joy of flying with their passengers:)
I had a similar experience with a Delta crew heading to London Gatwick. The first officer noting that we would not be long in reaching our cruising altitude so sit back in your seat and enjoy the " quick lift off". With that aa we were off the runway with about 50% remaining and looking at the terminal yet we belted thru the Cirus clouds in short order feeling pinned to our seat most of the climb. A couple of us were laughing and commented that the pilots were showing off like teenagers with a hot rod
I love hearing phrases like this from grown up professionals and instantly knowing they are Americans. I am in pain about the lack of simply being human in my workplace on the other side of the Atlantic.
I don't care what anyone says. As an Aerospace engineer and passenger , the 757 is a takeoff performance rocket which is unmatched. How many planes can take off from a short runway like SNA or Skiathos and comfortably do transcons without any weight restrictions even westbound. Also a great look airplane!!
Amen brother, you and me both. The 757 is a highly overpowered (this is a good thing) beast in every respect. The 75 is Boeing's best overall jet ever built.
For sure . Years ago, had a chance to talk with our UAL capt waiting for the incoming 757 that he was going to fly us on. Ex Navy and he said it was the closest to the Phantom's he used to fly. We had only 14 pax on that flight out of SFO and the capt didn't disappoint - pushed back in my seat. Best takeoff ever.
I flew the 757 for United for 14 years/9,000 hours and it was the best airplane I have ever flown! I recall the day I had to make a takeoff from Orange County KSNA, California. The runway was only 5,700 feet long but inspite of this, I took off carrying 183 passengers and flew non-stop to Newark, NJ landing with 1.3 hours of fuel remaining. Try that with a 737 Max.
Most informative. I've wondered for years why the 757 was discontinued, and now it makes sense to me. Petter, you not only educate your audience about the aviation industry, but you always demonstrate the power of rational thinking. I'm very grateful to you.
It was simple Boeing had two lines of planes the 757 where sales had stopped, and the 737 where they had orders backed up for years, you keep the line selling and drop the line with no sales. Boeing has sold close to 14,000 737's........ they sold just over 1,000 757.....do the math !! !
My special lady friend is a flight attendant, and she told me that she _loves_ working on the B757, because the restrooms are at the front and middle of the aircraft, but the galley is in the rear (and quite spacious), which means that the flight attendants can do their work prepping for the inflight services, without having to contend with the hassle of passengers getting in the way in order to use the bathroom. She said that it’s a very smooth and comfortable airliner to work on as a flight attendant, definitely one of her favorites.
@@samy7013 hey samy , i remember you , we went to school together and i met your special lady friend a fews ago on a flight one evening she gave me a Blowie for free
There was one smaller factor. The 757 factory was heavily damaged by an earthquake in February 2001. (I was standing 50 feet away when it happened.) They patched it up a little and were able to produce one a month after that, more due to lagging sales than the facility, but if they wanted high production they would have had to invest a lot of money to repair the facility or move production somewhere else. The building was eventually tore down and the property sold.
After a few decades flying DC9s and MD80 variants, my dad finally retired from flying 757s in 2007. He really loved them. Back in 1999, the pilot contract for Finnair pilots stated that if a pilot had to stay at work over Christmas, they could take one family member with them (spouse or any kid under 25). So at 20, I got to fly in the cockpit of a 757 first from Helsinki to Dubai, then from Dubai to Phuket, spend Christmas there, then from Bangkok to Dubai, and from Dubai back to Helsinki. On some legs, aviation enthusiasts or small kids would come visit the cockpit; on one leg, a really frustrated purser would come to ask for assistance about a loud drunk (who luckily passed out before he couldn't create more trouble). Over the Indian Ocean in the bright sunlight, we would tune the AM radio to listen to the Finnish public broadcaster's longwave frequency, and catch a comedy show (Alivaltiosihteeri, for the Finns in here). The landing to Phuket International was magical to watch from the jumpseat, with the runway starting almost directly from the ocean... No more 757s, American overreaction and paranoia means nobody from the general public (or even crew family members) gets to access the cockpit to marvel the miracle of aviation anymore, pilots' union has weakened so no more taking family members on company expenses for five days for Christmas, no more longwave radio broadcasts even :D Well, at least I have my memories. And kids these days will have their cherished memories about other cool and beautiful things.
I saw your coffee cup that says: "Inop". For a short time while recovering from a physical problem I was assigned to do maintenance debriefing at U Tapao during the Vietnam war. I would see Inop scrawled many, many times. In one case, the B-52 crew sitting across from me they looked like they had just showered with their cloths on. Two items had broken inbound to the target. One was the environmental controls, which didn't concern me, and the other was the autoflight controls which did concern me and the avionics shop. Inop did not begin to describe the effort it took for the crew to to complete the mission and return to U Tapao. Apparently, they were trading out the entire crew to fly the BUF because the constant 55 lbs they were fighting were tiring out one man after another. Without the strength to hold the yokes the BUF would dive. This crew was mad!!
My Father worked on the L-1011, among many other projects he did for Lockheed. He was quite proud of it, and as I recall went for some rides in the prototype.
And the days when Delta really shined! Self reliant of parts, engineering and service. 757 and the 767 ( purchased by employees) stood one of kind all American company. In the world of design, there is insanely lightweight, and there is scaleable and beautiful. Boeing needs to rewind the cam to the 757. Can anyone imagine, a plug door on any of those? One have to surmise to say a 737 was designed for pilot training transition. Was transitioning that difficult? Then I also think 707 and the BMAC how it will be around
That’s precisely why the 737 should have inherited the 757 nose section when it was modernised and “maximised”… would have gained longer nosegear too. Slot in a new optimised mid section with the Max wing and engines, conventional main gear, and tell SouthWest to get with the times and pay for some pilot training.
@@johnmoruzzi7236 The problem with that is the risk that SouthWest (or other similar airlines with very large 737 fleets, not only is SW not the only 737-only company it there are even more companies which are non-exclusive only because... they need other planes for long haul) decide to go on and shop somewhere else.
We take this content for granted sometimes, but this channel is better than most paid terrestrial and cable TV streaming. A Mentour weekend is always a great weekend! 🎉
Very well said, but also think about how much you learn at the same time. I have been an aerospace engineer for almost 40 years, starting on the 757 program BTW, and enjoy learning so much from Petter. And as a stress analyst, most of my life has been dedicated to airplane safety, so I really benefit from the accident reviews he does on Mentour Pilot. Thank you Petter for the great content and enthusiasm with which you put these videos together. I just don't understand your dogs' lack of enthusiasm.
Always loved the 757, was on the first Monarch automated flight, from take off to landing. But I have to say I always preferred the 767. But those are my top two aircraft to have been a passenger on. I found the one 787 I was on a little soulless.
16:23 - The PW4000 was the first engine certified by the FAA for test flight on this class of airliner based entirely upon simulation results. My customer was P&W, and my product was the real-time UNIX super-microcomputer that ran the simulation code while jacked into the engine live on the test stand. P&W did not have to buy a prototype electronic engine control from Hamilton Standard, which saved P&W a million dollars but cost HS a million dollars (cost of the first article). P&W beat GE to the 777 test flight - Boeing pulled six weeks out of the competitive schedule, and I had to help P&W over some issues because of the abbreviated schedule.
In a way, it made it less competitive. Great airliner, but heavy and therefore less economical to fly. And that's why I don't like it when people say that accountants should make way for engineers. At the end of the day, it all becomes a balancing act between the two. Get the best value for money into a design that makes sense in the long term.
@Chris_1024_you keep blaming “cheapskate” passengers, but that’s really not the problem. It’s the airlines who want to have more money left in their (more profit) bank account after a flight. Why don’t you blame the airline companies instead?
@@rtbrtb_dutchy4183 Blame the airlines for what? Not wasting money and not making customer experience worse? However cool something is for an aviation geek, worse is worse.
First time me and 2 friends flew on a Boeing 757 in summer 1989, and we couldn't believe how awesome this aircraft was! Noise level inside was low, good build quality, and we became an instant fan of it. Later on flew on other Boeing 757 for 2 more times. Still the best experience ever on an aircraft. Fan for life!
@@MrJimheeren Hardly. New orders had dropped but there was still substantial order backlog that would keep Boeing running for quite a while, and the post 9/11 rebound happened much faster than predicted.
I was one of the structures engineers on the 757-300 program, responsible for integrating the tail skid. According to Arkia, the 757-300 had the lowest CASM of any airplane on the market. It was only until the A321neo that something that could match it. So if you can fill the airplane it will be a profit maker. A stretched 757-300 only is valuable to airlines that operate a current fleet of 757-200 aircraft, which by late-1990s and early 2000s were primarily US domestic airlines--Delta, American, United, Northwest, US Airways. As stated here, 9/11 and the resulting downturn knocked the legs out from under the program as it put a halt to any idea of fleet expansion in US domestic industry. Eventually Northwest used the 757-300 to replace its aging DC-10s on its Hawaii routes, which are the most competitive routes in the United States, and took advantage of the low CASM that the airplane offered. Fundamentally, the 757 has the purchase costs of a wide body because it just wasn't produced at sufficient rate to come down the learning curve. The much lower cost 737-800/900 can do practically all the routes except for longer range routes, like to South America, where that large wing is needed.
Did Arkia include fuel costs in the operating costs? Some airlines don't and its hard to imagine the 757 coming in at lowest CASM with its fuel guzzling engines.
Timing is such an important factor. The L1011 for example, was a terriffic aircraft by all accounts from their crews, but the slight delay in getting their Rolls Royce engines, enabled the DC-10 to fill orders from would be customers.
It wasn't due to strike. RR went bankrupt and could only survive with government bailout. Additionally L1011 was significantly expensive than DC10. They say its price was close to that of 747.
@hakanevin8545 I stand corrected. I should have remembered, that British companies suffered from piss poor management during that period, which manifested itself in not only labor unrest & quality issues, but government intervention. The L1011 got a second chance, when Lockheed made a deal with the Soviet Union to sell them some L1011's & license their manufacture in the Soviet Union, but President Jimmy Carter stopped that venture. Carter's National Security Advisor, Zbigniew Brzezinski, had a visceral hatred of the USSR, so pushed Carter against it, causing Lockheed to give up on civilian airliners.
@@user-yt198 Douglas went the parts bin route with the DC-10 & despite high profile crashes, fillled the void. If not for the Rolls Royce engine delay for the L-1011 Tristar, the DC-10 would still have been successful as it fit the need & was less expensive, but the Tristar would also have been deemed successful, just not as successful as the DC-10. Kind of like the 707 vs the DC-8. Both were successful; just the DC-8 was not as successful as the 707.
@@user-yt198 This discussion reminds me, that the Professional Managerial Class in the UK in those days, was a bunch of inbred, elitest morons, not unlike the professional managerial class in the Western World today!
The main point made here is airplane pilots and fans do not make these decisions. These decisions are made in the airline boardrooms. Boeing can only respond to the markets at hand. Any aircraft, be it a C150 or a B747 success is based on what it can haul and how much it costs to do so. Useful load is everything second only to fuel burn. The over-riding fact is the 757 was just too heavy compared to its rivals. All the power in the world won't change if the aircraft structure and space available won't produce a profit for its operators. Those boardroom execs are not as stupid as folks think they are and certainly operate with much better information than that found on internet posts. Once again, another great explanation was given.
… and news media reporters are not as smart as these same folks think they are, but when you are uneducated you have no ability to even discern what is nonsense and what is not, and you end up swallowing it all… hook, line and sinker. The kicker is when those misguided folks then believe themselves to be informed and competent in the subject and proceed to give what they think is a valid opinion of their own.
I remember hearing someone joking that you didn't fly the 757-300, you board at one end, walk along the cabin, and disembark at your destination at the other end.
Flew in the DC-8-63 to Southeast Asia in 1975 in a charter single aisle config. That aircraft made the 757-300 seem like a 737 in comparison, even through it is only about 10 feet shorter. People looked like ants at the other end of the fuselage aisle! And there is the lavatory distances... 🙂
When I was a kid I used to pretend that our rake was an airplane, and I would "fly" it around the yard. One day after looking at it, I knew that it would be impossible for an aircraft designed like a rake to take off.
I remember flying in a 757-200 flown by Canada 3000 in 1991. I was in the last row and it was very enlightening to see the fuselage bend like a wave vertically as we bumped along in turbulence. The 757-300 must be quite the ride!
Thanks sooo much for this detailed and informative video. Your channel is among my most favorite among the many available aviation channels available. When I lived in Tempe Arizona my next door neighbor was a Delta Captain who flew a 757 from Phoenix to Boston round trip twice a week for years. She repeatedly declined chances to upgrade to a larger airplane or switch to a different, more convenient schedule because she loved the airplane so much. When I later moved to a retirement community one of my neighbors was a retired American instructor pilot who flew out of Miami. This Captain flew the 757 into all the high and hot airports in South America. In fact, he had to certify all the new Captains on these routes before they were allowed to do it themselves. He said that without question, that the 757 was the most pilot friendly and most highly capable passenger aircraft he had ever flown....
One other thing not mentioned (maybe you alluded to it) is, IIRC, Boeing wanted to take the space that the 757 was occupying and use it to expand 737NG production. The 737 was production capacity limited and were flying off the shelves (figuratively). By getting rid of the 757 at 1-2/month, they were able to build a dozen or more extra 737s per month.
There was a time when Boeing was producing 737, 747, 757, 767 and the 777 at the same time? And now they only sell 3 families while ruining their legendary 737 best seller 😮
Assume they figured out smaller line up more profitable and easier to manage production. As for the airlines they just adopted their business model to whatever was/is available from Boeing!
there was also a niche aircraft called the 7j7 which wouldve replaced the 737 and maybe we would have seen an alternate future of boeing instead if 7j7 made it through
This is a really great summary of the 757 program. Part of the excessively heavy weight of the 757 was due to keeping way too much baggage from the 727. When the 757 Freighter was designed, it actually used the exact same cargo door as the 727, no new drawings were produced for the door itself. It had a similar flat aft pressure bulkhead, but without the aft airstairs which made a convenient exit for hijackers (a.k.a. DB Cooper). The 757 also retained the single-braced landing gear concept as was used on the 727, even though the gear was much taller. This gave the 757 an absurdly heavy and expensive titanium landing gear beam. If they had followed suit with the 767 and gone with the dual-braced gear, they could have used an aluminum landing gear beam like the 767 and the later 777 had. The 757 was also the most expensive airplane on a dollars per pound basis that Boeing built, so there really was no sense in keeping it in production. Hopefully Boeing will get to replace the 757, but let go of some of the less desirable features.
Loooovvvveeeddd flying the 757!! Especially as a Cabin Crew on it. That plane was a tank & took off so quickly & the angle of take-off... That no other plane that is the equivalent replacement i.e. 737 max or A321neo has nothing on it. 757 was such an AMAZING plane ❤️❤️❤️
If it is clear, I can watch them out my kitchen window turning onto their approach to Edinburgh when they come in from the west. They always seem to time it for my morning coffee!
@@Angel33Demon666 a United 757-200 that does Edinburgh to New York, and another one that I can't find at the moment. They often come in around 20 mins apart. UAL37 is one of them on Friday morning that you will be able to find
@@paulalexander8874 I see. I did a brief search and it seems United uses their 757-200 to Newark while Delta uses their 767-300ER to JFK. JetBlue will start their A321neo service to JFK in the summer too…
Petter's love for aviation shines through in this episode and is truly addictive! As a passenger I have never really appreciated the 757, it takes a long time to board and disembark and can't easily move throughout the cabin. Perhaps this is why I prefer flying on wide body 2-4-2 economy seating aircraft, especially transatlantic. Thanks!
Another factor is the management change at Boeing. Bean counters took over the company, leaving Seattle and engineering behind. Simply making a solid airplane was not enough, they had to make one as profitable as possible. From what I see, possibly the beginning of the end of Boeing commercial aviation. They will focus on the military where they can charge whatever they want.
Except that strategy does not work for them as their military (T-7, KC-46)/government (Starliner) contracts are all losing money. Yes, the Bean Counters were short sighted enough to think their engineers would pull development rabbits out of their hard hats, with ZERO hiccups, so they low balled all of those quotes, but still, fixed price contracts are at this point in time, not being 'bailed out' like in the past.
I think this might have been missed. The 737 classic was introduced in 1984. The 737 classic was quite a bit larger than the 737 OG and not quite a bit larger (almost as large as the 727) but also had considerably longer range. With the 737 classic having about the range and the capacity of the 727, no other replacement was needed. As a result the 757 become a 707 replacment, having stats that is very close to the 757 in range and capacity.
pro tip: book via united and fly into or from united hubs, this will give you a high chance on flying on a 757, i flew on2 757 200s and will fly with a 757 300 just by booking via united with miles
That's how I've done it! I've flown a 757-200 from SFO to DEN, and a -300 from ORD to DEN and DEN to MCO. United has quite a few flights with these planes still, which is awesome. It's a really great plane!
US legacy carriers still fly them. It's the plane I've been on the most in my lifetime flying Delta and United. There was actually a point where I wanted to fly on something besides a 757 😁
I actually flew in the 757 when it was introduced by British Airways. Initially it was used on the Manchester to Heathrow shuttle service. Its performance was truly amazing compared to the old BAC 1-11s that had been used previously. In fact its take off and climb angle was such that the "pay on board" trolley service had to be abandoned as too dangerous. In fact the short flight just consisted of a climb and descent, there was no cruise as such. The push from the RB 211 at take off was truly amazing and quite beyond any other plane that was used on the shuttle service. I suspect such acceleration would not be equalled until Concorde came along. Thank you Mentour for explaining so clearly the reasons behind its production shut down.
They replaced Trident 3's on that route. I remember in when I was in about middle school taking a MAN-LHR flight not long after the 757 had been introduced as part of a transatlantic trip. On the return LHR-MAN flight we had a Trident. It seemed like an underpowered, under-equipped relic after the 757 trip down a few weeks earlier and the punchline was they only cleared us to FL160.
The Boeing 757 is such an iconic aircraft in my opinion. It is considered as one of the safest airliner in the sky. Never seeing it from my own eyes👁👁 but from watching some plane spotting videos, i realized that the 757 is a crazy airliner due to it's insane performance. It can land and takeoff at some of the most extreme airports in the world like Tegucigalpa in Honduras for example. Really love❤ the 757.
Thanks for a well-researched and presented story on this fabulous aircraft. In the late-1990s & early-2000s, the 757 formed the backbone of United Airline’s transcontinental fleet. I was then doing 24 transcontinental trips a year. Even as a private pilot with a few hundred hour logbook, I certainly could tell that the 757 had fabulous acceleration and rate of climb, even in the hot summer months. It was a joy to fly in. The pilots I talked to all seemed to love the flying this plane.
Flew to Las Vegas on a 57. and home on a 27. Take off in both aircraft will set you back in your seat. The 757 will hold you there. Great airplane to fly on. quiet and comfortable. 727 was what got us home , but it was noisy. not uncomfortable noisy, just irritating over a 5 hour flight.
The 757 is an absolute beast in terms of power. I was lucky via my work at the time a few years back to join a test flight of a newly acquired coporate 757 out of Birmingham. We were up a couple of hours and headed down to the Bay Of Biscay and then back. I got chatting to one of the pilots who was in the cabin who would be flying the jet in service and he was saying they had no restrictions on payloads or fuel for any of the airports they were planning to fly into! I can't specifically remember the airports mentioned but they would be a challenge for a jet half the size! Oh, and on this flight we cruised at FL380 and reached there after 14 minutes!!! Phenomenal!
It is disappointing that Boeing decided to sacrifice the NMA project in response to the Max crisis. They should have known that the 737 wouldn't be the ideal product for the future.
Another annoying problem created by the 757s larger wing is that it doesnt fit in the "standard" 36m gates, this is also likely going to be a problem for the NMA and any A320 successor, as they will need bigger wingspans to optimise efficiency. The A220 is a great example lf carefully optimised wingspan and capacity matching resulting in great efficiency uplifts, it uses the same wingspan as the A320, yet is some 20-30% lighter, so the wing is far more efficient, more than compensating for the lower payload.
You'd probably see foldable wingtips on both NMA and A320 successors. Airbus may as well choose to use some winglet tricks similar to A350 to increase the effective wingspan without actually lengthing the wing.
As a young engineer, I was privileged to work in Renton on the development of the 757 and have traveled more than 100 times on the -200 variant. I've spoken to many pilots who have flown the 757 and I'm not sure who misses it more, myself or the pilots who flew it.
My wife and I, along with another couple, were on a full Boeing 757 twilight flight from Kahului Hawaii to Lav Vegas, in January of 2005. I remember the crew initiated the takeoff roll, then after about 15 seconds aborted the takeoff and sat on the brakes really hard! The brake rotors were so warped the cabin erupted into a pretty significant vibration until the plane stopped. Then, I heard the sound of the flap and leading edge actuators come on as the crew configured the wing for takeoff! We then took off with who knows how much runway already behind us without any further problem! I'm glad I'm here and able to tell this story! What a fantastic aircraft! And you for you guys driving these things.... please use your damn checklist!
Not likely warped rotors, more likely the anti-skid brakes grabbing and releasing the rotors when each tire began to skid, just like a car or truck, leaving those "stuttering" skid marks instead of the long continuous skid marks.
My Dad worked at DTW for Northwest when I was young. I remember the place where you could watch the planes land right in front of you off I-94 and "Metro" airport (DTW, or KDTW I think(not a pilot here)). I remember learning all of the names of the planes and I remember I though the 757 was so cool because it seemed so big and skinny but would lift upward like a fighter jet! We grew up right under DTW and I remember the 727's as being the loudest around, especially while landing. I could recognize the sound even if I didn't see the airplane go by. Funny how both are covered in this episode. My dad's second job was as a volunteer fire fighter for station #2 in Romulus. He ended up helping to save Cecilia from flight 255...Ironic because he got the call while not at work for the very same airline. May God bless the souls from that flight and the first responders that dealt with that situation. I saw the scene photos as a kid...I will never forget.
The McDonnell-Douglas acquisition absolutely poisoned the culture at Boeing with misstep after strategic misstep… like acquiring a dreadful disease. 757-200 and 727-200 are the two most beautiful airliners ever produced. 757 was the sports car of airliners and there is little that is more gorgeous than a wheels up 727. Boeing needs a miraculous return to the cultural mindset that produced these badass airplanes.
Did you miss the part were Petter explained nobody was buying the machine. Airlines need busses, reliable and safe. There is no need for sport cars if you run a transport company. The 757 was never going to make it. The A321 and (a safe) 737M10 are way more economical
What does the former defense contractor have to do with end of life for 757? Talk to any former McDonnell employee. I have personally talked to many. They'll tell you working conditions and choices got worse after the merger. Boeing did this to themselves. After all Boeing is the one who bought out, nice vice versa.
And they claimed they'll not gonna move HQ back to Seattle area as “it won't make any difference to decision-making”. There are bunch of people still defending this company or claiming this is just a partner but hey if the brand owner don't care about quality at all then how can they push their partners to do so？
Another great video. .. As a 757 pilot, I too LOVED this jet. Very capable, and honest. It was noteworthy that my company had to block 30+ seats on the 737, out of airports such as Maui (OGG) when the 757 was taken out of that market. The 757 NEVER had that issue when crossing the Pacific to the States. She was a great and capable airliner.
I sat next to a 757 pilot who was deadheading on some flight years ago. I asked him if he liked the 757 and if so, why. He simply relied, “It has more power than it needs.” Taking that comment to my then father-in-law, a retired F-4 Air Force pilot. “Yup, power can overcome a lot of problems.”
On one flight we were in a 737, and as we turned off the taxiway to line up on the runway, i noticed we were followed by a 757. The size difference was obvious and amazing, especially the height. I seemed exaggerated given the narrow body design.
@darkside7109 The thing is.. the 757 was built with growth in mind. It already had long enough landing gear for a stretched fuselage and larger engines. The problem is it was and is too large and heavy for what it is. The 737 is too small… the 757 too big… the A320 is just right-designed to directly replace the most popular airliner of the time: the 727.
They didn’t kill the NMA though, they said they paused it until new engines emerge which makes sense. It doesn’t make sense to build the NMA with LEAP engines or the PW1000 because those engines have already been around for almost a decade. Even though they are the most efficient on the market right now, they’re old enough to not build a whole clean sheet design aircraft around. I’d anticipate in the 2030s, the next generation of engines will emerge and that’s likely when they’ll launch the NMA.
@@AVPaegle there are only 500 on order and over 6000 MAXs and like 8000 neos. That is quite literally the picture perfect example of a plane model that is not in high demand. The 757 sold over a thousand hahahahahah
One of your best, clearest presentations. We especially like your frequent pauses for recapitulation-- all or most of this is new material to many viewers. Your background as an instructor contributes enormously to your technique. Think of viewer assimilation rate like watering a garden. Run the stream of water too fast for rate of absorption, and you get a rapidly growing pool of muddy run-off water, which is wasted time and effort.
Your analysis is spot on. The 75 wasn't simply victim to the bean counters like many people like to believe. As much as I love the 75, it really isn't suited for current market demands...the largest being overall efficiency. The weight "penalty" as you noted is provably the biggest factor. That said, she is a marvelous aircraft...my all-time favorite.
For 33 years, I had the privilege of flying the 757...both the PW2040 and RB211 equipped versions. Later in my career, our fleet had LDS cockpit conversions, which made the plane a very modern aircraft. I miss flying these machines greatly. Above being said, I gained a better understanding of this plane's production demise from this video. Thanks for posting. I always enjoy your offerings.
I have 4300 hours on the 757 before flying the 767. 757 is my second favorite aircraft. It flies like a big bird plane, but handles like a small jet. I love it and miss it.
Final report of PIA 8303 has been released. Will be interesting watching an episode on this bizarre incident as part of aircraft accident investigation series on Mentour Pilot.
I only flew on a 757 once, many years ago, from Dallas to Miami on American Airlines. I HATED it. That very long corridor in a narrow fuselage created a claustrophobic feeling, there was a certain additional stress compared to other narrow-bodies like a 737 or A320, crew mobility was impaired, service was slow, toilet lines were long. DFW-MIA is just a 2:30-hour flight, but when I arrived I felt like I had flown for 10 hours. And American only flew the 757-200; I can't even imagine how it would have been on a cramped 757-300 of those European charter airlines. That said, I understand that there are some markets, especially in small island countries with limited airports, that became orphans when the 757 was discontinued. There is no current plane model that completely replaces it. The A321neo with its new longer-range varieties has the range and the capacity, but not the short-runway performance. The 737 MAX has the short-runway performance and most of the range, but not the capacity. Then you see things like Air France operating the 787-9 on Mayotte's very short runway nonstop to Paris, requiring a lot of skill by the pilots, or Corsair using the A330-900 on the same route but taking off with nearly empty fuel tanks and a refueling stop backtracking to Réunion. But even if operation is (barely) feasible technically at such airports, both the 787 and the A330 are too big for many such markets.
First ever flight as a teenager was on a 757 by one of the European tourist carriers you mention, in the early nineties. Asymmetrical rows (2s and 3s), jeez, never again did flying (coach) feel like jet-setting. I remember the thrust and how vertical the climb was compared to later flights I took. Thanks for shedding some light on to why this was such a different plane.
Perfectly presented arguement. I wish people would stop saying the stoppage of 757 production was a poor management decision that led to Boeing being unable to compete with the A321XLR and that the MAX fiasco wouldn't have happened if the 757 was kept around. The MAX fiasco only happened because Boeing and the FAA didn't do their jobs properly and we only think of it as a 60-year-old outdated design and an uncomfortable airplane as a result. The 757 cabin is about the same width as the 737, so I can't imagine it would be very comfortable either. The 737 was smaller and could be produced more efficiently, so it made more sense as the A320 rival. As for the A321XLR, middle-of-market demand didn't really exist back in the early late 90s, to the extent to which it does now. So, the narrative that "Boeing made a huge mistake to not upgrade the 757 and instead focus on the 737" is rubbish. They made the right call to end 757 production when it did, it was other poor management decisions that led to the MAX fiasco and them being unable to offer a middle-of-market airplane to compete with the A321neo family. Apologies for the rant, its just that I hear so many of my fellow members of the aviation community say this and I just want to get it out there that I believe its false. The 757 is still cool and I want to get a chance to fly on it, especially to experience the takeoff.
Your opinion can't be taken seriously when you state that the MAX fiasco was caused by poor management decisions and outdated design because apparently you haven't bothered to look at the data from the flight recorders that captured what happened on the two flights that crashed and another that experienced the same circumstances but landed safely at its destination. If you had, you would have realized that the data paints a completely different picture than what the news media published and there was nothing wrong with the design of the airplane and there was no technical reason to ground it. Instead, you are informed by speculation and fake news and your argument above, since it is based on the same, is invalid even though your conclusion that it is stupid to blame the 737 for the demise of the 757 is correct.
@@petep.2092 I don’t think the 737 design is outdated at all. There’s a reason why it’s still being made today, because the design is in fact very good. There were design problems and Boeing did implement features to mirages them, but sadly did so poorly. Groundings happen not because the design is bad, but because not many knew at the time of ET302 what was really happening with the MAX. If they’re falling out of the sky like that for reasons that cannot yet be explained, of course the airplane will be grounded. Please don’t misunderstand me. Still, glad to hear someone else’s opinion. I enjoy it.
Early in my aerospace career, I worked for almost 5 years at P&W on the PW2000/F117 (on C17 transport) engine. I also supported certification of the PW2000 on the 757-300. As a passenger, I always enjoyed transcons on the DAL, UA, and TWA 757s.
Boeing is working on a 737 replacement as well, that’s what the Boeing NMA or the “797” is supposed to be. It’s misleading to claim they cancelled it, they just paused it and pushed back its launch date. They’ve always confirmed they won’t be making another 737 generation so we would expect the NMA to replace that in probably the 2030s. Also, Boeing had $4.5 billion of free cash flow in 2023 and made more revenue than Airbus. I’m not sure where the notion that they’re struggling for cash is coming from.
@@FlyByWire1 From the news media. Some of them keep insisting on publishing fake news that Boeing took billions in COVID-19 money from the government. They must be thinking that if they repeat it often enough he public will come to believe it is true, just like they did with the 737 MAX five years ago.
As always, an excellent analysis and presentation. While the two planes are more than several generations apart, the 757 reminds me a bit of the Lockheed Electra, in so far as it had a favorable power-to-weight ratio that allowed it to perform well. Pilots liked to fly both aircraft. I've flown on both. I can still remember the take-off of the Electra from Boston's Logan airport. It was much more quick and lively than the lumbering DC-6s American had previously used on the BOS/LGA run. My last flight on the 757 was from BOS to LAX. When it took off, it reminded me of my first take-off in a jet, a flight from Stockholm to Helsinki on a Caravelle. In both cases, it felt like we'd gone vertical.
You’ve answered so many questions and beyond about it. Last time I was on it the pilot gave me a neat specs card so there are fans, and he is one. Why I started to like the plane was how it was laid out inside as well as the outer look. You gave me more reasons to like it and I see why Delta holds into them for Costa Rica, where I travel to often. Sure it could be a back step to lighten it and reengineer the engines etc but as times change I don’t want to get on a Max and few do. Some times a producer missteps for all these reasons with hind sight. But the right marketing campaign about customer’s love and never ending need for the size- hey I looked at the outsides and the best Ww2 German engineer work actually came to mind- I would choose it.
They should have taken the wing and engines of the 737 and put it on the 757, most of the extra weight was in to 757 wing for the larger fuel tanks. The aerodynamics of the 757's nose was also superior.
Loved flying the 757 for about 12 years at a major airline. One of my fellow pilots had worked at boing as an engineering pilot. I asked him why they didn’t continue and improve the 757. One not enough market, 737 cheaper and improved, and the 787 was the new aircraft that could do everything and more then the 757. I’m so thankful I got to fly the 757 into some of the most difficult airports I. The world like La Paz Bolivian Te Gusagulpa Honduras to mention a few. 757 was always so strong and reliable.Dream to fly.
Then I pose the question, what about the B767? It's currently still in production, similar type-rating, excellent performance, and from a personal view, wonderful to fly. Boeing would be eating into B788 purchases, but it is much needed currently. Unfortunately, they refuse to build a passenger version again.
@petep.2092 Every airline in the US. United had a hard landing damaged aircraft from last year. We make so much money on this aircraft that we opted to repair it, even after significant damage. Delta and LATAM have been the same. For the niche they operate, they're golden. Don't know about the rest of the world, but it's certainly the case in the US and South America.
As a former Aircraft welder (USAF), I really enjoy your content and the way this information is presented. I also used to be a welding Coordinator (Engineer without an actual degree. But similar job) at a company that made combustion cans and many other hotzone components for all engine manufacturers. So Thank You for adding to what I have learned from an angle I was not aware.
The 737-900ER was a big factor in ending 757 production, it could cover around 90% of all 757 missions, but more efficient and with commonality with the smaller 737s. However from todays standpoint it was a bad decision. Demand for the 757 returned shortly after it got cancelled, when airlines in Europe and especially the US discovered the 757 as an ideal transatlantic airplane connecting secondary airports.
I flew the B757-200 for a major charter airline in the late 1980's and I absolutely loved it. The controls were beautifully harmonised and the amount of power available made operating out of airports like Funchal a breeze.I wouldn't get that luxury again until I was lucky enough to fly the A340-500.
Around 1970, BAC had a project for an updated version of Vickers VC10 (codename two-eleven). It would had only two engines, two RB211's, instead of 4 conways, but still mounted on the read of the fuselage. It was a cool-looking aircraft, I wonder how it would have compared to Boeing's 757.
Hawker-Siddeley had a project on the drawing board in 1967 - intended to take advantage of the new high-bypass turbofan technology - that was surprisingly close to the eventual specification of the B757.
The list price of a 737-900, was about $12 million less than a 757-200 and after 911 I'm sure 737-800's were being heavily discounted. In truth the 737NG can do most of what the 757 can do for a cut price.
Great explanation. Also not sure if it’s been mentioned- the larger wings and or empty weight ? Characteristics of the 757 or something about its design gives it an air turbulence profile almost like a “heavy” / wide body airplane. You can hear this in atc recordings where controllers say to the aircraft behind a heavy on a approach, “aircraft ahead is a heavy 777 caution wake turbulence.” But they also say following a 757 to the plane behind the 757 “caution wake turbulence” 757 doesn’t get the heavy moniker but it does produce a caution wake turbulence warning from atc for traffic one behind it. So it’s beefier than the a321 and has heavier wake characteristics than the airbus.
when i worked for Singer-Link at their plant at Hillcrest NY, i got to fly their new 75/76 simulator. it flew like a big 172. i was amazed how easy it was to hand fly.
enjoyed my flights on B757s. BTW at 19:30, beautiful shots of Icelandair Hekla Aurora (TF-FIU) is a 757-200 though you are talking about aspects of the -300. Flew on this plane some years ago. I recall the DC8-63 also being called the "flying pencil".
I grew up in Seattle and lived south of Sea-Tac airport as a grade school boy in the 1960's. At one time it was important to me to try to get my hands on a used Brownie camera so that I could collect photos of each of the different models of Boeing's airplanes as they approached the runway near our home. Just a few years later, in the mid-1970's, my wife and I bought a home not too far away which was located directly under the north approach to Sea-Tac. We could observe tiny details of the landing gear as they flew so close overhead and made our windows rattle... and screamed in our ears. In fact, the home we bought was for sale as a bank repo during the era when Boeing was laying off people by the thousands. It became a joke around Seattle; "Will the last one to leave please turn out the lights?" My brother-in-law and quite a number of people in our church worked for Boeing. One, an engineer in Boeing's landing gear design department, told us 10 or 15 years ago that Boeing was trying to diversify so that they could, to some extent or another, get out of the aircraft industry. He told us that Boeing no longer treated their employees with the same respect as they had during the first half of his career. Now, with the whistleblower 'incident' and a looming world-wide financial crisis, along with a couple of other factors each playing a role in this scenario, I wonder how these will impact Seattle's reputation of being a flourishing, world-class city. Since the 1970's Seattle itself has diversified, so they have this in their favor. Your reviews rekindle our interest in the town that my wife and I both grew up in. Thank you for your insight and sharing it with all of us. God bless.
I wish , i had you as a master teacher in my class room back in the days of university to evaluate every possible condition , step by step like you mentioned in the video. this is a key approach in the engineering.
I am a former Federal Air Marshall (FAM) and flew, a lot, in just about every western aircraft in existence. The 757s and ERJs were my favorites! When you took off in a light 757 with good temp and altitude you could really feel the gravity in your back and neck! In the 757s even long trips felt short it moved so fast!
I absolutely love all your videos. You are amazing at explaining theses incidents and I am grateful. That being said, as an AA FA for over 25 years, I have to say I HATE this ac! And so do paxs. I aisle with the same amount of paxs as a widebody, not nearly enough OH bin space, not enough lavs, no where for paxs to roam on long flights, the aft galley next to the main 2 lavs making a contant line at the aft of the ac, etc etc. So while it being a pilot fav, FAs and paxs hate it. I hope they dont remake this awful plane even longer. Flying has become crappy enough
I flew a lot on 757's during the pandemic on long haul routes like SEA-ATL and SEA-DTW but they were replaced with 900's as soon as things got back to normal. However I rediscovered them flying short flights (under an hour) ORF-ATL SAV-ATL. What a nice gift after 4.55 hours getting to ATL on a 900 to then get into a 757 for the last hour. Always a lovely experience. That and unlike the 320,321, they don't wander back and forth. I was on a flight with my wife yesterday in a 321 and in perfectly smooth air there we stood in the isle with everyone swaying left and right in unison. You don't get that on a 757.
Thanks, great story! I first flew in a 757 on the LHR-EDI shuttle in 1984. The captain came on the PA to enthuse about his aircraft, including the statistic that it had more thrust than the rocket that put Mercury spacecraft into orbit! I have since flown onboard 757s many times, most recently in 2023. Such a beautiful aircraft.
First time I took off on a 757 was 1994 JFK to MIA. I literally almost passed out from the Gs on takeoff. I was 15 years old and simply was not expecting such a rapid ascent. I absolutely loved it!! Flew on it many times and I'll miss it forever.
As a frequent customer based out of SNA I really liked the 757. The mid cabin boarding used by some of the carriers was great if you were traveling up in business/(first) class. The ability for the plane to make up time enroute was great, and of course the short field capability on both take off and landings was awesome. I can remember specific flights on United, American, America West, and Delta. Some very nice flights, mostly nice flights (I remember America West having to reverse thrust off a gate in a surprise snowstorm when the BWI tug was spinning its tires on the ice!) I was on American with only 14 passengers on 9/10/01 from SNA to SFO with a pretty dramatic takeoff!
757 and 767 best Aircraft ever. It was a pity Australia's airlines did not pick up on the 757. I had to go to the USA to score a run on some when visiting my kids.
A minor correction re the military C-32: only four were built as such and the remainder are used ex-civil 757s. Total USAF C-32 fleet is now estimated at 12 aircraft, though with some use of multiple tail numbers and now the removal of such identification altogether, it can be hard to keep track.
The 757 was my first and most common experience of flying as a kid in the 90’s. I flew northwest a bunch of times on them. They still had ash trays in the arm rests. I even found a cigar butt in one once. They were REALLY loud when landing on the runway when the brakes initiated. Sounded like extreme fabric tearing apart. First time I heard it scared the shit out of me. Takeoffs were super fun and felt like a roller coaster. So much g-force at takeoff from LaGuardia runways. We even took off from there in a tropical storm that had just downgraded from a hurricane. Massive drops in altitude during the climb. Was always a wild ride.
Interesting to note that no Japanese airlines ever ordered the 757. That is an indicator of its place in the market. And the 737-800 was considerably less expensive. And due to the increase in orders Boeing made the tough decision to expand 737 production in Renton and remove the 757 assembly line to accomplish that.
Get a Exclusive NordVPN deal here ➼ nordvpn.com/mentournow It's completely risk-free with Nord's 30-day money-back guarantee! ✌
Boeing fell into the 737 trap by putting all their eggs in the Southwest and Alaska basket, thinking they could cash in on that gravy train, while neglecting reality. That reality was that operators like Delta and United were utilizing the 757 on high density hub routes, even short haul, that the 737 couldn't compete with capacity wise. Those airlines also, when it came to the 757-300 realized they had thin route intercontinental capabilities. That was a win all around. Give me the 757 any day against any version of the 737.
Don't hate the 737-200! How many airliners have off road packages?
Excellent presentation!
With the wait penalty per passenger, versus the A320, no way could they continue producing the 757.
Boeing big mistake, waffling on an all new replacement for the 737. Even I can figure that out. What does that say about management there?
One thing I learned as an R&D engineer - Marketing and management people have very little visionary skills because they simply do not understand the technology and where it is heading.
Any company in the technology field that is dominated by people that don’t actually understand the technology, it is doomed. Boeing is doomed.
I loved flying the Delta 757's out of John Wayne airport (SNA) with its strict noise abatement procedure. The 757 was popular there due to its high thrust to weight ratio, can get airborne and climb very quickly, then throttle back for a minute or two to get out to sea and continue to climb.
No.
Im lucky to be a current 757 pilot, they say never meet your heroes, but having wanted to fly it since I was a kid, this aeroplane certainly does not disappoint. It’s as close to perfect as an airliner can get, the perfect mix of analogue and digital, it helps you out enough, without doing too much and allowing you to be involved with the process of flying it.
It’s just as happy doing London to Manchester as it is crossing the Atlantic Ocean. As passengers, I’d guess that 98% of what people call ‘full thrust takeoffs’ are actually only 75% of Maximum and derate 2, and yet it’ll still out-climb anything!
Actual Full thrust, empty takeoffs are downright scary… Absolutely phenomenal machine.
A jet fighter in airliner clothing?
@@alexandermonro6768 The pull of those engines is just bottomless and quite astonishing.
@@alexandermonro6768A jet fighter you can enjoy a meal in at 35,000ft with 200 of your mates! Truly one of the greatest oddities and most loved jets ever made.
That’s awesome. Thanks for sharing your experience! Best of luck to you.
@@alexandermonro6768 Compare with the Learjet 23, an actual ground attack fighter (FFA P16) in business jet clothing.
Back in the 1980s I was on an Eastern Airlines flight from Boston Logan to Miami.
Just before takeoff, the captain came on and said “This beautiful 757 that is only three weeks old. We love this plane and we’d like you to notice it’s takeoff performance“ (essentially saying “watch this!“).
We were lightly loaded, and after rotating he just kept on pulling, and by the time we reached the far end of the runway we were +3000’ and climbing like a bandit. It really was a thrill, and also illustrates a time when pilots (especially Eastern pilots) could have a little fun and share the joy of flying with their passengers:)
I had a similar experience with a Delta crew heading to London Gatwick.
The first officer noting that we would not be long in reaching our cruising altitude so sit back in your seat and enjoy the " quick lift off". With that aa we were off the runway with about 50% remaining and looking at the terminal yet we belted thru the Cirus clouds in short order feeling pinned to our seat most of the climb.
A couple of us were laughing and commented that the pilots were showing off like teenagers with a hot rod
I love hearing phrases like this from grown up professionals and instantly knowing they are Americans.
I am in pain about the lack of simply being human in my workplace on the other side of the Atlantic.
@@gernhard.reinholdsenwhich country are you from?
One of the funniest quips I ever heard was an Eastern Airlines pilot pal excusing himself to go send a brown rocket to Frank Lorenzo, ca. 1987
East L.A.
I don't care what anyone says. As an Aerospace engineer and passenger , the 757 is a takeoff performance rocket which is unmatched. How many planes can take off from a short runway like SNA or Skiathos and comfortably do transcons without any weight restrictions even westbound. Also a great look airplane!!
Amen brother, you and me both. The 757 is a highly overpowered (this is a good thing) beast in every respect. The 75 is Boeing's best overall jet ever built.
From what I've read, controllers loved it too as they would almost never hear "unable" from a 757 pilot.
For sure . Years ago, had a chance to talk with our UAL capt waiting for the incoming 757 that he was going to fly us on. Ex Navy and he said it was the closest to the Phantom's he used to fly. We had only 14 pax on that flight out of SFO and the capt didn't disappoint - pushed back in my seat. Best takeoff ever.
How the 757 performance compared to the A220?
I loved working on this plane as a flight attendant.
I flew the 757 for United for 14 years/9,000 hours and it was the best airplane I have ever flown! I recall the day I had to make a takeoff from Orange County KSNA, California. The runway was only 5,700 feet long but inspite of this, I took off carrying 183 passengers and flew non-stop to Newark, NJ landing with 1.3 hours of fuel remaining. Try that with a 737 Max.
Or an A321 🤣
Thank you for your services! I am a United FF and done many London trips on the 757s
With 1.3 hours of fuel, AND all your seats remaining. Try THAT with a 737 Max!
Last time we took off from Orange County, I thought the pilots were heading for the orbit. Everyone’s stuff that wasn’t secured was flying everywhere.
For real? 😮
Most informative. I've wondered for years why the 757 was discontinued, and now it makes sense to me. Petter, you not only educate your audience about the aviation industry, but you always demonstrate the power of rational thinking. I'm very grateful to you.
Thank you, that's wonderful to see!
The New Zealand Air Force (RNZAF) still flies 2 757's. Most of the time they are in the hangar bring repaired for some problem or another.
It was simple Boeing had two lines of planes the 757 where sales had stopped, and the 737 where they had orders backed up for years, you keep the line selling and drop the line with no sales. Boeing has sold close to 14,000 737's........ they sold just over 1,000 757.....do the math !! !
My special lady friend is a flight attendant, and she told me that she _loves_ working on the B757, because the restrooms are at the front and middle of the aircraft, but the galley is in the rear (and quite spacious), which means that the flight attendants can do their work prepping for the inflight services, without having to contend with the hassle of passengers getting in the way in order to use the bathroom. She said that it’s a very smooth and comfortable airliner to work on as a flight attendant, definitely one of her favorites.
@@samy7013 hey samy , i remember you , we went to school together and i met your special lady friend a fews ago on a flight one evening she gave me a Blowie for free
There was one smaller factor. The 757 factory was heavily damaged by an earthquake in February 2001. (I was standing 50 feet away when it happened.) They patched it up a little and were able to produce one a month after that, more due to lagging sales than the facility, but if they wanted high production they would have had to invest a lot of money to repair the facility or move production somewhere else. The building was eventually tore down and the property sold.
Similar thing has happened to Piper as they just stopped producing their stunning Comanches due to heavy flooding that damaged the factory
Great fact. Thanks.
Oh come on man. I was in the wire shop. Wasn't bad at all. Lol
@@davidmellick1947 what happened to the building. The reason it wasn’t bad was the wire shop is always wired tight.
It was literally the worst thing to happen to the US aviation industry in 2001.
After a few decades flying DC9s and MD80 variants, my dad finally retired from flying 757s in 2007. He really loved them. Back in 1999, the pilot contract for Finnair pilots stated that if a pilot had to stay at work over Christmas, they could take one family member with them (spouse or any kid under 25). So at 20, I got to fly in the cockpit of a 757 first from Helsinki to Dubai, then from Dubai to Phuket, spend Christmas there, then from Bangkok to Dubai, and from Dubai back to Helsinki. On some legs, aviation enthusiasts or small kids would come visit the cockpit; on one leg, a really frustrated purser would come to ask for assistance about a loud drunk (who luckily passed out before he couldn't create more trouble). Over the Indian Ocean in the bright sunlight, we would tune the AM radio to listen to the Finnish public broadcaster's longwave frequency, and catch a comedy show (Alivaltiosihteeri, for the Finns in here). The landing to Phuket International was magical to watch from the jumpseat, with the runway starting almost directly from the ocean...
No more 757s, American overreaction and paranoia means nobody from the general public (or even crew family members) gets to access the cockpit to marvel the miracle of aviation anymore, pilots' union has weakened so no more taking family members on company expenses for five days for Christmas, no more longwave radio broadcasts even :D Well, at least I have my memories. And kids these days will have their cherished memories about other cool and beautiful things.
DC9! the chinese copy of the Caravelle!
Fun fact: The last 757 built is now flying for Delta as N823DX
Thank you, that's a good piece of trivia!
Exactly what I was just asking myself. Thanks!
🤓
She used be B-2876, lucky me have over 100 hours with her when I work for Shanghai Airlines.
I just found a route featuring it on a return flight from LA to Boston!
I saw your coffee cup that says: "Inop". For a short time while recovering from a physical problem I was assigned to do maintenance debriefing at U Tapao during the Vietnam war. I would see Inop scrawled many, many times. In one case, the B-52 crew sitting across from me they looked like they had just showered with their cloths on. Two items had broken inbound to the target. One was the environmental controls, which didn't concern me, and the other was the autoflight controls which did concern me and the avionics shop. Inop did not begin to describe the effort it took for the crew to to complete the mission and return to U Tapao. Apparently, they were trading out the entire crew to fly the BUF because the constant 55 lbs they were fighting were tiring out one man after another. Without the strength to hold the yokes the BUF would dive. This crew was mad!!
The L1011 and 757 are engineering masterpieces. As an engineer, I had the pleasure of working on both at Delta Air Lines.
This is what I was thinking, the story of L1011 TriStar is very similar of the B757..
My experience with the L1011 is spending months chasing corrosion of the butt straps in the bilge as an apprentice hance my dislike of the aircraft😂
My Father worked on the L-1011, among many other projects he did for Lockheed. He was quite proud of it, and as I recall went for some rides in the prototype.
And the days when Delta really shined! Self reliant of parts, engineering and service. 757 and the 767 ( purchased by employees) stood one of kind all American company.
In the world of design, there is insanely lightweight, and there is scaleable and beautiful. Boeing needs to rewind the cam to the 757.
Can anyone imagine, a plug door on any of those? One have to surmise to say a 737 was designed for pilot training transition. Was transitioning that difficult?
Then I also think 707 and the BMAC how it will be around
@@rex8255it also had the distinction of being the first with a Flight Management System.
I flew that jet for years. Every button , switch and indicator are located exactly where you would want them to be. It is the Ferrari of airliners.
That’s precisely why the 737 should have inherited the 757 nose section when it was modernised and “maximised”… would have gained longer nosegear too. Slot in a new optimised mid section with the Max wing and engines, conventional main gear, and tell SouthWest to get with the times and pay for some pilot training.
@@johnmoruzzi7236 The problem with that is the risk that SouthWest (or other similar airlines with very large 737 fleets, not only is SW not the only 737-only company it there are even more companies which are non-exclusive only because... they need other planes for long haul) decide to go on and shop somewhere else.
Actual fact🗣️🗣️
@@johnmoruzzi7236the whole point of the 737 max was that it was a drop-in replacement
I'm a airbus guy but the 757 is my favourite aircraft of all time
I'm an Airbus enthusiast myself, but the 757 is a stunning aircraft!
Yup. Exactly the same
Same, the 757 and 777 are two of the finest aircraft ever built.
@@cjmillsnun true and 767
The 747, 757 and 777 will always be the best aircraft Boeing has ever made.
We take this content for granted sometimes, but this channel is better than most paid terrestrial and cable TV streaming. A Mentour weekend is always a great weekend! 🎉
Aww, that’s so nice to hear!! 💕💕
Very well said, but also think about how much you learn at the same time. I have been an aerospace engineer for almost 40 years, starting on the 757 program BTW, and enjoy learning so much from Petter. And as a stress analyst, most of my life has been dedicated to airplane safety, so I really benefit from the accident reviews he does on Mentour Pilot. Thank you Petter for the great content and enthusiasm with which you put these videos together. I just don't understand your dogs' lack of enthusiasm.
The 757 is my all time favorite aircraft. Beautiful, great looking porpotions, and that cockpit is just amazing to look at.
Couldn't agree more!
@@MentourNowthanks for all your work. I never miss any of your vids or Mentour vids 🎉
Always loved the 757, was on the first Monarch automated flight, from take off to landing. But I have to say I always preferred the 767. But those are my top two aircraft to have been a passenger on. I found the one 787 I was on a little soulless.
16:23 - The PW4000 was the first engine certified by the FAA for test flight on this class of airliner based entirely upon simulation results. My customer was P&W, and my product was the real-time UNIX super-microcomputer that ran the simulation code while jacked into the engine live on the test stand. P&W did not have to buy a prototype electronic engine control from Hamilton Standard, which saved P&W a million dollars but cost HS a million dollars (cost of the first article). P&W beat GE to the 777 test flight - Boeing pulled six weeks out of the competitive schedule, and I had to help P&W over some issues because of the abbreviated schedule.
Back in the days when Boeing knows how to build a no non sense plane ..
In 37 years of airline flying it’s the best plane I ever flew It could do anything!
Yeah it's honestly sad how far boeing has fallen both in their commercial planes and in their space systems (SLS and starliner)
In a way, it made it less competitive. Great airliner, but heavy and therefore less economical to fly. And that's why I don't like it when people say that accountants should make way for engineers. At the end of the day, it all becomes a balancing act between the two. Get the best value for money into a design that makes sense in the long term.
@Chris_1024_you keep blaming “cheapskate” passengers, but that’s really not the problem. It’s the airlines who want to have more money left in their (more profit) bank account after a flight. Why don’t you blame the airline companies instead?
@@rtbrtb_dutchy4183 Blame the airlines for what? Not wasting money and not making customer experience worse? However cool something is for an aviation geek, worse is worse.
First time me and 2 friends flew on a Boeing 757 in summer 1989, and we couldn't believe how awesome this aircraft was! Noise level inside was low, good build quality, and we became an instant fan of it. Later on flew on other Boeing 757 for 2 more times. Still the best experience ever on an aircraft. Fan for life!
9/11 impacted this too. Even demand for 737s dropped dramatically (that demand drop was partially saved by Ryanair making a historically big order).
For a historical low price to boot. Ryanair knew they were practically saving Boeing at the time
@@MrJimheeren Hardly. New orders had dropped but there was still substantial order backlog that would keep Boeing running for quite a while, and the post 9/11 rebound happened much faster than predicted.
I was one of the structures engineers on the 757-300 program, responsible for integrating the tail skid. According to Arkia, the 757-300 had the lowest CASM of any airplane on the market. It was only until the A321neo that something that could match it. So if you can fill the airplane it will be a profit maker. A stretched 757-300 only is valuable to airlines that operate a current fleet of 757-200 aircraft, which by late-1990s and early 2000s were primarily US domestic airlines--Delta, American, United, Northwest, US Airways. As stated here, 9/11 and the resulting downturn knocked the legs out from under the program as it put a halt to any idea of fleet expansion in US domestic industry. Eventually Northwest used the 757-300 to replace its aging DC-10s on its Hawaii routes, which are the most competitive routes in the United States, and took advantage of the low CASM that the airplane offered. Fundamentally, the 757 has the purchase costs of a wide body because it just wasn't produced at sufficient rate to come down the learning curve. The much lower cost 737-800/900 can do practically all the routes except for longer range routes, like to South America, where that large wing is needed.
Did Arkia include fuel costs in the operating costs? Some airlines don't and its hard to imagine the 757 coming in at lowest CASM with its fuel guzzling engines.
The 757 was a very popular for North Atlantic “long skinny “ point to point flights. Just lacked the range against a headwind
@@chrissmith7669 Yup, I flew a USAir Philadelphia-Lisbon 757 flight. I wouldn't recommend it.
Timing is such an important factor. The L1011 for example, was a terriffic aircraft by all accounts from their crews, but the slight delay in getting their Rolls Royce engines, enabled the DC-10 to fill orders from would be customers.
It wasn't due to strike. RR went bankrupt and could only survive with government bailout. Additionally L1011 was significantly expensive than DC10. They say its price was close to that of 747.
@hakanevin8545 I stand corrected. I should have remembered, that British companies suffered from piss poor management during that period, which manifested itself in not only labor unrest & quality issues, but government intervention.
The L1011 got a second chance, when Lockheed made a deal with the Soviet Union to sell them some L1011's & license their manufacture in the Soviet Union, but President Jimmy Carter stopped that venture. Carter's National Security Advisor, Zbigniew Brzezinski, had a visceral hatred of the USSR, so pushed Carter against it, causing Lockheed to give up on civilian airliners.
@@user-yt198 Douglas went the parts bin route with the DC-10 & despite high profile crashes, fillled the void. If not for the Rolls Royce engine delay for the L-1011 Tristar, the DC-10 would still have been successful as it fit the need & was less expensive, but the Tristar would also have been deemed successful, just not as successful as the DC-10. Kind of like the 707 vs the DC-8. Both were successful; just the DC-8 was not as successful as the 707.
@@user-yt198 This discussion reminds me, that the Professional Managerial Class in the UK in those days, was a bunch of inbred, elitest morons, not unlike the professional managerial class in the Western World today!
@@user-yt198 So they bought the DC-10 because it was cheaper? They get what they pay for. 🤣
The main point made here is airplane pilots and fans do not make these decisions. These decisions are made in the airline boardrooms. Boeing can only respond to the markets at hand. Any aircraft, be it a C150 or a B747 success is based on what it can haul and how much it costs to do so. Useful load is everything second only to fuel burn. The over-riding fact is the 757 was just too heavy compared to its rivals. All the power in the world won't change if the aircraft structure and space available won't produce a profit for its operators. Those boardroom execs are not as stupid as folks think they are and certainly operate with much better information than that found on internet posts. Once again, another great explanation was given.
I love this in the car industry. Lamborghini making SUVS and such.
… and news media reporters are not as smart as these same folks think they are, but when you are uneducated you have no ability to even discern what is nonsense and what is not, and you end up swallowing it all… hook, line and sinker. The kicker is when those misguided folks then believe themselves to be informed and competent in the subject and proceed to give what they think is a valid opinion of their own.
If not stupid then maybe blind!🤔😵💫🙃
Yeah, those Boeing execs who pushed the 737MAX and refused to ground it voluntarily after two fatal crashes really make good decisions.
@@CRAtheoneandonly There was nothing wrong with the design of the MAX, no reason to ground it, so they didn't.
I remember hearing someone joking that you didn't fly the 757-300, you board at one end, walk along the cabin, and disembark at your destination at the other end.
Flew in the DC-8-63 to Southeast Asia in 1975 in a charter single aisle config. That aircraft made the 757-300 seem like a 737 in comparison, even through it is only about 10 feet shorter. People looked like ants at the other end of the fuselage aisle! And there is the lavatory distances... 🙂
😂😂😂😂 it was a long plane
Not sure why everyone is using past tense here. There are still 753s in service.
When I was a kid I used to pretend that our rake was an airplane, and I would "fly" it around the yard. One day after looking at it, I knew that it would be impossible for an aircraft designed like a rake to take off.
I remember flying in a 757-200 flown by Canada 3000 in 1991. I was in the last row and it was very enlightening to see the fuselage bend like a wave vertically as we bumped along in turbulence. The 757-300 must be quite the ride!
Thanks sooo much for this detailed and informative video. Your channel is among my most favorite among the many available aviation channels available. When I lived in Tempe Arizona my next door neighbor was a Delta Captain who flew a 757 from Phoenix to Boston round trip twice a week for years. She repeatedly declined chances to upgrade to a larger airplane or switch to a different, more convenient schedule because she loved the airplane so much. When I later moved to a retirement community one of my neighbors was a retired American instructor pilot who flew out of Miami. This Captain flew the 757 into all the high and hot airports in South America. In fact, he had to certify all the new Captains on these routes before they were allowed to do it themselves. He said that without question, that the 757 was the most pilot friendly and most highly capable passenger aircraft he had ever flown....
The fact that in the near future we won't be able to see this amazing aircraft flying is heartbreaking.
It's will still be around for quite some time, at least on cargo and charters.
One other thing not mentioned (maybe you alluded to it) is, IIRC, Boeing wanted to take the space that the 757 was occupying and use it to expand 737NG production. The 737 was production capacity limited and were flying off the shelves (figuratively). By getting rid of the 757 at 1-2/month, they were able to build a dozen or more extra 737s per month.
There was a time when Boeing was producing 737, 747, 757, 767 and the 777 at the same time? And now they only sell 3 families while ruining their legendary 737 best seller 😮
Exactly!
Add the 717/MD-80 to that list as well as the MD-11.
Assume they figured out smaller line up more profitable and easier to manage production. As for the airlines they just adopted their business model to whatever was/is available from Boeing!
I suspect it is a combination of shareholder profits and the MBA disease.
there was also a niche aircraft called the 7j7 which wouldve replaced the 737 and maybe we would have seen an alternate future of boeing instead if 7j7 made it through
This is a really great summary of the 757 program. Part of the excessively heavy weight of the 757 was due to keeping way too much baggage from the 727. When the 757 Freighter was designed, it actually used the exact same cargo door as the 727, no new drawings were produced for the door itself. It had a similar flat aft pressure bulkhead, but without the aft airstairs which made a convenient exit for hijackers (a.k.a. DB Cooper). The 757 also retained the single-braced landing gear concept as was used on the 727, even though the gear was much taller. This gave the 757 an absurdly heavy and expensive titanium landing gear beam. If they had followed suit with the 767 and gone with the dual-braced gear, they could have used an aluminum landing gear beam like the 767 and the later 777 had. The 757 was also the most expensive airplane on a dollars per pound basis that Boeing built, so there really was no sense in keeping it in production. Hopefully Boeing will get to replace the 757, but let go of some of the less desirable features.
The Boeing 757 and Judith Chalmers in one video - ICONIC! ❤ A superb analysis, as usual! Thank you.
I haven’t lived in the UK for forty years, so that brought back memories.
I'm guessing that was the reporter in the fur coat?
@@toddsmith8608 Yeah, a well known travel reporter back in the 80s and 90s. Fronted a travel show called ‘Wish you were here…?’
Loooovvvveeeddd flying the 757!! Especially as a Cabin Crew on it. That plane was a tank & took off so quickly & the angle of take-off... That no other plane that is the equivalent replacement i.e. 737 max or A321neo has nothing on it. 757 was such an AMAZING plane ❤️❤️❤️
My all time favourite aircraft to fly on - fortunately it still flies from Scotland to America- for now anyway
If it is clear, I can watch them out my kitchen window turning onto their approach to Edinburgh when they come in from the west. They always seem to time it for my morning coffee!
Which airline uses it? AFAIK Delta uses their 767 on the EDI-JFK route
@@Angel33Demon666 a United 757-200 that does Edinburgh to New York, and another one that I can't find at the moment. They often come in around 20 mins apart.
UAL37 is one of them on Friday morning that you will be able to find
@@paulalexander8874 I see. I did a brief search and it seems United uses their 757-200 to Newark while Delta uses their 767-300ER to JFK. JetBlue will start their A321neo service to JFK in the summer too…
Petter's love for aviation shines through in this episode and is truly addictive! As a passenger I have never really appreciated the 757, it takes a long time to board and disembark and can't easily move throughout the cabin. Perhaps this is why I prefer flying on wide body 2-4-2 economy seating aircraft, especially transatlantic. Thanks!
Another factor is the management change at Boeing. Bean counters took over the company, leaving Seattle and engineering behind. Simply making a solid airplane was not enough, they had to make one as profitable as possible. From what I see, possibly the beginning of the end of Boeing commercial aviation. They will focus on the military where they can charge whatever they want.
Except that strategy does not work for them as their military (T-7, KC-46)/government (Starliner) contracts are all losing money. Yes, the Bean Counters were short sighted enough to think their engineers would pull development rabbits out of their hard hats, with ZERO hiccups, so they low balled all of those quotes, but still, fixed price contracts are at this point in time, not being 'bailed out' like in the past.
Yes a great once engineering company is slowly dying
@@allan4787 The capitalist model eventually eats itself
@@MarinCipollina 😭😭😭😭
@@MarinCipollina ok and the communist model can’t eat itself. Cuz how can you eat when there is no food? 😭
I think this might have been missed. The 737 classic was introduced in 1984. The 737 classic was quite a bit larger than the 737 OG and not quite a bit larger (almost as large as the 727) but also had considerably longer range.
With the 737 classic having about the range and the capacity of the 727, no other replacement was needed. As a result the 757 become a 707 replacment, having stats that is very close to the 757 in range and capacity.
Im aiming to fly on a 757 before all of them are retired, absolutely wonderful aircraft. Shame they stopped manufacturing them.
pro tip: book via united and fly into or from united hubs, this will give you a high chance on flying on a 757, i flew on2 757 200s and will fly with a 757 300 just by booking via united with miles
Or fly on delta from Fort Lauderdale to Atlanta or Detroit.
That's how I've done it! I've flown a 757-200 from SFO to DEN, and a -300 from ORD to DEN and DEN to MCO. United has quite a few flights with these planes still, which is awesome. It's a really great plane!
US legacy carriers still fly them. It's the plane I've been on the most in my lifetime flying Delta and United. There was actually a point where I wanted to fly on something besides a 757 😁
Last year, we did exactly what you said. We booked flights on a Delta B757-200 and a B757-300. Worth it!
I actually flew in the 757 when it was introduced by British Airways. Initially it was used on the Manchester to Heathrow shuttle service. Its performance was truly amazing compared to the old BAC 1-11s that had been used previously. In fact its take off and climb angle was such that the "pay on board" trolley service had to be abandoned as too dangerous. In fact the short flight just consisted of a climb and descent, there was no cruise as such. The push from the RB 211 at take off was truly amazing and quite beyond any other plane that was used on the shuttle service. I suspect such acceleration would not be equalled until Concorde came along. Thank you Mentour for explaining so clearly the reasons behind its production shut down.
They replaced Trident 3's on that route. I remember in when I was in about middle school taking a MAN-LHR flight not long after the 757 had been introduced as part of a transatlantic trip. On the return LHR-MAN flight we had a Trident. It seemed like an underpowered, under-equipped relic after the 757 trip down a few weeks earlier and the punchline was they only cleared us to FL160.
The Boeing 757 is such an iconic aircraft in my opinion. It is considered as one of the safest airliner in the sky. Never seeing it from my own eyes👁👁 but from watching some plane spotting videos, i realized that the 757 is a crazy airliner due to it's insane performance. It can land and takeoff at some of the most extreme airports in the world like Tegucigalpa in Honduras for example. Really love❤ the 757.
Thanks for a well-researched and presented story on this fabulous aircraft. In the late-1990s & early-2000s, the 757 formed the backbone of United Airline’s transcontinental fleet. I was then doing 24 transcontinental trips a year. Even as a private pilot with a few hundred hour logbook, I certainly could tell that the 757 had fabulous acceleration and rate of climb, even in the hot summer months. It was a joy to fly in. The pilots I talked to all seemed to love the flying this plane.
Flew to Las Vegas on a 57. and home on a 27. Take off in both aircraft will set you back in your seat. The 757 will hold you there. Great airplane to fly on. quiet and comfortable. 727 was what got us home , but it was noisy. not uncomfortable noisy, just irritating over a 5 hour flight.
The 757 is an absolute beast in terms of power. I was lucky via my work at the time a few years back to join a test flight of a newly acquired coporate 757 out of Birmingham. We were up a couple of hours and headed down to the Bay Of Biscay and then back. I got chatting to one of the pilots who was in the cabin who would be flying the jet in service and he was saying they had no restrictions on payloads or fuel for any of the airports they were planning to fly into! I can't specifically remember the airports mentioned but they would be a challenge for a jet half the size! Oh, and on this flight we cruised at FL380 and reached there after 14 minutes!!! Phenomenal!
It is disappointing that Boeing decided to sacrifice the NMA project in response to the Max crisis. They should have known that the 737 wouldn't be the ideal product for the future.
Disappointing, but it was a matter of finances. The Covid crisis a few weeks later would have resulted in the same cancellation, most likely
Another annoying problem created by the 757s larger wing is that it doesnt fit in the "standard" 36m gates, this is also likely going to be a problem for the NMA and any A320 successor, as they will need bigger wingspans to optimise efficiency. The A220 is a great example lf carefully optimised wingspan and capacity matching resulting in great efficiency uplifts, it uses the same wingspan as the A320, yet is some 20-30% lighter, so the wing is far more efficient, more than compensating for the lower payload.
You'd probably see foldable wingtips on both NMA and A320 successors. Airbus may as well choose to use some winglet tricks similar to A350 to increase the effective wingspan without actually lengthing the wing.
As a young engineer, I was privileged to work in Renton on the development of the 757 and have traveled more than 100 times on the -200 variant. I've spoken to many pilots who have flown the 757 and I'm not sure who misses it more, myself or the pilots who flew it.
My wife and I, along with another couple, were on a full Boeing 757 twilight flight from Kahului Hawaii to Lav Vegas, in January of 2005.
I remember the crew initiated the takeoff roll, then after about 15 seconds aborted the takeoff and sat on the brakes really hard! The brake rotors were so warped the cabin erupted into a pretty significant vibration until the plane stopped. Then, I heard the sound of the flap and leading edge actuators come on as the crew configured the wing for takeoff! We then took off with who knows how much runway already behind us without any further problem! I'm glad I'm here and able to tell this story! What a fantastic aircraft! And you for you guys driving these things.... please use your damn checklist!
Not likely warped rotors, more likely the anti-skid brakes grabbing and releasing the rotors when each tire began to skid, just like a car or truck, leaving those "stuttering" skid marks instead of the long continuous skid marks.
My Dad worked at DTW for Northwest when I was young. I remember the place where you could watch the planes land right in front of you off I-94 and "Metro" airport (DTW, or KDTW I think(not a pilot here)). I remember learning all of the names of the planes and I remember I though the 757 was so cool because it seemed so big and skinny but would lift upward like a fighter jet! We grew up right under DTW and I remember the 727's as being the loudest around, especially while landing. I could recognize the sound even if I didn't see the airplane go by. Funny how both are covered in this episode.
My dad's second job was as a volunteer fire fighter for station #2 in Romulus. He ended up helping to save Cecilia from flight 255...Ironic because he got the call while not at work for the very same airline.
May God bless the souls from that flight and the first responders that dealt with that situation. I saw the scene photos as a kid...I will never forget.
The McDonnell-Douglas acquisition absolutely poisoned the culture at Boeing with misstep after strategic misstep… like acquiring a dreadful disease. 757-200 and 727-200 are the two most beautiful airliners ever produced. 757 was the sports car of airliners and there is little that is more gorgeous than a wheels up 727. Boeing needs a miraculous return to the cultural mindset that produced these badass airplanes.
Agreed. If not for the merger, Boeing would definitely still be producing airplanes no one was ordering.
Did you miss the part were Petter explained nobody was buying the machine. Airlines need busses, reliable and safe. There is no need for sport cars if you run a transport company. The 757 was never going to make it. The A321 and (a safe) 737M10 are way more economical
What does the former defense contractor have to do with end of life for 757? Talk to any former McDonnell employee. I have personally talked to many. They'll tell you working conditions and choices got worse after the merger. Boeing did this to themselves. After all Boeing is the one who bought out, nice vice versa.
And they claimed they'll not gonna move HQ back to Seattle area as “it won't make any difference to decision-making”.
There are bunch of people still defending this company or claiming this is just a partner but hey if the brand owner don't care about quality at all then how can they push their partners to do so？
Ah, the 727-200. One of the most beautiful and reliable planes ever built. Only noise regulations retired them.
Another great video. .. As a 757 pilot, I too LOVED this jet. Very capable, and honest. It was noteworthy that my company had to block 30+ seats on the 737, out of airports such as Maui (OGG) when the 757 was taken out of that market. The 757 NEVER had that issue when crossing the Pacific to the States. She was a great and capable airliner.
I loved the 757. I remember riding in it with my dad flying. My dad was trpe rated at the time on 757/767.
I sat next to a 757 pilot who was deadheading on some flight years ago. I asked him if he liked the 757 and if so, why. He simply relied, “It has more power than it needs.” Taking that comment to my then father-in-law, a retired F-4 Air Force pilot. “Yup, power can overcome a lot of problems.”
On one flight we were in a 737, and as we turned off the taxiway to line up on the runway, i noticed we were followed by a 757. The size difference was obvious and amazing, especially the height. I seemed exaggerated given the narrow body design.
Instead of building the disastrous 737-Max, Boeing should have built a 757-Max.
The same people would have been in charge, thus leading to the same mistakes, most likely.
Go speak with Boeing then “know it all”
@darkside7109
The thing is.. the 757 was built with growth in mind. It already had long enough landing gear for a stretched fuselage and larger engines.
The problem is it was and is too large and heavy for what it is. The 737 is too small… the 757 too big… the A320 is just right-designed to directly replace the most popular airliner of the time: the 727.
Very insightful video. Now we know the mistake wasn’t actually not maxing out the 757 but actually killing NMA
They didn’t kill the NMA though, they said they paused it until new engines emerge which makes sense. It doesn’t make sense to build the NMA with LEAP engines or the PW1000 because those engines have already been around for almost a decade. Even though they are the most efficient on the market right now, they’re old enough to not build a whole clean sheet design aircraft around. I’d anticipate in the 2030s, the next generation of engines will emerge and that’s likely when they’ll launch the NMA.
@@FlyByWire1yeah. Let everybody buy A321XLRs
@@AVPaegle there are only 500 on order and over 6000 MAXs and like 8000 neos. That is quite literally the picture perfect example of a plane model that is not in high demand. The 757 sold over a thousand hahahahahah
One of your best, clearest presentations. We especially like your frequent pauses for recapitulation-- all or most of this is new material to many viewers.
Your background as an instructor contributes enormously to your technique.
Think of viewer assimilation rate like watering a garden. Run the stream of water too fast for rate of absorption, and you get a rapidly growing pool of muddy run-off water, which is wasted time and effort.
Your analysis is spot on. The 75 wasn't simply victim to the bean counters like many people like to believe. As much as I love the 75, it really isn't suited for current market demands...the largest being overall efficiency. The weight "penalty" as you noted is provably the biggest factor. That said, she is a marvelous aircraft...my all-time favorite.
For 33 years, I had the privilege of flying the 757...both the PW2040 and RB211 equipped versions. Later in my career, our fleet had LDS cockpit conversions, which made the plane a very modern aircraft. I miss flying these machines greatly. Above being said, I gained a better understanding of this plane's production demise from this video. Thanks for posting. I always enjoy your offerings.
Beautiful story.
I am glad you shared it.
💗
Thank you!
I have 4300 hours on the 757 before flying the 767. 757 is my second favorite aircraft. It flies like a big bird plane, but handles like a small jet. I love it and miss it.
Final report of PIA 8303 has been released. Will be interesting watching an episode on this bizarre incident as part of aircraft accident investigation series on Mentour Pilot.
Stay tuned!
Juan Brown did a 35 minute report on it. What a train wreck that was. Petter will have a good report also I'm sure.
I only flew on a 757 once, many years ago, from Dallas to Miami on American Airlines. I HATED it. That very long corridor in a narrow fuselage created a claustrophobic feeling, there was a certain additional stress compared to other narrow-bodies like a 737 or A320, crew mobility was impaired, service was slow, toilet lines were long. DFW-MIA is just a 2:30-hour flight, but when I arrived I felt like I had flown for 10 hours. And American only flew the 757-200; I can't even imagine how it would have been on a cramped 757-300 of those European charter airlines.
That said, I understand that there are some markets, especially in small island countries with limited airports, that became orphans when the 757 was discontinued. There is no current plane model that completely replaces it. The A321neo with its new longer-range varieties has the range and the capacity, but not the short-runway performance. The 737 MAX has the short-runway performance and most of the range, but not the capacity. Then you see things like Air France operating the 787-9 on Mayotte's very short runway nonstop to Paris, requiring a lot of skill by the pilots, or Corsair using the A330-900 on the same route but taking off with nearly empty fuel tanks and a refueling stop backtracking to Réunion. But even if operation is (barely) feasible technically at such airports, both the 787 and the A330 are too big for many such markets.
I worked for the ups Airline and i was there when they took delivery of 20-757 CF-200 brown tails. It is a special aircraft.
First ever flight as a teenager was on a 757 by one of the European tourist carriers you mention, in the early nineties. Asymmetrical rows (2s and 3s), jeez, never again did flying (coach) feel like jet-setting. I remember the thrust and how vertical the climb was compared to later flights I took. Thanks for shedding some light on to why this was such a different plane.
Perfectly presented arguement. I wish people would stop saying the stoppage of 757 production was a poor management decision that led to Boeing being unable to compete with the A321XLR and that the MAX fiasco wouldn't have happened if the 757 was kept around. The MAX fiasco only happened because Boeing and the FAA didn't do their jobs properly and we only think of it as a 60-year-old outdated design and an uncomfortable airplane as a result. The 757 cabin is about the same width as the 737, so I can't imagine it would be very comfortable either. The 737 was smaller and could be produced more efficiently, so it made more sense as the A320 rival. As for the A321XLR, middle-of-market demand didn't really exist back in the early late 90s, to the extent to which it does now. So, the narrative that "Boeing made a huge mistake to not upgrade the 757 and instead focus on the 737" is rubbish. They made the right call to end 757 production when it did, it was other poor management decisions that led to the MAX fiasco and them being unable to offer a middle-of-market airplane to compete with the A321neo family.
Apologies for the rant, its just that I hear so many of my fellow members of the aviation community say this and I just want to get it out there that I believe its false. The 757 is still cool and I want to get a chance to fly on it, especially to experience the takeoff.
Your opinion can't be taken seriously when you state that the MAX fiasco was caused by poor management decisions and outdated design because apparently you haven't bothered to look at the data from the flight recorders that captured what happened on the two flights that crashed and another that experienced the same circumstances but landed safely at its destination. If you had, you would have realized that the data paints a completely different picture than what the news media published and there was nothing wrong with the design of the airplane and there was no technical reason to ground it. Instead, you are informed by speculation and fake news and your argument above, since it is based on the same, is invalid even though your conclusion that it is stupid to blame the 737 for the demise of the 757 is correct.
@@petep.2092 I don’t think the 737 design is outdated at all. There’s a reason why it’s still being made today, because the design is in fact very good. There were design problems and Boeing did implement features to mirages them, but sadly did so poorly. Groundings happen not because the design is bad, but because not many knew at the time of ET302 what was really happening with the MAX. If they’re falling out of the sky like that for reasons that cannot yet be explained, of course the airplane will be grounded. Please don’t misunderstand me. Still, glad to hear someone else’s opinion. I enjoy it.
Early in my aerospace career, I worked for almost 5 years at P&W on the PW2000/F117 (on C17 transport) engine. I also supported certification of the PW2000 on the 757-300. As a passenger, I always enjoyed transcons on the DAL, UA, and TWA 757s.
And now Airbus is hard at work on an A320 replacement, while Boeing struggles to get their hands on cash. You reap what you sow
Boeing is working on a 737 replacement as well, that’s what the Boeing NMA or the “797” is supposed to be. It’s misleading to claim they cancelled it, they just paused it and pushed back its launch date. They’ve always confirmed they won’t be making another 737 generation so we would expect the NMA to replace that in probably the 2030s. Also, Boeing had $4.5 billion of free cash flow in 2023 and made more revenue than Airbus. I’m not sure where the notion that they’re struggling for cash is coming from.
@@FlyByWire1 From the news media. Some of them keep insisting on publishing fake news that Boeing took billions in COVID-19 money from the government. They must be thinking that if they repeat it often enough he public will come to believe it is true, just like they did with the 737 MAX five years ago.
As always, an excellent analysis and presentation. While the two planes are more than several generations apart, the 757 reminds me a bit of the Lockheed Electra, in so far as it had a favorable power-to-weight ratio that allowed it to perform well. Pilots liked to fly both aircraft. I've flown on both. I can still remember the take-off of the Electra from Boston's Logan airport. It was much more quick and lively than the lumbering DC-6s American had previously used on the BOS/LGA run. My last flight on the 757 was from BOS to LAX. When it took off, it reminded me of my first take-off in a jet, a flight from Stockholm to Helsinki on a Caravelle. In both cases, it felt like we'd gone vertical.
21:06 is that berlin?
You’ve answered so many questions and beyond about it. Last time I was on it the pilot gave me a neat specs card so there are fans, and he is one.
Why I started to like the plane was how it was laid out inside as well as the outer look. You gave me more reasons to like it and I see why Delta holds into them for Costa Rica, where I travel to often.
Sure it could be a back step to lighten it and reengineer the engines etc but as times change I don’t want to get on a Max and few do. Some times a producer missteps for all these reasons with hind sight.
But the right marketing campaign about customer’s love and never ending need for the size- hey I looked at the outsides and the best Ww2 German engineer work actually came to mind-
I would choose it.
They should have taken the wing and engines of the 737 and put it on the 757, most of the extra weight was in to 757 wing for the larger fuel tanks. The aerodynamics of the 757's nose was also superior.
Loved flying the 757 for about 12 years at a major airline. One of my fellow pilots had worked at boing as an engineering pilot. I asked him why they didn’t continue and improve the 757. One not enough market, 737 cheaper and improved, and the 787 was the new aircraft that could do everything and more then the 757. I’m so thankful I got to fly the 757 into some of the most difficult airports I. The world like La Paz Bolivian Te Gusagulpa Honduras to mention a few. 757 was always so strong and reliable.Dream to fly.
Then I pose the question, what about the B767? It's currently still in production, similar type-rating, excellent performance, and from a personal view, wonderful to fly. Boeing would be eating into B788 purchases, but it is much needed currently. Unfortunately, they refuse to build a passenger version again.
Much needed… by whom?
@petep.2092 Every airline in the US. United had a hard landing damaged aircraft from last year. We make so much money on this aircraft that we opted to repair it, even after significant damage. Delta and LATAM have been the same. For the niche they operate, they're golden. Don't know about the rest of the world, but it's certainly the case in the US and South America.
As a former Aircraft welder (USAF), I really enjoy your content and the way this information is presented. I also used to be a welding Coordinator (Engineer without an actual degree. But similar job) at a company that made combustion cans and many other hotzone components for all engine manufacturers. So Thank You for adding to what I have learned from an angle I was not aware.
The 737-900ER was a big factor in ending 757 production, it could cover around 90% of all 757 missions, but more efficient and with commonality with the smaller 737s. However from todays standpoint it was a bad decision. Demand for the 757 returned shortly after it got cancelled, when airlines in Europe and especially the US discovered the 757 as an ideal transatlantic airplane connecting secondary airports.
I read the -900 list cost was $15 million less than the 757. Accountants would not miss that one.
I flew the B757-200 for a major charter airline in the late 1980's and I absolutely loved it. The controls were beautifully harmonised and the amount of power available made operating out of airports like Funchal a breeze.I wouldn't get that luxury again until I was lucky enough to fly the A340-500.
The fantastic perfect B-757-200, what a engineering marvel, a DC-8-73 with 2 engines.
why is Boeing so afraid of a clean sheet of paper
They don't want to upset the old guard.
Developing clean sheets of paper to production is expensive
Around 1970, BAC had a project for an updated version of Vickers VC10 (codename two-eleven).
It would had only two engines, two RB211's, instead of 4 conways, but still mounted on the read of the fuselage.
It was a cool-looking aircraft, I wonder how it would have compared to Boeing's 757.
Hawker-Siddeley had a project on the drawing board in 1967 - intended to take advantage of the new high-bypass turbofan technology - that was surprisingly close to the eventual specification of the B757.
The list price of a 737-900, was about $12 million less than a 757-200 and after 911 I'm sure 737-800's were being heavily discounted. In truth the 737NG can do most of what the 757 can do for a cut price.
As a ten year old in 1992, I gave a class presentation on my favourite airliner, the 757-200. 32 years later, I still know all the specs by heart😬😎
Great explanation. Also not sure if it’s been mentioned- the larger wings and or empty weight ? Characteristics of the 757 or something about its design gives it an air turbulence profile almost like a “heavy” / wide body airplane. You can hear this in atc recordings where controllers say to the aircraft behind a heavy on a approach, “aircraft ahead is a heavy 777 caution wake turbulence.” But they also say following a 757 to the plane behind the 757 “caution wake turbulence” 757 doesn’t get the heavy moniker but it does produce a caution wake turbulence warning from atc for traffic one behind it. So it’s beefier than the a321 and has heavier wake characteristics than the airbus.
when i worked for Singer-Link at their plant at Hillcrest NY, i got to fly their new 75/76 simulator. it flew like a big 172. i was amazed how easy it was to hand fly.
enjoyed my flights on B757s.
BTW at 19:30, beautiful shots of Icelandair Hekla Aurora (TF-FIU) is a 757-200 though you are talking about aspects of the -300.
Flew on this plane some years ago.
I recall the DC8-63 also being called the "flying pencil".
0:43 - I always loved flying on a 757. The airplane basically LEAPS into the air with the joy of a bird!
Was a flight attendant back in the day and remember many pilots expressing their joy of flying the 757
I grew up in Seattle and lived south of Sea-Tac airport as a grade school boy in the 1960's. At one time it was important to me to try to get my hands on a used Brownie camera so that I could collect photos of each of the different models of Boeing's airplanes as they approached the runway near our home. Just a few years later, in the mid-1970's, my wife and I bought a home not too far away which was located directly under the north approach to Sea-Tac. We could observe tiny details of the landing gear as they flew so close overhead and made our windows rattle... and screamed in our ears. In fact, the home we bought was for sale as a bank repo during the era when Boeing was laying off people by the thousands. It became a joke around Seattle; "Will the last one to leave please turn out the lights?" My brother-in-law and quite a number of people in our church worked for Boeing. One, an engineer in Boeing's landing gear design department, told us 10 or 15 years ago that Boeing was trying to diversify so that they could, to some extent or another, get out of the aircraft industry. He told us that Boeing no longer treated their employees with the same respect as they had during the first half of his career. Now, with the whistleblower 'incident' and a looming world-wide financial crisis, along with a couple of other factors each playing a role in this scenario, I wonder how these will impact Seattle's reputation of being a flourishing, world-class city. Since the 1970's Seattle itself has diversified, so they have this in their favor. Your reviews rekindle our interest in the town that my wife and I both grew up in. Thank you for your insight and sharing it with all of us. God bless.
I wish , i had you as a master teacher in my class room back in the days of university to evaluate every possible condition , step by step like you mentioned in the video. this is a key approach in the engineering.
Still one of the finest aircraft Boeing has ever made.
I had the wonderful experience of flying on a delta 757 stretch Atlanta to Seattle nonstop….. very nice!
I am a former Federal Air Marshall (FAM) and flew, a lot, in just about every western aircraft in existence. The 757s and ERJs were my favorites! When you took off in a light 757 with good temp and altitude you could really feel the gravity in your back and neck! In the 757s even long trips felt short it moved so fast!
I absolutely love all your videos. You are amazing at explaining theses incidents and I am grateful. That being said, as an AA FA for over 25 years, I have to say I HATE this ac! And so do paxs. I aisle with the same amount of paxs as a widebody, not nearly enough OH bin space, not enough lavs, no where for paxs to roam on long flights, the aft galley next to the main 2 lavs making a contant line at the aft of the ac, etc etc. So while it being a pilot fav, FAs and paxs hate it. I hope they dont remake this awful plane even longer. Flying has become crappy enough
I flew a lot on 757's during the pandemic on long haul routes like SEA-ATL and SEA-DTW but they were replaced with 900's as soon as things got back to normal. However I rediscovered them flying short flights (under an hour) ORF-ATL SAV-ATL. What a nice gift after 4.55 hours getting to ATL on a 900 to then get into a 757 for the last hour. Always a lovely experience. That and unlike the 320,321, they don't wander back and forth. I was on a flight with my wife yesterday in a 321 and in perfectly smooth air there we stood in the isle with everyone swaying left and right in unison. You don't get that on a 757.
Love 757 long legged beauty. Suggestion: Make an aiecraft that would be a child of Concorde and 757.
Thanks, great story! I first flew in a 757 on the LHR-EDI shuttle in 1984. The captain came on the PA to enthuse about his aircraft, including the statistic that it had more thrust than the rocket that put Mercury spacecraft into orbit! I have since flown onboard 757s many times, most recently in 2023. Such a beautiful aircraft.
First time I took off on a 757 was 1994 JFK to MIA. I literally almost passed out from the Gs on takeoff. I was 15 years old and simply was not expecting such a rapid ascent. I absolutely loved it!! Flew on it many times and I'll miss it forever.
As a frequent customer based out of SNA I really liked the 757. The mid cabin boarding used by some of the carriers was great if you were traveling up in business/(first) class. The ability for the plane to make up time enroute was great, and of course the short field capability on both take off and landings was awesome. I can remember specific flights on United, American, America West, and Delta. Some very nice flights, mostly nice flights (I remember America West having to reverse thrust off a gate in a surprise snowstorm when the BWI tug was spinning its tires on the ice!)
I was on American with only 14 passengers on 9/10/01 from SNA to SFO with a pretty dramatic takeoff!
Thanks!
757 and 767 best Aircraft ever. It was a pity Australia's airlines did not pick up on the 757. I had to go to the USA to score a run on some when visiting my kids.
A minor correction re the military C-32: only four were built as such and the remainder are used ex-civil 757s. Total USAF C-32 fleet is now estimated at 12 aircraft, though with some use of multiple tail numbers and now the removal of such identification altogether, it can be hard to keep track.
The 757 was my first and most common experience of flying as a kid in the 90’s. I flew northwest a bunch of times on them. They still had ash trays in the arm rests. I even found a cigar butt in one once. They were REALLY loud when landing on the runway when the brakes initiated. Sounded like extreme fabric tearing apart. First time I heard it scared the shit out of me. Takeoffs were super fun and felt like a roller coaster. So much g-force at takeoff from LaGuardia runways. We even took off from there in a tropical storm that had just downgraded from a hurricane. Massive drops in altitude during the climb. Was always a wild ride.
Interesting to note that no Japanese airlines ever ordered the 757. That is an indicator of its place in the market. And the 737-800 was considerably less expensive. And due to the increase in orders Boeing made the tough decision to expand 737 production in Renton and remove the 757 assembly line to accomplish that.