The rocket of civil aviation and its future in the skies of Europe is uncertain and is leaving a larger gap every day. Charter airlines such as Condor and Jet2 or national carriers such as Icelandair, but also Delta and United are the last airlines that are currently still actively holding on to the Boeing 757. There are plans for retirement, but airlines are having difficulty finding suitable replacements. As a result, dates for the "final flight" have been postponed several times - such as Icelandair with the 757-300 last October - and have not yet published a new date.
The Boeing 757 began exploring European routes in 1983 with British Airways and Monarch, and quickly became very popular with charter airlines and state carriers. Iberia, British Airways, Aer Lingus, Icelandair and others offered business class flights, while Condor, LTU, Britannia and all European airlines distributed up to Y239 Pax in the -200 variant to holiday destinations on the Mediterranean. Even transatlantic routes are no problem for this model, as United Airlines is currently proving.
Old reliable is a term that describes the 757 very well, but also a hard-working workhorse. Without the outstanding performance of this aircraft, many airlines would never have been able to offer what they currently do. As can be seen with Icelandair, which connects Europe with North America via Reykjavik.
For cost reasons and low demand, it was decided in 2004 to stop production in Renton [USA]. When several airlines, such as United Airlines, were looking for a successor in 2015, they were told about the Boeing 737MAX and put off. Boeing has kept its distance from the subject of the 757 and its successor to this day. After just a short bit of research, it actually makes little sense to replace the B757 with a 737. If you take a 752 as a base with 200 passengers, you get a range of over 3.900 nautical miles. In contrast, the 738 with 162 passengers has a range of 2.900 NM. [Each at around 3/4 capacity] These two aircraft are successful, each in its own way, but are not a replacement for their counterparts. The charter business in particular was revolutionized by the B757 and its sister aircraft, the B767. The operating limits of maximum takeoff and landing temperatures of -54°C to +54°C did not cause any problems in the freezing cold during research flights in the Antarctic, but also in the heat of Africa, for example with Ethiopian Airlines, and the 757 remained a reliable aircraft.
Boeing 757 and its use in Innsbruck + Facts and Figures
On February 9, 1989, the first Boeing 757 aircraft landed in Innsbruck. With the registration PH-AHE [LN:165] of Air Holland, a new era began in Innsbruck, as countless charter airlines began using this aircraft, especially in winter. British airlines such as JMC Airlines, Monarch and Air2000, Russians with Vim Airlines, Dutch airlines with Transavia and Dutch Bird, often pushed the capacity of the arrivals hall in Innsbruck to its limits. However, the aircraft never really reached its performance limits in Innsbruck; with the full Y235 configuration and the holidaymakers' ski luggage, it coped well with the 2.000m runway at LOWI. The departures at the start of the season with Ferry Departure are particularly spectacular. When you consider that a fully loaded 757-200 with a max takeoff weight [MTOW] of 115.000kg only needs 1650m of runway for takeoff, you can imagine how quickly such a bird is in the air when empty and without a load. The fact that UPS cargo planes often climb to flight level FL6.000 [420ft = max cruise altitude] at +42.000ft on empty flights is proof of the strength of this aircraft. With basic data of 47m length, 38m wingspan [42m with winglets] and a height of 13m, this aircraft is suitable for short, medium and long-range flights. They are equipped with Rolls-Royce engines or Pratt and Whitney turbines. With the crew configuration 2/5[+2], the aircraft of the -200 variant offers up to Y239 seats, while the 7-757 from 300, which is extended by 1998 meters, even offers up to Y274 seats in full economy.
Between 1981 and 2004, a total of 1.050 aircraft were produced at Renton Airfield in Washington State. The prototype took off for the first time on February 19, 1982 in turbulent weather conditions and to this day flies all research flights for the development of the Raptor F22 as a test laboratory. The aircraft rolled off the production line in 2004 and is currently flying with Delta Air Lines with the latest interior. Delta still has an impressive fleet of 121 active 757 aircraft and is still the largest operator alongside United. Whether as a passenger aircraft on charter flights, transatlantic routes with business class, freighter or even as a combi version in Nepal, the B757 has found its place on every continent.
The days are numbered and the future uncertain
Since most of this article has to be written in the past tense, it is easy to see that this aircraft is disappearing from the skies around the world. The 757 is currently doing well in its new life as a cargo aircraft, and countless aircraft are still in operation with DHL, FedEx and UPS. By 2025, passenger fleets will have largely disappeared in Europe and will only be found in America. Former operators are trying their luck with the 737Max or a321XLR. A successor from Boeing is still being awaited. The parking positions at airports in Europe will no longer need the B757 inscriptions; a frequent visitor just a few years ago has now become a rare specimen. The 757 made the hearts of pilots, operators and passengers beat faster, and unforgettable moments are often remembered for eternity.
It remains to be seen whether Boeing will choose this type again. There are actually only two reasons that are holding Boeing back from reissuing the 757 - high production costs and the fact that the production line in Renton no longer exists.
The artificial intelligence has already understood the problem and when asked “give me 3 reasons why Boeing should try a new edition” - even the AI gets to the point:
ChatGPT:
Here are three reasons why Boeing should renew the 757:
1. Growing market for medium-haul flights: The market for air travel between medium-sized cities is growing, especially in North America, Europe and Asia. Many airlines need an efficient aircraft for routes of 3.000 to 6.000 km. The 757, although still popular, is showing its age and a modern renewal could better meet the needs of this market.
2. Competition with the A321XLR: Airbus has developed the A321XLR, which is suitable for longer medium-haul flights and has a longer range and better fuel efficiency. Renewing the 757 would help Boeing keep pace with this growing competitive pressure and secure its market position in the medium-haul aircraft segment.
3. Technological improvements and sustainability: A new version of the 757 could benefit from the latest technologies, such as more efficient engines, optimized aerodynamics and better fuel efficiency. This would not only reduce operating costs for airlines, but also help reduce emissions, which is becoming increasingly important in the aviation industry.
What the next few years will look like remains to be seen, but one thing is clear: the Boeing 757 still offers the manufacturer a great basic concept that can be used to make a lot of progress. This capacity of around 230 passengers and the twin engine concept are currently very popular, as three- and four-engine aircraft are history. The planes are getting smaller, but have greater ranges. Even Russia is planning a relaunch of the Tupolev 204, jokingly known as the "757-ski", and plans to produce over 2030 new aircraft by 100. What is certain is that in the United States, the B757 is and will remain an important aircraft that people can rely on.
This post was written by: Benjamin Radner
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