Boeing 757X? Will Boeing Ever Re-engine The Flying Pencil?
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- Опубликовано: 8 дек 2021
- The 757 has been a great success for Boeing, with 1,050 aircraft built before production ended in 2004. It found a popular place in airline fleets - with its long range and performance capabilities. Airlines are still struggling to replace it, with the A321XLR only offering a partial solution. As Boeing considers its next mid-size aircraft, would an update to the 757 be a good option?
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Boeing screwed up killing off the 757. I worked on them at American Airlines and loved that aircraft. It was reliable and a real hot rod.
ThAAnks for your service, I really miss them.
AA also shot their foot by abruptly retiring the 757 during the pandemic (hence fleet shortage)
That's likely the very reason.
They had a perfect mid-size airliner! Long range, reliable, high demand and they just killed it? Thats just wrong.
Condor was the first 757-300 operator and they still use the jet until this date and fly it regularly
Pretty impressive
To be fair that means the oldest one is only 22 years old, still pretty awesome
I had the pleasure of sitting in the captains chair and crawling in the avionics bay of Condors first 753 while she was being built. I’ll never forget it!
they aren't impressive to fly on
Cause they know what they have. The 757 is the Toyota Camry of the skies
@@Thirteenwindows 🤣🤣
"We decided to stop developing the NMA/797."
"Really? Gosh, that's surprising -- why did you do that?"
"Well, one of our other airplanes turned out to be a huge and costly nightmare, and in the meantime our major global competitor announced a similar aircraft."
.
"... Um ... that, uh -- that doesn't make sense."
One would think that GE, Pratt & Whitney and Rolls Royce (maybe not them) would be stumbling over themselves to develop an engine for Boeing's NMA. One would also think Boeing would opt for using 757 designs but updating them with the composite features of the Dreamliner. I guess they're too busy trying to get their 777x program caught up? Boeing needs to move its HQ back to Seattle and fire all the bigwigs who seem to have turned the entire company into a farce. Get back to the basics of engineering, safety and quality or GTFO.
It was rumoured that Rolls Royce were in talks about engines for the 797/NMA a while ago. RR has the Ultrafan which is scalable. I wonder if Boeing could replace the 757 and 737 Max with a family of aircraft like the A319/320/321?
PW is is already working on the 2nd generation of GTF engines and RR has started on the their Ultrafan jet engine. It seems the that the A322 being a stretch version of the A321 by 5 rows with new wing that Airbus is currently developing with used most likely use the next generation of PW GTF engines and possibly RR Ultrafan designed engine.
Yeah, Boeing needs to fire everyone at the top. But accountability isn’t a word used in Chicago apparently
do not insult Rolls Royce
Pratt & Whitney is already working on their 2nd about to do testing on their Ultrafan engine.
I’m a great fan of the 757. Gorgeous design with stellar performance. It’s a better than the 737 with more modern technological updates.
@Eduard Genard Andalis yeah definitely. Aesthetics wise the 757 knocks the 737 out of the park.
At this point the project is long gone. More than 30 years without updates. It would require a lot of updates to be competitive. Boeing probably would be better off doing a clean sheet design that would fit the 737-8, 757 through the 767-200 capacity range.
The A321 Neo is re-engined A321. Not like they gave it a new wing. They put a revamped 40-45K pound engine on the 757 and the range would extend the -200 to about 5000nm. And it would be able to do it without restrictions. The problem however is the supply chain is gone. I'd imagine at this time it would be more efficient to work on a 737-8 through 757-200 replacement. The 737-10 is no 757-200 replacement.
@@Elementalism Even without the supply chain they still have the blueprints. But the design was done back in the late 1970s. It would be nearly 50 years old by the time it is flying again. It would certainly be cheaper to redo the supply chain using a proven design, with a few updates, but then the design would not be competitive.
@@gteixeira The A320 design is from 1984 or slightly before that. Not much newer. The A321 was an extended version of that launched in 1994. IMO the 757 with new engines would be competitive. Just like the original 757 is competitive with the A321. But I dont see Boeing going about getting the supply-chain back in order. Unfortunately the ship has sailed on the 757. It was too bad as well. The A321 sales took over in 2008. If the 757 was around I would expect to see a similar bump.
@@Elementalism The A320 was updated over time. Even during its production run, the 757 was never updated.
Airbus was always FBW from the start - 757 was just a propped up 737. With COVID all hope of re-engining is gone
"The production of the 757 was expensive compared to the new 737". Did he account in that cost having the new 737 being grounded for a year in that cost? Sometimes, you truly do get what you pay for.
Customers and passengers like the 757 better than the 737.
Given that the orders for new 737s are still backed up out the door and lined up around the corner, I think Boeing are still pretty happy with the 737 platform. What they're unhappy about is the specifics of how MCAS was handled, which was all pretty unnecessary. Who's to say they wouldn't have made a similar error in trying to shove different engines into the 757's old type rating too?
The big advantages you get with a 757 are the obvious - range and capacity. The 73 just falls short of where it needs to be to hit a really hot slice of the market. But given that 757 production and tooling has been gone for a long time, I think NMA just has to be the way to go. They need a product that buries bigger A320 family variants like the XLR and bridges the gap completely between 737 and 787.
I’ve always said the NMA would be a re-engined 767, the 767 is still being made, so it won’t cost much to update the production line, it will cost much less in development (if Boeing do it correctly…) and it has widebody capacity to match the A321XLR, plus it’s not terribly big. The 757 was expensive to manufacture and it’s performance makes it niche.
I agree, if Boeing could re engineer the 767 I think it would be game changing, there’s a reason it’s still heavily flown to this day, it’s technically a wide body and is much more comfortable for long haul flights than the A321 family, It serves an important market for an comfortable aircraft with a long range that can do more unique routes that have less demand. I think airbus has already taken the 757 replacement even though I’d still rather fly the 757 than 321LR so I think re designing the 767 would be the best move.
It would make sense to leverage the 767 airframe, but with more composite parts and new engines. Seven seats across (2-3-2) is the ideal configuration.
@@TonyM132 747 and 737 has been in production for over 50 years, A320 family isn’t far behind with just over 30 years and gonna go well into the next 20 years.
@@TonyM132 True. It also baffles me why cargo carrier are ordering brand new 767 freighters when there are many retire passenger aircraft that can be converted for less… but hey, there you go.
@@magnustan841 That’s because the retired passenger aircraft, have most of their airframe hours used up already in passenger service. Therefore they would probably only get 3-5 years of freight service out of the aircraft, if that. Just like the 757, the 767 has been very hard to replace for passenger airlines. The A330 offers some competition, but it more directly competes with the 787 in terms of capacity, and is too large for the middle of the market.
Only flew on the flying pencil once in 2004...HNL to SEA on Northwest. Nice smooth flight on what seemed to be a stretched 737 with bigger engines and stronger landing gear. It woukd be interesting to see the 757 with new, more efficient engines.
Maybe that is what Boeing is contemplating. A stretched version of 737 max plus additional fuel tanks.
A fantastic airplane! It was the first commercial airplane I worked on. Went on from it to the 777. The only two airplanes I have complete pride in being a part of since I left Boeing in 2020.
Boeing should really get its mind into the NMA (capacity: ~220pax and range: ~8300km) and NMA stretch (capacity: ~270pax and range: ~7800km) concepts (New Midsize Airplane).
The A321XLR is already the best option when it comes to the NMA at the moment but it seems like the aircraft building companies don't have plans for a NMA stretch concept yet.
In my opinion a Boeing 787-3 or A350-800/A322 could be interesting models to study. Boeing should really take advantage from the B757 and B767 programs, in order to study both the single and double aisle configuration.
Plans to re-engine these 2 types could be an interesting choice.
The A321 XLR is still small, it’s Leap or PW4000s are no match for a Trent 1000 or GEnx, a new gen 757 would smash the XLR ! Much more suited for long range, the LR & XLR have no crew rest facilities what so ever ! Also very cramped for passengers as well.
@@WhiskeyGulf71 All of the problems of the A321XLR you mentioned are true for the 757 as well. It does not have a crew rest area and even has a narrower fuselage than the A320 family, meaning narrower seats. Also, of course the LEAP is no match for the Trent 1000 and GEnx, those engines are literally designed for widebodies, those engines on an XLR would result in a hilariously overpowered plane (which does sound like fun, but not to airlines which want fuel efficiency)
@@WhiskeyGulf71 The A321 offers more seat width than many wide bodies, and as it is impossible to squeeze in an extra seat across (unlike as has happened or is happening at a cabin re-fit with many wide bodies), it will remain so.
As for legroom that depends on what the Airline specifies, it is not (unlike seat width) linked to the design.
@@aarondynamics1311 can GE/Roll-Royce make a smaller variant of GEnx/Trent 1000? It will be an interesting option if they can do that (although it may not be the easiest way)
@@Arkan_Fadhila I believe that the next range of engines which RR are developing are designed to be scaled down to a suitable level. However, it may be a few years before they can reach production.
If they re-engine the 767, it would be a better idea! But re-engining the 757 with GE CF6 or RR Trent 700's would be an awesome idea! ;)
I was working in Seattle back in 2014 having a few beers with a bunch of Boeing guys. They were talking about this back then. Still working the 757PF and they are getting old and showing their age.
Good job it appears, RR, sounds like a hell of a lot of intricate work and turned it all around in the space of a year! Well done...
Boeing has already lost most of the 757X Market to Airbus!
A potential 757 X is coming too late!
You simply can’t wait 20 years after the production of an aircraft ended, until you launch a successor 🤔
Boeing won't be making the move! The biggest challenge with an upgraded 757 lies in the wing. The 70s design has a fat wing with a very low aspect ratio (8,7 if Im not mistaken) which is far behind today's standard of 11. Adding the scimitar wingtips from 737-Max won't help much while coming up with a brand new slender wing is a multibillion dollar decision to make.
Whatever Boeing do, they're too late to this narrowbody long range party as the XLR has already eaten up most of the market share. A more sensible response would be the NMA, but we're talking 7-9 years until it hits the market...
The clean-sheet design would be better, however, Boeing must be aware of the advancement of the A321XLR project. To avoid repetition errors and mistakes from the 737 MAX program, they need time, plenty of time (which they don't have!), to release a mature plane that will be free of quality and design issues known from present designs. Also, the certification process would be much longer and much more detailed - which also can be seen on the 777X program.
It may turn out, that this will take so much time, that there will simply be no more room on the market for the new machine... and potential markets will be saturated long ago...
On the other hand, a re-engined plane would also require a complete redesign of the wings, wing box area and many other components. Probably would need also something similar to the infamous MCAS system (because the adaptation of the full-fledge fly-by-wire system would be way too complex and too expensive) - which, at the end of the day, will also require a series of tests, and a full certification process...
I think, that all that MAX-gate, literally stole the precious time and energy, which should have been allocated to designing not only the NMA plane, but also the 777X.
I agree. What Boeing really needs now is a killer midsize that completely bridges the gap between 737 and 787. Probably a smaller 2-aisle like 767 width. It needs to have 787 technologies in order to absolutely bury the A321 in economics, and it needs to be on sale soon. It's just not going to happen. Boeing needed either the NMA, or a clean-sheet 737 replacement in order to really claim a market segment. They didn't do either of those things. Right now all they clearly own is the 787 class, and that's great but it's not enough to overcome losing basically everywhere else. The fact that the 737 Max is their next strongest product is absolutely mind blowing.
Had a connecting flight out of Vegas on an A320 in the early 2000s during a heat wave. The crew asked for volunteers to take a later flight because the high temperatures exceeded the fully loaded A320's take off characteristics. We volunteered and departed later on a fully loaded 757 which took off like a frickin' rocket.
Correction, it's a freaking rocket. 🚀
Love your comment, (like a rocket).
Which is why the 757 is no longer made. Performance costs, and in this case the 757 costs more per passenger mile than the 737 or A320.
Excellent video. Thanks.
I've said it before, the 757 should never have gone out of production, just updated with new technology.
Well your mentioning it has a higher thrust to weight ratio makes sense to me as it felt like it was getting up to speed and gaining altitude quickly compared to other planes I'd been on when I was on one.
I’ve always loved the Boeing 757. First aircraft I’ve ever flown on!
Another great video by simple flying
True
Airbus has the 200-260/280 seat single aisle market covered with the A322 design being a stretch version of the A321 by 5 rows, with the new wing design that Airbus is currently working on and mostly likely using PW 2nd generation of their GTF engines. The best option of Boeing is to go for a clean sheet design for a 180-280 seat airframe to replace the B737 and B757, to be competitive with Airbus.
The logical options are either re-engine the 757 or invent an adjacent segment that's more competitive. Maybe a scaled-down 787 somewhere between the narrowbody and widebody fuselage dimensions, with twin aisle comfort and boarding efficiency but economical at a smaller capacity.
Twin aisle takes up too much interior space. Sure 2-3-2 is better for passengers, but is not competitive against a longer 3-3 single aisle
@@CorePathway They could do a 2-2-2 seating arrangement.
i always think about a scaled-down 787. It still take long time to produce but it will give boeing a quite huge win compared to much older A32X design.
@@CorePathway - That 2x3x2 seating is wonderful.
On the other hand, the 3x3 in the 757 is horrible ...
The last B757 was delivered in 2004. I would think that it there was any real demand to keep it going, outside of 757 fans, it would have happened long ago.
One major downside of narrow body jets with stretched fuselage is that there is only a single door where passengers enter and exit the aircraft. This is an issue in Asia and Europe as many major airports in these regions have two boarding bridges to allow quicker deplaning, but that is not usually the case for airports in the US. If you are sitting way back in a 757-300 or even A321, and you have just 30 minutes to catch a connecting flight in Chicago, you may not make it.
Love your vids
I would love to see a B757 with new engines and a wing tips like B777. ❤
An aircraft is better than the other based on needs and choice, and I really hope Airbus and Boeing will continue to compete not only to build better safer planes, but also keeping each other in check.
Boeing should indeed just redesign the 757, with a new interior, new wings and high thrust engines.
Continuing being a simple man thing. I see 757 video I like 757 video
The 757X could even be made as a stop gap until the new NMA could be developed
737 MAX was a mistake....with 4 models, it tries to span too many niches at once
Instead, they need a 757 refresh on the high end, and an A220 competitor on the low end
Boeing would need to build the assembly line from scratch since it has all been scrapped and converted to build other fleets. 0% chance it comes back even though it would be a perfect airframe today.
Boeing will restart the production line of the B17 if they get enough orders.
@@caribbeanaviator1964 a BOMBER!?!?!?!?
I’m thinking Boeing may have no choice but to revive the 757. It would probably be the 200 variant, with extra fuel tanks, composite wings and tail, split scimitar winglets, and a cockpit similar to the 737 max. With an upscaled variant of the Leap 1B to start, with the Downscaled variant of the GE ultra fan coming a few years later. The 300 variant will come out, if airlines demand it, or if the A322 XLR becomes a thing. There will probably be a variant of the split scimitar winglets, that will come out for existing 757’s as a retro fit as well, just like the 737.
The production line and tooling was all scrapped at Renton, to make room for another 737 line. There is zero chance of a 757 comeback. The possibility of a "neo" 767 exists, but Boeing isn't interested. The company has completely lost the plot and, in the opinion of this 35 year aviation professional, will not survive in its present form.
It all began going downhill when McDonnell execs and their bottom-line mindset took over the executive positions at Boeing.
The Rolls Royce Trent is scalable to almost any size, currently ranging from about 60,000 lbs thrust to nearly 100,000 lbs. The launch engine for the B757 was the Rolls Royce RB211-535, simply scaled from an RB211-524, using a smaller diameter fan. It seems to me that something similar could be done to the Trent 500, although Rolls currently have cores and fans that can be mixed and matched across the engine family to achieve an engine of almost any thrust rating with the higher efficiency that comes from improved technology. I flew from Melbourne to Sydney and back on a Monarch B757, during the pilot’s strike in Australia in the ‘80’s, and thought it was a wonderful aircraft.
I love the old pencil. But the huge expenses and time needed to design a new wing, engine and update the systems on a rapidly aging airframe with a rapidly declining number of airworthy examples is prohibitive. Better to use it as a template for an all new airliner or, as someone suggested, build a neo version of the 767.
I wish Boeing does go ahead and upgrade the Engines on the 757 and get the program on its way.
I'm not exactly an Airbus fan. But the a320 family has become so much more superior than any Boeing equivalent. I wonder could Airbus develope an a322 with a longer fuse as a complete replacement to the 757-200 and partial replacement to 757-300. It would probably need twin bogie gears but they developed that in the 90's for Indian Airlines
4:13 you spelled Boeing like Beoing, Just saying to help, fantastic video!
The horse has bolted as far as the 757 is concerned but they should try a NEO 767 while they are still building the 767F otherwise they risk the whole of the middle of the market going to Airbus. Boeing needs to have something in the air no later than 2025 entry into service 2027 and they cannot do that with a clean sheet design. Then work on the NMA for 2035 in service.
they could also take the big bet to reduce the B787-8 to reach similar range and pax, having an already much more efficient fuselage with composite materials already included
Neo 767? 🤣🤣🤣🤣🤣🤣🤣🤣🤣
@@corentindardenne1320 I did consider that but the 787 production lines are near capacity and the 767 line could build both passenger and freight variants alongside each other. Also certification of a new engine option can be achieved in a much shorter time than a 787 shrink would need for certification and at much reduced cost. It would have similar economics to the A330-800 with slightly higher operating costs offset by significantly lower capital cost.
@@corentindardenne1320 Downsizing aircraft isn't that popular, as shown with the A319, A318, 787-8
@@williamhuang8309 mainly because they keep the same range, often resulting on higher costs/pax....
People need to understand that a re engine 757 will never happen. The tooling doesnt exist. The staff have moved on to other Boeing projects and it would cost millions to turn the pencil drawings in to CAD drawings. It would be cheaper to build a new programme than it would be to re start production of the 757. The airlines spoke, they didnt want the 757, they wanted the 737NG and bought large fleets of 737.
Absolutely, also COVID took all hope of 757 getting anymore updates beyond the cockpit away.
It may cost millions to “turn the pencil drawings into CAD drawings” but it will cost/lose Boeing *billions* if they don’t either do that or find another solution for that market.
@@vondahe the 757 is gone. The airlines didnt want it. The 737 won. Boeings best bet is to make a new family if aircraft to better compete. Some folf on her2le dont understand how the aviation industry works and it shows in your comments.
'By far' the best looking jet airliner ever, especially in the early-Delta colors (black nose) ... (!).
“Hopefully [Boeing’s decision] will come soon.”
Boeing’s decision on this matter needed to have come yesterday. They are letting market share dwindle away to Airbus, the more time that passes without an adequate response.
Cost effective project instead of developing a new aircraft from a drawing board.....(re-engined with next gen of PW2000G)🛫🤓👍🏻
hell no
CFM LEAP instead
@@ZRHTrainspotter 35000lbs?🤔🛫
757 require >40000lbs thrust
Or RB211X.
Because Boeing failed to update the 757 and keep it in production there are currently no suitable engines available.
Also, the lack of a 757 to buy new, means that the A321 has thanks to there beinv no brand new competition been able to fulfill far more of the 757 replacement market than even the most ardent Airbus fan could reasonably have expected. This leaves a much smaller potential market for any Boeing competitor - so much so, that the available market may. even be insufficient to justify one.
Assuming that the engines become available, it would be reasonable to expect that Airbus would also be able to fit them to the A321, and the usual competition would apply for
some of the remaining market.
Being a bit harsh I admit, but it could almost be said that Boeing missed this boat over a decade ago, possibly one should have been starting development 15-20 years ago.
While Airbus were able to 'tweak' the A321neo to be at least partially suitable, Boeing would have to ressurect dismantled (destroyed?) production and supplier lines along with not only a re-engine, but probably new wings to produce something competitive.
The airlines spoke, they didnt want the 757. They wanted the 737. 😒
Competition is always driving the market. Let’s see what Boeing brings to the skies.
You can re-engine the 757 when deadweight is reduced or increased.If new component is incorporated to make it lighter ,example composite cabin and wings,the plane will save 50% of weight then small thrust engine is fitted that convert to fuel savings.
I’m going to miss the 757
Randy Tinseth's comment about the 757 at 4:10 - You might want to use a spell checker, it's Boeing not "Beoing", unless there's a new aircraft company that I didn't know about.. :>)
Does anyone know why most of the Boeing landings/takeoffs are at PDX? They must be final test flights flown down from Boeing Field prior to delivery to the airlines. Or they may be making a visit for final inspection at the large Boeing paint facility.
Did I hear correctly, why would it need to keep an all metal body if the engines were upgraded?
Remaking the fuselage using composites would be very expensive and at that point, you almost have a brand new aircraft anyway so it makes more sense to just start from scratch and build a completely new aircraft
I don't know boeing will read my comment or not but i always imagine a single aisle variant of 787 as 757 replacement. We can say it's a "clean sheet" design yet cheaper to produce because this aircraft can use as much 787 designs as possible. We don't need to design a new engine from the scratch, instead we can ask GE or Roll-Royce to make a new smaller variant of GEnx or Trent-1000 and make an upgrade "path" to use Roll-Royce UltraFan engine in the future. I hope boeing will consider this option too.
With modern engines and a creative approach to allow bypass areas in that long single aisle a "757-NEO" would be a great ride in the current market with high demand. I love flying on this plane domestically. I also love flying the A321...Boeing?
If they will select Pratt & Whitney for the 757X, they should select the Pratt & Whitney Geared Turbofan but an up-scaled version designed for it. Only if they would go ahead for it to restart and update the 757 production.
There sre big markets presently for long range 1 aile plane,757 needs up grading like composite structures.
I was on one of the last British Airways 757 flights
The 757 -300 had a shorter range profile and was closer to the 767 family.
I personally feel that a modification of the 757 would be easier than making a whole new airliner.
I wonder if the CFM leap 1A would be strong enough.
No, won't update the 757. As was mentioned, the fuselage was constructed using a unique method that won't be brought back. With a new fuselage you have a new aircraft.
757 NEO is a good idea. But no good engine available. 43000 lbs engines are not in the engine manufacturer scope yet.
A modern, efficient 757 dreamliner would be everything the 737 MAX should have been.
The 757 comes from a time when there was no A 320 series and the 737 still had its small classic wings and much less range compared to now. Since the 737 NG series and the A 320 family you can cross the Atlantic with these aircraft, Most of the routes previously flown with 757s can be flown today with 737s and A 320s. There are still special routes (with airports having short runways) where a 757 is better but it's a niche aircraft today since the ''normal'' single aisles are cheaper to operate
I think Boeing is still waiting to see where the airline model goes. Sometimes I think they still hope on the airlines deciding for hub and spoke over direct flights, therefore favoring the 737 over the NMA.
I love this plane's shape
757 very beautifull aircraft
Given that Boeing are pretty much going to have to go through a complete rebranding of the 737 I think a re-engined version of the 757 is really unlikely whatever is built next will "replace" either directly or via modification the 737 and likely fill the that mid 100s to low/mid 200 markets
How about adding additional fuel tank for 737Max to become 737 Max ER?
The 737 is getting pushed further and further out of its league. The 757 wasn’t the replacement for the 727, the 737 was, the similarities are uncanny. Short to medium range, mid capacity runs. Would fly across the United States, but stop four times. Not transcontinental, not transatlantic.
Just redesign the 757-200!! I don't want it to retire
Boeing needs to re-engine the 767 in -300 and -400 models to fit under the 787. Further, a clean sheet 737 replacement should be launched to address the 160-220 seat market. This is probably the way forward.
Carbon fibre wing with better aerodynamics, carbon fibre horizontal and vertical stabilizers with geared turbofan engines might do to job, but...
They should do a Remodernization program with new engine. They do it for the military what he can do it for commercial
The army is governed by slightly different rules than civil aviation - there is no such terror of efficiency here, rather reliability is what counts. That is why they prefer to upgrade their older machines rather than upgrade to new ones that can potentially be very unreliable.
The Airbus 321 XLR will surpass the 757 in every way, except for capacity and hot and high performance. Greater range and fuel efficiency, quieter cabin, more comfortable seating options, fewer emissions, and lighter empty weight, to name a few. These are very important attributes that carriers want. So yeah…in it's day, the 757 was the top narrow body airliner in service. But that day has passed…and the newer generation aircraft will be better.
I would say capacity and hot and high capabilities are very major exception don't u think? Makes no sense to fly far and clean if u can't carry enough ppl to turn a profit, saving on fuel is only 1/3 the needed formula. If Boeing gets it shit together the XLR will be made obsolete
"I've won at every level of this game except high school, college, and pro."
-Shaquille O'Neil.
It is simple. As stated by Boeing, no one makes a next generation engine in the thrust class needed for the plane. As stated in this video and by Delta, no manufacture makes a plane that totally replaces the 757-767. The 321xlr gt neo cannot directly compete. It’s the closest but still cannot compete with a stock 757.
Boeing really screwed up by missing out. The 727,747and 757 were built without a known market and Boeing won. Really sad..
While a clean-sheet NMA would be the best option, Boeing has neither the time or financial resources to design & develop a brand new 797 in the wake of the incoming A321XLR and the 737 Max & 777X taking up much of Boeing's bandwidth. So the obvious answer is, as stated, to improve and update an existing model with new engines & wings. However, the problem with a B757X is that the B757 has been out of production for the better part of 20yrs, meaning Boeing would have to completely rebuild the B757 supply chain and production line, both at great expense. For that reason, I have this pet theory that Boeing will update the 767 and then create a shrunken variant, similar to the 767-100 that was originally designed but it was axed because it overlapped with the 757. Of course, a 767-100X would like take a hit to its airframe weight & fuel efficiency, but development would be quick and inexpensive, relatively speaking
There's only two places left where Boeing could go: develop a hyper-efficient medium-size narrowbody (2-3 seating with 19-inch wide seats in economy) that could replace the 737 MAX8 and compete with the A320neo in case Airbus drags its feet on the A220-500, or develop a super-efficient ultra-lightweight wide-body (2-3-2 seating with 19-inch wide seats in economy) to replace the 767-200 for transcontinental and transatlantic flights deep into Europe or US.
In either case that's an inch wider than (most) Airbus seats and 2" wider than (most) Boeing seats. I'd love to see it. But would the airlines buy it? Or would they take the widebody and squish its 2-3-2 into 2-4-2 (the same way they squished the 787's 2-4-2 into 3-3-3)?
I hope Boeing does something. Right now, I'm disappointed with them, really dissatisfied. Airbus is the Rockstar of nowadays. They keep making hit after hit.
A380
A350 melting paint
A220 issues
People are just blind to Airbus’s issues because Boeings issues have been dominant
@@marclittlewood20 Still a bit smaller than "fucking crashing from the sky" issues though...
@@rkan2 let’s hope it stays that way.
@@marclittlewood20 still airbus got the lead nowadays with big brain to make the neo better and the no competetion for a220 and a321xlr
Being ‘expensive’ is not always a hinderence to sales. If the ‘product’ is superior in function, more reliable and longer lasting than competitor ‘products, then it will be bought.
Re-engine (like that of Max Engine) and re-wing (using composite material). Upgrade the avionics and other allied matters.
yeah and also the max software
Uhh why would any new 757 variants "obviously" need to have aluminum fuselages?
I really hope that Boeing builds a clean-sheet 797 based on the 757 design, to replace both the 757 and the 737 MAX. Three sizes: 757-300 replacement, 757-200/737 MAX 9-10 replacement, and 737 MAX 8 replacement. Still a 3-3 layout but with a cabin 9 inches wider to allow each Y seat to be 18.5 inches wide instead of 17 inches. Primary boarding through L2 door to manage airport turn times across all variants. Leverage composite fuselage, new wing design and engine design for fuel efficiency. Another big efficiency for both airlines and Boeing would be replacing their NMA products AND 737 MAX short haul product with one aircraft type, parts supply and type rating for pilots. The first few years of production would be skewed towards NMA market customers and 757 replacement, while the back end of the production run would be primarily for 737 replacement once the MAX line is discontinued, allowing for a nice 20-year production run like was with the 757, from the late 2020s to the late 2040s.
Boeing needs to make a 757/767 Ultra !!
I think they should rebuild it. Shorten the fuselage to fit the 737 segment and scrap the deadly and too compromised Max.
Are you from Portland 🤔
I was planning for airplane type cold the 777 3000
I wonder if they could narrowbody a 787, use derated engines and probably a modified wing
I love the 757
Boeing really messed up on this one... All the arguments against modernizing the 757 were basically ignored with the older 737 as it was re-winged and re-engined multiple times. Boeing got what they deserved with the MAX fiasco--more Boeing executives should be in jail for the lives they took through their negligence and greed. A once great engineering company is now a greed fest. They bailed on the best commercial narrow body in the sky and handed Airbus the market. No sympathy. I'd rather fly on an A32X any day rather than a 737-XXX but overall the 757 is far superior to either--and had they developed it like they did with the tarmac hugging (how short-sighted was that!?!?) 737, they would have a passenger, pilot and airline favorite work horse...
737's construction method is cheap and quick, the 757 used a unique and finicky method only suited to building metal fuselages. So you get neither the benefits of cheap but heavier metal construction like with 737 nor the benefits of composite construction.
@@EvDelen I'd like to know more about that--aren't the 737 and 757 fuselages derived from the 707 and 727? And aren't they both aluminum? How different could the production process be? Maybe it's just cheaper because of production scale... Seems like a weak excuse to me frankly, but I am open to hearing the facts if I am wrong. Also seems like Boeing went with the 737 because Southwest owned their A$$ at the time and they short-sightedly caved because SWA threatened to look at other producers (Airbus) if they ended 737 production in favor of the 757...
the 757 is an absolute wonderful aircraft, i would love if boeing made a 757 “MAX”
4:07 Boeing
The tooling for the 757 is long gone. They couldn’t produce it again if they wanted too.
But don't let that get in the way of making a video for clicks...
Why not??? Never is a word that doesn't exist forever it does. Boeing mada a mistake closing the 757' s sector!!!
@@wagnerbejaranocarvalho9971 The tooling is gone, they can't make the plane. I love the 757 but it's dead.
@@wagnerbejaranocarvalho9971 Making new tooling is a multi-billion dollar exercise. Might as well just make a clean sheet aircraft, at that point
@@frankpinmtl which will also require tooling, so money spent either way.
Forgive my ignorance, but what happened to the 140 planes that American retired last year? Isn't that 140 757's that could be put back into service for other carriers?
Boeing will have to take their words back either on abandoning the NMA project or on not bringing back the 757 production line if they want to even think to compete with the Airbus A321 LR and XLR so anything they’ve said is most definitely not final, they are in a very bad position, none of these options is ideal and I doubt they will catch Airbus on the middle of the market anyways so I’m more inclined to think they will either bring an updated and re-engined 757 or hands down just give away the middle of the market entirely to Airbus.
So what? A321LR/XLR combined sold less than 700 frames currently. 767 replacement is essentially a monopoly for 787-8, which isn’t very big either - around 500 frames.
MAX, however, is printing money to keep the company afloat, at least before the crash. But -9/-10 is nowhere competitive against A321NEO, while basically everyone but Southwest picked A220-300 over -7. The only selling variant is -8, which it wins over A320NEO. But can it sustain competition from A220-500?
Airbus has the luxury to launch A320NEO successor without a cleansheet, either by reengining the A320 again, or beefing up A220. Can Boeing do the same with 737?
If Boeing need to invest in a new program, it will be a Y1.
In my humble opinion, 757 was the successor of both 707/727 combined in terms of capacity and range, that could have taken a bit further with the a - 300. Later 737 developments were unwarranted, as it just stretched the fuselage with a midget ugly look, in fact Boeing kind of unknowingly created a Frankenstein that retarded 757 potentials!
I’m also of the opinion that as 767 paved the way for the 777 then 787 programs for wide bodies, 757 could have done the same for narrow bodies.
I think to really compete Boeing should just do clean sheet and create an aircraft that will replace the 737 and 757 at the same time.
Boeing should add RR Ultrafan engine in B757X
To make an impressive Flying Grandee, re- engine the 757 with FOUR engines!!!
I thought the flying pencil was the DO-17.
🤔
As a flight attendant I love the 757 until 757-300 came along who ever designed that airplane needs a Xanax…INSANE TO WORK…specially Trans Atlantic ….
if it works, dont fiddle with it.... let the pencil be
It works but its getting old
They need to make it more efficient to make it more attractive to airlines but also to be able to sell it after 2028, when new emissions regulations come into play