Boeing may revive 757

I would think Boeing chopped the 757 because they couldn’t sell enough to get the profits from volume production and to steer customers to the stretched 737s (same way Douglas chopped the stretch DC-8 to help the DC-10…curious that they later did a re-engine program on 2nd hand DC-8s!)) .

Didn’t the wing modifications on the 737 Classic(300-500)…NG(600-900)….MAX always proceed incrementally so they were covered by the original paperwork and tests and isn’t the central wing box out to the engines the same basic design (obviously with thicker gauges/stronger alloys/modified cut-outs and strong-points for the landing gear and engines)?

Surely a 3rd-party re-engine program for 2nd hand 757s (like the RR Tay-727s program for UPS) would be more likely than a Boeing restart on the 757 if a suitable engine exists.

I read in Air&Space way back that Boeing initially only expected to sell a ‘few hundred’ of the 737 -300 series because UDFs were going to take over 🙂

The 737 has changed massively since the 100 model first rolled off the production line.

The overall fuselage is the same, save for a few aerodynamic tweaks like vortice generators just forward of the windscreens which help reduce wind noise in the cockpit and vortice generators on the tail cone area.

The 300 to 500 models got a new wing and vertical stabiliser as well as the CFM engines. The main gear geometry was also changed for more stability. Avionics were completely redone and new interiors and insulation technology allowed for a quieter cabin. Due to the wishes of several key customers, Boeing kept many features of the 200 model cockpit. However, CRT monitors replaced the primary flight instruments. But the image they displayed were very similar to the steam gauges they replaced.

The NG series (700 to 900) received yet another new wing, a re-profiled horizontal stabiliser and tweaks vertical stabiliser, new engines also. Avionic were again completely replaced with modern systems. Again, due to the wishes of several key customers, the cockpit retained many features of the older models, All primary gauges were replaced with multi function displays. The displays could be customised so as to simulate those of older models if required. New in cabin technology has steadily made the cabin quieter and wider. Also, the eyebrow windows were eventually deleted from new build NGs. This meant less maintenance, less dead weight.

The MAX will get more or less the same makeover the NG got. New wings, new tail, etc. But also new tail cone, a gear length extension and obviously larger engines. There will be improvements to the cockpit and cabin too. It’ll be the quietest 737 yet.

Today’s 737 that rolls off the production line has, aside from name and fuselage, very little in common with the 100/200 models of the 60s.

I think overall, the maintenance costs have gone down. As engine tech got more reliable, they need less attention and less replacement parts.
On board systems get tweaked over the product life time and eventually need less attention.
Of course, as the technology advances, more and more issues become software based. But overall, from the 100 to the latest NG rolling off the line today, MX costs have vastly reduced.

As to the topic in hand:

I think it is doubtful Boeing will restart the 757. Her days are over. She had a good run and Airbus’ proposed A321NEO looks to be close enough in range and capacity as to do the job. This will dilute the market for a tweaked 757 and might not make it a big enough one to be profitable.

Besides, as far as I am aware, all the machining for the 757 was destroyed a long time ago now. Her production line is now part of the 737 assembly line.

I love the 757, it’s my favourite plane of all time and as much as I’d love to see that good looking bird get a make over and fly high again, I just don’t see it happening.

Considering most airliners sold are single-aisle short-medium range jets, I was surprised that they quit making it in the first place.
I assumed that newer stretch 737s did everything as well as the 757.

I’d still like to read a good article or book on the differenced between the original 737, then the 737 Advanced (200), then the first of the big fan variants (the 300-500), and the current “Next Generation” (600-900) jets.
How were they changed? How does that translate into increased maintenance and better reliability for airline?

The recent Key Boeing Jets special answered some of the questions in a superficial way (revised, but not new wings and engines in the NG series), but I’d like more technical details.

Beware that last link, my computer locked up when I tried to close the webpage

Regards

http://www.wsj.com/articles/boeing-weighs-options-to-reprise-aging-757s-1423614375