757-300 Background

The Boeing 757-300, member of the popular 757/767 family of medium-sized airplanes, was launched Sept. 2, 1996, with an order from Condor Flugdienst, a German charter airline.

The 757-300 is a twin-engine, short-to-medium-range jetliner offering fuel efficiency, top economic performance and low noise levels. Both scheduled carriers and tour operators have ordered the 757-300.

The 757-300 is a stretched version of the 757-200, measuring 23 feet 4 inches (7.1 meters) longer. The extra length allows it to carry 20 percent more passengers than the 757-200 and increases the available cargo volume by nearly 50 percent.

Designed to carry 243 passengers in a typical, mixed-class configuration, the 757-300 can accommodate up to 289 passengers in charter service, putting its capacity between that of the 757-200 and the 767-300. Because of its additional capacity, the 757-300 has about 10 percent lower seat-mile operating costs than the 757-200, which already has the lowest seat-mile operating cost in its market segment.

As a derivative, the 757-300 complements the 757-200; it is not a replacement. Both models are in production. The 757-300 retains the simplicity and reliability of the 757-200. Both models have the same flight deck and operating systems, but some features have been changed. Besides a lengthened fuselage, changes on the 757-300 include new tires, wheels and brakes; a tail skid; and strengthened wings and landing gear.

In addition, the 757-300 shares a common type rating with the 767. This allows any pilot trained to fly one model to be qualified to fly the other model with minimal additional familiarization, saving training time and costs. Commonality offers airlines other benefits such as improved operating efficiency from reducing spares inventories, lowering training requirements and greater flexibility in assigning flight crews.

Interior Features

The passenger cabin on the 757-300 has a new look based on the popular, award-winning Boeing 777 interior design. The new interior offers passengers a spacious, user-friendly cabin with comfortable, aesthetically pleasing surroundings. It gives operators a cabin that is both durable and flexible. The interior floor, wall and seat materials stand up to wear and tear, and can be easily cleaned.

The interior features new soft, indirect lighting that enhances cabin ambience along with a smooth sculptured ceiling, giving the cabin a more open, spacious feel. The curved ceiling panels offer up to three additional inches of headroom.

Longer overhead stowage bins give passengers more storage space. The additional space was created by advanced engineering on the bins that eliminated the need for an internal support brace. A handrail that extends along the bottom of the stowbins and a moveable cabin class divider also is available.

The 757-300 also is equipped with vacuum lavatories. For airlines, that means reduced service time.

Other Changes

Other than the interior, most of the changes to the 757-300 were made to accommodate the extended fuselage and increased passenger and cargo load.

The maximum takeoff weight was increased to 272,500 pounds (123,600 kg) to preserve the passenger/cargo load capability. The aircraft's wing, landing gear and portions of its fuselage have been strengthened and new wheels, tires and brakes added to handle the extra weight.

The environmental control system for the passenger cabin has been modified to accommodate the additional passengers. A larger precooler, more powerful fans and an additional temperature zone have been added.

Because the airplane is longer, Boeing made several modifications to protect against possible damage from tail strikes during takeoffs and landings. A retractable tail skid similar to that on the 777-300 was added. It has a body-contact indicator that lets the pilot know if the body of the airplane has made contact with the ground, despite the tail skid. That knowledge helps prevent unnecessary and costly air turn-backs.

Engines and Wings

The 757-300 and 757-200 share many of the same features. Both have high-bypass-ratio engines and a wing design that help make them two of the quietest, most fuel-efficient jetliners in the world. Engines are available from Rolls-Royce or Pratt & Whitney in thrust ratings of 43,500 (193.5kN) and 42,600 pounds (189.4kN) respectively.

The wings on the 757-300 and 757-200 are less swept and thicker through the center than those on earlier Boeing airplanes, permitting a longer span. The lower wing surface is slightly flatter, and the leading edge is somewhat sharper. This improves lift, reduces drag and makes for improved aerodynamic efficiency and low fuel consumption.

The only difference between the 757-300 and the 757-200 wing is that the former has been structurally reinforced to handle the increased load.

The Flight Deck

The flight deck of the 757-300, like that of the 757-200, is designed for two-crew member operation and furnished with digital electronic displays.

A computerized, fully integrated flight management system (FMS) provides for automatic guidance and control of the airplane from immediately after takeoff to final approach and landing. Linking together digital processors controlling navigation, guidance and engine thrust, the FMS assures that the aircraft flies the most efficient route and flight profile for reduced fuel consumption, flight time and crew workload.

The pilot and the copilot each have a pair of electronic displays for primary flight instrumentation and navigation. One display shows an electronic attitude director indicator and the other an electronic horizontal situation indicator.

Several flight deck improvements have been made on both the 757-300 and the 757-200. The Pegasus flight management computer (FMC) and an enhanced engine indication and crew alerting system (EICAS) are now standard on both 757 models. With the Pegasus FMC, operators can choose optional software that enables elements of the future air navigation system (FANS). FANS functions provide operators with the ability to use advanced systems, such as global positioning system (GPS) sensors and satellite communications (SATCOM), to take full advantage of new communication, navigation and air traffic management systems for more efficient routing and decreased trans-oceanic traffic separation.

The EICAS upgrade replaces existing computers with enhanced devices that are software loadable. The new EICAS has improved built-in test equipment (BITE) functions that allow for improved self-diagnosis of faults in a more readable format. On-board software loading allows operators to use the same EICAS computer as a replacement on any 757 or 767. That reduces the required inventory of spare parts.

Other improvement to the 757 are an enhanced ground proximity warning system (EGPWS), intended to reduce controlled flight into terrain, a new software-loadable flight control computer (FCC) and an enhanced windshear warning system. The 757-300 also incorporates the latest technology air data/inertial reference system (ADIRS).