US Air Force designations: C-32A and C-32B

TYPE: Twin-jet airliner

PROGRAMME: Announced early 1978; has 707/727/737 fuselage cross-section and two large turbofans; Eastern Air Lines and British Airways ordered 21 firm and 24 optioned and 19 + 18 respectively 13 August 1978; first flight (N757A) 19 February 1982 powered by 166.4 kN (37,400 lb st) Rolls-Royce RB535Cs and designated 757-200; first Boeing airliner launched with foreign engine.
FAA certification 21 December 1982; CAA certification 14 January 1983; revenue services began 1 January 1983 (EAL) and 9 February 1983 (BA). First flight of 757 powered by P&W PW2037s, 14 March 1984; certified October 1984 and delivered to Delta; first 757 with RB535E4s delivered to EAL 10 October 1984; first extended-range model delivered to Royal Brunei Airlines May 1986; 757 with RB535E4 engines approved FAA ETOPS December 1986 (extended to 180 minutes July 1990); 757 with PW2037/2040 ETOPS approved April 1990 (180 minutes for PW2037 April 1992); Boeing windshear guidance and detection system approved by FAA January 1987. Certified for operation in the Russian Federation and Associated States (CIS) September 1993. On 14 February 2002, 1,000th Boeing 757 was delivered, being 148th for American Airlines.
Boeing announced on 16 October 2002 that manufacture of the 757 will be terminated in late 2004.

CURRENT VERSIONS: 757-200: Initial production passenger airliner; extended range available.
Main description applies to -200 version, except where indicated.
757-200PF Package Freighter: Developed for United Parcel Service. Large freight door forward, single crew door and no windows; up to 15 standard 2.24 x 3.18 m (88 x 125 in) cargo pallets on main deck; operating weight empty 51,710 kg (114,000 lb), MTOW 115,665 kg (255,000 lb), MZFW 90,719 kg (200,000 lb), max structural payload 39,009 kg (86,000 lb). Cargo capacity 187 m3 (6,600 cu ft) on main deck plus 51.8 m3 (1,830 cu ft) on lower deck. UPS ordered 20 on 31 December 1985; deliveries began 17 September 1987.
757-200M Combi: Boeing's mixed cargo/passenger configuration with windows; upward-opening cargo door to port (forward) 3.40 x 2.18 m (134 x 86 in); carries up to three 2.24 x 2.74 m (88 x 108 in) cargo containers and 150 passengers; one delivered to Royal Nepal Airlines on 15 September 1988.
757-200 Freighter: Developed by Pemco Aeroplex in 1992 as conversions of existing 757s; all-freight, combi and quick-change versions available; same weights as Boeing 757-200PF Package Freighter; choice of more powerful engines; large freight door forward on port side.
757SF: Under an agreement announced 5 October 1999, Boeing Airplane Services will purchase a total of 44 757-200s from British Airways and other operators and modify them, in conjunction with Israel Aircraft Industries and Singapore Technologies Aerospace, to 757SF Special Freighter configuration for lease to DHL Worldwide Express. The modification, which is also available to other customers, provides 226.5 m3 (8,000 cu ft) of cargo space with payload of 27,215 kg (60,000 lb) and range of over 2,000 n miles (3,704 km; 2,301 miles). Eventual DHL fleet will be 44, of which first two are 757-200PFs bought from Ansett on 15 November 1999. First converted 757SF, a former BA aircraft, entered service with DHL on 19 March 2001 and passed to EAT in Belgium on 28 March 2001 as OO-DLN. In 2002 a rival freighter conversion was offered by Precision Conversions of Goodyear, Arizona.
757-200 'Catfish': Boeing's own 757-200 prototype (N757A) fitted with radar nose in Lockheed Martin F-22A profile and representative F-22A swept wing section above flight deck containing conformal radar antennas for advanced radar trials; first flight in this configuration 11 March 1999.
757-200ER: Projected extended-range version under study in 2001; would combine fuselage of 757-200 with strengthened wing structure of 757-300; up to four auxiliary fuel tanks in aft cargo hold; range 4,600 n miles; (8,519 km; 5,293 miles).
757-300: Stretched version.
C-32A: Boeing 757-2G4. Four, with PW2040 engines, ordered 8 August 1996 as replacements for VC-137s of USAF's 89th Airlift Wing at Andrews AFB, Maryland; thus loosely described as 'VC-32s'. First aircraft (98-0001) flew 11 February 1998 and was delivered to 89th AW on 19 June. Further three followed on 23 June, 20 November and 25 November 1998. Post-production modifications, performed at Boeing's Wichita facility and completed on first aircraft on 2 April 1999, include installation of auxiliary fuel tanks, capacity 6,984 litres (1,845 US gallons; 1,536 Imp gallons) in forward and aft cargo holds, increasing range to 5,000 n miles (9,260 km; 5,753 miles); self-deploying forward airstair; crew ladder; satcom upgrade; and 378 litre (100 US gallon; 83.0 Imp gallon) potable water tank.
C-32B: One second-hand aircraft (86006) initially designated U-757, obtained for USAF's Foreign Emergency Support Team (FEST) by early 2000 at cost of US$45 million. Purchase of further FEST aircraft funded in FY02.

COSTS: US$73.5 minion to US$80.5 million 757-200; US$72.5 million to US$75.0 million 757-200F (2002 and 2003).

DESIGN FEATURES: Low-wing, single-aisle airliner, with two podded turbofans below wings. Common design philosophy - including flight deck - with Boeing 767. Design goals also included multimarket performance, fuel efficiency, low noise and emissions, employment of advanced, digital avionics and 'dark' flight deck.
All flying surfaces sweptback and tapered; Boeing aerofoils; wing sweepback at quarter-chord 25°; dihedral 5°; incidence 3° 12'.

FLYING CONTROLS: Conventional and hydraulically powered. All-speed outboard ailerons assisted by five flight spoilers on each wing also acting variously as airbrakes and ground spoilers; one additional ground spoiler inboard on each wing; elevators and rudder; double-slotted trailing-edge flaps; full-span leading-edge slats, five sections each wing; variable incidence tailplane.

STRUCTURE: Aluminium alloy two-spar fail-safe wing box; centre-section continuons through fuselage; ailerons, flaps and spoilers extensively of honeycomb, graphite composites and laminates; tailplane has full-span light alloy torque boxes; fin has three-spar, dual-cell light alloy torque box; elevators and rudder have graphite/epoxy honeycomb skins supported by honeycomb and laminated spar and rib assemblies; CFRP wing/fuselage and flap track fairings. All landing gear doors of CFRP/Kevlar.
Subcontractors include Hawker de Havilland (wing in-spar ribs), Shorts (inboard flaps), CASA (outboard flaps), various Boeing divisions (leading-edge slats, main cabin sections, fixed leading-edges and flight deck), Northrop Grumman (fin and tailplane, extreme rear fuselage, overwing spoiler panels), Heath Tecna (wing/fuselage and flap track fairings), Schweizer (wingtips), Rohr Industries (engine support struts), IAI (dorsal fin) and Fleet Industries (APU access doors).

LANDING GEAR: Retractable tricycle type, with main and nose units manufactured by Menasco. Each main unit carries a four-wheel bogie, fitted with Dunlop or Goodrich wheels, carbon brakes and tyres. Twin-wheel nose unit, also with Dunlop or Goodrich tyres. Nose tyres H31x13.0-12 (20 ply); main tyres either H42x14.5-19 (24/26 ply) or, for higher weight options H42x16.0-19 (24 ply). Minimum ground turning radius 21.64 m (71 ft) at nosewheels, 29.87 m (98 ft) at wingtip.

POWER PLANT: Two 162.8 kN (36,600 lb st) Pratt & Whitney PW2037, 178.4 kN (40,100 1b st) PW2040, 178.8 kN (40,200 1b st) Rolls-Royce RB211-535E4, 189.5 kN (42,600 lb st) PW2043 or 193.5 kN (43,500 lb st) RB211-535E4-B turbofans, mounted in underwing pods. Standard fuel capacity 42,684 litres (11,276 US gallons; 9,389 Imp gallons), optional 43,489 litres (11,489 US gallons; 9,566 Imp gallons).

ACCOMMODATION: Crew of two flight deck, with provision for an observer; common crew qualification with Boeing 767. Five to seven cabin attendants. Standard interior arrangements for 200 (12 first class/ 188 economy) when overwing emergency exits fitted, or 194 (12 first class/ 183 economy) mixed-class passengers when in four-door configuration, or 221 (overwing exit) or 228 (four-door) all-economy passengers. First class seats are four-abreast, at 91 cm (36 in) pitch; business class five-abreast; economy seat pitch is 81 cm (32 in) in mixed class or 76 cm (30 in) in all-economy, mainly six-abreast. New cabin interior includes twin-door overhead luggage bins of 203 cm (80 in) width, replacing single-door, 152 cm (60 in) type; optional ceiling-mounted stowage compartments and video screens; aesthetic improvements; and (typically, five) vacuum lavatories, as in 757-300.
Provision for four doors each side of passenger deck: No. 1 (LH) passenger and No. 1 (RH) service doors immediately to rear of flight deck; Nos. 2 (LH) and 2 (RH) passenger doors; optional Nos. 3 (LH) and 3 (RH) emergency exit doors; and Nos. 4 (LH) passenger and 4 (RH) service doors; two overwing emergency exits each side if No. 3 doors not installed. Up to nine galleys at forward, mid-cabin and aft locations on starboard side; nine lavatory position options in typical three-door configuration, or up to 12 in four-door configuration. Movable class dividers. Cargo hold doors forward and aft on starboard side; optional bulk cargo hold door, starboard, extreme rear.

SYSTEMS: Honeywell ECS; General Electric engine thrust management system; Honeywell-Vickers engine-driven hydraulic pumps; four Abex electric hydraulic pumps. Hydraulic system maximum flow rate 140 litres (37.0 US gallons; 30.8 Imp gallons)/ min at T-O power on engine-driven pumps; 25.4 to 34.8 litres (6.7 to 9.2 US gallons; 5.6 to 7.7 Imp gallons)/ min on electric motor pumps; 42.8 litres (11.3 US gallons; 9.4 Imp gallons)/ min on ram air turbine. Independent reservoirs, pressurised by air from pneumatic system, maximum pressure 207 bar (3,000 lb/sq in) on primary pumps. Hamilton Sundstrand electrical power generating system and ram air turbine; and Honeywell GTCP331-200 APU. Wing thermally antiiced.

AVIONICS: Flight: Honeywell inertial reference system (IRS) (first commercial application of laser gyros); IRS provides position, velocity and attitude information to flight deck displays, and the flight management computer system (FMCS) and digital air data computer (DADC) supplied by Honeywell; FMCS provides automatic en route and terminal navigation capability, and also computes and commands both lateral and vertical flight profiles for optimum fuel efficiency, maximised by electronic linkage of the FMCS with automatic flight control and thrust management systems; CAT. IIIb instrument landing capability; Boeing windshear detection and guidance system is optional. Future Air Navigation System (FANS) FMS.
Instrumentation: Rockwell Collins EFIS-700 six-tube display with engine indication and crew alerting system (EICAS), EADI and EHSI functions; Rockwell Collins FCS-700 autopilot flight director system (AFDS).