Boeing 757 Guide and Specs: Does It Live Up
to the Legacy?
Airplane Brands / By Trevin Casinader
Introduction
The 1970s were a golden era for Boeing. The launch of the 747 and the success of the 727 had
catapulted the company to new heights. In a bid to keep their competitive edge Boeing began
the process of looking for a successor for their 727-200 trijet, which was the best-selling jetliner
at the time.
Rapidly increasing oil prices during the 1970s prompted airlines to focus on operating costs.
Airlines expressed interest in modern, fuel-efficient, and technologically-advanced jetliners that
were purpose-built to reduce costs.
In response Boeing to begin the clean sheet 7N7 program. The result of the 7N7 was the 757, a
narrow-body twinjet. It was designed to surpass its predecessor, the wildly successful 727, in
every conceivable manner.
The airlines wanted more than lower operation costs. The 757 was envisioned to be a goanywhere jet. It needed to be able to fly to smaller airports at high-density altitudes. Boeing’s
solution was to outfit the jet with powerful engines and keep its BEW low. The combination
earned the 757 the moniker of “pocket-rocket”.
In response Boeing to begin the clean sheet 7N7 program. The result of the 7N7 was the 757, a
narrow-body twinjet. It was designed to surpass its predecessor, the wildly successful 727, in
every conceivable manner.
The airlines wanted more than lower operation costs. The 757 was envisioned to be a goanywhere jet. It needed to be able to fly to smaller airports at high-density altitudes. Boeing’s
solution was to outfit the jet with powerful engines and keep its BEW low. The combination
earned the 757 the moniker of “pocket-rocket”.
The 757 have been in service for four decades now, and as of December 2020, 625 were still in
service. Most of the passenger models have been given a new lease on life as cargo freighters.
The conversions, designated 757-200PCF, are undertaken by licensed outfits Precision Aircraft
Solutions and ST Engineering.
Boeing 757 Specifications
Variant
757-200
757-300
Length
47.32 m (155 ft 3 in)
54.47 m
(178 ft 7 in)
Height
13.56 m (44 ft 6 in)
Wingspan
38.05 m (124 ft 10 in)
Wing Area
185.25 m² (1994 ft²)
Wing Sweep
25°
Wing Aspect Ratio
7.8
Wheel Track
7.32 m (24 ft)
Wheel Base
18.29 m (60 ft)
Exterior Dimensions
Cabin Dimensions
Length
36.09 m (118 ft 5 in)
Width
3.54 m (11 ft 7 in)
Cargo Volume
226.5 m³ (7998.77 ft³)
43.21 m
(141 ft 8 in)
Weights
Maximum Ramp Weight (Engine
Option 1)
100,240 kg (221,000 lb)
124,050 kg
116,120 kg (256,000 lb)
Maximum Ramp Weight (Engine
Option 2)
N/A
Maximum Take-Off Weight (Engine
Option 1)
99,790 kg (220,000 lb)
123,603 kg
(272,500 lb)
Maximum Take-Off Weight (Engine
Option 2)
115,666 kg (255,000 lb)
N/A
Maximum Landing Weight (Engine
Option 1)
89,810 kg (198,000 lb)
101,600 kg
(223,990
lbs)
Maximum Landing Weight(Engine
Option 2)
95,250 kg (210,000 lb)
N/A
Operating Weight Empty (Engine
Option 1)
58,440 – 58,570 kg
(128,840 – 129,130 lbs)
64,470 kg
(142,140 lb)
59,160 – 59,300 kg
Operating Weight Empty (Engine
Option 2)
Performance
(130,440 – 130,730 lbs)
64,560 kg
(142,340
lbs)
6,421 km
(3,467 NM)
Range (with Max Passengers)
7,222 km (3,900 NM)
Max Operating Speed
0.86 Mach (659 mph, 573 knots, 1,061 km/h)
Long Range Cruise (@ 35,000 ft)
0.80 Mach (530 mph, 458 knots, 980 km/h)
Fuel Capacity
43,490 L (11,489 US gal)
Fuel Burn (Average @ 0.78 Mach)
2630 kg (5800 lbs)
Takeoff Distance (SL, ISA, MTOW)
2,911 m (9,550 ft)
Service Ceiling
12,800 m (42,000 ft)
Rated Thrust (RB-211)
37,000 – 40,100 lbf ( 164.58 – 178.37 kN)
Rated Thrust (PW2000)
37,000 – 40,100 lbf ( 164.58 – 178.37 kN)
Wake Turbulence Category
M
Approach Speed Category
C
43,400 L
(11,466 US
gal)
2,926 m
(9,600 ft)
Occupancy
Flight Crew
2
Cabin Attendants
5–7
Occupancy Standard
195
243
Occupancy Max
231
289
Systems
Flight Deck
Proprietary Boeing Glass Avionics Flight Deck
Rolls Royce RB211-535E4
Engine(s)
Rolls Royce RB211-535E4B
Pratt & Whitney PW2040
Pratt & Whitney PW2037
Auxiliary Power Unit
Honeywell GTCP331-200
Pratt &
Whitney
PW2043
Boeing 757 Performance and Flight
Characteristics
There’s a saying in aviation, “if it looks right, it flies right”. The Boeing 757 embodied this quote.
Pilots who fly the airplane have nothing but good things to say about the 757’s performance and
handling characteristics.
On takeoff is where the performance of the aircraft shined. The high power-to-weight ratio of the
757 means that during takeoff there are virtually no limiting factors, which made it a “go
anywhere” aircraft.
Short runways with a full load were a cinch. The flip side of having so much thrust at your
fingertips is that it takes some finesse to fly it at lighter loads.
The traditional yoke controls of Boeing aircraft make the pilots feel more connected to the
aircraft. The 757 doesn’t feel like it’s a fly-by-wire aircraft, the feedback is dialed in just right. It
does what you want when you want it to. Pitch control is more sensitive, but it’s nothing that
can’t be reigned in.
The culmination of high performance and delightful controls shine on approaches and landings.
The 757’s aerodynamics means it’s inherently stable, preventing it from being thrown around,
even in strong winds at low speeds.
The responsive controls allow pilots to correct for turbulence well. If things go sideways and a
quick go-around is necessary, hit the TOGA switch and forget your worries, the engines will do
the rest.
Boeing 757 Modifications and Options
The 757 is a popular business jet. The most famous example, Donald Trump’s 757, is a brilliant
example of the aircraft’s versatility. Changes include a revamped glass cockpit, master bedroom,
shower, dining room, and luxury seating for 43. The level of customization is only limited by the
budget.
Boeing offered the standard 757-200 in a single-class configuration, while the 757-300 was
available in both single and dual-class configurations. Many airlines outfitted the 757 with firstclass cabins as well, but they remain a rarity.
Boeing 757 Price
The price of a used Boeing 757-200 varies depending on its year of manufacture and its usage.
The going prices for these aircraft can range between $11.5 on the high-end and $3.8 million
on the low-end. Quite the departure from the introductory price of $65 million Boeing asked for
a brand-new 757-200 in 2004.
The value of the freighter models of the 757 has fared better thanks to the conversions and the
ability of these aircraft to handle heavy loads with little modification. However, selling these
aircraft after heavy use is still difficult.
Nepal Airlines were the sole buyer of the 757-200M and retired the aircraft in 2018. It attempted
to sell the aircraft for $7 million which proved difficult. An attempt to sell the aircraft at $4.2
million was also unsuccessful. The airline then opted to keep the aircraft in service.
Boeing 757 Operation Costs
The operation of an aircraft incurs a variety of costs. We can separate them into two categories:
fixed and variable.
Fixed Costs
Over the course of a year, some costs have to be paid, regardless if an aircraft is grounded or if
it flies every day. These are fixed costs and do not change based on usage.
Lease Cost
Very few jetliners are purchased in full from the get-go. The usual procedure is to obtain a lease
which is then paid over an agreed period. In 2002, a Boeing 757-300 sold at $80 million,
however, airlines make bulk purchases and often receive a hefty discount on the sticker price.
The purchase price of the 757 fluctuated from airline to airline, making it difficult to find an
accurate average yearly lease cost.
Crew Salary
According to Delta Air Lines, a veteran captain of a 757 is paid between $120,000 to $173,000
per year. A first officer flying a 757 for the same airline earns between $55,000 and $120,000
per year based on the level of experience. Flight crew salary amounts to a total of $234,000
per annum.
The median salary for a cabin crew member is $49,407, and a passenger version of the 757
requires a minimum of 4 to function, which means annually the salary for a cabin crew on a 757
is $197,630. This means the total annual cost to fly a passenger 757 is $431,000.
Maintenance Costs
Most maintenance costs are dependent on the usage of the aircraft. However, there are yearly
maintenance costs that occur. One of the main costs is an annual inspection.
The FAA requires an annual inspection to be carried out every 12 calendar months, regardless
of the aircraft’s usage. This in-depth inspection of virtually every part of the aircraft requires
many person-hours.
Insurance
All operators of aircraft opt for insurance to protect not only the aircraft and its crew from
accidents and liability but also its passengers and their cargo.
However, the cost of insurance for a single 757 is unavailable because airlines pay insurance
based on factors such as the size of the fleet, number of passengers flown, and destinations
they operate at.
Variable Costs
Fuel
Fuel is by far the largest cost an airline incurs. The 757 consumes an average of 2630 kg
(5800 lbs) per hour. This figure is an average, based on flight at 0.78 Mach at 35,000 ft.
However, the true fuel consumption is dependent on thrust levels, temperature, pressure, and
altitude.
Fuel prices have increased in recent times, especially due to the ongoing war between Ukraine
and Russia. The price of a gallon of Jet-A1 in November of 2021 was $2.19. Just six months
later the price was at $3.91, a 78% increase.
Maintenance Costs
Airlines use a phase inspection system for time-based inspections to reduce downtime. For
example: according to Part 91 rules the FAA requires aircraft to be inspected every 100 hours.
But phase inspections (which require FAA approval) are conducted by inspecting different
components at different times. So the sum of it all will be the equivalent of a 100-hour
inspection.
Phase inspections are customized and are done on a case-by-case basis. Therefore it is
unclear how much an airline spends on maintaining a single 757. Especially since parts are
bought in bulk and engineers are on an annual payroll and work on the entire fleet.
Operating Costs
An aircraft incurs additional costs during a flight. These come in the form of docking and
handling fees, and landing and navigation fees. Furthermore, refreshments
Storage Costs
Boeing 757 Variants
757-200M
The 757-200M or 757 Combi is one of the more unique models Boeing has produced. The
aircraft is a convertible version of the aircraft capable of carrying both passengers and cargo.
Boeing only produced a single model, however, three more models exist due to conversions
undertaken by Precision Aircraft Solutions, Pemco World, and Vision Technologies. These
aircraft can accommodate up to 58 passengers and 10 LD3 cargo pallets.
757-200PCF
The 757-200PCF is an aftermarket conversion carried out by various licensed outfits. These
aircraft are now in popular demand due to a combination of a low purchase price of the aircraft
and high load carrying capabilities, up to 38,100 kg (84,000 lbs).
Upgrades include a hydraulically actuated cargo door, and a seven-track ANCRA cargo
handling system. Winglets are also available as an optional upgrade to improve fuel efficiency
and range.
757-300
The 757 was in service for 13 years without a stretched variant. But in September of 1996,
Boeing announced the 757-300 which was 23.4 ft (7.13m) longer than the 757-200, increased
the maximum number of passengers from 231 to 289, and cargo capacity by almost 50%.
Demand for a stretched variant was growing because airlines wanted to utilize the range and
low operating costs of the 757 to ferry more passengers. In addition, the A321 was poised to
steal away market share in the sector had Boeing done nothing.
The first 757-300 rolled off the production line a mere 21 months after it had been announced.
Changes came in the form of upgraded engines, a new avionics suite, a new interior, and
brand-new vacuum lavatories.
Other changes were limited to structural strengthening, new tires, and brakes to handle the
higher loads.
Boeing 757 Competitors
Airbus A321XLR
The A321XLR is purpose-built to put the 757 and sadly, it succeeded. It was built using the
same design philosophy as the 757, with high-power, low-weight, and smart aerodynamics.
The A321XLR dethroned the 757 by being more advanced which shouldn’t come as a surprise
as it is much newer than the 757. It boasts a higher range than the 757 and is astronomically
more fuel-efficient, thanks to its modern engines.
References





Aircargopedia – B757-200PCF CONVERSION. (n.d.). Retrieved June 13, 2022,
from http://www.aircargopedia.com/B757-200PCFprecisionconversions.htm
Airline pilot salary, career information pilot. (2013, May 14). Phoenix East
Aviation. https://pea.com/airline-pilot-salary/
Beresnevicius, R. (2020, December 26). How Airbus A321 finally killed Boeing
757. https://www.aerotime.aero/articles/26291-airbus-a321-killed-boeing-757
Birtles, P. (1999). Boeing 757/767/777.
Boeing 757 single-aisle twin-jet airliner. (2002, November 7). Aerospace
Technology. https://www.aerospace-technology.com/projects/boeing757/









Boeing Commericial Airplanes. (2002). 737 Airplane Characteristics for Airport
Planning.
Boeing: Historical snapshot: 757 commercial transport. (n.d.). Retrieved June
11, 2022, from https://www.boeing.com/history/products/757.page
Curran, A. (2021, October 25). How Much Is A Boeing 757-200 Worth In
2021? Simple Flying. https://www.simpleflying.com/boeing-757-300-worth2021/
Inc., G. A. H. (2010, December 17). North American airlines and VT systems
plan conversion of Boeing 757-200 to combi configuration. PR Newswire.
http://www.prnewswire.com/news-releases/north-american-airlines-and-vtsystems-plan-conversion-of-boeing-757-200-to-combi-configuration112054419.html
Norris, G., & Wagner, M. (1999). Modern Boeing jetliners. Motorbooks
International.
‘Pocket Rocket’ farewell as TUI retires its Boeing 757s. (n.d.). Key Aero.
Retrieved June 18, 2022, from https://www.key.aero/article/pocket-rocketfarewell-tui-retires-its-boeing-757s
Shaw, R. (1999). Boeing 757 & 767: The medium twins. Osprey Publications.
Take-off / go-around (TO/GA) mode. (2021, May 30). SKYbrary Aviation Safety.
https://skybrary.aero/articles/take-go-around-toga-mode
Wayback machine. (n.d.). Retrieved June 13, 2022, from
https://web.archive.org/web/20160103013517/http://active.boeing.com/commer
cial/orders/displaystandardreport.cfm?cboCurrentModel=757&optReportType=
AllModels&cboAllModel=757&ViewReportF=View+Report