Editing Boeing 757 (section)

==Development==

===Background===
In the early 1970s, following the launch of the first wide-body airliner, the [[Boeing 747|747]], [[Boeing]] began considering further developments of its narrow-body [[Boeing 727|727]].<ref name="norris143">{{harvnb|Norris|Wagner|1998|pp=143–45.}}</ref> Designed for short and medium length routes,<ref>{{harvnb|Eden|2008|p=72.}}</ref> the [[trijet]] was the best-selling jetliner of the 1960s and a mainstay of the U.S. domestic airline market.<ref name=norris143/><ref name="norris12">{{harvnb|Norris|Wagner|1999|p=12.}}</ref> Studies focused on improving the 189-seat {{nowrap|727-200}}, the most successful variant.<ref name=norris144/> Two approaches were considered: a stretched 727 (to be designated 727-300), and an all-new aircraft code-named 7N7.<ref name="norris144">{{harvnb|Norris|Wagner|1998|p=144.}}</ref> The former was a cheaper derivative using the 727's existing technology and tail-mounted engine configuration,<ref name=norris144/> while the latter was a twin-engine aircraft which made use of new materials and improvements to propulsion technology which had become available in the civil aerospace industry.<ref name=norris20/>

[[File:Boeing 757-200 Farnborough 1982 Fitzgerald.jpg|thumb|The 7N7 made its [[Farnborough Airshow]] debut in 1982 as the 757-200.|alt=Side view of silver twin-engine jet taxiing on runway, with deployed flaps and "757" markings on tail.]]
[[United Airlines]] provided input for the proposed 727-300, which Boeing was poised to launch in late 1975,<ref name=norris144/> but lost interest after examining development studies for the 7N7.<ref name=norris144/> Although the {{nowrap|727-300}} was offered to [[Braniff International Airways]] and other carriers, customer interest remained insufficient for further development.<ref name=norris143/> Instead, airlines were drawn to the [[High-bypass turbofan|high-bypass-ratio turbofan]] engines, new flight deck technologies, lower weight, improved [[aerodynamics]], and reduced operating cost promised by the 7N7.<ref name=norris144/><ref name=norris20/> These features were also included in a parallel development effort for a new mid-size wide-body airliner, code-named 7X7, which became the 767.<ref name="norris18">{{harvnb|Norris|Wagner|1999|pp=18–19.}}</ref> Work on both proposals accelerated as a result of the airline industry upturn in the late 1970s.<ref name=norris143/><ref name="davies103">{{harvnb|Davies|2000|p=103.}}</ref>

By 1978, development studies focused on two variants: a {{nowrap|7N7-100}} with seating for 160, and a {{nowrap|7N7-200}} with room for over 180 seats.<ref name="norris20">{{harvnb|Norris|Wagner|1999|pp=19–20.}}</ref> New features included a redesigned wing, under-wing engines, and lighter materials, while the forward fuselage, cockpit layout, and [[T-tail]] configuration were retained from the 727.<ref name="norris147">{{harvnb|Norris|Wagner|1998|pp=145–47.}}</ref> Boeing planned for the aircraft to offer the lowest fuel burn per passenger-kilometer of any narrow-body airliner.<ref name="eden98">{{harvnb|Eden|2008|p=98.}}</ref> On August 31, 1978, Eastern Air Lines and British Airways became the first carriers to publicly commit to the 7N7 when they announced launch orders totaling 40 aircraft for the {{nowrap|7N7-200}} version.<ref name=norris20/><ref name=eden98/> These orders were signed in March 1979, when Boeing officially designated the aircraft as the 757.<ref name=norris20/> The shorter {{nowrap|757-100}} did not receive any orders and was dropped; 737s later fulfilled its envisioned role.<ref name="norris95">{{harvnb|Norris|Wagner|1999|pp=95–96.}}</ref>

===Design effort===
The 757 was intended to be more capable and more efficient than the preceding 727.<ref name="b12">{{harvnb|Birtles|2001|p=12.}}</ref> The focus on [[fuel efficiency]] reflected airline concerns over [[operating cost]]s, which had grown amid rising oil prices during the [[Yom Kippur War]] of 1973.<ref name=norris20/><ref name="norris145">{{harvnb|Norris|Wagner|1998|p=145.}}</ref> Design targets included a 20&nbsp;percent reduction in fuel consumption from new engines, plus 10&nbsp;percent from aerodynamic improvements, versus preceding aircraft.<ref name=norris145/> Lighter materials and new wings were also expected to improve efficiency.<ref name=norris20/> The [[maximum take-off weight]] (MTOW) was set at {{convert|220000|lb|kg|sigfig=3}},<ref name=b16/> which was {{convert|10000|lb|kg|sigfig=3}} more than the 727.<ref name=727tech/> The 757's higher [[thrust-to-weight ratio]] allowed it to take off from short runways and serve airports in [[hot and high]] conditions with higher ambient temperatures and thinner air, offering better [[takeoff]] performance than that offered by competing aircraft. Competitors needed longer takeoff runs for these hot and high conditions. Boeing also offered options for higher [[Payload (air and space craft)|payload capability]].<ref name="b16">{{harvnb|Birtles|2001|pp=16–17.}}</ref><ref name="ostrowerwall">Ostrower, Jon, and Wall, Robert, "Boeing weighs options to reprise aging 757s", ''Wall Street Journal'', February 11, 2015, pp. B1–2.</ref>

[[File:Transavia Airlines Boeing 757-2K2 Wedelstaedt.jpg|thumb|Forward view of a [[Transavia|Transavia Airlines]] 757-200, showing fuselage profile, [[Dihedral (aircraft)|wing dihedral]], and [[Rolls-Royce RB211|RB211]] engines|alt=Forward view of aircraft, showing fuselage profile, two circular engines.]]
The twin-engine configuration was chosen for greater fuel efficiency versus three- and four-engine designs.<ref name="intro12">{{Cite web |last=Velupillai |first=David |date=January 2, 1982 |title=Boeing 757: introducing the big-fan narrowbody |url=http://www.flightglobal.com/pdfarchive/view/1982/1982%20-%200014.html |url-status=live |archive-url=https://web.archive.org/web/20190212130856/https://www.flightglobal.com/pdfarchive/view/1982/1982%20-%200014.html |archive-date=February 12, 2019 |access-date=February 2, 2011 |website=Flight International |pages=12, 15}}</ref> Launch customers Eastern Air Lines and British Airways selected the {{nowrap|[[Rolls-Royce RB211|RB211-535C]]}} turbofan built by [[Rolls-Royce plc|Rolls-Royce]], which was capable of {{convert|37400|lbf|kN|}} of [[Jet engine#Thrust|thrust]].<ref name="intro19">{{harvnb|Velupillai|1982|p=19.}}</ref> This marked the first time that a Boeing airliner was launched with engines produced outside the U.S.<ref name=norris20/> Domestic manufacturer [[Pratt & Whitney]] subsequently offered the {{convert|38200|lbf|kN|}} thrust [[Pratt & Whitney PW2000|PW2037]],<ref name=intro19/> which Delta Air Lines launched with an order for 60 aircraft in November 1980.<ref name=norris20/><ref>{{harvnb|Davies|1990|p=102.}}</ref> [[General Electric Aviation|General Electric]] also offered its {{nowrap|CF6-32}} engine early in the program, but eventually abandoned its involvement due to insufficient demand.<ref name="eden98-9">{{harvnb|Eden|2008|pp=98–99.}}</ref>

As development progressed, the 757 increasingly departed from its 727 origins and adopted elements from the 767,<ref name=norris20/> which was several months ahead in development.<ref>{{harvnb|Birtles|2001|pp=12–13.}}</ref> To reduce risk and cost, Boeing combined design work on both twinjets,<ref name=norris143/><ref name=intro12/> resulting in shared features such as interior fittings and handling characteristics.<ref name=norris23/> [[Computer-aided design]], first applied on the 767, was used for over one-third of the 757's design drawings.<ref name="intro15">{{harvnb|Velupillai|1982|p=15.}}</ref> In early 1979, a common two-crew member glass cockpit was adopted for the two aircraft, including shared instrumentation, [[avionics]], and [[flight management system]]s.<ref name="norris23">{{harvnb|Norris|Wagner|1999|p=23.}}</ref> In October 1979 the nose was widened and dropped to reduce aerodynamic noise by six dB, to improve the flight deck view and to give more working area for the crew and for greater commonality with the 767.<ref>{{Cite magazine |date=October 6, 1979 |title=Boeing refine 757 flight deck |url=https://www.flightglobal.com/pdfarchive/view/1979/1979%20-%203639.html |url-status=live |archive-url=https://web.archive.org/web/20180110054511/https://www.flightglobal.com/pdfarchive/view/1979/1979%20-%203639.html |archive-date=January 10, 2018 |access-date=January 9, 2018 |magazine=Flight International |page=1098}}</ref> [[Cathode-ray tube]] (CRT) color displays replaced conventional [[electromechanics|electromechanical]] instruments,<ref name=norris23/> with increased automation eliminating the [[flight engineer]] position common to three-person cockpits.<ref name=norris23/> After completing a short conversion course, pilots rated on the 757 could be qualified to fly the 767 and vice versa, due to their design similarities.<ref name=norris23/>

[[File:Boeing 757-236 G-BNSF Air Europe Newcastle Airport.jpg|thumb|Predecessor and successor: an [[Air Atlantis]] [[Boeing 727|727-200]] and an [[Air Europe]] 757-200 <!-- at [[Newcastle Airport]] -->|alt=Side view of twin-engine jet on tarmac, with attached airstairs and support vehicle, along with a trijet aircraft in the background.]]
A new [[Supercritical airfoil|aft-loaded]] shape which produced [[Lift (force)|lift]] across most of the upper wing surface, instead of a narrow band as in previous [[airfoil]] designs, was used for the 757's wings.<ref name=norris20/> The more efficient wings had less drag and greater fuel capacity,<ref name=norris20/> and were similar in configuration to those on the 767.<ref name=intro15/> A wider [[wingspan]] than the 727's produced less [[lift-induced drag]], while larger [[wing root]]s increased [[Landing gear|undercarriage]] storage space and provided room for future stretched versions of the aircraft.<ref name=intro15/>

One of the last 727 vestiges, the T-tail, was dropped in mid-1979 in favor of a conventional tail.<ref name=norris20/> This avoided the risk of an aerodynamic condition known as a [[Deep stall#Deep stall|deep stall]], and allowed for more passengers to be carried in a less tapered rear fuselage.<ref name="norris151">{{harvnb|Norris|Wagner|1998|pp=151–53.}}</ref> At {{convert|155.3|ft|sigfig=3}} in length,<ref name=757tech/> the {{nowrap|757-200}} was {{convert|2.1|ft|sigfig=3}} longer than the {{nowrap|727-200}}, and with a greater proportion of its internal volume devoted to cabin space, seating was available for 239 passengers, or 50 more than its predecessor.<ref name="727tech">{{Cite web |title=Boeing 727 Specifications |url=http://www.boeing.com/boeing/commercial/727family/product.page |url-status=live |archive-url=https://web.archive.org/web/20141027024649/http://www.boeing.com/boeing/commercial/727family/product.page |archive-date=October 27, 2014 |access-date=October 26, 2014 |publisher=Boeing}}</ref><ref name=757plan/> The fuselage cross-section, whose upper lobe was common to the [[Boeing 707|707]] and 737,<ref>{{harvnb|Sharpe|Shaw|2001|pp=9, 17.}}</ref><ref>{{harvnb|Davies|2003|p=96.}}</ref> was the only major structural feature to be retained from the 727.<ref>{{harvnb|Birtles|2001|p=15.}}</ref> This was mainly to reduce drag,<ref name=norris145/> and while a wider fuselage had been considered, Boeing's market research found low cargo capacity needs and reduced passenger preference for wide-body aircraft on short-haul routes.<ref name=norris147/><ref name=intro12/>

===Production and testing===
Boeing built a final assembly line in Washington at its [[Boeing Renton Factory|Renton factory]],<ref>{{harvnb|Birtles|2001|p=32.}}</ref> home of 707, 727, and 737 production, to produce the 757.<ref name="intro13">{{harvnb|Velupillai|1982|pp=13, 20.}}</ref> Early in the development program, Boeing, [[British Airways]], and Rolls-Royce unsuccessfully lobbied the British aircraft industry to manufacture 757 wings.<ref name=eden98/><ref>{{Cite web |last=Ramsden |first=J. M. |date=April 29, 1978 |title=Europe's Jet v. Boeing's 757 |url=http://www.flightglobal.com/pdfarchive/view/1978/1978%20-%200723.html |url-status=live |archive-url=https://web.archive.org/web/20130507102427/http://www.flightglobal.com/pdfarchive/view/1978/1978%20-%200723.html |archive-date=May 7, 2013 |access-date=June 20, 2012 |website=Flight International}}</ref> Ultimately, about half of the aircraft's components, including the wings, nose section, and [[empennage]], were produced in-house at Boeing facilities with the remainder subcontracted to primarily U.S.-based companies.<ref name="intro20">{{harvnb|Velupillai|1982|p=20.}}</ref> [[Fairchild Aircraft]] made the [[leading edge slat]]s, [[Grumman]] supplied the [[Flap (aircraft)|flaps]], and [[Rockwell International]] produced the main fuselage.<ref name=intro20/> Production ramp-up for the new narrow-body airliner coincided with the winding-down of the 727 program,<ref name=intro20/> and final assembly of the first aircraft began in January 1981.<ref name=intro19/>

[[File:British Airways Boeing 757-200 Marmet.jpg|thumb|[[British Airways]] was one of the first customers for the RB211-powered 757.|alt=Side view of aircraft in flight with extended gear, against a grassy hill backdrop]]
The prototype 757 rolled out of the Renton factory on January 13, 1982.<ref name=eden99/> The aircraft, equipped with {{nowrap|RB211-535C}} engines,<ref name="eden99">{{harvnb|Eden|2008|p=99.}}</ref> completed its maiden flight one week ahead of schedule on February 19, 1982.<ref>{{harvnb|Birtles|2001|pp=22–23.}}</ref> The first flight was affected by an [[Stall (engine)|engine stall]], following indications of low [[oil pressure]].<ref name=norris161/> After checking system diagnostics, company test pilot John Armstrong and co-pilot Lew Wallick were able to restart the affected engine, and the flight proceeded normally thereafter.<ref name="norris161">{{harvnb|Norris|Wagner|1998|pp=161–62.}}</ref> Subsequently, the 757 embarked on a seven-day weekly flight test schedule.<ref name="testing">{{Cite web |last=Sweetman |first=Bill |date=March 20, 1982 |title=Boeing tests the twins |url=http://www.flightglobal.com/pdfarchive/view/1982/1982%20-%200710.html |url-status=live |archive-url=https://web.archive.org/web/20180619035713/https://www.flightglobal.com/pdfarchive/view/1982/1982%20-%200710.html |archive-date=June 19, 2018 |access-date=July 15, 2011 |website=Flight International |pages=676, 685–86}}</ref> By this time, the aircraft had received 136 orders from seven carriers, namely [[Air Florida]], [[American Airlines]], British Airways, Delta Air Lines, [[Eastern Air Lines]], [[Monarch Airlines]], and [[Transbrasil]].<ref name=intro19/>

[[File:F-22-flying-alongside-the-FTB.jpg|thumb|The first 757 was modified into the F-22 Flying Test Bed.]]
The seven-month 757 flight test program used the first five aircraft built.<ref name="b14">{{harvnb|Birtles|2001|p=14.}}</ref> Tasks included flight systems and propulsion tests, hot and cold weather trials, and route-proving flights.<ref name="b22">{{harvnb|Birtles|2001|pp=22–26.}}</ref> Data from the 767 program helped expedite the process.<ref name=testing/> After design issues were identified, the 757's exit doors received dual-spring mechanisms for easier operation, and the fuselage was strengthened for greater [[bird strike]] resistance.<ref name=making/> The production aircraft was {{convert|3600|lb|kg|sigfig=3}} lighter than originally specified, and recorded a three percent better-than-expected rate of fuel burn.<ref name=b22/> This resulted in a range increase of {{convert|200|nmi|sigfig=3}}, and prompted Boeing to tout the aircraft's fuel efficiency characteristics.<ref name=b22/> After 1,380 flight test hours,<ref name=752b/> the RB211-powered 757 received U.S. [[Federal Aviation Administration]] (FAA) certification on December 21, 1982, followed by UK [[Civil Aviation Authority (United Kingdom)|Civil Aviation Authority]] (CAA) certification on January 14, 1983.<ref name=norris161/><ref name=b14/> The first delivery to launch customer Eastern Air Lines occurred on December 22, 1982, about four months after the first 767 deliveries.<ref name=norris161/><ref name=757_O_D_summ/> The first 757 with PW2037 engines rolled out about one year later, and was delivered to Delta Air Lines on November 5, 1984.<ref name=norris161/> The first 757 was later modified into the F-22 Flying Test Bed to serve as a flying avionics laboratory for the [[Lockheed Martin F-22 Raptor|F-22 Raptor]] fighter aircraft.<ref name="b28-56" />

===Service entry and operations===
[[File:Eastern Air Lines Boeing 757-200 Wallner.jpg|thumb|[[Eastern Air Lines]] began domestic 757 operations in January 1983 and later deployed the aircraft on [[Transcontinental flight across the United States|transcontinental]] routes.|alt=Side view of silver twinjet in flight, with "757" markings on tail.]]

Eastern Air Lines operated the first commercial 757 flight on January 1, 1983, on the Atlanta-to-Tampa route.<ref name=norris161/> On February 9, 1983, British Airways began using the aircraft for London-to-Belfast shuttle services, where it replaced [[Hawker Siddeley Trident|Hawker Siddeley Trident 3B]] trijets.<ref name="b49">{{harvnb|Birtles|2001|p=49.}}</ref> Charter carriers Monarch Airlines and [[Air Europe]] also began 757 operations later that year.<ref name="757entry">{{Cite web |date=July 28, 1983 |title=Boeing 757: six months in service |url=http://www.flightglobal.com/pdfarchive/view/1983/1983%20-%201307.html |url-status=live |archive-url=https://web.archive.org/web/20120723032740/http://www.flightglobal.com/pdfarchive/view/1983/1983%20-%201307.html |archive-date=July 23, 2012 |access-date=February 2, 2011 |website=Flight International |pages=195–201}}</ref> Early operators noted improved reliability and quieter performance compared with previous jetliners.<ref name=757entry/> Transition courses eased pilots' introduction to the new CRT-based cockpit, and no major technical issues arose.<ref name=757entry/> Eastern Air Lines, the first 727 operator to take delivery of 757s, confirmed that the aircraft had greater payload capability than its predecessor, along with lower operating costs through improved fuel burn and the use of a two-crew member flight deck.<ref name=757entry/> Compared with the 707 and 727, the new twinjet consumed 42 and 40&nbsp;percent less fuel per seat, respectively, on typical medium-haul flights.<ref name=norris147/>

Despite the successful debut, 757 sales remained stagnant for most of the 1980s, a consequence of declining fuel prices and a shift to smaller aircraft in the post-[[Airline Deregulation Act|deregulation]] U.S. market.<ref name=norris161/> Although no direct competitor existed,<ref name=intro12/> 150-seat narrow-bodies such as the [[McDonnell Douglas MD-80]] were less expensive and carried nearly as many passengers as some airlines' 757s.<ref name=b16/><ref name=norris161/> A three-year sales drought abated in November 1983 when [[Northwest Airlines]] placed orders for 20 aircraft, which averted a costly production rate decrease.<ref name="b50">{{harvnb|Birtles|2001|pp=50–51.}}</ref> In December 1985, a freighter model, the {{nowrap|757-200PF}}, was announced following a launch order for 20 aircraft from [[UPS Airlines]],<ref name=norris161/> and in February 1986, a freighter-passenger combi model, the {{nowrap|757-200M}}, was launched with an order for one aircraft from [[Nepal Airlines|Royal Nepal Airlines]].<ref name="b28">{{harvnb|Birtles|2001|pp=28–29.}}</ref> The freighter model included a main deck cargo hold and entered service with UPS in September 1987.<ref name=eden100/> The combi model could carry both cargo and passengers on its main deck and entered service with Royal Nepal Airlines in September 1988.<ref name=b28/>

In the late 1980s, increasing [[airline hub]] congestion and the onset of U.S. airport [[noise regulation]]s fueled a turnaround in 757 sales.<ref name=norris161/> From 1988 to 1989, airlines placed 322 orders, including a combined 160 orders from American Airlines and United Airlines.<ref name=norris161/><ref name="aaua">{{Cite web |last=Dormer |first=Ian |date=June 4, 1988 |title=American and United buy 757s |url=http://www.flightglobal.com/pdfarchive/view/1988/1988%20-%201456.html |url-status=live |archive-url=https://web.archive.org/web/20120724022924/http://www.flightglobal.com/pdfarchive/view/1988/1988%20-%201456.html |archive-date=July 24, 2012 |access-date=July 15, 2011 |website=Flight International}}</ref> By this time, the 757 had become commonplace on short-haul domestic flights and [[Transcontinental flight across the United States|transcontinental]] services in the U.S.,<ref name=eden100/> and had replaced aging 707s, 727s, [[Douglas DC-8]]s, and [[McDonnell Douglas DC-9]]s.<ref name="b53">{{harvnb|Birtles|2001|pp=53, 55.}}</ref> The {{nowrap|757-200's}} maximum range of {{convert|3900|nmi|sigfig=3}},<ref name=757tech/> which was over one-and-a-half times the 727's,<ref name=727tech/> allowed airlines to use the aircraft on longer [[nonstop flight|nonstop]] routes.<ref name="b26-52">{{harvnb|Birtles|2001|pp=26, 52.}}</ref> The 757 was also flown out of airports with stringent noise regulations, such as [[John Wayne Airport]] in Orange County, California,<ref>{{harvnb|Birtles|2001|pp=48–49.}}</ref> and airports with aircraft size restrictions, such as [[Ronald Reagan Washington National Airport|Washington National Airport]] near downtown Washington, D.C.<ref name=davies103/> The largest U.S. operators, Delta Air Lines and American Airlines, would ultimately operate fleets of over 100 aircraft each.<ref name=eden100/>

[[File:Monarch Airlines Boeing 757-2T7 Innsbruck Wedelstaedt.jpg|thumb|[[Monarch Airlines]] began 757 [[charter airline|charter services]] in March 1983.|alt=Side quarter view of aircraft at takeoff, with snow-covered mountains behind.]]
In Europe, British Airways, [[Iberia (airline)|Iberia]], and [[Icelandair]] were the 757's largest mainline customers,<ref name="b62">{{harvnb|Birtles|2001|p=62.}}</ref> while other carriers such as [[Lufthansa]] rejected the type as too large for their narrow-body aircraft needs.<ref name=making/> Many European charter airlines, including [[Air 2000]], [[Air Holland]], and [[LTU International]],<ref name=757_O_D_summ/> also acquired the twinjet for holiday and tour package flights in the late 1980s.<ref name=eden100/><ref name=b53/> In Asia, where even larger aircraft were commonly preferred because of greater passenger volumes, the 757 found fewer orders.<ref>{{harvnb|Birtles|2001|p=6.}}</ref> A 1982 sales demonstration was unable to attract a purchase from potential customer [[Japan Airlines]],<ref name=757_O_D_summ/><ref>{{harvnb|Birtles|2001|p=25.}}</ref> and the first Asian customer, [[Singapore Airlines]], sold its four 757s in 1989 in favor of standardizing on the 240-seat wide-body [[Airbus A310]], just five years after debuting the type on Indonesian and Malaysian routes.<ref>{{harvnb|Birtles|2001|p=50.}}</ref> The 757 fared better in China, where following an initial purchase by the [[CAAC Airlines]] in 1987,<ref name=eden100/> orders grew to 59 aircraft, making it the largest Asian market.<ref name=757_O_D_summ/> Operators such as [[China Southern Airlines|China Southern]], [[China Southwest Airlines|China Southwest]], [[Shanghai Airlines]], [[Xiamen Airlines]], and [[China Xinjiang Airlines|Xinjiang Airlines]] used the 757 on medium length domestic routes.<ref>{{harvnb|Birtles|2001|p=54.}}</ref>

In 1986, the FAA approved RB211-powered 757s for extended-range twin-engine operational performance standards ([[ETOPS]]) operations over the North Atlantic,<ref name=eden98/><ref name="752b">{{Cite web |title=Boeing 757-200 Background |url=http://www.boeing.com/boeing/commercial/757family/pf/pf_200back.page |url-status=live |archive-url=https://web.archive.org/web/20141027024743/http://www.boeing.com/boeing/commercial/757family/pf/pf_200back.page |archive-date=October 27, 2014 |access-date=October 26, 2014 |publisher=Boeing}}</ref> following precedents set by the 767.<ref name="no159">{{harvnb|Norris|Wagner|1998|pp=159, 162.}}</ref> Under ETOPS regulations, a set of safety standards governing twinjet flights over oceans and other areas without nearby suitable landing sites, airlines began using the aircraft for mid-range intercontinental routes.<ref name=eden98/> Although the 757 was not originally intended for transoceanic flights, regulators based their decision on its reliable performance record on extended transcontinental U.S. services.<ref name=no159/><ref name="b26" /> ETOPS certification for 757s equipped with PW2000 series engines was granted in 1992.<ref name=b28/>

In the early 1990s, the FAA and other U.S. government agencies, including the [[National Aeronautics and Space Administration]] (NASA) and the [[National Transportation Safety Board]] (NTSB), began studying the 757's [[wake turbulence]] characteristics.<ref name="wake">{{Cite web |title=Concept to Reality – Wake-Vortex Hazard |url=http://oea.larc.nasa.gov/PAIS/Concept2Reality/wake_vortex.html |url-status=dead |archive-url=https://web.archive.org/web/20090731181404/http://oea.larc.nasa.gov/PAIS/Concept2Reality/wake_vortex.html |archive-date=July 31, 2009 |access-date=July 29, 2011 |publisher=National Aeronautics and Space Administration}}</ref> This followed several incidents, including two fatal crashes, in which small private aircraft experienced [[aircraft upset|loss of control]] when flying close behind the twinjet.<ref name=wake/> Smaller airliners had also suffered unexpected rolling movements when flying behind 757s.<ref name=wake/> Investigators focused on the aircraft's aft-loaded wing design, which at certain points during takeoff or landing could produce [[wingtip vortices]] that were stronger than those emanating from larger 767s and 747s.<ref name="vortex">{{Cite web |last=Maksel |first=Rebecca |date=May 27, 2008 |title=Is the Boeing 757 a threat to other airliners? |url=http://www.airspacemag.com/need-to-know/is-the-boeing-757-a-threat-to-other-airliners-50733375/ |url-status=live |archive-url=https://web.archive.org/web/20140511025853/http://www.airspacemag.com/need-to-know/is-the-boeing-757-a-threat-to-other-airliners-50733375/ |archive-date=May 11, 2014 |access-date=March 25, 2012 |website=Air & Space}}</ref> Other tests were inconclusive, leading to debate among government agencies, and in 1994 and 1996 the FAA updated air traffic control regulations to require greater [[Separation (air traffic control)|separation]] behind the 757 than other large-category jets.<ref name=wake/><ref>{{Cite web |title=New York/New Jersey/Philadelphia Metropolitan Airspace Redesign Project – FAA's Wake Turbulence Separation Standards |url=http://www.faa.gov/air_traffic/nas_redesign/regional_guidance/eastern_reg/nynjphl_redesign/documentation/dei_statement/vol_2/media/fig_1_04_AircraftSeparation.pdf |url-status=live |archive-url=https://web.archive.org/web/20110607015455/http://www.faa.gov/air_traffic/nas_redesign/regional_guidance/eastern_reg/nynjphl_redesign/documentation/dei_statement/vol_2/media/fig_1_04_AircraftSeparation.pdf |archive-date=June 7, 2011 |access-date=July 29, 2011 |publisher=Federal Aviation Administration |page=1}}</ref> The 757 became the only sub-{{convert|300000|lb|kg|sigfig=3|adj=on}} airliner to be classified as a "[[Wake turbulence category|heavy]]" jet, alongside wide-body aircraft, under FAA separation rules.<ref name=vortex/>

===Shortened variant: -100===
757-100 was a 150-seat, short fuselage version intended to offer similar capacity to a 727-200 but with greater range. Both the 757-100 and -200 were announced at the product launch on August 31, 1978, however the large wing and landing gear common with the 757-200 were found to be excessively heavy for an aircraft of that capacity.<ref>{{Cite book |last=Green |first=William |title=Modern Commercial Aircraft |last2=Swanborough |first2=Gordon |last3=Mowinski |first3=John |publisher=Portland House |year=1987 |isbn=0517633698 |page=80}}</ref> Planning for the 757-100 was discontinued in March 1979.<ref>{{Cite news |last=Richard O'Lone |year=1980 |title=Study Shows Air's Cost Over Auto |publisher=Aviation Week & Space Technology |page=12 |volume=112}}</ref>

===Stretched variant: -300===
Production of the 757 peaked at an annual rate of 100 aircraft in the early 1990s,<ref>{{harvnb|Birtles|2001|p=37.}}</ref> during which time upgraded models came under consideration.<ref name=norris95/> For over a decade, the narrow-body twinjet had been its manufacturer's only single-aisle airliner without a stretched variant, and while rumors of a long-range {{nowrap|757-200X}} and stretched {{nowrap|757-300X}} persisted, no formal announcements had been made.<ref name=norris95/> European charter carriers were particularly interested in a higher-capacity version which could take better advantage of the 757's range.<ref name=eden100/> Besides meeting the needs of charter customers, a larger model would enable Boeing to match the passenger lift capabilities of the {{nowrap|767-200}} with lower operating costs,<ref name="no96-8">{{harvnb|Norris|Wagner|1999|pp=96–98.}}</ref> and counter longer-range versions of the 185-seat [[Airbus A321]],<ref>{{harvnb|Eden|2008|p=25.}}</ref> a new stretched variant of the [[Airbus A320 family|A320]] narrow-body airliner.<ref name=eden100/><ref name="ac">{{Cite web |date=August 2005 |title=Analysing the options for 757 replacement |url=http://www.aircraft-commerce.com/sample_articles/sample_articles/fleet_planning_2_sample.pdf |url-status=dead |archive-url=https://web.archive.org/web/20120917104630/http://www.aircraft-commerce.com/sample_articles/sample_articles/fleet_planning_2_sample.pdf |archive-date=September 17, 2012 |access-date=December 19, 2011 |website=Aircraft Commerce |pages=28, 30–31}}</ref>

[[File:Condor Airlines B757-300 (D-ABOH) @ FRA, July 2005.jpg|thumb|A [[Condor Flugdienst|Condor]] 757-300 in 2005. Condor became the first operator of the stretched 757-300 in March 1999.|alt=Side view of aircraft in flight with extended gear.]]
In September 1996, following a launch order for 12 aircraft from charter carrier [[Condor Flugdienst|Condor]], Boeing announced the stretched {{nowrap|757-300}} at the [[Farnborough Airshow]].<ref name=norris95/> The new model was a {{convert|23.4|ft|m|sigfig=3|adj=on}} stretch of the {{nowrap|757-200}}, resulting in room for 50 more passengers and nearly 50&nbsp;percent more cargo.<ref name="eden101">{{harvnb|Eden|2008|p=101.}}</ref><ref name=757plan/> The type's design phase was intended to be the shortest in its manufacturer's history, with 27 months from launch to certification.<ref name=norris95/> Due to development and cost concerns, radical upgrades such as a [[Boeing 737 Next Generation|Next Generation 737]]-style advanced cockpit were not implemented.<ref name=n101/> Instead, the stretched derivative received upgraded engines, enhanced avionics, and a redesigned interior.<ref name=b28/><ref name="n101">{{harvnb|Norris|Wagner|1999|pp=101–02.}}</ref> The first {{nowrap|757-300}} rolled out on May 31, 1998, and completed its maiden flight on August 2, 1998.<ref name=eden100/> Following regulatory certification in January 1999, the type entered service with Condor on March 19, 1999.<ref name=eden100/>

The 757-300 was also ordered by [[ATA Airlines|American Trans Air]], [[Arkia Israel Airlines]], [[Continental Airlines]], Icelandair, and Northwest Airlines.<ref name=757_O_D_summ/> Sales for the variant remained slow, and ultimately totaled 55 of the -300.<ref name="eden100">{{harvnb|Eden|2008|p=100.}}</ref> Boeing had targeted the {{nowrap|757-300}} as a potential {{nowrap|767-200}} replacement for two of its largest customers, American Airlines and United Airlines, but neither were in a financial position to commit to new aircraft.<ref>{{Cite web |last=Norris |first=Guy |date=August 27, 2002 |title=Fix sought as 757 backlog nosedives |url=http://www.flightglobal.com/pdfarchive/view/2002/2002%20-%202535.html |url-status=live |archive-url=https://web.archive.org/web/20120723034317/http://www.flightglobal.com/pdfarchive/view/2002/2002%20-%202535.html |archive-date=July 23, 2012 |access-date=December 19, 2011 |website=Flight International}}</ref> Overtures to other charter airlines also did not result in further orders.<ref name=end/> By November 1999, faced with diminishing sales and a reduced backlog despite the launch of the {{nowrap|757-300}}, Boeing began studying a decrease in 757 production rates.<ref name="slow">{{Cite web |last=Norris |first=Guy |date=November 17, 1999 |title=Boeing looks at 757 slowdown |url=http://www.flightglobal.com/news/articles/boeing-looks-at-757-slowdown-58513/ |archive-url=https://web.archive.org/web/20130520210942/http://www.flightglobal.com/news/articles/boeing-looks-at-757-slowdown-58513/ |archive-date=May 20, 2013 |access-date=July 27, 2011 |website=Flight International}}</ref>

=== Further developments ===
While the 757 program had been financially successful, declining sales in the early 2000s threatened its continued viability.<ref name=slow/><ref name="wichita">{{Cite web |last=McMillin |first=Molly |date=August 10, 2004 |title=Wichita's final 757 to take a bow |url=http://www.kansas.com/mld/kansas/9361132.htm |archive-url=https://web.archive.org/web/20050427170157/http://www.kansas.com/mld/kansas/9361132.htm |archive-date=April 27, 2005 |access-date=April 10, 2012 |website=Wichita Eagle}}</ref> Airlines were again gravitating toward smaller aircraft, now mainly the 737 and A320, because of their reduced financial risk.<ref>{{Cite web |last=Kingsley-Jones |first=Max |date=April 11, 2003 |title=Omens good for old 757s despite production axe |url=http://www.flightglobal.com/news/articles/omens-good-for-old-757s-despite-production-axe-173310/ |archive-url=https://web.archive.org/web/20130522175550/http://www.flightglobal.com/news/articles/omens-good-for-old-757s-despite-production-axe-173310/ |archive-date=May 22, 2013 |access-date=July 27, 2011 |website=Flight International}}</ref> An airline industry downturn and the large number of relatively young 757s already in service also reduced customer demand.<ref name=wichita/> In 2000, spurred by interest from Air 2000 and Continental Airlines, Boeing reexamined the possibility of building a longer-range {{nowrap|757-200X}}.<ref name=b31/> The proposed derivative would have featured auxiliary fuel tanks, plus wing and landing gear upgrades from the {{nowrap|757-300}}, resulting in a higher MTOW and a potential range increase to over {{convert|5000|nmi|sigfig=3}}.<ref name="b31">{{harvnb|Birtles|2001|p=31.}}</ref> However, the proposal failed to garner any orders.<ref name=757_O_D_summ/><ref name=end/> In March 2001, Boeing delivered the first {{nowrap|757-200SF}}, a second-hand {{nowrap|757-200}} converted for freighter use, to [[DHL Aviation]].<ref name=dhl/> The {{nowrap|757-200SF}} marked the manufacturer's first foray into passenger-to-freighter conversions.<ref name=very/>

[[File:Shanghai Airlines Boeing 757-26D B-2876 Gu.jpg|thumb|[[Shanghai Airlines]] received the last production 757, B-2876, in November 2005.|alt=Front quarter view of twin-jet aircraft at takeoff, with extended gear.]]
Customer interest in new 757s continued to decline, and in 2003, a renewed sales campaign centered on the {{nowrap|757-300}} and {{nowrap|757-200PF}} yielded only five new orders.<ref name="end">{{Cite web |last=Norris |first=Guy |date=October 21, 2003 |title=Sales drought takes 757's scalp |url=http://www.flightglobal.com/news/articles/sales-drought-takes-757s-scalp-172670/ |archive-url=https://web.archive.org/web/20121105125705/http://www.flightglobal.com/news/articles/sales-drought-takes-757s-scalp-172670/ |archive-date=November 5, 2012 |access-date=July 27, 2011 |website=Flight International}}</ref> In October 2003, following Continental Airlines' decision to switch its remaining {{nowrap|757-300}} orders to the {{nowrap|737-800}}, Boeing announced the end of 757 production.<ref name=end/> The 1,050th and last example, a {{nowrap|757-200}} built for Shanghai Airlines, rolled off the production line at the Renton factory on October 28, 2004,<ref name="last757built">{{Cite web |date=October 28, 2004 |title=Boeing Marks Completion of its 757 Commercial Airplane Program |url=http://boeing.mediaroom.com/2004-10-28-Boeing-Marks-Completion-of-its-757-Commercial-Airplane-Program |url-status=live |archive-url=https://web.archive.org/web/20160303202346/http://boeing.mediaroom.com/2004-10-28-Boeing-Marks-Completion-of-its-757-Commercial-Airplane-Program |archive-date=March 3, 2016 |access-date=September 26, 2014 |publisher=Boeing}}</ref> and was delivered on November 28, 2005, after several months of storage.<ref name="final">{{Cite web |title=Aircraft Profiles: Boeing 757 |url=http://www.flightglobal.com/landingpage/boeing+757.html |url-status=dead |archive-url=https://web.archive.org/web/20120724042007/http://www.flightglobal.com/landingpage/boeing%2B757.html |archive-date=July 24, 2012 |access-date=April 1, 2012 |website=Flight International}}</ref><ref>{{Cite web |last=Steinke |first=Sebastian |date=May 2005 |title=Last 757 Leaves Final Assembly |url=http://www.flug-revue.rotor.com/FRHeft/FRHeft05/FRH0501/FR0501a.htm |archive-url=https://web.archive.org/web/20080216203913/http://www.flug-revue.rotor.com/FRHeft/FRHeft05/FRH0501/FR0501a.htm |archive-date=February 16, 2008 |website=Flug Revue}}</ref> With the conclusion of the 757 program, Boeing consolidated 737 assembly at its Renton factory, downsizing its facilities by 40 percent and shifting staff to different locations.<ref>{{Cite web |last=Norris |first=Guy |date=February 24, 2004 |title=Boeing consolidates at Renton as 757 line ends |url=http://www.flightglobal.com/news/articles/boeing-consolidates-at-renton-as-757-line-ends-177951/ |url-status=live |archive-url=https://web.archive.org/web/20120724081406/http://www.flightglobal.com/news/articles/boeing-consolidates-at-renton-as-757-line-ends-177951/ |archive-date=July 24, 2012 |access-date=December 19, 2011 |website=Flight International}}</ref>

Since the end of production, many Boeing 757s have remained in service, mainly in the U.S.<ref name=eden100/><ref name="taipei">{{Cite web |date=October 31, 2004 |title=Boeing's last 757 rolls off the assembly line |url=http://www.taipeitimes.com/News/biz/archives/2004/10/31/2003209132 |url-status=live |archive-url=https://web.archive.org/web/20121010232358/http://www.taipeitimes.com/News/biz/archives/2004/10/31/2003209132 |archive-date=October 10, 2012 |access-date=July 27, 2011 |website=The Taipei Times}}</ref> From 2004 to 2008, the average fuel cost for typical mid-range U.S. domestic 757 flights tripled, putting pressure on airlines to improve the fuel efficiency of their fleets.<ref name="fuel">"$3.3&nbsp;Million a Day – That's How Much American Airlines is Losing in the Era of Insane Fuel Prices." ''Fortune'', May 12, 2008, p. 94.<!-- (American Airlines' 757-200, St. Louis to San Francisco fuel expense: US$4,153 in 2004; US$14,676 in 2008) --></ref> In May 2005, the FAA granted regulatory approval for manufacturer-sanctioned [[Wingtip device|blended winglets]] from [[Aviation Partners Inc.|Aviation Partners Incorporated]] as a retrofit on the {{nowrap|757-200}}.<ref>{{Cite web |last=Freitag |first=William |last2=Schulze, Terry |year=2009 |title=Blended winglets improve performance |url=http://www.boeing.com/commercial/aeromagazine/articles/qtr_03_09/pdfs/AERO_Q309_article03.pdf |url-status=live |archive-url=https://web.archive.org/web/20110629121337/http://www.boeing.com/commercial/aeromagazine/articles/qtr_03_09/pdfs/AERO_Q309_article03.pdf |archive-date=June 29, 2011 |access-date=July 27, 2011 |website=Aero Magazine |pages=9, 12}}</ref> The winglets improve fuel efficiency by five percent and increase range by {{convert|200|nmi|sigfig=3}} through the reduction of lift-induced drag.<ref name="blended_winglets">{{Cite web |last=Faye |first=Robert |last2=Laprete, Robert |last3=Winter, Michael |year=2002 |title=Blended Winglets |url=http://www.boeing.com/commercial/aeromagazine/aero_17/winglet_story.html |url-status=live |archive-url=https://web.archive.org/web/20110629044709/http://www.boeing.com/commercial/aeromagazine/aero_17/winglet_story.html |archive-date=June 29, 2011 |access-date=July 27, 2011 |website=Aero Magazine}}</ref><ref>{{Cite web |date=June 27, 2008 |title=As fuel costs spiral, winglets are a simple way for airlines to cut fuel consumption |url=http://www.flightglobal.com/articles/2008/06/27/224961/as-fuel-costs-spiral-winglets-are-a-simple-way-for-airlines-to-cut-fuel-consumtion.html |archive-url=https://web.archive.org/web/20080703220223/http://www.flightglobal.com/articles/2008/06/27/224961/as-fuel-costs-spiral-winglets-are-a-simple-way-for-airlines-to-cut-fuel-consumtion.html |archive-date=July 3, 2008 |access-date=July 27, 2011 |website=Flight International}}</ref> Continental Airlines was the first carrier to order winglets for the {{nowrap|757-200}}, and in February 2009 became the first operator of {{nowrap|757-300s}} with winglets.<ref name="Continental_Winglets">{{Cite web |last=Norris |first=Guy |date=February 4, 2009 |title=Continental Receives First Wingletted 757-300 |url=http://aviationweek.com/awin/continental-receives-first-wingletted-757-300 |url-status=live |archive-url=https://web.archive.org/web/20160807014014/http://aviationweek.com/awin/continental-receives-first-wingletted-757-300 |archive-date=August 7, 2016 |access-date=July 27, 2011 |website=Aviation Week & Space Technology}}</ref> Aviation Partners further developed the blended winglet into the Scimitar Blended Winglet, which improves fuel burn by 1.1% over the original blended winglet.<ref name="Scimitar blended winglets">{{Cite web |date=February 15, 2017 |title=Icelandair the First to Operate 757-200 Scimitar Blended Winglets in Europe |url=https://www.aviationpartnersboeing.com/pdf/pr/2017/APB_ICE_757SBW%20PR_Final%202-15-17.pdf |access-date=September 20, 2024}}</ref> Icelandair and United Airlines have retrofitted their 757-200s with Scimitar Blended Winglets.<ref>{{Cite web |date=October 27, 2016 |title=United Moves Forward with 757 Scimitar Winglets Installation |url=https://airlinegeeks.com/2016/10/27/united-moves-forward-with-757-split-scimitar-winglets-installation/ |access-date=September 20, 2024 |website=AirlineGeeks}}</ref>

[[File:United Airlines, Boeing 757-33N(WL), N77865 - LAX (19250114029).jpg|thumb|[[United Airlines]] 757-300 taking off from [[Los Angeles International Airport]] in April 2015 with blended [[winglet]]s, which reduce [[lift-induced drag]] and improve [[fuel efficiency]].|alt=Side view of twin-jet aircraft ascending.]]
Prior to the United-Continental merger in 2010, the 757 remained the only narrow-body aircraft in use by the large fleets of all three U.S. [[legacy carrier]]s: American Airlines, Delta Air Lines and United Airlines.<ref name=ac/><ref name=FI14/> During this period, the 757's capacity and range capabilities had remained largely unequaled among narrow-body airliners;<ref name="FI757">{{Cite web |last=Ostrower |first=Jon |date=September 5, 2010 |title=Icelandair's 757 replacement dilemma |url=http://www.flightglobal.com/blogs/flightblogger/2010/09/icelandairs-757-replacement-di.html |url-status=dead |archive-url=https://web.archive.org/web/20100909155015/http://www.flightglobal.com/blogs/flightblogger/2010/09/icelandairs-757-replacement-di.html |archive-date=September 9, 2010 |access-date=July 3, 2015 |website=Flight International}}</ref> when selecting replacement aircraft, airlines have had to either downsize to smaller single-aisle aircraft in production with fewer seats and less range such as the {{nowrap|737-900ER}} and A321, or upsize to the larger, longer-range [[Boeing 787 Dreamliner|787 Dreamliner]] and {{nowrap|[[Airbus A330|A330-200]]}} wide-body jets.<ref name=ac/><ref name="push">{{Cite web |last=Wallace |first=James |date=February 20, 2008 |title=Push is on for a midrange Dreamliner |url=http://www.seattlepi.com/business/article/Push-is-on-for-a-midrange-Dreamliner-1265026.php |url-status=live |archive-url=https://web.archive.org/web/20121017225618/http://www.seattlepi.com/business/article/Push-is-on-for-a-midrange-Dreamliner-1265026.php |archive-date=October 17, 2012 |access-date=June 7, 2011 |website=Seattle Post-Intelligencer}}</ref> The [[Tupolev Tu-204]], a narrow-body twinjet introduced in 1989 with a design similar to the 757's,<ref>{{Cite web |date=February 26, 1991 |title=Tupolev Takes on Boeing |url=http://www.flightglobal.com/pdfarchive/view/1991/1991%20-%200430.html |url-status=live |archive-url=https://web.archive.org/web/20120724063731/http://www.flightglobal.com/pdfarchive/view/1991/1991%20-%200430.html |archive-date=July 24, 2012 |access-date=May 2, 2012 |website=Flight International}}</ref> is offered in a 200-seat version and has seen limited production for mainly Russian customers.<ref>{{harvnb|Eden|2008|p=186.}}</ref><ref>{{Cite web |last=Karnozov |first=Vladimir |date=April 27, 2011 |title=Tu-204SM struggles as key supporter backs away |url=http://www.flightglobal.com/news/articles/tu-204sm-struggles-as-key-supporter-backs-away-355994/ |url-status=live |archive-url=https://web.archive.org/web/20120724142448/http://www.flightglobal.com/news/articles/tu-204sm-struggles-as-key-supporter-backs-away-355994/ |archive-date=July 24, 2012 |access-date=May 3, 2012 |website=Flight International}}</ref> Within Boeing, the 215-seat, {{convert|3200|nmi|sigfig=3|adj=on}} range 737-900ER had been regarded as the closest aircraft in production to the 757-200 after the latter ceased production.<ref name="900ER">{{Cite web |last=Schofield |first=Adrian |date=July 20, 2005 |title=Boeing's 737-900ER Seen As Direct Competitor To A321 |url=http://www.aviationweek.com/aw/generic/story_generic.jsp?channel=aviationdaily&id=news/739B07205.xml |url-status=dead |archive-url=https://web.archive.org/web/20120322021345/http://www.aviationweek.com/aw/generic/story_generic.jsp?channel=aviationdaily&id=news%2F739B07205.xml |archive-date=March 22, 2012 |access-date=July 3, 2015 |website=Aviation Week & Space Technology}}</ref> The [[Airbus A321neo]] LR and XLR variants finally provided a suitable 757-200 replacement on market in terms of range and capacity, and Icelandair and United Airlines have ordered the A321XLR to replace the Boeing 757 on their longer-range routes.<ref>{{Citation |title=Icelandair signs deal for 13 Airbus A321XLR as it replaces Boeing 757s |date=April 7, 2023 |work=Reuters |url=https://www.reuters.com/business/aerospace-defense/icelandair-orders-25-airbus-a321xlr-it-replaces-boeing-757s-2023-04-07/ |access-date=September 20, 2024}}</ref><ref>{{Citation |last=Taylor Rains |title=United executive said the new Airbus A321XLR will replace Boeing 757 routes and open new ones |date=August 25, 2024 |url=https://www.businessinsider.com/see-cities-united-plans-to-fly-new-airbus-a321xlr-2024-8 |access-date=September 20, 2024}}</ref>

===Replacement aircraft===
{{main|Middle of the market|Boeing New Midsize Airplane}}
In February 2015, Boeing marketing Vice President Randy Tinseth stated that re-engining the 757 had been studied but there was no business case to support it.<ref>{{Citation |last=Stephen Trimble |title=Boeing rejects business case for 757 re-engining |date=February 11, 2015 |work=Flight Global |url=http://www.flightglobal.com/news/articles/boeing-rejects-business-case-for-757-re-engining-408959/ |access-date=March 10, 2015 |archive-url=https://web.archive.org/web/20150212134234/http://www.flightglobal.com/news/articles/boeing-rejects-business-case-for-757-re-engining-408959/ |archive-date=February 12, 2015 |url-status=live}}</ref> At the March 2015 [[International Society of Transport Aircraft Trading|ISTAT]] conference, [[Air Lease Corporation]]'s [[Steven Udvar-Hazy]] predicted the 757 replacement would be a more capable, clean-sheet 767-like twin-aisle airplane capable of taking off from {{convert|7000|ft|sigfig=3|adj=on}} runways like [[New York LaGuardia]], and Tinseth was focused on 20% more range and more capacity than the 757-200.<ref>{{Cite news |last=Stephen Trimble |date=March 11, 2015 |title=Udvar-Hazy reveals preferences for Boeing's next project |url=http://www.flightglobal.com/news/articles/udvar-hazy-reveals-preferences-for-boeing39s-next-409999/ |url-status=live |archive-url=https://web.archive.org/web/20150312010037/http://www.flightglobal.com/news/articles/udvar-hazy-reveals-preferences-for-boeing39s-next-409999/ |archive-date=March 12, 2015 |access-date=March 12, 2015 |work=Flight Global}}</ref>