Editing Boeing 757 (section)

==Design==
[[File:Ethiopian Airlines Boeing 757-28A ET-AMK.jpg|thumb|Bird's eye view of [[Ethiopian Airlines]] 757-200 at [[London Heathrow Airport]] in 2012|alt=Overhead view of twin-jet aircraft taxiing on airport tarmac.]]

===Overview===
The 757 is a low-wing [[Cantilever wing|cantilever monoplane]] with a conventional tail unit featuring a single fin and rudder. Each wing features a supercritical cross-section and is equipped with five-panel [[leading edge slats]], single- and double-slotted [[flap (aircraft)|flaps]], an outboard [[aileron]], and six [[Spoiler (aeronautics)|spoilers]].<ref>{{harvnb|Velupillai|1982|pp=15–18.}}</ref> The wings are largely identical across all 757 variants, swept at 25 degrees, and optimized for a cruising speed of [[Mach number|Mach]] 0.8 ({{convert|533|mph|km/h|sigfig=3|abbr=on|disp=or}}).<ref name=intro15/><ref name=757plan/> The reduced wing sweep eliminates the need for inboard ailerons, yet incurs little drag penalty on short and medium length routes, during which most of the flight is spent climbing or descending.<ref>{{harvnb|Birtles|2001|pp=18–19.}}</ref> The [[airframe]] further incorporates [[carbon-fiber reinforced plastic]] wing surfaces, [[Kevlar]] [[Aircraft fairing|fairings]] and access panels, plus improved [[aluminium alloy|aluminum alloys]], which together reduce overall weight by {{convert|2100|lb}}.<ref name=intro19/><ref>{{harvnb|Norris|Wagner|1998|p=153.}}</ref>

To distribute the aircraft's weight on the ground, the 757 has a retractable [[Tricycle gear|tricycle landing gear]] with four wheels on each main gear and two for the nose gear.<ref name=b47/> The landing gear was purposely designed to be taller than the company's previous narrow-body aircraft to provide ground clearance for stretched models.<ref>{{harvnb|Norris|Wagner|1998|p=150.}}</ref> In 1982, the {{nowrap|757-200}} became the first [[subsonic aircraft|subsonic]] jetliner to offer longer lasting [[Ceramic composite|carbon brakes]] as a factory option, supplied by [[Dunlop Rubber|Dunlop]].<ref>{{Cite web |date=July 17, 1982 |title=Carbon brakes for 757 |url=http://www.flightglobal.com/pdfarchive/view/1982/1982%20-%201872.html |url-status=live |archive-url=https://web.archive.org/web/20120724042027/http://www.flightglobal.com/pdfarchive/view/1982/1982%20-%201872.html |archive-date=July 24, 2012 |access-date=February 2, 2011 |website=Flight International}}</ref> The stretched {{nowrap|757-300}} features a retractable [[tailstrike|tailskid]] on its aft fuselage to prevent damage if the tail section contacts the runway surface during takeoff.<ref name="no99">{{harvnb|Norris|Wagner|1999|p=99.}}</ref>

Besides common avionics and computer systems, the 757 shares its [[auxiliary power unit]], electric power systems, flight deck, and hydraulic parts with the 767.<ref>{{harvnb|Velupillai|1982|pp=14–15.}}</ref> Through operational [[commonality]], 757 pilots can obtain a common type rating to fly the 767 and share the same [[Seniority list|seniority roster]] with pilots of either aircraft.<ref name=norris23/><ref>{{harvnb|Wells|Clarence|2004|p=252.}}</ref> This reduces costs for airlines that operate both twinjets.<ref name=intro12/><ref name=752b/>

===Flight systems===
[[File:Boeing 757-300 Cockpit.JPG|thumb|Two-crew cockpit of a [[Condor (airline)|Condor]] 757-300 with [[CRT display]]s|alt=View of a 757 cockpit with six paired color displays.]]

The 757's flight deck uses six [[Rockwell Collins]] CRT screens to display flight instrumentation, as well as an [[Electronic Flight Instrument System|electronic flight instrument system]] (EFIS) and an [[Electronic Flight Instrument System#Engine indications and crew alerting system (EICAS) / electronic centralized aircraft monitoring (ECAM)|engine indication and crew alerting system]] (EICAS).<ref name=norris23/> These systems allow the pilots to handle monitoring tasks previously performed by the flight engineer.<ref name=norris23/> An enhanced flight management system, improved over versions used on early 747s, automates navigation and other functions,<ref name=norris23/> while an [[Autoland|automatic landing]] system facilitates [[Instrument landing system|CAT IIIb]] instrument landings in {{convert|490|ft|m|sp=us}} low visibility conditions.<ref>{{harvnb|Birtles|2001|pp=44, 50.}}</ref> The [[Inertial navigation system|inertial reference system]] (IRS) which debuted with the {{nowrap|757-200}} was the first to feature [[Inertial navigation system#Ring Laser Gyros (RLG)|laser-light gyros]].<ref name=eden99/> On the {{nowrap|757-300}}, the upgraded flight deck features a [[Honeywell]] Pegasus flight management computer, enhanced EICAS, and updated software systems.<ref name=eden101/>

To accommodate the same flight deck design as the 767, the 757 has a more rounded nose section than previous narrow-body aircraft.<ref name=b12/><ref>{{harvnb|Birtles|2001|pp=43–44.}}</ref> The resulting space has unobstructed panel visibility and room for an observer seat.<ref name="no161">{{harvnb|Norris|Wagner|1998|p=161.}}</ref> Similar pilot viewing angles as the 767 result from a downward sloped cockpit floor and the same forward cockpit windows.<ref name="making">{{Cite web |last=Rinearson |first=Peter |date=June 19–26, 1983 |title=Making It Fly |url=http://seattletimes.com/news/business/757/ |archive-url=https://web.archive.org/web/20121011162236/http://seattletimes.com/news/business/757/ |archive-date=October 11, 2012 |access-date=October 26, 2014 |website=Seattle Times}}</ref><ref name=no161/> 

Three independent [[hydraulics|hydraulic]] systems are installed on the 757, one powered by each engine, and the third using electric pumps.<ref name=intro19/><ref name=b47/> A [[ram air turbine]] is fitted to provide power for essential controls in the event of an emergency.<ref name="b47">{{harvnb|Birtles|2001|p=47.}}</ref> A basic form of [[fly-by-wire]] facilitates spoiler operation, utilizing electric signaling instead of traditional control cables.<ref name=intro20/> The fly-by-wire system, shared with the 767,<ref name=intro20/> reduces weight and provides for the independent operation of individual spoilers.<ref name="saver">{{Cite web |last=Velupillai |first=David |date=August 8, 1981 |title=Boeing 767: The new fuel saver |url=http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202612.html |url-status=live |archive-url=https://web.archive.org/web/20181105131906/https://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202612.html |archive-date=November 5, 2018 |access-date=July 30, 2011 |website=Flight International |page=440}}</ref> When equipped for extended-range operations, the 757 features a backup [[hydraulic motor]] generator and an additional cooling fan in the aircraft's electronics bay.<ref name=752b/>

===Interior===
[[File:Hekla Aurora cabin 757.jpg|alt=Cabin of the 757. There are six seats per row, with a single aisle separating the seats. Light shines through the side-wall windows and overhead lighting|thumb|[[Icelandair]] 757-200 with original cabin design, updated lighting, and six-abreast seating]]

The 757 interior allows seat arrangements of up to six per row with a single center aisle.<ref name=eden99/> Originally optimized for flights averaging two hours,<ref name=intro12/> the 757 features interior lighting and cabin architecture designs aimed at a more spacious impression.<ref name=intro13/> As on the 767, [[garment bag|garment-bag]]-length [[Airliner#Overhead bins|overhead bins]] and a rear economy-class [[Galley (kitchen)|galley]] are standard equipment.<ref name="reshaped">{{Cite web |last=Pace |first=Eric |date=May 24, 1981 |title=How Airline Cabins are being Reshaped |url=https://www.nytimes.com/1981/05/24/travel/how-airline-cabins-are-being-reshaped.html?sec=travel&pagewanted=all |url-status=live |archive-url=https://web.archive.org/web/20180524014017/https://www.nytimes.com/1981/05/24/travel/how-airline-cabins-are-being-reshaped.html?sec=travel&pagewanted=all |archive-date=May 24, 2018 |access-date=February 1, 2011 |website=The New York Times}}</ref> The bins have twice the capacity as those on the preceding 727.<ref name=intro13/> To save weight, [[honeycomb structure|honeycomb sandwich]] is used for interior paneling and bins.<ref name=intro13/> Unlike previous [[evacuation slide]] designs which are not equipped for water landings, the 757's main exits feature combination [[Lifeboat (shipboard)|slide rafts]] similar to those found on the 747.<ref name=intro13/> In the 1980s, Boeing altered the interior designs of its other narrow-body aircraft to be similar to that of the 757.<ref>{{Cite web |date=February 12, 1982 |title=Boeing's Big, Quiet 737-300 |url=http://www.flightglobal.com/pdfarchive/view/1982/1982%20-%200369.html |url-status=live |archive-url=https://web.archive.org/web/20120724142437/http://www.flightglobal.com/pdfarchive/view/1982/1982%20-%200369.html |archive-date=July 24, 2012 |access-date=July 27, 2011 |website=Flight International}}</ref>

In 1998, the 757-300 debuted a redesigned interior derived from the Next Generation 737 and [[Boeing 777|777]], including sculptured ceiling panels, indirect lighting, and larger overhead bins with an optional continuous handrail built into their base for the entire cabin length.<ref name="no101" /> Centerline storage containers mounted in the aisle ceiling for additional escape rafts and other emergency equipment were also added.<ref>{{harvnb|Norris|Wagner|1999|p=112.}}</ref> The 757-300's interior later became an option on all new {{nowrap|757-200s}}.<ref>{{Cite web |date=April 25, 2000 |title=Icelandair Takes First Boeing 757-200 with New Interior |url=http://www.boeing.com/news/releases/2000/news_release_000425b.html |url-status=dead |archive-url=https://web.archive.org/web/20000619094748/http://www.boeing.com/news/releases/2000/news_release_000425b.html |archive-date=June 19, 2000 |access-date=July 3, 2015 |publisher=Boeing}}</ref> In 2000, with wheeled [[Baggage#Hand luggage (carry-on)|carry-on baggage]] becoming more popular, Delta Air Lines began installing overhead bin extensions on their {{nowrap|757-200s}} to provide additional storage space,<ref>{{Cite web |date=May 15, 2000 |title=Delta Air Lines Announces Installation Of Overhead Bin Extensions. |url=http://www.odysseymediagroup.com/apn/Editorial-Airlines-And-Airports.asp?ReportID=11981 |url-status=dead |archive-url=https://web.archive.org/web/20171201033326/http://www.odysseymediagroup.com/apn/Editorial-Airlines-And-Airports.asp?ReportID=11981 |archive-date=December 1, 2017 |access-date=June 7, 2012 |publisher=Delta Air Lines}}</ref> and American Airlines did the same in 2001.<ref>{{Cite web |date=January 17, 2001 |title=American's First Aircraft Featuring Bigger Overhead Bins Takes to the Skies. |url=http://www.thefreelibrary.com/American%27s+First+Aircraft+Featuring+Bigger+Overhead+Bins+and+More...-a069256637 |url-status=dead |archive-url=https://web.archive.org/web/20171201081916/https://www.thefreelibrary.com/American%27s+First+Aircraft+Featuring+Bigger+Overhead+Bins+and+More...-a069256637 |archive-date=December 1, 2017 |access-date=August 18, 2011 |publisher=American Airlines}}</ref> The larger bins are part of aftermarket interior upgrades which include updated ceiling panels and lighting.<ref>{{Cite web |year=2011 |title=Heath Tecna to unveil Project Amber for B737s and B757s |url=http://www.nwbmonline.com/content/newsm/news.asp?show=VIEW&a=1335 |url-status=usurped |archive-url=https://web.archive.org/web/20120320163845/http://www.nwbmonline.com/content/newsm/news.asp?show=VIEW&a=1335 |archive-date=March 20, 2012 |access-date=July 3, 2015 |website=Northwest Business Monthly}}</ref><ref>{{Cite news |title=Heath Tecna unveils Project Amber interior |url=http://www.aircraftinteriorsinternational.com/news.php?NewsID=28864 |url-status=live |archive-url=https://web.archive.org/web/20150704172801/http://www.aircraftinteriorsinternational.com/news.php?NewsID=28864 |archive-date=July 4, 2015 |access-date=July 3, 2015 |work=Aircraft Interiors International}}</ref> 
<!---=== Engines ===
{{unreferenced section|date=July 2015}}
The 757 is powered by either Rolls-Royce (RR) RB-211 series or Pratt & Whitney (PW) 2000 series engines in the 37,000 to 40,100 pound (164 to 178 kilonewton) thrust range. While General Electric initial offered its {{nowrap|CF6-32}} engine for consideration, it subsequently dropped out of competition due to insufficient demand. The initial 757-200 aircraft were powered by either the RR RB211-235C (37,400 lbf/166 kN) or PW 2037 (38,200 lbf/170kN). Later -200 aircraft adopted the RR RB211-235E4 version rated at 40,100 lbf (178 kN), and eventually the RR RB-211E4B (43,100 lbf/192 kN) was introduced. The 757-300 variant is powered by the RR RB-211EB4 or the PW 2043 (40,000 lbf/178 kN).--->