Editing Boeing 757 (section)

===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>