With a total of 55 Boeing 757-300s ordered, this stretched narrowbody variant wasn’t as popular as Boeing hoped it would be. The variant’s orders paled in comparison to orders for the -200, which reached nearly a thousand. However, it’s been about 18 years since 757 production came to a stop, and 44 of those 55 aircraft are listed as in-service. So, with 80% of 757-300s ever built still active, why are airlines choosing to keep this ‘flying pencil’ in their fleets?
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What makes a 757-300 a 757-300?
To understand why airlines still operate the jet, we first need to look at its specifications and capabilities. The aircraft has a range of 3,285 miles (5,287 km) with a capacity that ranges from around 243 passengers in two classes to an exit limit of 295. Typical single-class capacity would be closer to around 280. Of course, that lower number can sink further depending on how much space is offered to passengers. Delta Air Lines configures its 757-300 to have three classes for 234 passengers.
According to b757.info, the aircraft’s takeoff field length is approximately 2,635 meters (8,650 ft) for Pratt & Whitney engines and 2,605 meters (8,550 ft) with Rolls-Royce powerplants.
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The role of the -300
With the aircraft’s specifications in mind, we can take a look at the role it currently plays. Here are some of the most recent route examples being operated by the aircraft:
- Condor: Dusseldorf-Fuerteventura, Munich-Chania, Frankfurt-Tel Aviv
- United Airlines: Los Angeles-Honolulu, Denver-Houston, Washington-Orlando
- Delta Air Lines: Los Angeles-Honolulu, Salt Lake City-Atlanta, Seattle-Detroit
Going further, we’ve used a tool from GCMap.com to visualize the aircraft’s range from airports of several 757-300 operators:
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Why the jet still flies strong
From the visualizations above, combined with some sample routes, we can see that the 757-300 is typically deployed on short and medium-haul routes. Examining the characteristics and typical uses of the aircraft, we can see that the jet does well in moving large amounts of people to a short or medium length range.
In fact, it’s the aircraft’s size that is a key feature explaining its popularity. With its 41.1 meter (135 feet) wingspan, it usually manages to fit into the same airport gates as a Boeing 737 while obviously carrying more passengers. The Airbus A321, which is 10 meters (32.75 feet) shorter, doesn’t come close in terms of capacity either. The Boeing 767-200’s maximum capacity would come close to the 757-300, but the widebody jet has a wingspan of 48 meters.
Additionally, the aircraft’s performance allows it to operate from almost any airport in the world. According to Aerospace Technology, this includes noise-restricted airports, short runways, and airports in hot and high locations.
Ultimately, the jet is still active because there has yet to be a suitable replacement for it and its capabilities: The largest and yet-to-enter-service 737 MAX 10 carries fewer passengers. Furthermore, while there is anticipation for Airbus to launch a stretched A321, any such aircraft would be years away from entering service. Therefore, it looks like we’ll continue to see the 757-300 flying for many more years to come.
Have you flown on a 757-300 yet? Do you have any other explanations for the aircraft’s longevity? Let us know in the comments.
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