The Boeing 757 Family
1
PRODUCT INFORMATION
a
757-200
i
Background
ii
History
iii
Interior Features
iv
Flight Deck
vi
Technical Features
vii
Range Capability
b
The Boeing 757-200 Freighter
c
B757-300 Background
i
Interior Features
ii
The Flight Deck
iii
Engines and Wings
iv
Other Changes
v
Boeing 757-300 Milestones
d
Boeing 757 Facts
e
A New Look For The Boeing 757-200/-300 Interior
i
Entryway and Flight Attendant Station
ii
Stow Bins and Ceiling
iii
Other Changes
2
Technical Information
a
Range - Full Passenger Payload
 
b
Range - Volume Limit Payload
 
c
Typical 2-Class seating layout
d
Cross Section
 
e
General Exterior Arrangment
 
i
B757-200 / B757-300
ii
B757-200 Freighter
f
Cutaway
g
Technical Characteristics
 
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1
PRODUCT INFORMATION
a
757-200
i
Background
     

The Boeing 757-200 is a twin-engine short-to-medium-range jetliner. It incorporates advanced technology for exceptional fuel efficiency, low noise levels, increased passenger comfort and top operating performance. The 757 offers other virtues as well, including great versatility by reducing airport congestion.

The 757 can fly both long- and short-range routes and its broad use effectively lends itself to "hub-and-spoke" planning.

Designed to carry 200 passengers in a typical mixed-class configuration, the 757-200 can accommodate up to 228 passengers in charter service, putting its capacity between that of the Boeing 737-900, and the 757-300.

 

The 757-200 and twin-aisle 767 were developed concurrently, so both share the same technological advancements in propulsion, aerodynamics, avionics and materials. This commonality reduces training and spares requirements when both are operated in the same fleet.

Because of these features, many airline operators operate both 757 and 767 airplanes.

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ii
History

 

The first 757-200 rolled out of the Boeing Renton, Wash., plant Jan. 13, 1982, and made its first flight Feb. 19, 1982.

The U. S. Federal Aviation Administration certified the aircraft Dec. 21, 1982, after 1,380 hours of flight testing over a 10-month period.

First delivery of a 757-200 took place Dec. 22, 1982, to launch customer Eastern Airlines. Eastern placed the aircraft into service Jan. 1, 1983. On Jan. 14, 1983, the British Civil Aviation Authority certified the 757-200 to fly in the United Kingdom. British Airways, another launch customer for the 757-200, is now a major operator of the twinjet.

Final assembly of the 757-200, 757-300 and the 757 Freighter is done in the Renton plant. Parts and assemblies for the airplanes are provided by Boeing plants in Auburn and Spokane, Wash.; Portland, Ore.; and Wichita, Kan., as well as by nearly 700 external suppliers.

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Interior Features
The interior of the 757-200 is the same as that developed for the Next-Generation 737 family. The 737 interior was revised based on the recommendations of airline customers.

New overhead stow bins and the new sculptured ceiling have smoother curves, giving the cabin a more open, spacious feeling. A handrail that extends along the bottom of the stow bins as well as a moveable cabin class divider also are available.

The 757-200 also is equipped with vacuum lavatories. For airlines, that means reduced service time.

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iv
Flight Deck
      The 757-200 flight deck, designed for two-crew member operation, pioneered the use of digital electronics and advanced displays.

A fully integrated flight management computer system (FMCS) provides for automatic guidance and control of the 757-200 from immediately after takeoff to final approach and landing.

The precision of global positioning satellite (GPS) system navigation, automated air traffic control functions, and advanced guidance and communications features are now available as part of the new Future Air Navigation System (FANS) flight management computer.
The captain and the first officer each have a pair of electronic displays for primary flight instrumentation.

The engine indicating and crew alerting system, often called EICAS, monitors and displays engine performance and airplane system status before takeoff. It also provides caution and warning alerts to the flight crew if necessary. EICAS monitoring also aids ground crews by providing maintenance information.

The 757-200 is available with a wind shear detection system that alerts flight crews and provides flight-path guidance to cope with it.
Flight decks of the 757 and 767 are nearly identical and both aircraft have a common type-rating. Pilots qualified to fly one of the aircraft also can fly the other with only minimal additional familiarization.

Built-in test equipment helps ground crews troubleshoot avionics and airplane systems quickly for easier maintenance than on earlier aircraft.

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v
Technical Features
     
High-bypass-ratio engines combined with the wing design help make the 757 one of the quietest, most fuel-efficient jetliners in the world. When compared to any single-aisle jetliner in service today, the 757 is unsurpassed in fuel-efficiency. It consumes up to 43 percent less fuel per seat than older trijets.

The 757's wing is less swept and is thicker through the center than earlier aircraft, permitting a longer span. Its lower surface is slightly flatter, and the leading edge somewhat sharper. Taken together, these changes improve lift and reduce drag for greater aerodynamic efficiency and lower fuel consumption.

With the improved wing design, less engine power is required for takeoff and landing. Even with full passenger payload, the 757-200 can operate from runways as short as those used by the much smaller 737-200 jetliner. In addition, the 757 can reach a higher cruise altitude more quickly than many other jetliners.

These improvements reduce community noise of the already quiet 757-200 engines. In fact, noise

levels are significantly lower than the requirements set forth in U. S. Federal Aviation Regulation Part 36, Stage 3, as well as ICAO (International Civil Aviation Organization) Annex 16 Chapter 3.

Lightweight materials contribute to the overall efficiency of the 757 models.

Improved aluminum alloys, primarily in the wing skins, save 610 pounds (276 kilograms).
Advanced composites such as graphite/epoxy are used in control surfaces (including rudder, elevators and ailerons), aerodynamic fairings, engine cowlings and landing gear doors for a weight savings of 1,100 pounds (500 kilograms).
Another 650 pounds (295 kilograms) of weight savings is attributable to carbon brakes, which have the added advantage of longer service life than conventional steel brakes.

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vii
Range Capability
In July 1990, the Federal Aviation Administration granted 180-minute extended-range twin (engine) operation (ETOPS) certification for 757-200s equipped with Rolls-Royce engines.

In April 1992, the FAA granted 180-minute ETOPS certification for the 757-200 equipped with Pratt & Whitney PW2000-series engines. This followed the FAA's previous certification of Pratt & Whitney PW2000-powered 757-200s for 120-minute operation in April 1990.

For added reliability on ETOPS flights, the 757 is available with extended range features, including a backup hydraulic-motor generator and an auxiliary fan to cool equipment in the electronics bay. High-gross-weight versions of the aircraft can fly 4,500 statute miles (7,240 kilometers) nonstop with full passenger payload.

These system attributes contribute to the 757's versatility, allowing it to serve more markets

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b
The Boeing 757-200 Freighter
    The 757-200 Freighter is a dedicated freighter designed to accept up to 15 cargo containers on its main deck.

Major features include

   
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a large side cargo door in the forward fuselage,
   
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a single crew entry door just ahead of it and
   

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a windowless freighter interior measuring 6,600 cubic feet of cargo space on the main deck.
Additional freight can be carried in the lower holds located forward and aft of the wing.
    The freighter offers the same fuel efficiency as the 757-200 passenger model.
    It also shares similarities with the Boeing 767, such as an advanced flight deck, air-conditioning packs and auxiliary power units. The Federal Aviation Administration has granted a common typerating for pilots meaning that pilots can fly the 757, 757-200 Freighter or 767 with minimal new

training.

Powerplants for the 757PF are the Pratt & Whitney PW2000 series and the Rolls Royce RB211-535E4 and E4-B engines.

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c
B757-300 Background
The 757-300 is a twin-engine, short-to-medium-range jetliner offering fuel efficiency, top economic performance and low noise levels. Both scheduled carriers and tour operators have ordered the 757-300.

The 757-300 is a stretched version of the 757-200, measuring 23 feet 4 inches (7.1 meters) longer. The extra length allows it to carry 20 percent more passengers than the 757-200 and increases the available cargo volume by nearly 50 percent. Because of its additional capacity, the 757-300 has about 10 percent lower seat-mile operating costs than the 757-200, which already has the lowest seat-mile operating cost in its market segment.

In addition, the 757-300 shares a common type rating with the 767. This allows any pilot trained to fly one model to be qualified to fly the other model with minimal additional familiarization, saving training time and costs. Commonality offers airlines other benefits such as improved operating efficiency from reducing spares inventories, lowering training requirements and greater flexibility in assigning flight crews.

The Boeing 757-300 was launched Sept. 2, 1996, with an order from Condor Flugdienst, a German charter airline

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i
Interior Features
The passenger cabin on the 757-300 has a new look based on the popular, award-winning Boeing 777 interior design.

The new interior offers passengers a spacious, user-friendly cabin with comfortable, aesthetically pleasing surroundings and gives operators a cabin that is both durable and flexible.

The interior features new soft, indirect lighting that enhances cabin ambience along with a smooth sculptured ceiling, giving the cabin a more open, spacious feel. The curved ceiling panels offer up to three additional inches of headroom.

Longer overhead stowage bins give passengers more storage space. The additional space was created by advanced engineering on the bins that eliminated the need for an internal support brace. A handrail that extends along the bottom of the stowbins and a moveable cabin class divider also is available

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ii
The Flight Deck
The flight deck of the 757-300, like that of the 757-200, is designed for two-crew member operation and furnished with digital electronic displays.

A computerized, fully integrated flight management system (FMS) provides for automatic guidance and control of the airplane from immediately after takeoff to final approach and landing. Linking together digital processors controlling navigation, guidance and engine thrust, the FMS assures that the aircraft flies the most efficient route and flight profile for reduced fuel consumption, flight time and crew workload.

The pilot and the copilot each have a pair of electronic displays for primary flight instrumentation and navigation. One display shows an electronic attitude director indicator and the other an electronic horizontal situation indicator.

Several flight deck improvements have been made on both the 757-300 and the 757-200.

     
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The Pegasus flight management computer (FMC) and an enhanced engine indication and crew alerting system (EICAS) are now standard on both 757 models.
     
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With the Pegasus FMC, operators can choose optional software that enables elements of the future air navigation system (FANS). FANS functions provide operators with the ability to use advanced systems, such as global positioning system (GPS) sensors and satellite communications (SATCOM), to take full advantage of new communication, navigation and air traffic management systems for more efficient routing and decreased trans-oceanic traffic separation.
     
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The EICAS upgrade replaces existing computers with enhanced devices that are software loadable. The new EICAS has improved built-in test equipment (BITE) functions that allow for improved self-diagnosis of faults in a more readable format. On-board software loading allows operators to use the same EICAS computer as a replacement on any 757 or 767. That reduces the required inventory of spare parts.
     
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The 757 has an enhanced ground proximity warning system (EGPWS), intended to reduce controlled flight into terrain,
     
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A new software-loadable flight control computer (FCC) and an enhanced windshear warning system are also available.
     
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The 757-300 also incorporates the latest technology air data/inertial reference system (ADIRS).
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iii
Engines and Wings
The 757-300 and 757-200 share many of the same features. Both have high-bypass-ratio engines and a wing design that help make them two of the quietest, most fuel-efficient jetliners in the world.

Engines are available from Rolls-Royce or Pratt & Whitney in thrust ratings of 43,500 (193.5kN) and 42,600 pounds (189.4kN) respectively.

The wings on both the 757-300 and 757-200 are less swept and thicker through the center than those on earlier Boeing airplanes, permitting a longer span. The lower wing surface is slightly flatter, and the leading edge is somewhat sharper. This improves lift, reduces drag and makes for improved aerodynamic efficiency and low fuel consumption.

The only difference between the 757-300 and the 757-200 wing is that the former has been structurally reinforced to handle the increased load

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iv
Other Changes
      Changes to the 757-300 were made to accommodate the extended fuselage and increased passenger and cargo load.
     
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The maximum takeoff weight was increased to 272,500 pounds (123,600 kg) to preserve the passenger/cargo load capability.
     
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The aircraft's wing, landing gear and portions of its fuselage have been strengthened and new wheels, tires and brakes added to handle the extra weight.
     
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The environmental control system for the passenger cabin has been modified to accommodate the additional passengers. A larger precooler, more powerful fans and an additional temperature zone have been added.

Because the airplane is longer, Boeing made several modifications to protect against possible damage from tail strikes during takeoffs and landings. A retractable tail skid similar to that on the 777-300 was added. It has a body-contact indicator that lets the pilot know if the body of the airplane has made contact with the ground, despite the tail skid

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v
Boeing 757-300 Milestones
Feb. 1, 2001 Cumulative orders for the 757-300 more than double in one month with 33 confirmed orders announced in Jan. 2001.
Jan. 17, 2001 Northwest Airlines announces order for 18 Boeing 757-300s.
Jan. 4, 2001 Boeing confirms Continental Airlines order for 15 757-300s.
Oct. 4, 2000 Boeing announces Continental Airlines intent to order 15 757-300s. Continental will become the first major U.S. carrier to operate the single-aisle airplane in a two-class configuration.
May 11, 2000 Boeing confirms JMC Airlines order for two Boeing 757-300s.
May 4, 2000 Boeing confirms American Trans Air order for 10 Boeing 757-300s.
April 11, 2000 Condor reports 99.64% reliability rate for 757-300 first year in service.
Feb. 3, 2000 Boeing 757-300 leaves for three-week, around-the-world marketing tour.
Mar. 13, 1999 Second Boeing 757-300 delivered to Condor Flugdienst.
March 19, 1999 First Boeing 757-300 goes into service with Condor Flugdienst.
March 10, 1999 First Boeing 757-300 delivered to Condor Flugdienst.
Jan. 25, 1999 Joint Aviation Authorities of Europe validate the 757-300.
Jan. 22, 1999 Federal Aviation Administration certifies 757-300.
Dec. 10, 1998 Boeing 757-300 complete service-ready demonstration tour of Europe.
Aug. 2, 1998 First Boeing 757-300 completes first flight.
July 31, 1998 Arkia Israeli Airlines announces an order for two 757-300s.
May 31, 1998 First 757-300 rolls out of Boeing Renton factory. Condor Flugdienst announces order for an additional 757-300.
May 4, 1998 A pair of Rolls-Royce engines are installed on the first 757-300.
March 15, 1998 Final assembly of the first 757-300 begins at the Renton factory.
Feb. 3, 1998 First 757-300 nose section rolls out of the Wichita factory.
Nov. 5, 1997 Assembly of the first 757-300 fuselage begins at the Boeing factory in Renton.
Oct. 30, 1997 Manufacturing of the first 757-300 tail begins at Northrop Grumman in Dallas, Tex.
Sept. 9, 1997 Major assembly begins at the Boeing factory in Renton, Wash. The first 59-foot, 2-inch front wing spar is loaded onto an assembly tool.
Aug. 21, 1997 Manufacturing of the first 400-inch (33-foot, 4-inch) skin panel for the 757-300 fuselage begins at the Boeing factory in Wichita, Kan.
April 10, 1997 Boeing engineers release 25 percent of all 757-300 design drawings by the date scheduled, keeping the program on time for a first delivery in January 1999.
June 16, 1997 Icelandair announces an order for two 757-300s at the Paris Air Show.
April 10, 1997 Boeing engineers release 25 percent of all 757-300 design drawings by the date scheduled, keeping the program on time for a first delivery in January 1999.
Nov. 15, 1996 Boeing engineers reach firm design configuration for the 757-300 so design information can begin being released to Boeing factories and suppliers. Firm configuration marks the beginning of a 27-month design-to-delivery cycle, the shortest of any derivative commercial airplane in Boeing history.
Sept. 2, 1996 Boeing Commercial Airplane Group launches the Boeing 757-300 with an order from Condor Flugdienst of Germany for 12 of the newest aircraft in the 757/767 family. The launch is announced at the Farnborough Air Show in England.
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d
Boeing 757 Facts
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The 757 has carried more than 1.3 billion passengers, more than four times the population of the United States and Canada combined.
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In 18 years of operation, the 757 fleet has flown the equivalent of nearly 25,000 roundtrips between the Earth and the Moon

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The 757 fleet has produced over 24 million hours of service for its operators, equivalent to about 2,750 years of continuous service.

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The 757 Freighter can hold over 6 million golf balls.

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At 255,000 pounds (115,660 kilograms), the 757 weighs as much as a diesel train locomotive.

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The surface area of a pair of 757 wings is 1,951 square feet (181 square meters), about the same as the floor space of a three-bedroom house in the U.S.

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There are about 626,000 parts in a 757. About 600,000 bolts and rivets fasten those parts together. The length of all wires in the twinjet is about 60 miles (100 kilometers).

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Airlines fly the versatile 757 on a wide variety of routes. The twinjet is used to serve city pairs as far as 4,281 statute miles (6,890 kilometers) and as close as 65 statute miles (105 kilometers).

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The common 757/767 cockpit type-rating permits flight crews trained on the 757 to also fly the 767.

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Of the company's (year-end 2000) unfilled announced orders for 1,612 commercial jets , 4.9 percent (79) are for 757 twinjets
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e
A New Look For The Boeing 757-200/-300 Interior
The passenger cabin of the Boeing 757-200/-300 has a whole new look.

The new interior provides passengers comfortable, aesthetically pleasing surroundings and gives operators a cabin that is both durable and flexible.

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i
Entryway and Flight Attendant Station
     

When passengers walk into the forward cabin entryway of the 757, they immediately get the feel of the new interior. The number of ceiling and wall panels are reduced, giving the entryway a smoother, cleaner look. All signs are located in designated areas instead of being spread about the entryway.

The flight attendant station is restyled so cabin controls are consolidated in one panel, making it easier for attendants to lower lights and turn on music.

A single handset located below the panel serves as both cabin interphone and intercom. Storage areas at the bottom of the station provide stowage room for emergency equipment.

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Stow Bins and Ceiling
The new overhead stow bins and sculptured ceiling in the cabin have smoother curves and give passengers a feeling of having more open space.

With two 40-inch doors apiece, the overhead bins are more accessible to passengers and flight attendants storing or retrieving carry-on items. Each sturdy stow bin is 80 inches long and carries up to 160 pounds worth of carry-on items.

The 80-inch ceiling panels are easier for maintenance technicians to install and remove and easier to clean.

Airlines have the option of adding ceiling-mounted storage bins for life rafts and other emergency equipment, or miscellaneous stowage items such as duty-free goods in the forward, center and aft cabins. The ceiling-mounted storage bins minimize the need to store emergency equipment in stow bins.

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Other Changes
Handrail: Airlines also have the option of choosing a new continuous handrail that extends along the bottom of the stow bins.
Overhead Lighting: New lights and light valances located along the ceiling above the stow bins run the full length of the passenger seating area. They provide soft indirect lighting that contributes to cabin ambiance.
Video System: Airlines have the option to equip their 757 with modern flat-panel video displays as part of the passenger entertainment system. The retractable liquid-crystal displays are mounted in the passenger service unit above the seats. A video monitor is positioned every two to three seat rows.
Vacuum Lavatories: The 757 family is equipped with vacuum lavatories. For passengers, that means less of an odor in the lavatories. For airlines, it means reduced service time and a reduced incidence of corrosion on the airplane.
Commonality with the Boeing 737-600/-700/-800/-900: The design of the 757's cabin interior is nearly identical to that of the Boeing Next-Generation 737, providing operators of both models benefits from common spares parts and maintenance practices.
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2
Technical Information
a
Range - Full Passenger Payload
 
Top
b
Range - Volume Limit Payload
 
Top
c
Typical 2-Class seating layout
Top
d
Cross Section
 
Top
e
General Exterior Arrangment
 
i
B757-200 / B757-300
 
Top
ii
B757-200 Freighter
Top
f
Cutaway
   
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g
Technical Characteristics
 
757-200
757-200 Freighter
757-300
Passengers -
Typical 2-class configuration
200
-
243
Typical 1-class configuration
228
-
280
Cargo -
Maximum Gross Payload
1,670 cu ft (43.3 cu m)
87,700 lbs (39,780 kg)
2,370 cu ft (67.1 cu m)
Total Volume
8,430 cu ft (239 cu m)
Main Deck Cargo Volume
6,600 cu ft (187 cu m)
Lower Hold Cargo Volume
1,830 cu ft (52 cu m)
Engines -
maximum thrust
Rolls-Royce RB211-535E4
40,200 lb (179 kN)
Rolls-Royce RB211-535E4B
43,500 lb (193.5 kN)
Rolls-Royce RB211-535E4B
43,500 lb (193.5 kN)
Rolls-Royce RB211-535E4B
43,500 lb (193.5 kN)
Pratt & Whitney PW2037
36,600 lb (162.8 kN)
Pratt & Whitney PW2037
36,600 lb (162.8 kN)
Pratt & Whitney PW2037
36,600 lb (162.8 kN)
Pratt & Whitney PW2040
40,100 lb (178.4 kN)
Pratt & Whitney PW2040
40,100 (178.4kN)
Pratt & Whitney PW2040
40,100 lb (178.4 kN)
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Pratt & Whitney PW2043
42,600 lb (189.4 kN)
Maximum Fuel Capacity
11,489 gal (43,490 l)
11,276 U.S. gal (42,680 l)
11,466 gal (43,400 l)
Maximum Takeoff Weight
255,000 lb (115,680 kg)
255,000 lb (115,668 kg)
272,500 lb (123,600 kg)
Maximum Range
3,900 nautical miles (7,222 km)
3,150 nautical miles (5,834 km) with max. payload
3,395 nautical miles (6,287 km)
Cruise Speed Mach
0.80
0.80
0.80
Basic Dimensions
Wing Span
124 ft 10 in (38.05 m)
124 ft 10 in (38.05 m)
124 ft 10 in (38.05 m)
Overall Length
155 ft 3 in (47.32 m)
155 ft 3 in (47.32 m)
178 ft 7 in (54.5 m)
Tail Height
44 ft 6 in (13.6 m)
44 ft 6 in (14 m)
44 ft 6 in (13.6 m)
Interior Cabin Width
11 ft 7 in (3.5 m)
11 ft 7 in (3.5 m)
11 ft 7 in (3.5 m)
Body Externior Width
12 ft 4 in (3.7 m)
12 ft 4 in (3.7 m)
12 ft 4 in (3.7 m)
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