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                  Boeing 757-200 Series
                          By
               The Project Freeware Group



The Boeing 757-200, member of the popular 757/767 family of medium-sized airplanes, is a twin-engined medium-to-long-range jetliner incorporating 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. It can fly both long and short range routes and its broad use effectively lends itself to "hub and spoke" planning. 

Designed to carry 194 passengers in a typical mixed-class configuration, the 757-200 can accommodate up to 239 passengers in charter service, putting its capacity between that of the Boeing 737-400 and 767.

The 757-200 brake-release weights range from 220,000 pounds (99,800 kg) up to a maximum of 255,500 pounds (115,900 kg) for greater payload or range. A freighter configuration of the 757-200 is also available. 

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 will operate both 757 and 767 airplanes.

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. The engines have large diameter fans which move more air outside and around the hot core, boosting efficiency while reducing noise. Noise containment is further aided by acoustic linings in the engine nacelles. Engines are available from Pratt & Whitney or Rolls-Royce in thrust ratings from 38,200 (17,300 kg) to 43,100 pounds (19,500 kg). 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 -- about 5,500 feet (1,675 m) for trips up to 2,000 statute miles (3,220 km). 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 powerplants on the 757-200. 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 kg). 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 kg). Another 650 pounds (295 kg) of weight savings is attributable to carbon brakes, which have the added advantage of longer service life than conventional steel brakes.

Flight Deck 
The 757-200 flight deck, designed for two-crew member operation, pioneered the use of digital electronics and advanced displays. Those offer increased reliability and advanced features compared to older electro-mechanical instruments.

A fully-integrated flight management computer system (FMCS) provides for automatic guidance and control of the 757 from immediately after takeoff to final approach and landing. Linking together digital processors controlling navigation, guidance and engine thrust, the flight management system assures that the aircraft flies the most efficient route and flight profile for reduced fuel consumption, flight time and crew workload. 

The precision of global positioning satellite system (GPS) navigation, automated air traffic control functions, and advanced guidance and communications features will be available as part of the new Future Air Navigation System (FANS) flight management computer that is scheduled to be introduced in 1998. 

The captain and the first officer each has a pair of electronic displays for primary flight instrumentation. The electronic attitude director indicator displays airplane attitude and autopilot guidance cues. The electronic horizontal situation indicator displays a video map of navigation aids, airports, and the planned airplane route. It can display a weather-radar image over these ground features.

The engine indicating and crew alerting system (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 is available with a windshear detection system that alerts flight crews and provides flight-path guidance to cope with it. Windshear, caused by a violent downburst of air that changes speed and direction as it strikes the ground, can interfere with a normal takeoff and landing.

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 can also 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. Structural maintenance needs are reduced, owing to new methods of corrosion protection including application of special sealants and enameling of major portions of the fuselage.

Boeing has developed an attractive and functional interior for the 757's passenger cabin. Sculptured ceiling and sidewall panels made from weight-saving composite materials and accented by recessed lighting provide a spacious look to the interior. Large overhead bins are each five feet long (1.52 m) and hold up to 180 pounds (82 kg) of carry-on items. For passenger entertainment, an in-flight video system is available with conveniently positioned overhead monitors. The 757 can also provide in-flight passenger telephone communications services with available air phone and satellite communications.

The demonstrated reliability of the 757 has approval for extended-range twin (engine) operation (ETOPS). In July 1990, the Federal Aviation Administration granted 180-minute ETOPS certification for 757-200s equipped with both the Rolls Royce RB211-535E4 and RB211-535C engines. The FAA had certified the 757-200 equipped with RB211-535E4 engines for 120-minute operation in 1986. In April 1992, the FAA granted 180-minute ETOPS certification for the 757-200 equipped with Pratt and Whitney PW2000-series engines. The FAA had certified the Pratt and 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 km) nonstop with full passenger payload. These system attributes contribute to the 757's versatility, allowing it to serve more markets.

The first 757-200 rolled out of Boeing's Renton, Wash. plant on Jan. 13, 1982, and made its first flight Feb. 19, 1982. The U. S. Federal Aviation Administration certified the aircraft on 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.


Boeing 757-200 Specifications 
Wingspan 124 feet 10 inches (38.05 m) Overall length 155 feet 3 inches (47.32 m) Tail height 44 feet 6 inches (13.6 m) Cabin width 11 feet 7 inches (3.5 m) Lower-hold volume 1,790 cubic feet (50.7 cubic meters) Fuel capacity 11,276 gallons (42,684 L) Engines and thrust  
Rolls Royce RB211-535E440,100 pounds (18,190 kg) Pratt & Whitney PW203738,200 pounds (17,327 kg) Pratt & Whitney PW204041,700 pounds (18,915 kg) 

Standard and High-Gross Weight Specifications 
 Standard High GrossMaximum takeoff weight 220,000 pounds
(99,800 kg) 255,000 pounds (115,668 kg) - basic 
225,500 pounds (115,900 kg) - optionRange (186 passengers) 3,200 statute miles
(5,150 km) 4,520 statute miles
(7,240 km) Range 
(PF at volume limit)
(4,667 km)2,900 statute miles 
(4,667 km)FAR takeoff field length
(sea level; 84 F (29 C)) 5,400 feet
(1,650 m) 6,300 feet
(1,920 m) 
* From Boeings Web page.

 This aircraft is a PFG modification of Brian Quayle's Boeing 757. Significant modifications have been done to the afx and pcx files. The Flight dynamics are entirely done by the Project Freeware Group.
 
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