The Boeing 757X? Could Boeing Re Engine The Flying Pencil?
The 757 was a HUGE success for Boeing. Now, Airbus is starting to take the lead in this market with the Airbus A321LR+XLR, however, the A321XLR only really offers a partial solution. The 757 found a popular place in airline fleets with its short takeoff performance and medium-range capabilities. So as Boeing considers its next mid-size aircraft, would an update to the 757 be a good option?
The 757 has been a great success for Boeing with 1,050 aircraft built before production ended in 2004. Indeed, airlines are still struggling to replace it, with the A321XLR only offering a partial solution. So as Boeing considers its next mid-size aircraft, would an update to the 757 be a good option?
Boeing developed the 757 as a successor to the popular 727. This early tri-jet, which followed the 707, had done very well for Boeing, opening up new options for jets on shorter routes and at smaller airports.
Boeing originally proposed the 757 with two different-sized variants. The smaller 757-100 would offer a capacity of around 160, but this was dropped due to a lack of interest from airlines.
The first 757-200 entered service with Eastern Airlines on January 1st, 1983. The -200 was also developed into a freighter version, launched in 1987 with UPS. And the larger 757-300 entered service in 1999 with Europen airline Condor.
The 757-200 is especially popular with US airlines, with all of the major legacy airlines (American Airlines, United Airlines, and Delta Air Lines) operating it. American Airlines was the largest operator (with a fleet of 142 aircraft) but retired them in 2020 amidst pandemic-related fleet simplification. Delta Air Lines then became (and remains) the largest operator.
It has also been a popular choice in Europe. British Airways was one of the first airlines to take the 757-200 and operated a fleet of up to 54 aircraft until retirement in 2010. Icelandair remains a major operator today.
A re-launch of the 757 could prove to be an excellent move. If the range can be increased, the higher capacity and ability to operate at smaller airports could ensure solid sales.
Fast forward, after 757 production ended, Boeing was researching the possibility of a new mid-market aircraft dubbed the 'NMA', this got dropped. Dropping the NMA has left Boeing without an offering in the mid-size, long-range market. Previous 757 customers have struggled to find replacements, and it’s fair to say that Airbus has now moved ahead with the A321. The A321LR entered service in 2018, taking the range up to 7,400 kilometers (4,000 NM).
The A321XLR will go further with a range of up to 8,700 kilometers (4,700 NM). There are currently at least 450 orders. The largest orders are from American Airlines and United Airlines, with 50 aircraft each. Both airlines have been 757 fans, of course. Several airlines are seeing the A321XLR as a 757 replacement. It works for capacity and range but lacks the performance characteristics of the 757.
This leaves Boeing will several options for what to do next. Doing nothing seems unlikely as it would effectively hand the mid-size market over to Airbus.
Could the Boeing 757X, therefore, be a possibility?
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