Boeing in late 2003 decided to end 757 production because the increased capabilities of the newest 737s and the potential of the all-new Boeing 787 fulfill the 757 market's needs.
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Customer interest in new 757s continued to decline, and in 2003, a renewed sales campaign centered on the 757-300 and 757-200PF yielded only five new orders. In October 2003, following Continental Airlines' decision to switch its remaining 757-300 orders to the 737-800, Boeing announced the end of 757 production.
By the 2000 time frame wide bodies engines were using much higher thrust and there was no new engine designs available to adapt to the 757. The CFM56 used by the 737 and A320 had an excellent performance record and no other engine came close to the production volumes which gave it good economies of scale.
Boeing's bet that the larger size would be popular just didn't work out. Apart from a few niche areas, airlines were just not interested in the extra capacity, given the reduction in range (and higher operating cost).
Boeing's decision to halt the production of the 757 means there's no new variant ready to serve the middle market segment and long-and-thin routes. Restarting production to bring an updated 757 to market would be a monumental challenge for the manufacturer.
For decades, Boeing's reputation largely rested on four excellent designs: the 747, 757, 767 and 777. Of these, the 757 has enjoyed the longest success without any significant redesign because Boeing engineers got the plane exactly right on the first go.
A: The 757 is one of my favorite airplanes. The lines are beautiful, and the performance is unmatched by other airliners. It has a higher thrust-to-weight ratio, resulting in spectacular climb performance.
Essentially, the 757 is a stretched 737 with a higher range and passenger capacity. The key difference really is that all the 757 variants are capable of flying transatlantic routes, whereas only the longest range 737 variant can do the same.
Range: The 757 had the range to fly transatlantic from the northeastern coast of the US and Canada to Western Europe, and not much more, but often that was just enough. Today there are many more routes possible in Europe since the end of the Cold War, which a 757 wouldn't be able to do, but the 787 can.
easyJet did not have a fleet strategy to include the 757. Indeed, it would not have had a 757 flying for it at all were it not for a brief spell of crew shortages. According to conversations on the Aviation Forum, easyJet wet leased all four of its 757s to operate flights over the busy summer season that year.
Due to the wing design of the 757, it can produce strong wingtip vortices.This is what causes wake turbulence for other aircraft when landing or taking off. In some cases, it can be stronger from the 757 than larger widebodies like the 767 or even the 747.
Delta operates the largest 757 fleet in the world since July 2007, when American Airlines retired its ex-TWA 757s. In 1996, Delta acquired four Boeing 757-212 aircraft: N750AT, N751AT, N752AT and N757AT (Ships 6901-6904).
Typical landing speed of a 757 is ~140mph, according to a pilot who flew this aircraft. According to him, flaps can be extended electrically when you need to be gentle with the remaining hydraulic system, like on my flight.
Registered N757AF, Trump bought the more than three-decade-old plane in 2011 for a reported $100 million and it became an icon at his 2016 campaign rallies all over the US.
Cruising speed is normally 500 mph. Its maximum cruising altitude is 42,000 feet. Typical cruising altitude for a Boeing 757 jet is 38,000 to 40,000 feet. The 757 plane lifts up to 255,000 pounds and has bigger cargo holds so it can carry all the equipment and then some we need on our expeditions.