The b757 is currently the largest narrow-body (or single aisle) passenger aircraft. Are there any upcoming narrow-body commercial aircraft that will surpass it?
Posted by stifenahokinga@reddit | aviation | View on Reddit | 34 comments
agha0013@reddit
the 757-200 is large by stature but the A321 is similar in capacity.
The -300 is longer by a fair bit.
The 757 used to have the A321s beat on range but that's no longer the case with the newest long range versions. The 757 will still beat any A321 on overall rocket like performance, but that's not something airlines are super keen on if it means burning more fuel, they prefer a slower takeoff and climb if the whole flight is more efficient.
Serious_Turn6460@reddit
No, the longest range of two engine narrow airplane is still B737-700ER
agha0013@reddit
I never said above that the 757 or A321 were the longest range narrow bodies in the world.
I was just comparing the two to each other
737-700er isn't exactly being used on piles of ocean crossing routes, and it's max range comes with weight penalties. It has proven most popular as a BBJ for that kind of thing. Airlines launching ocean crossing routes with 737s are doing it with Max variants for the most part.
DCS_Sport@reddit
Well the quick climb performance is a result of its hot/high/heavy performance, which still nothing can match.
Gyn_Nag@reddit
Most twinjets have decent performance anyway due to the requirement for 200% emergency power in case of engine failure.
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Gyn_Nag@reddit
Political?
Back2thehold@reddit
There was something magic about being crew on the 300. It was so long and sleek. Climbed like a fighter. You could actually see it flex in flight from back to front. It was wild.
Oakley7677@reddit
The -300 climbs like a fighter? Huh, who knew…..
Oakley7677@reddit
Why the downvotes? The -300 has the same engines as the -200 at my airline, yet weighs about 17k more. It doesn't climb like a rocket.
occamsdagger@reddit
The fuselage flex is noticeable?
Back2thehold@reddit
Yes. Front to back
AlsoMarbleatoz@reddit
Like, the fuselage?
Griffie@reddit
The DC8 Super 60 series was like that too. It was fun to have an aisle seat near the rear, then look down the tops of the seats as it rotated and see the flex.
mattrussell2319@reddit
Yep; being in the back over the Atlantic in mild chop was like being perched on the edge of a diving board
Wild-Exit6171@reddit
I think the A321 killed the 757
Sneaky__Fox85@reddit
Incorrect. The 321 did not kill the 757. Boeing killed the 757 when they stopped producing them 20 years ago, the 321 was simply the biggest beneficiary from that decision. No option for purchasing new airframes leads to higher maintenance costs as they age. Sooner or later the airframes reach the maximum number of cycles a company is willing to put on them and they have to find a replacement. With no new 757s to choose from, the 321 is the next closest choice available on the current market.
As for why Boeing killed the 757 back in 2004, there are several good articles, and several bad articles, but the key points break down to: Major depression in the airline industry post 9/11, bankruptcies/mergers causing a balloon in the available used aircraft market which killed new orders, lack of existing new engine options, cost for developing newer engine options
treehuggerboy@reddit
The A321N/XLR does not have the performance as a 757 on really demanding routes. Generally, it's accepted that most routes can be interchanged, but the limiting factor is performance.
Wild-Exit6171@reddit
We don’t care about performance at the airlines. We care about moving people at a cheaper cost. The A321 moves close enough people as the 757 but a way cheaper cost since it is the same type rating as the 318,319,320. Which means more pilots to choose from, also by the new engines and aerodynamic improvements with new technologies, it is way more efficient than the 757. That is why airlines have started to replace the 757 with A321. We do not care about it being fast or having great performance. Priority is saving money and the A321 saves a lot of money by being efficient
treehuggerboy@reddit
I mean yes, you are right if you are flying along the coast hub to hub. The A321N and the XLR make sense. I'm not disagreeing with you. An A321N can compete with a 752 from SEA-SAN no issue.
The 752 has a higher MTOW than an 321XLR, and better hot/high performance. Like I said, the 321N outcompetes most 757 routes but not all. There's a reason why 757s are still around. Not sure where your airline is located but if a 320neo family makes sense for you guys, it makes sense.
The US legacies are using 30 year old A320s, which, probably aren't *that* much more fuel efficient to their Boeing counterparts. Saving money makes sense, I get that, how you do that can be done in different ways.
Wild-Exit6171@reddit
I fly for a US legacy. I am a Boeing Pilot, and I do like some of the Bus products and recognize they did it right with that plane, and at the point Boeing feel behind and doesn’t even have a competitor for the A321. Max 10 was supposed to be, but at my airline either Max 7 or 10 per Boeing, per Company and per our Union, is not expected to be certified until 2026-2027. So as of right now the A321 might be the best option unless you might want to give it a try with the smaller size 787 for longer routes
discombobulated38x@reddit
Nope. Boeing are currently busy trying to be less Boeing, and Airbus have stated they aim to do their next new product circa 2035, a next gen narrowbody.
Engine maker wise, GE are busy productionising the GE90, RR have stated they're moving from a new product phase to a fleet consolidation phase, and PW are busy depleting the world's entire output of powdered nickel superalloy trying to keep half of their A320 NEO fleet in the air.
hot_chips_@reddit
A321Neo is pretty close in size and capacity to the 757-200
Tomcat286@reddit
Biggest seat capacity I saw on the - 200 was 220, the 321neo is regularly operated with 239.
elmetal@reddit
That’s the difference between a carrier using 2 class seating vs 1 class though…
StartersOrders@reddit
Jet2 have 235 seats on their breakdown express
lhrbos@reddit
Boring really needs to develop a 757X.
Adjutant_Reflex_@reddit
I’m going to build a bot just to respond to the “Boeing should build a new 757” comments.
They tried to with the NMA and the market rejected it. Airlines weren’t interested and engine manufacturers weren’t interested. Boeing estimated that they’d need a minimum of 1,000 deliveries to make it a commercially viable program and that was pre-COVID inflation. They presented multiple configurations (single aisle, twin-aisle, cargo-optimized, etc) and all were rejected.
The “757 replacement,” such as it is, will come as a stretch of whatever the 737 replacement looks like in the 2030s, not as a standalone type.
SubarcticFarmer@reddit
There sure seemed to be a lot of interest, but boeing kept pushing it back for other projects saying s combination of max and 787 would be "good enough for now." With the dumpster fire they are now, I don't think you'll see one until there is a further generational leap in engine technology.
Adjutant_Reflex_@reddit
There was no dedicated 757 replacement in the Yellowstone roadmap. The market would’ve been covered by Y1 and Y2. And this was as the 757 line was dying on the vine.
The NMA business case and design was being pitched to the BoD but, again, there’s extensive reliable reporting that the suppliers and airlines weren’t interested.
SubarcticFarmer@reddit
Delta, and I think United, publicly asked for it. Delta's CEO went as far as a stating publicly they would like to be the launch customer. I never heard anyone say there wasn't interest, but there was a lot of talk of "poaching orders" from the 737-max and 787.
Adjutant_Reflex_@reddit
Jon Ostrower is probably the most reliable aviation journalist out there right now and has years of NMA exclusives. A consistent theme was that while, yes, there was some level of interest in the NMA/757 replacement, the market never materialized to a point where it would become financially viable to produce a standalone clean sheet. Final estimates were for a program cost that could approach $25bn.
I’m just not sure why there’s an obsession with trying to make the NMA happen beyond looking for another opportunity to dunk on Boeing. Did they miss the boat on providing a real A321neo/LR/XLR competitor 15 years ago? Sure, Airbus is eating Boeing’s lunch in that market. But rushing out the NMA to chase orders they lost years ago is a stupid ass idea and they, wisely, didn’t pursue it. The path forward is to either build the Future Small Airplane with MoM in mind or look at the 757/767 development path and build the FSA with a twinned NMA that shares a type rating to ease adoption.
Appropriate-Appeal88@reddit
It probably has been their biggest mistake, only considering aircraft they could be developing and or are.
erlendursmari@reddit
FWIW then Icelandair is replacing its 757 fleet with Airbus A321XLR.