JAM747 From United States of America, joined Feb 2005, 550 posts, RR: 1 Posted (9 years 4 weeks 20 hours ago) and read 4813 times:
Is it feasible or possible for a version of the 737 to have the 757 wings and/or engines so it can perform roles which the 737-900ER and A 321 cannnot? If I am not mistaken the 757, and 737 both share a similar fuselage derived from the 707. How different are the wings of the 757 from a 737NG ER? I know the 757 used RR or Pratt engines which might not currently be used on the 737. Since the 757 production was closed because of little or no orders maybe it might be more feasible to have this this hypothetical 737/757 hybrid on the same 737 line for a carrier who might need such a capability till Y1 comes out. The TU 214 is available with RR engines like the 757 now so maybe a version of the 737 could also which could be more marketable than the Tu 214. I am not sure if this has been discussed before. If Boeing was to do this might as well throw in the double wheel boggies.
KSUpilot From United States of America, joined Jul 2006, 656 posts, RR: 0
Reply 2, posted (9 years 4 weeks 19 hours ago) and read 4729 times:
And what about ground clearance? The reason why the 737 has smaller engines is because they are the only thing that fit under the wing. The 757 sits higher off the ground than the 737...that is the main difference between the two.
Acidradio From United States of America, joined Mar 2001, 1879 posts, RR: 9
Reply 3, posted (9 years 4 weeks 19 hours ago) and read 4729 times:
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When the 757 was first designed, Boeing tried to shop around a "757-100", which would fit that bill. But, nobody took to it as the economics were not quite up to par. The -200 and -300 though, well, those have done alright.
FlyDreamliner From United States of America, joined Jan 2006, 2759 posts, RR: 14
Reply 6, posted (9 years 4 weeks 18 hours ago) and read 4597 times:
Quoting Glareskin (Reply 4): Isn't a 757 just a 737 fuselage with higher landing gear because of the bigger engines?
The two share the same fuselage cross section (like say, A300 and A330). The nose, tail, wing boxes, verticle and horizontal stabilizers, and airfoils, as well as landing gear, share nothing in common between the two.
The 757 wing is a 15 year older design, and while it has fantastic lifting abilities (like the 276,000 lbs of 753), my suspicions are that the 73G wing may be slightly more efficient. Moreover, raked wingtip extensions, like those on 764 and 772LR/773ER over the 73G wing could provide the additional lift needed with negligible drag penalty. If they really wanted, they could sling the slightly less efficient, but more powerful CFM56-5C (you know it from the A342 and A343) which has demonstrated up to 36,000lbs of thrust, and is rated to a static 34,000lbs. That and raked wingtip extension, and you could pull a heavier plane, with more fuel, into the air leaving the 757, and it's late 70s/early 80s technology aside, and probably get better economics (given the 739's better structural efficiency vs 752).
"Let the world change you, and you can change the world"
Warreng24 From United States of America, joined Nov 2005, 716 posts, RR: 0
Reply 7, posted (9 years 4 weeks 18 hours ago) and read 4579 times:
You will need a new landing gear assembly.
The RB211 and PW2000 engines are larger in diameter than the CFM56's.
One of the major issues with the 737 is how low it sits to the ground. The ground height is EXCELLENT in terms of maintenance and loading. The 737 was designed for the low-bypass turbofan engines, such as the JT8D.
When the 737-300 was developed, Boeing couldn't raise the aircraft much, so they had to ask CFM to design the engine to fit. You'll notice that the engine nacelle on the CFM56 on the 737 is flat on the bottom. This prevents the engine from being to low to the ground.
So, if you'd like to get 757 engines on a 737, you'll need a new landing gear to raise the aircraft up so the RB211 and PW2000 engines don't scrape on the ground.
Dutchjet From Netherlands, joined Oct 2000, 7864 posts, RR: 56
Reply 10, posted (9 years 4 weeks 16 hours ago) and read 4283 times:
Its funny........so many think that if the 757 was back in production, or if a successor was developed (such as a hybrid suggested by this post) that the airlines would be rushing to order the type. The fact is that Boeing did everything it could to sell additional 757s and there was simply no interest from the airlines. US carriers are now using their existing 757 fleets differently...such as on tran-atlantic journeys, but they are simply redelopying assets. Many US domestic routes that were once flown by the 757 are now handled by 738s and A320s, freeing the 757s up for the transatlantic flights...being that some of the US legacy carriers have decided that international is more interesting than domestic flying, the 752s are ending up on the transatlantic services.....but its very unlikely that the airlines would be ordering additional 757s at this point in time if the type were still available.
The 757 is one of my favorites.....its a great and hugely versatile airplane, but it is time to move along.
Most expect that the largest and most powerful variants of the 737NG successor and A32X successor will match or exceed the capbilities of the 752....and will be much more effecient and offer low per seat operating costs. Until those airplanes are offered, the 739ER and the A321-200 will can cover most, if not all, missions flown by the 757.