JannEejit wrote:Jomar777 wrote:XAM2175 wrote:
This has been discussed ninety-two million times over before but without recovering too much of it, this is hindsight speaking in the worst possible way - applying contemporary and knowledge and views to historical decisions without allowance for circumstances at the time.
For a start, the 757 wasn't designed for the work it's doing today - it was intended to deliver a more efficient, more capable, and more flexible aircraft to replace the 727 and also better target the capacity gap between the 737 and the 767, which had itself been designed to replace the 707 and slot in below the 747 and which - despite the concurrent design - was the "leader" of the pair from Boeing's commercial perspective at the time.
It was more than three years after the 757 first entered service in 1982 (with EA and shortly thereafter BA, both on short-range domestic shuttle flights) that ETOPS allowed operators to start developing the long-and-thin trans-Atlantic profile the 757 is known for today.
Regardless of this though there were more than a few times in the 757's life where airlines were just not interested in it, and the post-2001 slump where it not only gathered orders for only five new frames in three years but also actively lost six when CO converted its remaining orders for the 753 to the 738 was all the writing Boeing needed to call time. They used the production line space to consolidate all 737 production at Renton, and the improvement in production capacity and reduction in overhead achieved by doing has in my mind done a hell of a lot more for Boeing than keeping the 757 on the books ever would have.
Indeed arguing that the 757 should have been kept on life-support for nearly fifteen years to fulfil a few paltry niche jobs now is no different as I see it to arguing that the 717 should have been treated the same way, just because a few airlines now find them commercially and technically attractive.
Actualy, the fact you state that this has been discussed a million times before trully defeats your point. The B757 was NOT on life support. There were plenty flying when Boeing did stop the lines. The airlines were not interested on it only because, contrary to the B737, for example, Boeing never offer any sort of update/improvement on the product. It never got anything like a NG, for example. Economic downturn pushed airlines towards the A320 (A319 boom) and B737 but Boeing could offset this by upgrading the offer just like still tries with the ailing B747 nowadays although this one is a lost cause now.
There's no hindsight - it is simply a wrong business decision.
Just curious, did Boeing look around for a suitable 'NG' type engine upgrade for the 757 in the late 90's or early 2000's ? Was there anything 'off the shelf' that would have given the plane the upgrade you mention to lend appeal to further airline purchases ? What else could they have done to the 757 to keep it open and proceeding towards a Max version today ?
At that time, Boeing deemed unfeasible to review and make any sort of updates on the project. So nothing was moved forward.