WHAT BOEING NEEDS to build isn’t a fancy new long-range widebody. What it needs to build is a replacement for the 757.
When it debuted in the early 1980s, the twin-engined 757 was ahead of its time, and it went on to sell quite well until the production line closed twelve years ago. By now the plane is — or should be — obsolete. Indeed it’s rare to spot a 757 outside of the United States. But here at home it remains popular, a mainstay of the fleets at United, American and Delta, who together operate over three hundred of them. They’ve kept the plane on their rosters so long for good reason: it’s one of a kind, and there’s nothing that can replace it.
The 757 is maybe the most versatile jetliner Boeing has ever built — a medium-capacity, high-performing plane that is able to turn a profit on both short and longer-haul routes — domestic or international; across the Mississippi or across the North Atlantic. The 757 makes money flying between New York and Europe, and also between Atlanta and Jacksonville. United and Delta fly 757s from their East Coast gateways on eight-hour services to Ireland, Scandinavia, and even Africa. You’ll also see it on 60-minute segments into Kansas City, Cleveland, and Tampa.
Along the way, it meets every operational challenge. Short runway? Stiff headwinds? Full payload? No problem. With 180 passengers on board, the plane can safely depart from a 7,000-foot runway, lifting off at a measly 135 knots (assuming flaps at 15 or 20), climb directly to 39,000 feet, and fly clear across the country. Nothing else can do that.
http://www.askthepilot.com/757-v-737/