80ktsClamp

The "757ER" designation is just an in-house designation. The previous reasons for this were already well explained. There is no type designation change from Boeing. They are designated as delivered to TWA as "757-2Q8"


I'm flying two of them tommorrow and Tuesday. Weee.

alvrb211

I'm not sure why you're saying "nice try".

The vast majority of B757's in service worldwide are powered by Rolls RB211 engines. That's not hype. That's a fact!

UPS had PW's first then switched to Rolls.

Every Airline you mention above is a Rolls Royce customer!

All variants of the B787 will enter service with RR engines (RR is the only engine certified to date for the B787)

The A380 entered service with RR engines. RR has greatest market share on the A380. The A350 will enter service with RR engines.


Like I said, PW can't compete with GE and RR!

Precontact

That's probably because UPS has no more interest in narrowbody AC anymore, or else we would have snatched up those 757s. Only widebodies from here on out (MD-11s, 767s, 747s, possibly A380).

alvrb211

It will be interesting to see how Singapore get on with their new A380. I'm sure more carriers will order it in time.



AL

sully606

I'm not disagreeing with any of your statements, just some clarifications.

Delta is an RR customer 8 777s. Future 777 will be GE90s. All our 757s are PW.

GE and RR have about 50% each of the 787 market so far.

Outside of partnerships, agreed that PW is loosing ground.

AZFlyer

I believe he was referring to those airlines being PW customers for their 757's, and not for being exclusive PW operators.

All 5 of those airlines he listed have some, if not all of their 757s powered by Pratts.

Correct me if Im wrong.

alvrb211

I didn't think AA had any PW powered 757's. I thought the few ex TWA planes were gone already.

I was just making the point that most 757's in service today are RR powered which is true.

AL

FliFast

I believe your right, some, but not all of our 757s had a weird designator i.e. 2Q8. however, most of TWA's customer package was -31 or -231.

For example, our backwards wired 727-200s were 727-231 Adv. and I believe some of or 757s were 757-231. Good piece of trivia, Clamp.

FliFast

Like many on the message board, I was fortunate to fly both RR and PW 2037 powered 757s. The starting sequences as mentioned are different. RB211 starts like a car engine. The Pratts have a lower max motoring, but you can go to the back make lunch and come back before the Pratts get to idle speed.

The Pratts have a lot of residual thrust at idle, so landing and taxiing can be pretty much done at idle thrust. The Rolls on the other hand require just a little bit of juice to taxi them and the same for landing.

The two engines have distinctly different sounds when in reverse and on takeoff power.

And from above, American's Fleet are RR powered. When they bought the assets of TWA, they acquired 27 very new 757s (PW 2037) and I believe have all but gotten rid of them. Some went to Pegasus leasing, whereas I flew 708/715/720TW while at TransMeridian. The other half, of course will be headed to Atlanta with DL.

flaps 9

I said "nice try" cause you mentioned that 80% of 757's were powered by RR engines.

I was making the point that 4 of the 5 largest operators of the 757 use PW engines.

I agree that more 75's are powered by RR than PW, but I don't think it's close to the 80% that you mentioned.

I think UA's 777 are GE powered and unless NW has RR's on their A330's, I don't think they are a Rolls Royce customer either