Dave Fitzgerald

Well, used 757's are hard to come by. FedEx can't get enough of them, and spending all kinds of money on them to update the panels. However, we did pull some planes out of the desert because of the Max groundings, P&W PS planes.

The addition of winglets has made them a true trans-Atlantic plane. The RJ of the Atlantic. You can't get a 300. The smaller planes, guppies and A320's and NEO's can do about 90% of what the 757 will do, but that last few percentage points, nothing can touch. Long legs out of short runways. The Max will never do it, and the A321XLR is close, but won't be able to do a short runway--and won't be available for quite a while.

So, yes, the 757 seems efficient enough for those routes. Don't know who you have been talking to about the viability of the 757's. Time is their enemy. Old panes increasingly will be problematic, especially parts.

UAL got rid of most of the P&W planes because Smizec wouldn't spend money on them to update them. Not because they were not efficient enough. Again, FedEx was happy to take our planes.

Before you start, I wouldn't use UAL as an example of what to do with fleets. We are still un-Jeffing the airline.

nkbux

Airbus guy here... are the ex-CAL RR motors better than the ex UAL PW’s? Why? Curiosity killed the cat... I always liked the look of the Pratt’s on the 75

sleeves

Well they are both 4.01 meters high x 3.76 meters wide. That is the same tube....
Just so I am understanding your floor logic, you think the floor is lowered allowing for more space in the cabin and less cargo in a 757?

sleeves

They have the same dimensions... yes configuration does matter but I believe the seat pitch is the same in both United planes(for economy and economy plus).

cadetdrivr

Yup, 737 and 757 are the same tube with one big difference which helps immensely in perception and actual space up front.

The 757 retains its width and height all the way forward to the galley while the 737 is far narrower and shorter in the cockpit which translates into a significant taper. This makes the front of first class in the 737 narrower, the first class overhead bins smaller, and the ceiling lower at the front of the airplane. A roller board that only fits sideways in a bin at the front of a 737 has no issue on the 757. A pilot can immediately see the difference between 757 and 737 cockpits despite the same tube.

Step onto a 757 and it's a very different perception in the front of the cabin compared to the 737. Boeing knew this was an issue with their tube nearly 40 years ago and fixed it. But then they kept making 737s and the rest is history.

oldmako

Better is subjective without reams of paper from each manufacturer. The Rolls are a three spool motor and the Pratts two. The Rolls start much faster and emit a cooler "whine" at max blast. Supposedly, they have more oomph at high altitudes, but I never saw it when I was flying both. With the exception of the idiotic Recirc fans and one or two other trivial annoyances, the 57 is a great place to work.

ItnStln

I've not heard that one before, but it's a good one!

Vernon Demerest

The CAL 757-200s had max takeoff of 255,000lbs which was artificially reduced to 250,000 at some point vs the 240,000 of the older model 757s with the Pratt motors. Only flew the RR powered birds so cannot speak to the engine specifics. Anything seemingly “better” would probably be the newer airframe with ETOPS certification (specific to engine and airframe combo) and higher max gross takeoff weight (which was needed for trans-Atlantic max tank capacity flights).

C11DCA

The legacy UAL Pratt 757’s were 232,000 lbs originally as I recall. They then got the upgrade to 240,000. But remember UAL had no need for the 757’s to cross the Atlantic, we had the 767-200 and then the 767-300 for that mission. Domestic and Hawaii Etops were the mission.

If the thrust of the Pratt and the Rolls are the same (or similar) then the Pratt’s should be capable of the 255,000 weight as well. Checking the flight manuals, the PW UAL 757’s has the low thrust version of 37,000 (but PW does make a version that can produce 43,700).

So put a newer Pratt 2000 engine on a legacy UAL 757 and it will lift the 255,000.

C-17 Driver

Just a side note with an interesting fact that you. An throw out and impress absolutely no one.

The C-17 has the same engines as the L-UAL 757-200s. Thrust is derated to 40.4K at max power.