Talk:Boeing 757
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show me the feul system that this aircraft is use and especially the jettison fuel system
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[edit] Accident summary
Figures are identical to those for the 767... that seems highly unlikely. Pretzelpaws 17:24, 29 July 2005 (UTC)
- Why is that? Both have lost 9 airframes:
- Joseph/N328KF (Talk) 20:41:20, 2005-07-29 (UTC)
[edit] Winglets
Could someone merge the most recent entries regarding winglets? One was mine and another was added more recently. Perhaps someone could reconcile them? I don't want to revert as that would just be snippy :) Dowlingm 15:44, 8 August 2005 (UTC)
- Done. Josh59x 20:17, 18 December 2005 (UTC)
[edit] Range
Continental offers 757 flights form Newark to Hamburg, a distance of 5,239 miles. I cannot believe it, but it is true: [1]. So the 757 is a long-haul jet--Arado 21:18, 6 April 2006 (UTC)
- The 737-700ER has a similar range, too, so it can perform some of the same missions. Mind you, it can't haul as many pax. —Joseph/N328KF (Talk) 21:37, 6 April 2006 (UTC)
[edit] Airlines consider it too big for domestic ops
What a load of garbage, maybe in the US but Qantas frequently used it for operations (along side larger planes including 767 and a330) between melbourne and sydney. —The preceding unsigned comment was added by 60.224.14.194 (talk • contribs) 01:43, 16 July 2006 (UTC).
- Um, no. Qantas does not operate, nor has it ever operated, the 757. Ansett looked into it during the 1980s, but ended up ordering a smaller aircraft, the A320, instead. I do agree with you however that the phrase is in need of some explanation or reference. --Nick Moss 03:40, 16 July 2006 (UTC)
I was refering to size not the actual plane --60.224.14.194 03:29, 22 July 2006 (UTC)
[edit] Note to anyone intending on splitting off a section
This page has been processed by N-Bot, which, for browsing convenience, changes links to redirects to lists to links to the relevant list sections: e.g. [[Boeing 757-300]] is changed to [[Boeing 757#757-300 |Boeing 757-300]].
As a result, anyone who intends to split a section out of this page should be aware that, as of 14 August 2006, the following sections were linked to from the following pages:
- 757-300 : Avianca, ATA Airlines, Thomas Cook Airlines
- 757-200 : Mohamed Atta al-Sayed, America West Airlines, Avianca, El Al, PLUNA, Saudi Arabian Airlines, North American Airlines, ATA Airlines, Stavanger Airport, Sola, Monarch Airlines, US Airways, Thomas Cook Airlines, LAPA, Orient Thai Airlines, Transaero, Turkmenistan Airlines, Jet2.com, Uzbekistan Airways, Thomsonfly, PrivatAir, Britannia Airways, Israir, Air Scotland, Royal Nepal Airlines, One-Two-GO, Angel Airlines (Thailand), Xiamen Airlines, Harmony Airways, Sun D'Or, TACV, Excel Airways, Astraeus (airline), Axis Airways, Atlasjet, Azerbaijan Airlines, Shanghai Airlines, Blue Dart Aviation, China Southwest Airlines, Phuket Air, ThaiJet, Ryan International Airlines, Blue Panorama Airlines, China Xinjiang Airlines, VIM Airlines, Ghana International Airlines, Titan Airways, US Airways Group, Santa Barbara Airlines, AV8 Air, Audeli Air, Air Italy, Tarom Cargo, Crystal Airways, Air transports of Heads of State, Operation Astute, Piedmont Virtual Airlines
~~ N-Bot (t/c) 14:46, 14 August 2006 (UTC)
[edit] Common Type Rating (B757/B767)
"the two planes have a common FAA type-rating, enabling flight crews to earn certification for both by training and testing only on one"
This is not strictly true, pilots must complete a differences course to have their licence endorsed with the other aircraft type which involves both simulator and line training. The common rating is then only maintained by completing alternate bi-annual refresher simulator sessions (i.e. 757-767-757-767).
I think this statement on the page makes the process sound simpler than it actually is. Can anyone clarify the process of obtaining and maintaining the dual type rating under FAA rules (as the method I have described is the United Kingdom CAA process)?
