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• January 25, 1982 P. 41, 40 fog swirls around the No. 1 757 transport (top, facing page), part of the Hollywood atmosphere that marked the rollout event and included disco-like flashing lights that formed a gigantic, blinking “757” on the curtain that hid the aircraft before its formal unveiling
• December 17, 1979 P. 47
• October 27, 1980 P. 30 Full-sized mockup of the new 757 standard-body transport is shown in assembly at Boeing Co.’s Renton, Wash., facility. This mockup—the second to be built for the 757 effort—will be utilized for tests of flight deck instrumentation illumination. These tests will be particularly critical for the 757 and its larger predecessor—the 767 —because both utilize many cockpit digital displays in place of dials and gauges.
• December 17, 1979 P. 47
• March 12, 1979 P. 205, 206 Model of Boeing 757 transport shows change from a T-tail design to a conventional low horizontal stabilizer. Modification shortens the overall length by 18 ft., because the T-tail horizontal stabilizer’s sweep would extend it aft from the top of the swept vertical stabilizer.
• November 3, 1980 P. 207, 203 Boeing 767 flight deck configured for a two-man crew is seen here in a mockup at the company’s Everett, Wash., plant. Note the placement of the dual-display electronic engine indicator and crew alerting system (EICAS) in the center of the instrument panel, and the electronic attitude director indicator (EADI) and electronic horizontal situation indicator (EHSI) in front of each pilot.
• July 26, 1982 P. 39 Several goals were passed recently in testing the Boeing 757, scheduled for certification in December. Emergency escape slide is shown half-deployed 3 sec. after
• September 28, 1981 P. 31 Rear fuselage section of the No. 1 Boeing 757 is lowered into place (above) behind the wing and wing center section during final assembly of the first of the shortto medium-range transports
• August 29, 1983 P. 35 Fuselage and wing of a Boeing 757 airframe has accumulated more than 62,000 hr. of simulated flight time in this fatigue test rig in Seattle. Boeing plans to test the airframe to 100,000 hr.—the equivalent of 40 years of service for the standard-body, shortto mediumrange twinjet.
• July 12, 1982 P. 46, 47 A 757 Combi, as well as a convertible/freighter version of the shortto medium-range twinjet, also is being studied.
• FEBRUARY 7, 1994 P. 24, 25 FAA officials say there is no need to reclassify the Boeing 757 as a heavy aircraft for IFR separation purposes. Aircraft flying under instrument rules can continue to trail them by 3 mi.
• July 27, 1981 P. 31 Outer and center sections of the first Boeing 757 wing were joined July 19, one day ahead of schedule, in the first position of the 757 final assembly line at Boeing’s Renton, Wash., plant. The line is adjacent to the 737 final assembly area and occupies part of the area formerly utilized by Boeing Marine Systems for the assembly of hydrofoils. The outer wing sections are made by Boeing, and the center section and keel beam by Avco Aerostructures Div.
• July 27, 1981 P. 31 Div. The center wing/keel beam assembly is transported by rail from Avco’s Nashville, Tenn., plant to the final assembly plant in a special container. All major body sections of the first 757 were due to arrive at the final assembly area last week, and work is proceeding toward the final body join in mid-September and installation of landing gear and engines in October. The first 757 is due to be rolled out of the factory during the first week of January, 1982.
• February 22, 1982 P. 33 No. 1 Boeing 757 brakes to a stop with reverse thrust swirling moisture from the damp runway at Renton, Wash., Municipal Airport following a high-speed taxi test in preparation for its first flight (AW&ST Feb. 15, p. 42). Although the standard-body transport, powered by Rolls-Royce RB.211-535C engines, made only three runs on the 5,300-ft. runway during the Feb. 17 tests, officials said they were pleased with the twinjet's handling qualities. At a gross
• FEBRUARY 27, 1995 P. 33 JIM FAULKNER PHOTONorthwest Airlines will take early delivery of 15 new Boeing 757 transports by the end of 1996. They will replace aging, noisy Boeing 727s.
• March 8, 1982 P. 275 (4 Pages) First Eastern Airlines 757 receives a final touch-up before leaving the paint hangar at the Boeing Co. plant in Renton, Wash. The silver and blue aircraft, which is the second in a planned fleet of five 757 test aircraft, is due to fly for the first time in early April.