stratclub wrote:Ever wonder why Boeing stopped production on the 757 and not the 737? The problem with the 737 main gear is that it fails the LAR (Looks About Right) quotient but in reality the design just plain old works well with apparently a very small aerodynamic penalty and some savings on weight. On paper, the 757 is a better aircraft so it just seems reasonable it would have replaced the 737, but it didn't.
stratclub wrote:Omnibus Delete installations go back to the 707. I suspect they were used so as to offer customers a fair amount of customization options to the basic airframe. What O/D did was took parts out of a tabbed installation and installed other parts per the customers/engineering requirements. It made navigating the drawings a real nightmare sometimes.
Thankfully, O/D went away once Boeing started making airframes in a more standardized manner. Nowadays, the customer more or less picks options from a standardize list of options that Boeing offers.
stratclub wrote:Very true. However the 707, 720, 727 and 737 all share a common fuselage cross section and many of the structural elements of all three are identical. The 737-10 MAX can carry more Passengers than a 707-320 at more than 100k less METO although the MAX does not have the range of a 707.
The 757 was more than a direct replacement for the 727. It was more like a single aisle medium range, downsized 767 With some structural elements left over from the 707, 727 and 737.
MCIRNO wrote:I'd also like to point out that the 738 still had better range than A320, so there's really no more wasted fuel, at least it's less than an aircraft with a gear door...
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