[Note: If you are not into history...(I know, at least, a few, here, are into it...), you may directly skip over to the screenshots! I've been collecting bits and pieces for this since some time, so, here, we go...hope you enjoy this account, or/and the SIM images...]

I've flown the Captain Sim B757 several times, including for a couple of posts here, but, I don't recall (in recent times) flying much the QW's offering, their first (worthy) foray into the PW market. The B757 is an interesting plane (unmistakably thin and long fuselage with two (rather large and powerful) engines)). I've travelled in Delta's 757s many times. A long while ago, when I could not tell apart a 757 from a 737, an Airline ticket agent had described it to me as looking like a "pencil" plane - actually it is the longer 757-300 version that was dubbed the "flying pencil" by Pilots! The 757 was intended to replace the (highly successful and popular) smaller three-engine B727.

The 757-200 entered service on the New Year's Day, 1983, with Eastern Air Lines. But, both Eastern Air Lines and British Airways (btw, note the (atypical) lack of any role/interest by Lufthansa in this Boeing variant - so, no 757s seen in LH color!) played critical roles in the evolution and placement of 757 into commercial service. We can understand Eastern being one of the proponents, but, for BA, adopting B757 (from the manufacturer across the pond at that time) was definitely a gamble against the prevailing (and predominant) nationalist spirit, but, a smart gamble that would serve BA well for the next 27 years! Of course, as a compromise, BA stipulated that it better be fitted with Rolls Royce engines, without which engines on 757, the (757 and BA) history might have been a little different! BTW, QW has thoughtfully named/included one of their B757 Airplane directories as "QualityWings 752 Passenger RB211-535C", which models the exact same Engine type "RB211-535C turbofan built by Rolls-Royce" that went on BA's 757s (also on Eastern's 757s, btw) - so, the (close-up) images of the engines, you see below, are accurate in that regard. These RR engines marked the first time that a Boeing airliner was launched with engines produced outside North America. Of course, not to be out-done, Pratt & Whitney would also offer PW2037 slightly bettering the RR numbers (38,200 vs. 37,400 pounds-force of thrust), and Delta would be a major 757 operator with these Pratt & Whitney engines. [Note: Delta is now the largest operator of 757s, with over 100 in service...!]

British Airways (respectfully) bid farewell to its last three remaining Boeing 757s on October 30, 2010, with a special farewell tour around the UK. To commemorate that day, the airline repainted one of the aircraft in vintage BA livery from 1983 (same as the SIM images used in this post). That airplane visited Manchester, Glasgow and Edinburgh during its final day in British Airways service from London Heathrow. British Airways was the launch customer for the 757 in 1983 (replacing the esteemed HS Tridents, that had served the Airline between 1974-1985 in many of their short-haul routes). BA flew 54 of the 757 jets over a long period of 27 years. It also remains a side-testament to the fact that both (narrow-body) 757 and (wide-body) 767 (twinjets simultaneously developed - 767 was slightly ahead) aimed for 2 distinct niche markets would get introduced into service within 3 months of each other, and would then go on to have remarkable careers with operators worldwide, including being in service today still! But, B757 production was stopped in 2004. The 757 which was ideally suited for both domestic flights and transcontinental services, replaced many other venerables: 707s, 727s, DC-8s, and DC-9s etc. Plus, the 757 (along with A300 and B767) was among the earliest aircraft to be certified and deployed under the (newer/latest) ETOPS regulations!

And, here is a tribute and observation by a BA spokesperson on their 757 retirement:

“Almost everyone in the operational side of the business has either piloted, repaired, dispatched or looked after customers on Boeing 757s during the past 27 years”....“Back in 1983, the Boeing 757 was at the cutting edge of aviation technology, enhancing our capability to land in thick fog. This allowed British Airways to fly when rival carriers would be grounded." [Note: Yes, at that time, that was "cutting-edge" for sure, although, it would pale in comparison to the avionics seen on today's modern airliners...]

Now a bit about the Trident 3B model: Trident was the first-ever-designed T-tail three-rear-engined jetliner. 3B was also the first Trident to feature a stretched fuselage, which could carry up to 180 people. It is to be noted, however, that, in the early 1980s, BA was already eager to replace the Tridents because of the imminent (regulatory) enforcements (due to take effect in 1986) of noise abatement rules in UK, and especially at Heathrow. The Tridents would be eventually phased out of BA fleet in 1985. On February 9, 1983, BA flew the 757 first on the London-to-Belfast shuttle service, replacing the Trident 3B on the same route. [BTW, for fun, here is small Trivia, if you wish to take a shot at: "How many engines did Trident 3B have?". Answer at the end of this write-up (and also in the images). I didn't know, and it surprised me a bit!]
 
To keep historical facts straight, please note, the images below, for the Trident 3B, on a (dawn) takeoff from Heathrow (look for the London Eye (Millennium Wheel) in the distant horizon on a couple of images), is for (G-AWZJ), but, not for (G-AWZO) that, on Dec 31, 1985, had actually performed the last revenue service (MAN-LHR) for British Airways. Likewise, the (dusk) touchdown into Heathrow is for 757-200 (G-BIKU), not actually for BA's first 757 (G-BIKR). Nonetheless, these (SIM) images, would hopefully evoke a few memories of a significant juncture in the history of British Airways - even though, the Prime days, for both of these venerable planes have now gone by!

[Trivia Answer: On the 3B model, the 3 Rolls-Royce Spey engines of the trident were supplemented by an extra (4th) Rolls Royce RB162 "boost" engine (optionally used) to increase the total thrust on take off. Instead of attempting to replace the three engines with a completely different type, which would have been difficult with one engine buried in the tail, Hawker Siddeley's engineers decided to add a fourth engine in the tail. You can see it in the rear of a few of the Trident images, below. But, unfortunately, that enhancement would not be sufficient to prolong the life of the Trident in the face of stricter noise regulations (as well as competition from B727). The (graceful) T-tails of the Trident (like the 727) remain, though, some of the most endearing jetliner images of that era! B757 design will (eventually) move away from the T-tail in favor of a conventional tail...]

Thanks for reading and viewing. Comments, remembrances, edits & corrections are always welcome!  [QW(757-200)/Orbx(England)/Maltby(Trident3B)/REX]

Edited September 15, 20196 yr by P_7878

I am probably one of the the few that enjoy reading your historical articles even more than the viewing your screenshots. And those are great screenshots shots! I never noticed the second engine in the Trident tail before. Thanks again.

Ted

Excellent Post,I saw a 757 landing at O'Hare last week,I used to see them all the time years ago,not as much anymore,Now mostly 737,777,787 and Airbus 

Folks: Thanks!

Ted: Thank you for your interest! Glad you liked the historical account. [BTW, every time I see a post of yours, I think of seeing that film one more time...🙂...haven't seen it in a few years...this time it'll be for sure...!]

Patrick: Appreciated the comments. Yes, in fact, I now recall that my very first travel in the B757 was from Chicago to Miami....I remember because I fortunately happened to get upgraded to the Business Class. It was a bitter cold (i.e. typical winter!) day in Chicago, and while enjoying the beverages being served in advance of takeoff..., I was looking out at (and grateful to) the dedicated ground-crew in their bundled-up warm clothing, getting the plane ready...Of course, by the time we arrived in Miami, it was already warm and sunny...!

Edited September 19, 20196 yr by P_7878