It's an American Airlines ACARS unit.


(Own work; adapted scaled drawings via boeing.com) It's no coincidence the fuselage widths match, the 757 borrowed the 727's fuselage, which width-wise is the same as the 707 and 737. @Brilsmurfffje and @CarloFelicione already raised good practical points, namely the indirect airline costs and why airlines would favor the 737 over a 757 re-engine, and the ...


Not for cheap it won’t. The 757 went out of production in 2004. Boeing has since dismantled the tooling for that airplane and it would cost a lot of money to get that set up again. Then all the subcontractors have to be brought up to speed as well. Even if you could build 57s again - and there is a market for them - it would be getting increasingly ...


This is the case frequently, as the aircraft doesn’t have the same pitch angle on ground while accelerating, or at rotation, or at climb or at cruise. So the intake slant is calculated to the best appropriate as an average. As a summary this is not specific to this engine on this aircraft


Theoretically, yes! In practice, no It all has to do with the typerating of pilots/crew and ground equipment. An aircraft like the 757 would be new to the fleet of many of the 737 Max operators. This means that they have to recertify pilots/cabin crew, purchase new ground handling equipment, train maintenance personel and invest in new stockparts. The ...

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