The Boeing 757 has been a reliable mainstay in the commercial aviation sector since the 1980s. While larger aircraft such as
the nearly gone Boeing 747
The large capacity of the double-decker planes made them ideal for transporting numerous passengers on lengthy routes, whereas the compact Boeing 737 efficiently shuttled fewer travelers across shorter distances. The 757 sat perfectly between these extremes as a midsized plane designed for intermediate journeys. With its narrow body configuration—featuring just one aisle—and twin-engine setup, it excelled at continental travel for many years, serving as the go-to option during that time span.
Unfortunately, those times have now concluded. The final 757 emerged from the hangar in 2004, yet numerous planes continue to soar through the skies today.
occasionally like monster firefighting aircraft
They’re becoming quite outdated. Airlines are already considering how and when to retire this iconic aircraft. This then brings up the question: What comes after?
Initially, the response appears straightforward. Should your search be centered around a mid-size, moderate-range, single-aisle, two-engine airplane currently available, then the focus would naturally turn toward the Airbus A321 series. Despite having an operational history dating back to the ’90s, the latest iteration of this model—the XLR—only commenced regular passenger flights in November 2024. However, another event during that same month introduced unexpected complications: Donald Trump secured his return to office through re-election. This development has left all previous assumptions uncertain.
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Airbus’ Substitute for the 757 is Encountering Tariff Troubles
The Airbus A321XLR truly exemplifies exceptional engineering, surpassing the capabilities of the 757 by extending flight ranges even further. With “XLR” signifying “Extra Long Range,” this aircraft can cover an impressive distance of 5,400 miles, which certainly meets its designation as seen in planes of similar dimensions. In comparison, the 757 could only manage a maximum reach slightly below 4,500 miles. It’s little surprise therefore that numerous global carriers have begun transitioning to adopt this advanced model.
In America, however, the A321 and indeed all Airbus planes are flying into tariff turbulence. As of this writing, these European planes would be subject to huge cost increases if they ever hit American soil (exactly how much seems to be subject to Trump’s whim on any given day). Since, as you might imagine, the planes themselves are an airline’s biggest expenditure, that is a massive hit to its bottom line.
A number of U.S.-based airlines are opting to postpone their delivery schedules with hopes of securing eventual tariff waivers. This implies that individuals looking to transition from the 757 to the A321 must be prepared for delays, the duration of which remains uncertain. Should these tariffs persist indefinitely, domestic carriers may ultimately explore alternative choices. Within the realm of commercial aviation, such alternatives are quite limited.
Boeing’s Substitutes for the 757 Are Not Available Just Yet
Boeing produced the 757, leading you to ponder whether they could develop an updated version. Absolutely, they can; indeed, Boeing has several possible replacements lined up. However, here’s the catch: none of these alternatives are available at this moment.
Internally, the direct successor of the 757 from the Washington-based manufacturer is the New Midsize Airplane (NMA), also known as the 797. This aircraft is intended to be slightly bigger than the 757, with twin aisles in its cabin design, though it remains smaller compared to full-sized wide-body jets. In aviation terms, the NMA falls into the mid-size market category. Nevertheless, Boeing has temporarily halted progress on this project until more advanced engines become available.
Alternatively, the 737 MAX (specifically its longest-bodied variant, the MAX 10) might be a reasonable replacement for the 757. While its range isn’t quite as good, it’s also a single-aisle twinjet with a similar passenger capacity. It successfully flew its first test flight in 2021, which should have meant that it was more or less ready for delivery. Except, here we are in 2025, and those deliveries still have yet to materialize, without any hard date for when they will. But if
tariffs that have already cost Boeing 40 sales to China
last long enough and airlines’ Airbus orders are deferred for long enough, it’s possible the 737 MAX 10 could become a workable option before the A321XLR.
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