Boeing 757 Private Jet Price – A complete gut job on the airliner, or renovation of a used VIP 757, would ring the register at about $28 million to $35 million, airplane included.
Used Jet Review: Boeing 757 I remember the first time I saw a Boeing 757: boarding one in 1983.
Boeing 757 Private Jet Price
I remember the first time I saw a Boeing 757: boarding one in 1983. I was struck by the highly cambered wings; high landing gear; the nose, which is reminiscent of the Lockheed Constellation; and a pair of large, high-ratio bypass engines, which produce a gentle hum as opposed to a scream. It was elegance and efficiency in motion paired with a comfortable cabin with plenty of headroom. It’s a welcome change from the 727s that have been my typical airline diet—those ubiquitous, sooty, loud, fuel-guzzling trijets everywhere.
H Avm Boeing 757 200
In contrast, the 757 seemed to effortlessly glide off the runway and make smooth and dramatic landings. There was no bounce here. It was a regal ride, a nice bus and for a select few—starting with our elected officials—a very luxurious barge. The Air Force maintains a fleet of six VIP conversions designated VC-32A. One of these regularly transports the Vice President as Air Force Two.
Boeing built 1,054 of its 757s during a 23-year production run that ended in 2004. The aircraft came in four flavors: the 757-200, a freighter variant, a freighter/passenger “combi” version and a stretch 757-300 model. Most are 757-200s that, in airline configuration, can seat 200 to 289 passengers at a range of 3,150 to 4,100 nautical miles. They remain an integral part of several domestic airline fleets, including American, Delta and United, which collectively operate more than 450. The aircraft’s range and size offer incredible utility and are used on transatlantic routes from the US. Runs from Phoenix to Honolulu. In its day, the 757 was considered advanced, as it used glass-panel avionics and the latest engine technology, and used a combination of in-airframe and limited fly-by-wire controls to actuate certain control surfaces, including spoilers.
A supercritical wing architecture gave the aircraft a faster time to climb and made it 20 knots faster, at a cruise altitude of 468 knots, or 530 miles per hour, than the 737, which became Boeing’s business jet. A handful were taken off the production line and turned into private rides from completion centers.
Equipping the VIP 757 is a huge undertaking: it has more cabin space than the BBJ3, is no slouch in the space department itself, and can be equipped with auxiliary fuel tanks for an unrefueled range of about 5,500 nautical miles. With the 757, we’re talking five times the cabin room of the Gulfstream GV. The massive interior canvas of the plane is 118 feet long, 11.5 feet wide and 7 feet high. Configurations vary with imagination.
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On the relatively spartan government-issue VC-32As, the four-compartment cabin layout includes a secure communications center, galley, lavatory and first compartment with 10 business-class seats; A second section for VIPs with a private lounge, changing area, two large executive seats and a berthing divan; a third section for senior staff with eight business-class seats; And the fourth compartment is another 32 business-class seats, two lounges, a galley and closets. Besides communications gear and missile defense, VC-32As come with another option not available to the general public: in-flight refueling.
Associated Air Center in Dallas completed 10 of the approximately 17 VIP 757s in service. In 1996, Associated completed a 757 for a private client, featuring a 43-passenger design with five additional cabin crew seats; separate crew rest, lave and galley area; forward VIP suite with queen bed, work area and lav; Forward saloon with huge entertainment monitor; a conference room; a dining area; and an aft business-class section with 12 sleeper seats, two lounges and another galley. Four bathrooms: In my county you get extra tax.
A handful of VIP 757s out there are coming up for renewal, and airlines are beginning to phase them out in favor of more fuel-efficient follow-on aircraft. As a result, you can pick up a good used airliner 757, which has more than 20 to 30 years of useful life on the airframe, for $6 million to $10 million before updates and modifications. A used 757 already converted to VIP configuration can be had for just $20 million. Whichever route you go, doing a full gut job on the plane or refurbishing a used VIP 757, without going super-rich, will ring the register at an average of $28 million to $35 million, including the aircraft. Associated. For that you get new paint, fabrics, veneer and headliners, in-flight entertainment and communications, LED lighting, new galleys and lounges and updated avionics in the cockpit. That’s a lot less than you’d spend on a new or used BBJ2 or BBJ3.
With the higher fuel burn of its Rolls-Royce or Pratt & Whitney engines (buyers had a choice) and direct operating costs about 25 percent higher than the BBJ, this makes the 757 a rare bargain: a conclusion shared by the rare rich including Microsoft co-founder Paul Allen, real estate mogul Donald Trump and All of them own or have owned 757s—including sports impresario Mark Cuban. So their heads of state have different foreign governments.
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As with all recalls, some cautionary notes apply. The 757 requires a major D-Check inspection every 12 years. Normally, this is a $1 million to $2 million event, but if problems are discovered with the engines and/or auxiliary power unit, the price can easily increase by a factor of two or three. If you are purchasing a used 757 VIP, you must ensure that all data relating to the initial VIP conversion and any upgrades are provided. Otherwise, that data would have to be recreated, adding considerable cost and delay to any project. Also, understand that many banks will not offer loans on completion costs above the basic airframe’s appraisal, especially on older aircraft. So if you want to bring a derelict plane from desert storage on the cheap, you may need to bring cash. It’s a lot.
Finally, keep in mind that the 757 really is a big boy: Maximum Takeoff Weight (MTOW) is 255,000 pounds; The aircraft is 155 feet long and has a wingspan of 124 feet and a height of 44.5 feet. Takeoff at MTOW requires 6,500 feet of runway. to Gas Up with Standard Fuel Tanks, 11, 489 U.S. gallons required. There are some places you can’t go with it. The good news is that once you arrive, you can live for several days with all the comforts of a first-class hotel. And, compared to other flights in this category, you get a really good deal on the fare.
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Used Jet Review: Boeing’s 757
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