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The increasing demand on existing routes Boeing 727, which often overshadowed the ability of the same size, -200 series version, coupled with advanced technology, dictated the need for greater is the variation of the venerable three-engine or a completely new design.

The first attempt, by adopting the first approach was marked by a body large enough to accommodate 189 passengers and three refanned, higher capacity, Pratt & Whitney JT8D-217 engines, each developing 20,000 pounds of thrust. Designated the 727-300B, it emerged in the 1975 Paris Air Show as a model. Despite the initial interest of United Airlines, the carriers have recognized the need quieter, more advanced plants.

A radical overhaul, keeping the nose of 727, the forward fuselage, and T-tail, and designated "7N7," featured a section of fuselage and a wing of other new technology, coupled, as the smaller 737 two pylons mounted engines, including the Pratt and Whitney JT10D-4-535 RB.211 Rolls Royce and General Electric CF6-32 was then taken into account. Although it was intended, as its counterpart inceptional for a stopover areas Transcontinental wing contained sufficient volume of fuel tank for an eventual deployment in the long term.

Because widebody comfort has been well received by passengers on intercontinental routes, an iteration was briefly explored a wider fuselage cross-section of two lanes, hosting 180 passengers. The concept would meet two requirements: 1). It would offer greater comfort, and thus more competitive with the then-pending Airbus Industries A-300 on the areas of the United States relatively courtyard, and 2). It would have avoided the fuselage too long needed to meet increasing future capacity, avoiding the need for long struts traction off to maintain a good rotation angles.

The width considered, however, was too much of a payment of such benefits, as evidenced by the low interest airline, since the weight and drag associated with a path to head during the second and only one had been impossible, and his section, much wider than the 7N7, was too small to accept standard LD-3 luggage and cargo containers.

Returning to his studies, narrow-body Boeing has proposed an advanced, high capacity, 727 in February of 1978, was marked by the nose, cockpit and fuselage section, but has introduced a new wing and two dual turbo Flows for a further 170 passengers, which employ a large part of the commonality of the simultaneously developed the twin-aisle design 7X7. Renamed "757," Boeing would be the fifth major commercial airliner to transport the seven numbers scoreboard sequencing seven models after the 707, 727, 737 and 747, all except the last one was in fuselage narrow.

Compared to the 727 it had been intended to replace, he offered a fuel consumption 15 percent lower, but its large area wing inherently favored the weight, scope and capacity increases for all future derivatives.

To reduce the development costs associated with its 767 widebody twin-aisle, twin-engine counterpart also originally intended for one-stop transcontinental routes, Boeing, where possible, incorporated maximum commonality in both types of devices and therefore shares the same sections of the nose in front, the windshield, quad-wheeled main landing gear units, avionics and cockpit systems. Indeed, the two planes, forming a new generation of advanced jet widebody and narrow, would be a common type rating, increasing the mixed fleet flying carriers operating both types, and even the original intent , 727-style t-tail was removed in favor of the 767 conventional low-wing configuration at the end of the design phase, resulting in a greater commonality with the 767 than the 727 it was intended to replace.

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