Because 757, that’s why!
When Boeing was developing the 757, it was essentially co-developed with the Boeing 767 and as a result in the wing design, the airfoil section is broadly similar to that to that of the larger 767 but on a shorter and less swept back wing. Having the airfoil section for essentially a wide body airliner but with less wing sweep, the 757’s wing produces a tremendous amount of lift for it’s size. That low pressure spill over the wing tips is what gives the 757 such significant wake vortices. Coupled with high thrust engines, the 757 has impressive field performance and climb performance that even the latest versions of the 737 and A321 envy!
In addition, it’s flaps extend nearly 2/3 of the wing span- on the 767, there’s an inboard aileron between the outboard and inboard flaps that breaks the continuity of the flaps and such gaps do have an aerodynamic penalty. On the 757, however, there’s no such break in the trailing edge flaps and that also enhances the lift from the 757’s wing. The addition of blended winglets has attenuated the 757’s legendary wake vortices to some degree but they’re still quite significant.
This photo is from three years ago and is of N181AN on short final at DFW. Delivered to American Airlines in 1999, this particular airframe served its entire career with American. It was retrofitted with blended winglets in February 2008 and withdrawn from use in September 2017.
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