title: Total Recall (1990 film)

text: The rights to "Total Recall" were eventually purchased by Columbia Pictures and a remake was announced in 2009. Released in 2012, the film, also called "Total Recall", starred Colin Farrell, Bryan Cranston, Kate Beckinsale, and Jessica Biel. Its plot follows elements of the 1990 film but omits Mars entirely, taking place on a mostly uninhabitable Earth. The film failed to replicate the financial or critical success of the original.


title: Boeing 757

text: The Boeing 757 is an American narrow-body airliner designed and built by Boeing Commercial Airplanes.


title: Boeing 757

text: The then-named 7N7, a twinjet successor for the 727 (a trijet), received its first orders in August 1978.


title: Boeing 757

text: The prototype completed its maiden flight on February 19, 1982 and it was FAA certified on December 21, 1982.


title: Boeing 757

text: A package freighter (PF) variant entered service in September 1987 and a combi model in September 1988.


title: Boeing 757

text: After 1,050 had been built for 54 customers, production ended in October 2004, while Boeing offered the largest 737 NG variants as a successor.


title: Boeing 757

text: The jetliner is powered by 36,600–43,500 lbf (163–193 kN) Rolls-Royce RB211 or Pratt & Whitney PW2000 underwing turbofan engines for a MTOW.


title: Boeing 757

text: The 757 has a 2,000 sq ft (185 m) supercritical wing for reduced aerodynamic drag and a conventional tail.


title: Boeing 757

text: It keeps the 707 fuselage width and six abreast seating and its two-crew glass cockpit has a common type rating with the concurrently designed 767 (a wide-body aircraft).


title: Boeing 757

text: It was produced in two fuselage lengths: the long 757-200 (the most popular with 913 built) typically seats 200 passengers in two classes over 3,915 nmi / 7,250 km; while the long 757-300 typically seats 243 over 3,400 nmi (6,295 km).


title: Boeing 757

text: Passenger have been modified for cargo use as the Special Freighter (SF) and the Precision Converted Freighter (PCF).


title: Boeing 757

text: Major customers for the 757 included U.S. mainline carriers, European charter airlines, and cargo companies.


title: Boeing 757

text: It was commonly used for short and mid-range domestic routes, shuttle services, and transcontinental U.S. flights.


title: Boeing 757

text: In July 2017, there were 665 Boeing 757 in commercial service, with Delta Air Lines being the largest operator with 127 airplanes in its fleet.


title: Boeing 757

text: In the early 1970s, following the launch of the first wide-body airliner, the 747, Boeing began considering further developments of its narrow-body 727. Designed for short and medium length routes, the trijet was the best-selling jetliner of the 1960s and a mainstay of the U.S. domestic airline market. Studies focused on improving the 189-seat , the most successful variant. Two approaches were considered: a stretched 727 (to be designated 727-300), and an all-new aircraft code-named 7N7. The former was a cheaper derivative using the 727's existing technology and tail-mounted engine configuration, while the latter was a twin-engine aircraft which made use of new materials and improvements to propulsion technology which had become available in the civil aerospace industry.


title: Boeing 757

text: United Airlines provided input for the proposed 727-300, which Boeing was poised to launch in late 1975, but lost interest after examining development studies for the 7N7. Although the was offered to Braniff International Airways and other carriers, customer interest remained insufficient for further development. Instead, airlines were drawn to the high-bypass-ratio turbofan engines, new flight deck technologies, lower weight, improved aerodynamics, and reduced operating cost promised by the 7N7. These features were also included in a parallel development effort for a new mid-size wide-body airliner, code-named 7X7, which became the 767. Work on both proposals accelerated as a result of the airline industry upturn in the late 1970s.


title: Boeing 757

text: By 1978, development studies focused on two variants: a with seating for 160, and a with room for over 180 seats. New features included a redesigned wing, under-wing engines, and lighter materials, while the forward fuselage, cockpit layout, and T-tail configuration were retained from the 727. Boeing planned for the aircraft to offer the lowest fuel burn per passenger-kilometer of any narrow-body airliner. On August 31, 1978, Eastern Air Lines and British Airways became the first carriers to publicly commit to the 7N7 when they announced launch orders totaling 40 aircraft for the version. These orders were signed in March 1979, when Boeing officially designated the aircraft as the 757. The shorter did not receive any orders and was dropped; 737s later fulfilled its envisioned role.


title: Boeing 757

text: The 757 was intended to be more capable and more efficient than the preceding 727. The focus on fuel efficiency reflected airline concerns over operating costs, which had grown amid rising oil prices during the Yom Kippur War of 1973. Design targets included a 20 percent reduction in fuel consumption from new engines, plus 10 percent from aerodynamic improvements, versus preceding aircraft. Lighter materials and new wings were also expected to improve efficiency. The maximum take-off weight (MTOW) was set at , which was more than the 727. The 757's higher thrust-to-weight ratio allowed it to take off from short runways and serve airports in hot and high conditions with higher ambient temperatures and thinner air, offering better takeoff performance than that offered by competing aircraft. Competitors needed longer takeoff runs for these hot and high conditions. Boeing also offered options for higher payload capability.


title: Boeing 757

text: The twin-engine configuration was chosen for greater fuel efficiency versus three- and four-engine designs. Launch customers Eastern Air Lines and British Airways selected the turbofan built by Rolls-Royce, which was capable of of thrust. This marked the first time that a Boeing airliner was launched with engines produced outside the U.S. Domestic manufacturer Pratt & Whitney subsequently offered the thrust PW2037, which Delta Air Lines launched with an order for 60 aircraft in November 1980. General Electric also offered its engine early in the program, but eventually abandoned its involvement due to insufficient demand.


title: Boeing 757

text: As development progressed, the 757 increasingly departed from its 727 origins and adopted elements from the 767, which was several months ahead in development. To reduce risk and cost, Boeing combined design work on both twinjets, resulting in shared features such as interior fittings and handling characteristics. Computer-aided design, first applied on the 767, was used for over one-third of the 757's design drawings. In early 1979, a common two-crew member glass cockpit was adopted for the two aircraft, including shared instrumentation, avionics, and flight management systems. In October 1979 the nose was widened and dropped to reduce aerodynamic noise by six dB, to improve the flight deck view and to give more working area for the crew for greater commonality with the 767. Cathode-ray tube (CRT) color displays replaced conventional electromechanical instruments, with increased automation eliminating the flight engineer position common to three-person cockpits. After completing a short conversion course, pilots rated on the 757 could be qualified to fly the 767 and vice versa, owing to their design similarities.


title: Boeing 757

text: A new aft-loaded shape which produced lift across most of the upper wing surface, instead of a narrow band as in previous airfoil designs, was used for the 757's wings. The more efficient wings had less drag and greater fuel capacity, and were similar in configuration to those on the 767. A wider wingspan than the 727's produced less lift-induced drag, while larger wing roots increased undercarriage storage space and provided room for future stretched versions of the aircraft.


title: Boeing 757

text: One of the last 727 vestiges, the T-tail, was dropped in mid-1979 in favor of a conventional tail. This avoided the risk of an aerodynamic condition known as a deep stall, and allowed for more passengers to be carried in a less tapered rear fuselage. At in length, the was longer than the , and with a greater proportion of its internal volume devoted to cabin space, seating was available for 239 passengers, or 50 more than its predecessor. The fuselage cross-section, whose upper lobe was common to the 707 and 737, was the only major structural feature to be retained from the 727. This was mainly to reduce drag, and while a wider fuselage had been considered, Boeing's market research found low cargo capacity needs and reduced passenger preference for wide-body aircraft on short-haul routes.


title: Boeing 757

text: Boeing built a final assembly line in Washington at its Renton factory, home of 707, 727, and 737 production, to produce the 757. Early in the development program, Boeing, British Airways, and Rolls-Royce unsuccessfully lobbied the British aircraft industry to manufacture 757 wings. Ultimately, about half of the aircraft's components, including the wings, nose section, and empennage, were produced in-house at Boeing facilities with the remainder subcontracted to primarily U.S.-based companies. Fairchild Aircraft made the leading edge slats, Grumman supplied the flaps, and Rockwell International produced the main fuselage. Production ramp-up for the new narrow-body airliner coincided with the winding-down of the 727 program, and final assembly of the first aircraft began in January 1981.


title: Boeing 757

text: The prototype 757 rolled out of the Renton factory on January 13, 1982. The aircraft, equipped with engines, completed its maiden flight one week ahead of schedule on February 19, 1982. The first flight was affected by an engine stall, following indications of low oil pressure. After checking system diagnostics, company test pilot John Armstrong and co-pilot Lew Wallick were able to restart the affected engine, and the flight proceeded normally thereafter. Subsequently, the 757 embarked on a seven-day weekly flight test schedule. By this time, the aircraft had received 136 orders from seven carriers, namely Air Florida, American Airlines, British Airways, Delta Air Lines, Eastern Air Lines, Monarch Airlines, and Transbrasil.


title: Boeing 757

text: The seven-month 757 flight test program used the first five aircraft built. Tasks included flight systems and propulsion tests, hot and cold weather trials, and route-proving flights. Data from the 767 program helped expedite the process. After design issues were identified, the 757's exit doors received dual-spring mechanisms for easier operation, and the fuselage was strengthened for greater bird strike resistance. The production aircraft was lighter than originally specified, and recorded a three percent better-than-expected rate of fuel burn. This resulted in a range increase of , and prompted Boeing to tout the aircraft's fuel efficiency characteristics. After 1,380 flight test hours, the RB211-powered 757 received U.S. Federal Aviation Administration (FAA) certification on December 21, 1982, followed by UK Civil Aviation Authority (CAA) certification on January 14, 1983. The first delivery to launch customer Eastern Air Lines occurred on December 22, 1982, about four months after the first 767 deliveries. The first 757 with PW2037 engines rolled out about one year later, and was delivered to Delta Air Lines on November 5, 1984.


title: Boeing 757

text: Eastern Air Lines operated the first commercial 757 flight on January 1, 1983, on the Atlanta-to-Tampa route. On February 9, 1983, British Airways began using the aircraft for London-to-Belfast shuttle services, where it replaced Hawker Siddeley Trident 3B trijets. Charter carriers Monarch Airlines and Air Europe also began 757 operations later that year. Early operators noted improved reliability and quieter performance compared with previous jetliners. Transition courses eased pilots' introduction to the new CRT-based cockpit, and no major technical issues arose. Eastern Air Lines, the first 727 operator to take delivery of 757s, confirmed that the aircraft had greater payload capability than its predecessor, along with lower operating costs through improved fuel burn and the use of a two-crew member flight deck. Compared with the 707 and 727, the new twinjet consumed 42 and 40 percent less fuel per seat, respectively, on typical medium-haul flights.


title: Boeing 757

text: Despite the successful debut, 757 sales remained stagnant for most of the 1980s, a consequence of declining fuel prices and a shift to smaller aircraft in the post-deregulation U.S. market. Although no direct competitor existed, 150-seat narrow-bodies such as the McDonnell Douglas MD-80 were less expensive and carried nearly as many passengers as some airlines' 757s. A three-year sales drought abated in November 1983 when Northwest Airlines placed orders for 20 aircraft, which averted a costly production rate decrease. In December 1985, a freighter model, the , was announced following a launch order for 20 aircraft from UPS Airlines, and in February 1986, a freighter-passenger combi model, the , was launched with an order for one aircraft from Royal Nepal Airlines. The freighter model included a main deck cargo hold and entered service with UPS in September 1987. The combi model could carry both cargo and passengers on its main deck and entered service with Royal Nepal Airlines in September 1988.


title: Boeing 757

text: In the late 1980s, increasing airline hub congestion and the onset of U.S. airport noise regulations fueled a turnaround in 757 sales. From 1988 to 1989, airlines placed 322 orders, including a combined 160 orders from American Airlines and United Airlines. By this time, the 757 had become commonplace on short-haul domestic flights and transcontinental services in the U.S., and had replaced aging 707s, 727s, Douglas DC-8s, and McDonnell Douglas DC-9s. The maximum range of , which was over one-and-a-half times the 727's, allowed airlines to use the aircraft on longer nonstop routes. The 757 was also flown out of airports with stringent noise regulations, such as John Wayne Airport in Orange County, California, and airports with aircraft size restrictions, such as Washington National Airport near downtown Washington, D.C. The largest U.S. operators, Delta Air Lines and American Airlines, would ultimately operate fleets of over 100 aircraft each.


title: Boeing 757

text: In Europe, British Airways, Iberia, and Icelandair were the 757's largest mainline customers, while other carriers such as Lufthansa rejected the type as too large for their narrow-body aircraft needs. Many European charter airlines, including Air 2000, Air Holland, and LTU International, also acquired the twinjet for holiday and tour package flights in the late 1980s. In Asia, where even larger aircraft were commonly preferred because of greater passenger volumes, the 757 found fewer orders. A 1982 sales demonstration was unable to attract a purchase from potential customer Japan Airlines, and the first Asian customer, Singapore Airlines, sold its four 757s in 1989 in favor of standardizing on the 240-seat wide-body Airbus A310, just five years after debuting the type on Indonesian and Malaysian routes. The 757 fared better in China, where following an initial purchase by the CAAC Airlines in 1987, orders grew to 59 aircraft, making it the largest Asian market. Operators such as China Southern, China Southwest, Shanghai Airlines, Xiamen Airlines, and Xinjiang Airlines used the 757 on medium length domestic routes.


title: Boeing 757

text: In 1986, the FAA approved RB211-powered 757s for extended-range twin-engine operational performance standards (ETOPS) operations over the North Atlantic, following precedents set by the 767. Under ETOPS regulations, a set of safety standards governing twinjet flights over oceans and other areas without nearby suitable landing sites, airlines began using the aircraft for mid-range intercontinental routes. Although the 757 was not originally intended for transoceanic flights, regulators based their decision on its reliable performance record on extended transcontinental U.S. services. ETOPS certification for 757s equipped with PW2000 series engines was granted in 1992.


title: Boeing 757

text: In the early 1990s, the FAA and other U.S. government agencies, including the National Aeronautics and Space Administration (NASA) and the National Transportation Safety Board (NTSB), began studying the 757's wake turbulence characteristics. This followed several incidents, including two fatal crashes, in which small private aircraft experienced loss of control when flying close behind the twinjet. Smaller airliners had also suffered unexpected rolling movements when flying behind 757s. Investigators focused on the aircraft's aft-loaded wing design, which at certain points during takeoff or landing could produce wingtip vortices that were stronger than those emanating from larger 767s and 747s. Other tests were inconclusive, leading to debate among government agencies, and in 1994 and 1996 the FAA updated air traffic control regulations to require greater separation behind the 757 than other large-category jets. The 757 became the only sub- airliner to be classified as a "heavy" jet, alongside wide-body aircraft, under FAA separation rules.


title: Boeing 757

text: Production of the 757 peaked at an annual rate of 100 aircraft in the early 1990s, during which time upgraded models came under consideration. For over a decade, the narrow-body twinjet had been its manufacturer's only single-aisle airliner without a stretched variant, and while rumors of a long-range and stretched persisted, no formal announcements had been made. European charter carriers were particularly interested in a higher-capacity version which could take better advantage of the 757's range. Besides meeting the needs of charter customers, a larger model would enable Boeing to match the passenger lift capabilities of the with lower operating costs, and counter longer-range versions of the 185-seat Airbus A321, a new stretched variant of the A320 narrow-body airliner.


title: Boeing 757

text: In September 1996, following a launch order for 12 aircraft from charter carrier Condor, Boeing announced the stretched at the Farnborough Airshow. The new model was a stretch of the , resulting in room for 50 more passengers and nearly 50 percent more cargo. The type's design phase was intended to be the shortest in its manufacturer's history, with 27 months from launch to certification. Due to development and cost concerns, radical upgrades such as a Next Generation 737-style advanced cockpit were not implemented. Instead, the stretched derivative received upgraded engines, enhanced avionics, and a redesigned interior. The first rolled out on May 31, 1998, and completed its maiden flight on August 2, 1998. Following regulatory certification in January 1999, the type entered service with Condor on March 19, 1999.


title: Boeing 757

text: The 757-300 was also ordered by American Trans Air, Arkia Israel Airlines, Continental Airlines, Icelandair, and Northwest Airlines. Sales for the type remained slow, and ultimately totaled 55 aircraft. Boeing had targeted the as a potential replacement for two of its largest customers, American Airlines and United Airlines, but neither were in a financial position to commit to new aircraft. Overtures to other charter airlines also did not result in further orders. By November 1999, faced with diminishing sales and a reduced backlog despite the launch of the , Boeing began studying a decrease in 757 production rates.


title: Boeing 757

text: While the 757 program had been financially successful, declining sales in the early 2000s threatened its continued viability. Airlines were again gravitating toward smaller aircraft, now mainly the 737 and A320, because of their reduced financial risk. An airline industry downturn and the large number of relatively young 757s already in service also reduced customer demand. In 2000, spurred by interest from Air 2000 and Continental Airlines, Boeing reexamined the possibility of building a longer-range . The proposed derivative would have featured auxiliary fuel tanks, plus wing and landing gear upgrades from the , resulting in a higher MTOW and a potential range increase to over . However, the proposal failed to garner any orders. In March 2001, Boeing delivered the first , a second-hand converted for freighter use, to DHL Aviation. The marked the manufacturer's first foray into passenger-to-freighter conversions.


title: Boeing 757

text: Customer interest in new 757s continued to decline, and in 2003, a renewed sales campaign centered on the and yielded only five new orders. In October 2003, following Continental Airlines' decision to switch its remaining orders to the , Boeing announced the end of 757 production. The 1,050th and last example, a built for Shanghai Airlines, rolled off the production line at the Renton factory on October 28, 2004, and was delivered on November 28, 2005, after several months of storage. With the conclusion of the 757 program, Boeing consolidated 737 assembly at its Renton factory, downsizing its facilities by 40 percent and shifting staff to different locations.


title: Boeing 757

text: Since the end of production, most 757s have remained in service, mainly in the U.S. From 2004 to 2008, the average fuel cost for typical mid-range U.S. domestic 757 flights tripled, putting pressure on airlines to improve the fuel efficiency of their fleets. In May 2005, the FAA granted regulatory approval for manufacturer-sanctioned blended winglets from Aviation Partners Incorporated as a retrofit on the . The winglets improve fuel efficiency by five percent and increase range by through the reduction of lift-induced drag. Continental Airlines was the first carrier to order winglets for the , and in February 2009 became the first operator of with winglets.


title: Boeing 757

text: Prior to the United-Continental merger in 2010, the 757 remained the only narrow-body aircraft in use by the large fleets of all three U.S. legacy carriers: American Airlines, Delta Air Lines and United Airlines. During this period, the 757's capacity and range capabilities have remained largely unequaled among narrow-body airliners; when selecting replacement aircraft, airlines have had to either downsize to smaller single-aisle aircraft in production with fewer seats and less range such as the and A321, or upsize to the larger, longer-range 787 Dreamliner and wide-body jets. The Tupolev Tu-204, a narrow-body twinjet introduced in 1989 with a design similar to the 757's, is offered in a 200-seat version, which has seen limited production for mainly Russian customers. Within Boeing, the 215-seat, range 737-900ER has been regarded as the closest aircraft in production to the 757-200.


title: Boeing 757

text: In February 2015, Boeing marketing Vice President Randy Tinseth stated that re-engining the 757 had been studied but there was no business case to support it. At the March 2015 ISTAT conference, Air Lease Corporation's Steven Udvar-Hazy predicted the 757 replacement would be a more capable, clean-sheet 767-like twin-aisle airplane capable of taking off from runways like New York LaGuardia, and Tinseth was focused on 20% more range and more capacity than the 757-200.


title: Boeing 757

text: In May 2020, due to the ongoing 737 MAX issues and the economic crisis caused by the COVID-19 pandemic, Boeing set aside the clean-sheet design for the New Midsize Airplane (NMA) and began to look into a re-engined 757, dubbed the 757-Plus, which would compete with the Airbus A321XLR. The 757-Plus would need new engines, better efficiency, greater range, and more passenger capacity in order to satisfy the market that the NMA would have filled.


title: Boeing 757

text: The 757 is a low-wing cantilever monoplane with a conventional tail unit featuring a single fin and rudder. Each wing features a supercritical cross-section and is equipped with five-panel leading edge slats, single- and double-slotted flaps, an outboard aileron, and six spoilers. The wings are largely identical across all 757 variants, swept at 25 degrees, and optimized for a cruising speed of Mach 0.8 (). The reduced wing sweep eliminates the need for inboard ailerons, yet incurs little drag penalty on short and medium length routes, during which most of the flight is spent climbing or descending. The airframe further incorporates carbon-fiber reinforced plastic wing surfaces, Kevlar fairings and access panels, plus improved aluminum alloys, which together reduce overall weight by .


title: Boeing 757

text: To distribute the aircraft's weight on the ground, the 757 has a retractable tricycle landing gear with four wheels on each main gear and two for the nose gear. The landing gear was purposely designed to be taller than the company's previous narrow-body aircraft to provide ground clearance for stretched models. In 1982, the became the first subsonic jetliner to offer longer lasting carbon brakes as a factory option, supplied by Dunlop. The stretched features a retractable tailskid on its aft fuselage to prevent damage if the tail section contacts the runway surface during takeoff.


title: Boeing 757

text: Besides common avionics and computer systems, the 757 shares its auxiliary power unit, electric power systems, flight deck, and hydraulic parts with the 767. Through operational commonality, 757 pilots can obtain a common type rating to fly the 767 and share the same seniority roster with pilots of either aircraft. This reduces costs for airlines that operate both twinjets.


title: Boeing 757

text: The 757's flight deck uses six Rockwell Collins CRT screens to display flight instrumentation, as well as an electronic flight instrument system (EFIS) and an engine indication and crew alerting system (EICAS). These systems allow the pilots to handle monitoring tasks previously performed by the flight engineer. An enhanced flight management system, improved over versions used on early 747s, automates navigation and other functions, while an automatic landing system facilitates CAT IIIb instrument landings in low visibility conditions. The inertial reference system (IRS) which debuted with the was the first to feature laser-light gyros. On the , the upgraded flight deck features a Honeywell Pegasus flight management computer, enhanced EICAS, and updated software systems.


title: Boeing 757

text: To accommodate the same flight deck design as the 767, the 757 has a more rounded nose section than previous narrow-body aircraft. The resulting space has unobstructed panel visibility and room for an observer seat. Similar pilot viewing angles as the 767 result from a downward sloped cockpit floor and the same forward cockpit windows.


title: Boeing 757

text: Three independent hydraulic systems are installed on the 757, one powered by each engine, and the third using electric pumps. A ram air turbine is fitted to provide power for essential controls in the event of an emergency. A basic form of fly-by-wire facilitates spoiler operation, utilizing electric signaling instead of traditional control cables. The fly-by-wire system, shared with the 767, reduces weight and provides for the independent operation of individual spoilers. When equipped for extended-range operations, the 757 features a backup hydraulic motor generator and an additional cooling fan in the aircraft's electronics bay.


title: Boeing 757

text: The 757 interior allows seat arrangements of up to six per row with a single center aisle. Originally optimized for flights averaging two hours, the 757 features interior lighting and cabin architecture designs aimed at a more spacious impression. As on the 767, garment-bag-length overhead bins and a rear economy-class galley are standard equipment. The bins have twice the capacity as those on the preceding 727. To save weight, honeycomb sandwich is used for interior paneling and bins. Unlike previous evacuation slide designs which are not equipped for water landings, the 757's main exits feature combination slide rafts similar to those found on the 747. In the 1980s, Boeing altered the interior designs of its other narrow-body aircraft to be similar to that of the 757.


title: Boeing 757

text: In 1998, the 757-300 debuted a redesigned interior derived from the Next Generation 737 and 777, including sculptured ceiling panels, indirect lighting, and larger overhead bins with an optional continuous handrail built into their base for the entire cabin length. Centerline storage containers mounted in the aisle ceiling for additional escape rafts and other emergency equipment were also added. The 757-300's interior later became an option on all new . In 2000, with wheeled carry-on baggage becoming more popular, Delta Air Lines began installing overhead bin extensions on their to provide additional storage space, and American Airlines did the same in 2001. The larger bins are part of aftermarket interior upgrades which include updated ceiling panels and lighting.


title: Boeing 757

text: The 757 was produced in standard and stretched lengths. The original 757-200 debuted as a passenger model, and was subsequently developed into the 757-200PF and 757-200SF cargo models, as well as the convertible 757-200M variant. The stretched 757-300 was only available as a passenger model. When referring to different versions, Boeing, and airlines are known to collapse the model number (757) and the variant designator (e.g. or ) into a truncated form (e.g. "752" or "753"). The International Civil Aviation Organization (ICAO) classifies all variants based on the under the code "B752", and the is referred to as "B753" for air traffic control purposes.


title: Boeing 757

text: The 757-200, the original version of the aircraft, entered service with Eastern Air Lines in 1983. The type was produced with two different exit configurations, both with three standard cabin doors per side: the baseline version has a fourth, smaller cabin door on each side aft of the wings, and is certified for a maximum capacity of 239, while the alternate version has a pair of over-the-wing emergency exits on each side, and can seat a maximum of 224. The 757-200 was offered with a MTOW of up to ; some airlines and publications have referred to higher gross weight versions with ETOPS certification as "757-200ERs", but this designation is not used by the manufacturer. Similarly, versions with winglets are sometimes called "757-200W" or "757-200WL". The first engine to power the 757-200, the Rolls Royce RB211-535C, was succeeded by the upgraded RB211-535E4 in October 1984. Other engines used include the Rolls Royce RB211-535E4B, along with the Pratt & Whitney PW2037 and PW2040. Its range with full payload is .


title: Boeing 757

text: Although designed for short and medium length routes, the 757-200 has since been used in a variety of roles ranging from high-frequency shuttle services to transatlantic routes. In 1992, after gaining ETOPS approval, American Trans Air launched 757-200 transpacific services between Tucson and Honolulu. Since the turn of the century, mainline U.S. carriers have increasingly deployed the type on transatlantic routes to Europe, and particularly to smaller cities where passenger volumes are insufficient for wide-body aircraft. Production for the 757-200 totaled 913 aircraft, making the type by far the most popular 757 model. At over , , the longest commercial route served by a 757 is United Airlines' Newark to Berlin flight; the aircraft assigned to this route cannot fly with full payload. United's 757s assigned to transatlantic routes are fitted with 169 seats. In July 2018, 611 of the 757-200 versions were in service.


title: Boeing 757

text: The 757-200PF, the production cargo version of the 757-200, entered service with UPS Airlines in 1987. Targeted at the overnight package delivery market, the freighter can carry up to 15 ULD containers or pallets on its main deck, for a volume of up to , while its two lower holds can carry up to of bulk cargo. The maximum revenue payload capability is including container weight. The 757-200PF is specified with a MTOW of for maximal range performance; when fully loaded, the aircraft can fly up to . Because the freighter does not carry any passengers, it can operate transatlantic flights free of ETOPS restrictions. Power is provided by RB211-535E4B engines from Rolls-Royce, or PW2037 and PW2040 engines from Pratt & Whitney.


title: Boeing 757

text: The freighter features a large, upward-opening main deck cargo door on its forward port-side fuselage. Next to this large cargo door is an exit door used by the pilots. All other emergency exits are omitted, and cabin windows and passenger amenities are not available. The main-deck cargo hold has a smooth fiberglass lining, and a fixed rigid barrier with a sliding access door serves as a restraint wall next to the flight deck. Both lower holds can be equipped with a telescoping baggage system to load custom-fitted cargo modules. When equipped for extended-range transatlantic operations, UPS's 757-200PFs feature an upgraded auxiliary power unit, additional cargo bay fire suppression equipment, enhanced avionics, and an optional supplemental fuel tank in the aft lower hold. Total production for the 757-200PF totaled 80 aircraft.


title: Boeing 757

text: The 757-200M, a convertible version capable of carrying cargo and passengers on its main deck, entered service with Royal Nepal Airlines in 1988. Also known as the 757-200 Combi, the type retains the passenger windows and cabin doors of the 757-200, while adding a forward port-side cargo door in the manner of the 757-200PF. Kathmandu-based Royal Nepal Airlines, later renamed Nepal Airlines, included the convertible model as part of an order for two 757s in 1986.


title: Boeing 757

text: Nepal Airlines ordered the 757-200M to fulfill a requirement for an aircraft that could carry mixed passenger and freight loads, and operate out of Tribhuvan International Airport, with its elevation, in the foothills of the Himalayas. Patterned after convertible variants of the 737 and 747, the 757-200M can carry two to four cargo pallets on its main deck, along with 123 to 148 passengers in the remaining cabin space. Nepal Airlines' 757-200M, which features Rolls-Royce RB211-535E4 engines and an increased MTOW of , was the only production example ordered.


title: Boeing 757

text: In October 2010, Pemco World Air Services and Precision Conversions launched aftermarket conversion programs to modify 757-200s into 757 Combi aircraft. Vision Technologies Systems launched a similar program in December 2011. All three aftermarket conversions modify the forward portion of the aircraft to provide room for up to ten cargo pallets, while leaving the remaining space to fit around 45 to 58 passenger seats. This configuration is targeted at commercial charter flights which transport heavy equipment and personnel simultaneously. Customers for converted 757 Combi aircraft include the Air Transport Services Group, National Airlines, and North American Airlines.


title: Boeing 757

text: In 2018, Nepal Airlines retired their sole Boeing 757-200M. They tried to sell it for a price of $7 million, then $5.4 million, then $4.2 million. The deal fell through and Nepal Airlines planned to keep it in service to maintain its value.


title: Boeing 757

text: The 757-200SF is a passenger to freighter conversion developed by Boeing following an order for 34 aircraft plus 10 options by DHL. It entered service in 2001 with the initial ex-British Airways aircraft converted at Boeing's Wichita site and subsequent blocks of aircraft converted by Israel Aerospace Industries and ST Aerospace Services. Modifications included the removal of passenger amenities, main deck structural reinforcement, addition of cargo handling flooring and the installation of a 757-200PF port-side cargo door in the forward fuselage. The forward two entry doors and lobby area of the passenger aircraft are retained resulting in a main deck cargo capacity of 14 full sized pallets and one smaller LD3. Environmental controls can be fitted for animal cargo such as racehorses, and rear exits and window pairs are retained on some aircraft to facilitate animal handlers.ST Aerospace continue to offer 14, 14.5 and 15 Unit load device variants of the SF in 2020.


title: Boeing 757

text: In September 2006, FedEx Express announced a US$2.6 billion plan to acquire over 80 converted 757 freighters to replace its 727 fleet citing a 25% reduction in operating cost along with noise benefits.


title: Boeing 757

text: The 757-200PCF is a passenger to freighter conversion, developed by Precision Conversions and certificated in 2005. Reported in 2019 to cost $5 million per aircraft and similar to the SF it has 15 pallet positions. External differences include the removal of the forward passenger style doors and their replacement with a -200PF style small crew door. Internally the main cargo door is not integrated with the base aircraft hydraulic and warning systems and instead operates from a self-contained hydraulic system though powered by the aircraft electrics. By early 2020 a total of 120 757-200PCFs had been delivered.


title: Boeing 757

text: The 757-300, the stretched version of the aircraft, entered service with Condor in 1999. With a length of , the type is the longest single-aisle twinjet ever built, while being shorter than the DC-8-61/63. Designed to serve the charter airline market and provide a low-cost replacement for the 767-200, the 757-300 shares the basic design of the original 757, while extending the fuselage forward and aft of the wings. Six standard cabin doors, two smaller cabin doors behind the wings, plus a pair of over-the-wing emergency exits on each side, enable the 757-300 to have a maximum certified capacity of 295 passengers. A higher MTOW of is specified, while fuel capacity remains unchanged; as a result, the stretched variant offers a maximum range of . Engines used on the type include the RB211-535E4B from Rolls-Royce and the PW2043 from Pratt & Whitney. Due to its greater length, the 757-300 features a retractable tailskid on its aft fuselage to avoid tailstrikes.


title: Boeing 757

text: Condor ordered the stretched 757 to replace its McDonnell Douglas DC-10s and serve as low-cost, high-density transportation to holiday destinations such as the Canary Islands. Because tests showed that boarding the 757-300 could take up to eight minutes longer than the 757-200, Boeing and Condor developed zone-based boarding procedures to expedite loading and unloading times for the lengthened aircraft. The 757-300 has been operated by mainline carriers Continental Airlines (now part of United Airlines), Northwest Airlines (now part of Delta Air Lines), and Icelandair; other operators have included American Trans Air (the first North American operator), Arkia Israel Airlines, along with charter carriers Condor and Thomas Cook Airlines as of 2014. Production for the 757-300 totaled 55 aircraft. All 55 were in service in July 2018.


title: Boeing 757

text: Government, military, and private customers have acquired the 757 for uses ranging from aeronautical testing and research to cargo and VIP transport. The 757-200, the most widely ordered version of the aircraft, has formed the basis for these applications. The first government operator of the 757 was the Mexican Air Force, which took delivery of a VIP-configured 757-200 in November 1987.


title: Boeing 757

text: The largest 757 operators are Delta Air Lines, FedEx Express and United Airlines; Delta Air Lines is the largest overall, with a 757 fleet of 127 aircraft . American Airlines' 757 fleet of 142 aircraft was the largest until 2007, when the carrier retired Pratt & Whitney PW2000-powered models originating from its TWA acquisition to have an all Rolls-Royce RB211-powered 757 fleet. Delta subsequently acquired 17 former TWA/American Airlines 757s, and in October 2008, gained 45 more 757s from its acquisition of Northwest Airlines.


title: Boeing 757

text: The cargo carrier with the most 757s is FedEx Express, which operated a 757-200F fleet of 111 aircraft in July 2018. UPS Airlines operate a further 75 of the type, with DHL Aviation and its affiliated companies, DHL Air UK, DHL Latin America, European Air Transport Leipzig, and Blue Dart Aviation, combined operating 35 cargo 757s of various types in 2018.


title: Boeing 757

text: Joint launch customer British Airways operated the 757-200 for 27 years before retiring the type in November 2010. To celebrate the fleet's retirement, the airline unveiled one of its last three 757-200s in a retro style livery on October 4, 2010, matching the color scheme that it introduced the aircraft into service with in 1983. Subsequently, the type remained in operation with the company's subsidiary, OpenSkies.


title: Boeing 757

text: Over the duration of the program, 1,050 Boeing 757s were built with 1,049 aircraft delivered. The prototype 757 remained with the manufacturer for testing purposes. In August 2020, a total of 642 Boeing 757 aircraft of all variants were in commercial service with operators Delta Air Lines (127), FedEx Express (107), UPS Airlines (75), United Airlines (72), Icelandair (27) and others with fewer aircraft of the type.


title: Boeing 757

text: , the 757 has been involved in 40 aviation occurrences, including 12 hull-loss accidents. Nine incidents and 12 hijackings have resulted in a total of 575 occupant fatalities. The first fatal event involving the aircraft occurred on October 2, 1990, when a hijacked Xiamen Airlines 737 collided with a China Southern Airlines 757 on the runways of Guangzhou Baiyun International Airport, China, killing 46 of the 122 people on board. Two 757-200s were hijacked on September 11, 2001 during a coordinated terrorist attack in the United States; hijackers crashed American Airlines Flight 77 into the Pentagon in Arlington, Virginia, killing all 64 on board and 125 on the ground, and United Airlines Flight 93 was also hijacked, and crashed near Shanksville, Pennsylvania, killing all 44 on board.


title: Boeing 757

text: Accidents involving pilot error include American Airlines Flight 965, which crashed into a mountain in Buga, Colombia, on December 20, 1995, killing 151 passengers and eight crew members with four survivors, and the mid-air collision of DHL Flight 611 near Überlingen, Baden-Württemberg, Germany, on July 1, 2002, with the loss of the two people on board plus 69 on a Bashkirian Airlines Tupolev Tu-154. The American Airlines Flight 965 crash was blamed on navigational errors by the crew, while the collision of DHL Flight 611 involved air traffic control errors, but was mainly blamed on the Tupolev's crew not following a TCAS resolution advisory. Accidents attributed to spatial disorientation due to improperly maintained instruments include Birgenair Flight 301 on February 6, 1996, which crashed into the ocean near Puerto Plata, Dominican Republic, with the loss of all 189 passengers and crew, and Aeroperú Flight 603 on October 2, 1996, which crashed into the ocean off the coast of Pasamayo, Peru, with the loss of all 70 on board. In the Birgenair accident, investigators found that the aircraft had been stored without the necessary covers for its pitot tube sensors, thus allowing insects and debris to collect within, while in the Aeroperú accident, protective tape covering static vent sensors had not been removed.


title: Boeing 757

text: Two private aircraft crashes were blamed on wake turbulence emanating from 757s. On December 18, 1992, a Cessna Citation crashed near Billings Logan International Airport in Montana, killing all six aboard, and on December 15, 1993, an IAI Westwind crashed near John Wayne Airport in California, killing all five aboard. Both airplanes had been flying less than behind a 757. The FAA subsequently increased the required separation between small aircraft and 757s from to .


title: Boeing 757

text: On September 14, 1999, Britannia Airways Flight 226A crash landed near Girona-Costa Brava Airport, Spain, during a thunderstorm; the 757's fuselage broke into several pieces. The 245 occupants evacuated successfully, with 40 requiring hospital treatment. On October 25, 2010, American Airlines Flight 1640, a 757 flying between Miami and Boston, safely returned to Miami after suffering the loss of a fuselage section at an altitude of approximately . After investigating the incident, the FAA ordered all 757 operators in the U.S. to regularly inspect upper fuselage sections of their aircraft for structural fatigue.


title: Boeing 757

text: On April 7, 2022, a DHL Boeing 757 aircraft operating Flight 7216 crash landed at San Jose, Costa Rica after attempting an emergency landing due to a hydraulic failure. Both crew members survived without injuries, the incident is under investigation.


title: Boeing 757

text: A Delta Air Lines 757-200, registered as N608DA, is on display at the Delta Flight Museum in Atlanta, Georgia. The aircraft was the sixty-fourth example built. Prior to being moved to its permanent location, the aircraft was repainted into Delta's 'Widget' livery, the livery it wore when it was originally delivered; it is now on static display at the museum entrance.


title: Floppy disk

text: A floppy disk or floppy diskette (casually referred to as a floppy, or a diskette) is an obsolescent type of disk storage composed of a thin and flexible disk of a magnetic storage medium in a square or nearly square plastic enclosure lined with a fabric that removes dust particles from the spinning disk. Floppy disks store digital data which can be read and written when the disk is inserted into a floppy disk drive (FDD) connected to or inside a computer or other device.


title: Floppy disk

text: The first floppy disks, invented and made by IBM, had a disk diameter of . Subsequently, the 5¼-inch and then the 3½-inch became a ubiquitous form of data storage and transfer into the first years of the 21st century. 3½-inch floppy disks can still be used with an external USB floppy disk drive. USB drives for 5¼-inch, 8-inch, and other-size floppy disks are rare to non-existent. Some individuals and organizations continue to use older equipment to read or transfer data from floppy disks.


title: Floppy disk

text: Floppy disks were so common in late 20th-century culture that many electronic and software programs continue to use save icons that look like floppy disks well into the 21st century. While floppy disk drives still have some limited uses, especially with legacy industrial computer equipment, they have been superseded by data storage methods with much greater data storage capacity and data transfer speed, such as USB flash drives, memory cards, optical discs, and storage available through local computer networks and cloud storage.


title: Floppy disk

text: The first commercial floppy disks, developed in the late 1960s, were in diameter; they became commercially available in 1971 as a component of IBM products and both drives and disks were then sold separately starting in 1972 by Memorex and others. These disks and associated drives were produced and improved upon by IBM and other companies such as Memorex, Shugart Associates, and Burroughs Corporation. The term "floppy disk" appeared in print as early as 1970, and although IBM announced its first media as the "Type 1 Diskette" in 1973, the industry continued to use the terms "floppy disk" or "floppy".


title: Floppy disk

text: In 1976, Shugart Associates introduced the 5¼-inch FDD. By 1978, there were more than ten manufacturers producing such FDDs. There were competing floppy disk formats, with hard- and soft-sector versions and encoding schemes such as differential Manchester encoding (DM), modified frequency modulation (MFM), MFM and group coded recording (GCR). The 5¼-inch format displaced the 8-inch one for most uses, and the hard-sectored disk format disappeared. The most common capacity of the 5¼-inch format in DOS-based PCs was 360 KB, for the Double-Sided Double-Density (DSDD) format using MFM encoding. In 1984, IBM introduced with its PC/AT the 1.2 MB dual-sided 5¼-inch floppy disk, but it never became very popular. IBM started using the 720 KB double density 3½-inch microfloppy disk on its Convertible laptop computer in 1986 and the 1.44 MB high-density version with the IBM Personal System/2 (PS/2) line in 1987. These disk drives could be added to older PC models. In 1988, Y-E Data introduced a drive for 2.88 MB Double-Sided Extended-Density (DSED) diskettes which was used by IBM in its top-of-the-line PS/2 and some RS/6000 models and in the second-generation NeXTcube and NeXTstation; however, this format had limited market success due to lack of standards and movement to 1.44 MB drives.


title: Floppy disk

text: Throughout the early 1980s, limits of the 5¼-inch format became clear. Originally designed to be more practical than the 8-inch format, it was becoming considered too large; as the quality of recording media grew, data could be stored in a smaller area. Several solutions were developed, with drives at 2-, 2½-, 3-, 3¼-, 3½- and 4-inches (and Sony's disk) offered by various companies. They all had several advantages over the old format, including a rigid case with a sliding metal (or later, sometimes plastic) shutter over the head slot, which helped protect the delicate magnetic medium from dust and damage, and a sliding write protection tab, which was far more convenient than the adhesive tabs used with earlier disks. The large market share of the well-established 5¼-inch format made it difficult for these diverse mutually-incompatible new formats to gain significant market share. A variant on the Sony design, introduced in 1982 by many manufacturers, was then rapidly adopted. By 1988, the 3½-inch was outselling the 5¼-inch.


title: Floppy disk

text: Generally, the term floppy disk persisted, even though later style floppy disks have a rigid case around an internal floppy disk.


title: Floppy disk

text: By the end of the 1980s, 5¼-inch disks had been superseded by 3½-inch disks. During this time, PCs frequently came equipped with drives of both sizes. By the mid-1990s, 5¼-inch drives had virtually disappeared, as the 3½-inch disk became the predominant floppy disk. The advantages of the 3½-inch disk were its higher capacity, its smaller physical size, and its rigid case which provided better protection from dirt and other environmental risks.


title: Floppy disk

text: Floppy disks became commonplace during the 1980s and 1990s in their use with personal computers to distribute software, transfer data, and create backups. Before hard disks became affordable to the general population, floppy disks were often used to store a computer's operating system (OS). Most home computers from that time have an elementary OS and BASIC stored in read-only memory (ROM), with the option of loading a more advanced OS from a floppy disk.


title: Floppy disk

text: By the early 1990s, the increasing software size meant large packages like Windows or Adobe Photoshop required a dozen disks or more. In 1996, there were an estimated five billion standard floppy disks in use. Then, distribution of larger packages was gradually replaced by CD-ROMs, DVDs, and online distribution.


title: Floppy disk

text: An attempt to enhance the existing 3½-inch designs was the SuperDisk in the late 1990s, using very narrow data tracks and a high precision head guidance mechanism with a capacity of 120 MB and backward-compatibility with standard 3½-inch floppies; a format war briefly occurred between SuperDisk and other high-density floppy-disk products, although ultimately recordable CDs/DVDs, solid-state flash storage, and eventually cloud-based online storage would render all these removable disk formats obsolete. External USB-based floppy disk drives are still available, and many modern systems provide firmware support for booting from such drives.


title: Floppy disk

text: In the mid-1990s, mechanically incompatible higher-density floppy disks were introduced, like the Iomega Zip disk. Adoption was limited by the competition between proprietary formats and the need to buy expensive drives for computers where the disks would be used. In some cases, failure in market penetration was exacerbated by the release of higher-capacity versions of the drive and media being not backward-compatible with the original drives, dividing the users between new and old adopters. Consumers were wary of making costly investments into unproven and rapidly changing technologies, so none of the technologies became the established standard.


title: Floppy disk

text: Apple introduced the iMac G3 in 1998 with a CD-ROM drive but no floppy drive; this made USB-connected floppy drives popular accessories, as the iMac came without any writable removable media device.


title: Floppy disk

text: Recordable CDs were touted as an alternative, because of the greater capacity, compatibility with existing CD-ROM drives, and—with the advent of re-writeable CDs and packet writing—a similar reusability as floppy disks. However, CD-R/RWs remained mostly an archival medium, not a medium for exchanging data or editing files on the medium itself, because there was no common standard for packet writing which allowed for small updates. Other formats, such as magneto-optical discs, had the flexibility of floppy disks combined with greater capacity, but remained niche due to costs. High-capacity backward compatible floppy technologies became popular for a while and were sold as an option or even included in standard PCs, but in the long run, their use was limited to professionals and enthusiasts.


title: Floppy disk

text: Flash-based USB-thumb drives finally were a practical and popular replacement, that supported traditional file systems and all common usage scenarios of floppy disks. As opposed to other solutions, no new drive type or special software was required that impeded adoption, since all that was necessary was an already common USB port.


title: Floppy disk

text: By 2002, most manufacturers still provided floppy disk drives as standard equipment to meet user demand for file-transfer and an emergency boot device, as well as for the general secure feeling of having the familiar device. By this time, the retail cost of a floppy drive had fallen to around $20 (), so there was little financial incentive to omit the device from a system. Subsequently, enabled by the widespread support for USB flash drives and BIOS boot, manufacturers and retailers progressively reduced the availability of floppy disk drives as standard equipment. In February 2003, Dell, one of the leading personal computer vendors, announced that floppy drives would no longer be pre-installed on Dell Dimension home computers, although they were still available as a selectable option and purchasable as an aftermarket OEM add-on. By January 2007, only 2% of computers sold in stores contained built-in floppy disk drives.


title: Floppy disk

text: Floppy disks are used for emergency boots in aging systems lacking support for other bootable media and for BIOS updates, since most BIOS and firmware programs can still be executed from bootable floppy disks. If BIOS updates fail or become corrupt, floppy drives can sometimes be used to perform a recovery. The music and theatre industries still use equipment requiring standard floppy disks (e.g. synthesizers, samplers, drum machines, sequencers, and lighting consoles). Industrial automation equipment such as programmable machinery and industrial robots may not have a USB interface; data and programs are then loaded from disks, damageable in industrial environments. This equipment may not be replaced due to cost or requirement for continuous availability; existing software emulation and virtualization do not solve this problem because a customized operating system is used that has no drivers for USB devices. Hardware floppy disk emulators can be made to interface floppy-disk controllers to a USB port that can be used for flash drives.


title: Floppy disk

text: In May 2016, the United States Government Accountability Office released a report that covered the need to upgrade or replace legacy computer systems within federal agencies. According to this document, old IBM Series/1 minicomputers running on 8-inch floppy disks are still used to coordinate "the operational functions of the United States' nuclear forces". The government planned to update some of the technology by the end of the 2017 fiscal year.


title: Floppy disk

text: Windows 10 and Windows 11 no longer comes with drivers for floppy disk drives (both internal and external). However, they will still support them with a separate device driver provided by Microsoft.


title: Floppy disk

text: The British Airways Boeing 747-400 fleet, up to its retirement in 2020, used 3.5-inch floppy disks to load avionics software.


title: Floppy disk

text: Some workstations in corporate computing environments still retained floppy disks while disabling USB ports, both moves done to restrict the amount of data that could be copied by unscrupulous employees.


title: Floppy disk

text: Sony, who had been in the floppy disk business since 1983, ended domestic sales of all six 3.5-inch floppy disk models as of March 2011. This has been viewed by some as the end of the floppy disk. While production of new floppy disk media has ceased, sales and uses of this media from inventories is expected to continue until at least 2026.


title: Floppy disk

text: For more than two decades, the floppy disk was the primary external writable storage device used. Most computing environments before the 1990s were non-networked, and floppy disks were the primary means to transfer data between computers, a method known informally as sneakernet. Unlike hard disks, floppy disks are handled and seen; even a novice user can identify a floppy disk. Because of these factors, a picture of a 3½-inch floppy disk became an interface metaphor for saving data. The floppy disk symbol is still used by software on user-interface elements related to saving files (such as Microsoft Office 2021) even though physical floppy disks are largely obsolete.


title: Floppy disk

text: The 8-inch and 5¼-inch floppy disks contain a magnetically coated round plastic medium with a large circular hole in the center for a drive's spindle. The medium is contained in a square plastic cover that has a small oblong opening in both sides to allow the drive's heads to read and write data and a large hole in the center to allow the magnetic medium to spin by rotating it from its middle hole.


title: Floppy disk

text: Inside the cover are two layers of fabric with the magnetic medium sandwiched in the middle. The fabric is designed to reduce friction between the medium and the outer cover, and catch particles of debris abraded off the disk to keep them from accumulating on the heads. The cover is usually a one-part sheet, double-folded with flaps glued or spot-welded together.


title: Floppy disk

text: A small notch on the side of the disk identifies that it is writable, detected by a mechanical switch or phototransistor above it; if it is not present, the disk can be written; in the 8-inch disk the notch is covered to enable writing while in the 5¼-inch disk the notch is open to enable writing. Tape may be used over the notch to change the mode of the disk. Punch devices were sold to convert read-only disks to writable ones and enable writing on the unused side of single sided disks; such modified disks became known as flippy disks.


title: Floppy disk

text: Another LED/photo-transistor pair located near the center of the disk detects the "index hole" once per rotation in the magnetic disk; it is used to detect the angular start of each track and whether or not the disk is rotating at the correct speed. Early 8‑inch and 5¼‑inch disks had physical holes for each sector and were termed "hard sectored" disks. Later "soft-sectored" disks have only one index hole, and sector position is determined by the disk controller or low-level software from patterns marking the start of a sector. Generally, the same drives are used to read and write both types of disks, with only the disks and controllers differing. Some operating systems using soft sectors, such as Apple DOS, do not use the index hole, and the drives designed for such systems often lack the corresponding sensor; this was mainly a hardware cost-saving measure.


title: Floppy disk

text: The core of the 3½-inch disk is the same as the other two disks, but the front has only a label and a small opening for reading and writing data, protected by the shutter—a spring-loaded metal or plastic cover, pushed to the side on entry into the drive. Rather than having a hole in the center, it has a metal hub which mates to the spindle of the drive. Typical 3½-inch disk magnetic coating materials are:


title: Floppy disk

text: Two holes at the bottom left and right indicate whether the disk is write-protected and whether it is high-density; these holes are spaced as far apart as the holes in punched A4 paper, allowing write-protected high-density floppies to be clipped into standard ring binders. The dimensions of the disk shell are not quite square: its width is slightly less than its depth, so that it is impossible to insert the disk into a drive slot sideways (i.e. rotated 90 degrees from the correct shutter-first orientation). A diagonal notch at top right ensures that the disk is inserted into the drive in the correct orientation—not upside down or label-end first—and an arrow at top left indicates direction of insertion. The drive usually has a button that, when pressed, ejects the disk with varying degrees of force, the discrepancy due to the ejection force provided by the spring of the shutter. In IBM PC compatibles, Commodores, Apple II/IIIs, and other non-Apple-Macintosh machines with standard floppy disk drives, a disk may be ejected manually at any time. The drive has a disk-change switch that detects when a disk is ejected or inserted. Failure of this mechanical switch is a common source of disk corruption if a disk is changed and the drive (and hence the operating system) fails to notice.


title: Floppy disk

text: One of the chief usability problems of the floppy disk is its vulnerability; even inside a closed plastic housing, the disk medium is highly sensitive to dust, condensation and temperature extremes. As with all magnetic storage, it is vulnerable to magnetic fields. Blank disks have been distributed with an extensive set of warnings, cautioning the user not to expose it to dangerous conditions. Rough treatment or removing the disk from the drive while the magnetic media is still spinning is likely to cause damage to the disk, drive head, or stored data. On the other hand, the 3½‑inch floppy has been lauded for its mechanical usability by human–computer interaction expert Donald Norman:


title: Floppy disk

text: A spindle motor in the drive rotates the magnetic medium at a certain speed, while a stepper motor-operated mechanism moves the magnetic read/write heads radially along the surface of the disk. Both read and write operations require the media to be rotating and the head to contact the disk media, an action originally accomplished by a disk-load solenoid. Later drives held the heads out of contact until a front-panel lever was rotated (5¼-inch) or disk insertion was complete (3½-inch). To write data, current is sent through a coil in the head as the media rotates. The head's magnetic field aligns the magnetization of the particles directly below the head on the media. When the current is reversed the magnetization aligns in the opposite direction, encoding one bit of data. To read data, the magnetization of the particles in the media induce a tiny voltage in the head coil as they pass under it. This small signal is amplified and sent to the floppy disk controller, which converts the streams of pulses from the media into data, checks it for errors, and sends it to the host computer system.


title: Floppy disk

text: A blank unformatted diskette has a coating of magnetic oxide with no magnetic order to the particles. During formatting, the magnetizations of the particles are aligned forming tracks, each broken up into sectors, enabling the controller to properly read and write data. The tracks are concentric rings around the center, with spaces between tracks where no data is written; gaps with padding bytes are provided between the sectors and at the end of the track to allow for slight speed variations in the disk drive, and to permit better interoperability with disk drives connected to other similar systems.


title: Floppy disk

text: Each sector of data has a header that identifies the sector location on the disk. A cyclic redundancy check (CRC) is written into the sector headers and at the end of the user data so that the disk controller can detect potential errors.


title: Floppy disk

text: Some errors are soft and can be resolved by automatically re-trying the read operation; other errors are permanent and the disk controller will signal a failure to the operating system if multiple attempts to read the data still fail.


title: Floppy disk

text: After a disk is inserted, a catch or lever at the front of the drive is manually lowered to prevent the disk from accidentally emerging, engage the spindle clamping hub, and in two-sided drives, engage the second read/write head with the media.


title: Floppy disk

text: In some 5¼-inch drives, insertion of the disk compresses and locks an ejection spring which partially ejects the disk upon opening the catch or lever. This enables a smaller concave area for the thumb and fingers to grasp the disk during removal.


title: Floppy disk

text: Newer 5¼-inch drives and all 3½-inch drives automatically engage the spindle and heads when a disk is inserted, doing the opposite with the press of the eject button.


title: Floppy disk

text: On Apple Macintosh computers with built-in 3½-inch disk drives, the ejection button is replaced by software controlling an ejection motor which only does so when the operating system no longer needs to access the drive. The user could drag the image of the floppy drive to the trash can on the desktop to eject the disk. In the case of a power failure or drive malfunction, a loaded disk can be removed manually by inserting a straightened paper clip into a small hole at the drive's front panel, just as one would do with a CD-ROM drive in a similar situation. The Sharp X68000 featured soft-eject 5¼-inch drives. Some late-generation IBM PS/2 machines had soft-eject 3½-inch disk drives as well for which some issues of DOS (i.e. PC DOS 5.02 and higher) offered an EJECT command.


title: Floppy disk

text: Before a disk can be accessed, the drive needs to synchronize its head position with the disk tracks. In some drives, this is accomplished with a Track Zero Sensor, while for others it involves the drive head striking an immobile reference surface.


title: Floppy disk

text: In either case, the head is moved so that it is approaching track zero position of the disk. When a drive with the sensor has reached track zero, the head stops moving immediately and is correctly aligned. For a drive without the sensor, the mechanism attempts to move the head the maximum possible number of positions needed to reach track zero, knowing that once this motion is complete, the head will be positioned over track zero.


title: Floppy disk

text: Some drive mechanisms such as the Apple II 5¼-inch drive without a track zero sensor, produce characteristic mechanical noises when trying to move the heads past the reference surface. This physical striking is responsible for the 5¼-inch drive clicking during the boot of an Apple II, and the loud rattles of its DOS and ProDOS when disk errors occurred and track zero synchronization was attempted.


title: Floppy disk

text: All 8-inch and some 5¼-inch drives used a mechanical method to locate sectors, known as either "hard sectors" or "soft sectors", and is the purpose of the small hole in the jacket, off to the side of the spindle hole. A light beam sensor detects when a punched hole in the disk is visible through the hole in the jacket.


title: Floppy disk

text: For a soft-sectored disk, there is only a single hole, which is used to locate the first sector of each track. Clock timing is then used to find the other sectors behind it, which requires precise speed regulation of the drive motor.


title: Floppy disk

text: For a hard-sectored disk, there are many holes, one for each sector row, plus an additional hole in a half-sector position, that is used to indicate sector zero.


title: Floppy disk

text: The Apple II computer system is notable in that it did not have an index hole sensor and ignored the presence of hard or soft sectoring. Instead, it used special repeating data synchronization patterns written to the disk between each sector, to assist the computer in finding and synchronizing with the data in each track.


title: Floppy disk

text: The later 3½-inch drives of the mid-1980s did not use sector index holes, but instead also used synchronization patterns.


title: Floppy disk

text: Most 3½-inch drives used a constant speed drive motor and contain the same number of sectors across all tracks. This is sometimes referred to as Constant Angular Velocity (CAV). In order to fit more data onto a disk, some 3½-inch drives (notably the Macintosh External 400K and 800K drives) instead use Constant Linear Velocity (CLV), which uses a variable speed drive motor that spins more slowly as the head moves away from the center of the disk, maintaining the same speed of the head(s) relative to the surface(s) of the disk. This allows more sectors to be written to the longer middle and outer tracks as the track length increases.


title: Floppy disk

text: While the original IBM 8-inch disk was actually so defined, the other sizes are defined in the metric system, their usual names being but rough approximations.


title: Floppy disk

text: Different sizes of floppy disks are mechanically incompatible, and disks can fit only one size of drive. Drive assemblies with both -inch and -inch slots were available during the transition period between the sizes, but they contained two separate drive mechanisms. In addition, there are many subtle, usually software-driven incompatibilities between the two. -inch disks formatted for use with Apple II computers would be unreadable and treated as unformatted on a Commodore. As computer platforms began to form, attempts were made at interchangeability. For example, the "SuperDrive" included from the Macintosh SE to the Power Macintosh G3 could read, write and format IBM PC format -inch disks, but few IBM-compatible computers had drives that did the reverse. 8-inch, -inch and -inch drives were manufactured in a variety of sizes, most to fit standardized drive bays. Alongside the common disk sizes were non-classical sizes for specialized systems.


title: Floppy disk

text: Floppy disks of the first standard are 8 inches in diameter, protected by a flexible plastic jacket. It was a read-only device used by IBM as a way of loading microcode. Read/write floppy disks and their drives became available in 1972, but it was IBM's 1973 introduction of the 3740 data entry system that began the establishment of floppy disks, called by IBM the "Diskette 1", as an industry standard for information interchange. Formatted diskette for this system store 242,944 bytes. Early microcomputers used for engineering, business, or word processing often used one or more 8-inch disk drives for removable storage; the CP/M operating system was developed for microcomputers with 8-inch drives.


title: Floppy disk

text: The family of 8-inch disks and drives increased over time and later versions could store up to 1.2 MB; many microcomputer applications did not need that much capacity on one disk, so a smaller size disk with lower-cost media and drives was feasible. The -inch drive succeeded the 8-inch size in many applications, and developed to about the same storage capacity as the original 8-inch size, using higher-density media and recording techniques.


title: Floppy disk

text: The head gap of an 80‑track high-density (1.2 MB in the MFM format) ‑inch drive (a.k.a. Mini diskette, Mini disk, or Minifloppy) is smaller than that of a 40‑track double-density (360 KB if double-sided) drive but can also format, read and write 40‑track disks provided the controller supports double stepping or has a switch to do so. -inch 80-track drives were also called hyper drives. A blank 40‑track disk formatted and written on an 80‑track drive can be taken to its native drive without problems, and a disk formatted on a 40‑track drive can be used on an 80‑track drive. Disks written on a 40‑track drive and then updated on an 80 track drive become unreadable on any 40‑track drives due to track width incompatibility.


title: Floppy disk

text: Single-sided disks were coated on both sides, despite the availability of more expensive double sided disks. The reason usually given for the higher price was that double sided disks were certified error-free on both sides of the media. Double-sided disks could be used in some drives for single-sided disks, as long as an index signal was not needed. This was done one side at a time, by turning them over (flippy disks); more expensive dual-head drives which could read both sides without turning over were later produced, and eventually became used universally.


title: Floppy disk

text: In the early 1980s, many manufacturers introduced smaller floppy drives and media in various formats. A consortium of 21 companies eventually settled on a -inch design known as the "Micro diskette", "Micro disk", or "Micro floppy", similar to a Sony design but improved to support both single-sided and double-sided media, with formatted capacities generally of 360 KB and 720 KB respectively. Single-sided drives shipped in 1983, and double-sided in 1984. The double-sided, high-density 1.44 MB (actually 1440 KiB = 1.41 MiB) disk drive, which would become the most popular, first shipped in 1986. The first Macintosh computers used single-sided -inch floppy disks, but with 400 KB formatted capacity. These were followed in 1986 by double-sided 800 KB floppies. The higher capacity was achieved at the same recording density by varying the disk-rotation speed with head position so that the linear speed of the disk was closer to constant. Later Macs could also read and write 1.44 MB HD disks in PC format with fixed rotation speed. Higher capacities were similarly achieved by Acorn's RISC OS (800 KB for DD, 1,600 KB for HD) and AmigaOS (880 KB for DD, 1,760 KB for HD).


title: Floppy disk

text: All -inch disks have a rectangular hole in one corner which, if obstructed, write-enables the disk. A sliding detented piece can be moved to block or reveal the part of the rectangular hole that is sensed by the drive. The HD 1.44 MB disks have a second, unobstructed hole in the opposite corner that identifies them as being of that capacity.


title: Floppy disk

text: In IBM-compatible PCs, the three densities of -inch floppy disks are backwards-compatible; higher-density drives can read, write and format lower-density media. It is also possible to format a disk at a lower density than that for which it was intended, but only if the disk is first thoroughly demagnetized with a bulk eraser, as the high-density format is magnetically stronger and will prevent the disk from working in lower-density modes.


title: Floppy disk

text: Writing at different densities than those at which disks were intended, sometimes by altering or drilling holes, was possible but not supported by manufacturers. A hole on one side of a -inch disk can be altered as to make some disk drives and operating systems treat the disk as one of higher or lower density, for bidirectional compatibility or economical reasons. Some computers, such as the PS/2 and Acorn Archimedes, ignored these holes altogether.


title: Floppy disk

text: Other smaller floppy sizes were proposed, especially for portable or pocket-sized devices that needed a smaller storage device.


title: Floppy disk

text: Floppy disk size is often referred to in inches, even in countries using metric and though the size is defined in metric. The ANSI specification of -inch disks is entitled in part "90 mm (3.5-inch)" though 90 mm is closer to 3.54 inches. Formatted capacities are generally set in terms of kilobytes and megabytes.


title: Floppy disk

text: Data is generally written to floppy disks in sectors (angular blocks) and tracks (concentric rings at a constant radius). For example, the HD format of 3½-inch floppy disks uses 512 bytes per sector, 18 sectors per track, 80 tracks per side and two sides, for a total of 1,474,560 bytes per disk. Some disk controllers can vary these parameters at the user's request, increasing storage on the disk, although they may not be able to be read on machines with other controllers. For example, Microsoft applications were often distributed on -inch 1.68 MB DMF disks formatted with 21 sectors instead of 18; they could still be recognized by a standard controller. On the IBM PC, MSX and most other microcomputer platforms, disks were written using a constant angular velocity (CAV) format, with the disk spinning at a constant speed and the sectors holding the same amount of information on each track regardless of radial location.


title: Floppy disk

text: Because the sectors have constant angular size, the 512 bytes in each sector are compressed more near the disk's center. A more space-efficient technique would be to increase the number of sectors per track toward the outer edge of the disk, from 18 to 30 for instance, thereby keeping nearly constant the amount of physical disk space used for storing each sector; an example is zone bit recording. Apple implemented this in early Macintosh computers by spinning the disk more slowly when the head was at the edge, while maintaining the data rate, allowing 400 KB of storage per side and an extra 80 KB on a double-sided disk. This higher capacity came with a disadvantage: the format used a unique drive mechanism and control circuitry, meaning that Mac disks could not be read on other computers. Apple eventually reverted to constant angular velocity on HD floppy disks with their later machines, still unique to Apple as they supported the older variable-speed formats.


title: Floppy disk

text: Disk formatting is usually done by a utility program supplied by the computer OS manufacturer; generally, it sets up a file storage directory system on the disk, and initializes its sectors and tracks. Areas of the disk unusable for storage due to flaws can be locked (marked as "bad sectors") so that the operating system does not attempt to use them. This was time-consuming so many environments had quick formatting which skipped the error checking process. When floppy disks were often used, disks pre-formatted for popular computers were sold. The unformatted capacity of a floppy disk does not include the sector and track headings of a formatted disk; the difference in storage between them depends on the drive's application. Floppy disk drive and media manufacturers specify the unformatted capacity (for example, 2 MB for a standard -inch HD floppy). It is implied that this should not be exceeded, since doing so will most likely result in performance problems. DMF was introduced permitting 1.68 MB to fit onto an otherwise standard -inch disk; utilities then appeared allowing disks to be formatted as such.


title: Floppy disk

text: Mixtures of decimal prefixes and binary sector sizes require care to properly calculate total capacity. Whereas semiconductor memory naturally favors powers of two (size doubles each time an address pin is added to the integrated circuit), the capacity of a disk drive is the product of sector size, sectors per track, tracks per side and sides (which in hard disk drives with multiple platters can be greater than 2). Although other sector sizes have been known in the past, formatted sector sizes are now almost always set to powers of two (256 bytes, 512 bytes, etc.), and, in some cases, disk capacity is calculated as multiples of the sector size rather than only in bytes, leading to a combination of decimal multiples of sectors and binary sector sizes. For example, 1.44 MB -inch HD disks have the "M" prefix peculiar to their context, coming from their capacity of 2,880 512-byte sectors (1,440 KiB), consistent with neither a decimal megabyte nor a binary mebibyte (MiB). Hence, these disks hold 1.47 MB or 1.41 MiB. Usable data capacity is a function of the disk format used, which in turn is determined by the FDD controller and its settings. Differences between such formats can result in capacities ranging from approximately 1,300 to 1,760 KiB (1.80 MB) on a standard -inch high-density floppy (and up to nearly 2 MB with utilities such as 2M/2MGUI). The highest capacity techniques require much tighter matching of drive head geometry between drives, something not always possible and unreliable. For example, the LS-240 drive supports a 32 MB capacity on standard -inch HD disks, but this is a write-once technique, and requires its own drive.


title: Floppy disk

text: The raw maximum transfer rate of -inch ED floppy drives (2.88 MB) is nominally 1,000 kilobits/s, or approximately 83% that of single-speed CD‑ROM (71% of audio CD). This represents the speed of raw data bits moving under the read head; however, the effective speed is somewhat less due to space used for headers, gaps and other format fields and can be even further reduced by delays to seek between tracks.


title: Warcraft (film)

text: Warcraft (alternatively known as Warcraft: The Beginning) is a 2016 American action fantasy film based on the video game series of the same name. Directed by Duncan Jones and written by Charles Leavitt and Jones, it stars Travis Fimmel, Paula Patton, Ben Foster, Dominic Cooper, Toby Kebbell, Ben Schnetzer, Robert Kazinsky, and Daniel Wu. The film follows Anduin Lothar of Stormwind and Durotan of the Frostwolf clan as heroes set on opposite sides of a growing war, as the warlock Gul'dan leads the Horde to invade Azeroth using a magic portal. Together, a few human heroes and dissenting Orcs must attempt to stop the true evil behind this war and restore peace.


title: Warcraft (film)

text: The film was first announced in 2006 as a project partnership between Legendary Pictures and the game's developer, Blizzard Entertainment. "Warcraft" premiered in Paris on May 24, 2016, and was released by Universal Pictures in the United States on June 10, 2016. The film underperformed domestically with a box-office total of $47.4 million in the United States and received generally negative reviews from critics. However, the film managed to gross $439 million worldwide based on its considerable success in China, where it grossed $225.5 million, making it the highest-grossing video game adaptation of all time (although it still failed to reach its break-even point of $500 million after global marketing and distribution costs).


title: Warcraft (film)

text: Draenor, homeworld to the orcs, is being torn apart by a mysterious force known as fel magic. Gul'dan, an orc warlock, unites the orc clans into the Horde, and creates a portal to the world of Azeroth by using fel magic to drain the life out of captive draenei. Gul'dan leads a small warband through the portal to capture and sacrifice prisoners on Azeroth to bring the Horde. Durotan, the chieftain of the Frostwolf Clan, his pregnant mate Draka, and his friend Orgrim Doomhammer join this initial warband. When the orcs arrive on Azeroth, Draka goes into labor, and Gul'dan rescues the dying baby, named Go'el, by draining the life out of a nearby deer to revive and infuse them with fel magic. The orcs raid several settlements throughout Azeroth. Anduin Lothar, commander of the human forces of Stormwind Kingdom, finds a trespassing mage named Khadgar investigating the bodies of the slain men, who explains that the bodies contained traces of fel magic. Stormwind's king, Llane Wrynn, sends them to the stronghold Karazhan to inform Medivh, the Guardian of Tirisfal, of the fel magic's presence on Azeroth.


title: Warcraft (film)

text: Lothar, Khadgar, and Medivh join a scouting team following traces of fel magic, but are ambushed by orcs. Medivh uses a spell to kill the fel-corrupted orcs, leaving the Horde's warchief, Blackhand, to flee along with Durotan and Orgrim. The team takes a half-orc slave, Garona, as prisoner, but Llane releases her in exchange for loyalty to Stormwind. Garona leads the humans to spy on the orc camp, where they learn of Gul'dan's plan to bring the Horde to Azeroth. While studying a book found in Medivh's library, Khadgar realizes that Gul'dan had help from someone in Azeroth opening the portal. Despite Orgrim's objections, Durotan meets with Llane secretly to unite the Frostwolf Clan and the humans against Gul'dan, but the group is ambushed by Blackhand. Medivh forms a magical barrier to protect the humans' retreat, but Lothar's son Callan is separated from the group and killed by Blackhand. Medivh is weakened, and Garona and Khadgar take him back to Karazhan to recover. After noticing Medivh's eyes shine green, Khadgar realizes that he has been corrupted by fel magic and that he is the one who helped Gul'dan. At the orc camp, Blackhand purges the Frostwolf Clan. Orgrim helps Draka to escape, and she sends Go'el down a river in a basket, but is found and killed.


title: Warcraft (film)

text: Durotan challenges Gul'dan to Mak'gora, a duel to the death for leadership of the orcs. During the fight, Gul'dan violates the honorable combat rules by draining the life out of Durotan with his magic, killing him and earning the disapproval of the orcs watching, and he empowers Blackhand with the same magic. Medivh, now in a half-demonic state, starts to open the portal to Draenor, and Gul'dan begins sacrificing the captured human villagers to allow the rest of the Horde to enter Azeroth. Llane leads the human army in an assault on the orc camp, while Lothar and Khadgar fight Medivh and destroy the demon that had begun to manifest on the outside. Medivh is mortally wounded, and uses the last of his strength to close the portal to Draenor and instead open a portal to Stormwind, allowing Llane to evacuate most of the freed prisoners. Medivh dies and the portal closes, leaving Llane, Garona, and a small number of human soldiers to fight the orcs. Llane secretly orders Garona to kill him, bringing her honor among the orcs and putting her in a position of power to bring peace between the two races. Garona reluctantly does so and is welcomed into the Horde by Gul'dan. Lothar arrives to retrieve King Llane's body, but is confronted by Blackhand, who challenges Lothar to Mak'gora, with Lothar defeating and killing him, avenging Callan's death. Against Gul'dan's demands, the orcs, bound by tradition, allow Lothar to depart with Llane's body.


title: Warcraft (film)

text: During Llane's funeral, the leaders of the other human nations, along with the high elves and dwarves, proclaim an alliance against the orcs and support Lothar as the leader of the Alliance. Elsewhere, Orgrim takes one of Durotan's tusks to one day give to Go'el, and the basket containing Go'el is found by a human.


title: Warcraft (film)

text: Anna Galvin provides the voice and motion capture for Draka, Durotan’s mate and the mother of Thrall. Burkely Duffield portrays Callan, Lothar’s son. Callum Keith Rennie portrays Moroes, the caretaker of Karazhan and Medivh’s assistant. Terry Notary provides the voice and motion-capture for Grommash Hellscream, the orc chieftain of the Warsong Clan, though the part is listed in the credits as Peon. Notary also served as stunt coordinator and movement coach for the film, working with cast members Kebbell, Kazinsky, Brown, Wu and Galvin on their portrayals of the orcs, and with Foster on his portrayals of magic. Michael Adamthwaite appears as King Magni Bronzebeard, the dwarf ruler of Ironforge.


title: Warcraft (film)

text: Glenn Close makes an uncredited appearance as Alodi, an ancient mage locked in an artifact within Dalaran, described as "the Guardian before there was a Guardian". In the comics, Alodi was the first Guardian of Tirisfal and a male half-elf, while the character in the film is closer to that of Aegwynn, Medivh's mother. Chris Metzen, who served as a co-producer and uncredited story writer for the film, and is the Senior Vice-President of Story and Franchise Development at Blizzard Entertainment and the voice of Thrall in the "Warcraft" franchise, makes an uncredited cameo appearance as a turbaned perfume vendor on the streets of Stormwind Kingdom.


title: Warcraft (film)

text: The project was officially announced in May 2006 with Blizzard initially wanting it to be set in the universe of the real-time strategy "" video game from 1994. This setting was later dropped because Blizzard decided that it would be too similar to "The Lord of the Rings". Initially scheduled for a 2009 release, the film would not see a release in that year. By Comic-Con 2011, the film was announced to still only be in the development stage.


title: Warcraft (film)

text: Uwe Boll made a bid to direct, but was turned away by Blizzard, who he claims to have said, "We will not sell the movie rights, not to you… especially not to you. Because it's such a big online game success, maybe a bad movie would destroy that ongoing income, what the company has with it." Sam Raimi was initially attached to direct, but was replaced by Duncan Jones in January 2013. Upon coming aboard, Jones immediately voiced his displeasure at the script, which he stated "was the stale fantasy trope of, humans are the good guys, monsters are the bad guys". With Blizzard's approval (who had also been looking to change the story), Jones altered the story so that "It's 50-50." Jones also faced personal struggles during filming, as his wife was diagnosed with breast cancer soon after Jones took over, and his father, David Bowie, died from cancer late in production. Jones thus summed up the challenge by telling "The New York Times", "My film started and ended with cancer." At San Diego Comic-Con International in July 2013, a concept trailer was presented, featuring a battle between a human and an orc.


title: Warcraft (film)

text: Paul Dano, Travis Fimmel, Anson Mount, and Anton Yelchin emerged as the frontrunners for the lead role, with Fimmel winning the role in October 2013. On December 4, 2013, the main cast of the film, consisting of Fimmel, Ben Foster, Paula Patton, Dominic Cooper, Toby Kebbell and Robert Kazinsky, was announced. Idina Menzel, Debbie Gibson, Julie Delpy, Alison Eastwood and Leighton Meester were also considered for the role of Garona Halforcen. On December 14, 2013, Universal added Daniel Wu and Clancy Brown to the cast. In early March 2014, newcomer Burkely Duffield joined the cast.


title: Warcraft (film)

text: Principal photography began on January 13, 2014, and lasted for four months, finishing on May 23, 2014. Filming took place primarily in Vancouver, among other locations. Post-production lasted twenty months. Regarding the use of computer-generated imagery, Jones said, "It's a tool like any other. It can be done well and it can be done shit. The best CGI has you forgetting [that] it's CGI, and accepting the visual as whatever it is supposed to be—like props. No one has an issue with props in film, do they?" Cinematographer Simon Duggan stated the film had a long prep of about 12 weeks, in addition to the 18 weeks of shooting.


title: Warcraft (film)

text: Warcraft: Original Motion Picture Soundtrack is the soundtrack. This music was composed by Ramin Djawadi and released on June 10, 2016. Djawadi was hired by Jones and Legendary Pictures in October 2014. The vinyl version of the soundtrack was released on September 5, 2016.


title: Warcraft (film)

text: "Warcraft" was set to be released on December 18, 2015, but following the announcement of the coinciding release of "", the release was pushed back to the following year. The film premiered at the Le Grand Rex in Paris on May 24, 2016. It was released in the United Kingdom on May 30, 2016, in the United States on June 10, 2016 and in Australia on June 16, 2016.


title: Warcraft (film)

text: "Warcraft" was released on digital download on September 13, 2016, and was released on Blu-ray, Ultra HD Blu-ray, Blu-ray 3D and DVD on September 27 in the United States and Canada. Select editions of the physical release include a digital copy of "World of Warcraft" along with digital bonus codes for other Blizzard games to tie-in with the film.


title: Warcraft (film)

text: "Warcraft" grossed $47.4 million in the United States, and $391.7 million in other countries, for a worldwide total of $439 million. Given its $160 million production budget and additional $110 million spent on promotions, the film needed to earn $450–500 million in order to break-even. In July 2016, "The Hollywood Reporter" said the film lost the studio around $15 million, although noted several executives put the losses in the $30–40 million range. Worldwide, it is the highest-grossing film of all time based on a video game (breaking ""s record). It is the first video game film to cross $400 million in ticket sales globally, and is also one of the few Hollywood releases to earn $100 million in China without making $100 million in the United States.


title: Warcraft (film)

text: In the United States and Canada, "Warcraft" opened on June 10, 2016, alongside "The Conjuring 2" and "Now You See Me 2", and was projected to gross around $25 million in its opening weekend. "Variety" reported that the film was generating only moderate interest among U.S. moviegoers, which could possibly hurt its box office performance stateside, with poor reviews and competition from the aforementioned films and "" (released the week prior) also affecting its performance. The film grossed $3.1 million from 2,632 theaters in its Thursday night previews and $10.7 million on its first day. It went on to gross $24.2 million, finishing second at the box office behind "The Conjuring 2" ($40.1 million). It fell by 70% on its second weekend, earning $7.2 million.


title: Warcraft (film)

text: On Rotten Tomatoes the film has an approval rating of based on reviews with an average rating of . The website's critical consensus reads, ""Warcraft" has visual thrills to spare, but they – and director Duncan Jones' distinctive gifts – are wasted on a sluggish and derivative adaptation of a bestselling game with little evident cinematic value." On Metacritic, the film has a score of 32 out of 100 based on 40 critics, indicating "generally unfavorable reviews". Audiences polled by CinemaScore gave the film an average grade of "B+" on an A+ to F scale.


title: Warcraft (film)

text: Geoff Berkshire of "Variety" criticized the film's attempts at adapting a source material with "inherent ridiculousness" with regard to how the original game series was not meant to have a very deep narrative: "[I]t's an unwaveringly earnest film that never owns up to exactly how campy every character, every conflict and every new realm truly is." A.A. Dowd of "The A.V. Club" wrote that, "To watch "Warcraft" is never to be transported, but to wade through a thick morass of mythology, exposition, gaudy light-show effects, half-assed character development, and formulaic franchise groundwork," while describing director/cowriter Duncan Jones as "a talented sci-fi fabulist who’s fallen screaming into the same CGI abyss that consumed Peter Jackson during his unfortunate "Hobbit" cycle." Helen O'Hara, reviewing for "British GQ", stated that although the film itself is a "strong adaptation" of "Warcraft", the script diminishes the film's impact: "The problem is that it just can't escape those cod-fantasy roots. There are too many mysterious proper nouns being thrown into conversation and at least 12 major characters competing for space … [W]e're zipping from one to another here so quickly that they only have time for the most portentous, and sometimes clichéd, dialogue."


title: Warcraft (film)

text: Sheri Linden of "The Hollywood Reporter" gave the film a positive review, citing the performances and story as highlights. Brian Truitt of "USA Today" also praised the acting, particularly Kebbell's performance as Durotan. "Kebbell's performance showcases the nuances of a father gripped by the no-win situation of having no home and his family in constant danger." Truitt also stated that he found it was not necessary for viewers of the film to have prior knowledge of the "Warcraft" series to enjoy the film.


title: Warcraft (film)

text: With the film's storyline leaving "Warcraft" open to possible sequels, Jones has expressed interest in a sequel to the film, likely to be adapted from "", the second video game in the "Warcraft" franchise. On June 18, 2018, Jones tweeted that the chance of "Warcraft" getting a sequel "doesn't look good". In September 2020, it was reported that Legendary is developing a new "Warcraft" movie, though it's unknown if it is planned as a reboot or a sequel to Jones' film and will continue to distributed by Universal Pictures or transferred to Legendary's current release partners Warner Bros. Pictures or Netflix.


title: Grammy Award records

text: Throughout the history of the Grammy Awards, many significant records have been set. This page only includes the competitive awards which have been won by various artists. This does not include the various special awards that are presented by the National Academy of Recording Arts and Sciences such as Lifetime Achievement Awards, Trustees Awards, Technical Awards or Legend Awards. The page however does include other non-performance related Grammys (known as the Craft & Production Fields) that may have been presented to the artist(s).


title: Grammy Award records

text: The record for the most Grammy Awards won in a lifetime is held by Georg Solti, a Hungarian-British conductor who was music director of the Chicago Symphony Orchestra for twenty-two years (1969-1991). He won 31 competitive Grammy Awards out of 74 nominations and was also awarded the first Grammy Trustees Award in 1967 and a Grammy Lifetime Achievement Award in 1996.