Boeing 757-200 RR535E4 performance | aircraft investigation info

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weight and performance calculations for the Boeing 757-200 (RR RB211-535E4)

Boeing 757-200 | Icelandair | TF-FIK | Innsbruck Febrauary 2025 | (c) bvdz Icelandair Boeing 757-256(WL) TF-FIK c/n 26254 “Blafjall” at Innsbruck airport, 02 February 2025 at dawn. The aircraft was delivered to Iberia December 1999.(c) bvdz

Boeing 757-200 (RR RB211-535E4)

role : jet airliner

importance : ****

first flight : operational : October 1984 (Eastern Airlines)

ICAO aircraft type designator : B752

country : United States of America

design :

production : 757-200 : 913 (production ended 2004)

general information :

With these engines from December 1986 ETOPS flights were allowed.

On April 8, 1988, a delivery flight was made for Air Europe, it flew non-stop from Seattle to Palma de Mallorca, a distance of 9244 km, flown in 10 hours and 21 min (average 893 km/hr).

By March 1990, a total of 632,757s had been ordered and 270 had been delivered. These engines gave 76% more seat km per kg fuel than the 727-200.

In May 1986, the first Extended Range (ER) version was delivered to Royal Brunei Airlines. There is also an executive version.

On September 3, 1987, the first cargo version, designated 757-200PF, was delivered to UPS. It has a large cargo door and can accommodate 15 standard pallets and is equipped with the PW2040 engine of 185.5KN. It has no windows.

The 757-200M Combi made its first flight on July 15, 1988. It has a large cargo door and can accommodate three plates of 2.24 x 2.74 m and 150 passengers. Royal Nepal Airlines was launch customer with a copy. This was delivered on 15 September 1988. It remained with this single order.

Boeing 757-200 | Air Holland | PH-AHI | aircraft parked at the gate beiing refueled by Texaco fuel truck (c) bvdz

Air Holland PH-AHI 757-200 at Schiphol airport, unfortunately the picture is damaged

© bvdz

Air Holland flies from April 1988 with the 757-200 with RR 535E4 engines and is allowed to operate transatlantic flights with it. In October 1998 it had 4 in service. By June 1998, a total of 920,757s had been ordered, of which 807 had been delivered.

primary users : Eastern Airlines, Air Holland, Transavia, Air Europe, Martinair, Canada 3000, American Airlines, China Southern, Birgenair, Britannia Airways, Air Niamey, Aurela

Accommodation:

flight crew : 2 cabin crew : 5

passengers : seating for 180 in two class : 22 first class and 158 economy class seats ( 32 -in pitch) exit limit : 239 passengers, high density seating for 227 passengers

engine : 2 Rolls Royce RB211-535E4 turbofan engines of 178.4 [KN] (40105 [lbf])

Boeing 757-200 3-side view scale drawing

Tail-angle measured : 10°

dimensions :

wingspan : 38.05 [m], length overall: 47.32 [m], length of fuselage : 46.97 [m] height : 13.56 [m] wing area gross : 185.25 [m^2] fuselage exterior width : 3.76 [m]

weights :

empty weight : 57180 [kg]

operating empty weight : 60000 [kg] max. structural payload : 23450 [kg]

Zero Fuel weight (ZFW) : 83450 [kg] max. landing weight (MLW) : 89800 [kg]

max. take-off weight : 108850 [kg] weight usable fuel : 33504 [kg] (42680 [litres])

performance :

Max. operating Mach number (Mmo) : 0.86 [Mach] (920 [km/hr]) at 10000 [m]

critical Mach speed : 0.78 [Mach]

max. cruising speed : 865 [km/hr] (Mach 0.80 ) at 10000 [m] (29 [%] power)

economic cruising speed : 835 [km/hr] (Mach 0.78 ) at 10000 [m]

service ceiling : 11878 [m]

range with max fuel and MTOW : 7040 [km] (ATA domestic fuel reserves - 370.0 [km] alternate)

description :

*Cantilever low-wing monoplane with retractable landing gear with nose wheel

engines and landing gear attached to the wings, fuel tanks in the wings and fuselage

*Wings : two main spar fail-safe wing structure with double slotted trailing edge flaps with full-span slotted LE flaps (slats) ,with spoilers airfoil : Boeing airfoil with supercritical cross-section. Average thickness/chord ratio : 12.7 [%], sweep angle 3/4 chord: 25.0 [°] incidence at root : 3.20 [°], dihedral : 5.0 [°]

*Fuselage : Pressurized aluminium-alloy stressed-skin structure of elliptical 0 section

calculation : *1* (dimensions)

wing chord at root : 8.20 [m]

wing chord at tip : 1.73 [m]

taper ratio : 0.211 [ ]

mean wing chord : 4.87 [m]

wing aspect ratio : 7.82 []

Oswald factor (e): 0.699 []

seize (span*length*height) : 24415 [m^3]

calculation : *2* (fuel consumption)

oil consumption : 1.1 [kg/hr]

fuel consumption (econ. cruise speed) : 3775.4 [kg/hr] (4809.4 [litre/hr]) at 27 [%] power

distance flown for 1 kg fuel : 0.22 [km/kg] at 10000 [m] height, sfc : 38.9 [kg/KN/h]

total fuel capacity : 42680 [litre] (33504 [kg])

calculation : *3* (weight)

weight engine(s) dry : 7000.0 [kg] = 19.62 [kg/KN]

weight 20.2 litre oil tank : 1.72 [kg]

oil tank filled with 2.2 litre oil : 2.0 [kg]

oil in engine 4.4 litre oil : 3.9 [kg]

weight all fuel lines and pumps containing 80 litres fuel : 78.5 [kg]

weight engine cowling : 927.7 [kg]

weight thrust reversers : 535.2 [kg]

total weight propulsion system : 8549 [kg](7.9 [%])

***************************************************************

Accommodation cabin facilities:

Boeing 757-200 cabin seat arrangement

typical 2-class cabin layout for 180 passengers : economy : pitch : 81.3 [cm] 32.0 [-in]

( 3+3 ) seating in 31.8 rows. first class pitch : 96.5 [cm] 38.0 [-in] at 4 -abreast

weight passenger seats (width 51.0 [cm]) : 1064.7 [kg]

weight cabin crew seats : 25.0 [kg]

weight flight crew seats : 42.0 [kg]

757-23N LY-SKJ in service of Air Niamey on November 24, 2008 left landing gear collapsed while taxiing at Garoua airport, Cameroun and comes to a stop leaning on the left engine. The plane wanted to take off for a Hajj flight to Mecca. All pilgrims quickly leave the plane with no injuries. It was reported that there were no less than 307 passengers on board, so far above the exit limit of 239 passengers. At 80 [kg] per passenger, the weight comes to 24560 [kg], so already above the maximum payload and then no luggage has been counted, no wonder the 757 didn't feel like it and went through its hooves. The aircraft was borrowed from Aurela for this charter, but it continues to deny that it was their aircraft that was involved in this incident.

location : +-500m 9°20'08"N 13°22'14"E

high density seating passengers : 227 [pax] at mainly 6 -abreast seating in 41.1 rows, pitch 73.7 [cm] 29.0 [-in]

pax density, normal seating : 0.71 [m2/pax], high density seating : 0.51 [m2/pax]

weight 4 lavatories : 81.5 [kg]

weight 2 galleys : 190.8 [kg]

Boeing 757-200 interior | Canada 3000

Canada 3000 757-200 interior

weight overhead stowage for hand luggage (total : 11.5 [m3]) : 66.1 [kg]

weight 2 wardrobe closets : 36.0 [kg]

weight 3 movie screens : 24.0 [kg]

weight 66 windows (47x38cm) made of acrylic glass: 279.1 [kg]

weight 5 (1.83 x 0.84 [m]) main entry doors : 274.1 [kg]

weight 1 (1.65 x 0.76 [m]) galley service doors : 44.7 [kg]

weight 2 (main door size : 1.30 x 1.22 [m]) freight doors (belly) : 123.0 [kg]*

total usable belly baggage/cargo hold volume : 50.7 [m3]

cabin volume (usable), excluding flight deck : 231 [m3]

passenger compartment volume : 154 [m3]

Cabin width interior trim-to-trim 3.54m, cabin width on the floor measured at 3.21m

passenger cabin max width : 3.54 [m] cabin length : 36.09 [m] max cabin height : 2.13 [m]

floor area : 116.0 [m2]

weight cabin facilities : 2251.1 [kg]

safety facilities:

weight 2 type II emergency exits (0.61 x 1.32 [m]): 57.5 [kg]

evacuation time with 227 passengers : 43 [sec]

weight 4 hand fire extinguisher : 13 [kg]

weight cockpit voice recorder (CVR) and flight data recorder (FDR): 20.0 [kg]

weight oxygen masks & oxygen generators (deploy cabin alt.>4267m): 117.0 [kg]

weight emergency flare installation : 10 [kg]

weight 6 emergency evacuation slides : 153.8 [kg]

weight safety equipment & facilities : 372 [kg]

fuselage construction:

fuselage aluminium frame : 13036 [kg]

floor loading (payload/m2): 202 [kg/m2]

weight rear pressure bulkhead : 203.0 [kg]

fuselage covering ( 420.2 [m2] duraluminium 3.47 [mm]) : 3825.2 [kg]

weight paint fuselage : 88.2 [kg]

weight aluminium floor beams : 634.4 [kg]

weight cabin furbishing : 989.5 [kg]

weight cabin floor : 1763.8 [kg]

weight (sound proof) isolation : 345.3 [kg] TO-noise level : 99.2 [EPNdB]

Boeing 757-200 fuel tanks location

Fuel capacity : wing 2x 8214 litre + 26119 litre center tank = 42547 litre

weight 26423 [litre] main central fuel tank (extended in the wing) empty : 528.5 [kg]

weight empty 291 [litre] potable water tanks : 25.7 [kg]

weight empty waste tank : 15.7 [kg]

weight fuselage structure : 21455.6 [kg]

Avionics:

weight VHF radio and Selcal : 9.0 [kg]

weight flight and service attendants intercom : 5.0 [kg]

weight monochromatic weather X-band (3.2cm wavelength) radar system : 25.0 [kg]

weight VOR/ILS,RMI,DME,radio altimeter, ASI, time clock : 20.0 [kg]

weight dual digital Flight Management System (FMS) for navigation/auto-pilot : 20.0 [kg]

weight Cat IIIA auto-landing system : 10.0 [kg]

weight EFIS (4 Rockwell Collins CRT screens ADI/PFD+HSI/ND displays) : 20 [kg]

weight ground proximity warning system (GPWS) : 6 [kg]

weight 2 Rockwell Collins CRT screens to display EICAS information : 30 [kg]

weight reserve ADI, ASI, alti-meter, compass, engine temp. and rpm indicators : 15 [kg]

weight avionics : 147.0 [kg]

Systems:

Air-conditioning and pressurization system maintains sea level conditions up to 7100 [m]

and gives equivalent of 2000 [m] at 12200 [m]. pressure differential : 0.62 [bar] (kg/cm2)

pressurized fuselage volume : 412 [m3] cabin air refreshment time : 2.9 [min]

weight air-conditioning and pressurization system : 241 [kg]

weight APU / engine starter : 89.2 [kg]

weight lighting : 59.4 [kg]

weight 207 bar hydraulic system : 123.8 [kg]

weight two engine-driven 90kVA 400 Hz 3-phase AC electricity generators : 45.0 [kg]

weight 22Ah battery : 28.5 [kg]

weight controls : 19.4 [kg]

weight systems : 606.2 [kg]

total weight fuselage : 24831 [kg](22.8 [%])

***************************************************************

total weight aluminium ribs (44 ribs) : 3674 [kg]

weight engine mounts : 178 [kg]

weight 2 wing fuel tanks empty for total 16428 [litre] fuel : 246 [kg]

weight 171 [litre] vent surge tanks : 20 [kg]

weight wing covering (painted aluminium 4.87 [mm]) : 4875 [kg]

total weight aluminium spars (multi-cellular wing structure) : 4763 [kg]

Boeing 757-200 | Air Holland | PH-AHE | Schiphol (c) bvdz

Air Holland B757-27B PH-AHE c/n 24135 at Schiphol © bvdz

weight wings : 13313 [kg]

weight wing/square meter : 71.86 [kg]

weight bleed air thermal leading-edge anti-icing : 41.9 [kg]

weight ailerons (4.5 [m2]) : 128.2 [kg]

weight fin (34.4 [m2]) : 1240.0 [kg]

weight rudder (11.6 [m2]) : 402.2 [kg]

weight tailplane (horizontal stabilizer) (50.4 [m2]): 1994.7 [kg]

weight elevators (12.5 [m2]): 242.9 [kg]

weight paint wing & tail surfaces : 113.4 [kg]

weight flight control hydraulic servo actuators: 40.7 [kg]

weight trailing-edge double slotted flaps (30.4 [m2]) : 933.0 [kg]

weight leading edge slats (18.4 [m2]) : 366.2 [kg]

weight aluminium honeycomb spoilers (12.8 [m2]) : 211.9 [kg]

total weight wing construction : 19473 [kg] (32.5 [%])

*******************************************************************

tire pressure main wheels : 11.95 [Bar] (nitrogen), ply rating : 22 PR

tire speed limit : 338 [km/hr]

total tyre footprint : 0.35 [m2]

Runway LCN at MTOW (0.76m radius of rigidity) : 81 [ ]

Aircraft Classification Number (ACN), MTOW on rigid runway and medium subgrade strength (B) : 40 [ ]

Can only operate from unpaved runways with reduced weight and reduced tyre pressure

wheel pressure : 11973.5 [kg]

wheel track : 7.32 [m] wheelbase : 18.29 [m]

weight 8 Dunlop 40 x 15 main wheels (1020 [mm] by 379 [mm]) : 808.6 [kg]

weight 2 nose wheels : 101.1 [kg]

weight multi-disc wheel-brakes : 98.2 [kg]

weight Hydro-air flywheel detector type anti-skid units : 9.0 [kg]

weight oleo-pneumatic shock absorbers : 111.3 [kg]

weight wheel hydraulic operated retraction system : 1151.4 [kg]

weight undercarriage struts (four-wheel bogies) with axle 3419.7 [kg]

total weight landing gear : 5699.2 [kg] (5.2 [%]

*******************************************************************

Boeing 757-200 | British Airways | C-GPEO | Schiphol (c) bvdz British Airways B757-236 G-CPEO c/n 28667 at Schiphol © bvdz

********************************************************************

calculated empty weight : 58553 [kg](53.8 [%])

weight oil for 9.8 hours flying : 11.4 [kg]

unusable fuel in engine and tanks 170.7 litre fuel : 134.0 [kg]

weight lifejackets : 81.0 [kg]

weight 3 life rafts : 112.5 [kg]

weight catering : 186.5 [kg]

weight water : 257.4 [kg]

weight crew : 567 [kg]

weight crew luggage, navigation chards, flight docs (NOTOC), manuals, miscellaneous items : 97 [kg]

operational weight empty : 60000 [kg] (55.1 [%])

********************************************************************

weight 180 passengers : 13860 [kg]

weight luggage : 2880 [kg]

weight cargo : 6710 [kg] (cargo + luggage/m3 belly : 175 [kg/m3])

zero fuel weight (ZFW): 83450 [kg](76.7 [%])

weight fuel for landing (1.7 hours flying) : 6350 [kg]

max. landing weight (MLW): 89800 [kg](82.5 [%])

max. fuel weight : 93504 [kg] (85.9 [%])

payload with max fuel : 165 passengers + luggage 15346 [kg]

published maximum take-off weight : 108850 [kg] (100.0 [%])

Boeing 757-200 | Air Holland | PH-AHE | in flight

Air Holland B757-27B PH-AHE c/n 24135 in flight. Note the engine exhaust nozzle that differs from the RR 535C engine

calculation : * 4 * (engine power)

power loading (Take-off) : 305 [kg/KN]

power loading (Take-off) 1 PUF: 610 [kg/KN]

max. total take-off power : 356.8 [KN]

calculation : *5* (loads)

manoeuvre load : 1.0 [g] at 9000 [m]

limit load : 2.5 [g] ultimate load : 3.8 [g] load factor : 1.5 [g]

design flight time : 2.65 [hours]

design cycles : 19855 sorties, design hours : 52616 [hours]

max. wing loading (MTOW & flaps retracted) : 588 [kg/m2]

wing stress (2 g) during operation : 146 [N/kg] at 2g emergency manoeuvre

calculation : *6* (angles of attack)

angle of attack zero lift : -1.88 ["]

max. angle of attack (stalling angle, clean) : 12.21 ["]

max. angle of attack (full flaps) : 19.83 ["]

angle of attack at economic cruise speed : 3.28 ["]

calculation : *7* (lift & drag ratios

lift coefficient at angle of attack 0° : 0.16 [ ]

lift coefficient at max. speed : 0.39 [ ]

lift coefficient at max. angle of attack (clean): 1.20 [ ]

max. lift coefficient 50 [° ] flap setting : 2.22 [ ]

drag coefficient at max. speed : 0.0554 [ ]

drag coefficient at econ. cruise speed : 0.0472 [ ]

induced drag coefficient at econ. cruise speed : 0.0112 [ ]

drag coefficient (zero lift) : 0.0360 [ ]

lift/drag ratio at econ. speed : 7.05 [ ]

calculation : *8* (speeds

minimum unstick speed (Vmu) at TO angle 13.2 ° : 272 [km/u] (147 [kt])

take-off decision speed (V1) : 267 [km/u] (144 [kt])

take-off rotation speed (VR) : 280 [km/u] (151 [kt])

Boeing 757-200 | Icelandair | TF-FIS | Zvezda | Grimsvotn

Icelandair B757-256(WL) TF-FIS c/n 26245 “Grimsvtn” with winglets.

lift-off speed (VLOF) : 299 [km/u] (161 [kt]) at pitch angle : 10.6 [°]

take-off safety speed (V2) : 301 [km/u] (163 [kt])

flap retraction speed (V3) at 500m (OW loaded : 105075 [kg]): 337 [km/u] (182 [kt])

steady initial climb speed (V4) : 327 [km/u] (177 [kt])

climb speed (to FL150 with 63 [%] power) : 513 [km/hr] (277 [kt])

max. endurance speed (Vbe): 551 [km/u] min. fuel/hr : 3216 [kg/hr] at height : 7925 [m]

max. range speed (Vbr): 820 [km/u] (0.77 [mach]) min. fuel consumption : 4.35 [kg/km] at cruise height : 10668 [m]

max. cruising speed : 865 [km/hr] (467 [kt]) at 10000 [m] (power:31 [%])

max. operational speed (Mmo) : 920 [km/hr] (Mach 0.86 ) at 10000 [m] (power:38 [%])

airflow at cruise speed per engine : 275.3 [kg/s]

speed of thrust jet : 1585 [km/hr]

initial descent speed 10000 - 7315 [m]: Mach 0.75

descent speed 7315 - 3048 [m]: 537 [km/u] (290 [kt])

approach speed 3048 - 500 [m] (clean): 463 [km/u] (250 [kt])

minimum control speed (MCS) Vmca (clean): 356 [km/u] (192 [kt])

stalling speed clean at 500 [m] height at Max.Landing Weight : 89800 [kg]): 297 [km/u] (160 [kt])

Boeing 757-200 | approaching with full flaps at Schiphol airport

757-200 approaching Schiphol airport with the double-slotted flaps fully deployed.

final approach speed (landing speed) at sea-level with full flaps VREF (max. landing weight): 245 [km/u] (132 [kt])

ICAO Aircraft Approach Category (APC) : C

stalling speed at sea-level with full flaps VSO (max. landing weight): 188 [km/u] (102 [kt]

rate of climb at sea-level ROC (loaded, 63 % power) : 1038 [m/min]

rate of climb at sea-level ROC (loaded, 75 % power) : 1425 [m/min]

rate of climb at 1000 [m] with 1 engine out (PUF/MTOW, 92 % power on remaining engines) : 389 [m/min]

rate of descent from FL240 to FL100 (7315m > 3048m): 914 [m/min] (2999 [ft/min])

rate of descent during approach with landing gear extended, with use of spoilers: 457 [m/min] (8 [m/s])

calculation : *9* (regarding various performances)

Brake kinetic energy capacity : 1703 [KW]

Boeing 757-200 take-off runway length graph

Take-off runway length at standard day, at sea level, mtow 108850 kg (240000 lb) : 6250 ft > 1905m

FAR TO runway length (TOFL) requirement at TOW 108850 [kg] standard day at SL (PUF after V1): 1906 [m]

Take-off flap setting : 15 [° ]

+++ FAA certification landing distance : +++

landing weight : 89800 [kg], TE flap setting : 50 [°]

runway condition : dry , landing over 50ft (15m) at threshold at sea-level

with use of thrust reversers

Boeing 757-200 landing field length graph

Landing runway length at sea level, dry runway, mlw 89800 kg : 4700 ft > 1430m

Calculation is with flap setting 50°, this needs further investigation...

FAA approved landing field length at SL, dry runway : 1438 [m] (4719 [ft])

landing distance (C.A.R.) from 15 [m] at SL, wet runway: 1642 [m] (5387 [ft])

max. lift/drag ratio : 10.92 [ ]

climb to 5000 [m] with max payload : 4.46 [min]

climb to 10000 [m] with max payload : 13.72 [min]

Martinair 757-27B PH-AHI c/n 24137 taxiing to the gate at Schiphol airport, Amsterdam. With Transavia PH-TKA c/n 26633 behind © bvdz

descent time from 10000 [m] to 250 [m] : 24.33 [min]

max. ceiling fully loaded (mtow- 60 min.fuel): 105075 [kg] ) : 15300 [m]

ceiling limited by max. pressure differential 16225 [m]

max. theoretical ceiling (OWE + 60 min.fuel) : 18000 [m] with flying weight :63775 [kg]

calculation *10* (action radius & endurance)

range with max. payload: 5409 [km] with 23450.0 [kg] max. useful load (75.8 [%] fuel)*

range with high density pax: 5943 [km] with 227 passengers (82.8 [%] fuel)*

range with typical two-class pax: 6959 [km] with 180 passengers (95.8 [%] fuel)*

Range with max payload : 2300 nm > 4260km

Range with max. fuel (MTOW 108900 kg) : 3800 nm > 7040 km

Ferry range 4630 nm > 8575 km

range with max.fuel : 7288 [km] with 7 crew and 165 passengers and 100.0 [%] fuel*

ferry range (calculated): 7890 [km] with 2 crew and zero payload (100.0 [%] fuel)*

max range theoretically with additional fuel tanks total 63311 [litre] fuel : 11261 [km]*

* calculated ranges without fuel reserves

Available Seat Kilometres (ASK) : 1340555 [paskm]

useful load with range 1000km : 23450 [kg]

useful load with range 1000km : 227 passengers

production (theor.max load): 20284 [tonkm/hour]

production (useful load): 20284 [tonkm/hour]

production (passengers): 184187 [paskm/hour]

oil and fuel consumption per tonkm : 0.186 [kg]

calculation *11* (operating cost)

fuel cost per hour (4809 [litre]):2885 [eur] (38 [pax-km/litre fuel])

fuel cost per seat 1000km flight (213 [pax] 2-class seating): 15.67 [eur/1000PK]

oil cost per hour: 4 [eur]

crew cost per hour : 900 [eur]

list price 2024 : 134 [mln USD]

Boeing 757-28A | Canada 3000 | C-FXOO | aircraft taking off, advertisement

Canada 3000 Boeing 757-28A C-FXOO c/n 25621

average flying hours in 1 year : 3310 [hours] technical life : 16 [year]

real average service life : 16 [years]

depreciation : 18 [years] to 10% residual value

financing interest per flying hour : 910 [EUR]

write off per flying hour : 2036 [EUR]

mean time between engine failure (MTBF) : 22307 [hr]

approved for 120-min. ETOPS flights

can continue fly on 1 engine, low risk for emergency landing for PUF

workhours per day : 11.64 [hr]

average flight hours till crash : 5.92 [mln hr] (1788 service years)

safe flight hours till fatality : 60683 [hr] (18.3 service years)

Boeing 757-200 | Transavia | PH-TKB | parked at the gate at Schiphol airport | (C) BvdZ

reservation pax liability/flying hour : 2.12 [SDR*] (2.65 [eur])

insurance cost per hour : 104 [eur] insurance rate : 0.7 [%]

engine maintenance cost per hour : 887.6 [eur]

wing maintenance cost per hour : 153.8 [eur]

fuselage maintenance cost per hour : 119.66 [eur]

tire life (time till worn out) : 100 [cycles]

maintenance cost per hour (excluding engines): 1012 [eur]

direct operating cost per hour: 8742 [eur], DOC per km : 10.47 [eur]

DOC per seat 1000km flight (213 [pax] 2-class seating): 47.46 [eur/1000PK]

DOC per seat 1000km flight (high density seating): 44.51 [eur/1000PK]

DOC per kg cargo for a 1000km flight : 0.43 [eur/kg] (= DOC/tonkm)

passenger service charge (depart at Schiphol): 11.34 [eur]

security service charge (depart at Schiphol): 10.08 [eur]

airport take-off fee / passenger : 2.95 [eur/pax]

airport landing fee / passenger : 2.95 [eur/pax]

retour ticket price 1000km trip : 164.51 [eur/pax]

price retour ticket Schiphol-Barcelona : 190.62 [eur/pax]

PH-TKC | Boeing 757-2K2 | Transavia Airlines | Joop Stroes | JetPhotos

On 24 December 1997 , Transavia's 757-2K2 PH-TKC made a hard landing at RW19R (Zwanenburg runway) at Schiphol. Flight 462 from Las Palmas (LPA) to Amsterdam-Schiphol int'l airport (SPL) with 205 passengers and 8 crew members.

c/n 26635/608^1st flight : 1994 13629 flight hours 4645 cycles RR535E4 engines. Landed with too much of a crosswind. Fortunately, almost everyone gets off the plane safely. There are 4 wounded. Location: +-100m 52°18'24.45"N 4°44'11.69"E

Boeing 757-200 | Transavia | PH-TKC | newspaper article 27 November 1999 crosswind regulations at Schiphol airport

accidents with fatalities > see the accident file

B-2816 - Boeing 757-21B - China Southern Airlines | towed at Nagoya airport, July 2009

B-2816 being towed at Nagoya airport, July 2009

On October 17, 1999, B757-21B B-2816 c/n 25083/359 of China Southern flew into severe turbulence shortly before landing on Hong Kong. Of the 160 passengers, 47 were injured. RR RB211-535^E 4 Engines. Location : +-30km 22°18'42"N 113°55'05"E