/image0.png)
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weight and performance calculations for the Boeing 757-200
..
British Airways G-BIKI “ Tintagel Castle ” c/n 22180 at Berlin Tegel airport , June 1995, later it was converted to freighter for DHL. © bvdz
Boeing 757-200 (RR RB211-535C engines)
role : jet airliner
importance : ****
first flight : 19 February 1982 at Renton, flown by test pilots John H. Armstrong and Samuel Lewis (‘Lew”) Wallick, reg. N757A c/n 22212. operational : January 1983 (Eastern)
country : United States of America
ICAO aircraft type designator : B752
production : total 913 757-200 aircraft in Renton, Washington ; with RB211-535C engines only around 50 – 100 built as soon the -535E engine became standard
general information :
In early 1978, Boeing announced the 757 as replacement for the 727. Performance was improved by hanging 2 high-by-pass engines under the wing, which also got a smaller sweep angle.
/image1.png)
Boeing 757-200 prototype under construction, the final assembly line for the 757-200 was in Renton, Washington.
In early 1979, Eastern and British Airways signed contracts for 21 (24) and 19 aircraft respectively. The aircraft were equipped with Rolls Royce RB.211-535C turbofans for both airlines and the 757 was the first Boeing aircraft to be launched with foreign engines. In March 1979, Boeing decided to go-ahead with production.
At distances around 750 km, the 757 had to be 37% more economical than its predecessors. During the test flights, the 757 turned out to be 4% more economical than expected!
/image2.png)
757-225 N505EA c/n 22195 at the Farnborough airshow 1982, it was the 6 th 757 built. Delivered to Eastern airlines in May 1983 which used the aircraft for 12 years.
The fuselage has the same diameter as the 707/727/737 family, but is 5.97m longer than the 727-200. The 757 is equipped with a Honeywell Inertial Reference System (IRS). In this, the mechanical gyroscopes have been replaced by laser gyros and together with the 767 it was the first commercial aircraft to be used. In addition, there is a Flight management Computer System (FMCS) and a Digital Air Data Recorder (DADC), both from Sperry.
On December 22, 1982, the first aircraft was delivered to Eastern Airlines.
/image3.png)
Eastern Airlines N510EA c/n 22200 at the gate. Eastern airlines was launch customer of the 757.
On 25 January 1983, the first 757 was delivered to British Airways.
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 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 . (source wikipedia)
In October 1998, 805 aircraft were in service with airlines worldwide and 86 more had to be delivered.
With the 535C engine, the 757 was 53% more economical than the 727! The 757 could also be delivered with a GE CF6-32 engine, but it was never ordered.
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. Looks like all -535C 757-200’s have a small cabin door aft oft the wing, no pictures with the overwing emergency exits
primary users : Eastern Airlines (24), British Airways (19)
Accommodation:
flight crew : 2 cabin crew : 6
passengers : seating for 186 in two class : 16 first class and 170 economy deluxe
class seats ( 33 -in pitch). High density seating for max 239 passengers (equal to
exit limit)
engine : 2 Rolls Royce RB211-535C turbofan engines of 166.4 [KN] (37408 [lbf])
/image4.png)
dimensions :
wingspan : 38.05 [m], length overall: 47.32 [m], length of fuselage : 46.97 [m] height : 13.56 [m]
wing area gross : 185.24 [m^2] fuselage exterior width : 3.76 [m]
weights :
empty weight : 58042 [kg]
operating empty weight : 60810 [kg] max. structural payload : 22650 [kg]
Zero Fuel weight (ZFW) : 83460 [kg] max. landing weight (MLW) : 89810 [kg]
max. take-off weight : 104325 [kg] weight usable fuel : 33504 [kg] (42680 [litres])
performance :
Max. operating Mach number (Mmo) : 0.862 [Mach] (940 [km/hr]) at 9000 [m]
critical Mach speed : 0.78 [Mach]
max. cruising speed : 860 [km/hr] (Mach 0.80 ) at 10000 [m] (29 [%] power)
economic cruising speed : 835 [km/hr] (Mach 0.78 ) at 10000 [m]
service ceiling : 11340 [m]
range with max fuel and MTOW : 6800 [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 circular 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 : 1.0 [kg/hr]
fuel consumption (econ. cruise speed) : 3901.8 [kg/hr] (4970.4 [litre/hr]) at 22 [%]
power
distance flown for 1 kg fuel : 0.21 [km/kg] at 10000 [m] height, sfc : 53.0 [kg/KN/h]
total fuel capacity : 42680 [litre] (33504 [kg])
calculation : *3* (weight)
/image5.png)
Boeing 757-200 British Airways, G-BIKI, notice the engine exhaust nozzle with differs from the RR RB211-535E engine
weight engine(s) dry : 6550.0 [kg] = 19.68 [kg/KN]
weight 18.4 litre oil tank : 1.57 [kg]
oil tank filled with 2.1 litre oil : 1.9 [kg]
oil in engine 4.1 litre oil : 3.7 [kg]
weight all fuel lines and pumps containing 80 litres fuel : 81.1 [kg]
weight engine cowling : 865.3 [kg]
weight thrust reversers : 499.2 [kg]
total weight propulsion system : 8003 [kg](7.7 [%])
***************************************************************
Accommodation cabin facilities:
/image6.png)
typical 2-class cabin layout for 186 passengers : economy : pitch : 83.8 [cm] 33.0 [-in]
( 3+3 ) seating in 32.3 rows
first class pitch : 96.5 [cm] 38.0 [-in] at 4 -abreast
weight passenger seats (width 51.0 [cm]) : 939.4 [kg]
weight cabin crew seats : 30.0 [kg]
weight flight crew seats : 42.0 [kg]
high density seating passengers : 239 [pax] at mainly 6 -abreast seating in 41.2
rows, pitch 78.7 [cm] 31.0 [-in]
pax density, normal seating : 0.687 [m2/pax], high density seating : 0.535 [m2/pax]
weight 3 lavatories : 94.8 [kg]
weight 2 galleys : 174.8 [kg]
/image7.png)
Eastern airlines 757-200 interior
weight overhead stowage for hand luggage (total : 10.1 [m3] = 211 55x35x25cm
carry-on trolleys) : 158.1 [kg]
weight 2 wardrobe closets : 50.3 [kg]
weight 3 movie screens : 24.8 [kg]
weight 67 windows (47x38cm) made of acrylic glass: 283.4 [kg]
weight 4 (1.83 x 0.84 [m]) main entry doors : 223.9 [kg]
weight 2 (1.65 x 0.76 [m]) galley service doors : 91.4 [kg]
/image8.png)
weight 2 (main door size : 1.14 x 1.40 [m]) freight doors (belly) : 126.4 [kg]*
total usable belly baggage/cargo hold volume : 50.7 [m3]
cabin volume (usable), excluding flight deck : 231 [m3]
passenger compartment volume : 154 [m3]
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 : 2239.3 [kg]
safety facilities:
weight 2 type II emergency exits (0.61 x 1.32 [m]): 58.7 [kg]
evacuation time with 239 passengers : 47 [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): 120.9 [kg]
weight emergency flare installation : 10 [kg]
weight 6 emergency evacuation slides : 158.9 [kg]
weight safety equipment & facilities : 382 [kg]
fuselage construction:
fuselage aluminium frame : 13309 [kg]
floor loading (payload/m2): 195 [kg/m2]
weight rear pressure bulkhead : 207.2 [kg]
fuselage covering ( 420.2 [m2] duraluminium 3.54 [mm]) : 3901.8 [kg]
weight paint fuselage : 88.2 [kg]
weight aluminium floor beams : 667.8 [kg]
weight cabin furbishing : 989.4 [kg]
weight cabin floor : 1763.8 [kg]
weight (sound proof) isolation : 345.1 [kg] TO-noise level : 99.2 [EPNdB]
weight 26424 [litre] main central fuel tank empty : 528.5 [kg]
weight empty 223 [litre] potable water tanks : 19.7 [kg]
weight empty waste tank : 13.4 [kg]
weight fuselage structure : 21834.3 [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]
/image9.png)
Cockpit of G-BIKS c/n 22190, the aircraft was delivered in May 1985 to British Airways and flew for DHL Aviation as freighter from June 2003
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 :
2.8 [min]
weight air-conditioning and pressurization system : 245 [kg]
weight APU / engine starter : 83.2 [kg]
weight lighting : 61.4 [kg]
weight 210 bar hydraulic system : 123.8 [kg]
weight engine-driven 40kVA electricity generators : 46.5 [kg]
weight ram air turbine for emergency electric power : 5.0 [kg]
weight 22Ah battery : 28.5 [kg]
weight controls : 19.4 [kg]
weight systems : 607.9 [kg]
total weight fuselage : 25210 [kg](24.2 [%])
***************************************************************
total weight aluminium ribs (42 ribs) : 3581 [kg]
weight engine mounts : 166 [kg]
weight 2 wing fuel tanks empty for total 16427 [litre] fuel : 246 [kg]
weight 171 [litre] vent surge tanks : 20 [kg]
weight wing covering (painted aluminium 4.98 [mm]) : 4984 [kg]
total weight aluminium spars (multi-cellular wing structure) : 5090 [kg]
weight wings : 13656 [kg]
weight wing/square meter : 73.72 [kg]
weight bleed air thermal leading-edge anti-icing : 41.9 [kg]
weight ailerons (4.5 [m2]) : 131.5 [kg]
weight fin (34.4 [m2]) : 1271.9 [kg]
weight rudder (11.6 [m2]) : 412.5 [kg]
weight tailplane (horizontal stabilizer) (50.4 [m2]): 2046.1 [kg]
weight elevators (12.5 [m2]): 249.1 [kg]
weight paint wing & tail surfaces : 113.4 [kg]
weight flight control hydraulic servo actuators: 40.7 [kg]
/image10.png)
British Airways Boeing 757-236 G-BIKH c/n 22179 landing at Hamburg (HAM) with leading and trailing edge flaps deployed, august 1997
weight trailing-edge double slotted flaps (30.4 [m2]) : 956.9 [kg]
weight leading edge slats (18.4 [m2]) : 375.5 [kg]
weight aluminium honeycomb spoilers (12.8 [m2]) : 217.2 [kg]
total weight wing construction : 19946 [kg] (32.8 [%])
*******************************************************************
tire pressure main wheels : 11.81 [Bar] (nitrogen), ply rating : 22 PR
tire speed limit : 364 [km/hr]
total tyre footprint : 0.33 [m2]
Runway LCN at MTOW (0.76m radius of rigidity) : 83 [ ]
Aircraft Classification Number (ACN), MTOW on rigid runway and medium
subgrade strength (B) : 39 [ ]
Can also operate from unpaved runways subgrade B
wheel pressure : 11475.8 [kg]
wheel track : 7.32 [m] wheelbase : 18.29 [m]
/image11.png)
weight 8 Dunlop 40.0 x 14.5 main wheels (1016 [mm] by 368 [mm]) : 855.5 [kg]
weight 2 nose wheels : 106.9 [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 : 1247.3 [kg]
weight undercarriage struts (four-wheel bogies) with axle 3746.0 [kg]
total weight landing gear : 6174.2 [kg] (5.9 [%]
*******************************************************************
********************************************************************
calculated empty weight : 59333 [kg](56.9 [%])
weight oil for 9.5 hours flying : 10.3 [kg]
unusable fuel in engine and tanks 170.7 litre fuel : 134.0 [kg]
weight lifejackets : 83.7 [kg]
weight 3 life rafts : 116.2 [kg]
weight catering : 142.9 [kg]
weight water : 197.2 [kg]
weight crew : 648 [kg]
weight crew luggage, navigation chards, flight docs (NOTOC), manuals,
miscellaneous items : 145 [kg]
operational weight empty : 60810 [kg] (58.3 [%])
********************************************************************
weight 186 passengers : 14322 [kg]
weight luggage : 2976 [kg]
weight cargo : 5352 [kg] (cargo + luggage/m3 belly : 137 [kg/m3])
zero fuel weight (ZFW): 83460 [kg](80.0 [%])
weight fuel for landing (1.6 hours flying) : 6350 [kg]
max. landing weight (MLW): 89810 [kg](86.1 [%])
max. fuel weight : 94314 [kg] (90.4 [%])
payload with max fuel : 108 passengers + luggage 10011 [kg]
published maximum take-off weight : 104325 [kg] (100.0 [%])
/image12.png)
calculation : * 4 * (engine power)
power loading (Take-off) : 313 [kg/KN]
power loading (Take-off) 1 PUF: 627 [kg/KN]
max. total take-off power : 332.8 [KN]
calculation : *5* (loads)
manoeuvre load : 1.0 [g] at 9000 [m]
limit load : 2.5 [g] ultimate load : 3.8 [g] load factor : 1.6 [g]
design flight time : 2.35 [hours]
design cycles : 28875 sorties, design hours : 67856 [hours]
max. wing loading (MTOW & flaps retracted) : 563 [kg/m2]
wing stress (2 g) during operation : 139 [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) : 19.91 ["]
angle of attack at economic cruise speed : 3.03 ["]
calculation : *7* (lift & drag ratios
lift coefficient at angle of attack 0° : 0.16 [ ]
lift coefficient at max. speed : 0.32 [ ]
lift coefficient at max. angle of attack (clean): 1.20 [ ]
max. lift coefficient 50 [° ] flap setting : 2.23 [ ]
drag coefficient at max. speed : 0.0387 [ ]
drag coefficient at econ. cruise speed : 0.0358 [ ]
induced drag coefficient at econ. cruise speed : 0.0102 [ ]
drag coefficient (zero lift) : 0.0256 [ ]
lift/drag ratio at econ. speed : 8.35 [ ]
calculation : *8* (speeds
take-off decision speed (V1) : 255 [km/u] (138 [kt])
take-off rotation speed (VR) : 265 [km/u] (143 [kt])
minimum unstick speed (Vmu) at TO angle 13.2 ° : 266 [km/u] (144 [kt])
/image13.png)
British Airways Boeing 757-236 G-BIKI taking of from Berlin Tegel airport, the take-off angle around 10° June1995 © bvdz
lift-off speed (VLOF) : 293 [km/u] (158 [kt]) at pitch angle : 10.6 [°]
take-off safety speed (V2) : 295 [km/u] (159 [kt])
flap retraction speed (V3) at 500m (OW loaded : 100423 [kg]): 330 [km/u] (178 [kt])
steady initial climb speed (V4) : 321 [km/u] (173 [kt])
climb speed (to FL150 with 63 [%] power) : 582 [km/hr] (314 [kt])
max. endurance speed (Vbe): 629 [km/u] min. fuel/hr : 3518 [kg/hr] at height : 9144
[m]
max. range speed (Vbr): 819 [km/u] (0.78 [mach]) min. fuel consumption : 4.40
[kg/km] at cruise height : 11582 [m]
max. cruising speed : 860 [km/hr] (464 [kt]) at 10000 [m] (power:24 [%])
max. operational speed (Mmo) : 940 [km/hr] (Mach 0.86 ) at 9000 [m] (power:33 [%])
airflow at cruise speed per engine : 273.7 [kg/s]
speed of thrust jet : 1383 [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 : 89810 [kg]): 297
[km/u] (160 [kt])
/image14.png)
Eastern Airlines 757-225 N508EA landing at Washington national airport, February 1984
final approach speed (landing speed) at sea-level with 50 [°] 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 (max. continous power) at sea-level ROC (loaded, 63 % power) : 1187
[m/min]
rate of climb at sea-level ROC (loaded, 75 % power) : 1603 [m/min]
rate of climb at 1000 [m] with 1 engine out (PUF/MTOW, 63 % power on remaining
engines) : 134 [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 : 1566 [KW]
/image15.png)
FAR take-off runway length at MTOW 104325 kg (230000 lb), standard day, dry runway, at sea level : 6175 ft > 1885m
FAR TO runway length (TOFL) requirement at TOW 104325 [kg] standard day at
SL (PUF after V1): 1858 [m]
Take-off flap setting : 15 [° ]
+++ FAA certification landing distance : +++
landing weight : 89810 [kg], TE flap setting : 50 [°]
runway condition : dry , landing over 50ft (15m) at threshold at sea-level
with use of thrust reversers, glideslope : 3.5 [°]
/image16.png)
Landing distance over 15m, dry runway, sea-level at MLW 89800 kg (197970 LB) : 4750 ft > 1445 [m]. Calculation exceeded 1445m, only with 50° flaps, thrust reversers on and glideslope of 3.5° landing distance was calculated at 1446m...
FAA approved landing field length at SL, dry runway : 1446 [m] (4744 [ft])
FAA approved landing field length at SL, wet runway: 1650 [m] (5413 [ft])
max. lift/drag ratio : 12.94 [ ]
climb to 5000 [m] with max payload : 3.90 [min]
climb to 10000 [m] with max payload : 11.99 [min]
descent time from 10000 [m] to 250 [m] : 24.33 [min]
max. ceiling fully loaded (mtow- 60 min.fuel): 100423 [kg] ) : 15700 [m]
ceiling limited by max. pressure differential 16225 [m]
max. theoretical ceiling (OWE + 60 min.fuel) : 18000 [m] with flying weight : 64712
[kg]
calculation *10* (action radius & endurance)
range with max. payload: 4283 [km] with 22650.0 [kg] max. useful load (62.3 [%]
fuel)*
range with high density pax: 4376 [km] with 239 passengers (63.5 [%] fuel)*
range with typical two-class pax: 5478 [km] with 186 passengers (78.3 [%] fuel)*
/image17.png)
Range with max payload (MZFW 83450 kg, MTOW 104325 kg) : 1800 nm > 3335 km
Range with max fuel (MTOW 104325 kg) : 3675 nm > 6800 km
Ferry range (OEW 60000 kg no payload) : 4100 nm > 7590 km
range with max.fuel and MTOW : 7170 [km] with 8 crew and 108 passengers and
0 [kg] cargo*
ferry range (calculated): 7676 [km] with 2 crew and zero payload (100.0 [%] fuel)*
max range theoretically with additional fuel tanks total 56485 [litre] fuel : 9824
[km]*
* calculated ranges without fuel reserves
Available Seat Kilometres (ASK) : 1021847 [paskm]
useful load with range 1000km : 22650 [kg]
useful load with range 1000km : 239 passengers
production (theor.max load): 19479 [tonkm/hour]
production (useful load): 19479 [tonkm/hour]
production (passengers): 161579 [paskm/hour]
oil and fuel consumption per tonkm : 0.200 [kg]..
calculation *11* (operating cost)
fuel cost per hour (4970 [litre]):2982 [eur] (33 [pax-km/litre fuel])
fuel cost per seat 1000km flight (188 [pax] 2-class seating): 18.46 [eur/1000PK]
oil cost per hour: 4 [eur]
crew cost per hour : 1050 [eur]
list price 2024 : 135 [mln USD]
average flying hours in 1 year : 3150 [hours] technical life : 22 [year]
real average service life : 22 [years]
depreciation : 22 [years] to 10% residual value
financing interest per flying hour : 963 [EUR]
write off per flying hour : 1615 [EUR]
mean time between engine failure (MTBF) : 21951 [hr]
approved for 120-min. ETOPS flights
can continue fly on 1 engine, low risk for emergency landing for PUF
/image18.png)
Boeing 757-200 G-BIKI c/n 22180 at Berlin Tegel airport, June 1995, being towed back © bvdz
workhours per day : 11.38 [hr]
no fatalities during service life > 100%% safe
average flight hours till crash : 6.93 [mln hr] (2200 service years)
safe flight hours till fatality : 6930000 [hr] (2200.0 service years)
reservation pax liability/flying hour : 0.02 [SDR*] (0.02 [eur])
insurance cost per hour : 90 [eur] insurance rate : 0.6 [%]
engine maintenance cost per hour : 830.4 [eur]
wing maintenance cost per hour : 173.4 [eur]
fuselage maintenance cost per hour : 152.16 [eur]
tire life (time till worn out) : 105 [cycles]
maintenance cost per hour (excluding engines): 1055 [eur]
direct operating cost per hour: 8590 [eur], DOC per km : 10.29 [eur]
DOC per seat 1000km flight (188 [pax] 2-class seating): 53.16 [eur/1000PK]
DOC per seat 1000km flight (high density seating): 41.79 [eur/1000PK]
DOC per kg cargo for a 1000km flight : 0.44 [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 : 3.20 [eur/pax]
airport landing fee / passenger : 3.20 [eur/pax]
retour ticket price 1000km trip : 178.16 [eur/pax]
price retour ticket Schiphol-Barcelona : 207.40 [eur/pax]
/image19.png)
British Airways 757-236 G-BIKA c/n 22172 at Amsterdam, Schiphol airport (AMS).
On 2 April 1985 the aircraft suffered a serious engine failure on a flight from London (LHR) to Milan (LIN), nobody was hurt in the incident and the aircraft was repaired.
accidents with fatalities > There have been no serious / fatal accidents with 757-
200s equipped with RR535C engines. Maybe there aren't that many equipped with
these engines. Looks like when it was avaliable -535C orders were changed to the
new -535E4 engine, like for Eastern Airlines.
/image20.png)
Unclear which British Airways 757-200 aircraft was involved in this incident in January 1989
Literature :
Aircraft Performance Database > B752 (eurocontrol.int)
737 Airplane Characteristics (boeing.com)
michelin_aircraft.pdf (jupitor.co.jp)
luchtvaart okt’87 page 273 - 279
Jane’s all the world aircraft ‘90-’91 page 377,378
Jane´s all the world aircraft´79/´80 page 298
Flight international 118-24 nov’98 page 56
Verkeersvliegtuigen page 86
Air international okt’98 page 252
Air Intrrnational apr’90 page184
Volkskrant 19jul96 pag.4
Observers Airliners page 51
Boeing 757-200 | This Day in Aviation
confidence rating regarding source data : medium - all information is only available from news, social media or unofficial sources
DISCLAIMER Above calculations are based on published data, they must be
regarded as indication not as facts.
Calculated performance and weight may not correspond with actual weights
and performances and are assumptions for which no responsibility can be
taken.
Calculations are as accurate as possible, they can be fine-tuned when more
data is available, you are welcome to give suggestions and additional
information so we can improve our program. For copyright on
drawings/photographs/ content please mail to below mail address
(c) B van der Zalm 14 April 2025 contact : info.aircraftinvestigation@gmail.com ac jetpax 2020.py python 3.7.4
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