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weight and performance calculations for the Boeing 757-200

***** PRELIMINARY FILE ****

British Airways G-BIKI at Berlin Tegel airport, June 1995, later it was converted to freighter for DHL.

Boeing 757-200 (RR RB211-535C engines)

role : jet airliner

importance : ****

first flight : 19 February 1982 operational : January 1983 (Eastern)

country : United States of America

design :

production : 1050 aircraft

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.

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!

757-225 N505EA c/n 22195 at the Farnborough air show 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 In this, the mechanical gyroscopes have been replaced by laser gyros and together with the 767 it was the first commercial aircraft to be used.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.

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.

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.

For more than 228 passengers, two additional escape hatches must be fitted above the wing or total of 8 entrance doors.

Risk number 757 : 0.19 accidents per million flights.

There have been no serious accidents with 757-200s equipped with RR535C engines. Maybe there aren't that many equipped with these engines. Looks like when it was available -535C orders were changed to the new -535E4 engine, like for Eastern Airlines.

primary users : Eastern Airlines (24), British Airways (19)

Accommodation:

flight crew : 2 cabin crew : 6

passengers : seating for 186 in two class : 16 business class and 170 economy deluxe class seats ( 33 -in pitch)

exit limit : 239 passengers

engine : 2 Rolls Royce RB211-535C turbofan engines of 166.4 [KN] (37407.6 [lbf])

dimensions :

wingspan : 37.95 [m], length : 47.14 [m], height : 13.59 [m]

wing area : 185.24 [m^2] fuselage exterior width : 3.76 [m]

weights :

empty weight : 58042 [kg]

operating empty weight : 60800 [kg] max. structural payload : 22650 [kg]

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

max.take-off weight : 104325 [kg] weight fuel : 34144 [kg] (42680 [liter])

performance :

Max. operating Mach number (Mmo) : 0.86 [Mach] (940 [km/hr]) at 9000 [m]

normal cruise speed : 885 [km/hr] (Mach 0.82 ) at 10000 [m] (28 [%] power)

economic cruise speed : 860 [km/hr] (Mach 0.80 ) at 10000 [m]

service ceiling : 11340 [m]

range with max fuel : 6480 [km] (ATA domestic fuel reserves - 370.0 [km] alternate)

description :

low-wing cantilever monoplane with retractable landing gear with nose wheel

two spar fail-safe wing structure

with double slotted flaps with slotted LE flaps (slats) ,with spoilers airfoil : NACA with supercritical cross-section

sweep angle 3/4 chord: 25.0 [°]

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

construction : all-metal aluminium-alloy stressed-skin construction with pressurized fuselage

fuselage shape : 0

calculation : *1* (dimensions)

measured wing chord : 4.84 [m] at 50% wingspan

mean wing chord : 4.88 [m]

calculated average wing chord tapered wing with rounded tips: 4.83 [m]

wing aspect ratio : 7.77 []

seize (span*length*height) : 24312 [m^3]

calculation : *2* (fuel consumption)

oil consumption : 6.3 [kg/hr]

fuel consumption (econ. cruise speed) : 4286.7 [kg/hr] (5358.4 [litre/hr]) at 33 [%] power

distance flown for 1 kg fuel : 0.20 [km/kg] at 10000 [m] height, sfc : 38.9 [kg/KN/h]

total fuel capacity : 42680 [litre] (34144 [kg])

calculation : *3* (weight)

weight engine(s) dry : 7410.0 [kg] = 22.27 [kg/KN]

weight 74 litre oil tank : 6.32 [kg]

oil tank filled with 2.1 litre oil : 1.9 [kg]

oil in engine 4.1 litre oil : 3.7 [kg]

fuel in engine 18.2 litre fuel : 13.31 [kg]

weight fuel lines 88.9 [kg]

weight engine cowling 865.3 [kg]

weight thrust reversers 133.1 [kg]

total weight propulsion system : 8522 [kg](8.2 [%])

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

Accommodation cabin facilities:

typical 2-class cabin layout for 186 passengers : economy : pitch : 83.8 [cm] ( 3+3 ) seating in 31.5 rows

weight seats : 970.0 [kg]

high density seating passengers : 239 [pax] at 6 -abreast seating in 39.8 rows, pitch 73.7 [cm]

pax density, normal seating : 0.62 [m2/pax], high density seating : 0.48 [m2/pax]

weight 4 lavatories : 62.9 [kg]

weight 2 galleys : 168.9 [kg]

weight overhead stowage for hand luggage : 65.1 [kg]

Eastern airlines 757-200 interior

weight 4 wardrobe closets : 37.2 [kg]

weight 65 windows : 58.6 [kg]

weight 8 1.83x0.86 [m] entrance/exit doors : 533.3 [kg]

weight 2 freight doors (belly) : 105.9 [kg]

cabin volume (usable), excluding flight deck : 314.15 [m3]

passenger cabin max.width : 3.52 [m] cabin length : 36.11 [m] cabin height : 2.06 [m]

floor area : 114.5 [m2]

weight cabin facilities : 2001.8 [kg]

safety facilities:

weight 9 hand fire extinguisher : 27 [kg]

weight lifejackets : 83.7 [kg]

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

weight oxygen masks & oxygen generators : 120.9 [kg]

weight emergency flare installation : 10 [kg]

weight 8 emergency evacuation slides : 87.4 [kg]

weight safety equipment & facilities : 349 [kg]

fuselage construction:

fuselage aluminium frame : 17805 [kg]

floor loading (payload/m2): 198 [kg/m2]

weight rear pressure bulkhead : 207.4 [kg]

fuselage covering ( 420.4 [m2] duraluminium 3.58 [mm]) : 3964.2 [kg]

weight floor beams : 807.1 [kg]

weight cabin furbishing : 941.0 [kg]

weight cabin floor : 1647.9 [kg]

fuselage (sound proof) isolation : 304.1 [kg]

weight 7167 [litre] main central fuel tanks empty : 401.3 [kg]

weight fuselage structure : 26078.0 [kg]

Avionics:

weight HF and UHF radio : 7.0 [kg]

weight dual cloud-collision radar : 25.0 [kg]

weight VOR/ILS,RMI,Doppler,radio altimeter : 12.0 [kg]

weight Integrated Flight System / auto-pilot : 23.0 [kg]

Honeywell Inertial Reference System (IRS)

weight artificial horizons, compass, alti-meters : 7 [kg]

weight engine monitoring gauches & control switches : 6 [kg]

weight avionics : 80.0 [kg]

Systems:

British Airways Boeing 757-236 G-BPEE

Air-conditioning and pressurisation system maintains sea level conditions up to 6550 [m]

and gives equivalent of 2000 [m] at 11200 [m]. pressure differential : 0.59 [bars] (kg/cm2)

weight air-conditioning and pressurisation system : 261 [kg]

weight APU / engine starter: 83.2 [kg]

weight lighting : 61.4 [kg]

weight engine-driven 40kVA electricity generators : 46.5 [kg]

weight controls : 19.4 [kg]

weight systems : 471.3 [kg]

total weight fuselage : 28980 [kg](27.8 [%])

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

total weight aluminium ribs (1092 ribs) : 3720 [kg]

weight engine mounts : 166 [kg]

weight 6 fuel tanks empty for total 35513 [litre] fuel : 1989 [kg]

weight wing covering (painted aluminium 3.76 [mm]) : 3759 [kg]

total weight aluminium spars (multi-cellular wing structure) : 3472 [kg]

weight wings : 10951 [kg]

weight wing/square meter : 59.12 [kg]

weight thermal leading-edge anti-icing : 41.7 [kg]

weight fin & rudder (16.7 [m2]) : 990.8 [kg]

weight stabilizer & elevator (20.8 [m2]): 1233.4 [kg]

weight flight control hydraulic servo actuators: 66.1 [kg]

weight double slotted flaps (31.3 [m2]) : 791.7 [kg]

weight leading edge slats (10.1 [m2]) : 166.9 [kg]

weight spoilers (6.8 [m2]) : 35.5 [kg]

Eastern Airlines 757-225 N508EA landing at Washington national airport, February 1984

total weight wing surfaces & bracing : 16432 [kg] (15.8 [%])

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

tyre pressure main wheels : 11.81 [Bar] (nitrogen), ply rating : 22 PR

Can only operate from paved runways

wheel pressure : 11475.8 [kg]

weight 8 Dunlop main wheels (1020 [mm] by 355 [mm]) : 674.8 [kg]

weight 2 nose wheels : 84.4 [kg]

weight mult-disc wheel-brakes : 83.5 [kg]

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

weight oleo-pneumatic shock absorbers : 111.3 [kg]

weight wheel hydraulic operated retraction system : 1127.6 [kg]

weight undercarriage struts (four-wheel bogies) with axle 3491.2 [kg]

total weight landing gear : 5581.7 [kg] (5.4 [%]

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

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

calculated empty weight : 59517 [kg](57.0 [%])

Boeing 757-200 British Airways, G-BIKI, notice the engine exhaust nozzle with differs from the RR RB211-535E engine

weight oil for 8.8 hours flying : 60.4 [kg]

weight catering : 281.5 [kg]

weight water : 225.2 [kg]

weight crew : 648 [kg]

weight crew lugage,nav.chards,flight doc.,miscell.items : 68 [kg]

operational weight empty : 60800 [kg] (58.3 [%])

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

weight 186 passengers : 14322 [kg]

weight luggage : 2976 [kg]

weight cargo : 5352 [kg]

zero fuel weight (ZFW): 83450 [kg](80.0 [%])

weight fuel for landing (1.5 hours flying) : 6350 [kg]

max. landing weight (MLW): 89800 [kg](86.1 [%])

max. fuel weight : 94944 [kg] (91.0 [%])

payload with max fuel : 101 passengers+luggage 9381 [kg]

published maximum take-off weight : 104325 [kg] (100.0 [%])

Boeing 757-200 G-BIKI c/n 22180 at Berlin Tegel airport, June 1995, being towed back

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 : 5.4 [g] at 1000 [m]

limit load : 3.0 [g] ultimate load : 4.5 [g] load factor : 1.2 [g]

design flight time : 3.03 [hours]

design cycles : 24161 sorties, design hours : 73129 [hours]

max. wing loading (MTOW & flaps retracted) : 563 [kg/m2]

wing stress (2 g) during operation : 174 [N/kg] at 2g emergency manoeuvre

calculation : *6* (angles of attack)

angle of attack zero lift : -1.76 ["]

max. angle of attack (stalling angle, clean) : 11.70 ["]

max. angle of attack (full flaps) : 10.90 ["]

angle of attack at max. speed : 2.03 ["]

calculation : *7* (lift & drag ratios

lift coefficient at angle of attack 0° : 0.15 [ ]

lift coefficient at max. speed : 0.32 [ ]

lift coefficient at max. angle of attack : 1.15 [ ]

max. lift coefficient full flaps : 1.65 [ ]

drag coefficient at max. speed : 0.0479 [ ]

drag coefficient at econ. cruise speed : 0.0505 [ ]

induced drag coefficient at econ. cruise speed : 0.0083 [ ]

drag coefficient (zero lift) : 0.0422 [ ]

lift/drag ratio at max. speed : 6.75 [ ]

calculation : *8* (speeds

stalling speed clean at sea-level (OW loaded : 100038 [kg]): 312 [km/u]

stalling speed at sea-level with full flaps (normal landing weight): 223 [km/u]

landing speed at sea-level (normal landing weight : 89547 [kg]): 256 [km/hr]

max. rate of climb speed : 523 [km/hr] at sea-level

max. endurance speed : 534 [km/u] min. fuel/hr : 3177 [kg/hr] at height : 8839 [m]

max. range speed : 786 [km/u] min. fuel consumption : 4.668 [kg/km] at cruise height : 10668 [m]

cruising speed : 885 [km/hr] at 10000 [m] (power:34 [%])

max. operational speed (Mmo) : 940.00 [km/hr] (Mach 0.86 ) at 9000 [m] (power:41.4 [%])

airflow at cruise speed per engine : 281.6 [kg/s]

speed of thrust jet : 1618 [km/hr]

climbing speed at sea-level (loaded) : 1477 [m/min]

climbing speed at 1000 [m] with 1 engine out (PUF / MTOW) : 391 [m/min]

calculation : *9* (regarding various performances)

take-off speed : 337.8 [km/u]

high wheel pressure, can only take off from paved runways

take-off distance at sea-level concrete runway : 2005 [m]

take-off distance at sea-level over 15 [m] height : 2094 [m]

According to Wikipedia take-off distance is 2070 [m]

landing run : 1312 [m]

landing run (C.A.R.) from 15 [m] : 1976 [m]

lift/drag ratio : 10.47 [ ]

climb to 5000 [m] with max payload : 3.17 [min]

climb to 10000 [m] with max payload : 5.31 [min]

theoretical ceiling fully loaded (mtow- 60 min. fuel:100038 [kg] ) : 15400 [m]

calculation *10* (action radius & endurance)

range with max. payload: 4082 [km] with 22650.0 [kg] max. useful load (61.1 [%] fuel)

range with high density pax: 4168 [km] with 239 passengers (62.4 [%] fuel)

range with typical two-class pax: 5183 [km] with 186 passengers (76.8 [%] fuel)

range with max.fuel : 6850 [km] with 8 crew and 101 [kg] passengers and 100.0 [%] fuel

757-236 G-BIKA c/n 22172 with leading edge slats and flaps deployed

ferry range : 7111 [km] with 2 crew and zero payload (100.0 [%] fuel)

max range theoretically with additional fuel tanks total 55647.1 [litre] fuel : 9104 [km]

Available Seat Kilometres (ASK) : 963974 [paskm]

useful load with range 1000km : 22650 [kg]

useful load with range 1000km : 239 passengers

production (theor.max load): 20045 [tonkm/hour]

production (useful load): 20045 [tonkm/hour]

production (passengers): 164610 [paskm/hour]

oil and fuel consumption per tonkm : 0.214 [kg]

fuel cost per paskm : 0.026 [eur]

crew cost per paskm : 0.006 [eur]

economic hours : 22300 [hours] is less then design hours

time between engine failure : 1178 [hr]

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

writing off per paskm : 0.013 [eur]

insurance per paskm : 0.0009 [eur]

maintenance cost per paskm : 0.022 [eur]

direct operating cost per paskm : 0.069 [eur]

direct operating cost per tonkm (max. load): 0.564 [eur]

direct operating cost per tonkm (normal useful load): 0.564 [eur]

Literature :

Boeing 757 - Wikipedia

Aircraft Performance Database > B752 (eurocontrol.int)

737 Airplane Characteristics (boeing.com)

michelin_aircraft.pdf (jupitor.co.jp)

Wayback Machine (archive.org)

http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/e114c6bafec130a086257f5b007aeb12/%24FILE/A2NM_Rev32.pdf

luchtvaart okt’87 page 273 - 279

Jane’s all the world aircraft ‘90-’91 page 380

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 International apr’90 page184

Volkskrant 19jul96 pag.4

www.boeing.com

www.airliners.net

Observers Airliners page 51

G-BIKI taking of from Berlin Tegel airport, June 1995

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 22 October 2022 contact : info.aircraftinvestigation@gmail.com python 3.7.4