Commercial Fixed Wing
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Time Pressure; Human-Machine Interface; Distraction; Training / Qualification
Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Flight Crew Became Reoriented
Human Factors
We had returned to the gate 2 times for passenger related issues. We then taxied out to the hold short line. We sat there awaiting the final closeout for ten minutes or so. When the close out came; there was no performance uplink; so I went to change ZFW and CG to match the latest closeout. I then verified that the V-speeds matched the takeoff performance page and we departed. The flight plan had us filed for FL380; but the VNAV page capped us at FL370.  We then leveled off at FL360.  After some discussion given our light weight and nearly standard day temperatures; we began looking for the reason for the low Maximum Altitude. We found that I had entered the ZFW incorrectly from the final closeout.Causal factors could include feeling a little rushed to get going after the half hour delay. Another factor could have been the lack of an uplink that led me to manually enter data.  Additionally; while I have been to training recently and am fully current; there is no smoothness or rhythm to my flying due to a lack of consistent time in the aircraft.  Hopefully having a regular line in Month will improve my proficiency.
After returning to the gate for a passenger issue; we were running slightly behind schedule.  Original closeout deleted and after starting the second pushback; we had a new closeout (Rev 01) with good numbers which were accepted by the FMS.  During the second pushback; we were directed to tow back to the gate for a baggage issue.  Finally pushed back a third time and during taxi for departure; we received an ACARS message that closeout had been deleted and to wait for new numbers.  Received revision 02 (one pax less) of the closeout.  Did not get the prompt to accept new numbers.  Got another message of a deleted closeout and to wait for new numbers.  As we were getting more behind schedule; we ran through the numbers with the latest closeout (Rev 02) and confirmed the numbers as OK for a Flaps 10 degree; 10 knot tailwind TPS; with a plan to then cover the changes (if any) in the next closeout revision.  Waited approximately 20 more minutes at the end of the runway; number one for departure and finally got Revision 03 of the closeout; which was unchanged from Revision 02.  No prompt to accept the new numbers; so we manually updated them.  After I had checked the PERF page TOW numbers with the latest closeout numbers; the First Officer noticed that the ZFW was slightly off and updated it; but entered XYZ.X instead of correct number XAZ.X.  (Unnoticed at the time) Original number had been XAB.C.   V-speeds did not delete from the FMS; and with a slightly lighter TOW than the plan; I figured we were good to go.  V-speeds did not need to be changed; so we didn't.  We then completed all items of the Before Takeoff checklist and took off normally.  During the climbout; VNAV showed a max altitude of only FL360 instead of the planned FL380.  I found this odd; as we were lighter than the original planned weight and the temp at altitude was normal.  When we leveled off at FL360; I looked again at the closeout and compared it to the FMS perf page and then discovered the ZFW entry error.  Corrected it then and the VNAV max altitude fixed itself.  Remainder of flight uneventful.Because we were late and at the end of the runway; I may have rushed the FO to enter the ZFW data too quickly; which resulted in wrong data in the FMS.  I did not specifically verify the entered ZFW number because I had previously seen that the revised TOW was below the planned TOW and we didn't need to calculate new TPS numbers.  Even though the entered ZFW was incorrect; it was not used in calculating new QRH V-speeds; so the error went undetected as we went with the planned TPS.In the future; if a closeout does not uplink; I will call up the perf page on my FMS (as opposed to looking at the FO's perf page) and confirm each entry with the closeout.
Air Carrier flight crew reported entering incorrect performance data and cited being rushed for takeoff and FO's lack of flying as contributing factors.