Hey there!What are the actual weigths (MTOW,MGW,MLW...) for the 737 600/700?I'm asking because values from the manual are much lower than the values from the Load Manager. If you stick to the values from the manual you can hardly load pax on a longer flight like PHNL-NSTU.I'm somehow confused, please help me with that.TIARaffael

Hi Raffael,I think the actual limiting weights differs somewhat from operator to operator. And regarding the longer flights. The -600/700 is a short to medium haul aircraft. If you want to do a longer flight you have to kick out some or most pax (and their luggage) to be able to load up on fuel to reach the destination and still be within operating weight limits. Just like in the real world. ;-)Hope it helps,

Hi Raffael,You can check this link for some good 737NG weight references:http://www.boeing.com/assocproducts/aircom...ps/7376sec2.pdfJohnBoeing 727/737 Mechanichttp://www.precisionmanuals.com/images/forum/ng_driver.jpg

Thanks for the answers!But another question: How do operators fly the 737 profitable on longer routes if they can load them just about half?Aloha for example uses only 737 on their medium haul routes (5-6 hours)...wouldn't make sense for them if they could load only about 70 pax, would it?Regards,Raffael

Raffael,I believe that there are a couple versions of the -700 series airlines can choose. One for longer trips and more fuel capacity and the other with smaller. Aloha for example purchased the longer range -700. PMDG chose not to model the longer range. So above, with PMDG you would have to remove the pax and luggage.Brian

Hi RaffaelI'm coming back to this topic as I just found some interesting facts about weights on Scandinavian Airlines Flight Ops web site www.sasflightops.com"Boeing sells its aircraft with different takeoff weights. This means the Boeing 737-600 can be purchased with a start weight of between 57 and 65 tons. SAS has up to now chosen a low start weight for its aircaft, the foundation being the destinations the aircraft are expected to traffic. With these start weights SAS can for example: fly the Stockholm-Geneva route with a full load."But the aircraft can, if we have the need, fly longer. It only concerns raising the permitted start weight, through a simple business transaction with Boeing. All bairplanes are identical and have the same fuel tank size - it only concerns the amount of fuel one can put in. But since the purchase price is founded on the start weight, the airline has to pay more if the airplane is going to be used on longer routes. One example is the airplanes performance, we can name that we have planned to fly the airplane nonstop Seattle-Stockholm", explains Stefan Neufeld."Read more on their web site go to Fleet, B737 and 737 NGIt seems it all boils down to money... ;-)Cheers,

Thanks for your input guys! I'm less confused as before! Seems PMDG have modelled the highest weight option, or to be exact, they modelled the actual plane and sold us the High GW option from the start! So we're more flexible than if we had bought from Boeing...Regards,Raffael

In our (Virgin Blue) Fleet we have 3 versions of the -700.a) Low Gross Weight. For 20K engine rated with no winglets. MTOW: 62,600KG.:( Medium Gross Weight. For 20K engine rating with no winglets but with a higher MTOW: 64,000KG.c) High Gross weight. For 22K engine rating with winglets. MTOW: 70,100KG.Interestingly all configs have a MAX ZFW of approx 54-55 000KG and all can take 20,560KG of fuel and have a max LDW of 58,000KG.Consequently our winglet -700s do the 4-5hour flights.The -800s are a completely different story (bar the max fuel [20,560KG]) because they use 24K and 26K engine ratings. More on that maybe later.Dean