Greetings team,This issue was briefly touched recently in one of the posts but I would like to expand on it a bit more.There is a private charter operation called PrivateAir serving transatlantic flights for Lufthansa in their 737-700 and A320 extended range aircraft. One route I am aware of is KEWR-EDDM flown daily non-stop. Since they fly business-class only aircraft their TOW is lower than regular 2-class 737 aircraft, thus allowing for extra fuel for the trip.Now the question for the PMDG model is if it allows for the nonstop flight on this route with full fuel, or would there be a need for the model modification to accomodate extra fuel required for the trip. I guess this issue will be addressed with the BBJ release which aircraft has a longer range than airline version, yet for now some interim solution would be nice.Please share your comments.Dom----------------------------------------Randy, if you read this please let me know when you get back on ICQ. Cheers.

if you would like to make the changes yourself, you can edit the following lines in the -700 aircraft.cfg[ fuel ]Center1= -44.870, 0.000, -2.800, 7385.000, 0.000LeftMain= -51.380, -16.000, -0.800, 1718.000, 0.000RightMain=-51.380, 16.000, -0.800, 1718.000, 0.000fuel_type=2.000000number_of_tank_selectors=1electric_pump=1this will increase the fuel capacity of the tanks to the same (or pretty close to) that of the BBJ. the BBJ/LR variants of the 737NG actually have extra auxiliary tanks added in the fuselage, however the PMDG panel won't display these if you added them in FS, so the capacity must be added to the existing tanks.you can make these changes to the -800 too (BBJ2 version), but don't just copy & paste the [fuel] section, just the tank capacities, as the tanks are located in slighty different places (& the -800 will become unflyable).the slight drawback to this method is that the fuel planner will no longer load fuel correctly so you must do it manually.you may also want to change the MTOW to 171000lbs:......max_gross_weight=171000i have made 5 transatlantic flights now in the 737-700C (C-40A) & it works very well, however you can't carry very many passengers or much cargo on long transatlantic flights.

Hi,Thanks for your input.I would imagine this tweak would significantly alter the W&B of the plane. PMDG model being highly sophisticated on the dynamics side would be strongy affected.Do you see any flight characteristics abnormalities?Thanks again,Dom

I fly the same set up as moose and I have seen no ill effects. As Laurie said you just need to be able to load the fuel manually which is no big deal.Note: PMDG does not support modifications so you must make a backup and be able to revert to original if you have complications.

Hi,The airline actually operates the BBJ model. When I first saw the airplane in New York, I thought it was a -700. I think PMDG still plans on releasing a realistic BBJ. Cheers!LuisKMIA

I would persume that the BBJ model has a lower operating weight too, less seats, less emerge equipment, smaller trolley and galley and probably less crew members etc. So you could drop the ops weight a few grand maybe. (Hell get the Captain on a diet too!)I've been doing tests on the weights given in the perf manuals, as you know from my previous posts. A few observations...737-700MAX ZFW = 120,500lbsMTOW = 133,000lbsTherefore MAXFuel at MAXLoad = 120,500 - 133,000 = 12,500lbs giving it a MAX range of 1000nam. To land on vapour. To land with 5,000lbs, say 3,000lbs min landing fuel + 1,000 for a missed and 1,000lb for alternate, gives a MAX range of only 600nam.I dont have the figures to hand right now, but I believe and will stand corrected if wrong, the basic operating weight is 83,000lbs. With no people on board it should be able to carry up to:133,000lbs - 83,000 = 50,000lbs fuel.Giving a range of between 3500 and 4000nam, which should if I am not mistaken get you across the atlantic, at least from scotland to boston.Not having the figures with me, but I think the fuel tanks can hold more than that. The Cruise Perf sheet's highest figure is 63,000lbs for 5000 nam.What I am getting at, is the aircraft can't carry it's MAX fuel load, without being over the strcutural operational limitations.I would hint that you try your test flight, FROM the states with real weather. That way you can take advantage of the atlantics easterly winds aloft.

Indeed, get yourself into jetstream core and you'd be well accross the pond with fuel to spare.Problem kicks in with westbound flights which are generally longer not only because of the opposite wind effect, but also due to the more northerly NAT routing going west.Interestingly enough, Privatair also fly their Extended Range A319 with extra fuel tanks in the aft part of the fuselage.I would imagine that being a challenge to the proper weight and balance setup of the aircraft.Dom