So, I did not notice before, but as I was preparing for departure from SJU to HOU on an ad-hoc, I realized that MTOW differed alot from the manuals PMDG supplied to pages like www.fuel.aerotexas.com and even wikipedias own 737NG page.This is what the different pages says about the B737-600 opertaing weights:PMDGMTOW 127000 lbsMLW 120500 lbsMZFW 114000 lbsaerotexasMTOW 145500 lbsMLW 120500 lbsMZFW 113500 lbsWikipedia (http://en.wikipedia.org/wiki/Boeing_737_Next_Generation)MTOW 145500 lbsMLW 121500 lbsNow, i never use wikipedia for such info, but had to make a search too see if there actually was an article related to the 737NG weights and so on.The FMC tells me that on the payload pages that MTOW is about 145 K lbs.Makes me wonder what is correct and not?

Sometimes the same ac during the same day has different MTOW,the engineer comes on board and changes the plate on the cockpit just next to the door according to the necessities of the airport you're flying into etc etc, it's not a fixed value...

So, I did not notice before, but as I was preparing for departure from SJU to HOU on an ad-hoc, I realized that MTOW differed alot from the manuals PMDG supplied to pages like www.fuel.aerotexas.com and even wikipedias own 737NG page.This is what the different pages says about the B737-600 opertaing weights:PMDGMTOW 127000 lbsMLW 120500 lbsMZFW 114000 lbsaerotexasMTOW 145500 lbsMLW 120500 lbsMZFW 113500 lbsWikipedia (http://en.wikipedia....Next_Generation)MTOW 145500 lbsMLW 121500 lbsNow, i never use wikipedia for such info, but had to make a search too see if there actually was an article related to the 737NG weights and so on.The FMC tells me that on the payload pages that MTOW is about 145 K lbs.Makes me wonder what is correct and not?

Need to sign your name to posts.See this for some information:http://forum.avsim.net/topic/351868-max-cargo-comp-weights-and-mtow-discrepency/

Sometimes the same ac during the same day has different MTOW,the engineer comes on board and changes the plate on the cockpit just next to the door according to the necessities of the airport you're flying into etc etc, it's not a fixed value...

Okay. That makes sense, but what is then the structural MTOW of a 736, or in other words, how much can it possibly handle?

Need to sign your name to posts.See this for some information:http://forum.avsim.n...ow-discrepency/

Sorry, didnt know that.Yngve GiljebrekkeENZV

Yngve,This link was about PMDG "weights" (not signature).http://forum.avsim.net/topic/351868-max-cargo-comp-weights-and-mtow-discrepency/

Yngve,This link was about PMDG "weights" (not signature).http://forum.avsim.n...ow-discrepency/

Ah! Thanks:-).

Airlines can literally buy different max takeoff weights. They do this because a lot of times the airline is charged to operate at an airport based on the max takeoff weight of the the plane being flown there and if the airline doesn't think they will need all the carrying capacity they can save money by buying a lower max takeoff weight. It is purely paper work differences. The structure of the planes are all the same. Obviously there is an absolute structural limit. It seems screwy but that's how it works sometimes. I believe the numbers PMDG has in the manuals are the structural limits.