The interior won't matter in FSX. But weights will. The BBJ1 (and 737-700ER) has a max takeoff weight of 171,000 lbs. Also, BBJs weigh a lot more, empty, than normal 737s. I know of a couple BBJs (BBJ1s / -700 airframe) that weigh around 102,500 lbs without payload and fuel. Compare that to a normal 737-700 OEW of 84,000 to 89,000 lbs and MTOW of 154,500 lbs.(Truth be told... except for MTOW and Max Fuel, all the weights can be simulated in the current 737-700 by just loading the thing to achieve a desired ZFW. For example, if my "simulated" BBJ weighs 102,500 lbs and I'm pretending to carry a full load of 18 pax at 200 lbs each, I'd try for a ZFW in the FMC of 106,100 lbs. ...and I'd use whatever pax counts and cargo figures I'd need to get there... I don't care that PMDG's load configuration page in the FMC says 58 pax, as long as I get a ZFW of 106,100 lbs.)-Tony

Actually you can set 106.1 on the ZFW part of the Payload Page (I think is R2) and the fmc will automatically set a random number of pax and cargo to match that ZFW :(

Edited February 15, 201214 yr by masneoquil

Of course it's not just the weights themselves that are different, but also how they are distributed over the aircraft, i.e. a 737-700 and a BBJ at the same ZFW will probably not have the same centre of gravity location. A pretty subtle effect, and I don´t think I would notice it, but it´s there nonetheless.

Btw. how much more fuel than the 737-700 can the 737-700ER load? Could I be able to make an transatlanic flight with the normal -700?

Btw. how much more fuel than the 737-700 can the 737-700ER load? Could I be able to make an transatlanic flight with the normal -700?

Probably yes, but don't load any passengers or cargo. The -900 can do KSEA-EHAM in one go without passengers if the weather is right (that's how they're delivered to KLM).

I don't see how the interior matters in FSX...

Obviously not since there isn't a virtual cabin in the NGX, with good reason. I was just explaining the differences between regular 737s and BBJs.

The interior won't matter in FSX. But weights will. The BBJ1 (and 737-700ER) has a max takeoff weight of 171,000 lbs. Also, BBJs weigh a lot more, empty, than normal 737s. I know of a couple BBJs (BBJ1s / -700 airframe) that weigh around 102,500 lbs without payload and fuel. Compare that to a normal 737-700 OEW of 84,000 to 89,000 lbs and MTOW of 154,500 lbs.(Truth be told... except for MTOW and Max Fuel, all the weights can be simulated in the current 737-700 by just loading the thing to achieve a desired ZFW. For example, if my "simulated" BBJ weighs 102,500 lbs and I'm pretending to carry a full load of 18 pax at 200 lbs each, I'd try for a ZFW in the FMC of 106,100 lbs. ...and I'd use whatever pax counts and cargo figures I'd need to get there... I don't care that PMDG's load configuration page in the FMC says 58 pax, as long as I get a ZFW of 106,100 lbs.)-Tony

Exactly. And the current NGX models have normal airline fuel capacity, BBJs can have up to 83,000 LBS of fuel. (http://www.b737.org.uk/fuel.htm#Auxiliary_Fuel_System)

PrivatAir used to fly a BBJ1 on a scheduled route of EHAM-KIAH-EHAM. This route is no longer active with them.

Actually you can set 106.1 on the ZFW part of the Payload Page (I think is R2) and the fmc will automatically set a random number of pax and cargo to match that ZFW :(

Hah! I never even thought to try that! An easy process made even easier! Thanks Matias!!(Doing it that way will probably keep the CG in a better spot too!)-Tony

Exactly. And the current NGX models have normal airline fuel capacity, BBJs can have up to 83,000 LBS of fuel. (http://www.b737.org....ary_Fuel_System)

For an idea of the practical world of BBJs - of all the BBJs I've met, fuel capacities range from 63,000 lbs to 70,200 lbs. (Customer preference of fuel tank configuration - more fuel tanks sacrifice cargo space.) ZFWs range from 98,400 lbs to 102,500 lbs. The heaviest BBJ I know weighs 102,500 lbs and while it probably has a tank configuration that can hold more, for flightplanning we consider it's max tank capacity 69,000 lbs (which adds up to the BBJ's Max Ramp of 171,500 lbs) That's rare... the gap between full fuel and max ramp is usually a few thousand pounds.-TonyEdit: These are all BBJ1s by the way. I'm very disappointed to report that I've never gotten my hands on flightplanning one of the handful of BBJ2s (-800) flying around out there.

Edited February 16, 201214 yr by Lseatflyr

Btw. how much more fuel than the 737-700 can the 737-700ER load? Could I be able to make an transatlanic flight with the normal -700?

(...while I'm on a rampage of this thread... sorry about that guys...)Steffen,The -700 with 19 pax (typically the most a BBJ is certified to carry) will probably make New York to London since it's about a 7-hour airplane at those weights I think. For fuel planning all you need is enough fuel to get there, get to an alternate, and then have a 45 minute reserve after that. General Aviation reserves are more pilot preference than anything else. The most conservative BBJ operator I know likes 10,000 lbs of fuel at the destination. Most guys like to see 5000 to 6000 at the destination or the alternate.Until the 737ER/BBJ comes out (I'd never ever suggest editing the max capacity of the center tank in the -700 .cfg file :( ), you could take the old trusty route that all the old salty business jet pilots took before bizjets could fly for 12 hours. (And the way that today's business jets that should stay continental get across)....Origin-CYQX-EINN-DestinationOr depending on the great circle between your origin and destination, Origin-BIKF-Destination might make more sense for you.I've sent many many planes with tiny range on routes like that... Citation Xs, Hawkers, early Falcons...-Tony

Edited February 16, 201214 yr by Lseatflyr

I am looking forward to the ER and BBJ variants, too!

Meh.What's the difference between the BBJ "package" (or so to speak) and a repaint for the -800?

+1Travis

+1Travis

Try to use the Green arrow up key to indicate the plus one rather than typing it... :(

What's the difference between the BBJ "package" (or so to speak) and a repaint for the -800?

Additional fuel tanks

(...while I'm on a rampage of this thread... sorry about that guys...)Steffen,The -700 with 19 pax (typically the most a BBJ is certified to carry) will probably make New York to London since it's about a 7-hour airplane at those weights I think. For fuel planning all you need is enough fuel to get there, get to an alternate, and then have a 45 minute reserve after that. General Aviation reserves are more pilot preference than anything else. The most conservative BBJ operator I know likes 10,000 lbs of fuel at the destination. Most guys like to see 5000 to 6000 at the destination or the alternate.Until the 737ER/BBJ comes out (I'd never ever suggest editing the max capacity of the center tank in the -700 .cfg file ), you could take the old trusty route that all the old salty business jet pilots took before bizjets could fly for 12 hours. (And the way that today's business jets that should stay continental get across)....Origin-CYQX-EINN-DestinationOr depending on the great circle between your origin and destination, Origin-BIKF-Destination might make more sense for you.I've sent many many planes with tiny range on routes like that... Citation Xs, Hawkers, early Falcons...-Tony

Thanks for that detailed information. I might do an transatlantic flight with Sun Country. They used to fly Minneapolis to Stansted via Gander in summer 2010, so that sounds like a nice route.

PrivatAir used to fly a BBJ1 on a scheduled route of EHAM-KIAH-EHAM. This route is no longer active with them.

I believe that airplane is now operating for Gulf Air from Zurich.