Cost Index
12-30-2010, 09:02 AM
#31
Gets Weekends Off
Joined APC: Dec 2008
Position: 320 Captain
Posts: 646
For UAL
use the optimum cost index and econ unless the flight is
running 11-90 minutes late; in which case, use up to themaximum cost index figure.
If the fpf shows “lc*,” the fpf cost index value overrides
the value on the dis*31606 table. With an “lc*” flight plan,
the value on the dis*31606 table. With an “lc*” flight plan,
the fpf cost index value should be the one used for that
actual flight, as it is cost specific for that operation.
actual flight, as it is cost specific for that operation.
dis*31606 whqdd 27dec1715.79625
*************recommended cost index value*************************
*************recommended cost index value*************************
Optimum* Max Intl Max
a319.......9..........33.......53
a320......10..........35.......55
b757......10..........47.......63
B757w......0..........30.......46
b767......10..........52......106
b777a.....19..........75......108
b777b.....19..........76......108
B744......21..........95......137
a319.......9..........33.......53
a320......10..........35.......55
b757......10..........47.......63
B757w......0..........30.......46
b767......10..........52......106
b777a.....19..........75......108
b777b.....19..........76......108
B744......21..........95......137
*use in all phases of flight, all fleets.
Ual speed policy: Fom 4.10.4.
Intl Max is used to protect intl misconnects/aircraft turns if more than 10 minutes late.
Using Cost index in the FMGC is fine, but it seems that the Flight plan is not based off of a CI. So the "Plan" and reality are often different. For example...flt plan is based on mach .785, but if you use a CI of 9 then cruise typically is around mach .76 on the Bus.
Dc
Ual speed policy: Fom 4.10.4.
Intl Max is used to protect intl misconnects/aircraft turns if more than 10 minutes late.
Using Cost index in the FMGC is fine, but it seems that the Flight plan is not based off of a CI. So the "Plan" and reality are often different. For example...flt plan is based on mach .785, but if you use a CI of 9 then cruise typically is around mach .76 on the Bus.
Dc
01-04-2011, 11:28 AM
#33
Line Holder
Joined APC: Jul 2006
Posts: 93
Is it my imagination or does the Airbus FMGC vary only the cruise mach number with head and tailwinds? It seems the climb IAS correlates only to gross weight, regardless of wind. If it doesn't, then a dynamic cost index would be called for. Or perhaps I haven't been paying close enough attention.
01-04-2011, 08:01 PM
#34
Gets Weekends Off
Joined APC: Jan 2007
Posts: 401
Originally Posted by CommutR4Life
if you enter a RTA constraint it cant possibly meet, it goes all out managed .80 without changing the cost index, and supposedly thats not monitored. (FYI this info came from Capt BS'er, so not sure if its true or not) CaptFurlough? You seem to more than I ever possibly will about cost indexes...
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