Steve, your pic shows that you entered the TRIP ALT calculated as your cruise ALT. This is not what the FMC is recommending you set your cruise ALT to, its what the aircraft can reach and fly level at cruise for 1 minute (this applies to SHORT FLIGHTS only) And seeing how your doing such a short flight your setting the cruise to high.-On long flights the TRIP ALT will be from the OPT ALT on the CRZ page.So on a long flight entering the TRIP ALT is ok.

Wallace,Thank you. I knew I was missing something. I appreciate it.Steve

Randy,I realize that but I was trying to force a lower alt than the trip to see if I could reach it. It still kicked out on me. I believe Wallace got me straight. Thanks for the help.Steve

>Floyd, >>Here they are. I hope this helps, Thanks.>>SteveRandy's right. Just to add, If you had set the MCP to 31,600 feet then I belive the airplane would have continued to climb in VNAV to that altitude but instead 28,800 feet was in the MCP altitude window and so ALT ACQ engaged and the airplane leveled off and VNAV disengaged. Make sure the CRZ altitude set in the MCP altitude window is same as the CRZ page altitude.Floyd

I noticed from your PERF INIT page that your airplane is carring a lot of fuel for a 179 NM flight. 11,000 lbs of fuel might be more reasonable for this trip instead of 45,000 lbs. Reduce the fuel load next time and the airplane will perform better. Not to many airlines will tanker fuel around. Better to carry paying passengers and their bags. Also, before takeoff you can check the FMC's PROGRESS page if you wnat to see distination arrival fuel and adjust the fuel quantity as desired.Floyd

Hi !Check the avsim flight plan forum, you'll get almost every rw flight plan (routing + speed + crz level, no details on fuel/alternates and so on).

Hi GuysSince I do quite a number of short hops myself, I did a little digging and listening to my handheld com transceiver on the zurich clearance delivery, departure and control frequencies (yes I am allowed to do that, since I hold a valid PPL).The Flights I looked into were Zurich (LSZH) to Geneva (LSGG) and Munich (EDDM). The former is about 120nm, depending on routing, the latter 140nm.Unfortunately nobody uses NGs for any of the really short trips out of Zurich, but lots of buses, Avro/BAEs and regional jets. The info for Swiss International (LX) and Lufthansa (LH) flights into Munich are based on personal trip experience, radio exchanges and the very kind help from the PR departments of both airlines. All other info is just from listening to the radio. Please also note that these numbers were obtained in late summer and early fall with the odd very hot day, load factors couldn't be taken into account for obvious reasons.LSZH-LSGG (120nm) highest MEA FL080Air Mauritius (MK)Airbus A340-300 FL100-120Note: From what I hear the aircraft ist fully fueled in Geneva for the onward sector Zurich (ZRH, LSZH) to Mauritius (MRU,FIMP)and we know the 340-2/300 are not exactly strong climbers when heavily loadedRoyal Jordanian (RJ)Airbus A320 FL180-200Swiss International Airlines (LX)Airbus A319/20/21 FL FL140Avro RJ85/100 FL100-140LSZH-EDDM (140nm) highest MEA 5000ftAir Dolomiti (EN)Bombardier CRJ100 FL 230Lufthansa Cityline (CL)Bombardier CRJ100/700 FL230-250Avro RJ85 FL 230-250Lufthansa (LH)Airbus A319 FL 250-270Boeing 737-300/500 FL250-270Swiss International Airlines (LX)Avro RJ85 FL210-230Avro RJ100 FL190-210Embraer ERJ145 FL210-230It's interesting to note that Swiss (LX) typically seems to file for rather low cruising altitudes. It also seems to me that the Avros don't really climb very strongly. Of course these observations are by no means scientific, but they might be interesting to some. For those of you in the US and not familiar with European procedures, the tranisition altitudes in both Switzerland and Germany are 5000ft, so "The Levels" start with FL060 here. Best RegardsMax (Bern, LSZB)http://www.hifisim.com/images/as2004betateam.jpg http://www.precisionmanuals.com/images/forum/800driver.jpg