I understand fuel consumption is attributed to a combination of many things (airspeed, weight, drag, %power, climb, etc), but does anyone have any recommendations as to how to improve fuel consumption on a B-737 when using MS Flight Simulator (2004). I've recently performed longer flights with a 737 (between islands in the Pacific Ocean), but was short on fuel when I attempted a flight from Guam to the Marshall Islands (although I did spend a lot of fuel taking-off and circling the airport due to the IFR).I also checked the Navigation Log, and the actual fuel burned on every leg was much more than the estimate. Any ideas on how to improve consumption so as to embark in longer flights (with this same aircraft)?My takeoffs and initial climbs are at 95% & 90% power correspondingly @ 15 degrees, and I go to 6 degrees and 280-300knts after 10,000 feet. When leveling off, I cruise at 70%-72% power. Thanks!

This really depends on how well FS (or the addon) models the systems and dynamics:Realistically and generically turbofan engines are most efficient with power setting in the high eighties to low nineties for N1. The airframe is most efficient at a speed called at abour 1.1 to 1.3 * Vimd (Vimd minimum drag speed), this speed is about .74 mach for a 737. Basically, the most efficient operation is at a height where you achieve approx .74 Mach and say 90% N1. For example, depdning on wieight this might be between FL270 and FL370. But as you burn fuel, the most effiicient FL gets higher as weight decreases. So if the most efficient height is say FL330 and after an hour's flying the most efficient height is FL350 then the plan will usually be to fly at FL340. Then a cruise climb to FL360 for the next hour and so on. So 70%-72% is too low.Because altitude is so critical for efficient jet operation the sooner they get to cruise alt, then generally the better. Even if that means climb, level out for 15 mins, then descend again!!I very much doubt FS will be able to model this, but here goes! Another general aspect is weight distribution. Forward MAC% (Mean Aerodynamic Chord - an expression of CofG for swept wing aircraft) creates a pitch stable airframe but with a higher stall speed and higher wing loading. An aft MAC% reduces stall speed and reduces wing loading but is more pitch unstable. Obviously the MAC% must be withing limits throughout the whole flight, but if you can plan for the MAC% to be as near to the aft MAC% limit as possible, then because of the lower wing loading your flight will be more efficient.Regarding the MAC%, if you don't get it here is an explanation: The centre of lift of the wing is at position X. If the CofG (MAC%) were behind Position X the aircraft would be absolutely unstable and unflyable (Even flyby wire is not allowed to take advantage incase manual reversion is required). If the MAC% is at Position X then the aircraft is neutrally stable, if in front then it is stable. On all Civil aircraft, the most aft MAC% is ahead of Position X. This means that the tailplane must provide a downward force to keep the nose up in level flight, pivoting the aricraft around Position X. The futher forward the MAC%, the greater the downward force of the tailplane. The greater that force and the more lift the wing has to generate and so the wing loading is effectively higher!Hope it helps!!

Fly higher. Rate of fuel consumption drops with increase in altitude.Try 33,000 - 37,000 ft.

Hello,get the performance data from here:http://perso.wanadoo.fr/hsors/FS_Soft/acftdata.htmlthen change the fuel_flow_scalar to get the right fuel flow correct for the same all up weight, altitude and Mach Nr.Ian

One thing not mentioned in the thread is estimated winds aloft which can be pretty frisky at high altitudes. If you have a weather application such as Active Sky, you could look at a few METAR locations along the way and read the aloft readouts to get an idea so you can really fine tune your altitude for the least headwind or max tailwind component.The performance figures referred to in another reply reply should give you the requirements for extended range operations for various weights and altiutudes. When extended range is required limitations may have to be applied on the pax/cargo/baggage counts to reduce weight and therefore drag giving rise to greater power efficiency.