monitron

B717 please!

This happened to me about a month and a half ago - but only to the British Airways aircraft. All other liveries work fine. You can push the close door button to your hearts content and it will never close. Annoying.

Thanks Mike, can you shed some light on correct Cost Indices? Are you talking the 738 CI is incorrect or the 744 as well? I had originally set up my Oil to be in Quarts based on a cockpit photo I saw.

Fantastic! I had been guessing a fair bit of my setup by looking at cockpit photographs. A person I know through work has a close friend that is a pilot at Qantas on 'heavies'. He said he believed the cost index was 40 on the 738. I know that has been stated before on here and I was told this just before Christmas. So it still may be correct. Also from this source, Qantas' normal cost index for the 744 is 100-110 and the 'standard' assumed temperate derate takeoff for the 744 is 48%. I was told by this person at work too that he asked a Virgin Australia Captain after landing recently, they fly cost index 1. It seems strange though that Qantas would be on 40 while Virgin down at 1. i know Virgin started off as low cost but Qantas would be trying to keep fuel bills down as much as possible. I would think they would all be similar.

Air New Zealand fly Auckland - Sydney - Auckland with 772's on some flights. About 2.5 hours each way, give or take a bit for the winds. That's pretty comfortable for simming.

The light load take off's impress me every time. It's a scary beast!

So the bird can get along faster at a slightly lower altitude because there is more air for the engines to use? When I was punching CI 500 in at FL310, the fuel consumption hardly changed. But obviously there is no point going to CI 500 if your not going to let the aircraft speed up.

I couldn't agree with you more, the new Qantas livery suits the A330-200's brilliantly, the curves are gorgeous! Now to see the livery on an A330-300. Qantas loves the 747, but they are getting old. The 777-300 would have been a good replacement on some routes wouldn't it?

Hi, I just noticed something that puzzled me. I am flying from Bangkok to Sydney, currently cruising at the optimum altitude of FL310 and using a Cost Index of 200. I decided to play around with the Cost Index and see what outcomes I got with EFOB and ETA on arriving in Sydney. I lowered the Cost Index to 50 and the PROG page told me I would use more fuel and arrive later. I raised the Cost Index to 500 and the PROG page told me I would arrive earlier and use slightly less fuel. The part I found strange and don't understand is when I raised the Cost Index to 500, my optimum cruise altitude dropped to FL275. When I lowered my Cost Index the optimum cruise altitude remained at FL310. Why the altitude drop on a higher Cost Index? Also, what is the Cost Index sweet spot, or is it too variable depending on weight and trip length?

Generate my own with Navigraph or copy a real life plan from Flightaware.

Landing at Hammo is great in the sim and real life. Did it last September on Jetstar from YSSY. Fantastic.

Isn't that great! I love the powerful beast.

This reminds me of the lectures that the Proof Readers would to give the Apprentices when we were learning Typesetting.Now Proof Readers are rare in Print Industry. It's a shame.

Its Saturday night already!(Here in Sydney, Australia it is anyway!)

Been there, done that.Luckily its only a sim and I didn't kill myself for real!