CI=300

Boris Badenov said:
CI. Cost Index. Basically, the most efficient way to fly a big jet to meet a certain goal on the speed vs. cost matrix. Clear as mud? It's programmable in all Boeing boxes I'm aware of, and I would guess Airbus has some analogue that's the same thing but has a different name because Airbus is French Oh-ho-ho-ho. Would try to help more but for obvious reasons I have the evident OP on ignore, so.
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Not to be confused with the NEII on the 717, otherwise known as the “November Echo Irritation Index”, which, of course, is set to maximum on any leg out of NYC.
 
NovemberEcho said:
i have no idea what CL numbers are or what they do, being a mere ppl holder. Can you explain it to me in layman’s terms?
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People have done a crap job explaining this.

CI 000 means that the cost per hour of a crew is very cheap, and the cost per hour of fuel is very expensive. Because of that it makes sense to fly at the most efficient fuel burn airspeed (slow) , even though it keeps the crew on the clock much longer and racks up more wage costs.

CI 999 (not 100 like our resident clown insinuated) means crew costs are of the highest concern, and fuel is cheap. This means it makes sense to fly as fast as possible to minimize the amount of time the crew is on the clock, even though it burns more gas.

Every flight is dispatched with some number in between, which the FMS then crunches to generate a speed to fly. You can have different CI numbers for climb, cruise, and descent. We only use a cruise number, and it's generally between 0 and 20. If we are running late and passengers have connections, or the plane needs to go right back out, we get in the 100 to 200 range.

Of course crews are mostly guaranteed the scheduled time for a flight, so a higher than normal CI number doesn't generate wage savings for that specific flight. But over a long period of time, high CI number operated flights average together and generate shorter scheduled times.
 
BobDDuck said:
People have done a crap job explaining this.

CI 000 means that the cost per hour of a crew is very cheap, and the cost per hour of fuel is very expensive. Because of that it makes sense to fly at the most efficient fuel burn airspeed (slow) , even though it keeps the crew on the clock much longer and racks up more wage costs.

CI 999 (not 100 like our resident clown insinuated) means crew costs are of the highest concern, and fuel is cheap. This means it makes sense to fly as fast as possible to minimize the amount of time the crew is on the clock, even though it burns more gas.

Every flight is dispatched with some number in between, which the FMS then crunches to generate a speed to fly. You can have different CI numbers for climb, cruise, and descent. We only use a cruise number, and it's generally between 0 and 20. If we are running late and passengers have connections, or the plane needs to go right back out, we get in the 100 to 200 range.

Of course crews are mostly guaranteed the scheduled time for a flight, so a higher than normal CI number doesn't generate wage savings for that specific flight. But over a long period of time, high CI number operated flights average together and generate shorter scheduled times.
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This is an amazing explanation.
 
BobDDuck said:
People have done a crap job explaining this.

CI 000 means that the cost per hour of a crew is very cheap, and the cost per hour of fuel is very expensive. Because of that it makes sense to fly at the most efficient fuel burn airspeed (slow) , even though it keeps the crew on the clock much longer and racks up more wage costs.

CI 999 (not 100 like our resident clown insinuated) means crew costs are of the highest concern, and fuel is cheap. This means it makes sense to fly as fast as possible to minimize the amount of time the crew is on the clock, even though it burns more gas.

Every flight is dispatched with some number in between, which the FMS then crunches to generate a speed to fly. You can have different CI numbers for climb, cruise, and descent. We only use a cruise number, and it's generally between 0 and 20. If we are running late and passengers have connections, or the plane needs to go right back out, we get in the 100 to 200 range.

Of course crews are mostly guaranteed the scheduled time for a flight, so a higher than normal CI number doesn't generate wage savings for that specific flight. But over a long period of time, high CI number operated flights average together and generate shorter scheduled times.
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It appears that Your carrier uses a CI of .999? Is that what You are saying???? AMAAAAZING...
 
Three Down and Locked said:
Simple... Everyone should know this enter "0" the ship should slow down... Enter "100" the ship will speed up. From My experience CI is governed by fuel prices anyway. Does Your carrier instruct You to dial in .300?
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Yes we regularly see cost indexes of 500 at my employer… my highest personal CI assignment was 800 but we had been delayed about 12 hours.
 
Three Down and Locked said:
It appears that Your carrier uses a CI of .999? Is that what You are saying???? AMAAAAZING...
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First of all it isn’t .999… it’s just a whole number ranging from 0-999. Second, he was explaining it for the people who don’t know not just aimed at you so could you knock it off with the sarcastic pettiness? @BobDDuck didnt attack you so why respond in that manner?
 
BobDDuck said:
People have done a crap job explaining this.

CI 000 means that the cost per hour of a crew is very cheap, and the cost per hour of fuel is very expensive. Because of that it makes sense to fly at the most efficient fuel burn airspeed (slow) , even though it keeps the crew on the clock much longer and racks up more wage costs.

CI 999 (not 100 like our resident clown insinuated) means crew costs are of the highest concern, and fuel is cheap. This means it makes sense to fly as fast as possible to minimize the amount of time the crew is on the clock, even though it burns more gas.

Every flight is dispatched with some number in between, which the FMS then crunches to generate a speed to fly. You can have different CI numbers for climb, cruise, and descent. We only use a cruise number, and it's generally between 0 and 20. If we are running late and passengers have connections, or the plane needs to go right back out, we get in the 100 to 200 range.

Of course crews are mostly guaranteed the scheduled time for a flight, so a higher than normal CI number doesn't generate wage savings for that specific flight. But over a long period of time, high CI number operated flights average together and generate shorter scheduled times.
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Do you remember the era when they ran us 3-crew to japan, but 2 crew back (the RO deadheaded), and then ATC cleared you some weird northerly routing north of CTS before you embarked on pacific tracks, inching the flight time to 8 hours: so the dispatcher would slap a hi CI on the realease, flight time 7:59, and call it good!
 
NovemberEcho said:
I didn’t really care, I just wanted to see if the troll could actually explain it
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He can’t, but you knew that. He’s more than happy to critique real pilots’ explanations to make himself look legit though, all the while making more missteps that prove otherwise. It’s a wonderful process.
 
axe-sharpening-norton-IB64_1.jpg
 
ShortField said:
Have you ever input your own cost index numbers to see how it affects your speeds?

What do you fly again?
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Question #1: I plead the 5th

Question # 2: The proverbial "Toyota Corolla" of the aviation world. (Or BMW 3 series) depending if any bus devotees are present..... Then the aforementioned Corolla designation slides down the scale to them.
 
Three Down and Locked said:
Simple... Everyone should know this enter "0" the ship should slow down... Enter "100" the ship will speed up. From My experience CI is governed by fuel prices anyway. Does Your carrier instruct You to dial in .300?
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Whatever is on the release gets in the box at top of climb. Could be 0 could be 500 or whatever the max number is, don’t really care or matter to me.

If they want the plane there quick or there is a stuff headwind that will make the flight longer than the scheduled block they put a higher number.

If we have a huge tailwind making the flight shorter than scheduled or we are early for other reasons, they use a lower number.


In my experience the closer you are to the max altitude for the aircrafts weight the less effect a change in CI has on the speed. The further you are from the max altitude the more pronounced the effect.

In every instance, I have never seen a speed commanded by the box that was outside of the certified envelope. It may be right up next to Vmo and not a suitable speed for other reasons (turbulence), but it’s always less than Vmo or greater than the low speed cue.
 
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Three Down and Locked said:
Question #1: I plead the 5th

Question # 2: The proverbial "Toyota Corolla" of the aviation world. (Or BMW 3 series) depending if any bus devotees are present..... Then the aforementioned Corolla designation slides down the scale to them.
Click to expand...

Why would you plead the 5th? Is that not allowed where you work?
 
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