STOA is aircraft dependent, as climb performance varies.
The formulae given were for 737NG as clearly stated in first post top line.
If you look at the STAO profile I gave, you will notice:
FLAP RETRACTION,
ACCELERATION TO VREF40 +70 KCAS CLIMB AT 250 KCAS TO 10,000 FT
The Vref40 + 70 KCAS refers to the clean speed of the aircraft, based on Vref for flap 40 as a base reference for all (except flap 30) manoeuvring stages of flaps.
Of course when substituted for your type in question this could well work fine.
CI are set by the company management, they could well be the same within an operator for different types. Calculating the CI is something crew do not need to do, it will be provided for them as a default, or in case of advanced flight planning software packages, it can vary between flights.
The cost index denotes the relation of flight time related costs (e.g., crew, maintenance, or delay costs) and fuel cost. Moreover, cost index is a feature of the flight management system to minimize the combined fuel and time costs by varying the speed. Here, cost index is used as an input parameter to the ECON algorithm to determine the speed to fly to obtain the optimum trip cost.
Cost Index (Boeing units) = CostTime [$/h] / CostFuel [ct/lbs]
If the FMS is forced to fly a constant speed (a Mach number), all the FMS can do to reduce the trip fuel is to vary the optimum altitude and thus the recommended step climbs. However, entering a cost index and flying in ECON mode additionally allows for a speed variation.
Rec Max Alt or Boeing's Max Alt can be explained as:
- Maintain a 0.3g buffet margin.
- Fly in level flight at max cruise thrust.
- Maintain a vertical speed of 300 FPM at climb thrust.
Optimum Altitude can be explained as:
(Airbus) The most fuel-efficient altitude for ECON CRZ speed based on gross weight, cost index, and temperature, using 500-foot increments and a minimum of 5 minutes cruise.
(Boeing) refer to my earlier expanded post