These costs are generally independent of the type of airplane, and thus are classified as indirect items. The actual value of each of these can only be es-timated from statistics. A method of estimating the various factors has been developed by an Aircraft Industries Association Committee. Each term is based on maximum take-off weight, passenger capacity, enplaned passengers, or cargo carried, whichever is relevant to the particular term. For example the “Cabin Attendants” term is based on passenger capacity, while food and beverage, passenger handling, reservation, sales, commission and advertising are based on enplaned passengers. Since enplaned passengers enter into the equations, load factor influences the indirect costs. Applying the IOC equations to the B-747, the DC-l0, and a typical large twin engine airplane show very similar relationships between TOC and DOC for all three airplanes. The average of these relationships is shown in Fig.15 in the form of: TOTAL OPERATING COSTS (TOC) IOC = + 1.0 DIRECT OPERATING COSTS (DOC) DOC TOC/DOC is shown to be a strong function of range, load factor and whether flights are domestic or international. TOC/DOC varies from about 1.7 for a domestic flight, 50% LF, and a range of 2200 nautical miles, to 2.1 for a domestic flight, 50% LF, and a range of 400 nautical miles. International flight values with 50% LF, vary from 1.9 at 4500 nautical miles to 2.5 at 1100 nautical miles. Figure 15. The actual value of indirect costs may be estimated from an equation fitted to the results of the studies of the B-747, DC-l0 and the large twin mentioned above. The equation agrees perfectly with the detailed method at 50% load factor and shows only a 1 to 2% difference at 100% load factor. The equation gives the indirect cost in $/n. mile at a range of 1000 n. miles for domestic routes: IOC 1000 n.mi ($/n.mile)= 04 + .00129 W g + .00119 N p + .0l27 N p LF (in 1968 $) Where: W g = Maximum Take-off Weight (lb) / 1000 N p = Passenger capacity LF = Load factor This equation is truly valid only for aircraft with cruise Mach numbers of about 0.85. However, speed differences of 10 to 20% will affect the IOC by only 2 to 4%. Higher block speeds reduce the IOC. For other ranges the IOC is corrected by using the ratio of IOC($/n.mi) / IOC 1000nm ($/n.mi) from Figure 16. The latter is derived from the same data as Fig.15. Figure 16. Breakeven Load Factor To break even at distance, d , with a yield of $y /passenger-rnile, the revenue must equal the sum of the direct and indirect costs: N* LF * d *y = DOC * N * d + N * LF * ($/pass) indirect where DOC and ($/pass) indirect are taken at distance, d ; N = number of pass. seats. LF is the breakeven load factor. Substituting: LF breakeven = d DOC / [y d – ($/pass) indirect ] Total operating costs may be used in a complete airline system analysis in which each city-pair is studied to determine total traffic, required schedule frequency, load factors, total income, total costs and profit. Simpler presentations of the effect of costs may be shown in the form of passenger load required to pay the DOC as shown for the B707-320B and the B747 in Figure 17. Another type of analysis determines the break-even load factor, the load factor required to cover the total costs. Figure 18 shows this type of analysis for the DC-10, B747, DC-8-62, and the B727-200. All three of these economic analyses require establishing not only operating costs but also the yield, the average passenger fare per mile. The yield varies greatly with route and is generally different from the basic fare as airlines now determine fares based on the day of the week, when the ticket is purchased or whether the traveler will stray over a Saturday night. Figure 17. Figure 18. AIR TRANSPORT ASSOCIATION of America STANDARD METHOD OF ESTIMATING COMPARATIVE DIRECT OPERATING COSTS OF TURBINE POWERED TRANSPORT AIRPLANES December 1967 - PREAMBLE The following data represents a modification to the 1960 revision of the Air Transport Association Standard Method of Estimating Comparative Direct Operating Costa of Transport Airplanes. Since it is doubtful that new transport airplanes will be powered by reciprocating engines and the overwhelming majority of the passenger miles are now being flown with turbine powered airplanes, this revision is confined to the turbine powered airplanes. It is considered that, with proper adjustment to the crew costs and the maintenance labor rates to account for the changing economic situation from 1960 to 1967, the 1960 revision is still valid for airplanes powered by reciprocating engines. In addition to new methods of determining costs and new values for many of the basic parameters, the formula has been extrapolated to include the Supersonic Transport. The formula is not considered to be applicable to rotary wing or V/STOL aircraft. PREFACE The first universally recognized method for estimating direct operating costs of airplanes was published by the Air Transport Association of America in 1944. The method was developed from a paper, “Some Economic Aspects of Transport Airplanes,” presented by Messrs. Mentzer and Nourse of United Air Lines, which appeared in the Journal of Aeronautical Sciences in April and May of 1940. The basis of this method was taken from statistical data obtained from airline operation of DC-S airplanes and was extrapolated to encompass the direct operating costs of larger airplanes which were then coming into the air transport picture. In 1948 it was determined that the 1944 method of estimating direct operating costs fell short of its goal due to rising costs of labor, material, crew, and fuel and oil. Consequently, the Aix Transport Association reviewed the statistical data which were then available, including four- engined as well as twin-engined airplane data, and in July 1949 published a revision to the 1944 method. The ATA method was again revised in 1955 for the same reasons as above and also to introduce the turboprop and turbojet airplanes. The 1960 revision revised the predictions on turbine powered airplanes based on experience gained to that date. The formula has again been revised to bring it up to date and an effort has been made to make it easier to use, yet at the same time more meaningful to its basic purpose — comparing airplanes. The formula has been extrapolated to include the Supersonic Transport. This revision has been prepared with the assistance of an ATA working group consisting of representatives of the ATA member airlines and prime airframe and engine manufacturers. The assistance of this group is gratefully acknowledged. INTRODUCTION The objectives of a standardized method for the estimation of operating costs of an airplane are to provide a ready means for comparing the operating economics of competitive airplanes under a standard set of conditions, and to assist an airline operator and airplane manufacturer in assessing the economic suitability of an airplane for operation on a given route. Any system evolved for these purposes must essentially be general in scope, and for simplicity will preferably employ standard formulae into which the values appropriate to the airplane under study are sub-stituted. Clearly these formulae, seeking to give mathematical precision to complex economic problems, by their very nature can never attain this aim completely, but it can be closely approached by ensuring that the method quotes realistic universal averages. Data derived from this report is intended to forecast a more or less airplane “lifetime average” cost and cannot necessarily be compared directly to actual cost data for an individual airline. These individual airline costs are dependent upon many things which the formula does not take into account. These would include, but not be limited to, fleet size, route structure, accounting procedures, etc. Particular care must be taken in comparing airline short term operating cost statistics to data derived from this report. Airline maintenance scheduling is such that heavy maintenance costs (overhaul) may not be included for a particular fleet during a short term period such as one year. In comparing data derived from this formula with actual reported data it should be noted that some carriers may capitalize certain costs. The capitalized cost would then be reported in depreciation or amortization cost figures. The formula is further based on the assumption that the carrier does its own work. Actual reported data may include work by outside agencies. These formulae are designed to provide a basis of comparison between differing types of airplanes and should not be considered a reliable assessment of actual true value of the operating costs experienced on a given airplane. Where data are lacking, the user of this method should resort to the best information obtainable. Operating costs fall into two categories — Direct and Indirect Cost, the latter dependent upon the particular SeTvice the operator is offering although in certain particulars, the Indirect Costs may also be dependent upon and be related to the airplane’s characteristics. This method deals with only the direct operating costs with one exception. As maintenance burden is required to be reported to CAB as a Direct Cost, it is included in this formula. For data relating to estimation of Indirect Cost the following reference is provided: “A Standard Method for Estimating Airline Indirect Operating Expense” Report (to be) published jointly by Boeing, Douglas and Lockheed. DIRECT OPERATING COST EQUATION The following pages present the detailed Direct Operating Cost Equation. The costs are calculated as a cost per airplane statute mile (Cam); however, can be converted as follows: Block Hour Cost = Cost/Mile * Vb = Cam * V b Flight Hour Cost = Cost/Mile * Vb * tb / tf = Cam * Vb * tb / tf Where tb = Block time (hours) Tf = Flight time (hours) Vb = Block speed (mi/hr) [...]... Airplane Model Price (millions $) 71 7-2 00 31.5 - 35.5 73 7-3 00 40.0 - 46.5 73 7-4 00 44.0 - 51.5 73 7-5 00 34.5 - 41.0 73 7-6 00 36.0 - 44.0 73 7-7 00 41.5 - 49.0 73 7-8 00 51.0 - 57.5 73 7-9 00 53.5 - 61.0 74 7-4 00 167.5 - 187.0 74 7-4 00 Combi 177.5 - 197.0 75 7-2 00 65.5 - 73.0 75 7-3 00 73.5 - 81.0 76 7-2 00ER 89.0 -1 00.0 76 7-3 00ER 105.0 - 117.0 To the left is a range of 1999 prices for inproduction airplanes The difference... are in U.S dollars and are in millions 76 7-4 00ER 115.0 - 127.0 77 7-2 00 137.0 - 154.0 77 7-2 00ER 144 .0 - 164.0 77 7-3 00 160.5 - 184.5 MD-80 42.0 - 49.0 MD-90 49.0 - 56.5 MD-11 132.0 - 147 .5 MD-11 Combi 144 .5 - 162.0 Business Jets* 35.25* Product Information More Information Customer Services Search Boeing Home| Commercial Copyright© 1999 The Boeing Company - All rights reserved title: Consumer Price... lift-dependent wave drag coefficient q q q q q Back to PASS analysis page A 2-D parametric study of the effect of any two parameters on a third A simple drawing of your airplane Numerical optimization lets you vary several parameters at once to find the best design An expert system that suggests what may be done to improve the design Ilan Kroo 5/10/96 Optimization Notes Analysis Results The PASS analysis. .. (Total Aircraft Including Spares) Cam = (Ct + 0.10 (Ct – Ne Ce) + 0.40 Ne Ce ) / (Da U Vb) a Where: Da U Ct = Total airplane cost including engines (dollars) Ce = Cost of one engine (dollars) Ne = Number of engines = Depreciation period (years) = Annual utilization — block hours/year (See Figure 4) 1999 Airplane Prices Airplane Model Price (millions $) 71 7-2 00 31.5 - 35.5 73 7-3 00 40.0 - 46.5 73 7-4 00... and take-off weight on performance Information on the variables (a description, units, how they are computed) A simple drawing of your airplane Numerical optimization lets you vary several parameters at once to find the best design A nicer 3-D view of the geometry and an expert system that suggests what may be done to improve the design Ilan Kroo 5/12/98 20 ttail? () 0 for low tail, 1 for T-Tail, or... 115.7 116.3 120.8 121.3 124.7 125.3 131.5 133.1 145 .5 147 .7 159.3 161.2 169.2 170.5 180.6 181.5 193.3 195.4 214. 1 217.4 244.9 246.8 269.0 272.4 287.1 289.1 297.1 298.4 309.7 311.1 321.3 322.2 326.3 328.4 338.7 340.4 352.0 354.3 370.8 371.3 92.9 93.1 94.7 94.8 97.1 97.4 99.7 100.2 104.0 104.5 109.7 110.2 116.3 116.7 121.5 121.8 125.0 125.5 132.4 132.7 146 .9 148 .0 160.6 162.3 170.1 171.1 181.8 182.6 195.3... but these may be totally inappropriate for your design Check all of the inputs to make sure that your SST is not being designed with assumptions that make sense for a DC-9! You may want to specify constraint values that are somewhat more severe than you would like for your final design This will assure that there is some margin and that your optimized design is not right up against the actual limits... static take-off thrust for one engine 31 sfc/sfcref () Ratio of actual sfc to reference engine sfc 32 aircrafttype () Type of aircraft or mission: 1 2 3 4 5 6 7 Domestic short range, austere accommodations Domestic, med range, med comfort Long range, overwater Small Business Jet All cargo Commuter SST 33 #passengers () Actual number of passengers 34 #coachseats () Number of seats in all-coach layout... span 67 flapchord/c () Ratio of flap chord to wing chord 68 yearstozero (years) Depreciation period for economics analysis 69 fuel-$pergal ($/gal) Current fuel price (use 60 to 80) 70 oil-$perlb ($/lb) Current price of oil (use about 10 $/lb) 71 insurerate () Hull insurance rate in fraction of aircraft price per year (use 02) 72 laborrate ($/hr) Current labor rate (varies but use 25 if no additional data... information entered previously and computes the overall aircraft performance Alternatively, you may view all of the inputs at once by going to the Summary of Project Inputs in the appendix From this page you can reload or copy a complete description of your current design Start by looking at the effects of wing area and take-off weight changes to your design on the Performance Trade Studies page Several . the B70 7-3 20B and the B747 in Figure 17. Another type of analysis determines the break-even load factor, the load factor required to cover the total costs. Figure 18 shows this type of analysis. required to cover the total costs. Figure 18 shows this type of analysis for the DC-10, B747, DC- 8-6 2, and the B72 7-2 00. All three of these economic analyses require establishing not only operating. only be es-timated from statistics. A method of estimating the various factors has been developed by an Aircraft Industries Association Committee. Each term is based on maximum take-off weight,