scholarly journals Quantifying the Effects of Aircraft Engine Upgrades on Operating and Support Costs

2021 ◽  
Vol 28 (97) ◽  
pp. 320-343
Author(s):  
Bradford A. Myers ◽  
Edward D. White ◽  
Jonathan D. Ritschel ◽  
R. David Fass

For fixed wing aircraft within the U.S. Air Force, Operating and Support (O&S) costs encompass a large portion of total life-cycle costs. O&S costs include fuel, maintenance, and engine upgrades. To the authors’ knowledge, no study to date has attempted to empirically quantify the realized effects of new aircraft engines on sustainment costs. Utilizing the Air Force Total Ownership Cost database, they focused on new engines appearing on the C-5s, C-130s, and C-135s. Although narrow in scope, results suggest newer engines have lower fuel costs. Maintenance costs for newer engines were not consistently higher or lower than the engines they replaced, although Contractor Logistics Support was not tracked by engine in this study. We found that savings from improved fuel efficiency tended to be greater than a potential increase in maintenance costs.

2016 ◽  
Vol 26 (2) ◽  
pp. 47-58 ◽  
Author(s):  
Jonathan D Ritschel ◽  
Tamiko L Ritschel

Over the past 15 years, the United States Air Force (USAF) has shifted toward utilizing more Contracted Logistics Support (CLS) and away from organic maintenance in their aircraft fleets. Given operating and support costs comprise 53-65% of total life-cycle costs for USAF aircraft, understanding the implications of these sustainment decisions is imperative. Utilizing a maintenance cost per flying hour metric and performing regression analysis, we find the maintenance strategy decision (CLS, mixed, or organic) is the most significant driver. We then examine performance metrics in relation to two established aircraft availability targets. Analysis of variance reveals statistically significant differences between maintenance strategies, with CLS outperforming organic in relation to the targets.


Author(s):  
E. J. Bentz ◽  
C. B. Bentz ◽  
T. D. O’Hora

Abstract This paper provides a comparative assessment of low-level radioactive waste (LLW) life-cycle costs for U.S. commercial disposal facilities. This assessment includes both currently operational facilities and planned commercial facilities. After identifying the individual facility’s operational period, current or planned capacity, and historical disposal volumes (where applicable), the paper describes the respective facilities’ waste acceptance criteria, anticipated waste characteristics, and disposal technologies employed. A brief identification of key components of cost categories that constitute life-cycle cost for the disposal facilities is provided, as well as an identification of factors that affect life-cycle cost. A more specific comparison of certain life-cycle cost components for the disposal facilities is provided, with regard to U.S. LLW disposal volumes and characteristics. Similarities and differences in total life-cycle cost and life-cycle category-specific costs among the U.S. facilities are presented and discussed. The data presented reveals that: • No new LLW commercial disposal facilities have been sited in the U.S. since 1988, and that siting of LLW disposal facilities in the U.S. has become increasingly difficult and contentious, necessitating long lead times and significant up-front costs — without any certainty of success. • Overall, life-cycle costs for LLW disposal at U.S. commercial facilities have increased significantly over time, reflecting increased regulatory compliance requirements, state-imposed access fees and taxes, local community hosting incentive costs, and cost escalation inherent in delays in establishing facilities or modifying existing licensed facilities. • Life-cycle costs are also significantly affected by the nature of the engineered isolation technology employed, reflecting the geologic characteristics of the siting location and the activity levels of the wastes accepted. • Since many of the newly-planned facilities anticipate receiving lower total volumes with an increasingly greater percentage of higher activity wastes (than historical volumes disposed) and are to be sited in more ecologically sensitive geologic regions, they will require more comprehensive — and hence more expensive — engineered isolation technologies. As a result, currently planned facilities are anticipated to experience significantly higher total life-cycle costs than existing operational facilities.


Author(s):  
James K. D. Morrison ◽  
Brian Yutko ◽  
R. John Hansman

The air transportation system enables economic growth and provides significant social benefits. Future increases and volatility in oil prices, as well as climate change policies, are likely to increase the effective cost of fuel. This paper investigates the expected impacts of higher fuel costs on the U.S. domestic air transportation system and discusses policy options to reduce negative economic and social effects. The 2004 to 2008 fuel price surge is used as a historic case study. A stochastic simulation model is developed with the use of price elasticity-of-demand assumptions and flight leg fuel burn estimates to understand the impacts of higher fuel costs. It was found that a 50% increase in fuel prices was expected to result in a 12% reduction in available seat miles if all cost increases passed through to passengers. System revenues are expected to decrease marginally for fuel price increases up to 50%, but higher increases may result in significant revenue reductions. Small airports are expected to experience relatively larger decreases and greater volatility in traffic. Older aircraft, flying sectors significantly below their optimal fuel efficiency range, are expected to experience the greatest reductions in capacity. An airline case study demonstrates that a regional carrier may be less sensitive to increased fuel prices than other business models. Policy options to maintain small community access, to manage airport traffic volatility, and to improve fleet fuel efficiency are discussed. To transition the U.S. air transportation system to higher fuel costs, stakeholder action will be required.


Author(s):  
Hans F. W. Maertins ◽  
Thomas W. Bruce

The F109-GA-100 (F109) engine, originally developed by Garrett under contract to the U.S. Air Force, is a state-of-the-art powerplant designed specifically for trainer use. The engine has been designed and demonstrated to be fully aerobatic capable, without limitations throughout the training envelope. To minimize student pilot workload, the engine features a full-authority digital electronic fuel control with automatic start and restart, automatic overspeed-/temperature-limiting, simple power management with no restrictions in operation and automatic thrust trim. Maintenance features include extensive built-in test and data logging to support effective life management. Designed for an 18,000-hour life to a duty cycle with a mission severity comparable to that of a fighter, the F109 has demonstrated exceptional durability and high reliability. This durability — coupled with excellent fuel efficiency that rivals a turboprop — resulted in extremely low life-cycle-cost (LCC) as demonstrated in accelerated mission testing. This paper describes the design features of the F109 that establish this engine as a trendsetter for the 1990s and beyond.


Author(s):  
L. T. Finizie

The increasing cost of weapons provided the stimulus needed for the Navy and Air Force jointly to study common engine requirements for the 1990s. Since engines require several years longer to develop than airframes, the Government sponsored the Advanced Technology Engine Study (ATES) to develop a long range propulsion plan for new aircraft needed through 2010. Because of the interaction between aircraft and engine in the design of the weapon system, aircraft engine companies teamed with aircraft companies to provide aircraft and engine conceptual designs to perform the expected missions for the 1990 time period. Life Cycle Cost (LCC) was used as the criterion in evaluating the merit of a number of USN and USAF aircraft systems. Since operating and support costs (0&S) are the most difficult of LCC to predict accurately, this paper compares only development and production costs provided by the participating contractors with those costs determined using cost criteria developed by the Navy.


1980 ◽  
Author(s):  
A. M. Mellor ◽  
P. A. Leonard ◽  
R. E. Henderson

The research needs in turbopropulsion combustion are itemized, based on a broad survey of the U.S. aircraft engine manufacturers conducted by a joint Air Force – Navy – Army technology assessment team during the Fall of 1978. Much of this research is basic in nature, involving fluid and solid mechanics, heat transfer, and combustion. This brief review of the findings is directed to members of the fundamental research community as a way of further aligning their interests with industry needs.


2004 ◽  
Vol 10 (1) ◽  
pp. 25-27
Author(s):  
Jonathan Thomas ◽  
Gabriel Almario

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