APPENDIX A
APPENDIX A SURVEY OF GENERAL AVIATION ACTIVITIES CONTENTS SURVEY OF GENERAL AVIATION ACTIVITIES. . . . . . . . . . . . . .. A-i TABLES A-i. General Aviation Activities A-2 · . . . . . . . . . . .. .. . .
Desired Aircraft Characteristics A-2.
A-3 Executive Short-Distance Mis sions · . . . . .. . . .. . . . . . .
Desired Aircraft Characteristics -- A-3.
A-4 Executive Medium-Distance Missions . . . . . . . . . . . . . . .
A-4. Desired Aircraft Characteristics -- A-5 Executive Long-Distance Missions · . . . . . . . . . . . . . . ..
A-5. Desired Aircraft Characteristics A-6 Commuter Intercity Service ••• · . . . . . . . . . . . . . . . .
A-b. Desired Aircraft Characteristics A-7 Commuter CBD Service ••••• · . . . .. . . . . . . . . . . .
A-7. Desired Aircraft Characteristics A-8 Industrial Personnel Transport · . . . . . . . . . . . . . . ~ .
A-i
APPENDIX A
APPENDIX A
SUR VEY OF GENERAL AVIATION ACTIVITIES
The survey of general aviation activities in the United States was
principally conducted through interviews with users, manufacturers, trade
as s ociations, and government organizations. Table A-1 lists the organiza-
tions and firms interviewed with a view to identifying current general aviation
missions, aircraft operated in these missions, use factors, CGsts and cost
benefits, and desired aircraft characteristics for the 1975 to 1980 period.
The interview data became the basis for defining the current and future general
aviation rrtissions and aircraft performance and economic characteristics that
are used throughout the main body of Volume 1. Additionally, the desires of
each organization contacted regarding future aircraft characteristics are
summarized in Tables A-2 through A-7. There was considerable variation in
the requirements identified by these organizations. In some instances, de-
sired future characteristics were stated by referring to specific aircraft; they are identified in the table s.
A-1
Table A-1. General Aviation Activities
Activity Location I Trade As sociations Aircraft Owners and Pilots Association Washington, D. C.
General Aviation Manufacturers Association Washington, D. C.
Helicopter Association of America Washington, D. C.
National Air Transportation Conferences Washington, D. C.
National Business Aircraft Association Washington, D. C.
II Government Organizations CAB, Bureau of Statistics Washington, D. C.
FAA, Bureau of Statistics and Economics Washington, D. C.
Los Angeles City Fire Department Los Angeles, California Los Angeles County Sheriff Department Los Angeles, California III Aircraft Manufacturers Beech Aircraft Company Wichita, Kansas Bell Helicopter Company Fort Worth, Texas Cessna Aircraft COlYlpany Wichita, Kansas Gates Lear Jet Corporation Wichita, Kansas Hughes Tool Company Culver City, California Sikorsky Aircraft Division Stratford, Connecticut Vought Helicopter Company Dallas, Texas IV Commuter Air Carriers Allegheny Commuter Washington, D. C.
Amistad Commuter Houston. Texas Golden West Airlines Los Angeles, California Houston Metro Airlines Houston, Texas V Executive Aircraft Operators Airesearch Aviation COlYlpany El Segundo, California California Land and Investment Company Los Angeles, California Freeport Sulphur Company New Orleans, Louisiana North American Rockwell Corporation Los Angeles, California Shell Oil Company Houston, Texas Southern California Edison COlYlpany Long Beach, California Tenneco, Incorporated Houston, Texas VI Commercial Aircraft Operators Aero Services Wichita, Kansas Briles Helicopter Service Santa Monica, California Coastal Ag Chemical Ventura, California Geo Data Systems Orange County, California Helicopter and Airplane Services Corporation Gaithersburg, Maryland Helix Air Service Dallas, Texas Missionary Aviation Fellowship Fullerton, California Okanagan Helicopters, Limited Vancouver, B. C.
Petroleum Helicopters, Incorporated Lafayette, Louisiana Schultz Enterprises Los Angeles, California Utility Helicopters Long Beach, California
A-2
Table A-2. Desired Aircraft Characteristics -- Executive Short-Distance Missions
Helicopter Helicopter Manufacturer Manuf actu re r Aircraft Characteristic (short-term) (long-term) Manufacturers Referenced at reraft -- Gates Tv.ri.n Jet a Capacity, passengers 5 10 to 15 8 to 12 5 8 to 10
-- - -
b I :75 I :00 Range. s. rni 350 Stage lengths Stage Short stage Stage 400 to 500 400 I 800 215 600 I I
I
up to 100 lengths up lengths of lengths to 100 50 to 60 Speed, mph 150 200 200 200 175 to 185 275 180 250 -- -- 130 1118 VTOL STOL VTOL VTOL VTOL Takeoff and landing VTOL VTOL VTOL V70L VTOL VTOL VTOL
I mode {parking ( cornpound
lot) helicopter) Twin T",,'in Twin Propulsion -- I Single Turbine Hot cycle Single tur- T'Win tilt Twin Twin I turbine turbine turbine turbine bine;a twin rotor turbine turbine b turbine Avionics - - Full IFR Full IFR Full IFR Full IFR Full IFR
> -- -- -- -- I Full IFR
I W
I 200K IOOKa 1.3M 450K
Initial cost, .s -- -- -- --
b 600K Operating Cost, ! Ihr Less Less Less Less Less Less Less Less Less Less Less Less Need n10re More heli- More More heli- Con1pound
Other -- More -- --
helicopt('r heliports heliports ports. less heliports ports and
I I I I
noise. and less noisp less cost I I ~- L L a corporation Smal1 bLarge corporation
Desired Aircraft Characteristics - - Executive Medium.-Distance Mis sions
Table A-3.
--
Aviation Characteri.stic Executive Users Association Aircraft Manufacturers
-
i Refe renced ai TC raft Hawk King Air F-27 King Air 100 King Air 100
- - - -
90 and 100 Commander
I
42 8 to 15 Capacity, passengers I 8 to 9 6 to 15 8 to 15 8 to 10 8 I Range, s.mi 1000 >1100to 1300 1600 1100 1100 800 600 250t0285 300 285 Speed, mph 250 285 275 250 2500 1435 <3150 1435 Takeoff and landing 1435 VTOL VTOL mode or distance, ft (compound helicopter) Twin Propulsion Twin Twin Twin Twin Tilt rotor T'Nin turboprop turboprop turboprop turboprop turboprop turbine
I
Avionics Full IFR Full IFR Full IFR (including Full IFR Full IFR FullIFR
- -
Cat III); collision
;p
avoidance system I ~ Pre s surization Yes Yes Yes - - Yes - - - - ; Air conditioning Yes Yes Yes Yes - - - - - - and heating
Beverage service Yes - - Yes Yes Yes - - - -
I I ! l,avatory Yes - - Yes Yes Yes - - - - I I 400 to 600K 600K 370K
$ 400 to 600K Initi.al Cost, 1M 1.3M - -
- - Other - - - - Like speed - - - - - - an(~ comfort
Desired Aircraft Characteristics - - Executive Long-Distance Mis sions
Table A-4.
Aviation Characteri stic s Executive Users Association Aircraft Manufacturers Referenced aircraft Saberline r Falcon - - Citation - -
- - - -
Capacity, passengers 12 6 6 to 8 6 to 8
- - - - - -
Range, s. ITli 2490 3000 >1900 3000 1800 to 2400 1540 - -
greater (i. e. , than Falcon) Speed. mph 520 600 - - 650 400 - - - - Balanced field 4000 <5000 (i. e., 5000 2950 3000 to 4000 (static
I 4950 - -
length, ft less than high lift devices) Falcon) I Twin fan jet Propulsion Twin Tvrin - - Twin fan jet Twin fan jet
- -
, turbojet fan jet
>
I U1 Avionics Full IFR Fu1l IFR 0- 0 Landing: - - Full IFR Full IFR, collision - - avoidance system collision avoidance s ystern
I
I Yes - - - - Yes - - Pres surization - - - - Yes
Ai rconditioning / Yes - - - - - - - - - -
heating - - Yes
Beverage service Yes - - - - - - - -
Yes Lavatory Yes - - - - - - - - - - 695K
Initial cost, $ 1.4M - - - - - - - -
--
Less noise Single pilot Need better noise
Other - - - - --
- -
certification control, stability rl.o.e>l"t'"Orl ::I .... rI ,...nnt,..nl c:uc::tpTY1C::
L I I I I I I ... , I ~~d b;t"t~;~d~i~i~g- 'I
Table A-5. Desired Aircraft Characteristics -- Commuter Intercity Service
An Aircraft I\1anufactu reT I s Survey of Cha r acte ri sti c COn'1ffiuter Air Carriers Aviation Associations Cornn1uters Referenced aircraft DHC-7 Heron DHC-7 - - - - Capacity, passengers!, 48 25 to 30 17 48
>18 25 to 30 I 20 to 30
Range, s. mi 400 to 500 Stage lengths 1550 230 300to 500 600 1200 to 300 of 130 (operate effi- cientl y at 20 to 30) Speed. mph 27 S 250 to 300 275 425 183 230 - - Takeoff and landing <2000 1500 1950
3000 to 4000 I 2875 2000
- - distance, It 1500 (offloaded) a Propulsion 4 Engine- Twin 4 Engine- Tv.,:in 4 Engine- Twin turbojet - - turboprops pi ston turboprops turboprops turboprops Avionics Full IFR Full IFR Full IFR Full IFR; Full IFR (including - - Full IFR 0-0 landing area navigation)
;x:-
Pressurization Yes Yes Yes No Partial OK if Yes Yes I 0' inexpensive Yes Yes Yes Air conditioning/ Yes Yes - - Yes heating Yes Re\'crage service Yes (optional) Yes
- - - -
Lavatory Yes (optional) Yes Yes, but Yes Yes Yes - - not a problem to date
I <800K <500K 1.6M 1.6M Initial cost, .$
- - - -
I __
Operating cost, '£/hr -- IOC 75% of DOC
- - - -
I Other Retractable gear Part 25 certification, - - - - Carry-on seat pitch of 30 to baggage space (passenger appeal), carry-on baggage.
31 in., and carry-on and headroom baggage and good lnaintain- ability Ride Quality - - - -
,- 1_ R_" ""'
DHC-6 OK Noise Levels - - - - DHC- 6 levels - - - - rnaXln1UITl ____ L __ ___ .L-_~ ______ ._ __ _ _____
1-- ... _-_.-
~- aExcept for short range, congested hub feeders.
Desired Aircraft Characteristics -- COrrlrrluter CBD Service
Table A-b.
CharacterIstic Commuter Air Carriers Aviation Associations Aircraft Manufacturers 40 to 50 40 to 50 IS to 18 Capacity, passengers a b 13 c d 18 12 s.mi NY to Wash 800 Range, 300 - - 300 to 400 215 200 300 Speed. mph lIS 170 180
- -
VTOL VTOL Takeoff and landing i VTOL VTOL VTOL VTOL mode : Propulsion Twin Twin Hot cycle Tilt rotor Twin Twin
I
turbines turbines (turbine) turbine tu rbine I , IFR IFR IFR Avionics - - IFR
- -
No - - - - No Pressurization No - -
I
: Yes Yes Yes Yes Ai r conditioning / - - heating
I
I
Initial Cost. 485K - - - - I. 2M 1M 450K S ~ 246 Hot cycle 330 and I Needs re- - -
I Operating cost. S/hr - -
I
duction for will re- crew -J
i
::,:350 scheduled duce cost service
-~~~- --_.-
a High operating costs and vibration/fatigue of current helicopters preclude Mde-scale commercial operations.
b?TOL is more attractive now, hut VTOL may be attractive if more heliports are available.
cHelicopter is strictly a complement to fixed wing for shorter stage lengths; lack of heliports is a major problem.
dC.ommuter business difficult is enough with fixed wing~ high operating cost of helicopters will prec:::le their use.
Desired Aircraft Characteristics -- Industrial Personnel Transport
Table A-7.
Helicopter Characteristic Commercial Helicopter Operators Executive Users Manufacturers a a Capacity, passengers 6 to 10 6 to 7 30 I 10 to 15 5 to 7 6 7 to 15 5 b b 15 to 20 15 Range, s. n1i 400 320 and 30 >400 Stage lengths 700 to 800 Stage lengths 400 400 minutes up to 100 up to 100 150 120 Speed, mph 150 150 180 175 to 185 200
- -
Takeoff and landing VTOL VTOL VTOL VTOL VTOL VTOL VTOL VTOL rnode a Propulsion Twin Twin Twin Turbine Twin Turbine Single; Twin b twin turbine turbine turbine turbine turbine turbine Full IFR Full IFR .J\vionics - -
IFR 11 Limited
desirable IFRc
>
I 200K -- <400K Initial cost, s: Less Less - - - Operating cost, S/hr -- --- -
r--------- .. -- l
aSupervisor transport b C rev. change radar c;":avaid, autopilot, weather
APPENDIX B
APPENDIX B AIRCRAFT IN CURRENT GENERAL AVIATION USE CONTENTS B-1 AIRCRAFT IN CURRENT GENERAL AVIATION USE B. 1 Summary of Most Popular Aircraft ..... B-1 B.2 Comparison of Current Aircraft Features B-3 REFERENCES . B-7 TABLES General Aviation Aircraft Use in 1969 ... B-2 B-1.
General Aviation Aircraft Characteristics B-4 B-2.
B-i
APPENDIX B
APPENDIX B AIRCRAFT IN CURRENT GENERAL AVIATION USE A tabulation was prepared of the m.ore popular aircraft currently used in various general aviation m.issions based upon total hours flown in each category. These data identified the current aircraft perform.ance and investm.ent cost characteristics for com.parison with desired future m.ission characteristics and aircraft concepts. The data were also used to help identify predom.inant perform.ance or econom.ic features that would explain the popularity of a particular aircraft m.odel for the various m.is sions investigated.
The aircraft types and m.is sions selected for em.phasis relate to com.m.ercial, personnel transport operations. They include the m.ultiengine and rotary wing aircraft used in Air Taxi operations (Com.m.uter and non- scheduled), business applications (Executive and Busines s Transportation) and personnel transport m.is sions in the Industrial Special and "Other" (ISO) categories. The aircraft and m.issions selected were judged to have the best potenti.al for the introduction of aircraft innovations. The m.is sion categories selected em.ploy professional pilots who are m.ore likely to accept and safely operate potentially com.plex m.odified CTOL, STOL, and VTOL aircraft .
B.1 SUMMARY OF MOST POPULAR AIRCRAFT Table B-1 lists the m.ost popular general aviation aircraft in the fol- lowing categories: Executive /Busines s, Air Taxi, and, for rotary wing air- craft, personnel transport m.issions in ISO. This table was developed from.
References B-1 and B-2 based on hours flown in 1969. Since professional crews norrrlally fly the turboprop and jet aircraft (even though som.e hours are listed in the Business Transportation category), Executive and Business B-1 TableB-1. General Aviation Aircraft Use in 1969 Executive/ Air NUITlber Total Business Taxi Air Used by ISO Hours Eligible T ran sportation Executive Hours Taxi COnllTIuter Flo\J.1I1 - Personnel ISO Capacity , a b c Hours Flown Rank Flown e Ai rcraft Type in 1969 Rank Air Carriers Transport Onlyd Rank seats TWIN PISTONS Beech 18 Series 1345 61,818 1 154,204 2 167 NA NA 7 to 9 475 36, 160 2 37,559 Beech Queen Air 65 6 32 NA NA 7 to 11 Cessna 310 2108 30,919 3 64,876 3 9 NA NA 6 25,329 Beech Baron 55 1461 26, 329 4 9 2 NA NA 4 to 6 Piper Aztec 3111 26,262 5 175,489 I 99 NA NA 6 608 25, 454 60, 562 Cessna 401/402 6 4 49 NA NA 6 to 8 Aero Commander 680F 365 23,315 7 13,791 18 I NA NA 5 to 7 32,495 Piper Navajo 373 16,596 8 7 28 NA NA 6 to 9 Cessna 421 251 15,274 9 f 0 NA NA 6 to 8 - - 7, 066 II 59, 193 13 NA NA 4 to 6 Piper Comanche 1335 5 TURBOPROPS a Beech King Air 371 156,462 I 795 NA NA 8
- -
188 92, 045 2 f a NA NA 16
Gulfstream I --
Turbo Commander 126 34,298 3 3,048 I NA NA 8
--
Swearingen 226Tg 95 27,298 4 f a NA NA 17
- -
tJj Fairchild F-27 39 23,294 5 f a NA NA 20 to 42 - - deHavilland DHC- 6 128 125,387 I 77 NA NA 20
I f - -
N Beech 99 114 f - - 81,391 2 97 NA NA 17 TURBOJETS Lear Jet 212 56, 621 I f a NA NA 8 - - 56,237 f a NA NA 12 Saberliner 60 130 2
- -
Lockheed Jetstar 101 46,122 3 f a NA NA 12 - - 44, 588 4 f a NA NA 12 Das sault Falcon 106
--
102 39,886 5 f a NA NA 8 Jet Co~mander - - DH-125 96 38, 759 6 f a NA NA 6 to II
- -
HELICOPTERS Bell 206 283 45,339 I 39, 168 2 5 8, 364 4 5 1 50,656 Bell 47 Series 932 8, 242 2 150,921 I I 3 74 6, 185 4,318 7 a 2,807 6 5 Fairchild Hiller FH-II 00 3 Sikorsky S55 59 2, 119 4 7,349 5 a I, 850 7 12 Bell 204/205 60 1,977 5 25,251 3 a 16, 160 2 15 a 1,288 Sikorsky S62 19 I, 152 6 2,873 8 II 12 122 7 16,519 4 a 3,431 5 12 Hiller HI2E 971 a I, 643 9
Sikorsky S58 12 860 8 f - - 4
0 14, 009 3 Hughes 269 Series 257 723 9 6,732 6 2
_ I
- ---- ..
a;\1et FAA airworthiness criteria elncludes crew hFlown by professional crews only f Negligible l1 crncludes hoth comrTIuter air carriers and nonscheduled gFAA group designation for the IIMerlin series operators hCurrently marketed by Beech Aircraft as BH-125 dRased on operator survey data this value is 50 percent of the ISO total hours flown transportation hours are included for those aircraft. As the twin piston aircraft are often flown by an owner -pilot, only the profes sionally flown Executive Transportation hours are included for these sITlaller aircraft.
For rotary wing aircraft ISO hours reflect 50 percent of the FAA statistics; this is cornpatible with operator survey data about hours devoted to person- nel transport. Based upon the hours flown in each category, the aircraft are ranked in order of "popularity" for that category.
The Beech 18 and Queen Air series aircraft are the predoITlinating twin piston aircraft in the Executive Transportation category with the Piper Aztec and Beech 18 series being the ITlO st popular with air taxi ope rators.
In the turboprop category, the Beech King Air was the priITlary choice of executive users and the deHavilland DHC - 6 was the first choice of the COITl- bined nons cheduled air taxi operators and COITlITluter air carriers. The Lear Jet and Sabreliner are the jet aircraft ITlost used by executive operators.
The Bell 206 and 47 series helicopters are the ITlost popular with both execu- tives and air taxi operators. The Bell 47 series and Bell 204/205 helicopters predoITlinate for personnel transport ITlis sions in the ISO category.
B.2 COMPARISON OF CURRENT AIRCRAFT FEATURES COITlparisons of selected perforITlance features of the previously identified rnore popular aircraft are shown in Table B-2. Perforrrlance and econoITlic data for these aircraft were obtained froITl References B-3 and B-4. FrOID this table, an attelllpt was lllade to isolate characteristics that ITlight consistently explain the popularity of an aircraft.
The executive user of the small four- to six-place twin piston air- craft is apparently willing to pay a premium for the faster Beech Baron when com.pared with the com.parably sized, but les s expensive Piper Cornanche.
The air taxi operator, however, specifically favors the less costly Comanche Also in the six-place aircraft category, the faster Ces sna 310 is preferred by executives over the com.parably priced Piper Aztec. Air taxi operators, however, prefer the roomier Aztec and are apparently willing to sacrifice B-3 Table B-2. General Aviation Aircraft Characteristics Required Total Air Takeoff Eligible Executive Taxi ISO Capacity, Cruise Range, Distance, Cost, a b c Aircraft Type in 1969 Rank Rank Rank s eats s.mi $DOOd Speed, ITlph ft TWIN PISTONS e 1345 1 2 NA Beech 18 Series 7 to 9 204 600 2000 20 (used) e Beech Queen Air 65 475 2 6 NA 7 to 11 223 600 20n 160 e 2108 3 NA Cessna 310 3 6 220 789 1800 70 e Beech Baron 55 1461 4 9 NA 4 to 6 225 761 1400 70 e Piper Aztec 3111 5 1 NA 208 6 882 1620 70 e Cessna 401/402 608 6 4 NA 6 to 8 240 212 2200 116 e 365 18 Aero COITlITlander 680F 7 NA 5 to 7 225 910 1780 80 (used) e Piper Navajo 373 8 7 NA 6 to 9 247 264 2270 116 e Cessna 421 251 NA 6 to 8 270 9 - - 626 2325 192 e Piper Comanche 1335 11 5 NA 4 to 6 198 322 1870 47 TURBOPROPS e Beech King Air 371 1 NA 8 253 1000
-- 1340 400
e Gulf st reaITl I 2 - - NA 16 348 2000 4350 1000 e Turbo Commander 126 3 NA 8 254 851 2500 400
--
e f Swearingen 226T 95 4 NA 17 295 770 2600 400
--
e Fairchild F-27 5 20 to 42 306 900 1000
39 - - NA 3150
td e deHavilland DHC- 6 128 - - 1 NA 20 209 191 :200 500 I g Beech 99 114 2 NA 17 254 531 400
- - 3900
~ TURBOJETS Lear Jet 212 1 NA NA 8 507 1670 800 3900~ Sabreliner 60 130 2 NA NA 12 520 2480 4950 1400 h Lockheed Jetstar 101 3 NA NA 12 507 2200 6000 1800 h Das sault Falcon 106 4 NA 460 1340 5000 NA 12 1400 h Jet COIlJITlander 102 5 NA NA 8 500 1182 5450 i h J DH-125 96 6 NA NA 6 to 11 443 2040 3350 1100 HELICOPTERS Bell 206 283 1 2 4 5 131 351 VTOL 112 Bell 47 Series 932 2 1 1 3 82 240 VTOL 55 Fairchild Hiller FH-ll 00 3 133 420 74 7 6 5 VTOL 98 Sikorsky S55 59 4 5 7 12 91 400 VTOL 384 Bell 204/205 60 5 2 15 127 311 VTOL 425 Sikorsky S62 19 6 8 11 12 92 400 VTOL i Hiller H12E 122 84 225 7 4 5 4 VTOL i Sikorsky S58 12 8 9 15 98 280 VTOL i - - Hughes 269 Series 257 75 220 VTOL 9 6 3 2 35 -- a Met FAA airworthiness criteria f FAA group designation for the IlMerlin" series blncludes crew gAccelerate-stop distance CAt ITlaxiITluITl payload hBalanced field length dBasic aircraft i Not in production. price of used aircraft varies eTakeoff over 50-ft obstacle j Currently ITlarketed by Beech Aircraft as BH-125 some speed. In the larger twin piston category, the inexpensive Beech 18 series aircraft is preferred by both executives and air taxi operators" Part of the Beech 18 popularity is, of course, related to its earlier introduction and longer term availability. The faster and more expensive Beech Queen Air is a second choice by executives, but is flown only 50 percent of the hours flown by the Beech 18. Air taxi operators favor the Cessna 402 as a second choice in the larger twin piston category even though the comparably priced Piper Navajo is slightly larger and faster.
Executive users of small turboprop aircraft apparently prefer the shorter field length of the Beech King Air over the comparably priced, but otherwise equally performing Turbo Commander. In the large I' turboprop category, however, the Grumman Gulfstream I appears more accepted although it requires more runway for takeoff than the less expensive Swearingen 226T or the larger Fairchild F-27 (which is comparably priced to the Gul.fstream I, but more expensive to operate). The higher speed and longer range of the Gulfstream I are apparently desired features for aircraft in this category; part of its popularity is because it was available prior to the introduction of the Swearingen. Air taxi operators fly more hours in the large, but slow, deHavilland DHC-6 when compared to the Beech 99; however, based upon number of aircraft owned these operators appear to prefer the faster, but smaller Beech 99.
Executive users of jet aircraft typically favor the relatively inex- pensive Lear Jet partly because it was one of the first executive jets on the market; the larger, faster, and more expensive Sabreliner is a close second on the basis of hours flown. The slower, more expensive jet aircraft appear less favored even though they may require less field length (e.g., DH-125 versus Lear Jet).
In the three-place helicopter category, executives, air taxi opera- tors, and commercial operators favor the Bell 47 series for personnel 1 FAA group designation for the "Merlin" series.
B-5 transpo rt mis sions. Although more expensive than the comparably sized Hughes 269 series helicopters, it is slightly faster and has more range. In the five-place helicopter category, the Bell 206 dominates the market even though the comparably sized Fairchild Hiller FH-1 00 is slightly faster, less expensive, and has more range. User s of the lar ge r helicopters prefer the faster, but more expensive, Bell 204/205 aircraft when compared to other comparably sized helicopters.
These observations show that it is extremely difficult to quantita- tively correlate any single aircraft feature (or even group of features) that will consistently enable prediction of the popularity of an aircraft. Although cost certainly is a consideration in any aircraft selection, many nonquanti- fiable, intangible factors influence the purchaser decision. Such factors as ae sthetic s; furnishings; reputation, marketing techniques, and service policies of the manufacturer; pilot preferences; comfort; etc., may affect a buyer I s selection. When performance and cost are reasonably equivalent between aircraft, these intangible factors may be the deciding factors.
B-6 REFERENCES B-1 National Sun-unary of General Aviation Aircraft and Hours Flown, 1969, Office of ManageITlent SysteITls, Federal Aviation AdITlinistration, Washington, D.C.
B-2 COITlITluter Air Carrier Operators as of SepteITlber 1970, Office of ManageITlent SysteITls, Federal Aviation AdITlinistration, Washington, D.C.
B-3 Flying Annual and Pilot's Guide, Ziff-Davis (1971).
B-4 John W. R. Taylor, Janes All the World's Aircraft (1968-69).
B-7
APPENDIX C
APPENDIX C URBAN AREA ACCESS STUDY CONTENTS URBAN AREA ACCESS STUDY C-1 REFERENCES C-7 FIGURES C-1. Takeoff Distance of General Aviation Aircraft as a C-2 Percent of Delivered Aircraft .
C-2. Runway Lengths of United States Airports as of January 1970 . C-3 C-3. Airport Access Zones--Milwaukee C-4 C-5 C-4. Round Trip Ground Access Time to Airports TABLE C-1. Metropolitan Areas Investigated for Airport C-6 Acces s Time .
C - i
APPENDIX C
APPENDIX C URBAN AREA AIR ACCESS STUDY An evaluation was ITlade of the possible benefits of iITlproving the short field takeoff capabilities of current jet aircraft by deterITlining whether shorter airport access tiITles would result froITl the use of available shorter runway airports. Figure C-1 shows the required takeoff distance for cur- rent conventional fixed-wing aircraft related to delivery quantity, as deter- ITlined fron~ References C-1 and C-2. Figure C-2 identifies the nUITlber of airports as a function of runway length. FroITl the se, it can be seen that a significant nUITlber of additional airports could be ITlade available to a jet aircraft user if the balanced field length of the aircraft is less than 4000 feet.
To deterITline whether these additional airports would significantly benefit the executive traveler, an access tiITle analysis was ITlade for 34 United States ITletropolitan areas. Each ITletropolitan area was divided into zones dete rITlined by its urban outline and by boundarie s reflecting equidis- tant points between the existing airports of varying runway lengths. Fig- ure C-3 shows the resulting zones for one urban area. Ground access tiITle was then estiITlated froITl the geoITletric center of the urban area in each zone to the nearest airport; Figure C -4 and Table C -1 sUITlITlarize the results. A ITlaxiITluITl tiITle saving of 13 ITlinutes can be realized through direct access to the airports with the shortest runways. This sITlall tiITle saving did not appear to be a significant factor in influencing the selection of an aircraft intended for executive transportation, particularly over the ITledium. and long ranges. Hence, for the executive ITlis sion, VTOL aircraft were em.phasized rather than reduced take-off and landing CTOL or STOL aircraft.
C-1 f:::~mmmg:m TWIN PISTONS I I TURBOPROPS
W//2/I/J JETS
~ I.L.. (I) BALANCED FIELD LENGTH FOR JETS j <t
a:: TIO OVER 50 ft FOR TURBOPROPS
u AND TWIN PISTONS a:: <t w a:: w >
-
-J w
=
I.L..
~ z w u a:: w Q...
1-2000 2-3000 3-4000 4-5000 5-6000 6-7000 7-8000 REQUIRED TAKEOFF DISTANCE(') 1ft Figure C-l. Takeoff Distance of General Aviation Aircraft as a Percent of Delivered Aircraft C-2 5971( I) • TOTAL AIRPORTS -10,027(2) • TOTAL HELIPORTS - 790 • PUBLIC USE AIRPORTS - 66/1 (2) • PUBLIC USE HELIPORTS -/42 NOTES; ~ 4000 Cl:: ( I) INCLUDES 790 HELIPORTS a...
(2) FIGURES INCLUDE 428 SEAPLANE BASES ~ <t
n ~ 3000
I Cl:: W W CD ~ ::::> z
o
0-3000 3000 -4000 4000- 5000 5000 - 6000 6000- 7000 7000- 8000 8000 -9000 9000 -10,000 > 10,000 LONGEST RUNWAY LENGTH, ft Figure C-2. Runway Lengths of United States Airports as of January 1970
\
LAKE MICHIGAN
~~;-:~:r;-::iAR-~~~~82=n-A-- TIMMERMAN
745 L41 GENERAL MITCHELL 722 L99 \ ILS OF , I , I / / CAROLLVILLE ___ { ZONE DIVISION BETWEEN > 5000 fl RUNWAY AIRPORTS AND 4- 5000 fl RUNWAY AIRPORTS ____ {ZONE DIVISIONS BETWEEN 3-4000 fl RUNWAY AIRPORTS AND> 4000 fl RUNWAY AIRPORTS ZONE DIVISIONS BETWEEN 2- 3000 fl RUNWAY AIRPORTS { ---- AND > 3000 fl RUNWAY AIRPORTS 745 L4l Field Elevation, Lights, Runway Length - Ft (00) Figure C-3. Airport Access Zones--Milwaukee C-4 40 ~.-
_.-
12.6 min c:
_.-
.- E
-
w ~ ~ <J) f-- <J) w u u ~ t- o:: f-.- Cl..
0:: - <:[ w ~ <:[ 0:: W f-- > <:[ l.L Z ~ - w
16 --
~ 12 ~- 8 "'--_.&.- .&.-_.L... .L..._.L... .&.-_.A.-_ 2000 3000 4000 5000 -3000 -4000 -5000 RUNWAY LENGTH] ft Figure C-4. Round Trip Ground Access TiITle to Airports C-5 Table C-l. Metropolitan Areas Investigated for Airport Access Time Minutes to Airport Off - Peak at 25 mph Peak at 20 mph Runway Length, ft Runway Length, ft Metropolitan Area >5000 :>4000 >3000 All >5000 >4000 >3000 All New York 27. a 25.5 24.3 23. 1 21. 5 20.4 19.4 18.4 11.8 10.5 12.1 12.7 Chicago 16.9 16.9 8.9 7.9 Los Angeles 22.4 22.4 16.1 7.5 16.8 16.8 11.2 5.6 (Long Beach) Philadelphia 32.1 32. 1 29.6 20.8 25.7 25.7 23.7 16.6 San Francisco 12.5 12.5 12.5 10.8 9.4 9.4 9.4 8.1 (Oakland) Boston 27. a 25.8 25.8 25.8 21.5 20.6 20.6 20.6 17.7 Wa shington, D.C. 24.6 22.2 22.2 10.8 19.7 17.7 8.7 BaltinlOre 32.7 32.7 32.7 29. 1 26.2 26.2 26.2 23.3 Houston 27. a 27. a 21. 1 21.1 21. 6 21. 6 16.9 16.8 Milwaukee 32.7 15.6 16.3 14.3 22.0 12.5 12.5 11.5 Dallas 20.3 16.1 12.3 12.3 16.2 12.9 9.6 9.9 Seattle 16.8 15.4 14.3 13.5 13.2 12.3 11. 5 16.8 San Diego 7.2 7.2 6.8 6.8 6.9 6.9 6.5 6.5 Atlanta 18.4 18.4 17.8 17.8 14.7 14.7 14.3 14.3 22.0 22.0 Denver 29.9 29.9 25.5 25.5 23.9 23.9 New Orleans 20.8 20.8 20.8 23.8 16.6 16.6 16.6 29.7 Portland 27.9 27.9 27.9 18.8 22.3 22.3 22.3 15.1 San Bernardino (Ri ve r side - Ontario) 17.0 13.2 8.3 7.5 12.8 9.9 6.2 5.7 17. a 17. a Birmingham 24.6 24.6 21. 2 21. 2 19.7 19.7 San Antonio 17.1 14.7 13.4 13.3 13.7 11. 8 10.7 10.6 Phoenix 26.4 26.1 18.9 14.1 21.1 20.9 15.1 11.3 I I 5. s Sacramento 10.1 10.1 10.1 9.7 9.7 9.7 5.8 I Fort Worth 20.9 20.0 14.8 16.7 16.7 16. a 11.8 20.9 Salt Lake City 28.7 23.0 19.8 24.2 23. a 18.4 15.8 30.3 Wichita, Kansas 29.2 15.3 13.7 23.5 23.5 12.3 11. 0 29.2 14.1 14.1 14.1 El Paso 17.6 17.6 17.6 17.6 14.1 13 aker sfield 24.6 24.6 11. 7 11.7 19.7 19.7 9.4 9.4 18.4 7.1 7.1 7.1 Tucson 23. a 8.9 8.9 8.9 16.4 16.4 16.4 13.1 13.1 13.1 13.1 Albuquerque 16.4 Austin, Texas 10.9 9.2 9.2 9.2 8.7 7.4 7.4 7.4 16.4 16.4 16.4 Santa Barbara 19.7 19.7 19.7 19.7 16.4 16.0 12. a 8.9 Pueblo 20.0 20.0 15. a 10. a 16.0 8.7 7.0 4.0 4.0 Boise 8.7 5.0 5.0 7.0 Great Falls 7.5 6.0 6.0 6.0 6.0 7.5 7.51 7.5 I C-6 REFERENCES C-1 Business Flying, National Business Aircraft Association (1971).
C-2 Flying Annual and Pilots Guide, Ziff-Davis (1971).
C-7
APPENDIX D
APPENDIX D AIRCRAFT ECONOMICS CONTENTS AIRCRAFT ECONOMICS . D-1 D. 1 Current Aircraft InvestITlent and Operating Costs D-1 D.2 Advanced Aircraft InvestITlent and Operating Costs D-2 D-23 REFEREI-JCES .
FIGURES Executive Aircraft Maintenance per Flight Hour .... D-4 D-1.
Advanced Aircraft Research and DevelopITlent Costs D-5 D-2.
D-6 D-3. Advanced Aircraft AirfraITle Unit Cost .....
D-4. Advanced Aircraft DynaITlic SysteITl Unit Cost D-6 Turboprop Engine Unit Cost D-7 D-5.
D-7 D-6. Turbojet/Turbofan Engine Unit Cost Maintenance Cost per Flight Hour .. D-8 D-7.
TABLES D-1. Aircraft InvestITlent and Operating Cost ..... D-9 D-10 D-2. EquipITlent for Current Aircraft and Helicopters D-i TABLES (Continued) Current Aircraft Operating Costs -- Executive D-3.
Missions .
D-11 D-4. Current Aircraft Operating Costs - - Commuter and Offshore Mis sions .............•..... D-12 Advanced Aircraft Airframe Research and Development D-5.
Cost Parameters .
D-13 D-6. Advanced Aircraft Unit Cost Parameters D-14 Advanced Aircraft Flyaway Cost Analysis D-7. D-15 Advanced Aircraft Operating Costs -- Executive Missions D-8. D-16 D-9. Advanced Aircraft Operating Costs - - Commuter and Offshore Missions .
D-17 D-10. Advanced Aircraft Operating Costs - - Executive Missions . D-18 D-11. Compound Helicopter Direct Operating Costs (DOC) -- Commuter and Offshore Missions .
D-19 D-12. Tilt Rotor Direct Operating Costs (DOC) - - Commuter and Offshore Mis sions ..............•...... D-20 D-13. Tilt Wing Direct Operating Costs (DOC) -- Commuter and Offshore Mis sions .•........•......... D-21 D-14. Lift Fan Direct Operating Costs (DOC) - - Commuter and Offshore Mis sions .
D-22 D-ii
APPENDIX D
APPENDIX D AIR CRAFT ECONOMICS This appendix provides supporting material for the summary costs presented in Volume 1. The cost guidelines used were developed from many printed sources as indicated by the references and numerous interviews with members of the general aviation community.
Because this appendix has many figures and tables in proportion to the text, all the text is first, the figures are second, and the tables are third, followed by the references.
D.1 CURRENT AIRCRAFT INVESTMENT AND OPERATING COSTS Table D -1 summarizes the investment and operating costs of cur- rent aircraft. The following paragraphs discuss the rationale for the devel- opment of those costs.
a. Investment Costs The investment costs were obtained from data provided by manu- facturers and a current publication (Reference D-1) and reflect 1971 basic aircraft pl·ices. They were adjusted to account for additional equipment required to perform the missions listed in Table D-2. The avionics in Table D-2 are typical of those used on current aircraft, but may vary depend- ing upon the aircraft size and application. Fixed wing aircraft used in the commuter air carrier and executive transport missions are normally well equipped. The $60, 000 cost was assumed for all these aircraft for nominal comparison purposes. In the helicopter category, full IFR avionics are rarely used; therefore, an added equipment cost of only $16, 000 was used.
b. Operating Costs Table D -1 includes typical operating costs for aircraft operating in both executive and commuter missions. Operating co sts for executive mis- sions are in accordance with the cost elements generally included by industry D-1 (i. e. , flight crew, fuel and oil, insurance, maintenance, depreciation, hangar rental, and miscellaneous fixed costs). The commuter air carrier mission costs contain similar elements, but do not include airline indirect operating costs. An aircraft has different operating costs depending upon the type of operator and the mission; therefore, costs for flight crew, fuel and oil, insurance, maintenance, and depreciation show considerable variances.
The costs used reflect appropriate operator and mission cost factors.
A summary of operating cost elements is included in Tables D - 3 and D -4 for the executive and commuter and offshore mis sions. Operating costs were derived from survey data plus References D-2, D-3, and D-4.
Figure D-1 shows the relationship between aircraft empty weight and main- tenance costs.
D.2 ADV ANCED AIR CRAFT INVESTMENT AND OPERATING COSTS a. Investment Cost Analysis (1) Research and Development Costs Research and development costs were based on manufacturer esti- mates and are shown in Table D -5. These costs were determined from Ref- erences D-5 and D-6 and were projected for the various concepts and sizes; they formed the basis of the development costs shown in Figure D -2. For costing purposes in this study and on the basis of increasing R&D costs, the advanced VTOL designs were ranked in the following order: a. Compound helicopter b. Tilt rotor c. Tilt wing d. Lift fan Engine development costs were excluded by a NASA Ames ground rule to enable m.aking a clearer comparison of the basic aircraft concept costs independent of engine technology.
D-2 (2) Airframe and Dynamic System Unit Costs Airframe and dynamic system( 1) unit costs (Table D-6) were also based on prior manufacturer estimates. These data were obtained from References D -5. D-6, and D -7. The initial cost/pound derivations are adjusted to 1971 dollars and extrapolated to a 700 production quantity base using a 90 percent learning factor. The resulting airframe and dynamic system cost/lb relationships are plotted and projected for various sizes in Figures D-3 and D-4, respectively. The Sikorsky estimates were not used, but are noted. Figures D-5 and D-6, based on data from Reference D-8, represent the cost/size relationships used for turboprop and turbojet/ turbofan engines, respectively. Table D -7 presents the investment costs for the advanced concepts used in these analyses.
b. Operating Cost Analysis The rationale for the operating cost analysis for the advanced con- cepts follows very closely that of the current aircraft previously described.
However, adjustments were made to account for the differences in skills required by the flight crews and the mechanical complexities of the new air- craft. Tables D-8 and D-9 provide the summaries of the cost elements used in the executive mis sions and commuter air carrier and offshore missions, respectively. Figure D-7 presents the maintenance cost relationship for the advanced concepts as a function of their empty weights based upon Refer- ences D-5, D-6, and D-9. Table D-10 summarizes the operating costs for executive missions for all advanced aircraft. Because of the wide variations in use for the commuter air carrier and offshore missions, the operating costs for these missions are pres ented in Tables D-11 through D-14, one for each of the advanced aircraft.
(1 )Dynamic system consists of such parts as: rotors, transmission, pro- pellers, drive train, and fans.
D-3 ICJ MANUFACTURER ESTIMATES • TURBOPROP PRESSURIZED • TURBOPROP UNPRESSURIZED A TURBOFAN / TURBOJET
o TURBINE HELICOPTER
TURBINE HELICOPTER (3 .9 ~ o a:: :::I TURBOFAN/ TURBOJET
o
:c ~ 0 :c l!)
A ..J U.
a:: w a..
~ V> u 0.4 TURBOPROP UNPRESSURIZED
•
TURBOPROP PRESSURIZED 0.1 L-- ---L .......l. __ .....I..._.....I..._.l...- --li..- __ __._---L---.l..--.l..---I I 100 40 4 Figure D -1. Executive Aircraft Maintenance per Flight Hour D-4
350~
LIFT FAN \ Til T I IILI
-
<J') c
I TILT ROTOR
== 225
E
-
-- 200 I- (f) u tJ I I- U1 z w ~ Q...
-J w > w COMPOUND HELICOPTER 0' I , I I , I I I I , 90 80 70 40 50 60 30 10
100 20 a
TAKE OFF GROSS WEIGHT, Ib (000) Figure D-2. Advanced Aircraft Airframe Research and Development Costs
un Ft>.N \
~~==_=_==-_____ £ 11L1 ~ING
10L_~ __ .J_-l-.-1----1:-_..J--_J-_l--~I~O;-0-.J.- __ ..J-_.l--~~(
1 ~IRfRM!E 'IlEIG~1, \b \0001
__ ll_f ft:>.N\ R \11l R010
10 L_.--l----t-.-L-J--L __ -1.-----.--l---t.-1~10~-1---.-J-----'---'1C
I
01 O'iNM!IC S'iS !;\ 'IlElG~1, Ib \0001
1E p>dvanced p>i<C<aft Dynano'C System Unit Cost FigU.:r e D -4.
<3 R.R. DART .Q MK 5424
---
~ (f) R.R. DART u MF 528~ "'-ALLISON ~
z
501 D 13 :::;) 1965 RAND FORMULA - ~ TURBOMECCA, ADJUSTED TO 1971 DOLLARS /.---: BASTAN VIC EXCLUDES DEVELOPMENT
- '-
BASED ON 2000 ENGINES RR. DART MK 511
-.-JL..-..----I..I_....1-1 _I_~---L_-l.-----I.-I _ ......... 1 _U
8 16 24 32 40 48 56 64 72 80 ENGINE SHAFT HORSEPOWER (00) Figure D-S. Turboprop Engine Unit Cost RAND FORMULA = 3.08 (THRUST)0.60 (QUANTITy)O.846 600 - EXCLUDES DEVELOPMENT BASED ON 2000 ENGINES 500 - <3
g 400 -
~- (/) ~ __ - JT8D-9 <..'
~
~JT8D-1
Z :::;) 100 - '- CJ 610-6
o _'_---'-'_-..1...1 __ I_---L. ~I __ I_-LJ
o 4 8 12 16 20 24 28 32 36 40
ENGINE THRUST, Ib (000) Figure D-6. Turbojet/Turbofan Engine Unit Cost D-7 COMPOUND HELICOPTER TILT ROTOR AND TILT WING LIFT FAN o o cr ::> o :J: ~ :J: ~ ...J LA..
cr w a.
~ c.n o u 0.4 0.1 "'- ....l.- ..L-_--.L_--L_..L- -.J. ...1- __ .L---..,;L....-..J
100 40 10 4 I
EMPTY WEIGHT, Ib (000) Figure D-7. Maintenance Cost per Flight Hour D-8 Table D-1. Aircraft Investm.ent and Operating Costs Executive Transportation Mission Commuter Air Carrier Mission Industrial Special -_.- iviiblSion iper- Short Distance Medium Distance Long Distance Intercity CBD sonnel transport) Eqp'd.
Invest. Typical Operat. Typical Ope rat. Typical Operat. Ope rat. Typical Ope rat. Typical Typical Opera!.
Cost UtiliZe Cost Utiliz. Cost Utilize Cost Utilize Cost Utiliz. Cost Utilize Cost Representative Aircraft ($000) (hr /yr) (hr /yr) (hr /yr) ($/hr) (hr /yr) ($/hr) (hr /yr) ($/hr) I$/hr) ($/hr) ($/hr) lhr /yr) SITlall Helicopters Bell 206 128 211 132
-- -- -- -- -- -- -- --
I
Hughes 500 126 205 800 124
} 400 -- - - -- -- -- -- -- --
I
Alouette III 213 317
-- -- 200
-- -- -- -- -- --
Large Helicopters Sikorsky S58T 631 242 340
-- -- -- -- -- --
Sikorsky S55 396 524 200 281
-- -- -- -- -- --
} WOO 441 246 334 Bell 204/205 593
-- -- -- -- -- --
}
,A Bell 212 591 723 379
-- -- -- -- --
--
l
Small Twin Pistons
Piper Aztec 130 175 57 - -
-- -- -- -- -- - -
--
1 400
Cessna 310 130 160 55 - -
1 -- -- -- -- -- -- --
d I Large Twin Pistons --D
Piper Navajo 176 201 75 - -
-- -- -- -- --
-- --
1 74
1 Cessna 402 176 200 -- -- -- - - - -
-- --
--
Small Turboprops
Beech King Air 465 311 -- -- --
-- -- -- -- -- -- --
272 --
Hawk Commander 430 - - -- -- -- -- --
-- -- --
} ;0'
Merlin II 502 346 -- -- -- -- --
-- -- -- -- --
Mooney Mu2 429 305 -- --
-- - - -- - - -- -- -- --
Large Turboprops
Beech 99 430 -- -- -- -- -- -- -- --
-- --
DHC-6 (Twin Otter) 536 -- -- -- -- --
1 -- -- --
-- --
Small Turbojets
560 -- --
Lear Jet 79 -- -- -- -- -- -- --
--
BH-125 1130 -- -- -- -- -- --
-- -- -- --
},oo
1425 703 -- -- -- - -
Sabreliner 40 -- -- -- -- --
- -
607 - - - -
Hansa 9 1150 -- -- -- -- -- --
--
--
Table D-2. Equipment for Current Aircraft and Helicopters a Fixed Wing Aircraft $ Price, Dual VHF navigation and communication transceivers 10,000 with remote VOR IlLS indicators, glide slope receiver, and marker beacon receiver ADF (automatic direction finder) 3,000 DME (distance measur~ng equipment) 5,000 3,000 Transponder RMI (radio magnetic indicator) system 6,000 3 -axis automatic pilot with approach coupler 12,000 Weather radar 10,000 Air conditioning 7,000 Miscellaneous accessories (dual controls, electric trim, 4,000 heated pitot, locator beacon, etc.)
Total 60,000 Helicopter Dual controls 1,000 Heating 2,000 Gyros 3,000 3,000 Emergency flotation 2,000 Custom interior 4,000 Avionics Miscellaneous accessories 1,000 Total 16,000 a .
Based on typIcal manufacturers price lists D-10 Table D-3. Current Aircraft Operating Costs--Executive Missions VARIABLE COSTS ($/gal) Turbine Engines Reciprocating Engines 0.40 Fuel 0.50 0.02 Oil 0.025 0.42 Total 0.525 Maintenance l~elated to eIllpty weight (see Figure D-l) FIXED COSTS ($/yr) Flight Crew Copilot Captain Fixed Wing Not Applicable PIston 18,000 Turboprop 21,000 - 24,000 15,000 - 16,000 Turbojet 24,000 16,000 Helicopter Pi.ston Not Applicable 18,000 Turbine 15,000 18,000 - 21,000 Percentage of Equipped Cost ITEM Fixed wing Helicoote rs Reciprocating Turbine Insurance 2.0 1.5 15,00 a a b Depreciation 10.0 10.0 14.00 c Hanga l~ Rental 0.35 0.7 0.5 Equipped Cost ($10 ) $200 $200-550 $550-1,500 $1,500 Mi s cellaneous Co sts $30,000 $5000 $10,000 $20,000 as years, 20% residual b S years, 30% residual CEquipped cost greater than $1 million; 0.7% less than $1 million D-11 Table D-4. Current Aircraft Operating Costs - -Corrunuter and Offshore Missions VARIABLE COSTS ($/gal) 0.25 Fuel Oil 0.0125 Total 0.2625 Maintenance related to empty weight. (Figure D-l data adjusted by a 128 percent factor to account for maintenance burden. ) FIXED COSTS ($/yr) Flight Crew Copilot Captain $12,600 Large Aircraft $7,200 11,400 Small Aircraft Not Applicable Percental!:e of Eauinned Cost ITEM Fixed wing Helicopters 1.5 15 Insurance 8.5 a 14b Dep re cia tion a 10 Years, 15'70 Residual b5 Years, 30'70 Residual D-12 Table D-5. Advanced Aircraft Research and Development Cost Parameters Airframe Takeoff and Dynamic R&D Gross Weight, Cost, Systems Weight, Aircraft Type lb lb $000 Compound Helicopter 63,600 36,645 176,000 Sikorsky S-65-200 Fan-In- Wing Lockheed 67,900 36,705 345,200 Tilt Rotor Lockheed 65,000 325,900 42,005 D-13 Table D-6. Advanced Aircraft Unit Cost Parameters (excluding developITlent) COITlpound Helicopter Lift Fan Tilt Tilt Rotor Sikorsky Wing Cost ParaITleters S65-200 Boeing Lockheed Boeing Lockheed Boeing AIRFRAME AirfraITle weight, lb 24, 109 29, 100 33,260 40,430 32,015 36, 520 Unit Cost, $000 3,476 2,611 2,889 2,648 2,479 2,710 87 65 77 74 Cost/pound, $ 144 90 Adjusted cost/pound,a $ 83 119 96 93 69 79 DYNAMIC SYSTEM 12,536 3, 140 3,445 6,700 8,430 DynaITlic SysteITl 9,990 tl Weight, lb I .....
Unit cost, $000 970 238 281 463 302 353
*'"
Cost/pound, $ 77 76 82 69 30 42 Adjusted cost/pound,a $ 64 81 88 74 32 45 a Adjusted to 1971 dollars and 700 production quantity.
Table D-7. Advanced Aircraft Flyaway Cost Analysis (based on 700 aircraft production base) Small Aircraft Large Aircraft Extended Lift COITlpound Tilt Tilt Range COITlpound Tilt Tilt Lift Parameters Helicopter Rotor Wing Fan Lift Fan Helicopter Rotor Wing Fan R&D Cost. dollars in ITlillions Airframe and Dynamic System 50 130 130 185 212 80 160 170 215 Unit Cost Excluding Develop- ITlent. $000 Airframe 326 478 430 810 1260 584 830 772 1326 Dynamic System 82 110 113 144 233 147 158 155 233 Engines 116 180 196 300 435 246 280 320 ---
-- --- -- -- --- --- --
--
524 1254 1268 1247 1994 Total 768 739 1928 977 Flyaway Cost Including Develop- ITlent. $000 t1 Airframe and DynaITlic System 479 774 729 1218 1725 845 1217 1170 1866 I .....
280 320 435 Engines 116 180 196 300 435 246 \J1
-- --- --- ---
-- --- -- --- --
1518 2160 1091 1497 1490 2301 Total 595 954 925 Performance 20273 22040 9600 11578 9300 12510 22000 18950 17477 Takeoff weight. lb 15500 14715 11900 16200 EITlpty weight. lb 5925 8229 6600 9048 11700 722 1608 1192 1458 1614 Engine weight. lb 617 796 915 939 2146 1440 2536 4362 4296 2872 2536 Dynamic systeITl weight. lb 2797 1964 3162 4710 3840 6693 11356 6399 9227 7570 12050 Airframe weight. lb 1332 S 4480 T Engine shp (S) or thrust (T). 690 S 1740 S 2010 S 2540 T 4470 T 1405 S 1065 S lb! engine 3 3 3 4 4 3 2 2 2 NUITlber of engines 100 129 142 171 258 278 159 176 Fuel consuITlption, gal/hr Table D -8. Advanced Aircraft Operating Costs __ Executive Missions VARIABLE COSTS ($/gal) Fuel 0.40 Oil 0.02 Total 0.42 Maintenance related to empty weight. (see Figure D-5) FIXED COST ($/yr) Flight Crew Copilot Captain 21,400 14,700 Large Compound Helicopter N/A 18,600 Small Compound Helicopter 23,700 16,300 Large Tilt Rotor 20,600 Small Tilt Rotor N/A 16,300 23,700 Large Tilt Wing N/A 20,600 Small Tilt Wing 26,300 Lar ge Lift Fan 18,100 22 900 Small Lift Fan , N/A Item Percentage of Equipped Cost Insurance 10 lOa Depreciation Hangar Rental MIscellaneous Small Aircraft Large Aircraft $10,000 $20,000 a 8 Years, 200/0 Residual D-16 Table D -9. Advanced Aircraft Operating Costs -- Commuter and Offshore Missions ($/ga1) VARIABLE COSTS Fuel 0.25 Oil 0.0125 Total 0.2625 Maintenance related to empty weight. (Figure D-5 data adjusted by 160 percent factor to accoWlt for maintenance burden.)
FIXED COSTS ($/yr) Flight Crew Copilot Captain Large Compound Helicopter 15,900 9,400 Small Compound Helicopter 13,700 N/A Large Tilt Rotor 17,600 10,400 Small Tilt Rotor 15,200 N/A Large Tilt Wing 17,600 10,400 Small Tilt Wing 15,200 N/A Large Lift Fan 11,600 19,500 Small Lift Fan 16,900 N/A Item Percentage of Equipped Cost Insurance' 6 8.5 a Depree iation a 10 years, 15% residual D-17 Table D-1 O. Advanced Aircraft Operating Costs - -Executive Miss ions (600 hr annual utilization) Small Aircraft Large Aircraft Extended Compound Tilt Tilt Lift Range Compound Tilt Lift Tilt Total Operating Cost Helicopter Rotor Wing Fan Lift Fan Helicopter Rotor Wing Fan Variable Costs Fuel and Oil $ 42.00 $ 54. 18 $ 59.64 $ 71. 82 $116.76 $ 132.30 $ 108.36 $ 66.78 $73.92 Maintenance 119.69 153.06 125.33 137.52 201. 50 196.56 231.03 198.14 207.36 Total Variable Cost $161. 69 $207.24 $184.97 $209.34 $ 309.86 $313.32 $297.81 $272.06 $ 339.66 Fixed Costs tj Flight Crew $ 37.20 $ 41. 20 $ 41. 20 $ 45.80 $ 88.80 $ 72.20 $ 80.00 $ 80.00 $ 88.80 I .....
Insurance 99.17 159.00 154. 17 253.00 359.33 181. 83 249.50 248.33 383.50 Depreciation 99.17 159.00 154.17 253.00 359.33 181. 83 249.50 248.33 383.50 11. 13 10.79 17.71 25.15 12.72 17.47 17.38 26.85 Hangar Rental 6.94 16.67 16.67 16.67 33.30 33.30 33.30 33.30 33.30 Miscellaneous 16.67 Total Fixed Cost $259.15 $387.00 $377.00 $586.18 $ 865.91 $481. 88 $629.77 $627.34 $ 915.95 $1175.77 $795.20 $927.58 $899.40 $1255.61 Total Cost Per Flight Hour $420.84 $594.24 $561. 97 $795.52 Table D -11. Compound Helicopter Direct Operating Costs (DOC) __ Commuter and Offshore Missions Small Aircraft Large Aircraft Annual Utilization - Hours 800 2000 800 1000 1000 2000 -- ---
--- -- ---
Flying Operations Flight Crew $ 15.22 $ 15.22 $ 15.22 28.11 28. 11 28.11 $ $ $ Fuel and Oil 26.25 26.25 26.25 72.98 72.98 72.98 Insurance 44.63 35. 70 17.85 81. 83 65.46 32.73 86.10 77.17 59.32 $182.92 $166.55 $133.82 $ $ $ Direct Maintena nee Airframe and Engine $119.69 $119.69 $119.69 $196.56 $196.56 $196.56 Maintenance Burden 71.81 71. 81 71. 81 117.94 1l7.94 117.94 $191. 50 $191.50 $191. 50 $314.50 $314.50 $314.50 Depreciation $ 63.22 $ 50. 58 $ 25.29 $115.47 $ 92.74 $ 46.37 Total DOC Per Flying Hour $340. 82 $319.25 $276.11 $612.89 $573.79 $494.69 D-19 Table D-12. Tilt Rotor Direct Operating Costs (DOC)-- Commuter and Offshore Missions Small Aircraft Large Aircraft Annual Utilization - Hours 800 1000 2000 800 1000 2000 -- -- --- --- Flying Operations Flight Crew 16.89 16.89 $ 16.89 $ 31.12 31. 12 31. 12 $ $ $ $ Fuel and Oil 33.86 33.86 33.86 41. 74 41. 74 41. 74 Insurance 71. 55 51. 24 28.62 112.28 89.82 44.91 Total Flying Operations $122.30 $107.99 79.37 $185.14 $162.68 $117.77 $ Direct Maintenance Airframe and Engine $153.06 $153.06 $153.06 $231. 03 $231.03 $231. 03 Maintenanc e B urc1en 91.84 91.84 91.84 138.62 138.62 138.62 $369.65 Total Direct Maintenanc e $244. 90 $244.90 $244.90 $369.65 $369.65 .)epreciation $101. 36 $ 81. 09 $ 40. 55 $127.25 $ 63.62 $159.06 Total DOC Per Flying Hour $468. 56 $433.98 $364.82 $713.85 $659. 58 $551. 04 D-20 Table D-13. Tilt Wing Direct Operating Costs (DOC)-- Com.muter and Offshore Missions Small Aircraft Lar"e Aircraft Annual Utilization - Hours 800 1000 2000 1000 2000
---
-- --
Flying Operations Flight Crew $ 16.89 $ 16.89 16.89 $ 31.12 31. 12 $ 31. 12 $ $ Fuel and Oil 37.28 37.28 37.28 46.20 46.20 46.20 Insurance 69. 38 55. 50 27.75 Ill. 75 89.40 44.70 - Total Flying Operations $123.55 $122.02 $109.67 $ 81. 92 $189.07 $166.72 Direct Maintenance Airfr .• me and Engine $125.33 $125.33 $198.14 $125.33 $198.14 $198.14 Maintenance Burden 75.20 75.20 75.20 lI8.88 lI8.88 118.88
-
$200. 53 $200. 53 $317.02 $200.53 $317.02 $317.02 Deprecie,tion $ 98.28 $ 78.63 $126.65 $ 63.33 $ 39.31 $158.31 Total DOC Per Flying Hour $422.36 $388.83 $321. 76 $610.39 $502.37 $664.40 D-21 Table D-14. Lift Fan Direct Operating Costs (DOC)-- Commuter and Offshore Missions Small Ai rc raft Large Aircraft Annual Utilization - Hour s 800 2000 800 1000 ---
--- ---
Flying Operations $ 18.78 $ 18.78 $ 18.78 $ 34. 56 $ 34. 56 34. 56 Flight Crew $ 44.89 44.89 44. 89 82.69 82.69 82.69 Fuel and Oil 113.85 91.08 45.54 172.58 138.06 69. 03 Insurance Total Flying Operations $177. 52 $154.75 $109.21 $289.83 $255.31 $186.28 Direct Maintenance $137.52 $137.52 $137.52 $207.36 $207.36 $207.36 Airframe and Engine 82.51 82.51 82. 51 124.42 124.42 124.42 Maintenance Burden $22 O. 03 $220.03 $220.03 $331. 78 $331. 78 $331. 78 $129.03 Depreciation $161. 29 $ 64. 52 $244.48 $195.59 $ 97.79 $503.81 $393. 76 $615.85 Total DOC Per Flying Hour $558.84 $866.09 $782.68 D-22 REFERENCES D-1 Flying Annual and Pilot's Guide, Ziff-Davis (1971).
D-2 National Business Aircraft Association Aircraft Operating Data Sheets D-3 Corporate Pilots - What Do They Earn, Business and COIYlmercial Aviation (September 1971).
D-4 Piloting Careers, Flying for the Commuters, Business and Com- mercial Aviation (May 1969).
D-5 S-·65-200 Intercity VTOL, Sikorsky Aircraft, SPB 71 C-2432(1)AC (February 15,1971).
D-6 Study on the Feasibility of V /STOL Concepts for Short Haul Trans- ~lrt Aircraft, Lockheed-California Company, Burbank, California, NASA CR -902 (October 1967).
D-7 Study of Aircraft in Short Haul Transportation Systems, The Boeing Company, Seattle, Washington, NASA CR-986 (January 1968).
D-8 J. P. Large, Estimating Aircraft Turbine Engine Costs, The Rand Corporation, Santa Monica, California, RM-6384/1 PR (September 1970).
D-9 E. L. Brown, and J. N. Fischer, Comparative Projections of Low Disk-Loading VTOL Aircraft for Civil Applications, Bell Helicopter Journal of Aircraft (September-October 1968).
D-23
APPENDIX E
APPENDIX E COST BENEFITS ANALYSIS METHODOLOGY CONTENTS COST BENEFITS ANALYSIS METHODOLOGY. E-1 E-1 E.1 TiITle and Cost Equations .
Two-Aircraft Time Value Equations E-2 E.2 Two-Aircraft Time Value Phase Diagrams E-2 E.3 Multiaircraft Time Value Phase Diagram Explanation E-3 E.4 E-4 E.5 Cost Savings Equations .
FIGURES Commuter Airline Indirect Operating Cost ..... E-5 E-1.
E-2. Two-Aircraft Time Value Phase Diagram--Small Helicopter . E-6 E-3. Two-Aircraft Time Value Phase Diagram--Small E-7 Tu.rboprop-Airline .
E-4. Two-Aircraft TiITle Value Phase Diagram--Small E-7 Tu.rbojet-Airline .
E-5. Two-Aircraft Time Value Phase Diagram--Small E-8 Compound Helicopter .
E-6. Two-Aircraft Time Value Phase Diagram--Small E-9 Tilt Rotor .
E-7. Two-Aircraft Time Value Phase Diagram--SITlall E-10 Tilt Wing .
E-i FIGURES (Continued) Two-Aircraft Time Value Phase Diagram--Slnall E-8.
Lift Fan, Part I/Part II .
E-11/ E-12 Two-Aircraft Time Value Phase Diagram--Extended E-9.
Range Small Lift Fan . E-13 Two-Aircraft Tim.e Value Phase Diagram--Large E-10.
Helicopter . E-14 E-11. Two-Aircraft Time Value Phase Diagram--Large Turboprop . E-15 Two-Aircraft Time Value Phase Diagram--Large E-12.
Turbojet-Airline . E-15 Two-Aircraft Time Value Phase Diagram- -Large E-13.
Compound Helicopter . E-16 Two-Aircraft Time Value Phase Diagram--i,arge E-14.
Tilt Rotor . E-17 E-15. Two-Aircraft Time Value Phase Diagram- -Large Tilt Wing . E-18 E-16. Two-Aircraft Time Value Phase Diagram--Large Lift Fan . E-19 E-17. Current Large Aircraft Serving Executive Mission E-20 E-18. Current Large Aircraft Serving Executive Mission-- 1-Hour Airline Connecting Delay . E-20 E-19. Current Small Aircraft Serving Executive Mission. E-20 E-20. Current Small Aircraft Serving Executive Mission-- 1-Hour Airline Connecting Delay . E-20 E-ii TABLES Tim.e / Cost Equations .... E-21 E-1.
Equations for Two-Aircraft Time Value Phase E-2.
E-22 Dia .. grarns .
E-3. Computation Parameters for Two-Aircraft Time Phase Diagrams . E-23 Smnmary and Locator of Two-Aircraft Time Value E-4.
Phase Diagrams . E-24 E-5. Formulation of Cost Savings Equations S-25 E-6. Parameters for Cost Savings Analysis. E-27 E-iii
APPENDIX E
APPENDIX E
COST BENEFITS ANALYSIS METHODOLOGY
This appendix collects the principal details and supplementary
charts associated with the analyses of the VTOL aircraft presented in
Volume 1. It comprises five major parts as follows:
E.1 Time and Cost Equations
E. 2 Two-Aircraft Time Value Equations
E:. 3 Two-Aircraft Time Value Phase Diagrams
E.4 Multiaircraft Time Value Phase Diagram Explanation
E. 5 Cost Savings Equations
Because this appendix has many figures and tables in proportion to the text,
all the text is first, the figures second, and the tables third, followed by the
references.
E. 1 TIME AND COST EQUATIONS
Section V of Volume I contains time and cost diagrams for various
missions comparing the relative costs and the times required for variable
trip distances depending on transportation modes. The interested reader
may desire to make comparisons beyond those shown. For this reason.
Table E-1 is provided, which contains the set of linear equations used to
develop the figures for the various scenarios.
The commuter air carrier missions include the indirect operating
costs (IOC) of the air carrier and the direct operating costs (DOC) shown in
Tables D-4 and D-9. The IOCs are expressed as a function of block
distance as shown in Figure E-1. The costs shown in Figure E-1 were
added to those of Tables D-4 and D-9 to develop the commuter cost
equations of Table E-1.
E-1
E.2 TWO-AIRCRAFT TIME VALUE EQUATIONS
This section presents the developITlent of the equations used in
cOITlputing the two-aircraft tiITle value phase diagraITls. The two-aircraft
tiITle value phase diagraITls are plots of the locus of points of equal trip
costs between the two-aircraft ITlodes. The resulting boundary line divides
the areas of econoITlic preference for the two aircraft considered. Variables
include: the ordinary eleITlents associated with transportation probleITls
(e. g., speed and operatin.g cost) and the interface delays encountered in
getting to or froITl the priITlary ITlode by the acces s or distribution trips.
This causes the tiITle value paraITleter to penalize those scenarios where
delays result froITl poor access, distribution, interface delays, or slow
priITlary transportation ITlodes. Where the car is the access and distribution
ITlode, its cost is considered insignificant when cOITlpared to the cost of the
priITlary ITlode. In the special case where a helicopter is used for access,
its cost is added to the cost of aircraft operation as a constant. Table E-2
presents the forITlulation of the break-even boundary equations for the tiITle
value diagraITls. TiITle value is the dependent variable so that it ITlay be
considered paraITletrically.
Table E-3 lists the values used in cOITlputing the two-aircraft tiITle
value phase diagraITls.
E.3 TWO-AIRCRAFT TIME VALUE PHASE DIAGRAMS
This section collects all the two -aircraft tiITle value phase diagraITls
cOITlputed and plotted for this study that were not presented in VoluITle 1.
These diagraITls were the basis of the ITlultiaircraft tiITle value phase dia-
graITls presented in VoluITle I and, therefore, forITl an iITlportant part of the
background ITlaterial. TiITle value diagraITls fo r cOITlbinations of aircraft
not explicitly presented in VoluITle I can be constructed froITl these diagraITls.
(See E. 4 for an explanation of how ITlultiaircraft tiITle value phase diagraITls
are constructed.)
E-2
Table E-4 is an index of all combinations computed. Num.bers in
the matrix are the figure numbers where the plotted results may be found
in either Volume I or the appendix. Where a combination was corrtputed, but
no plot resulted because of the total predominance of one aircraft, the
dominating aircraft is identified by its abbreviation. In all cases shown,
large aircraft were compared to other large aircraft, and small aircraft
were compared to other small aircraft.
E.4 MULTIAIRCRAFT TIME VALUE PHASE DIAGRAM
EXPLANATION
The multiaircraft time value diagrams are a composite of several
individual two-aircraft diagrams. Figure E-17 comprises the following two-
aircraft diagrams:
Figure E-11 b, Large Turboprop versus Large Turbojet
Figure E-1 Ob, Large Turboprop versus Large Helicopter
Figure E-1 Oc, Large Turbojet versus Large Helicopter
In Figure E-11b, the boundary line divides the area approximately
equally between the turbojet and turboprop. The shorter ranges and lower
time values being the domain of the turboprop. The addition of Figure E -1 Ob
establishes the dividing line between the turboprop and the large helicopter.
Finally, Figure E -1 Oc cuts out the large helicopter area from that of the
turbojet and results in the diagraITl shown in Figure E-17. To construct the
effect of adding the airline (Figure E-18) the following figures ITlUSt be refer-
enced in addition to those cited above:
Figure E-11a, Airline versus Large Turboprop
Figure E-12, Airline versus Larger Turbojet
Figure E-1 Oa, Airline versus Large Helicopter
In each case, as sume that a 1-hour airline schedule delay is appli-
cable. This results in using the K = 1 hr line. In the lower half of
a
Figure E .·17 the turboprop is predominant. The lower portion of the line,
E-3
K = 1 from Figure E-2a, divides the lower area between the turboprop and
a
the airline. Where this 1i.ne intersects the line of Figure E -11 b, both lines
are terminated. Figure E -12 provides the boundary between the turbojet
and the airline above the turboprop/turbojet boundary. Figure E -1 Oa is not
usable since the boundary between the large helicopter and the airline exists
only in an area already determined to be the domain of either the turbojet or
turboprop; therefore, the boundary of the large helicopter stays the same as
In Figure E-17. as previously determined.
Figures E-19 and E-20 were similarly developed for the small
current aircraft and included here for information and comparative purposes.
Interesting comparisons can be made from these four figures. The
current large executive aircraft (without airline) may be compared in Fig-
ure E-17. The large helicopter predominates over all passenger time values
for the short ranges. The turbojet and turboprop share the longer range s
(Figure E -19). Where airline service with a 1 -hour schedule delay is avail-
able (Figure E-18), a slightly different division results for the large aircraft
than for the small aircraft. In this case, the lar ge turboprop retains a
region of ;.n£luence, whereas in the small aircraft diagram (Figure E-20), it disappears with the addition of airline service.
E. 5 COST SAVINGS EQUATIONS
The cost savings analysis is a comparison of the annual costs of
travel, including the value of the traveler's time, using a current aircraft
(reference) with similar costs for an advanced aircraft. The saving (if any)
is the difference between the annual costs of the two aircraft being compared.
Table E-5 shows the steps in developing the equations used for the computa-
tion of the data presented in Section V of the Volume I (Figures 25 and 26).
Note that the use of the reference aircraft is held constant and the use of the
advanced aircraft varies as a function of the distance and its block speed
(Step 8). Therefore, aircraft with higher block speeds than the reference
aircraft (for a given average mission block distance) will be used fewer
hours per year than the reference aircraft. (See Figure 24 in Volume 1.)
E-4
...
~ ~ 10 '" '" o 0.
"-
--
" ~ 8 en o <..> c:> z
~ 6
cr lLJ a.
o >- <..>
~ 4
o z
o L...... --1.. i..-- L...- L J
o 100 200 300 400 500
BLOCK DI STANCE, s.m.
Figure E -1. Commuter Airline Indirect Operating Cost
E-5
180 180 ~ 120 - ~ 120 ~ HELICOPTER TURBOPROP W 100 W 100 => => -J -J 0; 80 0; 80 - LU w :::;; :;; f- 60 r- 60 40 - 40 200 400 600 1000 200 400 600 800 DISTANCE, s m DISTANCE, s m
a. Small Helicopter - Airline
b. Small Helicopter - Small
Turboprop
~ 120 ---.
<F>- LU- 100 => HELICOPTER TURBOJET -J 0; LU ~ f- 200 400 600 800 /000 DISTANCE, sm
c. Small Helicopter - Small
Turbojet
Figure E - 2. Two -Aircraft Time Value Phase Diagram- -Small
Helicopter (Executive Mission)
E-6
K ' AIRLINE CONNECTION o DELAY (hr)
~ 120
........
--
W-IOO :::J -J
:g 80
w :2:
AIRLINE
1000 800 400 600 200
DISTANCE, sm
Two-Aircraft TiIne Value Phase Figure E-3.
DiagraIn- -SInal! Turboprop -
Airline (Executive Mis sion)
K ' AIRLINE CONNECTION o DELAY (hr)
~ 120
........
--
W- 100 :::J ---l
:g
w :2: ......
AIRLINE
400 600
DISTANCE, s.m
Figure E-4. Two-Aircraft TiIne Value Phase
DiagraIn- - SInal! Turbojet -
Airline (Executive Mis sion)
E-7
180 180 ~~ 160 - 160 K~ 0 A!RcINE CONNECTIONDELAY~hrl 140 - 140 ~ MAXIMUM RANGE OF COMPOUND t' HELICOPTER AT 50 % LOAD FACTOR ..:= 120 .... ," 100 ~ 100 => => -.J -.J ~ 80 ~ 80 w w ::E ::E COMPOUND f= 60 >- 60 HELICOPTER HELICOPTER REFUELING OL-_~...L- __ -L. __ -L_-~--~
o 200 400 600 800 1000 1000
800 400 600 200 DISTANCE, s.m. DISTANCE, s. m.
a. Small Compound Helicopter -
b. Small Compound Helicopter -
Airline
Small Helicopter
..:= 120 ..:= 120 '- '- .".
--
- 100 ~ 100 w COMPOUND => -.J TURBOPROP HELICOPTER COMPOUND TUR80JET « « > > 80 HELICOPTER w w ::E ::E >- f= 60 40- 20 - 20 - 00 400 600 DISTANCE, 5 m.
c. Small Compound Helicopter -
d. Small Compound Helicopte r -
Small Turboprop
Small Turbojet
Figure E- 5. Two -Aircraft Time Value Phase Diagram- -Small
Compound Helicopter (Executive Mis sion)
E-8
180 180 - K,' AIRliNE CONNECTION DELAY Ihd ¢ MAXIMUM RANGE Of TILT ROTOR 160 160 - AT 50'. LOAD fACTOR 140 - 140 - ~ 120 - ~ 120
-
- ..; 100 ., .....; 100 -
::> ::> -' -' ;;! 80 - ~ 80 - ,.
~ j - HELICOPTER ""'
;= 60 - >- 60 40 -
:: -\ "" ""'~
--.-L- __ .J 800 1000 400 600 0 1000 DISTANCE, sm
a. SInall Tilt Rotor - Airline b. Small Tilt Rotor - Small
Helicopter
180 - 180 160 - 160 140 - ~ 120 - -" 120 ...
.....; 100 ..; 100 - '" MAXIMUM RANGE 6f'TilTRorOR] :3 :3 ~ AT 50% LOAD FACTOR ~ :; 80 ~ 80 .
"-' ,. ,.
""' ~ ;= 60 ~
;= :: ~ ~TlLT ROTOR ~
TILT ROTOR --i
W - ,
20 - ~ROP ~
, TURBOPROP ~
I~OPTIER~ I
o !L) ---2,-l0 ... 0""-----:4-:-00,..------:c60~0--'-:8:-:0::-0 -"---:1-;:-;000
00 200 400 600 800 1000 DISTANCE, s,m, DISTANCE, s m
c. Small Tilt Rotor - Small d. Small Tilt Rotor - Small
Turboprop with Helicopter
Turboprop
180 - 160 ,.
140 -
Figure E-6. Two-Aircraft Time
~ 120 - ~
Value Phase Diagraln--
-
..; 100 -
Small Tilt Rotor
:3 ~ 80 -
(Executive Mis sian)
t::: MAXIMUM RANGE OF TILT ROTOR ,.
V AT 50 % LOAD fACTOR
""'
;:: 60 - ~ 40 - ~ 11LT ROTOR/~ 20 -
~f
o OL---- LI --""4:::IOO:,------,6l-00,..---800~"L' --IO-J
200 OO DISTANCE, s,m,
e. Small Tilt Rotor - Small
Turbojet
E-9
180 180 160 160 140 140 ~= AIRLINE CONNECTION DELAY -ihrl t; MAXIMJM RANGE OF TILT WING ~ 120 .<= ~V_A T~5~O ~~~A:",D-,-F",AC",TO-,-R __ --"
~
.... ....
---
---
w- 100 ....;- 100 :::> :::> -..J -..J <r > :;;: 80 TILT WING w w ::>' ::>' t- t- 60 HELICOPTER 20 -
f\
20 \ TILT WING 00 00 200 400 600 800 1000 DISTANCE, sm.
a. SITlall Tilt Wing - Airline
b. SITlall Tilt Wing - SITlall
Helicopter
160 -- ~ 120 .<= 120 ....
....
---
---
....;- 100 ....;- 100 :::> :::> -..J -..J <r <r > 80 > 80- w ------------, w ::>' "" MAXIMUM RANGE OF TILT WING ::>' t- 60 V AT 50 % LOAD FACTOR t- 60 TURBOPROP TILT WING TILT WING ~ WITH HELICOPTER
o L- __ L--_---l __ :=±::::::=.::~~,=__ _ ___'
o 200 400 600 800 1000
DISTANCE, S.m.
c. SITlall Tilt Wing - SITlall d. SITlall Tilt Wing - SITlall
Turboprop
Turboprop with Helicopter
Figure E-7. Two-Aircraft TiITle Value Phase DiagraITl- -SITlall
Tilt Wing (Executive Mi ssion)
E-10
IBO 0 • AIRLINE CONNECTION OELAY lor)
t MAXIMUM RANGE OF LIFT FAN
160 160 [ AT 50% LOAD FACTOR 140 - .E 120 .E 120 "- .....
.....
....
- 100 uS 100 .....
::> '3 -' :; 80 :i! BO .....
.....
:l' ::E _ \/-H ELICOPTER 40 /\ 20 LI FT FAN
20 ~I
I I
00 :~OO
BOO 400 600 s. m.
DISTANCE, s.m.
a. Snlall Lift Fan - Air lin e b. Snlall Lift Fan .. Snlall
Helicopter
IBO " MAXIMUM RANGE OF LIFT FAN ~ MAXIMUM RANGE OF 1I FT FAN ~ AT 50% LOAD FACTOR AT 50% LOAD FACTOR .E 120 .E 120 .....
.....
.....
....
uS 100 uS 100 ::> ::> -' -' :; 80 :i!
BO .....
.....
:l' :::;;
>= 60
>= 60
LIFT FAN LIFT FAN TURBOPROP WITH SMALL HELICOPiER TURBOPROP I °0:--~~:------:-:!:-:;------::-!:::-----;:8~6o;;--~ 1000 400 600 800 DISTANCE, sm.
Snlall Lift Fan - Snlall c.
d. Snlall Lift Fan - Snlall
Turboprop
Turboprop with Helicopter
Figure E- 8. Two-Aircraft Tinle Value Phase Diagranl- -Snlall
Lift Fan, Part I (Executive Mission)
£-11
t MAXIMUM RANGE OF LIFT FAN If;MAXiMUMRANGEOF
180~ 1/ AT 50% LOAD FACTOR
l'~50~LOADF~CTOR 140 140 ~ 120 ~ 120 ~ ~
--
--
w-100 w- 100 ::::> ::::> ---' ---' :g :g 80 w w :::< ~ f- f- 60 60 40 40 o o':----~----,--!------:-C=====8±00:::::L--10-.J00
Small Lift Fan - Small
£. Small Lift Fan - Small
e.
Turbojet Tilt Rotor
~
TILT WING ~
~
~ 120
---
--
~ 100 ::::> ---' <1 > w :::< >= MAXIMUM RANGE OF TILT WING I AT 50% LOAD FACTOR
~
-----._-- 200 1000 0 400 600 DISTANCE,sm
g. Small Lift Fan - Small
Tilt Wing
Figure E - 8. Two-Aircraft Time Value Phase Diagram- -Small
Lift Fan, Part II (Executive Mission)
E-12
140 - K ' I ExrENDED RANGE o LIFT FAN E 120 E 120 w'lOO ~ 100 '3 ..
g 80 > 80 EXTENDED RANGE w w LIFT FAN
'" '"
>- 60 i= 60 TURBOPROP 40 40
20~
I I I I
o 0'-----:2-"-00,------4c-'0-,-0---60LO---8-"-00---10-J00
DISTANCE,s m
a. Extended Range Small Lift b. Extended Range Small Lift
Fan - Airline Fan - Small Turboprop
180 180 160 160 E 120 ~ 120 ... ...
~ 100 ~ 100 => => ~ ..
..
> 80 > 80 EXTENDED RANGE w ~ EXTENDED RANGE TURBOJET II FT FAN
'"
i= 60 >- 60 LIFT FAN TURBOPROP WITH HELICOPTER 40 40
/
400 600 800 1000 1000 DISTANCE. s. m.
c. Extended Range Small Lift d. Extended Range Small Lift
Fan - Small Turboprop Fan - Small Turbojet
with Helicopter
E 120 -
Figure E - 9. Two-Aircraft Time Value
;;;,.
Phase Diagram- -Extended
...; 100 EXTENDED RANGE TURBOJET =>
Range Small Lift Fan
..
WITH HELICOPTER 1I FT FAN 80 ,- > w
(Executive Mission)
i=
'"
/
0 200 400 600 800 1000 DISTANCE. s. m
e. Extended Range Small Lift
Fan - Small Turbojet with
Helicopter
E-13
K ' AIRLINE CONNECTION o DELAY (hr!
0:: w
.... 1; 120
1; 120 a.
"- "- 0 ...,..
....
TU R BOPROP u ::; w- IOO ..; 100 w ::0 :x: --' :3 <I
:s 80
> w W :::;; :::;; f- 60 >= 400 600 1000 800 DISTANCE, s. m.
a. Large Helicopter - Airline b. Large Helicopter - Large
Turboprop
0:: w ....
1; 120 a.
TURBOJET "- 0 ....
u ::; ..; 100 w :x: :3 <I > w :::;; >=
c. Large Helicopter - Large
Turbojet
Figure E-10. Two-Aircraft Time Value Phase Diagram--Large
Helicopter (Executive Mission)
E-14
K,' AIRLINE CONNECTION DELAY {hrl 160 160 140 140
.c 120
10 120 TURBOJET ..".
---
---
--
W 100 W 100 ::::> -' « :; 80 > 80 w w ~ ~ >- 60 ~ 60 TURBOPROP 40 40 AIRLINE
20~
I I I 00 200 1000 400 600 800 1000 800 DISTANCE, s.m
a. Large Turboprop - Airline
b. Large Turboprop - Large Turbojet
Figure E-11. Two-Aircraft Time Value Phase Diagram- -Large
Turboprop (Executive Mis sion)
K, ' AIRLINE CONNECTION DELAY (hrl 10 120
---
--
W 100 ::::> -' :; 80 w ~ >- 200 400 600 DISTANCE, s m
Figure E-12. Two-Aircraft Time
Value Phase Diagram--
Large Turbojet - Airline
(Executive Mission)
E-15
K. 'AIRLINE CONNECTION ~ MAXIMUM RANGE OF COMPOUNO HELICOPTER OELAY (hr) AT 50'Y. LOAD FACTOR ~ MAXIMUM R~ NGE OF COMPOUNO HELICOPTER AT 50% LOAO FACTOR
.c 120
.c 120
COMPOUND
"
"
- HELICOPTER
lOO -
w
w 100
::> ::> ...J ...J COMPOUND ~ ~ 80 HELICOPTER w w 2; 2; ;::: ;::: 60
a. Large Compound Helicopter - b. Large Compound Helicopter -
Airline Large Turboprop
.c 120
"
COMPOUND
-
w 100
HELICOPTER TURBOJET ::> ...J ~ 80 w 2; ;::: 60 200 400 600 800 1000 DISTANCE, sm
c. Large Compound Helicopter -
Large Turbojet
Figure E-13. Two-Aircraft Time Value Phase Diagram- -Large
Compound Helicopter (Executive Mission)
E-16
IBO 180 K ' AIRLINE CONNECTION a [ DELAY (hr) 160 160 140 140 .<= 120 ~ 120 -... -...
.,.,.
-
W 100 W 100 :::> :::> TILT ROTOR ....J ....J 0; BO 0; 80 w w ::;; ::E >- 60 >- 60 AIRLINE I I j 400 600 800 1000 DISTANCE, sm
a. Large Tilt Rotor - Airline b. Large Tilt Rotor - Large
Turboprop
~ 120 -...
..,.
W 100 :::> TILT ROTOR ....J 0; 80 w ::E >- 60
c. Large Tilt Rotor - Large
Turbojet
Figure E-14. Two-Aircraft Tim.e Value Phase Diagram.--Large
Tilt Rotor (Executive Mission)
E-17
K a' AIRLINE CONNECTION DELAY (hr) 160 i60 140 140 l= 120 l= 120 ~ K ~ I ~
..,.. TILT WING
o ..,..
w- iOO W 100 :=> :=> --' --' ;; 80 ;; 80 w w ::;, ::;, TILT WING f- 60 f- 60 40 40 20 20 I L
oe ) --'~-20LO---4-10-0---6-l0-c-0 ---::8-1.00::----:-1000
DISTANCE,s m
a. Large Tilt Wing - Airline
b. Large Tilt Wing - Large
Turboprop
1= 120 ~ ..,.,.
W 100 :=> --' ;; 80 w :::;; f- 60 400 600 800 1000 DISTANCE,s m
c. Large Tilt Wing - Large
Turbojet
Figure E-15. Two-Aircraft Till1e Value Phase Diagrall1- -Large
Tilt Wing (Executive Mission)
E-18
K ' AIRLINE CONNECTION DELAY (hr) o ~ MAXIMUM RANGE OF LIFT FAN AT 50 % LOAD FAC TOR
1= 120
.......
--
W 100
:::> -l
~ 80
w :::!:
I- 60
LIFT FAN
200 400 600 800 1000
DISTANCE, s.m.
a. Large Lift Fan-Airline
~ MAXIMUM RANGE DF LIFT FAN AT 50% LDAD FACTOR
1= 120
.......
--
W 100
:::> --'
~ 80
w :::!:
I- 60
LIFT FAN
200 400 600 800 1000
DISTANCE, sm
b. Large Lift Fan - Large Turboprop
Figure E-16. Two-Aircraft Time Value Phase Diagram- -Large
Lift Fan (Executive Mission)
E-19
180 180 TURBOJET TURBOJET E 120 E 120 ~ ~
-- --
W 100 W 100 ::0 ::0 -' -' <I <I > > 80 80 w w =" =" fo- fo- 60 60 AIRLINE TURBOPROP
1/
[ 400 600 200 1000 800 400 600 200 DISTANCE,s m DISTMJCE, 5 m
Figure E-i7. Current Large Aircraft
Figure E-i8. Current Large Aircraft
Serving Executive
Serving Executive
Mission
Mission--i-Hour Air-
line Connecting Delay
TURBOJET E 120 E 120 ~ ~ TURBOJET HELICOPTER
--
--
W 100 W 100 ::0 ::0 -' HELICOPTER -' <I > :§ 80 AIRLINE 80 w w ~ =" fo- NOTE
---1
HELICOPTER AND AIRLINE DOMINATE TURBOPROP' 40
Figure E-i9. Current SITlall Aircraft Figure E~20. Current SITlall Aircraft
Serving Executive Serving Executive
Mission
Mission- -i-Hour Air-
line Connecting Delay
E-20
Table E -1. Time/ Cost Equations
Cost/Passenger Equations ($)(b) Time Equations (minutes)(a) Mission and Mode ExecutiYl: l' ~ Car-Airline-Car 125+0.0124D C = 12+0. 0679D (D~lOO Mi.)
C = 8+0. 1079D (D5100 Mi.)
Car-Turbojet-Car l' = 96+0. 120D C = 39tO. 312D Helie - Turbojet-Car l' = 75+0. 120D C = 54+0. 312D Car-Turboprop-Car l' = 98tO.211D C = 22tO. 274D Helic- Turboprop-Car l' = 77+0. 211D C = 37+0. 274D Helicopter (Small) l' = 6+0. 444D (to 300 mi. max range) C = 6+0.451D (to 300 mi. maX range) Helicopter (Large) l' = 6+0. 540D (to 300 mi. max range) C = 10tO. 931D(to 300mi. max range) Tilt Rotor (Small) l' = 6tO. 155D C = 15+0. 387D Tilt Rotor (Large) l' = 6+0. 181D C = 12+0. 364D Lift Fa'! (Small) l' = 6tO. lllD C = 20tO. 371D Lift Fa'1 (Small) ER(c) l' = 6+0. IllD C 29tO.540D = Lift Fa;'1 (Large) l' = 6tO. 104D C = 16tO.278D Tilt Wing (S=all) l' = 6tO. 138D C = 14tO.328D Tilt Wing (Large) l' = 6tO. 167D C 11+0.302D = Co=pound Helie (small T = 6+0. 320D C = 10tO.550D Co=pound Helie (large) l' = 6tO. 227D 10tO.360D C = Co=muter Car-Helic(L)-Car l' = 72tO. 51"D(t0300mi. max range)
C = 6tO. 436D (to 300 mi. max range)
Car-Ti:.t Rotor(L)-Car T = 51+0. 186D C = 8tO. 2nD Car-TU Wing(L)-Car l' = 51+0. loOD C = 8tO.220D Car - Co=pHelic(L)-Car T = 51+0. 224D C = 7tO. 314D Car-Lift Fan(L)-Car T = 51tO. 107D C = 9tO. 180D Offshore Helicopter(Large) T = 6tO. 536D(to 300 =i. C = 4tO. 318D (to 300 =i. max range) =axrange) Inax range) Helicopter(S=all) T = 6+0. 448D(to 300 =i. =axrange) C = 3tO. 222D (to 300 =i.
Tilt Rotor (Large) T = 6+0. 187D C = 7+0. 200D Tilt Wing (Large) T = 6tO. 164D C = 6tO. 167D
Co=p. Helie (Large) T = 6tO. 227D C = 6tO. 212D
Tilt Rotor (S=all) T = 6tO. 158D C = 12tO.307D Tilt Wing (S=all) T = 6tO. 140D C = 10tO. 242D Co=p. Helie (S=all) T=6tO.311D C = 8tO.450D Lift Fan (Large) T = 6tO. 107D C = 8tO. 138D Lift Fan (S=all) T=6tO.lllD C = 14tO.260D (a) T = Total travel ti=e (including interface tilne) D = Stage length (s. =.)
(b) C = Cost/passenger D ~ Stage length (c) ER = Extended range configuration I I
E-21
Table E-2. Equations for Two-Aircraft TiITle Value Phase DiagraITls
L Basic Equation C Total trip cost per passenger for aircraft C Total trip cost per passenger for aircraft 2 z 2. Cost Equation C = C + C a t where Total trip cost per passenger for any aircraft C Cost of aircraft operation per passenger C a Cost of the traveler's time per trip
C =
t Cost of Aircraft Operation 3.
where a D Door-to-Door Distance (s. m.)
V Aircraft Cruise Speed (tTlph) T d Non- Productive Aircraft Time (hr. ) R Aircraft Operating Cost Per Hr. Per Passenger ($/hr/pass.)
t k Any significant access cost (e. g .• helicopter) 4. Cost of Traveler's Time where T a = Access titTle (hr.J T = Distribution time (hr.)
e K Additional delays (e. g •• connecting time delays. etc.) (hr.)
a V Travelers titTle value ($!hr.)
t 5. Substitution of Eqs. (3) and (4) into Eq. (2) results in D D C + T ) R + (V + T + T + T + K ) V + k (v d a eat d t 6. When Eg. (5) is substituted into Eg. (1) with proper subscript notation applied, it tTlay be solved for V : t Two aircraft time value phase diagrams represent the solution of Eg. (6) as a function of trip distance D.
aAssumes no constructive time for any ground travel and expresses the desire to fly from door-ta-door where possible.
E-22
Corn.putation Pararn.eters for Two-Aircraft Tirn.e Phase
Table E-3.
Diagrarn.s (Executive Missions)
T T K
Tn
V R
k e a a
t
Aircraft (mph) (hr)
($/hr/pass.) ($) (hr) (hr) (hr)
Airline 486 0 b 0.75 1.0
a 0,0.5,1.0,3
Small Helicopter 133 61 0 O. 1 0 0 0.5 (D>300)c
0 0.5(D>300)c
Large Helicopter 122 103 0 O. 1 0
0.6
Small Turboprop 282 77 0 0.284 0.75 0
Small Turboprop/Small Helicopter 282 77 15 0.284 0.6 0.40 0
Large Turboprop 315 62 0 0.284 0.6 0.75 0
Small Turbojet 500 156 0 0.25 0.6 0.75
Small Turbojet/Small Helicopter 500 156 15 0.25 0.6 0.40
M
I
Large Turbojet 508 131 0 0.25 0.6 0.75 0
N W
Small Compound Helicopter 190 105 0 O. 1 0 0
Large Compound Helicopter 265 100 0 O. 1 0 0 0
380 145 0 o. 1 0 0 0
Small Tilt Rotor
322 0 0 0
Large Tilt Rotor 114 0 O. 1
0 0 0
Small Tilt Wing 430 137 0 O. 1
0 0
Large Tilt Wing 368 114 0 O. 1 0
Small Lift Fan 530 200 0 o. 1 0 0
530 302 0 o . 1 0 0
Extended Range / Small Lift Fan
564 154 0 o . 1 0 0 0
Large Lift Fan
aCos = 8+. 1079D (for D :s 100 s. m. )
t
b = 12+. 0679D (for D 2: 100 s. m.)
Time = .33 + .00206D
cpenalty for refueling at distance> 3 00 s. rn..
SUITlInary and Locator of Two-Aircraft Time Value Phase
Table E-4.
Diagrams (Executive Scenarios)
Compound Helicopter Turboprop Turbojet Tilt Rotor Tilt Wing Lift Fan Helicopter Small Large Small Large Small Large Small Large Small Large Small Large Small E. Range Large (STP) (LTP) (SH) (LH) (STJ) (LTJ) (SCH) (LCH) (STR) (LTR) (STW) (LTW) (SLF) (ERSLF) (LLF) E-5a E-14a E-2a E-10a E-3 E-l1a I E-4 E-12 E-13a E-6a E-7a E-15a E-8a E-9a E-16a Airline E-2b E-2c E-5b E-6b E-7b E-8b Small Helicopter -- --
E:;Ob I E-IOc LCH LTR LTW LLF
La rge Helicopter -- I a 14d E-5c E-6c E-7c E-8c Small Turboprop E-2b E-9b I a Small Turboprop with 23a E-6d E-7d E-8d E-9c !
I Helicopter i E-16b I: E-Ilb E-13b E-14b E-15b Large Turboprop E-IOb i --
I
! a 14d E-Sd E-6e STW E-8e E-9d Small Turbojet E-2c -- -- a 23b E-ge
I Small Turbojet with -- -- -- -- -- --
Helicopter E-Ilb E-13c E-14c E-15c LLF Large Turbojet E-l0c -- -- -- --
I
M
I i
i I
Small Compound E~ 5b £-5c E-5d STR STW SLF - - N Helicopter
i LTR LTW LLF
Large Compound LCH E-13b -- E-13c --
*'"
I
I
I Helicopter
: I Small Tilt Rotor £-60 E-6e STR STW E-81 E-6b -- -- I LTW LLF Large Tilt Rotor E-14b E-14c LTR -- LTR I -- STW STW STW E-8g Small Tilt Wing E-7b E-7c -- E-15b E-15c LTW LTW LLF Large Tilt Wing LTW
I
E-2a indicates figure containing phase diagrams XXX indicates the dominating aircraft indicates cOIT1bination not computed aFigure v,,'ill be found in Volume 1.
Table E- 5. Form.ulation of Cost Savings Equations
I. Basic Cost Savings Formula S = A _ A r n where S Annual savings ($/yr. /aircraft) for A > An r Annual cost A < A r n A Annual cost of operating reference aircraft r An Annual cost of operating a new aircr<.~ft.
2. Annual Cost of Operating Any Aircraft A = N xC where N Number of flights per year C Cost of each trip.
3. Number of Flights Per Year U U v r r r N --y;--
r rr-rv
r r r where U Annual use of reference aircraft (hr./yr.)
r Dr Average distance per flight (reference aircraft) v r Block speed of the reference aircraft (mph) 4. Block Speed D v = T where v Block speed (mph) T Non-productive flight time (hr.)
d V Cruise speed (mph).
5. Substitution from Eg. (4) in Eg. (3) gives U U r r , N r D
o
T + V d r r 6. Cost per Trip
C = [(g) (r ) + (~ + T + T +K ) KbV ]
t a e a t where r Total aircraft operating cost ($/hr.)
t T Ground access time (hr.)
a T e Ground distribution time (hr.J K Miscellaneous delays (hr.)
a K Average no. passengers per flight (pass Iflt) b Vt Value of a traveler's time ($/hr.)
E-25
FornlUlation of Cost Savings Equations (Continued)
Table E-5.
7. Total Alrcraft Operating Cost C f C =
r t tv
v where C Variable aircraft operating costs ($/hr.)
v Annual fixed aircraft operatir.g costs ($/yr.)
C f Annual aircraft use (hr ./yr.)
U 8. Since the number of flights of the reference aircraft and the new aircraft are the same, it follows that U U r n N N n r o Iv o Iv n n r r and that 0 0 n r Therefore: v r U U n r v n
T + E.-
d v n n D +- v r 9. Substitution of Eg. (2) in Eg. (1) results in 10. Substitution of Egs. (4) and (7) in Eg. (6) gives f - x C +- C 0 ] [ C ]
[ - (T)i5!v) v u
E. t T ] r C + C f ] + [E. + T d + T + T + K ] K V t
b v d Lv u v a e a
[
11. C and C , aside from proper notation by subscripts, differ only in the use r n in the second quantity. Therefore, substitution in Eg. (10) from results of Eg. (8), with proper subscripts gives C n 12. Substitution in Eg. (9) of Egs. (8) and (10) (with "r" subscripts) and (11) and solving for S, [or 0 varying [rom 100 to 1000 (s.m.) and for V = 50, 100 and t 150 (S/hr.), produces the results shown in the cost savings graphs. Table 1-:-(, contains parameters for each aircraft used in the analysis.