APPENDIX A
APPENDIX A
NI_rERICAL RESULTS
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APPENDIX B
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APPENDIX B Acquisition Cost Analysis Method Total airplane acquisition cost is the total of materials cost, labor cost, development cost, factory profit, dealer markup and optional equipment costs.
Materials cost is the sum of engine cost, airframe cost, standard avionics cost and additional equipment costs.
Engine Cost Airframe weight X airframe cost per pound Standard avionics cost Additional equipment cost Total materials costs Engine cost was treated parametrically because reliable cost data were not available for the advanced engines. Airframe weight was estimated by subtracting the weights of the engine, standard avionics and additional equipment from the empty weight of the airplane. The current cost per pound of airframe materials was used in the estimate. Additional equipment includes items which are not produced by the airframe manufacturer (tires, fasteners, upholstery_ etc.)
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I
Manhour expenditure per airplane was estimated from learning curve theory.
[+earnin_ curve theory states that y = A (l/X) c where y : manhours required per airframe x : number of airframes built A = number of manhours currently required to produce the first
+F
airframe o = "slope" of learning curve.
An eighty percent learning curve (c : .3219) was used to determine manhour D expenditure, and current labor cost rates were used to detemmine labor costs per airplane. An eighty percent learning curve implies that the second (or i lO00th) airframe requires 80% of the manbours required to produce the first (or 5OOth) airframe.
The development cost per airplane was estimated based on the airframe weight, the anticipated production run, and the current cost of developing a pound of airframe.
Total cost per airplane to the factory is the sum of materials cost, labor cost and development costs. Factory profit, dealer markup and optional equipment costs are added to the factory cost to arrive at total selling price (acquisition cost).
J
- 117 - Material Cost Labor Development Factory Cost Factory Cost Factory Profit Dealer Markup Optional Equipment TOTAL SELLING PRICE
APPENDIX C
APPENDIX C
Engine Ranking System
The items considered in ranking the advanced engines were: I •
Mission fuel weight
2.
Airplane empty weight
3. Time to climb to 25000 feet.
4.
Installation efficiency
5.
Multi-fuel capability
The first t.hree factors, fuel weight, empty weight, and time to climb, were
computed as ratios of the baseline englne/airframe capabilities to the
advanced engine/alrframe capabilities. The ratios were established for the
fixed mission singles and the fixed mission twins.
Weighting factors were applied to the ratios to indicate the relative
importance of each item in the ranking procedure. A factor of forty was
applied to the mission fuel and the empty weight ratios. A factor of twenty
was applied to the time to climb ratio.
Installation efficiency was quantified as follows: I •
One (I) point was awarded for an engine which provided a nose
baggage compartment (single) or a reduction of frontal area from the
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baseline (twin).
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I
.
One or two points were awarded for a reduction in cooling drag. The
decision to award one or two polnts depended on the magnitude of the
cooling drag reduction.
_J
One point was awarded on the basis of overall installation ease
(real or perceived). This factor was to account for items such as
mounting difficulties, accessory locations and overall engine
layout.
Points for multi-fuel capability were awarded as follows:
0 if an engine burned only avgas
I if an engine burned only JPt fuel
2 if an engine was multi-fuel
A weighting factor of three (3) was applied to the installation efficiency and
the multi fuel capability.
The above quantities and ratios were used to produce a ranking number as
RN : 40 RMF + 40 RMTWT + 20 RTC c + 3 IIE+ 3 IMC
- 120 -
where,
RN : ranking number
baseline airplane mission fuel
RMF:
advanced engine airplane mission fuel
RMTWT = baseline airplaneempty_weight
advanced engine airplane empty weight
baseline airplane time to climb
l_TT C :
advanced engine airplane time to climb
IIE: total of installation efficiency points
total of multifuel capability points.
IMC =
The ranking numbers of the singles and twins were then added together to
provide a final ranking number for each engine.
- 121 -
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REFERENCES
Anon.; "GASP - General Aviation Synthesis Program Volumes I - VII", NASA
CR152303, January 1978.
Stuckas, Kenneth J.; "Advanced Technology Spark Ignition Aircraft Piston
Engine Design Study", NASAS CR165162, November 1980.
. Brouwers, Alex P.; "186 KW Lightweight Deisel Aircraft Engine Design
Study", NASA CR3261, April 1980.
_o
Smith, R. and E. H. Bensteln; "Advanced General Aviation Turbine Engine
(GATE) Study", NASA CR159624, June 1978.