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Buying the Big Jets: Fleet Planning for Airlines
by Paul Clark
Paul Clark
Buying the Big Jets: Fleet Planning for Airlines
by Paul Clark
Paul Clark
eBook
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Overview
Selecting the right aircraft for an airline operation is a vastly complex process, involving a multitude of skills and considerable knowledge of the business. Buying The Big Jets was first published in 2001 to provide guidance to those involved in aircraft selection strategies. This Second Edition brings the picture fully up to date, incorporating new discussion on the strategies of low-cost carriers, and the significance of the aircraft cabin for long-haul operations. Latest developments in aircraft products are covered and there are fresh examples of best practice in airline fleet planning techniques.
Product Details
ISBN-13: | 9781409484936 |
---|---|
Publisher: | Ashgate Publishing Ltd |
Publication date: | 10/01/2012 |
Sold by: | Barnes & Noble |
Format: | eBook |
File size: | 5 MB |
About the Author
Paul Clark worked for more than 20 years at Airbus, then established and managed AirBusiness Academy in Toulouse for three years. He spent almost two years at the helm of IATA’s global training operation based in Montreal, followed by four years in the United Arab Emirates where he ran an aircraft maintenance academy on behalf of the Abu Dhabi government. He is currently based in the UK, where he runs his aerospace consultancy called Through The Looking Glass Ltd (www.ttlglearn.com). Paul is a former Visiting Professor at both City University and Cranfield University in the UK and a Fellow of the Royal Aeronautical Society. He is the author of Stormy Skies and the creator of the SkyChess airline business simulation.
Table of Contents
List of Figures | xiii | |
List of Tables | xvii | |
Preface | xix | |
Acknowledgements | xx | |
1 | Today's Perspectives | 1 |
What, Exactly, is Fleet Planning? | 1 | |
Who Controls Fleet Planning? | 3 | |
Where Should the Fleet Planner Fit in the Organisation? | 4 | |
Reporting Lines | 5 | |
Alliance Issues | 7 | |
Why Manufacturers and Airlines have Different Timing Perspectives | 7 | |
The Life of an Aircraft | 7 | |
Why the Fleet is a Long-Term Issue | 9 | |
Resolving Conflicts of Time Perspectives in Fleet Planning | 11 | |
Adapting to Timing Differences | 12 | |
Coping with the Cycle | 14 | |
Gigantism - the Challenge of Size | 16 | |
Strategic Alliances and Fleet Planning | 17 | |
Hub-and-Spoke Networks | 19 | |
In Summary | 22 | |
2 | Attributes of a Fleet Plan | 23 |
Valuing the Assets | 23 | |
Defining Overall Objectives and Goals | 24 | |
A Marketing Objective | 24 | |
A Development Objective | 26 | |
An Alliance Objective | 26 | |
An Economic or Financial Objective | 27 | |
So, What Does Make a Good Fleet Plan? | 28 | |
Attribute 1 | Adaptability | 28 |
Attribute 2 | Flexibility | 35 |
Attribute 3 | Continuity | 36 |
Key Decision Criteria | 37 | |
Timing is Everything | 38 | |
The Diminishing Effect of Technology | 38 | |
The Impact of External Forces on Decision Criteria | 39 | |
Fixing the Key Decision Criteria | 39 | |
Trends in Tools and Data | 42 | |
In Summary | 44 | |
3 | The Market Evaluation | 45 |
Setting the Scene | 45 | |
Measuring Production | 48 | |
A Macro Approach to Fleet Planning | 51 | |
Macro Study - the Demand | 53 | |
Macro Study - the Supply | 55 | |
A Micro Approach to Fleet Planning | 56 | |
Market Segmentation and Spill | 58 | |
Motivations of Travel Demand | 58 | |
Variations in Travel Demand Over Time | 63 | |
Modelling Spill for Fleet Plans | 65 | |
The Normal Distribution | 66 | |
Modelling on a Single Sector | 73 | |
Calibrating the Model | 75 | |
Modelling on a Network | 83 | |
Preference Factors | 85 | |
Interaction Between Schedule and Fleet | 88 | |
The Micro-Network Model | 92 | |
The Network Matrix | 94 | |
Market Share Modelling | 100 | |
The S-Curve | 100 | |
Quality of Service Index | 103 | |
In Summary | 104 | |
4 | The Airline and Aircraft Product | 105 |
How Should we Conduct the Evaluation? | 105 | |
The Airline Product | 105 | |
How the Cabin Product has Evolved | 106 | |
The Aircraft Product | 110 | |
Evolution of Aircraft Demand | 111 | |
Product Line Development | 112 | |
Fragmentation and Consolidation | 114 | |
The Family Concept | 116 | |
Cost Savings Through Commonality | 116 | |
Defining the Data | 121 | |
Aircraft Manufacturer Documentation | 123 | |
Airline Documentation | 125 | |
Interior Configuration | 128 | |
In Summary | 132 | |
5 | Aircraft Performance | 135 |
Why is Aircraft Performance so Important? | 135 | |
Some Background on Aircraft Certification Practice | 136 | |
Aircraft Weight Build-Up | 137 | |
Defining the Initial Weight | 137 | |
Building the Payload | 140 | |
Building the Payload-Range | 143 | |
How Design Changes Affect the Payload-Range Envelope | 146 | |
Interpreting the Payload-Range Envelope | 150 | |
The Airfield Performance Analysis | 152 | |
Speed Definitions | 152 | |
Climb Performance | 157 | |
Obstacles | 158 | |
Ambient Conditions | 161 | |
Runway Loading | 166 | |
The En-Route Performance Analysis | 168 | |
Setting the Performance Analysis Parameters | 169 | |
The Flight Profile | 176 | |
Reserve Policies | 177 | |
Summary of Definitions | 181 | |
Special Practices | 181 | |
Extended Twin Operations | 184 | |
Combining Probabilities | 192 | |
Does the Aircraft Really Fit? | 193 | |
In Summary | 193 | |
6 | Aircraft Economics | 195 |
Why is Aircraft Economics so Important? | 195 | |
Classification of Costs | 196 | |
Cost Components | 197 | |
Fuel Costs (DOC) | 198 | |
Maintenance Costs (DOC) | 200 | |
Factors Influencing Maintenance Costs | 203 | |
Maintenance Cost Modelling Parameters | 206 | |
Maintenance Reserves | 208 | |
Maintenance Cost Per Hour Agreements | 208 | |
Crew Costs (DOC, and sometimes IOC) | 209 | |
Landing Fees (DOC) | 211 | |
Navigation Fees (DOC) | 212 | |
Insurance Costs (DOC) | 212 | |
Ownership Costs (DOC) | 213 | |
Handling Costs (DOC and IOC) | 215 | |
Passenger Service Costs (sometimes DOC, and IOC) | 216 | |
Ticketing, Sales and Promotion Costs (IOC) | 217 | |
General and Administration Costs (IOC) | 217 | |
Grouping the Cost Items | 217 | |
Evolution of Operating Costs | 219 | |
Methods of Cost and Revenue Measurement | 220 | |
Break-Even Load Factor | 220 | |
Operating Leverage | 221 | |
Cost Escapability | 222 | |
Fan Diagrams | 223 | |
Equivalent-Cost Modelling | 226 | |
Profit Profile Modelling | 230 | |
Sizing Models | 232 | |
Dynamic Fleet Management | 233 | |
Some More Drivers of Aircraft Operating Economics | 239 | |
Scheduled vs Charter vs Low-Cost Operation | 239 | |
The Effect of Fleet Size on Economics | 240 | |
The Economic Impact of Alliances | 241 | |
The Problem of External Factors | 241 | |
Some Solutions to Improve Operating Economics | 242 | |
Spares Provisioning | 243 | |
In Summary | 244 | |
7 | The Investment Appraisal | 245 |
Drawing the Threads Together | 245 | |
The Impact of Aircraft Price in Aircraft Selection | 245 | |
Scope of an Investment Appraisal | 246 | |
Non-Operating Activities | 247 | |
Segregating Profit and Cash | 247 | |
Elements to be Included in the Investment Appraisal | 249 | |
Residual Values | 250 | |
Some Definitions | 250 | |
Factors Influencing Residual Value | 250 | |
Depreciation, Loan Payments and the Base Value | 254 | |
Why Residual value is Important in Fleet Planning | 255 | |
The Life of a Project | 256 | |
Choosing the Right Decision Tool | 256 | |
Payback | 257 | |
Return on Investment | 257 | |
The Time Value of Money | 257 | |
Net Present Value | 258 | |
The Internal Rate of Return | 263 | |
Choosing Between Competing Projects | 264 | |
Selecting the Right Time Period for a Cash-Flow Study | 264 | |
Making the Choice | 265 | |
In Summary | 266 | |
8 | Conclusion | 267 |
Is Fleet Planning an Art or a Science? | 267 | |
In Summary | 269 | |
Abbreviations | 271 | |
Index | 275 |
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