What plane?
Thread Starter
Join Date: Aug 2000
Location: formally Alamo battleground, now the crocodile with palm trees!
Posts: 960
Likes: 0
Received 0 Likes
on
0 Posts
What plane?
Any marketing wiz out there? I am working on a fleet selection project and I am trying to find out what the DOC of 737s, A320s, DC9s, F100s etc. (100-150 pax airplane) are...
Plus, what factors determine the Direct Operating Cost (DOC)?
Plus, what factors determine the Direct Operating Cost (DOC)?
Thread Starter
Join Date: Aug 2000
Location: formally Alamo battleground, now the crocodile with palm trees!
Posts: 960
Likes: 0
Received 0 Likes
on
0 Posts
No airline, I fly corporate. I am doing this for my university class. I recommend taking classes in "Airline Management" or similar.
You can also rephrase it: "One Million Ways To Get Out Of Business"
You can also rephrase it: "One Million Ways To Get Out Of Business"
Join Date: May 2000
Location: Worldwide
Posts: 340
Likes: 0
Received 0 Likes
on
0 Posts
Aircraft Operating Statistics - 1997
(figures are averages for most commonly used models)
Average
Cargo Fuel Aircraft
Number of Payload Speed Flight (gallons Operating
Seats (tons) Airborne Length per hour) Cost Per Hour
B747-100 447 8.75 520 2,661 3,638 $6,447
B747-400 396 8.89 538 4,988 3,410 6,859
B747-200/300 374 8.33* 525 3,489 3,663 7,300
B747-F 75.48 496 2,191 3,810 7,497
L-1011-100/200 310 6.60 495 1,206 2,428 3,720
B-777 292 10.19 521 2,927 2,117 4,241
DC-10-10 289 9.44 500 1,540 2,287 5,281
DC-10-40 285 5.57 504 1,921 2,651 4,746
DC-10-30 265 8.96* 520 2,554 2,667 6,078
MD-11 253 10.91* 524 3,123 2,462 6,406
A300-600 249 12.63 473 1,228 1,678 5,237
L-1011-500 223 5.45 517 2,222 2,376 3,829
B767-300ER 214 8.27 495 2,217 1,602 3,558
B757-200 186 2.24 465 1,198 1,050 2,675
B767-200ER 181 4.70 488 2,184 1,409 3,348
MD-90 150 0.41 435 764 808 1,636
B727-200 150 0.69 437 720 1,287 2,504
B727-F 14.07 434 529 1,284 4,993
A320-100/200 148 0.77 460 1,153 820 2,177
B737-400 144 0.62 414 692 792 2,124
MD-80 141 0.45 432 790 933 2,087
B737-300 131 0.41 417 601 776 1,918
DC-9-50 122 0.43 374 342 915 1,923
B737-100/200 113 0.35 389 460 824 1,904
B737-500 110 0.37 420 636 747 1,743
DC-9-40 109 0.42 388 496 839 1,500
DC-9-30 101 0.41 385 474 810 1,988
F-100 97 0.15 383 497 646 2,002
DC-9-10 71 0.94 381 422 743 1,409
*Passenger aircraft models only
Click here for the Aircraft Operating Statistics - 2000 (figures are averages for most commonly used models)
Airline Costs - Where the Money Goes
According to reports filed with the Department of Transportation in 1999, airline costs were as follows:
For more details have a look at
Airline Handbook Chapter 4: Airline Economics
P.S. For a profitable airline, leave the marketing people out of the fleet planning process decision making.
[ 02 December 2001: Message edited by: Zeke ]
(figures are averages for most commonly used models)
Average
Cargo Fuel Aircraft
Number of Payload Speed Flight (gallons Operating
Seats (tons) Airborne Length per hour) Cost Per Hour
B747-100 447 8.75 520 2,661 3,638 $6,447
B747-400 396 8.89 538 4,988 3,410 6,859
B747-200/300 374 8.33* 525 3,489 3,663 7,300
B747-F 75.48 496 2,191 3,810 7,497
L-1011-100/200 310 6.60 495 1,206 2,428 3,720
B-777 292 10.19 521 2,927 2,117 4,241
DC-10-10 289 9.44 500 1,540 2,287 5,281
DC-10-40 285 5.57 504 1,921 2,651 4,746
DC-10-30 265 8.96* 520 2,554 2,667 6,078
MD-11 253 10.91* 524 3,123 2,462 6,406
A300-600 249 12.63 473 1,228 1,678 5,237
L-1011-500 223 5.45 517 2,222 2,376 3,829
B767-300ER 214 8.27 495 2,217 1,602 3,558
B757-200 186 2.24 465 1,198 1,050 2,675
B767-200ER 181 4.70 488 2,184 1,409 3,348
MD-90 150 0.41 435 764 808 1,636
B727-200 150 0.69 437 720 1,287 2,504
B727-F 14.07 434 529 1,284 4,993
A320-100/200 148 0.77 460 1,153 820 2,177
B737-400 144 0.62 414 692 792 2,124
MD-80 141 0.45 432 790 933 2,087
B737-300 131 0.41 417 601 776 1,918
DC-9-50 122 0.43 374 342 915 1,923
B737-100/200 113 0.35 389 460 824 1,904
B737-500 110 0.37 420 636 747 1,743
DC-9-40 109 0.42 388 496 839 1,500
DC-9-30 101 0.41 385 474 810 1,988
F-100 97 0.15 383 497 646 2,002
DC-9-10 71 0.94 381 422 743 1,409
*Passenger aircraft models only
Click here for the Aircraft Operating Statistics - 2000 (figures are averages for most commonly used models)
Airline Costs - Where the Money Goes
According to reports filed with the Department of Transportation in 1999, airline costs were as follows:
- Flying Operations - essentially any cost associated with the operation of aircraft, such as fuel and pilot salaries - 27 percent;
- Maintenance - both parts and labor - 13 percent;
- Aircraft and Traffic Service - basically the cost of handling passengers, cargo and aircraft on the ground and including such things as the salaries of baggage handlers, dispatchers and airline gate agents - 16 percent;
- Promotion/Sales - including advertising, reservations and travel agent commissions - 13 percent;
- Passenger Service - mostly inflight service and including such things as food and flight attendant salaries - 9 percent;
- Transport Related - delivery trucks and inflight sales - 10 percent;
- Administrative - 6 percent;
- Depreciation/Amortization - equipment and plants - 6 percent.
For more details have a look at
Airline Handbook Chapter 4: Airline Economics
P.S. For a profitable airline, leave the marketing people out of the fleet planning process decision making.
[ 02 December 2001: Message edited by: Zeke ]
Join Date: Oct 2000
Location: NC USA
Posts: 91
Likes: 0
Received 0 Likes
on
0 Posts
Zeke,
I'm impressed with the accuracy of your info.
I added up the everything, at least costwise, and it came to 100%. This leaves a profit margin of 0%- which seems pretty true to form for a lot of carriers.
I'm impressed with the accuracy of your info.
I added up the everything, at least costwise, and it came to 100%. This leaves a profit margin of 0%- which seems pretty true to form for a lot of carriers.
Guest
Posts: n/a
Zeke,
I suspect the validity of your numbers. How
can the B-767-300 have a direct operating
cost that is only 67% of the A-300-600 when
they operate the same GE CF-6 engine, at nearly the same max wt, with the Airbus
having (per your example) 25 more seats?
EBD
I suspect the validity of your numbers. How
can the B-767-300 have a direct operating
cost that is only 67% of the A-300-600 when
they operate the same GE CF-6 engine, at nearly the same max wt, with the Airbus
having (per your example) 25 more seats?
EBD
Join Date: Jan 2001
Location: Dallas, TX USA
Posts: 739
Likes: 0
Received 0 Likes
on
0 Posts
EX Bus Driver, I suspect it has something to do with using some aircraft as freighters.
For example, look at the differences for the B727-200 and B727-F. The DOC is substantially higher for the freighter (because freighters burn more full per mile given their payloads). I think the data is an industry average for each type, and you'll notice that the DOC seems noticeably higher for those types where a fairly large percentage of the total airframes (in service) are used for freight, including the A300-600.
I know the chart says (for passenger models only) but I don't really think that's true for all types in the chart. Just for fun, look at the difference in the DOC for the A300-600 and the B777, WOW!
[ 08 December 2001: Message edited by: Flight Safety ]
For example, look at the differences for the B727-200 and B727-F. The DOC is substantially higher for the freighter (because freighters burn more full per mile given their payloads). I think the data is an industry average for each type, and you'll notice that the DOC seems noticeably higher for those types where a fairly large percentage of the total airframes (in service) are used for freight, including the A300-600.
I know the chart says (for passenger models only) but I don't really think that's true for all types in the chart. Just for fun, look at the difference in the DOC for the A300-600 and the B777, WOW!
[ 08 December 2001: Message edited by: Flight Safety ]