Abstract
Aviation industry has grown rapidly since the first scheduled commercial aviation started one hundred years ago. There is a fast growth in the number of passengers, routes, and frequencies, with high revenues and low margins, which make this industry one of the most challenging businesses in the world. Every operator aims to undertake the minimum operating cost and gain profit as much as possible. One of the significant elements of operator’s operating cost is the maintenance cost. During maintenance scheduling, operator calculates the maintenance cost that it needs to budget. Previous works show that this calculation includes only costs that are directly related to the maintenance process such as cost of labor, material, and equipment. In some cases, overhead cost is also included. Some of previous works also discuss the existence of another cost throughout aircraft downtime, which is defined as cost of revenue loss. Nevertheless, there is not any standard model that shows how to define and calculate downtime cost. For that reason, the purpose of this paper is to introduce a new model and analysis technique that can be used to calculate aircraft downtime cost due to maintenance.
Highlights
All machines, even the simplest ones, require maintenance after some defined periods of operation
Assuming that the sum of the elapsed time of critical maintenance tasks is lower than Turn-around time (TAT), TAT can be calculated by the following equation: TAT = MRO efficiency factor (MEF) ∗ MPD tasks labor (MTL) + engineering order labor (EOL) + NFL ∗ (NRL + cosmetic items labor (CIL)), (3) MRO labor capacity (MLC)
We can see that downtime cost with subcharter option (DTCs) and total maintenance cost (TMC) for subcharter option are much higher compared to no subcharter option. This may be related to the net profit per passenger (NPP) and load factor (LF) that we have chosen during opportunity cost calculation
Summary
Eurocontrol described that these documents contain usually what, how, and when the minimum mandatory maintenance tasks need to be performed Using these documents, operators and MRO organizations can plan the maintenance programs . Maintenance Steering Group (MSG) 3-task oriented principle, the letter check classification is still preferred in the aviation industry In practice, it stated that depending on MRO organizations and aircraft types, the mandatory tasks and labor numbers will vary. Eurocontrol [4] described that between the three of them, the one that occurs first determines the need for maintenance of the aircraft As examples, they stated that for an aircraft that is used for long-haul flights, the check will be mostly determined by flight hours, ignoring the flight cycles and calendar months, while for an aircraft that operates frequently for short haul flights, the flight cycles will mostly determine its maintenance checks. If the aircraft is not used frequently, the number of calendar months will determine its maintenance checks, ignoring its flight hours and flight cycles [4]
Sign-in/Register to view highlights & summary Sign-in/Register to access full text options 
Talk to us
Join us for a 30 min session where you can share your feedback and ask us any queries you have
Schedule a callDisclaimer: All third-party content on this website/platform is and will remain the property of their respective owners and is provided on "as is" basis without any warranties, express or implied. Use of third-party content does not indicate any affiliation, sponsorship with or endorsement by them. Any references to third-party content is to identify the corresponding services and shall be considered fair use under The CopyrightLaw.
