Flight Delay Cost Optimization based on Ground Power Supply

Abstract

The flight delay induces extra cost to airlines and passengers. In the process of flight delay, the cost to maintain the engine power supply is the primary part of delay loss. This paper takes different power supply modes in to account to improve the previous flight delay cost model. As well this paper gets an in-depth analysis of total ground flight delay cost trend over time using electrical power or APU (auxiliary power units) for power supply. Taking the most popular aircraft B737, A320, A340 and B747-200 as examples, the paper conducts computer simulation for delay cost and loss ratio by using this model. The results indicate that the model can make a quantitative analysis of flight delay cost and reflect the economic advantage of the electrical power for long period delay. Therefore, it can provide reliable tools for airlines to optimize the operating costs. Introduction The flight ground delay not only causes energy waste and increases airline operation costs, it also produces waste gas and noise which pollute the environment. Therefore, research on the flight delay cost and analysis of cost optimization using the clean energy quantization has important practical significance to implement energy conservation and emission reduction work. While the relevant foreign research results cannot be applied directly to the airports in China. Moreover, the former relevant research has not taken the different delay cost under the conditions of the power supply in different ways and passengers waiting in different circumstances into consideration. When the flight delay occurs, the APU and the electrical power can be adopted for power supply. But there are obvious differences among these methods. This paper considering the optimal delay cost, and puts forward the new flight delay loss model, then make the qualitative and quantitative study of relation between the delay cost and delay time. Flight delays loss model structure 2.1 Flight delays form This paper divides the total economic loss of flight delay ( ) C t into two parts: the first part is the passenger economic loss 1( ) C t ; the second part is the airline's economic loss 2( ) C t . Among them, the airline economic loss 2( ) C t includes three parts. When the flight delay occurs and with APU power supply, the first part is related to fuel consumption, known as oil fee 21( ) C t ; The second part is for the crew costs 22( ) C t ; The third part is the airline losses in terms of passengers 23( ) C t . And when the flight delay occurs and aircraft chooses electrical power for power supply, the three parts are as follows: The first part is the airlines to the airport to pay fees for the use of the electrical power for power supply ' 22 ( ) C t ; The other two parts are the same as choosing APU for power supply. 2.2 Explanation of parameters p N : The number of passengers (unit: people); k N :A certain type aircraft fuel per unit time when International Industrial Informatics and Computer Engineering Conference (IIICEC 2015) © 2015. The authors Published by Atlantis Press 336 using the APU power supply (unit: t/h); M :Unit weight fuel price(unit: yuan/t); k : The proportion of refund passengers when flight delay occurs; x : The average economic loss per unit time of each passenger when flight delay occurs (unit: yuan); i N : The number of flight crew for each position (unit: people); i F : Flight crew hourly fee for each position (unit: yuan/t); 1 B P : Jane meals of each passenger waiting in the cabin when flight delay occurs (unit: yuan); 2 B P : Catering cost of passengers waiting in the cabin outside when flight delayed and over a certain period of time (unit: yuan); T P : The average refund (unit: yuan); R P : The accommodation for each passenger (unit: yuan). 2.3 Model construction Passenger economic losses when flight delay occurs: