CAT III Airline Proposal

Chapter 1
Introduction
Airline business has always been a tricky affair, being a combination of

scientific analysis and passenger psyche. The basic problem with this
business is the huge amount of capital required to be invested as a startup.
Complimenting to the worries are very stringent laws relating to safety and
operation of the Aircraft. Airline business history has been marred with
incidents of bankruptcy due to poor planning and management on part of
Aircraft selection and scheduling. The laws as enacted by different
governments add to additional constraints on Airline operations.
As per the Indian govt. rules it is mandatory for all Airlines, who
operate on CAT-I routes, to operate flights proportionately on CAT-II and
CAT-III routes. Many airlines in lieu of investing their time and effort on
these routes forge alliances with existing regional airlines and get their
passenger hours donated to them fulfilling the legislation. These sister
concerns have helped the major players in keeping off with the worries of
operating on these routes.
1.1 Case Study

The aim of our Case Study is to start a Sister Concern of Indian
Airlines that will operate to and fro on the following CAT-III routes.
Delhi - Agra - Delhi
Delhi - Jabalpur
Delhi – Ludhiana - Delhi
Submitted to Department of Aerospace, IIT Bombay by: 1

Ashish Gupta (99D01003), email: ashishgupta02@yahoo.co.in
Since these routes are not so busy ones, we chose smaller aircraft for the
operations on these routes. Also there have been some restrictions due to the
shorter runway lengths of smaller airports like Ludhiana and Jabalpur.
The various Aircrafts that have been considered for the purpose of
operations are as follows.
1. Dornier-228
2. ATR-42
3. SAAB-340B
4. Jetstream-200
5. SAAB-2000
6. Dash 8-300
7. Dash 8-200
8. Dornier-328.
The demand for year 2004 is forecasted using various forecasting models
based on the past data. The direct operating cost of the aircrafts was
calculated considering the constraints offered by weather, runway length and
maximum number of passengers that can be carried.
Selection of the aircraft has been done based on profit considerations.
Scheduling and ticketing has also been done as part of case study.

Chapter 2
Data Collection
To collect the data of existing airlines on the aforesaid routes Internet was
used as a main source. Since these types of data are usually classified we
could not get the exact flight by flight data of the existing airlines. The
method we devised was simple and hopefully effective. Data for all the
routes operating from Delhi were found with the corresponding number of
flights. Number of flights for one destination was found from the airline
schedule. The percentage weightage of each flight was assumed to be same
and hence the number of passengers travelling to one route was found.
This assumption is a justified one as Indian Airlines and its
subsidiaries operate mostly one kind of aircraft (as shown in table 2.1). If we
assume a uniform load factor averaged out over a whole year then this
assumption is more so valid.
2.1 Data Collection

Data for airlines operating on these routes with their flight number,
timings, type of aircraft and air fare are given in a tabulated form. We found
that only Alliance Air is operating on these routes except Delhi – Ludhiana
that is not served by any scheduled airlines. Seats are available only in the
economy class.

Table 2.1 Data for existing airlines
Origin Destination Flight Aircraft Dept Arrival Days of Fare
No: operation (Rs)
Delhi Agra CD- B-737 12:30 13:05 1,3,5 1450
7407
Agra Delhi CD- B-737 18:15 18:55 1,3,5 1450
7408
Delhi Jabalpur CD- B-737 05:55 08:45 2,6 6065
7459
Jabalpur Delhi CD- B-737 09:15 10:35 2,6 6065
7460
Delhi Ludhiana ----- ------ ------ ------ ------ -----
Ludhiana Delhi ----- ------ ------ ------ ------ -----
2.2 Comparison with other modes

In the era of competition to lure away passenger airfare is also one
major consideration. To highlight the competition offered to air travel in
terms of cost of travel, data for fare of other means of transport was
collected. The main modes of transport considered were AC First class super
fast express train, AC luxury video coach bus, and AC private taxies (Cab).
The assumption behind this is that a person who has the capacity to
travel by air would not take cheaper modes of transport such as second class
trains. Henceforth all the comparisons regarding cost would be made in view
of the above mentioned modes of transport.

Table 2.2 Comparative fares for other modes of transportation
Origin Destination Fare Fare Bus Fare Cab (AC)
Train (Rs) (Rs) (Rs)
Delhi Agra 755 300 1350
(Shatabdi I AC)
Delhi Jabalpur 2649 1000 ------
(I AC)
Delhi Ludhiana 1020 450 2100
(Shatabdi I AC)

Chapter 3
Demand Forecasting
Past data for number of passengers travelling on these routes were obtained
and demand for air travel in the coming years was forecast. Various models
have been suggested in the recent literature but gravity model was found
suitable.
Gravity Model
The reasons for considering this model to analyze and forecast the demand
are the following.
• There are many models for demand forecasting but they are valid for
particular region or cities and are not good fit for these three cities.
• This model has been validated for various roots in India and gives fairly
good results.
• This model contains seven variables, which can be adjusted based on the
region.
• It is assumed that this model works fine by setting the Strong variables.
We can also find the effect of weak variables on demand.
Strong variables are those, which affect the air travel in the region directly.
FORMULATION FOR GRAVITY MODEL
D = a.P.(L/350)b .(1+C)c . (1+B) d. (1+T) e (1+I) f. (1+G) g
where
D = Annual demand for travel

P = A subset of Population of the city (literate people above 6 years)
L = Distance between target city and origin city in KM
C = Connectivity
C = 0 (connected well by other means of transport)
C = 1 or 2 (connection is satisfactory)
C = 3 (poor connection)
B = Business Potential
B = 0 (none), B = 2 (satisfactory), B = 3 (high)
T = Tourism Potential
T = 0 (none), T = 2 (some), T= 3 to 6 (high), T = 7 (dominating)
I = Income level
I = 0 (poor), I = 2 (moderate), I =3 (rich)
G = Govt. Related Travels
G = 0 (none), G = 2 (moderate), G =3 (high)
a, b, c, d, e, f and g are coefficients are obtained using multi-variable
regression analysis.
Value used are a = 0.0015, b = 0.3, c = 3, d = 1.21, e = 1.19, f = 1.15
The demand was also predicted by Logarithmic distribution,

Exponential distribution, Moving average, Exponential smoothening, Least
square forecasting.
Logarithmic distribution was found to be suitable as other methods
were either oscillating or predicting very high values. Graphs for logarithmic
distribution are shown below.

3000
2500
2000
No. of Pax
1500
1000
500
0
9 5 -9 6 9 6 -9 7 9 7 -9 8 9 8 -9 9 9 9 -0 0 0 0 -0 1 fo re c a s t
Y e a rs
Fig 3.1 Forecast data of Jabalpur
70000
60000
50000
No. of Pax
40000
30000
20000
10000
0
95-96 96-97 97-98 98-99 99-00 00-01 forecast
Year
Fig 3.2 Forecast data of Agra

600
500
400
No. of Pax
300
200
100
0
95-96 97-98 98-99 99-00 00-01 forecast
Year
Fig 3.3 Forecast data of Ludhiana

Chapter 4
Calculation of DOC
The cost per passenger for various aircrafts is calculated and the results are
shown below.
3000
2500
Cost per Pax (Rs)
2000
1500
1000
500
0
SAAB- SAAB- ATR42- Dor Dash8- Dash8- Jet Dor
340B 2000 320 nier- S-200 S-300 Stream nier-
328 200 228
Aircraft type
Fig 4.1 DOC for various aircraft on Delhi - Agra route.

7000
6000
Cost per Pax (Rs)
5000
4000
3000
2000
1000
0
00
20
28
28
B
0
0
20
40
-2
-3
20
-3
-2
-3
-3
S
42
am
er
er
B-
8-
8-
AB
ni
ni
R
A
re
h
h
or
or
AT
SA
SA
as
as
St
D
D
D
t
Je
Aircraft Type
Fig 4.2 DOC for various aircraft on Delhi - Jabalpur route.
4500
4000
3500
Cost per Pax (Rs)
3000
2500
2000
1500
1000
500
0
SAAB- SAAB- ATR42- Dor Dash8- Dash8- Jet Dor
340B 2000 320 nier- S-200 S-300 Stream nier-
328 200 228
Aircraft Type
Fig 4.3 DOC for various aircraft on Delhi - Ludhiana route.

Chapter 5
Capacity of Aircrafts
Different aircraft have different performance ratings and also they perform
differently as the ambient condition change. The effect of external
parameters such as runway length of the airport, ambient temperature and
airport altitude has been considered. These parameters limit the maximum
passenger carrying capacity. Complimenting these problems are design
parameters such as maximum payload and structural limits.
All these parameters are taken into consideration to calculate the
maximum passenger carrying capacity. The cargo carrying capacity of the
aircraft has not been considered as governing factor. In some cases the
decrease in maximum payload was attributed only to decrease in cargo
carrying capacity without affecting the maximum passenger carrying
capacity.
The aircraft which were affected by the above mentioned factors
have been shown in the table and their reduced capacity has been tabulated.
The capacity not affected is indicated by a dash.
The data for airports in consideration are as follows:
Table 5.1 Airport data
Airport DELHI JABALPUR AGRA LUDHIANA

Altitude (ft) 744.0 1620.0 530.0 833.0
Runway Length (ft) 12500.0 6500.0 9000.0 4800.0
Night Landing Yes No No No

Table 5.2 Passenger constraints in Delhi airport
DO-228 Dash Dash SAAB - DO- 328 ATR 42 SAAB - JETSTRE
300 200 2000 340B AM 200
Months Max (19) max(56) max(38) Max(50) max(30) max(48) max(35) max(19)
JAN. - - - - - - - -
FEB. - - - - - - - -
MAR - - - - - - - -
APR - - - - - 44 - -
MAY 17 - - - - 41 - -
JUNE 18 - - - - 42 - -
JULY - - - - - 43 - -
AUG. - - - - - 45 - -
SEPT. - - - - - 46 - -
OCT. - - - - - - - -
NOV. - - - - - - - -
DEC. - - - - - - - -
Table 5.3 Passenger constraints in Jabalpur airport
DO 228 Dash Dash SAAB DO 328 ATR 42 SAAB JETSTRE

300 200 2000 340B AM 200
Months Max (19) max(56) max(38) max(50) max(30) max(48) max(35) max(19)
JAN. - 55 - - - - - -
FEB. - 50 - - - - - -
MAR - 44 - - - 42 - -
APR 18 40 - - - 41 - -
MAY 16 37 - - - 38 - -
JUNE 17 38 - - - 40 - -
JULY - 45 - - - 45 - -
AUG. - 45 - - - 43 - -
SEPT. - 45 - - - 45 - -
OCT. - 45 - - - 43 - -
NOV. - 52 - - - - - -
DEC. - 55 - - - - - -

Table 5.4 Passenger constraints in Ludhiana airport
DO228 Dash Dash SAAB – DO 328 ATR 42 SAAB - JETSTR
300 200 2000 340B EAM
200
Months Max max(56) max(38) max(50) max(30) max(48) Max(35) Max(19)
(19)
JAN. - - - - - - - -
FEB. - - - - - - - -
MAR - - - 48 - - - -
APR - - - 43 - - - -
MAY - 51 - 36 - - 32 -
JUNE - - - 42 - - - -
JULY - - - 43 - - - -
AUG. - - - 43 - - - -
SEPT. - - - 44 - - - -
OCT. - - - 49 - - - -
NOV. - - - - - - - -
DEC. - - - - - - - -
Table 5.5 Passenger constraints in Agra airport

DO-228 Dash Dash
SAAB - DO-328 ATR 42 SAAB - JETST
300 200
2000 340B REAM
200
Months Max (19) max(56) max(38) Max(50) max(30) max(48) max(35) Max(19)
JAN. - - - - - - - -
FEB. - - - - - - - -
MAR - - - - - - - -
APR - - - - - - - -
MAY 18 - - - - - - -
JUNE - - - - - - - -
JULY - - - - - - - -
AUG. - - - - - - - -
SEPT. - - - - - - - -
OCT. - - - - - - - -
NOV. - - - - - - - -
DEC. - - - - - - - -
As seen from the tables in some aircraft the effect of temperature is more
pronounced as in Dornier-228 while some aircraft as ATR-42 are more
affected by airport altitude. The temperature data of the respective cities is
shown in Appendix B.

Chapter 6
Aircraft Ticketing and Selection
Total number of passengers (embarked and disembarked) at Agra airport

were obtained from the predicted demand value for Agra airport. The total
number of aircraft movements was obtained in Agra airport (landings and
take off) from previous data. Total number of flights was obtained between
Agra and Delhi from the flight schedule for Delhi and Agra route.
Number of passengers between Agra and Delhi is equal to total
number of passenger from Agra times total number of flights between Agra
and new Delhi divided by total number of aircraft movements at Agra
airport.
It is assumed that each aircraft will fly at 65% of its capacity to fix the
ticket price. The capacity of the aircraft is taken after considering the
restrictions in different airports like, temperature, runway length, altitude,
distance between the airports etc. The max capacity was taken as the average
number of passengers carried by the aircraft under different restrictions.
DOC with total number of passengers per flight was used to find the price of
the ticket.
Price of ticket = DOC/ number of passengers per trip.

Cost of ticket = Price of ticket + 10% profit + Rs200 (passenger handling
charges including food).
Trips per year = Total number of passengers between Delhi and Agra /
number of passengers per flight.

Similar calculation was made for Ludhiana, but it was found from demand
prediction, that the demand in Ludhiana is not at all sufficient to operate an
aircraft between Ludhiana and Delhi. Hence the problem was changed and
given as the demand has increased due to the new and frequently operating
air survive.
The demand in Ludhiana was given as 70% of the load factor of Dash8-S-
200 operating 2 return flights to Delhi.
Demand of air travel per year = (0.7 x number of passengers of Dash8-S-

200) x 4 x 52
Similar calculations are made to find the frequency and Cost of ticket as that
of Agra.
For Jabalpur the situation was similar to that of Ludhiana, hence the demand
of air travel was predicted from 20% load factor of A320 which currently
operates 4 flights a week between Delhi and Jabalpur and similar
calculations were made to calculate the trips per year and price of ticket.
These all costs have been added to find the Fare per passenger per kilometer
of the distance traveled. Bar graphs for different aircrafts for different routes
have been shown.

12.0
11.5
11.0
fare/pax/Km
10.5
10.0
9.5
9.0
8.5
ATR42- SAAB- Dash8- SAAB- Do-328 Dash- Do-228- Jet
320 340B S-300 2000 S-200 212 Stream
Aircraft type
Fig 6.1 Fare/passenger/Km for Delhi-Agra route
10.0
9.0
8.0
7.0
fare/pax/Km
6.0
5.0
4.0
3.0
2.0
1.0
0.0
ATR42- SAAB- Dash8- SAAB- Do-328 Dash- Do-228- Jet
320 340B S-300 2000 S-200 212 Stream
Aircraft type
Fig 6.2 Fare/passenger/Km for Delhi-Ludhiana route

8.0
7.0
6.0
5.0
4.0
fare/pax/Km
3.0
2.0
1.0
0.0
ATR42- SAAB- Dash8- SAAB- Do-328 Dash-S- Do-228- Jet
320 340B S-300 2000 200 212 Stream
Aircraft Type
Fig 6.3 Fare/passenger/Km for Delhi-Jabalpur route

6.1 DOC Estimation
The DOC estimation for buying and leasing has been done applying
the following procedure.
Doc is usually broken down into following components:
(a) Standing Charges Cstand

(b) Crew Cost Ccrew
(c) Fuel Cost Cfuel
(d) Maintenance Cost Cmaint
(e) Landing Charges Cland
(f) Navigation Charges Cnav
(g) Handling Charges Chandl
Cstand includes depreciation cost of the aircraft (Cdepr), cost of repayment of

interest on the borrowed capital (Cintr), and the cost of insuring the aircraft
hull and the passenger (Cinsr).
The various steps involved in the calculation of DOC are :-
(a) Calculation of block Time (Tblk)

Block time is the total elapsed time between chocks off and
chocks on. It is given by the following relation.
Tblk = (Tstage/ 3600) + 0.15

(b) Calculation of Annual Utilization time (Uann) & Flights per
annum (Nann).
Annual utilization depends upon number of flights flown and
the frequency offered by the operator, which itself depends
upon the demand for travel. Short range aircraft usually have
lower levels of utilization compared to long ones due to a much
higher number of take-off and landings per flight hours.
Uann = Tblk .3600/(Tblk+0.5)
Nann = Uann/Tblk
(c) Calculation of Cdepr.

The cost of equipped aircraft to the operator includes the cost
related to procuring and storing adequate amount of spares
related to airframe and the power plant. Taking 80%-20% split
between airframe & power pant it is calculated as follows.
For outright Purchase:
Cacequip = Cacq [0.8.(1+Fspaf) + 0.2.(1+Fsppp)]
For leasing:
Cspares = Cacq [0.8.(Fspaf) + 0.2.(Fsppp)]
Where
Fspaf = Aircraft spares cost factor = 0.15
Fsppp = Power plant spares cost factor = 0.35
Cdepr can then be calculated based on assumptions regarding the

useful life of aircraft and the residual value at the end of its life
as:

Cdepr = Cacequip . (1-Fresval)/(Nann . Flife)
For leasing:
Cdepr = Cspares . (1-Fresval)/(Nann . Flife)
Fresval = Aircraft residual value as fraction of original

Cacequip = 0.1
Flife = Useful operational life of aircraft = 15 years
(d) Calculation of Cintr .

The average book value of the aircraft is used for calculation of
Cintr
Hence
Cintr = 0.5. Cacequip. Finter/Nann
For leasing:
Cintr = 0.5. (Cleasing.+ Cspares )Finter/Nann
Where Finter = annual rate of interest on borrowed capital is 10%
(e) Calculation of Cinsur.

Cinsur. = Cacequip. Finsur/Nann
Where Finsur is the annual rate of interest for hull and passenger
usually around 0.5%for long range aircraft. Hence
Cstand = Cdepr+ Cintr+Cinsur
For leasing:

Cstand = Cdepr+ Cintr+Cinsur+Cleasing
(f) Calculation of Ccrew.

Includes annual costs related to salary and allowances of the
flight crew and the cabin attendances, and the cost associated
with their training.
Ccrew = Tblk.Fcrew.(0.2+0.2.Nfa)
Where,
Fcrew = hourly pay rate of the flight crew.= $ 100
Nfa = No. of cabin attendants in the passenger
cabin = 1/35 passenger.
(g) Calculation of Cmaint.

This has two main constituents, Cmainta and Cmainte related to the
airframe and the power plant. These are given by the foll
relation.
Cmainta= √(Mairf/10124). [Fampt+Falpt.Fmhr+Tblk.(Fampfh+Fmhr+Falpfh)]
Where,
Mairf = Airframe mass in kg
10124= Airframe mass of Dash-8-300 in kg
Fampt = cost of material for airframe maintenance per trip
($14.32)
Falpt = Man-hours per trip for airframe maintenance ( 0.7)
Fmhr = Man-hour rate for airframe maintenance ($18.8/hr)
Fampfh = cost of material for airframe maintenance per flight
hr.($21.49)

Falpfh = Man hrs per flight hr for airframe maintenance (1.05
hrs)
Cmainte=√(SHPTO/2380).[Fempt+Feopt+Felpt+Fmhr+Tblk.(Fempfh+Feopfh+Fmhr.Felpfh)]
Where,
SHPTO = Eng power at max t/o rating(HP)
2380 = Eng power at max t/o rating for Dash-8-300 (HP)
Fempt = cost of material for engine maintenance per trip ($7.240
Felpt = Man-hours per trip for engine maintenance ( 0.04)
Feopt = Man-hours per trip for engine overhaul ( 18.67 hrs)
Fmhr = Man-hour rate for engine maintenance ($18.8/hr)
Fempfh = cost of material for engine maintenance per flight
hr.($10.86)
Feopfh = cost of material for engine overhaul per flight hr.($
74.69)
Felpfh = Man hrs per flight hr for airframe maintenance (0.015
hrs)
(h) Calculation of Cland
The charges levied towards landing fee depend on the policy in force
at the airport, and vary from country to country, and sometimes even from
airport to airport within a country.
M To
= 46 × if M To ≤ 1000
1000

= 460 + 82 × ⎛⎜ ⎞
M To
− 10 ⎟ if 1000kg < M To < 2000kg
⎝ 1000 ⎠
= 1280 + 162 × ⎛⎜ ⎞
M To
− 20 ⎟ if M To > 2000kg
⎝ 1000 ⎠
(i) Calculation of Cnav
M To
=6× if M To ≤ 10000
1000
= 60 + 11 × ⎛⎜ ⎞
M To
− 10 ⎟ if 10000kg < M To < 20000kg
⎝ 1000 ⎠
= 167 + 21 × ⎛⎜ ⎞
M To
− 20 ⎟ if M To > 20000kg
⎝ 1000 ⎠
(j) Calculation of Chandl is also a function of the local policies in force at

the airport.
Like Cland , Chandl is also a function of local policies in force at the
airport
In India Chandle is included in Cnav
Thus, DOC for one trip can be calculated using:
DOC trip = C s tan d + C crew + C fuel + C ma int + Cland + C nav + C handl
A useful figure of merit for comparing the aircraft operating cost is the DOC
per seat per nautical mile. This is obtained using:

DOCtrip
DOC snm =
N pax × X stage
DOC snm is usually evaluated in cents per seat per nautical mile, and is
frequently quoted in Air Transport literature.
Figures of Load Factor Vs Frequency; Load Factor Vs Fare/Pax/Km and

Frequency Vs Fare/Pax/Km are given for all the three routes. These figures
help us in comparing the performance of the respective Aircrafts.

Load Factor Vs Fare/pax/km
Delhi - Agra
(Buy)
18.00
ATR42-320
SAAB-340B
Dash8-S-300
16.00 SAAB-2000
DO-328
Dash8-S-200
DO-228-212
Jet Stream
14.00
Fare/pax/km
12.00
10.00
8.00
6.00
40 45 50 55 60 65 70 75 80 85 90
Load Factor
Fig 6.4 Load Factor Vs Fare/pax/km Delhi - Agra (Buy)
Load Factor Vs Frequency

Delhi - Agra
(Buy)
14
ATR42-320
SAAB-340B
Dash8-S-300
12 SAAB-2000
DO-328
Dash8-S-200
DO-228-212
10 Jet Stream
Frequency
2
40 45 50 55 60 65 70 75 80 85 90
Load Factor
Fig 6.5 Load Factor Vs Frequency Delhi - Agra (Buy)

Frequency Vs Fare/pax/Km
Delhi - Agra
(Buy)
18.00
16.00
14.00
Fare/pax/km (Rs)
12.00
ATR42-320
10.00 SAAB-340B
Dash8-S-300
SAAB-2000
DO-328
8.00
Dash8-S-200
DO-228-212
Jet Stream
6.00
2 4 6 8 10 12 14
Frequency
Fig 6.6 Frequency Vs Fare/pax/Km Delhi - Agra (Buy)
L o a d F a c to r V s F a re /p a x /k m
D e lh i - L u d h ia n a
(B u y )
1 4 .0 0
A T R 4 2 -3 2 0
S A A B -3 4 0 B
1 3 .0 0
D a s h 8 -S -3 0 0
S A A B -2 0 0 0
D O -3 2 8
1 2 .0 0
D a s h 8 -S -2 0 0
D O -2 2 8 -2 1 2
J e t S tre a m
1 1 .0 0
Fare/pax/km
1 0 .0 0
9 .0 0
8 .0 0
7 .0 0
6 .0 0
5 .0 0
40 45 50 55 60 65 70 75 80 85 90
L o a d F a c to r
Fig 6.7 Load Factor Vs Fare/pax/km Delhi - Ludhiana (Buy)

Load Factor Vs Frequency
Delhi - Ludhiana
(Buy)
14
ATR42-320
SAAB-340B
Dash8-S-300
12 SAAB-2000
DO-328
Dash8-S-200
DO-228-212
10 Jet Stream
Frequency
2
40 45 50 55 60 65 70 75 80 85 90
Load Factor
Fig 6.8 Load Factor Vs Frequency Delhi - Ludhiana (Buy)
F r e q u e n c y V s F a r e /p a x /k m
(B u y )
1 4 .0 0
1 3 .0 0
1 2 .0 0
1 1 .0 0
Fare/pax/km (Rs)
1 0 .0 0
9 .0 0
A T R 4 2 -3 2 0
8 .0 0
S A A B -3 4 0 B
D a s h 8 -S - 3 0 0
7 .0 0 S A A B -2 0 0 0
D O -3 2 8
D a s h 8 -S - 2 0 0
6 .0 0 D O - 2 2 8 -2 1 2
J e t S tre a m
5 .0 0
2 4 6 8 10 12 14
L o a d F a c to r
Fig 6.9 Frequency Vs Fare/pax/km Delhi - Ludhiana (Buy)

Load Factor Vs Fequency
Delhi - Jabalpur
(Buy)
18
ATR42-320
SAAB-340B
16 Dash8-S-300
SAAB-2000
DO-328
14 Dash8-S-200
DO-228-212
Jet Stream
12
Frequency
10
2
40 45 50 55 60 65 70 75 80 85 90
Load Factor
Fig 6.10 Load Factor Vs Frequency Delhi - Jabalpur (Buy)

Delhi - Jabalpur
(Buy)
11.00
ATR42-320
SAAB340B
10.00 Dash8-S-
300
SAAB-2000
9.00 DO-328
Dash8-S-
200
DO 228 212
Fare/Pax/km
8.00
7.00
6.00
5.00
4.00
40 45 50 55 60 65 70 75 80 85 90
Load Factor
Fig 6.11 Load Factor Vs Fare/pax/km Delhi - Jabalpur (Buy)

Frequency Vs Fare/pax/km
Delhi - Jabalpur
(Buy)
11.00
10.00
9.00
Fare/pax/km (Rs)
8.00
7.00
ATR42-320
SAAB-340B
6.00
Dash8-S-300
SAAB-2000
DO-328
5.00 Dash8-S-200
DO-228-212
Jet Stream
4.00
2 4 6 8 10 12 14 16 18
Frequency
Fig 6.12 Frequency Vs Fare/pax/km Delhi - Jabalpur (Buy)

L o a d F ac to r V s F re q u e n c y
D elh i - A g ra
(L e as e )
14
A TR 4 2 -3 2 0
S A A B -3 4 0 B
D a sh 8 -S -3 0 0
12 S A A B -2 0 0 0
D O -3 2 8
D a sh 8 -S -2 0 0
D O -2 2 8 -2 1 2
10 J e t S tre a m
Frquency
2
40 45 50 55 60 65 70 75 80 85 90
L o a d F a c to r
Fig 6.13 Load Factor Vs Frequency Delhi - Agra (Lease)

Delhi - Agra
(Lease)
18.00
ATR42-320
SAAB-340B
Dash8-S-300
16.00 SAAB-2000
DO-328
Dash8-S-200
DO-228-212
14.00 Jet Stream
Fare/pax/km (Rs)
12.00
10.00
8.00
6.00
40 45 50 55 60 65 70 75 80 85 90
Load Factor
Fig 6.14 Load Factor Vs Fare/pax/km Delhi - Agra (Lease)

Delhi - Agra
(Lease)
18.00
16.00
14.00
Fare/pax/km (Rs)
12.00
ATR42-320
10.00
SAAB-340B
Dash8-S-300
SAAB-2000
DO-328
8.00
Dash8-S-200
DO-228-212
Jet Stream
6.00
2 4 6 8 10 12 14
Frequency
Fig 6.15 Frequency Vs Fare/pax/km Delhi - Agra (Lease)

L o a d F a c to r V s F re q u e n c y
(L e a s e )
14
A T R 4 2 -3 2 0
S A A B -3 4 0 B
D a s h 8 -S -3 0 0
12 S A A B -2 0 0 0
D O -3 2 8
D a s h 8 -S -2 0 0
D O -2 2 8 -2 1 2
10 J e t S tre a m
Frquency
2
40 45 50 55 60 65 70 75 80 85 90
L o a d F a c to r
Fig 6.16 Load Factor Vs Frequency Delhi - Ludhiana (Lease)

Delhi - Ludhiyana
(Lease)
14.00
ATR42-320
13.00 SAAB-340B
Dash8-S-300
SAAB-2000
12.00
DO-328
Dash8-S-200
11.00 DO-228-212
Jet Stream
10.00
Fare/pax/km (Rs)
9.00
8.00
7.00
6.00
5.00
4.00
40 45 50 55 60 65 70 75 80 85 90
Load Factor
Fig 6.17 Load Factor Vs Frequency Delhi - Ludhiana (Lease)
F re q u e n c y V s F a re /p a x /k m
(L e a s e )
1 4 .0 0
1 3 .0 0
1 2 .0 0
1 1 .0 0
Fare/pax/km (Rs)
1 0 .0 0
9 .0 0
8 .0 0 A T R 4 2 -3 2 0
S A A B -3 4 0 B
D a s h 8 -S -3 0 0
S A A B -2 0 0 0
7 .0 0
D O -3 2 8
D a s h 8 -S -2 0 0
D o -2 2 8 -2 1 2
6 .0 0
J e t S tre a m
5 .0 0
2 4 6 8 10 12 14
F re q u e n cy
Fig 6.18 Frequency Vs Fare/pax/km Delhi - Ludhiana (Lease)

Delhi - Jabalpur
(Lease)
11.00
ATR42-320
SAAB-340B
10.00 Dash8-S-300
SAAB-2000
DO-328
9.00 Dash8-S-200
DO-228-212
Jet Stream
8.00
Fare/pax/km (Rs)
7.00
6.00
5.00
4.00
3.00
40 45 50 55 60 65 70 75 80 85 90
Load Factor
Fig 6.19 Load Factor Vs Frequency Delhi - Jabalpur (Lease)

Delhi - Jabalpur
(Lease)
11.00
10.00
9.00
8.00
Fare/pax/km (Rs)
7.00
6.00
ATR42-320
SAAB-340B
Dash8-S-300
5.00
SAAB-2000
Do-328
Dash8-S-200
4.00
DO-228-212
Jet Stream
3.00
2 4 6 8 10 12 14 16 18
Frequency
Fig 6.20 Frequency Vs Fare/pax/km Delhi - Jabalpur (Lease)

Delhi - Jabalpur
(Lease)
11.00
ATR42-320
SAAB-340B
10.00 Dash8-S-300
SAAB-2000
DO-328
9.00 Dash8-S-200
DO-228-212
Jet Stream
8.00
Fare/pax/km (Rs)
7.00
6.00
5.00
4.00
3.00
40 45 50 55 60 65 70 75 80 85 90
Load Factor
Fig 6.21 Frequency Vs Fare/pax/km Delhi - Ludhiana (Lease)
From the above Graphs we can conclude that:

• ATR42-320 is the Optimum Aircraft
• The number of aircraft to be procured is TWO
The advantages are:
1) Higher Max. Pax

2) Lower Fare/Pax/km.
3) Optimum Frequency
4) Efficiency /versatility of handling future demand. Overall, the aircraft
displays least sensitivity of frequency to variations in load factor and of fare
to the variations in frequency.
Further from the DOC Calculations, it is clear that it is economically feasible

to Lease the aircraft rather to Buy them.
SAAB 340B is the next Optimal Solution in case we take into consideration
of increasing the frequency to a level that ATR can't handle.

Chapter 7
Aircraft Scheduling
1. Scheduling is done for flights operating between DELHI –AGRA,

DELHI-JABALPUR and DELHI-LUDHIANA routes.
2. It is assumed that maintenance facilities are available at DELHI
airport.
3. Passenger demand is not uniform throughout the year so more flights
will operate in peak season.
4. Some flights will operate regularly throughout the year while some
additional flights will operate in peak season along with regular flights
5. There are festivals in Agra in January and February during which
tourists come to Agra. Also due to summer, it is assumed that
passenger will prefer air travel. It is assumed that 60% of total demand
is in between January and June.
6. There are some flights operating from UK to Delhi that carry most of
the Ludhiana passengers during January and February. So demand
increases from January to June. It is assumed that 60% of total
demand is in those months.
7. One more flight will operate in summer (February to may) between
Jabalpur and Delhi.
8. Business passengers will not travel on Saturday and Sunday, so only
few flights will operate on Saturday and no flights operate on Sunday.

9. Flights are operating out of Delhi because people may like to go out
for weekends.
Schedule for Delhi-Agra route

No of passengers = 6014
Number flights per year = 260
Number of flights in peak season (Jan- June) =0.6*260= 156
No of flights from July -december=0.4*260 = 104
Table 7.1 Schedule for Delhi-Agra route
Day Aircraft Origin Departure Destination Arrival Operating
No time time time
Monday A AGRA 0730 DELHI 0815 annually
Tuesday A DELHI 0830 AGRA 0915 annually
Tuesday A AGRA 1700 DELHI 1745 annually
Thursday B DELHI 0830 AGRA 0915 Jan-June
Thursday B AGRA 0945 DELHI 1030 Jan-June
Saturday A DELHI 0800 AGRA 0845 annually
Schedule for Delhi-Jabalpur route

Number of flights in peak season (Mar-June) = 102
No of flights in remaining seasons = 140

Table 7.2 Schedule for Delhi-Jabalpur route
Day Aircraft Origin Departure Destination Arrival Operating
time time
Monday B DELHI 730 JABALPUR 930 Annually
Monday B JABALPUR 1000 DELHI 1200 Annually
Wednesday B DELHI 830 JABALPUR 1030 Mar-Jun
Wednesday B JABALPUR 1130 DELHI 1330 Mar-Jun
Friday B DELHI 1515 JABALPUR 1715 Annually
Friday B JABALPUR 1700 DELHI 1900 Annually
Schedule for Delhi-Ludhiana route

Number of flights in peak season (Jan-June) = 104
No of flights from June -nov=0.4*260 = 52
Table 7.3 Schedule for Delhi-Ludhiana route
Day Aircr Origin Departure Destination Arrival Operating

aft No time time time
Wednesday A LUDHIANA 1145 DELHI 1245 Jan-Jun
Wednesday A DELHI 1000 LUDHIANA 1100 Jan-Jun
Friday A DELHI 1630 LUDHIANA 1730 Annually
Friday A LUDHIANA 900 DELHI 1000 Annually

Chapter 8
Conclusion and Comments
Through the case study it has been closely seen that aircraft performance is
affected by a number of factors and some on them are purely external such
as airport altitude, ambient temperature and runway length. Different aircraft
behave differently due to same changes in these parameters. It is distinctly
seen that while some of the aircrafts are heavily penalized in terms of
performance due to these changes, some other remained unperturbed.
The calculation on demand, the next major tasks, also solely dependent
on external factors like tourism and business potential. Calculation on DOC
on basis of purchased or leased aircraft clearly showed the superiority of
ATR-42 over other aircrafts taken into consideration. Study showed that
leasing the aircraft was a much better option than purchasing them.
Number if passengers carried, fare/passenger/Km ratio and frequency of
operation were the parameters that prompted us to take a decision in favor of
ATR-42. Scheduling on the routes showed that only two aircraft are
sufficient for maintaining all the operations.
Comments:
• Revenue generated due to carrying of cargo or courier (airmail) has not
been included in the study that will surely increase the profit percentage.
• The scheduling of the aircraft has been too tight and periodic checks may
lead to cancellations of some flights.

• Bad weather conditions have been ignored, as they do not constitute as a
part of standard data.
• Due to unavailability of classified data errors may have crept in demand
forecasting.
Appendix A
Data for Calculation of DOC
Aircraft SAAB-340B
MTOW (kg) 12927.0 12927.0 12927.0
MPL (kg) 3758.0 3758.0 3758.0
OEW (kg) 8035.0 8035.0 8035.0
Npax 35.0 35.0 35.0
Airframe Weight (kg) 7711.0 7711.0 7711.0
SHPto 1750.0 1750.0 1750.0
Routes Agra Jabalpur Ludhiana

Block Time (hr) 0.7 2.0 1.0
Distance (km) 204.0 750.0 350.0
Uann 2061.5 2881.2 2424.3
Nann 3076.9 1437.7 2351.4
Cacq (Rs) 441000000.0 441000000.0 441000000.0
Cacequip (Rs) 524790000.0 524790000.0 524790000.0
Cdepr (Rs) 10233.4 21901.2 13390.9
Cintr (Rs) 8527.8 18251.0 11159.1
Cinsur (Rs) 852.8 1825.1 1115.9
Cstand (Rs) 19614.0 41977.4 25665.9
Ccrew (Rs) 7222.6 21603.1 11114.2
Cmainta (Rs) 2356.5 4708.5 2993.0
Cmainte (Rs) 2768.3 7579.2 4070.2
Cmaint (Rs) 5124.7 12287.7 7063.1
Cland (Rs) 700.0 700.0 700.0
Cnav (Rs) 92.2 92.2 92.2
Fuel (kg) 662.0 1170.0 800.0
Cfuel (Rs) 6620.0 11700.0 8000.0
DOC (Rs) 39373.6 88360.4 52635.4
Stage Length (nm) 108.0 405.0 189.0
DOCsnm (Rs) 10.4 6.2 8.0
Cost per Pax (Rs) 1125.0 2524.6 1503.9

Aircraft SAAB-2000
MTOW (kg) 22000.0 22000.0 22000.0

MPL (kg) 5900.0 5900.0 5900.0
OEW (kg) 13500.0 13500.0 13500.0
Npax 52.0 52.0 52.0
SHPto 3738.0 3738.0 3738.0

Distance (km) 204.0 750.0 350.0
Uann 2078.8 2700.0 2160.0
Nann 3042.3 1800.0 2880.0
Cacq (Rs) 597800000.0 597800000.0 597800000.0
Cacequip (Rs) 711382000.0 711382000.0 711382000.0
Cdepr (Rs) 14029.6 23712.7 14820.5
Cintr (Rs) 11691.4 19760.6 12350.4
Cinsur (Rs) 1169.1 1976.1 1235.0
Cstand (Rs) 26890.1 45449.4 28405.9
Ccrew (Rs) 8035.6 17640.0 8820.0
Cmainta (Rs) 3084.8 4951.2 3237.2
Cmainte (Rs) 4116.0 8420.6 4467.5
Cmaint (Rs) 7200.7 13371.8 7704.7
Cland (Rs) 1604.0 1604.0 1604.0
Cnav (Rs) 209.0 209.0 209.0
Fuel (kg) 1424.0 2316.0 1760.0
Cfuel (Rs) 14240.0 23160.0 17600.0
DOC (Rs) 58179.5 101434.2 64343.6
Stage Length (nm) 108.0 405.0 189.0
DOCsnm (Rs) 10.4 4.8 6.5
Cost per Pax (Rs) 1118.8 1950.7 1237.4

Aircraft ATR-42-320
MTOW (kg) 16700.0 16700.0 16700.0

MPL (kg) 4900.0 4900.0 4900.0
OEW (kg) 10290.0 10290.0 10290.0
Npax 46.0 46.0 46.0
SHPto 2386.0 2386.0 2386.0

Distance (km) 204.0 750.0 350.0
Uann 2018.3 2840.5 2362.9
Nann 3163.4 1519.0 2474.2
Cacq (Rs) 563500000.0 563500000.0 563500000.0
Cacequip (Rs) 670565000.0 670565000.0 670565000.0
Cdepr (Rs) 12718.4 26487.3 16261.2
Cintr (Rs) 10598.7 22072.8 13551.0
Cinsur (Rs) 1059.9 2207.3 1355.1
Cstand (Rs) 24376.9 50767.4 31167.3
Ccrew (Rs) 7502.9 21991.2 11230.8
Cmainta (Rs) 2589.6 5035.3 3218.9
Cmainte (Rs) 3097.7 8285.7 4432.6
Cmaint (Rs) 5687.3 13321.0 7651.5
Cland (Rs) 1009.4 1009.4 1009.4
Cnav (Rs) 133.7 133.7 133.7
Fuel (kg) 788.0 1335.0 937.4
Cfuel (Rs) 7880.0 13350.0 9374.0
DOC (Rs) 46590.2 100572.7 60566.7
Stage Length (nm) 108.0 405.0 189.0
DOCsnm (Rs) 9.4 5.4 7.0
Cost per Pax (Rs) 1012.8 2186.4 1316.7

Aircraft DO-328
MTOW (kg) 13500.0 13500.0 13500.0

MPL (kg) 3267.0 3267.0 3267.0
OEW (kg) 8810.0 8810.0 8810.0
Npax 30.0 30.0 30.0
SHPto 1851.0 1851.0 1851.0

Distance (km) 204.0 750.0 350.0
Uann 2011.3 2800.0 2249.7
Nann 3177.4 1600.0 2700.7
Cacq (Rs) 382200000.0 382200000.0 382200000.0
Cacequip (Rs) 454818000.0 454818000.0 454818000.0
Cdepr (Rs) 8588.5 17055.7 10104.5
Cintr (Rs) 7157.1 14213.1 8420.4
Cinsur (Rs) 715.7 1421.3 842.0
Cstand (Rs) 16461.3 32690.0 19367.0
Ccrew (Rs) 6823.7 18865.0 8979.7
Cmainta (Rs) 2387.0 4438.7 2754.3
Cmainte (Rs) 2709.8 6852.8 3451.6
Cmaint (Rs) 5096.8 11291.5 6206.0
Cland (Rs) 747.0 747.0 747.0
Cnav (Rs) 98.5 98.5 98.5
Fuel (kg) 832.0 1374.0 937.7
Cfuel (Rs) 8320.0 13740.0 9377.0
DOC (Rs) 37547.3 77432.1 44775.2
Stage Length (nm) 108.0 405.0 189.0
DOCsnm (Rs) 11.6 6.4 7.9
Cost per Pax (Rs) 1251.6 2581.1 1492.5

Aircraft Dash8-S-200
MTOW (kg) 16466.0 16466.0 16466.0

MPL (kg) 4155.0 4155.0 4155.0
OEW (kg) 10360.0 10360.0 10360.0
Npax 37.0 37.0 37.0
SHPto 2150.0 2150.0 2150.0

Distance (km) 204.0 750.0 350.0
Uann 2034.8 2840.5 2438.7
Nann 3130.4 1519.0 2322.6
Cacq (Rs) 588000000.0 588000000.0 588000000.0
Cacequip (Rs) 699720000.0 699720000.0 699720000.0
Cdepr (Rs) 13411.3 27638.9 18076.1
Cintr (Rs) 11176.1 23032.5 15063.4
Cinsur (Rs) 1117.6 2303.2 1506.3
Cstand (Rs) 25705.0 52974.6 34645.9
Ccrew (Rs) 7644.0 21991.2 12348.0
Cmainta (Rs) 2622.4 5052.6 3419.2
Cmainte (Rs) 2988.4 7865.3 4587.4
Cmaint (Rs) 5610.8 12917.8 8006.6
Cland (Rs) 990.2 990.2 990.2
Cnav (Rs) 131.1 131.1 131.1
Fuel (kg) 839.0 1422.0 1007.7
Cfuel (Rs) 8390.0 14220.0 10077.0
DOC (Rs) 48471.2 103225.0 66198.8
Stage Length (nm) 108.0 405.0 189.0
DOCsnm (Rs) 12.1 6.9 9.5
Cost per Pax (Rs) 1310.0 2789.9 1789.2

Aircraft Dash8-S-300
MTOW (kg) 19505.0 19505.0 19505.0

MPL (kg) 6715.0 6715.0 6715.0
OEW (kg) 11657.0 11657.0 11657.0
Npax 50.0 50.0 50.0
SHPto 2380.0 2380.0 2380.0

Distance (km) 204.0 750.0 350.0
Uann 1988.5 2871.3 2400.0
Nann 3222.9 1457.5 2400.0
Cacq (Rs) 615126050.0 615126050.0 615126050.0
Cacequip (Rs) 731999999.5 731999999.5 731999999.5
Cdepr (Rs) 13627.4 30134.0 18300.0
Cintr (Rs) 11356.2 25111.7 15250.0
Cinsur (Rs) 1135.6 2511.2 1525.0
Cstand (Rs) 26119.2 57756.8 35075.0
Ccrew (Rs) 7255.9 23167.2 11760.0
Cmainta (Rs) 2593.0 5326.5 3366.8
Cmainte (Rs) 3005.4 8695.8 4616.2
Cmaint (Rs) 5598.5 14022.3 7983.0
Cland (Rs) 1239.4 1239.4 1239.4
Cnav (Rs) 164.6 164.6 164.6
Fuel (kg) 809.2 1521.0 807.0
Cfuel (Rs) 8092.0 15210.0 8070.0
DOC (Rs) 48469.5 111560.3 64292.0
Stage Length (nm) 108.0 405.0 189.0
DOCsnm (Rs) 9.0 5.5 6.8
Cost per Pax (Rs) 969.4 2231.2 1285.8

Aircraft DO-228-212
MTOW (kg) 6400.0 6400.0 6400.0

MPL (kg) 2201.0 2201.0 2201.0
OEW (kg) 3739.0 3739.0 3739.0
Npax 19.0 19.0 19.0
SHPto 1040.0 1040.0 1040.0

Distance (km) 204.0 750.0 350.0
Uann 2121.0 2968.4 2522.2
Nann 2958.1 1263.2 2155.7
Cacq (Rs) 139650000.0 139650000.0 139650000.0
Cacequip (Rs) 166183500.0 166183500.0 166183500.0
Cdepr (Rs) 3370.8 7893.7 4625.4
Cintr (Rs) 2809.0 6578.1 3854.5
Cinsur (Rs) 280.9 657.8 385.5
Cstand (Rs) 6460.6 15129.6 8865.4
Ccrew (Rs) 7729.3 25333.0 12612.6
Cmainta (Rs) 1655.6 3609.7 2197.7
Cmainte (Rs) 2264.7 6804.8 3524.2
Cmaint (Rs) 3920.3 10414.5 5721.8
Cland (Rs) 164.8 164.8 164.8
Cnav (Rs) 20.4 20.4 20.4
Fuel (kg) 599.6 977.0 711.8
Cfuel (Rs) 5996.0 9770.0 7118.0
DOC (Rs) 24291.4 60832.3 34503.1
Stage Length (nm) 108.0 405.0 189.0
DOCsnm (Rs) 11.8 7.9 9.6
Cost per Pax (Rs) 1278.5 3201.7 1816.0

Aircraft Jetstream-200
MTOW (kg) 5670.0 5670.0 5670.0

MPL (kg) 1665.0 1665.0 1665.0
OEW (kg) 4005.0 4005.0 4005.0
Npax 19.0 19.0 19.0
SHPto 1650.0 1650.0 1650.0

Distance (km) 204.0 750.0 350.0
Uann 2121.0 2885.7 2462.9
Nann 2958.1 1428.6 2274.2
Cacq (Rs) 139650000.0 139650000.0 139650000.0
Cacequip (Rs) 166183500.0 166183500.0 166183500.0
Cdepr (Rs) 3370.8 6979.7 4384.5
Cintr (Rs) 2809.0 5816.4 3653.7
Cinsur (Rs) 280.9 581.6 365.4
Cstand (Rs) 6460.6 13377.8 8403.6
Ccrew (Rs) 7729.3 21775.6 11674.7
Cmainta (Rs) 1713.5 3327.3 2166.8
Cmainte (Rs) 2852.6 7415.5 4134.3
Cmaint (Rs) 4566.1 10742.9 6301.1
Cland (Rs) 104.9 104.9 104.9
Cnav (Rs) 12.4 12.4 12.4
Fuel (kg) 347.6 709.0 489.8
Cfuel (Rs) 3475.5 7090.0 4897.5
DOC (Rs) 22348.8 53103.6 31394.3
Stage Length (nm) 108.0 405.0 189.0
DOCsnm (Rs) 10.9 6.9 8.7
Cost per Pax (Rs) 1176.3 2794.9 1652.3

Appendix B
Temperature Data
Yearly Average Temperature of Delhi
Months High (F) Low (F) High ( C) Low C Average
JAN.4 85.0 32.0 29.4 0.0 14.7
FEB. 91.0 32.0 32.8 0.0 16.4
MARCH 100.0 43.0 37.8 6.1 21.9
APRIL 109.0 55.0 42.8 12.8 27.8
MAY 113.0 62.0 45.0 16.7 30.8
JUNE 112.0 70.0 44.4 21.1 32.8
JULY 111.0 70.0 43.9 21.1 32.5
AUG. 108.0 68.0 42.2 20.0 31.1
SEPT. 102.0 68.0 38.9 20.0 29.4
OCT. 100.0 57.0 37.8 13.9 25.8
NOV. 95.0 45.0 35.0 7.2 21.1
DEC. 91.0 36.0 32.8 2.2 17.5
Yearly Average Temperature of Jabalpur

JAN. 91.0 37.0 32.8 2.8 17.8
FEB. 95.0 37.0 35.0 2.8 18.9
MARCH 104.0 45.0 40.0 7.2 23.6
APRIL 109.0 59.0 42.8 15.0 28.9
MAY 113.0 63.0 45.0 17.2 31.1
JUNE 111.0 63.0 43.9 17.2 30.6
JULY 101.0 71.0 38.3 21.7 30.0
AUG. 102.0 71.0 38.9 21.7 30.3
SEPT. 100.0 66.0 37.8 18.9 28.3
OCT. 102.0 50.0 38.9 10.0 24.4
NOV. 93.0 45.0 33.9 7.2 20.6
DEC. 91.0 41.0 32.8 5.0 18.9

Yearly Average Temperature of Ludhiana
JAN. 91.0 37.0 32.8 2.8 17.8

FEB. 95.0 37.0 35.0 2.8 18.9
MARCH 104.0 45.0 40.0 7.2 23.6
APRIL 109.0 59.0 42.8 15.0 28.9
MAY 113.0 63.0 45.0 17.2 31.1
JUNE 111.0 63.0 43.9 17.2 30.6
JULY 101.0 71.0 38.3 21.7 30.0
AUG. 102.0 71.0 38.9 21.7 30.3
SEPT. 100.0 66.0 37.8 18.9 28.3
OCT. 102.0 50.0 38.9 10.0 24.4
NOV. 93.0 45.0 33.9 7.2 20.6
DEC. 91.0 41.0 32.8 5.0 18.9
Yearly Average Temperature of Agra

`Months High (F) Low (F) High ( C) Low C Average
JAN. 75.0 46.0 23.9 7.8 15.8

FEB. 77.0 51.0 25.0 10.6 17.8
MARCH 90.0 61.0 32.2 16.1 24.2
APRIL 101.0 72.0 38.3 22.2 30.3
MAY 107.0 80.0 41.7 26.7 34.2
JUNE 105.0 83.0 40.6 28.3 34.4
JULY 95.0 80.0 35.0 26.7 30.8
AUG. 93.0 78.0 33.9 25.6 29.7
SEPT. 94.0 76.0 34.4 24.4 29.4
OCT. 94.0 68.0 34.4 20.0 27.2
NOV. 85.0 57.0 29.4 13.9 21.7
DEC. 75.0 48.0 23.9 8.9 16.4

References
1. www.wunderground.com
2. www.ncdc.noaa.gov
3. www.environmental-center.com
4. newrajasthan.pragyanet.com/index.html
5. www.pragyanet.com
6. www.airportsindia.org.in/aai/int_airport.htm
7. www.indian-airlines.nic.in
8. www.indian-airlines.com
9. www.tsiindia.com/airlines-timetable.html
10. www.nic.in
11. www.mouthshut.com/readproduct/925004253-1.html
12. www.indianrail.gov.in
13. www.directory.google.com/Top/Regional/Asia/India/Transportation/Car
_Rentals
14. www.carrental-india.com
15. www.adoreindia.com
16. www.indiatoursonline.com
17. www.agra-net.com
18. www.agra-online.com
19. www.mp.nic.in/ittf/advantageMP.htm
20. www.dgca.nic.in
21. TEACHING NOTES, "Ryanair – the low fares airline", Eleanor
O’Higgins.


CAT III Airline Proposal

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CAT III Airline Proposal

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Chapter 1

Airline business has always been a tricky affair, being a combination of

1.1 Case Study

Submitted to Department of Aerospace, IIT Bombay by: 1

Submitted to Department of Aerospace, IIT Bombay by: 2

2.1 Data Collection

Submitted to Department of Aerospace, IIT Bombay by: 3

Ludhiana Delhi ----- ------ ------ ------ ------ -----

2.2 Comparison with other modes

Submitted to Department of Aerospace, IIT Bombay by: 4

Submitted to Department of Aerospace, IIT Bombay by: 5

D = a.P.(L/350)b .(1+C)c . (1+B) d. (1+T) e (1+I) f. (1+G) g

Submitted to Department of Aerospace, IIT Bombay by: 6

The demand was also predicted by Logarithmic distribution,

Submitted to Department of Aerospace, IIT Bombay by: 7

Fig 3.1 Forecast data of Jabalpur

Fig 3.2 Forecast data of Agra

Submitted to Department of Aerospace, IIT Bombay by: 8

Fig 3.3 Forecast data of Ludhiana

Submitted to Department of Aerospace, IIT Bombay by: 9

Fig 4.1 DOC for various aircraft on Delhi - Agra route.

Submitted to Department of Aerospace, IIT Bombay by: 10

Fig 4.2 DOC for various aircraft on Delhi - Jabalpur route.

Fig 4.3 DOC for various aircraft on Delhi - Ludhiana route.

Submitted to Department of Aerospace, IIT Bombay by: 11

Table 5.1 Airport data

Airport DELHI JABALPUR AGRA LUDHIANA

Submitted to Department of Aerospace, IIT Bombay by: 12

Table 5.3 Passenger constraints in Jabalpur airport

DO 228 Dash Dash SAAB DO 328 ATR 42 SAAB JETSTRE

Submitted to Department of Aerospace, IIT Bombay by: 13

Table 5.5 Passenger constraints in Agra airport

Submitted to Department of Aerospace, IIT Bombay by: 14

Total number of passengers (embarked and disembarked) at Agra airport

Price of ticket = DOC/ number of passengers per trip.

Submitted to Department of Aerospace, IIT Bombay by: 15

Demand of air travel per year = (0.7 x number of passengers of Dash8-S-

Submitted to Department of Aerospace, IIT Bombay by: 16

Fig 6.1 Fare/passenger/Km for Delhi-Agra route

Fig 6.2 Fare/passenger/Km for Delhi-Ludhiana route

Submitted to Department of Aerospace, IIT Bombay by: 17

Fig 6.3 Fare/passenger/Km for Delhi-Jabalpur route

Submitted to Department of Aerospace, IIT Bombay by: 18

Doc is usually broken down into following components:

(a) Standing Charges Cstand

Cstand includes depreciation cost of the aircraft (Cdepr), cost of repayment of

The various steps involved in the calculation of DOC are :-

(a) Calculation of block Time (Tblk)

Tblk = (Tstage/ 3600) + 0.15

Submitted to Department of Aerospace, IIT Bombay by: 19

(c) Calculation of Cdepr.

Cdepr can then be calculated based on assumptions regarding the

Submitted to Department of Aerospace, IIT Bombay by: 20

Fresval = Aircraft residual value as fraction of original

(d) Calculation of Cintr .

(e) Calculation of Cinsur.

Submitted to Department of Aerospace, IIT Bombay by: 21

(f) Calculation of Ccrew.

(g) Calculation of Cmaint.

Submitted to Department of Aerospace, IIT Bombay by: 22

(h) Calculation of Cland

Submitted to Department of Aerospace, IIT Bombay by: 23

(i) Calculation of Cnav