snochet
JF-Expert Member
- Mar 31, 2011
- 1,467
- 1,238
Kwanza napongeza kazi hii ya kuchagua technology ya Turboprop Aircrafts kwa ajili ya ATC.....LAKINI..... If i was Magufuli....Ningechagua ATR za ufaransa compared to the Bombardier 400 Series,the rwandese choice is very political maana hata wao wanazitumia,and it is very likely kwamba watataka kuziuza,so wanaweza wakatuuzia vitu used nyuma ya pazia.Kutokana na specs alizotoa darcity na hizi za kwangu ninazoweka hapa chini.
Sijaona kwa nini achague kampuni ya kimarekani,ambayo ndege zilizopo africa ni chache sana na kuacha ATR ambazo zimeonekana zikifanya kazi nzuri katika Africa na operating costs zake kuwa chini..
Angalieni hizi chambuzi zilizofanywa hapa,nimetoa mahali:
Economics
—ATR72 vs Q400 usage in a given operational day
The primary motivation for a scheduled operator, and more importantly a low cost carrier, to invest in an aircraft is the economics that it promises.
The biggest boon to regional turboprop aircraft operators in India is that their turbine fuel is under the declared goods category, attracting a sales tax of only 4% as compared to 28% for other aircraft weighing above 40,000kgs. Topping that is the exemption from landing charges for aircraft with less than 80 seats. Since both aircraft fall into these categories, the economics of a turboprop start making immediate sense.
The average sector distance in the regionally dense portion of India, the south, is 300NM. Considering that at high speed cruise the Q400 takes an average 1hr02min of flying time, and the ATR 72 takes 1hr15min, and that both aircraft start operations at 6:00am local, and wrap up by 11:30pm local, the Q400 can easily fit one extra flight in that 17.5 hour period.
Over and above this, the Q400 that Spicejet will receive will be configured with 78 seats. The ATR 72’s in Jet Airways are configured with 66 seats in some and 68 in the other. In Kingfisher, all the aircraft absorbed from erstwhile Deccan are configured with 72 seats while the rest are configured with 66 seats. As a result, the Q400 lands up with a capacity of 6 to 12 more passengers per flight.
Considering that both airplanes have the same hours in the air, that the Q400’s overpowered engines spend lesser time at a high power to reach cruising altitude, and that the Q400’s engines are not used on ground in the “Hotel” mode like in the ATR, the expected cost of maintenance of both airplanes may be considered similar, though the Q400 has strong reasons to be cheaper to maintain. Landing charges don’t apply to both airplanes, and both airplanes may need two sets of crew to operate the flights in that 17.5 hour period. However, the most significant operational cost, especially in India, is fuel: The Q400’s fuel consumption is nearly 30% more than that of the ATR72 under similar 300NM environmental conditions in high speed cruise.
Bombardier claims that in a European Environment, the 78 seat Q400’s direct operating
—Revenue Potential of the Q400 when compared to a 66 seat ATR 72 and a 72 seat ATR 72
costs (DOC) for a 300Nm sector is 8.8% more than that of a 68 seat ATR72-500. ATR on the other hand claims that in the same environment, the DOC for a 300Nm sector for a Q400 is 25% more than the ATR72-500. Considering that Bombardier and ATR are on the extreme ends of the estimating scale, an average of 16.9% reveals that over this 17.5hr period, the Q400 will cost 1.3 times more to operate than the ATR72-500. Considering ATR72 seating capacities of 66, 68 and 72 passengers, the Q400 has 1.31, 1.27, and 1.2 times the revenue generating potential of the ATR72-500 respectively, in the same day. If one were to go by these figures, the Q400 doesn’t do well against a 68 or 72 seat capacity ATR72. In fact, even if one were to consider Bombardier’s figures, and compare them with an ATR72 with 72 seats, the Q400 will only fare as well as the ATR72 (despite the extra flight on the Q400) as far as this conservative, non-operator specific economical comparison is considered.
While available revenue seats, as used in the comparison above, is only indicative of potential, one may appreciate that load factors, which are dependent on seasons, play a big role in profits. The ATR72s in India may break even with a passenger load of around 20-25 passengers. As per Bombardier, considering a low cost carrier’s cost and fare structure, the Q400 in the US and European 300Nm environment breaks even at 45 seats. This means that the Q400 operator must sell significantly more seats per flight just to break even.
Finally, the acquisition price of both aircraft: The Q400 is listed at approximately US$30M, which is US$7M pricier than the US$23 million list price of the ATR 72-600. While these are list prices, usually, the market price is at a discount from the list price which varies based on the aircraft quantity and individual airline negotiation and deals.
|Source:Proud to fly a Turboprop: Q400 vs ATR72
Ndege Hizi zinafanana sana,ukipata muda wa kuisoma hiyo link utagundua ATR inafaa zaidi kwenye mazingira yetu kuliko hiyo Bombardier ambayo ni ghali zaidi for Nothing.
Ni Mawazo tu..
Za mbayuwayu.......!!!
Sijaona kwa nini achague kampuni ya kimarekani,ambayo ndege zilizopo africa ni chache sana na kuacha ATR ambazo zimeonekana zikifanya kazi nzuri katika Africa na operating costs zake kuwa chini..
Angalieni hizi chambuzi zilizofanywa hapa,nimetoa mahali:
Economics
—ATR72 vs Q400 usage in a given operational day
The primary motivation for a scheduled operator, and more importantly a low cost carrier, to invest in an aircraft is the economics that it promises.
The biggest boon to regional turboprop aircraft operators in India is that their turbine fuel is under the declared goods category, attracting a sales tax of only 4% as compared to 28% for other aircraft weighing above 40,000kgs. Topping that is the exemption from landing charges for aircraft with less than 80 seats. Since both aircraft fall into these categories, the economics of a turboprop start making immediate sense.
The average sector distance in the regionally dense portion of India, the south, is 300NM. Considering that at high speed cruise the Q400 takes an average 1hr02min of flying time, and the ATR 72 takes 1hr15min, and that both aircraft start operations at 6:00am local, and wrap up by 11:30pm local, the Q400 can easily fit one extra flight in that 17.5 hour period.
Over and above this, the Q400 that Spicejet will receive will be configured with 78 seats. The ATR 72’s in Jet Airways are configured with 66 seats in some and 68 in the other. In Kingfisher, all the aircraft absorbed from erstwhile Deccan are configured with 72 seats while the rest are configured with 66 seats. As a result, the Q400 lands up with a capacity of 6 to 12 more passengers per flight.
Considering that both airplanes have the same hours in the air, that the Q400’s overpowered engines spend lesser time at a high power to reach cruising altitude, and that the Q400’s engines are not used on ground in the “Hotel” mode like in the ATR, the expected cost of maintenance of both airplanes may be considered similar, though the Q400 has strong reasons to be cheaper to maintain. Landing charges don’t apply to both airplanes, and both airplanes may need two sets of crew to operate the flights in that 17.5 hour period. However, the most significant operational cost, especially in India, is fuel: The Q400’s fuel consumption is nearly 30% more than that of the ATR72 under similar 300NM environmental conditions in high speed cruise.
Bombardier claims that in a European Environment, the 78 seat Q400’s direct operating
—Revenue Potential of the Q400 when compared to a 66 seat ATR 72 and a 72 seat ATR 72
costs (DOC) for a 300Nm sector is 8.8% more than that of a 68 seat ATR72-500. ATR on the other hand claims that in the same environment, the DOC for a 300Nm sector for a Q400 is 25% more than the ATR72-500. Considering that Bombardier and ATR are on the extreme ends of the estimating scale, an average of 16.9% reveals that over this 17.5hr period, the Q400 will cost 1.3 times more to operate than the ATR72-500. Considering ATR72 seating capacities of 66, 68 and 72 passengers, the Q400 has 1.31, 1.27, and 1.2 times the revenue generating potential of the ATR72-500 respectively, in the same day. If one were to go by these figures, the Q400 doesn’t do well against a 68 or 72 seat capacity ATR72. In fact, even if one were to consider Bombardier’s figures, and compare them with an ATR72 with 72 seats, the Q400 will only fare as well as the ATR72 (despite the extra flight on the Q400) as far as this conservative, non-operator specific economical comparison is considered.
While available revenue seats, as used in the comparison above, is only indicative of potential, one may appreciate that load factors, which are dependent on seasons, play a big role in profits. The ATR72s in India may break even with a passenger load of around 20-25 passengers. As per Bombardier, considering a low cost carrier’s cost and fare structure, the Q400 in the US and European 300Nm environment breaks even at 45 seats. This means that the Q400 operator must sell significantly more seats per flight just to break even.
Finally, the acquisition price of both aircraft: The Q400 is listed at approximately US$30M, which is US$7M pricier than the US$23 million list price of the ATR 72-600. While these are list prices, usually, the market price is at a discount from the list price which varies based on the aircraft quantity and individual airline negotiation and deals.
|Source:Proud to fly a Turboprop: Q400 vs ATR72
Ndege Hizi zinafanana sana,ukipata muda wa kuisoma hiyo link utagundua ATR inafaa zaidi kwenye mazingira yetu kuliko hiyo Bombardier ambayo ni ghali zaidi for Nothing.
Ni Mawazo tu..
Za mbayuwayu.......!!!
