Condition-Based Economic Assessment of Airplane Engines
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ition-Based Economic Assessment of Airplane Engines M. V. Siluyanovaa, * and M. M. Gyazovaa, ** a
Moscow Aviation Institute, Moscow, Russia *e-mail: [email protected] **e-mail: [email protected]
Received November 20, 2019; revised November 22, 2019; accepted November 22, 2019
Abstract—A model is proposed for economic assessment of projected airplane engines, in terms of life-cycle costs. Adoption of a new strategy is recommended: management of engine life on the basis of the current state of the system (on-condition maintenance) and increase in economic efficiency at the operational stage. A conceptual approach to extending the life of promising aircraft engines is outlined, on the basis of a diagnostic system (real-time performance assessment). That permits decisions regarding the engine’s potential for continued operation. Keywords: economic assessments, economic modeling, aircraft engines, life assessment, asset management, life cycle, on-condition maintenance, real-time diagnostics, extending engine life DOI: 10.3103/S1068798X20080213
The economic assessment of aviation engines rests mainly on the fuel consumption, the weight, and the life. These factors are all reflected in the operating costs. Innovations intended to improve engine performance, thereby justifying additional expenditures, may be assessed in two ways: (1) by determining the performance of an airplane with improved engines; (2) by determining the performance of the engine as an independent component [1–4]. Globally, calculation of life-cycle costs is the most common method of economic assessment for engines. Data gathered in assessing the performance of new aircraft engines may be incorporated in a model for economic assessment of aircraft engines over the complete life cycle (1) P = Clc Vtr , where P is the performance; Clc is the life-cycle cost of the engine, including research and development costs, expenditures on preproduction, mass production, operation, and the costs of aviation fuel and oil (rub); and Vtr is the total aircraft payload over the engine’s life cycle, measured in t-km, passenger-km, or seat-km. The absolute effect Ain of the innovations is the product of the increment in performance ∆P and the volume Vtr of utilization of the given type of engine in transportation (measured in t-km, passenger-km, or seat-km) (2) Ain = ΔPVtr . Economic assessment of an aircraft engine as an independent entity is methodologically justified, despite the associated abstraction. By this means, the
influence of individual factors on engine performance may be assessed; the utility of further investment may be estimated in terms of improved performance; and the performance of various types of engines may be compared. Increase in engine life lowers operating costs, minimizes airplane downtime for engine replacement, and decreases the number of engines required for any fixed journey, with consequent financial savings. In order to improve the economics of aircraft engines—in particular, to reduce the life-cycle costs— we need to improve maintenanc
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