National Academies Press: OpenBook

Improving the Efficiency of Engines for Large Nonfighter Aircraft (2007)

Chapter: Appendix G Sensitivity Analysis

« Previous: Appendix F Background Information on Re-engining the C-130
Suggested Citation:"Appendix G Sensitivity Analysis." National Research Council. 2007. Improving the Efficiency of Engines for Large Nonfighter Aircraft. Washington, DC: The National Academies Press. doi: 10.17226/11837.
×

Appendix G
Sensitivity Analysis

Tables G-1, G-2, and G-3 provide the relevant columns of Tables 5-7 and 5-8 for three levels of fuel savings: 100 percent, 90 percent, and 50 percent of the estimate. All these are for a burdened fuel cost of $2.50/gal. Tables G-1, G-2, and G-3 are for annual increases in fuel cost of 3 percent, 6 percent, and 9 percent, respectively.

Tables G-4, G-5, G-6, and G-7 give the relevant sensitivities in the estimates corresponding to Table 5-9 for total burdened per gallon costs of $5, $10, $20, and $40, respectively. The direct fuel cost component of $2.50 increases at 6 percent per year, and the remainder (overhead component) increases at 3 percent per year, as stated in Chapter 5 text.

Suggested Citation:"Appendix G Sensitivity Analysis." National Research Council. 2007. Improving the Efficiency of Engines for Large Nonfighter Aircraft. Washington, DC: The National Academies Press. doi: 10.17226/11837.
×

TABLE G-1 Sensitivity of NPV Results in Tables 5-7 and 5-8 to Realizing 100%, 90%, and 50% of Baseline Expectations for Fuel Savings, with Fuel Cost Increasing at 3%/yra,b

Candidate Aircraft/Engine Combination

Time to Recoup Investment (yr)c

Cash Flow at 20-yr Point (million $)c

100%

90%

50%

100%

90%

50%

Re-engining

 

 

 

 

 

 

C-130H/AE 2100d

17.7

19.2

32.3

203

59

−515

C-130H/PW150d

19.5

21.3

36.5

37

−91

−604

B-1/F119/5.0

>60

>60

>60

−1,029

−1,055

−1,161

E-3/CFM56-2B-1

22.2

23.3

29.0

−34

−47

−100

E-3/JT8D-219

36.3

37.8

45.8

−157

−164

−192

E-3/CFM56-7B22

16.5

17.3

21.9

78

57

−30

E-8/CFM56-2B-1e

E-8/JT8D-219e

E-8/CFM56-7B22e

KC-135D/E: CFM56-2B-1

45.1

48.2

>60

−532

−555

−647

KC-135D/E: JT8D-219

>60

>60

>60

−769

−784

−845

KC-135D/E: CFM56-7B22

31.6

33.4

44.3

−378

−411

−543

B-52/F117-PW-100 [4]

20.6

22.0

31.3

−27

−83

−309

B-52/CF34-10A [8]

28.4

29.8

37.2

−361

−397

−543

B-52/CFM56-5C2 [4]

16.1

17.0

22.0

224

163

−81

C-5/CF6-80C2 (F103-GE-102)f

Engine modification

 

 

 

 

 

 

KC-135R/T: CFM56-2B-1 (Mod)

>60

>60

>60

−1,318

−1,344

−1,446

C-130H: T56-A427 Modd

17.8

19.3

31.0

107

31

−227

C-130H: T56-S3.5 Modd

26.1

28.4

47.7

−184

−231

−417

B-1/F101 Mod

8.0

8.2

9.1

470

439

313

KC-10/CF6-50 Mod

3.8

3.8

3.9

325

324

316

NOTE: The engine cost estimates presented are derived from correlations developed for historical military engines and may not reflect the current fair market prices of commercial engines considered in this study. Engine cost estimates vary widely, and the estimates presented may vary by as much as 100 percent from estimates developed by other independent sources such as the IBA Engine Value Book 2005 as reported by Euromoney Institutional Investor, May 1, 2005.

aValues corrected after release of the January 31, 2007, prepublication version of the report.

bFuel cost is $2.50 per gallon.

cShading indicates a recouping of investment costs in less than 20 years and thus a positive cash flow at the 20-year point.

dThe fuel savings noted for the C-130 with new or modified engines are based on the aircraft being flown at the optimal altitude and airspeed for the selected engines and propellers. The flexibility exists in most C-130 missions for the aircraft to be operated at the best range or fuel consumption conditions. The other aircraft and engines considered in the study are operated at their prescribed mission conditions.

eE-8 re-engining already ongoing.

fC-5 re-engining already ongoing.

Suggested Citation:"Appendix G Sensitivity Analysis." National Research Council. 2007. Improving the Efficiency of Engines for Large Nonfighter Aircraft. Washington, DC: The National Academies Press. doi: 10.17226/11837.
×

TABLE G-2 Sensitivity of NPV Results in Tables 5-7 and 5-8 to Realizing 100%, 90%, and 50% of Baseline Expectations for Fuel Savings, with Fuel Cost Increasing at 6%/yra,b

Candidate Aircraft/Engine Combination

Time to Recoup Investment (yr)c

Cash Flow at 20-yr Point (million $)c

100%

90%

50%

100%

90%

50%

Re-engining

 

 

 

 

 

 

C-130H/AE 2100d

14.4

15.4

22.6

817

612

−208

C-130H/PW150d

15.5

16.6

24.6

585

402

−330

B-1/F119/5.0

51.1

55.2

>60

−922

−959

−1,107

E-3/CFM56-2B-1

19.0

19.9

25.1

20

1

−73

E-3/JT8D-219

29.4

30.7

37.9

−128

−138

−178

E-3/CFM56-7B22

14.5

15.2

19.3

165

135

14

E-8/CFM56-2B-1e

E-8/JT8D-219e

E-8/CFM56-7B22e

KC-135D/E: CFM56-2B-1

32.3

34.1

45.3

−438

−471

−600

KC-135D/E: JT8D-219

47.9

50.7

>60

−707

−728

−814

KC-135D/E: CFM56-7B22

24.9

26.2

34.3

−243

−289

−475

B-52/F117-PW-100 [4]

17.0

18.0

24.6

206

126

−193

B-52/CF34-10A [8]

23.5

24.6

31.0

−211

−263

−468

B-52/CFM56-5C2 [4]

14.1

14.8

19.1

475

389

45

C-5/CF6-80C2 (F103-GE-102)f

Engine modification

 

 

 

 

 

 

KC-135R/T: CFM56-2B-1 (Mod)

56.6

>60

>60

−1,213

−1,249

−1,394

C-130H: T56-A427 Modd

14.6

15.5

22.5

431

323

−110

C-130H: T56-S3.5 Modd

19.7

21.1

30.6

15

−51

−318

B-1/F101 Mod

7.7

7.9

8.8

610

565

383

KC-10/CF6-50 Mod

3.8

3.8

3.9

333

330

320

NOTE: The engine cost estimates presented are derived from correlations developed for historical military engines and may not reflect the current fair market prices of commercial engines considered in this study. Engine cost estimates vary widely, and the estimates presented may vary by as much as 100 percent from estimates developed by other independent sources such as the IBA Engine Value Book 2005 as reported by Euromoney Institutional Investor, May 1, 2005.

aValues corrected after release of the January 31, 2007, prepublication version of the report.

bFuel cost is $2.50 per gallon.

cShading indicates a recouping of investment costs in less than 20 years and thus a positive cash flow at the 20-year point.

dThe fuel savings noted for the C-130 with new or modified engines are based on the aircraft being flown at the optimal altitude and airspeed for the selected engines and propellers. The flexibility exists in most C-130 missions for the aircraft to be operated at the best range or fuel consumption conditions. The other aircraft and engines considered in the study are operated at their prescribed mission conditions.

eE-8 re-engining already ongoing.

fC-5 re-engining already ongoing.

Suggested Citation:"Appendix G Sensitivity Analysis." National Research Council. 2007. Improving the Efficiency of Engines for Large Nonfighter Aircraft. Washington, DC: The National Academies Press. doi: 10.17226/11837.
×

TABLE G-3 Sensitivity of NPV Results in Tables 5-7 and 5-8 to Realizing 100%, 90%, and 50% of Baseline Expectations for Fuel Savings, with Fuel Cost Increasing at 9%/yra,b

Candidate Aircraft/EngineCombination

Time to Recoup Investment (yr)c

Cash Flow at 20-yr Point (million $)c

100%

90%

50%

100%

90%

50%

Re-engining

 

 

 

 

 

 

C-130H/AE 2100d

12.4

13.1

18.1

1,715

1,420

240

C-130H/PW150d

13.2

14.0

19.4

1,387

1,124

71

B-1/F119/5.0

33.5

35.4

47.0

−767

−820

−1,030

E-3/CFM56-2B-1

16.6

17.4

21.8

98

72

−34

E-3/JT8D-219

24.5

25.5

31.4

−87

−101

−157

E-3/CFM56-7B22

13.0

13.6

17.2

291

248

77

E-8/CFM56-2B-1e

E-8/JT8D-219e

E-8/CFM56-7B22e

KC-135D/E: CFM56-2B-1

25.4

26.7

34.2

−301

−347

−531

KC-135D/E: JT8D-219

34.3

35.9

45.5

−616

−647

−768

KC-135D/E: CFM56-7B22

20.6

21.6

27.7

−46

−112

−376

B-52/F117-PW-100 [4]

14.6

15.3

20.4

545

431

−23

B-52/CF34-10A [8]

19.9

20.8

26.1

7

−66

−359

B-52/CFM56-5C2 [4]

12.6

13.2

16.8

841

718

228

C-5/CF6-80C2 (F103-GE-102)f

Engine modification

 

 

 

 

 

 

KC-135R/T: CFM56-2B-1 (Mod)

36.6

38.5

50.2

−1,060

−1,112

−1,317

C-130H: T56-A427 Modd

12.6

13.3

18.2

905

750

127

C-130H: T56-S3.5 Modd

16.3

17.2

23.5

307

211

−172

B-1/F101 Mod

7.4

7.6

8.5

815

749

486

KC-10/CF6-50 Mod

3.8

3.8

3.9

343

339

325

NOTE: The engine cost estimates presented are derived from correlations developed for historical military engines and may not reflect the current fair market prices of commercial engines considered in this study. Engine cost estimates vary widely, and the estimates presented may vary by as much as 100 percent from estimates developed by other independent sources such as the IBA Engine Value Book 2005 as reported by Euromoney Institutional Investor, May 1, 2005.

aValues corrected after release of the January 31, 2007, prepublication version of the report.

bFuel cost is $2.50 per gallon.

cShading indicates a recouping of investment costs in less than 20 years and thus a positive cash flow at the 20-year point.

dThe fuel savings noted for the C-130 with new or modified engines are based on the aircraft being flown at the optimal altitude and airspeed for the selected engines and propellers. The flexibility exists in most C-130 missions for the aircraft to be operated at the best range or fuel consumption conditions. The other aircraft and engines considered in the study are operated at their prescribed mission conditions.

eE-8 re-engining already ongoing.

fC-5 re-engining already ongoing.

Suggested Citation:"Appendix G Sensitivity Analysis." National Research Council. 2007. Improving the Efficiency of Engines for Large Nonfighter Aircraft. Washington, DC: The National Academies Press. doi: 10.17226/11837.
×

TABLE G-4 Sensitivity of NPV Results in Table 5-9 to Realizing 100%, 90%, and 50% of Baseline Expectations for Fuel Savings, at a Burdened Fuel Cost of $5 per Gallona,b

Candidate Aircraft/Engine Combination

Time to Recoup Investment (yr)c

Cash Flow at 20-yr Point (million $)c

100%

90%

50%

100%

90%

50%

Re-engining

 

 

 

 

 

 

C-130H/AE 2100d

10.1

10.8

15.7

2,254

1,905

510

C-130H/PW150d

10.9

11.6

17.1

1,869

1,557

311

B-1/F119/5.0

36.6

40.1

>60

−658

−721

−975

E-3/CFM56-2B-1

14.5

15.3

20.4

154

122

−7

E-3/JT8D-219

23.3

24.6

32.1

−58

−75

−142

E-3/CFM56-7B22

10.9

11.6

15.4

380

329

121

E-8/CFM56-2B-1e

E-8/JT8D-219e

E-8/CFM56-7B22e

KC-135D/E: CFM56-2B-1

24.5

26.1

36.6

−210

−265

−485

KC-135D/E: JT8D-219

37.2

39.9

57.3

−556

−592

−738

KC-135D/E: CFM56-7B22

18.7

19.9

27.4

86

6

−311

B-52/F117-PW-100 [4]

12.2

13.0

18.4

771

635

90

B-52/CF34-10A [8]

18.1

19.1

25.5

153

65

−286

B-52/CFM56-5C2 [4]

10.6

11.1

15.0

1,085

938

350

C-5/CF6-80C2 (F103-GE-102)f

Engine modification

 

 

 

 

 

 

KC-135R/T: CFM56-2B-1 (Mod)

42.3

46.0

>60

−957

−1,019

−1,266

C-130H: T56-A427 Modd

10.4

11.0

15.9

1,188

1,004

269

C-130H: T56-S3.5 Modd

13.9

14.8

22.0

481

368

−85

B-1/F101 Mod

6.6

6.9

7.9

924

847

540

KC-10/CF6-50 Mod

3.6

3.6

3.8

351

346

329

NOTE: The engine cost estimates presented are derived from correlations developed for historical military engines and may not reflect the current fair market prices of commercial engines considered in this study. Engine cost estimates vary widely, and the estimates presented may vary by as much as 100 percent from estimates developed by other independent sources such as the IBA Engine Value Book 2005 as reported by Euromoney Institutional Investor, May 1, 2005.

aValues corrected after release of the January 31, 2007, prepublication version of the report.

bThe direct fuel cost component of $5.00 increases at 6 percent per year, and the overhead increases at 3 percent per year.

cShading indicates a recouping of investment costs in less than 20 years and thus a positive cash flow at the 20-year point.

dThe fuel savings noted for the C-130 with new or modified engines are based on the aircraft being flown at the optimal altitude and airspeed for the selected engines and propellers. The flexibility exists in most C-130 missions for the aircraft to be operated at the best range or fuel consumption conditions. The other aircraft and engines considered in the study are operated at their prescribed mission conditions.

eE-8 re-engining already ongoing.

fC-5 re-engining already ongoing.

Suggested Citation:"Appendix G Sensitivity Analysis." National Research Council. 2007. Improving the Efficiency of Engines for Large Nonfighter Aircraft. Washington, DC: The National Academies Press. doi: 10.17226/11837.
×

TABLE G-5 Sensitivity of NPV Results in Table 5-9 to Realizing 100%, 90%, and 50% of Baseline Expectations for Fuel Savings, at a Burdened Fuel Cost of $10 per Gallona,b

Candidate Aircraft/Engine Combination

Time to Recoup Investment (yr)c

Cash Flow at 20-yr Point (million $)c

100%

90%

50%

100%

90%

50%

Re-engining

 

 

 

 

 

 

C-130H/AE 2100d

7.2

7.6

10.5

5,128

4,492

1,947

C-130H/PW150d

7.7

8.2

11.3

4,435

3,867

1,594

B-1/F119/5.0

22.0

24.2

42.4

−129

−246

−771

E-3/CFM56-2B-1

10.2

10.8

15.0

421

362

127

E-3/JT8D-219

16.7

17.7

24.6

83

52

−72

E-3/CFM56-7B22

7.8

8.3

11.3

811

716

337

E-8/CFM56-2B-1e

E-8/JT8D-219e

E-8/CFM56-7B22e

KC-135D/E: CFM56-2B-1

16.6

17.8

26.2

247

146

−257

KC-135D/E: JT8D-219

25.2

27.2

41.5

−253

−320

−587

KC-135D/E: CFM56-7B22

12.9

13.8

19.7

743

598

18

B-52/F117-PW-100 [4]

8.4

8.9

12.6

1,902

1,652

655

B-52/CF34-10A [8]

12.8

13.6

18.9

881

720

78

B-52/CFM56-5C2 [4]

7.6

8.0

10.9

2,304

2,035

959

C-5/CF6-80C2 (F103-GE-102)f

Engine modification

 

 

 

 

 

 

KC-135R/T: CFM56-2B-1 (Mod)

26.5

29.0

49.5

−445

−558

−1,009

C-130H: T56-A427 Modd

7.4

7.9

10.7

2,702

2,367

1,026

C-130H: T56-S3.5 Modd

9.6

10.1

14.5

1,413

1,207

381

B-1/F101 Mod

5.3

5.5

6.8

1,551

1,412

854

KC-10/CF6-50 Mod

3.3

3.3

3.6

387

379

347

NOTE: The engine cost estimates presented are derived from correlations developed for historical military engines and may not reflect the current fair market prices of commercial engines considered in this study. Engine cost estimates vary widely, and the estimates presented may vary by as much as 100 percent from estimates developed by other independent sources such as the IBA Engine Value Book 2005 as reported by Euromoney Institutional Investor, May 1, 2005.

aValues corrected after release of the January 31, 2007, prepublication version of the report.

bThe direct fuel cost component of $10.00 increases at 6 percent per year, and the overhead increases at 3 percent per year.

cShading indicates a recouping of investment costs in less than 20 years and thus a positive cash flow at the 20-year point.

dThe fuel savings noted for the C-130 with new or modified engines are based on the aircraft being flown at the optimal altitude and airspeed for the selected engines and propellers. The flexibility exists in most C-130 missions for the aircraft to be operated at the best range or fuel consumption conditions. The other aircraft and engines considered in the study are operated at their prescribed mission conditions.

eE-8 re-engining already ongoing.

fC-5 re-engining already ongoing.

Suggested Citation:"Appendix G Sensitivity Analysis." National Research Council. 2007. Improving the Efficiency of Engines for Large Nonfighter Aircraft. Washington, DC: The National Academies Press. doi: 10.17226/11837.
×

TABLE G-6 Sensitivity of NPV Results in Table 5-9 to Realizing 100%, 90%, and 50% of Baseline Expectations for Fuel Savings, at a Burdened Fuel Cost of $20 per Gallona,b

Candidate Aircraft/Engine Combination

Time to Recoup Investment (yr)c

Cash Flow at 20-yr Point (million $)c

100%

90%

50%

100%

90%

50%

Re-engining

 

 

 

 

 

 

C-130H/AE 2100d

4.2

4.5

7.2

10,877

9,666

4,821

C-130H/PW150d

4.7

5.1

7.8

9,567

8,486

4,161

B-1/F119/5.0

12.6

13.7

23.0

927

705

−183

E-3/CFM56-2B-1

7.1

7.5

10.4

955

843

394

E-3/JT8D-219

11.1

11.9

17.1

366

306

69

E-3/CFM56-7B22

5.7

5.9

7.9

1,673

1,492

768

E-8/CFM56-2B-1e

E-8/JT8D-219e

E-8/CFM56-7B22e

KC-135D/E: CFM56-2B-1

10.8

11.6

17.1

1,160

968

200

KC-135D/E: JT8D-219

15.8

17.0

26.4

352

225

−284

KC-135D/E: CFM56-7B22

8.7

9.2

13.2

2,057

1,781

675

B-52/F117-PW-100 [4]

6.1

6.4

8.6

4,126

3,687

1,785

B-52/CF34-10A [8]

8.8

9.3

13.0

2,336

2,030

806

B-52/CFM56-5C2 [4]

5.5

5.9

7.7

4,742

4,229

2,178

C-5/CF6-80C2 (F103-GE-102)f

Engine modification

 

 

 

 

 

 

KC-135R/T: CFM56-2B-1 (Mod)

15.4

16.8

28.0

580

364

−497

C-130H: T56-A427 Modd

4.5

4.9

7.5

5,731

5,093

2,540

C-130H: T56-S3.5 Modd

6.5

7.1

9.7

3,277

2,884

1,313

B-1/F101 Mod

4.3

4.3

5.3

2,807

2,542

1,482

KC-10/CF6-50 Mod

3.1

3.1

3.3

460

445

384

NOTE: The engine cost estimates presented are derived from correlations developed for historical military engines and may not reflect the current fair market prices of commercial engines considered in this study. Engine cost estimates vary widely, and the estimates presented may vary by as much as 100 percent from estimates developed by other independent sources such as the IBA Engine Value Book 2005 as reported by Euromoney Institutional Investor, May 1, 2005.

aValues corrected after release of the January 31, 2007, prepublication version of the report.

bThe direct fuel cost component of $20.00 increases at 6 percent per year, and the overhead increases at 3 percent per year.

cShading indicates a recouping of investment costs in less than 20 years and thus a positive cash flow at the 20-year point.

dThe fuel savings noted for the C-130 with new or modified engines are based on the aircraft being flown at the optimal altitude and airspeed for the selected engines and propellers. The flexibility exists in most C-130 missions for the aircraft to be operated at the best range or fuel consumption conditions. The other aircraft and engines considered in the study are operated at their prescribed mission conditions.

eE-8 re-engining already ongoing.

fC-5 re-engining already ongoing.

Suggested Citation:"Appendix G Sensitivity Analysis." National Research Council. 2007. Improving the Efficiency of Engines for Large Nonfighter Aircraft. Washington, DC: The National Academies Press. doi: 10.17226/11837.
×

TABLE G-7 Sensitivity of NPV Results in Table 5-9 to Realizing 100%, 90%, and 50% of Baseline Expectations for Fuel Savings, at a Burdened Fuel Cost of $40 per Gallona,b

Candidate Aircraft/Engine Combination

Time to Recoup Investment (yr)c

Cash Flow at 20-yr Point (million $)c

100%

90%

50%

100%

90%

50%

Re-engining

 

 

 

 

 

 

C-130H/AE 2100d

2.5

2.9

4.2

22,373

20,012

10,570

C-130H/PW150d

3.1

3.3

4.7

19,832

17,724

9,293

B-1/F119/5.0

7.8

8.3

12.8

3,041

2,607

874

E-3/CFM56-2B-1

5.2

5.4

7.1

2,023

1,804

928

E-3/JT8D-219

7.4

7.9

11.2

930

814

351

E-3/CFM56-7B22

4.0

4.2

5.7

3,397

3,043

1,630

E-8/CFM56-2B-1e

E-8/JT8D-219e

E-8/CFM56-7B22e

KC-135D/E: CFM56-2B-1

7.3

7.7

10.9

2,987

2,612

1,113

KC-135D/E: JT8D-219

9.9

10.6

16.0

1,563

1,314

321

KC-135D/E: CFM56-7B22

6.2

6.5

8.8

4,686

4,147

1,990

B-52/F117-PW-100 [4]

3.9

4.2

6.1

8,683

7,755

4,046

B-52/CF34-10A [8]

6.3

6.6

8.8

5,248

4,650

2,261

B-52/CFM56-5C2 [4]

3.6

3.8

5.5

9,618

8,617

4,616

C-5/CF6-80C2 (F103-GE-102)f

Engine modification

 

 

 

 

 

 

KC-135R/T: CFM56-2B-1 (Mod)

9.4

10.1

15.7

2,629

2,209

527

C-130H: T56-A427 Modd

3.1

3.2

4.5

11,788

10,544

5,569

C-130H: T56-S3.5 Modd

4.0

4.3

6.5

7,004

6,239

3,177

B-1/F101 Mod

4.1

4.1

4.3

5,317

4,801

2,737

KC-10/CF6-50 Mod

3.0

3.0

3.1

606

576

457

NOTE: The engine cost estimates presented are derived from correlations developed for historical military engines and may not reflect the current fair market prices of commercial engines considered in this study. Engine cost estimates vary widely, and the estimates presented may vary by as much as 100 percent from estimates developed by other independent sources such as the IBA Engine Value Book 2005 as reported by Euromoney Institutional Investor, May 1, 2005.

aValues corrected after release of the January 31, 2007, prepublication version of the report.

bThe direct fuel cost component of $40.00 increases at 6 percent per year, and the overhead increases at 3 percent per year.

cShading indicates a recouping of investment costs in less than 20 years and thus a positive cash flow at the 20-year point.

dThe fuel savings noted for the C-130 with new or modified engines are based on the aircraft being flown at the optimal altitude and airspeed for the selected engines and propellers. The flexibility exists in most C-130 missions for the aircraft to be operated at the best range or fuel consumption conditions. The other aircraft and engines considered in the study are operated at their prescribed mission conditions.

eE-8 re-engining already ongoing.

fC-5 re-engining already ongoing.

Suggested Citation:"Appendix G Sensitivity Analysis." National Research Council. 2007. Improving the Efficiency of Engines for Large Nonfighter Aircraft. Washington, DC: The National Academies Press. doi: 10.17226/11837.
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Suggested Citation:"Appendix G Sensitivity Analysis." National Research Council. 2007. Improving the Efficiency of Engines for Large Nonfighter Aircraft. Washington, DC: The National Academies Press. doi: 10.17226/11837.
×
Page 170
Suggested Citation:"Appendix G Sensitivity Analysis." National Research Council. 2007. Improving the Efficiency of Engines for Large Nonfighter Aircraft. Washington, DC: The National Academies Press. doi: 10.17226/11837.
×
Page 171
Suggested Citation:"Appendix G Sensitivity Analysis." National Research Council. 2007. Improving the Efficiency of Engines for Large Nonfighter Aircraft. Washington, DC: The National Academies Press. doi: 10.17226/11837.
×
Page 172
Suggested Citation:"Appendix G Sensitivity Analysis." National Research Council. 2007. Improving the Efficiency of Engines for Large Nonfighter Aircraft. Washington, DC: The National Academies Press. doi: 10.17226/11837.
×
Page 173
Suggested Citation:"Appendix G Sensitivity Analysis." National Research Council. 2007. Improving the Efficiency of Engines for Large Nonfighter Aircraft. Washington, DC: The National Academies Press. doi: 10.17226/11837.
×
Page 174
Suggested Citation:"Appendix G Sensitivity Analysis." National Research Council. 2007. Improving the Efficiency of Engines for Large Nonfighter Aircraft. Washington, DC: The National Academies Press. doi: 10.17226/11837.
×
Page 175
Suggested Citation:"Appendix G Sensitivity Analysis." National Research Council. 2007. Improving the Efficiency of Engines for Large Nonfighter Aircraft. Washington, DC: The National Academies Press. doi: 10.17226/11837.
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Page 176
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Because of the important national defense contribution of large, non-fighter aircraft, rapidly increasing fuel costs and increasing dependence on imported oil have triggered significant interest in increased aircraft engine efficiency by the U.S. Air Force. To help address this need, the Air Force asked the National Research Council (NRC) to examine and assess technical options for improving engine efficiency of all large non-fighter aircraft under Air Force command. This report presents a review of current Air Force fuel consumption patterns; an analysis of previous programs designed to replace aircraft engines; an examination of proposed engine modifications; an assessment of the potential impact of alternative fuels and engine science and technology programs, and an analysis of costs and funding requirements.

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