Improving the Efficiency of Engines for Large Nonfighter Aircraft (2007) / Chapter Skim
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It may be the case that a greater-good argument prevails, with the decision being made on more than just economic grounds, and that the controlling variable is saving fuel—not at any cost but at a reasonable cost. KEY FINDINGS As a first cut, the Committee on Analysis of Air Force Engine Efficiency Improvement Options for Large Non-fighter Aircraft constructed a plot that mapped potential fuel savings for each aircraft type versus the remaining life, using data provided by the Air Force (Figure S-l)
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This mixed method meant that some of the rircrufVengine cost estimates based on CERs were being compared with other estimates using both CERs and market data in redoing these calculations using reconfirmed input dots, the committee decided to base the cost estimates on CERs only since market data were not nvnilnble for a11 engines and could in my case vary significantly over time and by source The members of the committee with extensive indust y backgrounds (engine companies) agreed that the market data should be removed from the r nalysis The reasoning we s strr ightforward: Market data are just that—they represent the opening for price negotiation and not r precise sales price to be published The Air Force always evaluates and negotiates sales price of a proposal at best and final Each table and figure affected by the committee's reanalysis is identified by r footnote While the new data did not make Air Force decisions to rehanging or upgrade more likely or less likely, nor change the recommendations offered in this report, the revised analysis is more correct, more realistic, and more useful to the Air Force Is input to its decision-mcking process
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bThe committee emphasizes that the analyses and the results presented in this table are not intended to be definitive assessments of the various options. A more extensive analysis may show shorter times to recoup costs, and such analysis should be conducted for selected options prior to any final decision by the Air Force.
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Examples include engine build policies that maximize fuel efficiency, parts replacement policies, water washes of engines, and scheduling and operating procedures optimized to save fuel. Fifth, the Air Force could resort more often to competition to save money.
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Additionally, it should have in place am organizational structure that will have the focus and authonty to establish maintenance requirements across all operations. Additionally, the Air Force should undertake a comprehensive review of information systems to assure that repair histories and reliability information are being utilized in a holistic manner and being tramsmitted to the appropriate organizations—that is, those that have oversight responsibility for efficient operations and the ability to implement the required actions.
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The Air Force and DoD should restore turbine engine S&T funding to the original level necessary to execute the VAATE plan (with recommended changes) , with particular emphasis on reinvigorating engine demonstration programs aimed at rendering new technologies ready for transition to fielded engines.
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