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Describes research into the cost of aircraft structural modifications. Detailed cost and man-hour data supplied by the airframe industry permitted derivation of estimating tools for major aircraft components. Separate equations were derived for engineering, tooling, manufacturing, and material cost. The major explanatory variable was always weight. It was hypothesized that structural modification cost could be estimated on the basis of the weight of material added. Estimates of the cost of modification for the B-52, C-141, C-5, and EF-111 were compared with cost data from industry. Considerable informed judgment is required as is a knowledge of such program-specific facts as whether the original production tooling still exists. Rather than a mathematical model, the study describes the kinds of information needed, suggests guidelines, and presents estimating equations for airframe systems and subassemblies. These contribute to an understanding of the estimating problem but do not constitute a general solution.

Airplanes, Military --- Modification --- Estimates

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Two approaches have evolved in attempts to improve engine operations, maintenance, and management while reducing support costs. The first concentrates on short-term practices (inflight data are recorded in a snapshot mode). The second approach focuses on long-term benefits through improved knowledge of the operating environment (data must be recorded continuously on at least a few aircraft). Engine duty-cycle research by the military services has demonstrated that neither the services nor the manufacturers have a clear idea of power requirements and frequent throttle movements during operational sorties in fighter aircraft and have generally overestimated engine parts life and underestimated expected life-cycle costs. The narrow concept of cost savings over the short term should not be the sole criterion on which monitoring systems are judged. Monitoring systems for recent and future engines should include continuously recorded data now that reliability, durability, and cost issues are almost on an equal footing with performance.

Airplanes --- Airplanes, Military --- Turbojet engines --- In-flight monitoring. --- Testing.

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Reports findings on whether recovery firms could be employed to assist the US armed forces with their warranty claims for aircraft engines. It finds using contractors would be effective, but it is unlikely to yield substantial benefits as the military's use of engine warranties decreases.

Airplanes --- Airplanes, Military --- Airplanes, Military --- Warranty --- Motors --- Purchasing --- Parts --- Maintenance and repair --- United States. --- Procurement.

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Airplanes, Military --- Electronic equipment. --- United States. --- Procurement.

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Aircraft recoverable spares and depot-level component repair are a major annual expenditure for the Air Force. In the mid-1980s, they absorbed roughly $5 billion annually. In this executive summary, Abell suggests initiatives that will enable the Air Force to reduce its investments in aircraft recoverable spares while maintaining roughly its traditional levels of aircraft availability. These initiatives include fundamental changes in policy as well as improvements in requirements estimation techniques. One policy recommendation is to improve the responsiveness of depot-level component repair. Such improvement includes repairing the components that are the most important to the achievement of aircraft availability goals, minimizing the time parts are in the repair pipeline, and responding quickly to urgent, unanticipated demands. A second policy recommendation is to consolidate the storage and management of war readiness spares.

Airplanes, Military --- Parts --- Costs. --- United States. --- Procurement.