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By Edward G. Keating

Maintains a chain of news on getting older plane and the replacement-or-repair determination.

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Sample text

Many factors in the Air Force—such as basing patterns, workforce skill and experience mixes, deployments, and maintenance policies—change over time. 3’s age coefficients may embody a number of factors beyond aging effects, as traditionally defined. 12), we used a very simple structure where the natural log of monthly maintenance hours per aircraft was regressed on a constant term and that month’s average fleet age. There are, however, numerous other approaches one might consider. , Cost = a + b ∗ Age .

53 million per year. 5. 5’s sustainment cost categories are somewhat different from the categorization we have used heretofore. However, in order to apply our model, we had to make assumptions about how each category grows as aircraft age. Our assumptions are shown in the right column of the table. We assume operating personnel and support costs and contract maintenance costs do not grow as aircraft age. 6 percent annual rate. 5 percent annual rate, in accord with findings of our colleague Gregory Hildebrandt.

All three KC-135 variants show increasing on- and off-equipment maintenance hours per possessed aircraft. 12 also show best-fit regression lines of how aircraft age appears to affect maintenance hours per possessed aircraft. We assume a model of the form Cost = kx Age or ln(Cost ) = ln( k ) + Age ∗ ln( x ) where Cost = monthly average number of maintenance hours per possessed aircraft and Age = aircraft average age. 12—KC-135T Monthly On- and Off-Equipment Maintenance Hours Per Possessed Aircraft be exponentiated to derive the implied age-driven cost growth rate.

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