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446 HELICOPTER AIR SERVICE PROGRAM
Table III-38
PROJECTED HELICOPTER DIRECT OPERATING EXPENSE PER AVAILABLE SEAT MILE
Direct Aircraft Operating Expense
Per Available Seat Mile
---Stage Length(miles)---
[[5 columned table]]
|Annual Utilization (hours)| |Per Hour| |10| |15| |20|
|1100| |$313.00| |13.38¢| |11.74¢| |1094¢|
|1200| |304.10| |13.00| |11.41| |10.63|
|1300| |296.50| |12.67| |11.13| |10.37|
|1400| |290.10| |12.40| |10.89| |10.14|
|1600| |279.62| |11.95| |10.49| |9.78|
|1800| |271.40| |11.60| |10.18| |9.49|
|2000| |264.90| |11.32| |9.94| |9.26|
|2400| |255.00| |10.90| |9.57| |8.92|
These available seat mile costs are translated into passenger mile costs in Table III-39 under two assumptions as to indirect/direct expense relationships and five load factor assumptions. The latter range from 40 to 60 per cent. At the present time load factors are near the low end of this range but they can show improvement over time. It is unlikely, however, that annual load factors will be above 55 per cent; a range of 50 to 55 represents a reasonable objective.
The ratio between indirect and direct expenses is now slightly over 1:1. As the scale of operation increases over time the ration might drop to .75.
Table III-39
PROJECTED HELICOPTER TOTAL OPERATING EXPENSE PER PASSENGER MILE
-15 Mile Stage Length-
Utilization in Revenue Hours Per Year
[[11 columned table]]
|| || || |1100| |1200| |1300| |1400| |1600| |1800| |2000| |2400|
Indirect/Direct Expense Ratio of 1:1
40% load factor 58.72¢ 57.05¢ 55.62¢ 54.42¢ 54.45¢ 50.91¢ 49.70¢ 47.84¢
45% load factor 52.15 50.66 49.40 48.33 46.58 45.22 44.13 42.48
50% load factor 46.95 45.62 44.48 43.52 41.94 40.
Present costs are still far above above the projections shown in Table III-39. The average for the three carriers for the twelve month ended Sept. 30, 1963 was 74.7¢, or 50 per cent over the level shown inTable III-39 for reasonable attainable levels of utilization and load factor. However, the industry average was influenced by the experience of CHA under its present abnormal operation with piston aircraft. That potential passenger mile costs with the new turbine equipment are not impossible of attainment under higher levels of load factor and utilization can be seen in the fact that the system
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