Comparison

Competitive aircraft comparison

[Operating cost analysis] [Technical performances] [Cargo compartments] [Specification for Route and Operating Cost Analysis] [Airplanes Basic Data for Route Analysis]

A321-200, 757-200ER And Tu-204-120 Operating Cost Analysis

Aircraft specification: The A321-200, with an MTOW of 196,200 lbs and 186 seats; the 757-200ER, with an MTOW of 255,000 lbs and 201 seats; and the Tu-204-120, with an MTOW of 227,000 lbs and 196 seats have been analyzed. All aircraft are assumed as having been acquired new. 

Fuel: Fuel burns and block times have been calculated using the ARCS aircraft modeling and analysis system. Performance for each type have been analyzed on sectors of 500-nautical mile intervals, up to maximum range. Routes are assumed to have no payload restrictions, and carry a full passenger load and carry no cargo on all sectors. A fuel price of 70 cents per US gallon has been used to reflect current prices. 

Maintenance: Maintenance charges for the A321 and 757 assume all work is performed in-house. A labour rate of $40 per manhour has been used. Sirocco power-by-the-hour rates and a $40 labour rate for line maintenance have been applied to the Tu-204. 

Finance charges: A 15% price discount has been used for the 757 and A321. An allowance for spares acquisition has been made, assuming a cost equal to 15% of aircraft list price. The level of investment for spares will, however, depend on several factors, including other types operated and fleet size. The total investment for the A321 and 757 is assumed to be financed at a rate equal to 1.05% of cost per month. No consideration has been given to depreciation policy or possible resale value. The  lease rate of $320,000 per month has been used for the Tu-204. An additional charge for spares investment equal to 10% of the $36 million list price has been added. The cost of monthly lease charges per seat-mile is then dependent on the level of aircraft utilization achieved. The aircraft are assumed to operate a 12-hour working day. Turnaround time between flights is assumed to be 45 minutes for all sector lengths. Total working days per year are taken as being 355, leaving 10 days for maintenance.

Other considerations: Pilot salaries and total crew numbers are assumed to be equal for both types. The three aircraft may, however, use a different number of cabin crew. 
Gross weight and payload restrictions for both types on individual routes will mean the differences in seat-mile costs which will differ from those shown.
The high fuel price of 70 cents per US gallon will exaggerate the fuel efficiency of the A321, and increase the difference between its seat-mile costs and the 757's. Where fuel prices are lower, the superiority of the A321's seat-mile costs, compared to the 757's, will not be as large as that shown here.

Operating cost analysis

An operating cost comparison between the A321, 757 and Tu-204-120 will reveal that the Tu-204 has fuel, maintenance and finance seat-mile costs about one-third less than the A321 and 757. The Tu-204 partially gains from the low Russian labour rates used for airframe and heavy component maintenance, but massively from a lease rate equivalent to two-thirds of its competitors. Over the sector lengths studied, the Tu-204 has 18% to 27% lower fuel maintenance and finance seat-mile costs than the A321 and 27% to 30% lower charges than the 757. The Tu-204 still requires JAA and FAA certification before this operating cost has any relevance to a western carrier.

Technical performances

* - subject to certification ** - option

Tu 204 Cargo compartments

* - with optional bulk door 
** - option

Note: containers volumes LD3-46W 127 ft³ (3.6 m³)
LD3-46 110 ft³ (3.11 m³)
2AK-0.7 78 ft³ (2.2 m³)

Cost-effective performances

Tu-204-120 Specification for Route and Operating Cost Analysis ("typical airline")

Flight profile: En-route profile includes engine start and taxi out, take-off, climb, cruise, descent, approach, landing and taxi-in. Sector distance comprises the climb, cruise and descent phases.
Engine start and taxi out -10,6 min
Taxi-in - 5 min.
Temperatures: Take-off- average daily max hottest quarter (+18°C)
En route-ISA+0
Cruise: Balance profile, Long-range route, En route wind - 0 km/h.
Block fuel includes all fuel used from starting to switching off engines. Manoeuvre fuel allowance are
as follows :
Engine start and taxi out - 250 kg
Taxi in (from reserves) - 100 kg
Reserves include:
1) contingency reserves of 5% of en-route flight time;
2) missed approach at destination and divert to alternate
3) long range cruise to alternate, zero wind, ISA, 
Descent phases :
Descent to 450m and hold 30 minutes at 450m over alternate. 
Alternate distance -200 n.m. (370 km), Altitude - 500 m, Temperature - 25°C
Flight routes: Direct flight and back in sectors 1000 and 2000 n.m.

Airplanes Basic Data for Route Analysis

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