Aircraft Cost Model

Modified RAND DAPCA IV acquisition and flyaway estimates from Raymer Chapter 18, with JET11 aircraft inputs and workbook-specific operating and low-observable extensions.

Choose or drop a JET11 file.xlsm, .xlsx, or JET JSON

Using the Raymer/JET11 DAPCA baseline. Load an aircraft to replace linked values and workbook assumptions.

Active source: Raymer/JET11 DAPCA baseline

Flyaway / aircraft

Nonrecurring program cost

Total program acquisition

Average acquisition / aircraft

Life-cycle / aircraft

Annual O&M / aircraft

Inputs and workbook assumptions

Aircraft and program drivers

Labor rates and model factors

Checking the latest BLS CPI-U observation…

BLS CPI Inflation Calculator ↗

BLS defines the CPI-U reference base so that the average price level during 1982–1984 equals 100. On that scale, the 1999 annual average was 166.6. View the BLS historical CPI-U table ↗ Read the BLS CPI questions and answers ↗

The escalation control uses January 1999 as its starting date.

Material mix and fabrication factors

Material total · Design/fabrication factor

Material percentages do not total 100%.

DAPCA coefficients and engine cost

Use fixed engine unit cost?

Low-observable treatment assumptions

Cost breakdown

Program cost elements

Estimated labor hours

Low-observable treatment per airframe

Simulation method & assumptions

The acquisition model uses the modified RAND DAPCA IV equations printed in Daniel P. Raymer, Aircraft Design: A Conceptual Approach, Chapter 18, Eqs. 18.1–18.9. JET11 Cost-sheet cells supply aircraft, program, labor-rate, material, engine, operating, and stealth-treatment inputs.

Engineering hours — Eq. 18.1
HE = 7.07 · We^0.777 · V^0.894 · Q^0.163 · Fmat

Tooling hours — Eq. 18.2
HT = 8.71 · We^0.777 · V^0.696 · Q^0.263 · Fmat

Manufacturing hours — Eq. 18.3
HM = 10.72 · We^0.820 · V^0.484 · Q^0.641 · Fmat

Quality-control hours — Eq. 18.4
HQ = 0.133 · HM for a non-cargo aircraft

Development support — Eq. 18.5
CD = 66 · We^0.630 · V^1.3

Flight test — Eq. 18.6
CF = 1807.1 · We^0.325 · V^0.822 · FTA^1.21

Manufacturing materials — Eq. 18.7
CM = 16 · We^0.921 · V^0.621 · Q^0.799

Engine production — Eq. 18.8
Ceng = 2251 · (0.043Tmax + 243.25Mmax + 0.969Tt4 − 2228) · Neng

RDT&E + flyaway — Eq. 18.9
HE·RE + HT·RT + HM·RM + HQ·RQ + CD + CF + CM + Ceng + Cavionics

JET11 material adjustment
Fmat = Σ(material percent · material factor)

Source reconciliation. This tool starts with the published DAPCA values when no CostModel values are supplied, and preserves user-modified values stored in the JSON CostModel dictionary. JET11 also multiplies quality-control hours by Fmat a second time in Cost!C56. Raymer Eq. 18.4 defines non-cargo quality-control hours as 0.133 · HM, so this tool applies the material adjustment only once, through HM. The three coefficients remain editable for sensitivity studies.

Dollar-year caution. Raymer’s equations and labor rates are in constant 1999 dollars. This tool preserves the workbook calculation escalated cost = (1 + EF) × 1999-dollar cost, but replaces its fixed escalation value with BLS CPI-U escalation from January 1999 to the latest available month. The JET11 stealth-treatment rates remain separate 2005-dollar assumptions. This is a conceptual-design estimate, not a budget-quality forecast.

Sources. The direct RAND equation source is Ronald W. Hess and H. P. Romanoff, Aircraft Airframe Cost Estimating Relationships: All Mission Types, RAND N-2283/1-AF (1987). The broader methodology is documented in RAND R-3255-AF. The implemented form follows Raymer Chapter 18 and the linked JET11 Cost sheet; the workbook-specific O&M and stealth extensions remain as supplied.