Glossary entry (derived from question below)
English term or phrase:
DOC
Polish translation:
bezpośrednie koszty operacyjne
Added to glossary by
bettys
Feb 28, 2015 21:40
9 yrs ago
English term
DOC
English to Polish
Tech/Engineering
Aerospace / Aviation / Space
faktury
Pozycja w kolumnie "services" na fakturze za usługi lotnicze
Estimated DOC's in LIS
Z kontekstu wynika że LIS to Lizbona
Estimated DOC's in LIS
Z kontekstu wynika że LIS to Lizbona
Proposed translations
(Polish)
| 2 +1 | bezpośrednie koszty operacyjne |
Frank Szmulowicz, Ph. D.
|
| 3 +1 | bezpośrednie koszty operacyjne (Direct Operating Costs) |
Jacek Kloskowski
|
Proposed translations
+1
8 mins
Frank Szmulowicz, Ph. D.
United States
United States
Native in English
&
Polish
Specializes in field
United States
On time, on target, on budget.
Native in: English 
, Polish
Works in: Polish to English, English to Polish, Russian to Polish, and 1 more.
Related KudoZ points
:
134
Selected
bezpośrednie koszty operacyjne
IMO. Need more context for certainty.
cccccccc
Operating Costs (based on a summary by R.S. Shevell)
The figure of merit used to evaluate competitive airplane designs is always based on a cost-benefit analysis. The minimum cost per unit of work performed must be the criterion, here the work is performed equally well by the competing designs. If one design excels in some aspect of its performance, i.e., goes faster, lands in a shorter field, makes less noise, provides more comfort, then a higher cost per unit of work may be justified. How much higher cost can be justified is always a difficult question and often involves a broader economic study of the system, e.g., costs of longer runways, or psychological and semi-economic judgments such as the value of a wider seat or greater speed. Even military aircraft can be judged on a cost effectiveness basis such as the total cost of delivering X troops to a location Y miles away.
The usual method of comparing the cost effectiveness of commercial aircraft is the direct operating cost, D.O.C.. Equations for estimating the comparative direct operating costs have been generated by the Air Transportation Association of America, ATA. First developed in 1944 from a paper published by Mentzer and Nourse of United Air Lines in 1940, these equations have been periodically revised in form and constants by the ATA to match current statistical cost data. The most recent issue was published in 1967 and is attached to these notes.
Direct operating costs can be expressed in terms of $/hour, $/mile, ¢/seat-mile, or for cargo aircraft, ¢/ton-mile. Costs in terms of $/mile indicate the maximum loss to an operator with an empty airplane, while costs per unit productivity such as ¢/seat-mile, or ¢/ton-mile are indicative of the fare that must be charged with reasonable load factors. Current practice usually bases costs on nautical miles although some people still like statute miles. It makes the D.O.C. look smaller. Figure 1 shows how aircraft DOC has changed with time in constant $ terms, illustrating the remarkable reduction in cost during the history of commercial flight.
http://adg.stanford.edu/aa241/cost/cost.html
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bezpośrednie koszty operacyjne samolotów
http://lotniczapolska.pl/Cessna-wprowadza-unikalny-program,3...
cccccccc
Operating Costs (based on a summary by R.S. Shevell)
The figure of merit used to evaluate competitive airplane designs is always based on a cost-benefit analysis. The minimum cost per unit of work performed must be the criterion, here the work is performed equally well by the competing designs. If one design excels in some aspect of its performance, i.e., goes faster, lands in a shorter field, makes less noise, provides more comfort, then a higher cost per unit of work may be justified. How much higher cost can be justified is always a difficult question and often involves a broader economic study of the system, e.g., costs of longer runways, or psychological and semi-economic judgments such as the value of a wider seat or greater speed. Even military aircraft can be judged on a cost effectiveness basis such as the total cost of delivering X troops to a location Y miles away.
The usual method of comparing the cost effectiveness of commercial aircraft is the direct operating cost, D.O.C.. Equations for estimating the comparative direct operating costs have been generated by the Air Transportation Association of America, ATA. First developed in 1944 from a paper published by Mentzer and Nourse of United Air Lines in 1940, these equations have been periodically revised in form and constants by the ATA to match current statistical cost data. The most recent issue was published in 1967 and is attached to these notes.
Direct operating costs can be expressed in terms of $/hour, $/mile, ¢/seat-mile, or for cargo aircraft, ¢/ton-mile. Costs in terms of $/mile indicate the maximum loss to an operator with an empty airplane, while costs per unit productivity such as ¢/seat-mile, or ¢/ton-mile are indicative of the fare that must be charged with reasonable load factors. Current practice usually bases costs on nautical miles although some people still like statute miles. It makes the D.O.C. look smaller. Figure 1 shows how aircraft DOC has changed with time in constant $ terms, illustrating the remarkable reduction in cost during the history of commercial flight.
http://adg.stanford.edu/aa241/cost/cost.html
cccccccc
bezpośrednie koszty operacyjne samolotów
http://lotniczapolska.pl/Cessna-wprowadza-unikalny-program,3...
4 KudoZ points awarded for this answer.
+1
12 mins
Jacek Kloskowski
United States
United States
Native in English
&
Polish
Works in field
United States
Law Economy Computing Defense Medical
Native in: Polish , English
Works in: English to Polish, Polish to English, Polish, and 1 more.
Related KudoZ points
:
19
bezpośrednie koszty operacyjne (Direct Operating Costs)
Direct & In-Direct Operating Costs
ICAO defines direct operating costs (DOCs) as: the total of flight operations costs (flight crew salaries and expenses, aircraft fuel and oils, aircraft insurances, aircraft rentals, flight crew training – where not amortised, and other flight expenses), maintenance and overhaul costs, depreciation and amortisation (aircraft, required ground equipment and associated property).
Operators and analysts will further sub-divide DOCs into fixed and variable, with flight crew salaries, depreciation, aircraft rentals, insurances, and maintenance burden determined as fixed, while fuels and oils, flight crew and other expenses, and airframe and engine maintenance are considered variable.
Indirect Operating Costs (IDOCs) are defined as: the total of user charges and airport expenses (landing and airport charges, en-route facility and navigation charges, and handling expenses), passenger services costs, catering, security, general and administrative, and other operating expenses.
Operators themselves may lack an accurate mechanism of attributing costs, particularly where several different types are operated and the proper allocation of true direct and indirect, function, capability and facility costs becomes arguably impossible. Reporting formats vary, and, where published, may not provide a sound benchmark for comparison.
http://www.airfleetops.com/aviation/costs/
Direct Operating Costs:
http://www.dea.univr.it/documenti/Avviso/all/all520253.pdf
ICAO defines direct operating costs (DOCs) as: the total of flight operations costs (flight crew salaries and expenses, aircraft fuel and oils, aircraft insurances, aircraft rentals, flight crew training – where not amortised, and other flight expenses), maintenance and overhaul costs, depreciation and amortisation (aircraft, required ground equipment and associated property).
Operators and analysts will further sub-divide DOCs into fixed and variable, with flight crew salaries, depreciation, aircraft rentals, insurances, and maintenance burden determined as fixed, while fuels and oils, flight crew and other expenses, and airframe and engine maintenance are considered variable.
Indirect Operating Costs (IDOCs) are defined as: the total of user charges and airport expenses (landing and airport charges, en-route facility and navigation charges, and handling expenses), passenger services costs, catering, security, general and administrative, and other operating expenses.
Operators themselves may lack an accurate mechanism of attributing costs, particularly where several different types are operated and the proper allocation of true direct and indirect, function, capability and facility costs becomes arguably impossible. Reporting formats vary, and, where published, may not provide a sound benchmark for comparison.
http://www.airfleetops.com/aviation/costs/
Direct Operating Costs:
http://www.dea.univr.it/documenti/Avviso/all/all520253.pdf
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