My fleet now consists of 6 Fairchild Metros. They've got 250 NM range with the default 19 seats, but that only drops to 15 at 600 NM, then drops steeply after that. 2 more are on order to finish off (almost) all my viable routes inside 600 NM. I'll be flying to 34 destinations, with only 4 of them having more than one flight per day. Longest route is Basco, 619 NM with capacity limited to 12 pax. Might not be a viable route, but doing it to check. 627 NM to Brunei, only 11 pax, might get flown too if there's enough space left. The only route I don't have near capacity is Manila, as that's ~600 daily pax, 30+ daily flights to fill.
Staff numbers progression:
2 planes: 88 staff (44 each)
3: 143 (+55)
4: 225 (+82)
5: 323 (+98)
6: 383 (+60)
Maintenance costs for small planes now look roughly like: C check = 55 x A check, B check = 3.05 x A-check. Each year there are roughly 40 A-check, 11 B, 1 C = 128.6 A-checks, which is the number I remember using before.
My total overhead, on a per plane basis:
Marketing: 20.7k/month, 3.5k/plane
Staff: 185k/month, 31k/plane
Insurance: 28k/month, 4.6k/plane
Fleet commonality: 52.8k/month, 8.8k/plane
Engine commonality: 41.7k/month, 7k/plane
Regular maintenance: 4.6k/plane
Interesting, regular line maintenance + C-checks are less than 1/3 the cost of fleet + engine commonality costs.
That adds up to roughly 90k/plane/month in overhead, or just 60k if I owned them.
That means my break even point is roughly 3k/plane/day in route profit.
Each plane flies ~17 hours/day thanks to the curfew, so my breakeven point is ~$180/hr in profit.
I have some routes with RI at 100, some have just flown for the first time, some will fly for the first time tomorrow after the B-check finishes.
Most raw profit:
Davao: $718/hr (215 NM, 3:25, 100% load, $2698 revenue, $66 fuel, $212 fees, $2420 profit. RPK/ASK both 17.84)
Manila: $503/hr (100% load on the first day
$2628 revenue, $94 fuel, $269 fees, $2265 profit. RPK/ASK both 12.87)
Bacolod: $949/hr (65 NM, 2:15, 98% loads, $2349 revenue, $33 fuel, $181 fees, $2135 profit, RPK 52.5, ASK 51.5)
Best overall route (I think, without checking every one):
Tacloban: $1002/hr (83 NM, 2:10, 98% loads, $2377 revenue, $35 fuel, $171 fees, $2171 profit, RPK 41.6, ASK 40.6)
So despite Tacloban being 20% lower on RPK/ASK, there's more raw profit, more profit/hr. RPK/ASK are not good ways to compare routes.
Crappiest new route by profit/hr:
Jolo: $111/hr (310 NM, 4:00, 18 seats supplied vs 18 demand, 4.5 seats sold, $657 revenue, $80 fuel, $134 fees, $443 profit)
Even worse route I missed on the first look:
Laoag: $83.5/hr (513 NM, 5:40, 15 seats supplied v 22 demand, 5 sold, $770 revenue, $128 fuel, $169 fees, $473 profit)
Lowest raw profit:
Tandag: $146/hr (149 NM, 2:45, 4 seats sold, $560 revenue, $48 fuel, $111 fees, $401 profit)
So, a short route selling just 4 seats, a 21.1% LF, is above my break even point if I owned my planes, and should be above it even with leases at a LF under 30. A route 20% longer than my nominal range, with 25% LF, is almost right on the owned break even point. A route double the length of my nominal max range only needs about 60% LF, 9 seats sold, to break even. The 11 or 12 seat, 6:30 round trip flights might even reach break even if they're full.
Not sure how staff costs in the Phillipines compare to the US, but even if the US costs are 4 times as much, I'd be looking at 120k/plane/month for staff, 60k for the rest, so 180k/month/plane, about $350/hr. Which all my 100 RI routes are comfortably beating.
It's now easy to make money with small planes.