mastacheifa118

72M DOP, 50 idle aircraft with 117 on order, and hubs in Oakland, San Jose, Burbank-Hollywood, Santa Ana, Indianapolis, and LaGuardia. It's essentially a sandbox as of right now, and I need help setting up routes when I'm away.

Yeah, this could be a big one.

Physical traffic restrictions at airports

The average airliner uses roughly 1 minute for its takeoff roll. Add another 9 minutes for wake turbulence to disperse, and add on another 5 minutes due to other factors (weather, someone spilling the coffee all over ATC, late passengers, etc) and we get 672 departures/week. However, landings take much longer, so we can use the rather conservative rate of 1 arrival/departure every 15 minutes, which means the maximum amount of flights that a single airline can operate to an airport with 1 runway per week would be 336. 

Why have independent restrictions for all airlines?

http://www.airline-e.../8161-atnt71eb/

Any more questions needed?

Passenger movement at connecting airports should also be limited, unless we are willing to accept that thousands (or millions) of passengers can disembark an aircraft, run through the terminal, which is many times past full capacity, due to the spam-like nature of some airlines, and board their connecting flight, without completely destroying the airport in a massive stampede that never ceases due to the constant flights.

Of course, 336 flight cycles/week is more than enough for most airlines, it would at least somewhat restrict the most extreme spamlines from earning a boatload of money from 30 mile hops. This is where the next set of restrictions would come in:

Maintenance rates grow exponentially with use

Let's all face it: an aircraft that flies for 19 hours in a 20 hour day would break down incredibly quickly. The maintenance costs of an aircraft should be based both on aircraft age but also aircraft usage. An airline that operates planes for 10 hours a day would be rewarded with lower maintenance costs than the airline that runs its planes for 19.98 hours a day.

The number of mechanics an airline has should also affect maintenance costs, but this should be generally conservative except for 2 cases:

-Aircraft are running over 18 hours a day 

-Mechanic reserves are under 10%

Simply put, a mechanic cannot service hundreds of aircraft a day. And yes I know that mechanic numbers rise as your airline gets larger, but we have to be somewhat realistic here.

Why in god's name does my profile have over 20K views? Am I being botted or something?

7-10 minute days, 1960-2030? Starting cash $35 million, and new aircraft are on the used aircraft market 8-24 months after first production?

Mine is clearly the Boeing 757-200/-300, with a generous max range and capacity while still being small enough to operate to smaller airports, and being cheaper than widebodies and some narrowbodies. Nothing really comes close to replacing it until the 737-900ER or the A321NEO, both of which lack the capacity of the 757.