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An Examination of the Time of Arrival Metric 91 New Engine and Derivative Engine TOA Based on our analysis, we revised the TOA formulation, as shown in Table A.3. Source Model Residual Total Sum of Squares 17.11 3.58 20.69 Degrees of Freedom 4 100 104 Mean Square 4.28 0.04 0.20 95% Confidence Interval Table A.3 Revised TOA Formulation Standard t- lnnewTOA Coefficient Error statistic P>|t| lnritf lndrywt fan fanxrit _cons 3.37 0.41 8.19 –0.15 0.03 –5.89 13.36 3.44 3.89 –1.76 0.46 –3.84 –19.66 3.04 –6.47 0.000 0.000 0.000 0.000 0.000 2.55 –0.20 6.54 –2.67 –25.68 4.19 –0.10 20.18 –0.85 –13.63 Number of observations = 105 F statistic (4, 100) = 119.54 Probability > F = 0.0000 R-squared = 0.83 Adjusted R-squared = 0.82 RMSE = 0.18918 The variables in Table A.3 are as follows: • lnnewTOA is the log of newTOA • lnritf is the log of the turbine rotor inlet temperature in degrees F • lndrywt is the log of the dry weight of the engine in pounds • fan is the binary term in which 1= turbofan and 0 = turbojet • fanxrit is the cross term between fan x lnritf. The lnopr term does not appear in this revised formulation because it was correlated too strongly with lndrywt. This new formulation does not have the same heteroscedatic problem as the one shown inPDF Image | Military Jet Engine Acquisition Technology Basics and Cost-Estimating Methodology
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