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Rapid Change, Quick Change, Convertible Configurations in Vehicles, Aircraft and Logistics
When margins get tight, efficiency is key. Either in the airlines, fighting in the war or increasing the company and logistics assets.
The problem is that efficiency is often and at times very frustrating for the airline industry, it is literally a matter of survival. Take the “rapid change concept” for commercial aviation. A recent seminar in Dayton OH on the problems of rapid change revealed the inability to adapt such a concept to make the best use of resources. Obviously, we believe in efficiency.
Airmail has been around as long as commercial aviation has existed when “Commercial Aviation” was born in Wichita Kansas. Airplanes are a good tool for fast cargo transportation. The first multi-role aircraft that could move people and cargo and go from one to the other was the DC-10. We call it the convertible concept
Where the seats could be removed and then used for cargo. The DC-6C was also a convertible, but it wasn’t really a big hit. The DC-8 is also used for some convertible aircraft;
The DC-10 was created when American Airlines put out a bid for a plane that was as spacious as the 747, but could maneuver in tight areas and fly on older runways with less take-off space and needed to be in the air faster. AA also wanted a plane that could carry 250 people.
Both Lockheed and McDonald Douglas decided to accept the offer. Lockheed Aircraft was of course the L1011. L1011s have been sold almost as many times as DC-10s for passenger flights. Eastern, TWA, Delta bought and loved the L1011, as did the pilots and those who were scared after a few DC-10 accidents. Nevertheless, the US military bought 10 aircraft and used them to fly gas stations, military and cargo planes, and airlines bought 30 convertibles, and later, seeing that the aviation industry was cyclical, the military decided to offer incentives as airlines purchased DC-10s that could also be used as wartime cargo planes. This was great until one plane’s tailgate came off at altitude, causing all the passengers and the plane to crash.
In more recent times, many 727s and 737s were built as convertibles under the “quick change” theory, where the planes were used for passengers during the day and the seats for cargo at night, then back each day. This made it easier for airlines to charter planes at night. Sounds like a wonderful idea to save money, pay for planes and increase utilization. The exchange can be done in about 2-3 hours.
There were many combinations of them called “Combo-Aircraft”. Combined configurations, convertibles and quick-change aircraft. Some Europeans called them Rapid Change Aircraft. Rapid Change Aircraft used pallet seating, although it’s doubtful that the average passenger would see them sitting in one of the four seats per pallet, but that’s exactly what they were doing. Israel Aircraft Industries is still doing it with Jacob Netz. They use 737 SF. Some turbo props with regional airlines still do this with the C235, DHC 8 –100 and –300. Also C-17 and ATR 42/72. even the Russians have been doing this for a while with their Ukrainian Antonov 74. The newer Boeing 737-700 w/Cargo can quickly convert to a 149 passenger or 41,420 lbs. On eight pallets
The US Navy also has a few C-40 737-700s with the Quick Change configuration. One company that works with these airlines is Pemco, which seems to be one of the experts in the “QC-Quick Change” field. Problems naturally arise when another company operates the plane at night while another company that owns the plane flies people during the day.
The biggest problems involve planes that don’t reach their departure airport the next day due to weather. Problems with injuries during freight transport. Excessive wear and tear on the interior as the cargo would fly one way and then load the interior for the passengers and the other interior would stay at the other airport. Of course, when the interior is outside, it’s much easier to clean when you’re outside the plane without worrying about mold forming. Mold problems have been manipulated by class action lawyers lately, and when you’re replacing your interior in the middle of the night or on a dewy morning, expect some trouble.
Problems also arise when or if the aircraft is diverted to a third non-domestic airport due to weather. Meanwhile, the first flight the next morning is canceled, the schedule is messed up and people are upset, and picky consumers can’t take it because they have places to be and things to do. An airline in BK or under stress to pay on the plane may have no choice and have to operate this airlift program at night. It works better if it’s the same company, but many times there is no choice. Such quick fixes are usually ill-conceived and fail, but they work in the short term to get the airline over the hump in cyclical sector rotation. These periods of time, due to fuel costs and economic conditions, are lean years for airlines, which they must survive to make big bucks during the boom years. If you look at current fuel prices, we’re going to see bankruptcies in the airline sector anyway, and many haven’t fully recovered from the previous post-9-11 situations. Having a father involved in deregulation and an airline some 20 years after leaving the Air Force is more real than you can imagine.
In other countries, particularly China and Europe, the concept is much more widely accepted and is expected to help pay for aircraft while making their markets more cost-competitive for freight. If you remember Nippon Express, DHL wars and Federal Express. Some much larger aircraft are used there for this. BA has already experimented with this concept extensively and currently operates a few aircraft in this manner.
The US military has aircraft such as the C-17 that can carry 102 troops or be used as a hospital with 54 patients, three helicopters, three tanks or 40 airdrop containers. What we see is the need for multi-role mission aircraft. Some, like the KC-10, can carry people, cargo, or even fuel tanks, or some or all of each. It’s a perfectly smart way to manage logistics and complete missions without a huge number of hibernating aircraft sitting rotting in the desert. Many times components and modifications can be made possible by multiple airlines. Also, the idea of fighting fires using military aircraft such as the C-130 using systems such as AFFS-Modular Fire Fighting Systems is a great example of the need for convertible aircraft.
Now I want everyone to understand that this thought process is my example of my next point. My main point, of course, is that I believe we can do more with less, faster with the latest computerized decision matrix and real-time 4-D imaging, and respond to threats as quickly as they arise and fix problems before they take hold . studying needs and logistics flows and pre-signal interference. Kind of like stopping an implosive vortex in a hydroelectric plant, or turning off a switch sending a signal at the speed of light before the full signal starts, simply by using the disturbance caused by the event to pre-signal the need to shut down.
You can solve the world’s problems by observing flows and needs, staying efficient and adapting your crisis management strategy, and constantly improving your end-capability deployment model to meet mission objectives while being ready to seize opportunities when everything seems to fall apart. constant state. Chaos.
All military equipment, regardless of agency, should be multi-purpose whenever possible, regardless of the personal egos of any individual agency or the infighting between the Army, Navy, Air Force, Marines, Coast Guard, or others. Even the DEA, FBI, Border Patrol and now under Homeland Security should be streamlined to follow such a pattern of operation whenever possible.
Why? Because we have money left over for more R&D and afford more things needed to meet the additional and ever-increasing tasks of public safety. Why am I so inclined to this theory? Because I see it in business and because it works. Take Fed Ex as a perfect example, zero waste. The pilot will also load the container and the manager will also drive the delivery truck if necessary, so there is no wasted work.
We need to have warehouses in key locations and even in other countries with stored equipment. The Humvee, for example, is a universal tool. After use, it should be thoroughly cleaned and stored in storage. The vehicle must be completely universal, regardless of what will be attached. For example, the ELF antenna, the 50 Cal machine gun, the GPS system, anything that can be quickly installed and the connectors are the same for all agencies and universal. Plug and Play components always use the same adapters, such as PCMIA card slot, USB port, parallel port. Like a 110 V outlet in the house or a garden hose thread. Since the Department of Defense got smart and logistically looked at Wal-Mart Distribution for RFID chip answers, why not take it to the next step? Why waste efficiency? Economies of scale won World War II. Barcode and satellite ping GPS positioning will make it easy to know where a piece of equipment is at any time, anywhere in the world.
Control of every piece of equipment across the entire military can now be maintained, and when all components are the same, they can be used by any department, and when everything is standardized the Microsoft way, there are economies of scale, which means cost savings on contracts. It means universal systems, it means easier training and even privatized training. A person, regardless of agency department or position, can be trained to use certain types of equipment, mostly in the simulator department. For example, driving a truck, Humvee, SUV, generator, computer, etc. Then when he, she, or it needs to learn specific things that can be done according to local Navy, Air Force, Marine Corps, or Coast Guard protocols, you can do it departmentally. This means better fundamentals training and component specific training. Do you see?
The most excellent factor in this is basic life skills like driving, computers, truck driving which are important in civil forces. I like this idea because every year 50,000 to 250,000 leave the military and go into civilian life. Wouldn’t it be great to know that a more disciplined workforce could also get jobs faster, so better quality people could join our volunteer army. It could also end the unskilled labor problems complained about in places like AZ, NM, CA, GA, MS, LA, TN, FL and even CO. If you look at the globe and see the most likely future problems and the safest and most friendly trading partners, you can already see that we have bases and areas for such storage with adequate logistics infrastructure such as shipping, rail, extensive means of quickly deploying equipment without duplication for each squadron, battalion, division, team. Certain items are specialty, but most things just need a troop carrier, humvee, vehicle, etc. And they can get it faster and we can deliver the same number of units without having all the units or having to replace all the units.
Standstill service contracts can be issued to ensure everything is fully prepared. We may have to pay more for these services than previous prime contractors have offered to ensure it is done correctly and without hiccups, but in the end we will save billions and can reinvest our savings into the latest materials and R&D on the latest technologies. Delivery system, storage systems, standardization and commitment to collaboration are key. We can do this, and we could do it first with simple components and eventually with almost anything.
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