$1.$ What are the variable costs for the decision to send one more person aboard a charter flight that is already $80$ percent booked?$3.$ Identify the indirect fixed costs of the charter service for a particular one of many such charters this month$\mathrm{.}4.$ If one were trying to decide whether to operate $($fly$)$ or not fly an unscheduled round$-$trip charter flight, what would be the total direct fixed costs and variable costs of the flight?$5.$Charter contracts are negotiable, and charter carriers receive many contract offers that do not promise $$300$ prices or $80-$percent$-$full planes. Should the airline accept a charter flight proposal from a group that offers to guarantee the sale of $90$ seats at $$250?$ Why or why not?$6.$What are the total contributions of the charter flight with $90$ seats at $$250$ per seat?$8.$What is the segment$-$level contribution of a separate group that is willing to join the $90-$seat$-$at$-$$$250-$per$-$seat charter on the same plane and same departure but only wishes to pay $$50$ per seat for $10$ seats?$$

Firm$-$specific demand in the scheduled airline industry is segmented by customer class and is highly uncertain so that an order may not lead to realized revenue and a unit sale. Airlines respond to this dynamic, highly competitive environment by tracking reservations at preannounced fares and reassigning capacity to the various market segments $("$buckets$")$ as business travelers, vacationers, and convention groups book the flights above or below expected levels several days and even weeks before scheduled departure. This systems management process combining marketing, operations, and finance is referred to as revenue management or yield management.

The charter airline business, on the other hand, is much less complicated because capacity requirements are known far in advance, and all confirmed orders lead to realized revenue. We consider the following three decisions for a charter airline:

$(1)$the entry$/$exit break$-$even decision,

$(2)$the operate$/$shut down decision to fly$/$not fly a charter that has been proposed, and

$(3)$the output decision as to how many incremental seats to sell if the airline decides to operate the charter flight.

Suppose the following costs for a $10-$hour round$-$trip flight apply to the time frame and expenses of an unscheduled $5-$hour charter flight from Baltimore to Las Vegas $($and return the next day$)$ on a seven$-$year$-$old Boeing $737-800$ with $120$ occupied seats.$*$ Some costs listed in the table have been aggregated up to the flight level from a seat$-$level decision where they are incurred. Others have been allocated down to the flight level from an entry$/$exit or maintain$-$ownership

Suppose the following costs for a $10-$hour round$-$trip flight apply to the time frame and expenses of an unscheduled $5-$hour charter flight from Baltimore to $L$ Vegas $($and return the next day$)$ on a seven$-$year$-$old Boeing $737-800$ with $120$ occupied seats.$*$ Some costs listed in the table have been aggregated up to the flight level from a seat$-$level decision where they are incurred. Others have been allocated down to the flight level from an entry$/$exit or maintain$-$ownership company$-$level decision. Still other costs vary with the go$/$no go flight$-$level decision itself. Your job is to analyze each cost item and figure out the "behavior of cost$"-$that is$,$ with which decision each cost varies.

Fuel and landing fees

Quarterly airframe maintenance re: FAA certificate

Unscheduled engine maintenance per $10$ flight hours

$$5,200$

$1,000$

$1,200$

Pro rata time depreciation for seventh year of airframe $7,200$

Flight pay for pilots per round$-$trip flight

Long$-$term hangar facility lease

Annual aircraft engine operating lease

Base salaries of headquarters personnel

Food service with seat$-$by$-$seat purchase and JIT delivery at each departure

Airport ground crew baggage handling for two flight arrivals

$4,200$

$6,600$

$7,100$

$2,000$

$2,400$

$450$