Submitted by Maike Costa (maiksebas@gmail.com) on 2016-04-25T13:32:58Z
No. of bitstreams: 1
arquivo total.pdf: 4525999 bytes, checksum: 439ef786ba011b8d141d0b5a92537aa3 (MD5) / Made available in DSpace on 2016-04-25T13:32:58Z (GMT). No. of bitstreams: 1
arquivo total.pdf: 4525999 bytes, checksum: 439ef786ba011b8d141d0b5a92537aa3 (MD5)
Previous issue date: 2015-05-28 / The airlines that operate regular
ights de ne in advance the airports to be operated
and the landing and takeo schedule of its aircraft. This scheduling is likely to su er
interruptions causing nancial losses due to delays and/or cancellations of
ights. In
these situations, the airlines usually use the experience of their professionals and seek to
minimize the impacts by relocating the aircraft, crew and then passengers. There is no
guarantee that such method will lead to good results from an economic point of view, especially
in periods of high demands of passengers. Due to this di culty, several authors
have studied the Airline Recovery Problem using di erent optimization techniques. This
problem is basically composed of three sub-problems: Aircraft Recovery Problem (ARP),
Crew Recovery Problem (CRP) and Passenger Recovery Problem (PRP). In order to de-
ne the new least-cost aircraft scheduling of a Brazilian airline (in operation interruption
situations) due to delays and/or cancellations of
ights, this research presents an ARP solution
proposal starting from the representation of
ights through a network time-space and
mathematical modeling analogous to the minimum cost
ow problem. To analyze the ARP,
data was used from a Brazilian airline for building the time-space networks with bands of
30, 20 and 15 minutes, and 100 instances were utilized to simulate the unavailability of
up to 3 aircraft on di erent nodes of such networks. The solutions based on these bands
were solved via Integer Linear Programming and with average improvements of 38.24%,
40.44% and 41.15%, respectively, with respect to the trivial solutions. The band of 15 min
was more appropriate because it provided a more realistic analysis of takeo s and landings
events and resulted in a greater di erence, on average, between the optimal solutions and
the trivial ones. Other 95 instances were tested for a time-space network with 15 min band
and a spare aircraft located at the busiest airport. In this case the results were 38.68%
better than the situation without a spare aircraft, but it was not conclusive because an economic
feasibility analysis on the acquisition and deployment of a new aircraft in the
eet
must be performed. / As companhias a ereas de voos regulares possuem previamente de nidos os aeroportos
que ser~ao operados, os dias e os hor arios de pouso e decolagem das suas aeronaves. E
poss vel que essa programa c~ao sofra interrup c~oes e causem preju zos nanceiros devido aos
atrasos e/ou cancelamentos dos voos. Nessas situa c~oes, normalmente as companhias a ereas
usam a experi^encia dos seus pro ssionais e procuram minimizar os impactos realocando
as aeronaves, tripulantes e em seguida os passageiros. N~ao h a garantia que esse m etodo
retorne um bom resultado do ponto de vista econ^omico, sobretudo em per odos de grande
demanda por passageiros. Mediante essa di culdade, diversos autores t^em estudado o
Airline Recovery Problem empregando diferentes t ecnicas de otimiza c~ao. Esse problema
e composto basicamente por tr^es subproblemas: Aircraft Recovery Problem (ARP), Crew
Recovery Problem (CRP) e Passenger Recovery Problem (PRP). Como forma de de nir o
novo sequenciamento das aeronaves de uma companhia a erea brasileira que, em situa c~oes
de interrup c~oes das opera c~oes, resulte no menor custo devido aos atrasos e/ou cancelamentos
dos voos, esta pesquisa apresenta uma proposta de solu c~ao do ARP a partir da
representa c~ao dos voos por uma rede tempo-espa co e modelagem matem atica an aloga ao
problema do
uxo de custo m nimo. Para a an alise do ARP, foram utilizados dados de
uma companhia a erea brasileira para a constru c~ao das redes tempo-espa co com bandas
de 30, 20 e 15 minutos e empregadas 100 inst^ancias que simularam a indisponibilidade de
at e 3 aeronaves em diferentes n os dessas redes. As solu c~oes baseadas nessas bandas foram
resolvidas via Programa c~ao Linear Inteira e apresentaram resultados m edios, respectivamente,
38; 24%; 40; 44% e 41; 15% melhores do que as solu c~oes triviais. A banda de 15
min mostrou-se mais adequada porque possibilitou uma an alise mais realista dos eventos
de pousos e decolagens e resultou numa diferen ca m edia maior entre as solu c~oes otimas e
as triviais. Outras 95 inst^ancias foram testadas para uma rede tempo-espa co com banda
de 15 min e aeronave reserva localizada no aeroporto de maior movimento. O resultado
foi 38; 68% melhor do que a situa c~ao sem aeronave reserva, mas n~ao conclusivo por ser
necess aria uma an alise de viabilidade econ^omica sobre a aquisi c~ao e disponibiliza c~ao de
uma nova aeronave na frota.
| Identifer | oai:union.ndltd.org:IBICT/oai:tede.biblioteca.ufpb.br:tede/8151 |
| Date | 28 May 2015 |
| Creators | Dias, Glend Kleiser Gouveia |
| Contributors | Subramanian, Anand, Cabral, Lucídio dos Anjos Formiga |
| Publisher | Universidade Federal da Paraíba, Programa de Pós-Graduação em Engenharia de Produção, UFPB, Brasil, Engenharia de Produção |
| Source Sets | IBICT Brazilian ETDs |
| Language | Portuguese |
| Detected Language | English |
| Type | info:eu-repo/semantics/publishedVersion, info:eu-repo/semantics/masterThesis |
| Format | application/pdf |
| Source | reponame:Biblioteca Digital de Teses e Dissertações da UFPB, instname:Universidade Federal da Paraíba, instacron:UFPB |
| Rights | info:eu-repo/semantics/openAccess |
| Relation | -7829092827138436175, 600, 600, 600, -2166229310001672562, 2551182063231974631 |
Page generated in 0.0036 seconds