Travel$ense User's Guide (PDF, 139 MB) - NBAA

TRAVEL$ENSEconsiderations, subsequent meeting times for a trip flown via scheduled airlinemay need to be rescheduled at later times.Depending on the airline schedules for the city pairs chosen, the follow-ontime-on-site goals will be met, but may require additional time on the road. Theschedules generated will allow the passengers to accomplish the mission byinvoking cascading overnights – in effect, extending the trip length in order tosuccessfully complete the trip time-on-site goals.This is less a limitation of Travel$ense as it is a practical reality the programconsiders. Travel$ense has placed a priority on meeting the first time-on-siterequirement. Consequently, subsequent meetings are keyed to – and fallsubsequent to, as airline schedules permit – the first meeting schedule.Non-employee PassengersIn Travel$ense, all passengers are assumed to be company employees. Obviously,for many companies, company aircraft passengers may be company customersor guests. At this time the program cannot yet handle customers or guest trips.Non-employee passengers can be entered and counted as unpaid (salary $0 or1) or minimally paid. Travel$ense has been designed specifically to analyze thevalue of company employee travel.Airline FlightsDirect airline flights are accounted for differently than other airline flights types.The vast majority of flights obtained by Travel$ense will involve one or morenon-stop flights. Direct flights typically provide longer-than-necessary stopoversat a hub airport and rarely are available between two non-hub cities. Sincereservation systems do not efficiently provide flight information on enroutestops on a single flight number in flight availability and pricing screens,Travel$ense does not have this information. An individual request would berequired with two or more screens of information for each and every suchflight to obtain enroute stop information.Consequently, direct airline flights may be slightly over-valued, in that groundtime is not removed and additional leg dead time is not added for enroutestops. However, ground time that allows the passenger to work relativelyundisturbed certainly has more potential productivity than ground timeinvolved in changing flights. With airline productivity substantially below 100percent typically, the effect of this assumption is very minor on the results. Inkeeping with the design philosophy of Travel$ense, the very small effect of thisassumption always would be to the benefit of the airline option, thus ensuringthat the results for using business aircraft are not at all over-stated.Business Aircraft ETE189Copyright © 1999, National Business Aviation Association, Inc.