Aircraft Valuations and Market Lease Rates

[Palumboism]

For Anyone interested in what the Airlines are paying for commercial airplanes.

The below list contains estimated current market value (in USD) based on the oldest to newest airframes, along with sample monthly lease rates based also based on oldest to newest airframes for many common models.

Pax
A319 – $5.0 - 37.0M, $70-280,000
A320 – $2.0 - 45.0M, $50-330,000
A321 – $10.4 - 53.0M, $115-385,000
A330-200 – $16.0 - 90.0M, $190-680,000
A330-300 - $12.0 - 102.5M, $150-750,000
A350-900 - $112.0 - 149.0M, $920-1,135,000
A380 - $70.0 - 230.0M, $540-1,750,000
B737-700 - $6.5 - 39.0M, $100-245,000
B737-800 - $10.2 - 48.0M, $120-350,000
B737-900ER - $19.5 - 48.9M, $250-365,000
B747-8i - $177.0 - 160M, $640-1,250,000
B757-200 – $2.2 – 13.0M, $60-150,000
B767-300ER – $3.6 – 40.0M, $90-350,000
B777-200ER – $13.8 – 56.5M, $200-545,000
B777-300ER – $59.0 – 161.5M, $500-1,400,000
B787-9 - $105.0 - 142.0M, $780-1,150,000
CRJ700 – $6.7 – 15.4M, $70-190,000
CRJ900 - $7.4 – 25.0M, $90-210,000
Q400 – $7.0 – 21.5M, $60-190,000
EMB175 – $10.8 – 28.3M, $115-235,000
EMB190 – $11.9 – 35.0M, $155-280,000
ATR-72 – $4.7 – 21.0M, $60-180,000

A320NEO - $50M, $285-360,000
A321NEO - $58M, $340-410,000
737MAX8 - $52M, $310-370,000
737MAX9 - $54M, $320-385,000

The information is derived from actual transactions along with market valuation estimates and is current as of April 2018.

Sources: IBA/ISTAT

[Palumboism]

A340-600 $8.0 - 17.3M, $225-325,000
B737-300 $1.0 - 2.7M, $40-65,000
B747-400 $3.5 - 12.6M, $110-225,000
B787-8 $73.0 - 123.0M, $675-1,000.000
CRJ200 $1.0-2.4M, $25-45,000



Delta just retired their entire fleet of 747-400's.  Pan Am was the launch customer back in 1969 for the 747. 

[Coach is Back!]

For Anyone interested in what the Airlines are paying for commercial airplanes.

The below list contains estimated current market value (in USD) based on the oldest to newest airframes, along with sample monthly lease rates based also based on oldest to newest airframes for many common models.

Pax
A319 – $5.0 - 37.0M, $70-280,000
A320 – $2.0 - 45.0M, $50-330,000
A321 – $10.4 - 53.0M, $115-385,000
A330-200 – $16.0 - 90.0M, $190-680,000
A330-300 - $12.0 - 102.5M, $150-750,000
A350-900 - $112.0 - 149.0M, $920-1,135,000
A380 - $70.0 - 230.0M, $540-1,750,000
B737-700 - $6.5 - 39.0M, $100-245,000
B737-800 - $10.2 - 48.0M, $120-350,000
B737-900ER - $19.5 - 48.9M, $250-365,000
B747-8i - $177.0 - 160M, $640-1,250,000
B757-200 – $2.2 – 13.0M, $60-150,000
B767-300ER – $3.6 – 40.0M, $90-350,000
B777-200ER – $13.8 – 56.5M, $200-545,000
B777-300ER – $59.0 – 161.5M, $500-1,400,000
B787-9 - $105.0 - 142.0M, $780-1,150,000
CRJ700 – $6.7 – 15.4M, $70-190,000
CRJ900 - $7.4 – 25.0M, $90-210,000
Q400 – $7.0 – 21.5M, $60-190,000
EMB175 – $10.8 – 28.3M, $115-235,000
EMB190 – $11.9 – 35.0M, $155-280,000
ATR-72 – $4.7 – 21.0M, $60-180,000

A320NEO - $50M, $285-360,000
A321NEO - $58M, $340-410,000
737MAX8 - $52M, $310-370,000
737MAX9 - $54M, $320-385,000

These are based on actual transaction prices and actual lease rates.

I’m poor so I only follow at the bottom quarter of that list.

[Skylge]

As with cars and yachts, buying second hand can save a lot of money....

[Palumboism]

As with cars and yachts, buying second hand can save a lot of money....

Cars and yachts don't have D checks; Airplanes do.  Aircraft maintenance is a totally different ball game from car and boat maintenance.  It creates some very interesting resale values for aircraft.  

You can stick a fork in the 747 and A380 because nobody wants a used one.  It's just too difficult to fill 500+ seats and even the Arabs are learning this the hard way.  

Delta held on to their MD-88's too long and the price of replacement parts has gone way up.  I think these planes are just worth the scrap value of the aluminum now.

[Mr Anabolic]

Delta just retired their entire fleet of 747-400's.  Pan Am was the launch customer back in 1969 for the 747. 

The first flight I took was on a Pan Am 747 back when I was a kid.  747's were used on transcon route back then.  The 747 had range, but cost a lot to operate, even back then.  The DC-10 more or less took it's place, but that plane had too many mechanical failures and passenger carriers stopped using them.  My fav was the L-1011, but they're gone too. 

[Palumboism]

A mint condition A340-600 for only $17.6 million.

That's 7,550 nmi range with 320 passengers for only $17.6 million.

[Palumboism]

The first flight I took was on a Pan Am 747 back when I was a kid.  747's were used on transcon route back then.  The 747 had range, but cost a lot to operate, even back then.  The DC-10 more or less took it's place, but that plane had too many mechanical failures and passenger carriers stopped using them.  My fav was the L-1011, but they're gone too. 

Back then, only the 747 had transcontinental rage. Now all the twin isle, twin engine airplanes have more than enough range.  From the moment the 777 launched back in 1995, a four engine jet became unnecessary.  Boeing and Airbus didn't want to believe this was the case and went on to develop the 747-8 and A380.  They both see the errors in their ways now.  The A340 came out before the 777 and was a compromised design that never sold well.  Basically a stretched A330 with four engines.

Pan Am revolutionized air transport, but were not cost effective enough to survive deregulation.  In the end they were licensing their name to Micky Mouse airlines with turbo props.  There are a number of large European airlines that are in danger of going under.  Air France is one of them.

[illuminati]

Back then, only the 747 had transcontinental rage. Now all the twin isle, twin engine airplanes have more than enough range.  From the moment the 777 launched back in 1995, a four engine jet became unnecessary.  Boeing and Airbus didn't want to believe this was the case and went on to develop the 747-8 and A380.  They both see the errors in their ways now.  The A340 came out before the 777 and was a compromised design that never sold well.  Basically a stretched A330 with four engines.

Pan Am revolutionized air transport, but were not cost effective enough to survive deregulation.  In the end they were licensing their name to Micky Mouse airlines with turbo props.  There are a number of large European airlines that are in danger of going under.  Air France is one of them.

I know very little about airplanes & there value
Though this is an interesting thread.

[ratherbebig]

what ever happend to that thread where getbiggers posted pictures of their private jets 

[tres_taco_combo]

For Anyone interested in what the Airlines are paying for commercial airplanes.


737MAX8 - $52M, $310-370,000
737MAX9 - $54M, $320-385,000

The information is derived from actual transactions along with market valuation estimates and is current as of April 2018.

Sources: IBA/ISTAT

I love a the BBJ 737 - so sleek

[Coffeed]

Are you suggesting we take this information and turn it into an e-book on how to flip Aircraft then market it on Facebook and Instagram?

[Palumboism]

Are you suggesting we take this information and turn it into an e-book on how to flip Aircraft then market it on Facebook and Instagram?

I was hoping to start a Getbig airline and aircraft leasing business.  Flipping aircraft on Instagram would just be a side business. 

[Griffith]

I don't know if this is correct, but I have read that demand for the Airbus A380 is lower than expected and further production could be cancelled.

Are many airlines still favouring the 747-400 instead?

[kreator]

I don't know if this is correct, but I have read that demand for the Airbus A380 is lower than expected and further production could be cancelled.

Are many airlines still favouring the 747-400 instead?

I've flown maybe 10 times in my life and usually it was on a smaller plane like the 737. Last year i flew to Hongkong and as I was waiting at Dubai's airport to board the plane i was sursprised by the number of people waiting in the same area. I thought we were boarding different planes but then i decided to walk up to the window and look outside ( it was dark) and saw the A380. The moment i stepped into the plane I felt safer. I know the size doens't matter when you fall from the sky and hit the ground but anyway the sheer space inside that plane made me feel less anxcious than when i was inside a smaller aircraft.

[denarii]

B757-200 – $2.2 – 13.0M, $60-150,000

Donald has a 1991 757. Is it only worth about five million? It was produced 81-04. 

[Palumboism]

B757-200 – $2.2 – 13.0M, $60-150,000

Donald has a 1991 757. Is it only worth about five million? It was produced 81-04. 

These airplanes are configured to an airline spec.  His airplane is modified to be a private jet, but this is how he made it.  He bought a used airliner at a low price and had a company convert it to a private jet.  757 used to sell for more, but their resale value has plummeted.  Almost all these aircraft have a ton of cycles on the frame.

Regarding the used CRJ 200's you can get for a one or two million, these are based on a well selling private jet to begin with, the Challenger 650, which are over $30 million new.  I'm surprised more people aren't snapping these up and doing a cheap conversion to a private jet. 

[Palumboism]

I don't know if this is correct, but I have read that demand for the Airbus A380 is lower than expected and further production could be cancelled.

Are many airlines still favouring the 747-400 instead?

Airlines are favoring neither; They want 787's or A350's for twin isle jets.  Even the A330 neo is struggling to pick up orders. 

Airbus has new management at the company and it's expected they will cancel the A380.  The 747 has ceased producing passenger airplanes and is only making cargo.  UPS likes the 747 cargo airplane and recently placed a large order, but I suspect the 747's days are numbered too.

[denarii]

what was the A380 problem? I thought it was supposed to be ideal for the main hub to hub flights. The long range smaller planes doing more direct to direct?

[sync pulse]

I believe another factor in this are the cumulative effects of microscopic fractures in the monocoque structure.

This effectively limits service life of an aircraft subject to pressurization.


Classic cars have a similar situation...Ones with body on frames are much easier to restore to road worthiness...

With unitized/monocoque construction all the strength is in the shell and so the restoring a severely diminished car (rust, collision damage)  involves almost re-manufacturing the thing.

[Palumboism]

I believe another factor in this are the cumulative effects of microscopic fractures in the monocoque structure.

This effectively limits service life of an aircraft subject to pressurization.


Classic cars have a similar situation...Ones with body on frames are much easier to restore to road worthiness...

With unitized/monocoque construction all the strength is in the shell and so the restoring a severely diminished car (rust, collision damage)  involves almost re-manufacturing the thing.

Yes, Aircraft fuselages have a limit to the number of cycles they can have.  One takeoff and landing is counted as a cycle.  It is about the small fractures that develop in the aluminum skin around the rivet holes over time and it's the pressurization and depressurization that causes this.  An aircraft manufacturer certifies the air frame for a number of cycles and specifies how often inspections need to occur.  Passengers can feel safe knowing that all aircraft must comply to these FAA regulations.

[denarii]

did you see the video of the russian bomber breaking up on landing in -30 degrees C?

[Palumboism]

what was the A380 problem? I thought it was supposed to be ideal for the main hub to hub flights. The long range smaller planes doing more direct to direct?

The A380 was supposed to be "Ideal for the main hub to hub flights".  This is what happens when aircraft manufacturers design aircraft based upon what they want and not what the customer wants.  This was such a big and obvious mistake it's comical.  What's even more comical is Boeing was developing the 787 near the same time as the A380.  One was a home run that changed the wide body market, the other was a white elephant.    Airbus has stated they will wait to see what Boeing does first on the next middle of the market airplane and then design their own.  It seems like a wide decision, but it shows who's leading and who's following. 

From a passenger perspective, they love the A380, but from the airlines perspective the A380 makes no financial sense.  You have to be able to fill 500 seats on every flight to make it work.  The American Airlines have never owned a single A380 and for good reason.  That plane could easily bankrupt an airline.

[denarii]

The A380 was supposed to be "Ideal for the main hub to hub flights".  This is what happens when aircraft manufacturers design aircraft based upon what they want and not what the customer wants.  This was such a big and obvious mistake it's comical.  What's even more comical is Boeing was developing the 787 near the same time as the A380.  One was a home run that changed the wide body market, the other was a white elephant.    Airbus has stated they will wait to see what Boeing does first on the next middle of the market airplane and then design their own.  It seems like a wide decision, but it shows who's leading and who's following. 

From a passenger perspective, they love the A380, but from the airlines perspective the A380 makes no financial sense.  You have to be able to fill 500 seats on every flight to make it work.  The American Airlines have never owned a single A380 and for good reason.  That plane could easily bankrupt an airline.

yeah I flew it to dubai thought it was great if blandly decorated

[jr]