How much is a middle aged Airbus narrowbody worth
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How much is a middle aged Airbus narrowbody worth
More in pieces than at an airline.
According to an article in Flight International(can't find a link).....
15 to 19 year old A319's and A320's are worth far more parted out than being leased.
According to an article in Flight International(can't find a link).....
15 to 19 year old A319's and A320's are worth far more parted out than being leased.
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The new aircraft of the type generally have the advantage of weight, current customer wants such as personal device supports, fuel efficiencies and other wants and needs over the older siblings.
This is desirable to many airlines as it both attracts customers and reduces costs such as fuel burn.
The older aircraft to the owner at a certain time start to cost the owner more in maintenance and customer upgrades and efficiency upgrades such as engines, this to gain a lower lease return than a new aircraft. So at a stage and that will depend on improvements and markets, many older aircraft get sold to countries/airlines than are a high risk to lease aircraft to often as a low price but cash up front.
Now is where the real money can be made with remaining older types with expensive components or checks due - part them out.
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It's a little naïve the way the thread is proposed...
It's known that happen with all artifacts made on industrial lines: airplanes, cars, boats, freezers, vacuum-cleaners or laptops.
Re-produce a good with spare-parts is much more expensive than the original line-made.
And the same with human beings.
How much costs a "lost life" in terms of an insurance company (or a court) and how much some "spare-part" like a compatible kidney (being black or legal market)???
It's known that happen with all artifacts made on industrial lines: airplanes, cars, boats, freezers, vacuum-cleaners or laptops.
Re-produce a good with spare-parts is much more expensive than the original line-made.
And the same with human beings.
How much costs a "lost life" in terms of an insurance company (or a court) and how much some "spare-part" like a compatible kidney (being black or legal market)???
A friends daughter worked for a number of years for an aircraft salvage company here in the U.K.
She recently left the company due to the massive increase in work load she experienced.
Breaking commercial aircraft is very big business.
She recently left the company due to the massive increase in work load she experienced.
Breaking commercial aircraft is very big business.
At around 15 years old an A320 won't have much useful life left in it for passenger operators and there is no afterlife as a freighter like there is for the B767/757.
Fuel burn will be well above the current sharklet and neo versions, and dispatch reliability heads down hill which isn't acceptable to low cost operators with tight scheduling.
This basically limits options to parting it out or selling it to an airline in the Congo who keep flying it until it crashes into a village at the end of the runway whilst taking off grossly overloaded.
Fuel burn will be well above the current sharklet and neo versions, and dispatch reliability heads down hill which isn't acceptable to low cost operators with tight scheduling.
This basically limits options to parting it out or selling it to an airline in the Congo who keep flying it until it crashes into a village at the end of the runway whilst taking off grossly overloaded.
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Aircraft that age are often worth more in spare parts than as a whole aircraft. This says more about what spare parts cost than what a second hand aircraft costs..
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Can we delete the above time wasting person from the forum now mods?
Lufthansa has around 50 airbus narrow bodies over 20 years old, with Swiss and other group companies probably operating another 50. So it is not correct to say that after ten years they are basically only worth parting out. What makes a great deal of difference is how they have been maintained. Dodgy third world leases with questionable maintenance records are what destroy value. Operated and maintained properly, then 25 years and more is a realistic life for such an aircraft.
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I dont know about the A320 but until we get the 737 Max next spring , there is no difference with regards to the fuel efficiency of the new -800 we have and the 15 year old I flew this week.
So for the BossMan it is worth more as he has already payed it of several times, engines are new and if he keeps it until just before it pulls an AlohaAirlines it is a pure cash cow.
I do not know how C and D checks effects the money game, but the cow hide seats and yellow plastic is indestructible, so is the loo.
Now I got curios, need to check into this.
The trick I have heard is to keep them in the air with pax to destination.
Even an old Norseman has value , when well maintained , Ask any Canadian.
Here comes my wife, I shall ask her.
Regards
Cpt B
So for the BossMan it is worth more as he has already payed it of several times, engines are new and if he keeps it until just before it pulls an AlohaAirlines it is a pure cash cow.
I do not know how C and D checks effects the money game, but the cow hide seats and yellow plastic is indestructible, so is the loo.
Now I got curios, need to check into this.
The trick I have heard is to keep them in the air with pax to destination.
Even an old Norseman has value , when well maintained , Ask any Canadian.
Here comes my wife, I shall ask her.
Regards
Cpt B
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The airframe on the 737 is designed to be a high-cycle, low-maintenance airframe, while the A320 comes from the factory with a lower design goal. The Airbus supplementary goals, while still falling short the out-of-the-tin 737 DSO, can be extended (ESG I, ESG II), but these programmes come with extra cost and more time out of service for the added maintenance required to achieve the extended life goals.
Even with the Airbus ESG extension, the 737 still remains a longer lived aircraft - and thus worth more money in the secondary market. In addition, maintenance costs on the 737 are much lower than its European cousin, and those costs will only increase over the life of either aircraft.
All the above said and generally known, the higher maintenance costs and lower life limits have not hindered the popularity of the Airbus narrow body, with a great majority of the world's airlines saying 'yes' to Mr. Leahy over the past decades.
Even with the Airbus ESG extension, the 737 still remains a longer lived aircraft - and thus worth more money in the secondary market. In addition, maintenance costs on the 737 are much lower than its European cousin, and those costs will only increase over the life of either aircraft.
All the above said and generally known, the higher maintenance costs and lower life limits have not hindered the popularity of the Airbus narrow body, with a great majority of the world's airlines saying 'yes' to Mr. Leahy over the past decades.
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