> I've seen 767s down at around the $15m level; and
> some older B747-200s at a couple of million (again,
> these are aircraft which are due C checks). 747-
> 400s are going for well under $50m (less than 1/3 of
> list price of a new one) and a -300 you could
> probably pick up for between $10 and $20m if you
> wait a bit.
I have seen B767-200s for 13-20M with JT9's Some 747-200s have been as low 4-5M but not worth the money. Cost more to get them up to spec. The lowest I have seen for a 747-400 were the former MH ones prior to Boeing getting them. They were combi's rumored to go for $37M but most 744's have been around 50-60M if they are worth operating. The 300's are about what you have said.
>I'm very surprised that the C Checks on an MD80
>series are costing anywhere near $4 - 5m as you say,
>AC Vitale - when the Austrian Airlines aircraft were
>delivered to Safair, the checks costs just over $1m
>each for a D and a fair amount of work was required!
>With those sorts of figures, I'd assume that both
>engines are in need of a full overhaul.
While not privy to that transaction I was referring specifically to the Republic/NW aircraft. Additionally, I have seen several MD80s that have needed "additional" items, such as new interiors (Around $300K +) and avionics upgrades (around 800K-1.4M) Flight recorder updates (200K+) wiring replacement and insulation replacement (600K-1.3M) and more. The "c-d checked overhauled engines coming out of some out stations as clean have failed on bore - scope testing and hot sections have needed to be pulled and redone after acceptance when the PMI's refused them for some startup carriers. In short. One needs to be very careful when buying used "values" as they are not often what they claim to be. Often the deal on a plane is no deal at all.
Another item. I have numerous time been given a price and condition for a plane then found the title clouded, the check non existant and other discreprancies. (IE - An ex-Alaska B737-300 was for sale with clear title and fresh D check by an Asian operation. It was neither clear title as monies were still owed to AS and had such a maint. nightmare the maint would have run more then the plane was worth to get to FAA specs and with clear traceable parts history)
>I also think that your prices for the MD83s are way on >the high side, bearing in mind the market overhang
>and current conditions.
I can only tell you.. You get what you pay for.. As the adeage goes "You can pay me now or pay me later" If the FAA/CAA/JAA grounds your carrier cause you bought crap, have incomplete records, etc and you are stuck reaccom booked pax, spending millions on getting up to spec and more that cheap plane is no longer a deal!
>Plus, what do you mean "roun out ... with current C
>check"? The definition of 'run out' is that it's due ?
>heavy maintenance - and therefore would be without
> a C check!
Actually, by run out I mean the condition. A fresh C or D does not mean a clean interior, configured galleys the way you want them. The right avionics and the right configuration. Heck you can buy a hanger queen cheap. I was specifically referring to that. I call them "dogs" and "hanger queens"
I have closed on 5 MD82s and 2 MD83s in recent months. How many have you bought. Mine are flying now with an un-named carrier. Serving well with a 98 and change operational reliability on aircarft aged 8-17 years old. Not a bad track record. I have seen those bargains bring op reliability down to 50-60% ranges hardly a deal in the end...
>Of course, the MD80s are marginally in compliance
>with Stage III and would not be acceptable without
>hushkits etc for Stage IV; which is also affecting their
I expect to see the MD80s flying for another 12-18 years in the US. The biggest hit in value is the realitively high cost (CASM) for operations with maint., fuel, and whatnot compared to B737NG, A320 and my fav B757. Of course the MD90 solves much of that as mentioned before.