Back by request, here is an update on commercial aircraft valuations and market lease rates.

As prior post, 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

Freighter
A330F – $50.0 - 90.0M, $450-740,000
B744F – $12.0 - 32.0M, $200-350,000
B748F – $102.0 - 170.0M, $750-1,400,000
B763F – $22.5 - 65.0M, $240-480,000
B777F – $101.0 - 159.0M, $700-1,200,000


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

Sources: IBA/ISTAT

Once again thanks for the update. Seems consistent with previous years.

Thank you for posting.


Suppose the fast arrival of MAX/NEO frames will push down values of older frames same how the 737NG arrival pushed down values of 300/400/500 series.

Also will be interesting to see how the popularity of 787/350 will effect values of other older long range models be it 330/777 etc.

Yes the generational shift in models certainly must depress older types in the market once they arrive in sufficient quantities.

Also for curiosity any value on A340s? Just wondering what TN will get out of their frames once 787s arrive later this year. Suppose only scrap value.

mercure1 wrote:

Yes the generational shift in models certainly must depress older types in the market once they arrive in sufficient quantities.

Also for curiosity any value on A340s? Just wondering what TN will get out of their frames once 787s arrive later this year. Suppose only scrap value.

Well, A340s proved priceless for Virgin and their 787 gliders...

Thanks LAXintl! These lists are always interesting.

Any data on NEO/MAX?

-

mercure1 wrote:

Also for curiosity any value on A340s? Just wondering what TN will get out of their frames once 787s arrive later this year. Suppose only scrap value.

A340-300 - $3.6 - 14.5M, $110-275,000

With something like 30 frames stored, and 50+ scrapped doubt it has much value ultimately.

Matt6461 wrote:

Any data on NEO/MAX?

There is just some base valuation estimates. Not enough secondary transactions to establish market pricing. You really don't know what somethings value is until item is transacted. Give it another few quarters or maybe year.

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

Thank you!!!

I find the trends facinating.

LAXintl wrote:

-

mercure1 wrote:

Also for curiosity any value on A340s? Just wondering what TN will get out of their frames once 787s arrive later this year. Suppose only scrap value.

A340-300 - $3.6 - 14.5M, $110-275,000

With something like 30 frames stored, and 50+ scrapped doubt it has much value ultimately.

Matt6461 wrote:

Any data on NEO/MAX?

There is just some base valuation estimates. Not enough secondary transactions to establish market pricing. You really don't know what somethings value is until item is transacted. Give it another few quarters or maybe year.

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

Ahhh... So we wait. The NEOs (both engines) should be $15m more than a CEO at most. So if truely $10 million (I read and accept your caviats), airlines are taking most of the risk or are expecting PIPs.

I expect we will find out the NEO and MAX are selling for a few million less, but perhaps masked in upfront service fees?

Lightsaber

As always thank you very much for this data LAXintl. Do you have the values and lease rates for the following aircraft?


A340-500/-600
B737-300/-400/-500
B737-300F/-400F
B737-800F
B737-600
B747-400
B757-200F
B787-8
MD11F
MD82/-83/-88/-87
MD90
B717
CRJ200
Dash8Q200
EMB120
ERJ135/-145
ERJ170
ATR46/76
F70/-100
F50
DHC6
B1900

Would be great if you have those as well.


Cheers,

A388

A388 wrote:

As always thank you very much for this data LAXintl. Do you have the values and lease rates for the following aircraft?

Sorry don't have time to dig up all those models, though will tell you many you seek are either scrap value or not much more.

Here are a few never the less:

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

LAXintl wrote:

A340-300 - $3.6 - 14.5M, $110-275,000

With something like 30 frames stored, and 50+ scrapped doubt it has much value ultimately.

Merci. Suppose frames will end up in sitting in the rain in Tarbes.

Thanks again for this fascinating info! Very interesting.

Freighter
B744F – $12.0 - 32.0M, $200-350,000

B763F – $22.5 - 65.0M, $240-480,000

It looks like twins are signaling the end when 763Fs are worth more than 744Fs....

Lightsaber

lightsaber wrote:

Freighter
B744F – $12.0 - 32.0M, $200-350,000

B763F – $22.5 - 65.0M, $240-480,000

It looks like twins are signaling the end when 763Fs are worth more than 744Fs....

Lightsaber

Also, the 767 feed stock is generally drying up, with available frames likely claimed, even frames that common sense would otherwise have said could have been scrapped. That said, American is likely going to provide feed stock, but it's unlikely anyone else will...DL is holding onto its frames until end of life, and LATAM is likely going to get freighters from its own stock. Otherwise, it's new-build 767s.

I wonder how long those A330F values will remain up since it seems airlines are dumping them fast in favor of other models like 777F.

Speaking of freighters any idea on 737-800BCF since Boeing just sold a bunch?

Any yes thanks for posting. Always interesting to see the business numbers.

aemoreira1981 wrote:

lightsaber wrote:

Freighter
B744F – $12.0 - 32.0M, $200-350,000

B763F – $22.5 - 65.0M, $240-480,000

It looks like twins are signaling the end when 763Fs are worth more than 744Fs....

Lightsaber

Also, the 767 feed stock is generally drying up, with available frames likely claimed, even frames that common sense would otherwise have said could have been scrapped. That said, American is likely going to provide feed stock, but it's unlikely anyone else will...DL is holding onto its frames until end of life, and LATAM is likely going to get freighters from its own stock. Otherwise, it's new-build 767s.

I do not disagree with your assessment that feed stock for 766s is drying up. What I find interesting is the lower value of the 744Fs.

I believe these numbers are factory built freighters, so the 767F does skew to new stock.

Lightsaber

Any way to approximate the value of a few aircraft at 12 years of age? I would be facinated to compare:
A319
A320
73G
738

Because that is where I believe values are falling fastest..

Lightsaber

LAXintl wrote:

-

mercure1 wrote:

Also for curiosity any value on A340s? Just wondering what TN will get out of their frames once 787s arrive later this year. Suppose only scrap value.

A340-300 - $3.6 - 14.5M, $110-275,000

With something like 30 frames stored, and 50+ scrapped doubt it has much value ultimately.

Matt6461 wrote:

Any data on NEO/MAX?

There is just some base valuation estimates. Not enough secondary transactions to establish market pricing. You really don't know what somethings value is until item is transacted. Give it another few quarters or maybe year.

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

So if there are so many A340-300s stored + many A340-500s & -600s (European aviation in JAN 2018 reported they had acquired 10 from EY + have a number of ex Chinese examples) the value must be very low & so would the lease rates.

What's the scrap value ?

Ok, so they might be a bit thirsty, but if acquisition costs are so low, wouldn't a long haul low cost start up like World Airways, find the A340 the perfect vehicle to start long haul low cost ops, rather than talk of new & expensive B787s ?

An A340-600 can seat up to 475 apparently in all Y.

flyaustralian12 wrote:

LAXintl wrote:

-

mercure1 wrote:

Also for curiosity any value on A340s? Just wondering what TN will get out of their frames once 787s arrive later this year. Suppose only scrap value.

A340-300 - $3.6 - 14.5M, $110-275,000

With something like 30 frames stored, and 50+ scrapped doubt it has much value ultimately.

Matt6461 wrote:

Any data on NEO/MAX?

There is just some base valuation estimates. Not enough secondary transactions to establish market pricing. You really don't know what somethings value is until item is transacted. Give it another few quarters or maybe year.

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

So if there are so many A340-300s stored + many A340-500s & -600s (European aviation in JAN 2018 reported they had acquired 10 from EY + have a number of ex Chinese examples) the value must be very low & so would the lease rates.

What's the scrap value ?

Ok, so they might be a bit thirsty, but if acquisition costs are so low, wouldn't a long haul low cost start up like World Airways, find the A340 the perfect vehicle to start long haul low cost ops, rather than talk of new & expensive B787s ?

An A340-600 can seat up to 475 apparently in all Y.

Given Airbus is the ultimate owner of most European stored, and some on lease, they won't part en masse. Better to store and depreciate. RR issues have helped to find temporary homes, and some strategic partners can still find short term homes for buybacks, mainly on an 'on demand' basis.

Planesmart wrote:

flyaustralian12 wrote:

LAXintl wrote:

-

A340-300 - $3.6 - 14.5M, $110-275,000

With something like 30 frames stored, and 50+ scrapped doubt it has much value ultimately.



There is just some base valuation estimates. Not enough secondary transactions to establish market pricing. You really don't know what somethings value is until item is transacted. Give it another few quarters or maybe year.

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

So if there are so many A340-300s stored + many A340-500s & -600s (European aviation in JAN 2018 reported they had acquired 10 from EY + have a number of ex Chinese examples) the value must be very low & so would the lease rates.

What's the scrap value ?

Ok, so they might be a bit thirsty, but if acquisition costs are so low, wouldn't a long haul low cost start up like World Airways, find the A340 the perfect vehicle to start long haul low cost ops, rather than talk of new & expensive B787s ?

An A340-600 can seat up to 475 apparently in all Y.

Given Airbus is the ultimate owner of most European stored, and some on lease, they won't part en masse. Better to store and depreciate. RR issues have helped to find temporary homes, and some strategic partners can still find short term homes for buybacks, mainly on an 'on demand' basis.

so surely a current A330/340 operator could find some short term use for any A330/340 in for example peak season, when yields are high ?

flyaustralian12 wrote:

Planesmart wrote:

flyaustralian12 wrote:

So if there are so many A340-300s stored + many A340-500s & -600s (European aviation in JAN 2018 reported they had acquired 10 from EY + have a number of ex Chinese examples) the value must be very low & so would the lease rates.

What's the scrap value ?

Ok, so they might be a bit thirsty, but if acquisition costs are so low, wouldn't a long haul low cost start up like World Airways, find the A340 the perfect vehicle to start long haul low cost ops, rather than talk of new & expensive B787s ?

An A340-600 can seat up to 475 apparently in all Y.

Given Airbus is the ultimate owner of most European stored, and some on lease, they won't part en masse. Better to store and depreciate. RR issues have helped to find temporary homes, and some strategic partners can still find short term homes for buybacks, mainly on an 'on demand' basis.

so surely a current A330/340 operator could find some short term use for any A330/340 in for example peak season, when yields are high ?

Yes. If they approach the right Airbus partner, assuming there are aircraft available with engine hours, or the friends and family 'on demand' PBTH deal.

Planesmart wrote:

flyaustralian12 wrote:

Planesmart wrote:

Given Airbus is the ultimate owner of most European stored, and some on lease, they won't part en masse. Better to store and depreciate. RR issues have helped to find temporary homes, and some strategic partners can still find short term homes for buybacks, mainly on an 'on demand' basis.

so surely a current A330/340 operator could find some short term use for any A330/340 in for example peak season, when yields are high ?

Yes. If they approach the right Airbus partner, assuming there are aircraft available with engine hours, or the friends and family 'on demand' PBTH deal.

ok so could it work for say one of the many dozens of A340s sitting around doing SFA, over some peak periods a year totalling a maximum of 3-4 months ?

Such as peaks in northern summer JUL-AUG, southern summer DEC-JAN & other school holiday periods ?


Think Australians have probably more days off work for holidays than anyone else & actually get paid more to go on holidays. Most receive a 17.5% loading or more.

Looking at say Australia/New Zealand to USA/Canada ... the demand might be more in 1 direction, eg. heavy outbound of of Australia at start of the very long Xmas school holidays & then again back at the end of school holidays, although this could probably be managed.

Surely, an airline could "lease" an A330/340 for maybe 6 weeks from mid DEC-late JAN & put on extra services in that time.

School holidays in Australia start late November & some schools don't return til end of January/early February, although not many families would actually go away for more than 3 weeks. I think a very rough average is 2-2.5 weeks for Australians & Kiwis & less for Americans & Canadians.

LAXintl wrote:

A388 wrote:

As always thank you very much for this data LAXintl. Do you have the values and lease rates for the following aircraft?

Sorry don't have time to dig up all those models, though will tell you many you seek are either scrap value or not much more.

Here are a few never the less:

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

those 30 or so B733s that WN parked end of last year, must have really depressed the old B733 market. Does anyone know if those B733s are still all parked in desert somewhere ?

LAXintl, thank you very much for your assistance. I always read them with a lot of interest

Cheers,

A388

Looking at the numbers, I see the A320 (and A319 to a lesser extend) has increased in monthly lease rates compared to a year ago. Even the A343 has increased in value and lease rates compared to a year ago. In the same way the Q400 minimum lease rate has dropped quite a bit compared to a year ago. Why is this?

A388

A388 wrote:

Looking at the numbers, I see the A320 (and A319 to a lesser extend) has increased in monthly lease rates compared to a year ago. Even the A343 has increased in value and lease rates compared to a year ago.Why is this?

A320neo deliveries are running well behind due to production issues with their engines so airlines likely are pursuing short-term A320ceo leases to cover delays.

Same with the A343 - the RR-powered 787 fleet is going through cyclical groundings due to issues with the Trent 1000 Package C engines so many operators are leasing A340s to cover while the 787s are in the shop waiting for replacement engines.

That makes sense Stitch but are they leasing these A320CEO's and A340's in such numbers that it would make them more expensive to lease? VS has brought back their own A340-600 to cover for their 787 engine issues but which airlines are leasing the A340-300 to cover 787 engine issues? I assume all of them are Hi Fly A340-300's?


A388

I do know due to delays on NEOs and overall strength of market, some customers with scheduled lease ends on A32xCEOs and seeking to renew them have had to pony up more money as lessors know they can likely place rather quickly with others.

flyaustralian12 wrote:

ok so could it work for say one of the many dozens of A340s sitting around doing SFA, over some peak periods a year totalling a maximum of 3-4 months ?

So, one key problem with this strategy is that most of the carriers which would be in a position to take on A340s on short-term leases also care about offering a consistent branded product -- so A340s with a generic cabin and livery would fail to offer a consistent passenger experience. Also, unless the carrier continues to operate A340s, there's quite a bit of expense in maintaining the ability to operate the type for just peak season -- from keeping pilots current to maintenance support/spares. And the number of A340 operators is dwindling.

flyaustralian12 wrote:

Ok, so they might be a bit thirsty, but if acquisition costs are so low, wouldn't a long haul low cost start up like World Airways, find the A340 the perfect vehicle to start long haul low cost ops, rather than talk of new & expensive B787s ?

Fuel isn't the only issue; 20-year-old A340s are also going to require a lot more maintenance than a new 787 or A350. Also, while you can get an A340 for cheap, you have to assume that the only value you'll get out of it is scrap/parts when it's no longer needed in the fleet. There's plenty of demand for 787s & A350s so it's reasonable to expect high residual value for both.

janders wrote:

Also will be interesting to see how the popularity of 787/350 will effect values of other older long range models be it 330/777 etc.

With the high production rates for the 787 and A350, I think we'll see the values of A330s and 777s decline precipitously.

janders wrote:

I do know due to delays on NEOs and overall strength of market, some customers with scheduled lease ends on A32xCEOs and seeking to renew them have had to pony up more money as lessors know they can likely place rather quickly with others.

I'm not surprised their is a short term squeeze with NEO engine delays and T1000 issues. That shall pass and then these airframes will drop quickly in value as there are maintenance as well as fuel burn advantages to the NEO/787.

This shall be fascinating to watch, but a *very* slow process due to contract lengths/terms.

Lightsaber

ScottB wrote:

flyaustralian12 wrote:

ok so could it work for say one of the many dozens of A340s sitting around doing SFA, over some peak periods a year totalling a maximum of 3-4 months ?

So, one key problem with this strategy is that most of the carriers which would be in a position to take on A340s on short-term leases also care about offering a consistent branded product -- so A340s with a generic cabin and livery would fail to offer a consistent passenger experience. Also, unless the carrier continues to operate A340s, there's quite a bit of expense in maintaining the ability to operate the type for just peak season -- from keeping pilots current to maintenance support/spares. And the number of A340 operators is dwindling.

flyaustralian12 wrote:

Ok, so they might be a bit thirsty, but if acquisition costs are so low, wouldn't a long haul low cost start up like World Airways, find the A340 the perfect vehicle to start long haul low cost ops, rather than talk of new & expensive B787s ?

Fuel isn't the only issue; 20-year-old A340s are also going to require a lot more maintenance than a new 787 or A350. Also, while you can get an A340 for cheap, you have to assume that the only value you'll get out of it is scrap/parts when it's no longer needed in the fleet. There's plenty of demand for 787s & A350s so it's reasonable to expect high residual value for both.

janders wrote:

Also will be interesting to see how the popularity of 787/350 will effect values of other older long range models be it 330/777 etc.

With the high production rates for the 787 and A350, I think we'll see the values of A330s and 777s decline precipitously.

lot of 10 year old A340s around esp A340-600s with max seating of 475. Aren't A340/A330 common rated ?

Thanks for these threads. Been following for years, always fun to check out.
The B748i's valuation is a typo. I'm surprused though that the top end is that high. There aren't manybtakers though.
The A380's lower end is also very interesting with the first SQ birds getting parked and scrapped.

flyaustralian12 wrote:

Aren't A340/A330 common rated ?

I believe they are different type ratings but it's possible to maintain ratings on both through differences training. The issue, I think, would be pilots remaining current on the A340 if the airline doesn't operate the type for several months a year -- so pilots would have to go through the differences training annually. And while the A330 and A340 share many parts (although I believe that's not quite as true for the -500 and -600) the airline would also need to maintain spares pools for A340-specific parts as well as keeping mechanics current on the type.

aemoreira1981 wrote:

lightsaber wrote:

Freighter
B744F – $12.0 - 32.0M, $200-350,000

B763F – $22.5 - 65.0M, $240-480,000

It looks like twins are signaling the end when 763Fs are worth more than 744Fs....

Lightsaber

Also, the 767 feed stock is generally drying up, with available frames likely claimed, even frames that common sense would otherwise have said could have been scrapped. That said, American is likely going to provide feed stock, but it's unlikely anyone else will...DL is holding onto its frames until end of life, and LATAM is likely going to get freighters from its own stock. Otherwise, it's new-build 767s.

Delta keeps their aircraft until the point that they are too expensive to maintain and operate. They then fly them to the desert and use them as parts aircraft until they are no longer flying the type. After that the scrappers can buy what is left.

NWAROOSTER wrote:

aemoreira1981 wrote:

lightsaber wrote:

It looks like twins are signaling the end when 763Fs are worth more than 744Fs....

Lightsaber

Also, the 767 feed stock is generally drying up, with available frames likely claimed, even frames that common sense would otherwise have said could have been scrapped. That said, American is likely going to provide feed stock, but it's unlikely anyone else will...DL is holding onto its frames until end of life, and LATAM is likely going to get freighters from its own stock. Otherwise, it's new-build 767s.

Delta keeps their aircraft until the point that they are too expensive to maintain and operate. They then fly them to the desert and use them as parts aircraft until they are no longer flying the type. After that the scrappers can buy what is left.

DL is able to maintain aircraft for less. Much is due to their technical capabilities, much is amazing negotiations for parts (e.g., A330NEO). They have no loyalty other than profits. They do retire aircraft early if that is the best economic choice.

We are approaching the point ANA owns most of the young examples.

Lightsaber

flyaustralian12 wrote:

LAXintl wrote:

A388 wrote:

As always thank you very much for this data LAXintl. Do you have the values and lease rates for the following aircraft?

Sorry don't have time to dig up all those models, though will tell you many you seek are either scrap value or not much more.

Here are a few never the less:

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

those 30 or so B733s that WN parked end of last year, must have really depressed the old B733 market. Does anyone know if those B733s are still all parked in desert somewhere ?

Many have found new homes. Based on Skyliner posts, i'd say at least half have flown off to new operators already.

LAXintl wrote:

Back by request, here is an update on commercial aircraft valuations and market lease rates.

As prior post, 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.


B757-200 – $2.2 – 13.0M, $60-150,000

God.. I can remember when 757 was worth it's weight in gold. They were either flying or write offs from accidents. Seems like a bargin, but I'm going to guess they probably have absolute pile of hours on them.

I wonder if they'll take a post-dated check....

ptharris wrote:

LAXintl wrote:

Back by request, here is an update on commercial aircraft valuations and market lease rates.

As prior post, 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.


B757-200 – $2.2 – 13.0M, $60-150,000

God.. I can remember when 757 was worth it's weight in gold. They were either flying or write offs from accidents. Seems like a bargin, but I'm going to guess they probably have absolute pile of hours on them.

I wonder if they'll take a post-dated check....

When FX was buying up frames, their price of $10M per airworthy example was a premium. How did the value increase?

What about A350-1000 and B787-10?

ptharris wrote:

LAXintl wrote:

Back by request, here is an update on commercial aircraft valuations and market lease rates.

As prior post, 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.


B757-200 – $2.2 – 13.0M, $60-150,000

God.. I can remember when 757 was worth it's weight in gold. They were either flying or write offs from accidents. Seems like a bargin, but I'm going to guess they probably have absolute pile of hours on them.

I wonder if they'll take a post-dated check....

Market satisfied and the same group of customers have largely moved on to hunting the 767s.

Why are ATR leases as expensive as A320 leases?

LAXintl wrote:

Back by request, here is an update on commercial aircraft valuations and market lease rates.

As prior post, 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

Freighter
A330F – $50.0 - 90.0M, $450-740,000
B744F – $12.0 - 32.0M, $200-350,000
B748F – $102.0 - 170.0M, $750-1,400,000
B763F – $22.5 - 65.0M, $240-480,000
B777F – $101.0 - 159.0M, $700-1,200,000


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

Sources: IBA/ISTAT

Can anyone give any guidance on what ACMI lease rates might look like? Assuming this is the full dry lease price?

Do you have prices for the Dash 8 Q100?

LAXintl wrote:

Back by request, here is an update on commercial aircraft valuations and market lease rates.

As prior post, 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

Freighter
A330F – $50.0 - 90.0M, $450-740,000
B744F – $12.0 - 32.0M, $200-350,000
B748F – $102.0 - 170.0M, $750-1,400,000
B763F – $22.5 - 65.0M, $240-480,000
B777F – $101.0 - 159.0M, $700-1,200,000


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

Sources: IBA/ISTAT

many thanks for this...is there an updated version with Full Year 2018 average or Winter 2018 at least please?

Is it still possible to lease a 737-200?

B747-400 $3.5 - 12.6M, $110-225,000

It's sad to see such an iconic aircraft worth so little these days! I mean, you can't buy a Hollywood Hills home for $12,000,000 these days~


A380 - $70.0 - 230.0M, $540-1,750,000

I suspect you'd have to run a pretty full A380 every day of the month to afford a lease rate of $1.75 million/mo. I'd be a nervous wreck running that airline!

JAAlbert wrote:

A380 - $70.0 - 230.0M, $540-1,750,000

I suspect you'd have to run a pretty full A380 every day of the month to afford a lease rate of $1.75 million/mo. I'd be a nervous wreck running that airline!

Well, it's not that worse from the 77W lease rate of $1.4 million/mo . . .

Hello all. I am tied up with bunch of travel but will look to create a winter update thread when back in the office in the coming two weeks or so.