Our valuations are based on the same criteria used by lessors, banks and operators in real fleet transactions — applied consistently across 21 aircraft families.
Avialinker produces Current Market Value (CMV) estimates — not desktop appraisals. Our methodology reflects how aircraft actually trade: as a function of technical condition, market position and operator demand at a given point in time. Each of the six factors below is weighted according to the specific aircraft type, its lifecycle position and prevailing market conditions.
Age is the primary depreciation driver in aircraft valuation. We assess calendar age against the production lifecycle of the specific type — distinguishing between an early-production variant nearing the end of its commercial utility and a mid-life airframe with significant remaining service potential. Age is always read in context: a 15-year-old A320 in a liquid market behaves very differently from a 15-year-old B757.
Hours and cycles determine where an airframe sits within its maintenance programme and how much life-limited part (LLP) value remains. High-cycle narrowbody operations consume value faster than long-haul widebody profiles. We compare the subject aircraft's utilisation against the typical profile for its fleet segment to assess whether it is ahead of, at, or behind the market curve.
A full-life airframe recently off a C-check, with fresh LLPs and a new thrust reverser overhaul, commands a material premium over a technically identical aircraft due heavy maintenance. We account for the status of the airframe, engines, landing gear and major components — translating maintenance position into value adjustment through time-since-overhaul analysis and projected next-event cost.
Configuration affects marketability. An A320 with CPDLC, ADS-B Out and a modern cabin layout is easier to place and commands a different value than the same airframe in a non-standard fit. We assess the specification against the typical expectation for the market segment — identifying both premium features and costly reconfiguration requirements that depress value.
Engines drive a significant portion of aircraft value — both through their own maintenance status and through their marketability. Certain engine/airframe combinations have deep aftermarket support and broad operator demand; others are narrowly traded. We analyse the installed engine programme, its current shop visit cycle position, and the relative liquidity of that engine type in the secondary market.
Current Market Value is ultimately a market price, not a theoretical calculation. We assess secondary market activity for the specific type and variant — including visible supply, recent transaction evidence, lease rate trends and operator demand signals. A technically sound aircraft in a type with oversupply faces structural value pressure regardless of its maintenance status.
Avialinker provides data-driven market estimates for informational and indicative purposes. Our valuations are not certified appraisals under ISTAT, ASA or equivalent accreditation standards and should not be used as the sole basis for financing, legal proceedings or regulatory compliance. For transactions requiring a certified appraisal, we recommend engaging a qualified ISTAT-accredited appraiser.
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