Aircraft Life After seeing the proposal to lower aircraft life to years, Pritchard & Abbott, Inc. did some research on aircraft life and found data related to commercial jet aircraft and helicopters. From the Aviation/Flying Website there are articles referencing the age of Aircraft. In 1999 article Northwest Airlines the average age of its fleet was 20 years. An update article from 2005 puts the average age of their fleet at 34 years. From Aircraft Value News we found a 2004 article where ATR is seeking to extend the service life of the ATR42 from the typical 25 to 35 or 40 years. In addition the FAA publishes a table showing average fleet ages by aircraft type. This table ranges from 11 years to 68 years with an overall age of 28.7 years From AVBuyer.com we found a 2006 Helicopter Sales Forecast article that helicopters are generally replaced (Not necessarily at the end of their useful life) at between the ages of 16 to 21 years. The same article points out that there are a significant number of operators that keep helicopters 25 years or more if they were purchased new. In a Congressional Budget Report dated 1995 it points out that the US Army has many Vietnam era helicopters many of which will have to be retained for another 20 years. Although this is not an exhaustive study there is some indication that the life for Aircraft (Including Helicopters) should be greater than 20 years. More data would be necessary to make such a recommendation. We see no indications that the life should be shorter than the current 20 years.
Average Aircraft Fleet Age by aircraft type
Manufacturer ModelAverage Fleet Age (Years)
AEROSPATIALE ATR-42 18 18ATR-72 14 14
AIRBUS A300-600 16 16A300X4 25 25A310-2CF 24 24A319-1 11 11A320-1/2 15 15
BEECH B-1900 12 12BOEING B-727-1 41 41
B-727-2 30 30B-737-3 19 19B-737-4 17 17B-737-5 15 15B-737-C 27 27B-747-1 36 36B-747-4 16 16B-747F 29 29B-747SP 30 30B-757 16 16B-767-2 23 23B-767-3 16 16B-777 11 11B707-3C 39 39B737-1/2 29 29B737-3/7 13 13B747-2/3 30 30
BRITISH ACFT. CORP. METROIII 21 21RJ-200 11 11RJ-85 11 11
BRITISH AEROSPACE BAE-ATP 17 17BAE146-1 22 22BAE146-2 22 22BAE146-3 19 19
CANADAIR LTD. CL65-600 11 11CONVAIR CV-580 53 53
CV-600 59 59CV-640 54 54
DEHAVILAND DHC-7 30 30DHC8-100 18 18DHC8-200 11 11
DOUGLAS DC-10-1 32 32
DC-10-15 27 27DC-10-3 29 29DC-10-4 34 34DC-10-F 29 29DC-3 68 68DC-6A 51 51DC-6B 52 52DC-8-5 43 43DC-8-5F 42 42DC-8-61 40 40DC-8-62 39 39DC-8-63 38 38DC-8-6F 39 39DC-8-71 40 40DC-8-73 39 39DC-8-73F 38 38DC-9-10 41 41DC-9-15F 41 41DC-9-20 40 40DC-9-30 37 37DC-9-40 38 38DC-9-50 30 30DC/MD-80 20 20MD-11 14 14MD-87 19 19MD-90 12 12
EMBRAER EMB 110 26 26EMB-120 19 19EMB-145 11 11
FOKKER F-27 35 35F-28 23 23F28-1000 35 35F28-4000 23 23FOKR 100 16 16
LOCKHEED L-1011 31 31L-1011 31 31L-188A 49 49L-188A 49 49L-382E 37 37L-382E 37 37L1011-5 27 27L1011-5 27 37
NIHON YS-11 37 37SAAB SF-340 14 14
28.70588
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TABLE E-8 Average Age of U.S. Commercial Aircraft: 1993-2003
Years, unless noted
Excel | CSV
NOTES: Average aircraft age is based on the year that an aircraft was delivered to the original owner from the manufacturer and does not reflect the age of the engines or other parts that may have been replaced more recently. Commercial aircraft are aircraft of air carriers providing scheduled or nonscheduled passenger or freight service, including commuter and air taxi on-demand services. Major airlines includes only commercial airlines with operating revenues greater than $1 billion annually. In 2003 they were: America West Airlines, American Airlines, American Eagle Airlines, ATA Airlines, Alaska Airlines, Continental Airlines, Delta Airlines, DHL Airways, Federal Express, Northwest Airlines, Southwest Airlines, United Airlines, United Parcel Service, and US Airways.
SOURCE: U.S. Department of Transportation (USDOT), Research and Innovative Technology Administration (RITA), Bureau of Transportation Statistics (BTS), calculations using data from USDOT, RITA, BTS, Form 41, Schedule B -43, 1993 -2003.
BTS Home > Publications > Transportation Statistics Annual Report > 2006 > Chapter 2
All commercial aircraft Major airlines aircraft Major airlines share of commercial aircraft (%)
1993 11.6 10.4 82.1
1994 12.2 10.8 79.9
1995 12.4 11.3 76.1
1996 13.2 12.3 72.5
1997 13.5 12.4 78.7
1998 13.6 12.3 77.8
1999 12.9 11.8 78.5
2000 12.8 11.8 78.8
2001 12.3 11.6 82.9
2002 11.7 11.7 77.8
2003 11.0 11.7 72.9
Research and Innovative Technology Administration (RITA) • U.S. Department of Transportation (US DOT) 1200 New Jersey Avenue, SE • Washington, DC 20590 • 800-853-1351 • E-mail RITA Accessibility | Disclaimer | FedStats | Freedom of Information Act | No FEAR Act | OIG Hotline | Privacy Policy | RSS | USA.gov | White House | Wireless Plug-ins: PDF Reader | Flash Player | Excel Viewer | PowerPoint Viewer | Word Viewer | WinZip
Page 1 of 1BTS | TABLE E-8 Average Age of U.S. Commercial Aircraft: 1993-2003
08/21/2008http://www.bts.gov/publications/transportation_statistics_annual_report/2006/html/chapter_02/ta...
FAA.gov Home
Average Aircraft Age
Average age of aircraft as reported by select Federal Aviation Regulation 121 air carriers to Bureau of Transportation Statistics (BTS)
The information on this page is not current. It is produced using calculations from information that is over eight years old and cannot be updated due to the source of the data.
Manufacturer Model Average Fleet Age (Years)
AEROSPATIALE ATR-42 18
ATR-72 14
AIRBUS A300-600 16
A300X4 25
A310-2CF 24
A319-1 11
A320-1/2 15
BEECH B-1900 12
BOEING B-727-1 41
B-727-2 30
B-737-3 19
B-737-4 17
B-737-5 15
B-737-C 27
B-747-1 36
B-747-4 16
B-747F 29
B-747SP 30
B-757 16
B-767-2 23
B-767-3 16
B-777 11
B707-3C 39
B737-1/2 29
B737-3/7 13
B747-2/3 30
BRITISH ACFT. CORP. METROIII 21
RJ-200 11
RJ-85 11
BRITISH AEROSPACE BAE-ATP 17
BAE146-1 22
Page 1 of 3Federal Aviation Administration - Aircraft Fleet Age
08/21/2008http://av-info.faa.gov/GetFleetAge.asp
BAE146-2 22
BAE146-3 19
CANADAIR LTD. CL65-600 11
CONVAIR CV-580 53
CV-600 59
CV-640 54
DEHAVILAND DHC-7 30
DHC8-100 18
DHC8-200 11
DOUGLAS DC-10-1 32
DC-10-15 27
DC-10-3 29
DC-10-4 34
DC-10-F 29
DC-3 68
DC-6A 51
DC-6B 52
DC-8-5 43
DC-8-5F 42
DC-8-61 40
DC-8-62 39
DC-8-63 38
DC-8-6F 39
DC-8-71 40
DC-8-73 39
DC-8-73F 38
DC-9-10 41
DC-9-15F 41
DC-9-20 40
DC-9-30 37
DC-9-40 38
DC-9-50 30
DC/MD-80 20
MD-11 14
MD-87 19
MD-90 12
EMBRAER EMB 110 26
EMB-120 19
EMB-145 11
FOKKER F-27 35
Page 2 of 3Federal Aviation Administration - Aircraft Fleet Age
08/21/2008http://av-info.faa.gov/GetFleetAge.asp
F-28 23
F28-1000 35
F28-4000 23
FOKR 100 16
LOCKHEED L-1011 31
L-1011 31
L-188A 49
L-188A 49
L-382E 37
L-382E 37
L1011-5 27
L1011-5 27
NIHON YS-11 37
SAAB SF-340 14
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Page 3 of 3Federal Aviation Administration - Aircraft Fleet Age
08/21/2008http://av-info.faa.gov/GetFleetAge.asp
Home Fatal Events Airline Complaints Features
Average Fleet Age for Selected U.S. Carriers The following estimated average fleet ages for selected U.S. is based primarily on data provided by the FAA and by AirFleets.net. An aircraft's age is based on the number of years since the aircraft's production.
Airline Average Age Fleet Size
Air Wisconsin 7.0 77
AirTran 4.5 138
Alaska 8.6 119
Allegiant Air 17.8 35
Aloha 17.9 25
American 14.7 656
American Eagle 7.8 293
ATA 14.4 29
Atlantic Southeast Airlines 6.5 161
Chautauqua Airlines 5.9 119
Colgan 16.4 44
Comair 8.5 144
Compass 0.2 8
Continental 10.1 367
Delta 13.8 445
ExpressJet 6.1 274
Frontier 3.8 61
Hawaii 9.7 29
Horizon 5.9 72
JetBlue 3.2 137
Mesa 6.8 122
Mesaba 8.1 70
Midwest 10.6 38
Northwest 18.5 366
Piedmont 17.2 48
Pinnacle 4.5 140
PSA 3.6 49
Republic 2.0 53
Shuttle America 2.5 43
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Page 1 of 2Average Fleet Age for Selected U.S. Carriers
08/21/2008http://www.airsafe.com/events/airlines/fleetage.htm
Copyright © 2000-2008 AirSafe.com, LLC
FAA Certificate and Fleet Information for Selected Carriers
Notes and General Disclaimers The data represents only an estimate of the age and size of that airline's fleet and is not a measure of the risk of flight on that airline. The data was last updated in the last quarter of 2007. An airline's fleet is generally made up of different aircraft models and the age of individual aircraft within an airline or even within a single aircraft model within that airline may vary greatly.
Please review the AirSafe.com Disclaimer section for insights into interpreting this data.
Fatal Events by Airline Fatal Events by Model Fatal Event Rates by Model Accidents by Model
Average Fleet Age for Selected U.S. Carriers http://airsafe.com/events/airlines/fleetage.htm -- Revised: 3 June 2008
Southwest 9.8 523
Spirit 3.3 40
Trans States 7.5 48
United (including Ted) 12.7 455
US Airways 12.2 360
Virgin America 1.0 14
Page 2 of 2Average Fleet Age for Selected U.S. Carriers
08/21/2008http://www.airsafe.com/events/airlines/fleetage.htm
August 13, 2008
Louisiana Tax Commission
5420 Corporate Blvd., Suite 107
P. O. Box 66788
Baton Rouge, LA 70896
Dear Commissioners;
As a member of the Oil and Gas Committee of the Louisiana Assessors
Association, it is my pleasure to submit to you the following facts which have
prompted this committee to make the subsequent recommendations in rebuttal
to the industries’ recommendations to the Louisiana Tax Commission for
Chapter 15 the 2009 aircraft schedule particularly pertaining to helicopters. After reviewing the proposal to lower aircraft life to years, our
consultants Pritchard & Abbott, Inc., performed some research on aircraft life
and found data related to commercial jet aircraft and helicopters.
From the Aviation/Flying Website there are articles referencing the age
of Aircraft. In 1999 article Northwest Airlines the average age of its fleet was
20 years. An update article from 2005 puts the average age of their fleet at 34
years.
From Aircraft Value News we found a 2004 article where ATR is seeking
to extend the service life of the ATR42 from the typical 25 to 35 or 40 years.
In addition the FAA publishes a table showing average fleet ages by
aircraft type. This table ranges from 11 years to 68 years with an overall age of
28.7 years
From AVBuyer.com we found a 2006 Helicopter Sales Forecast article
that helicopters are generally replaced (Not necessarily at the end of their useful
life) at between the ages f 16 to 21 years. The same article points out that there
are a significant number of operators that keep helicopters 25 years or more if
they were purchased new.
In a Congressional Budget Report dated 1995 it points out that the US
Army has many Vietnam era helicopters many of which will have to be retained
for another 20 years. Although this is not an exhaustive study there is some
indication that the life for Aircraft (Including Helicopters) should be greater
than 20 years.
Therefore we see no indications that the aircraft life should be shorter
than the current 20 year period.
Additionally the industry proposes a “take-off” or departure factor to be
considered in the formula in addition to shorting the life of aircraft in
determining value.
By adding a departure factor in the equation leaves much room for error
and interpretation and could create an environment which may lead to vast
differences in the valuation process. Uniformity should always be a factor to be
considered and adding such a departure factor would create much confusion and
uncertainty. Imagine the confusion which could result if such a factor were
used in determining watercraft values. The assets departure schedule should
not be a factor in determining value.
Therefore the assessors feel that there should be no change in the aircraft
schedule chapter 15.
Sincerely,
Michael H. Martin
Chairman
Watercraft Committee
August 13, 2008
Louisiana Tax Commission
5420 Corporate Blvd., Suite 107
P. O. Box 66788
Baton Rouge, LA 70896
Dear Commissioners;
As a member of the Oil and Gas Committee and Chairman of the
Watercraft Sub-committee of the Louisiana Assessors Association, it is my
pleasure to submit to you the following facts which have prompted this
committee to make the subsequent recommendations to the 2008 Louisiana
Tax Commission for the 2009 Watercraft Schedule.
The taxation of watercraft in Louisiana historically was a controversial
issue and the subject of much litigation and legislation in the 1980’s. As a
result of much work between the assessors and marine industry a watercraft
schedule was created and adopted which resulted in a uniform method of
determining the value of watercraft.
A day rate/base cost multiplier schedule was created and periodically
reviewed and trended upward to insure uniformity and to keep current with
the rising cost of construction and sales prices of watercraft. This
methodology was accepted by both the assessors and marine industry.
The Offshore Marine services association (O.M.S.A.) became very
active and helpful in surveying its members and obtaining from them an
annual average day rate figure and utilization rate for the various marine
industry watercrafts. The association would then provide to the assessors a
copy of the said survey which was used to complete the equation necessary
to adequately value watercraft for tax purposes,
Annually, the coastal assessors would meet with the President of
O.M.S.A., Mr. Robert Alario, who would provide us with the survey and
discuss with us the marine industries thoughts and concerns pertaining to ad
valorem taxes and give some insight of the forthcoming industry economic
indicators.
The survey which was sent every January to O.M.S.A. members
would reflect the day rate and utilization data for the previous year (i.e.
2001survey reflected 2000 day rate and utilization etc.).
Realizing the importance of the annual survey, Mr. Alario would
encourage the members of O.M.S.A. to provide the information to us. This
practice continued until 2005 the year after Mr. Alario retired.
Mr. Ken Wells succeeded Mr. Alario as O.M.S.A.’S president in
2005. When we held our annual meeting with Mr. Wells in May of 2005, he
indicated at that meeting that it probably was not necessary for us to
continue to meet on an annual basis. Although he provided to the assessors
the survey information for 2004, we have not been provided with an update
nor have we had another meeting with the organization.
When Mr. Wells was contacted in 2006 for the survey (which reflects
the 2005 data), he indicated that the survey was sent to the members but he
received no response, and indicated that we probably would not receive the
requested information. As could be expected this placed us in a very
difficult position.
Therefore the equation has been in disarray since the last verified
information was obtained. The schedule did not change from 2005 to 2006.
We were successful in obtaining a 20% day rate increase for the schedule in
2007, however we were not granted another increase in 2008. The
commission indicated that although we were granted an increase for 2007,
they did not feel that we provided sufficient documentation to warrant an
increase for the 2008 schedule.
Since the marine industry has failed to provide to the assessors a
current day rate schedule, we are now faced with basically the same
predicament for the 2009 schedule. The assessors have at their disposal
many ways to acquire day rate information for the various vessels from
various sources. This includes obtaining information from local vessel
owners, marine surveyors, oil companies and trade magazines etc. The
down side is that the avenues available to obtain this information vary
greatly and would undoubtedly create uneven valuations within the parishes.
Therefore we are requesting that the commission adopt the 2008
day rate for the day rate portion of the 2009 table. Although we realize
that the 2008 rate is low by most accounts, the adoption of the 2008 day
rate schedule will maintain uniformity of value throughout the parishes.
It is our intent to try and re-establish a meaningful relationship with the
marine industry next year so that a more current and accurate day rate
can be established.
We are also and more importantly requesting this commission to
adopt the attached tables, which our consultants have prepared, for the
watercraft rules and regulations for 2009. The table uses the 2008 day
rate scheduled (as requested above) and trends forward the 2008 values
from 2003 (the last update) to present using the Marshall and Swift
trend factors. This update establishes a slight increase in the base cost
of the specific watercraft. Based on our research this increase
represents only a very slight rise in the values as compared to the actual
cost of watercraft market values.
Should you have any further questions please feel rere to contact my
office.
Sincerely,
Michael H. Martin
Chairman
Watercraft Committee
VESSEL CLASS
TABLE
2009 LAA
Day Rate
BASE COST
Multiplier
2008-2003
.86
2002-1998
.72
1997-1993
.58
1992-1988
.44
1987 & earlier
.30
Offshore Crew
XXX
XXX
XXX
XXX
XXX
XXX
XXX
XXX
XXX
60’-70’
60-70 crew
$600
$401,000
1.10
379
318
256
194
132
85’-99’
85-99 crew
$1000
$535,000
1.13
520
435
351
266
181
100’-119’
100-119
crew
$2500
$1,137,000
1.33
1301
1089
877
665
454
120’-140’
120-140
crew
$2900
$1,606,000
1.23
1699
1422
1146
869
593
141’-165’
141-165
crew
$4000
$3,078,000
1.17
3097
2593
2089
1585
1080
Utility Vessel
XXX
XXX
XXX
XXX
XXX
XXX
XXX
XXX
XXX
<120’
100-119
utility
$2300
$1,137,000
1.27
1242
1040
838
635
433
121’-140’
120-140
utility
$2500
$1,606,000
1.13
1561
1307
1053
799
544
>141’
141-165
utility
$4000
$3,078,000
1.17
3097
2593
2089
1585
1080
VESSEL CLASS
TABLE
2009 LAA
Day Rate
BASE COST
Multiplier
2008-2003
.86
2002-1998
.72
1997-1993
.58
1992-1988
.44
1987 & earlier
.30
Supply Vessel (OSV)
XXX
XXX
XXX
XXX
XXX
XXX
XXX
XXX
XXX
140’-159’
705.A
$4500
$1,801,000
1.14
1766
1478
1191
903
616
160’-179’
705.B
$5000
$3,088,000
1.21
3213
2690
2167
1644
1121
180’-199’
705.C
$6500
$4,117,000
1.43
5063
4239
3415
2590
1766
200’-219’
705.E
$8500
$6,948,000
1.71
10218
8554
6891
5228
3564
220’-230’
705.F
$10000
$8,235,000
1.93
13668
11443
9218
6993
4768
>231’
705.G
$11250
$10,474,000
2.11
19006
15912
12818
9724
6630
AHT
Tug/Supply
XXX
XXX
XXX
XXX
XXX
XXX
XXX
XXX
XXX
180’-199’
705.D
$6500
$4,825,000
1.43
5934
4968
4002
3036
2070
200’-219’
705.E
$8000
$6,948,000
1.64
9799
8204
6609
5014
3418
220’-230’
705.F
$14000
$8,235,000
2.50
17705
14823
11941
9059
6176
>231’
705.G
$16300
$10,474,000
2.83
25492
21342
17192
13042
8892
VESSEL CLASS
TABLE
2009 LAA
Day Rate
BASE COST
Multiplier
2008-2003
.86
2002-1998
.72
1997-1993
.58
1992-1988
.44
1987 & earlier
.30
Offshore Towing
XXX
XXX
XXX
XXX
XXX
XXX
XXX
XXX
XXX
140’-159’
705.A
$3300
$1,801,000
0.97
1502
1258
1013
769
524
160’-179’
705.B
$5000
$3,088,000
1.21
3213
2690
2167
1644
1121
180’-199’
705.C
$6250
$4,117,000
1.39
4921
4120
3319
2518
1717
200’-219’
705.E
$8750
$6,948,000
1.75
10457
8754
7052
5350
3648
220’-230’
705.F
$9000
$8,235,000
1.78
12606
10554
8502
6450
4397