Evaluation of any kind of aircraft: Helicopter aircraft evaluation. Evaluation of aircraft and aircraft. General requirements Development of methods of the cost approach to determining the cost of an aircraft. Determination of the cumulative wear of the air

Evaluation of aircraft and aircraft. General requirements - page 2/2

5. The procedure for assessing aircraft

5.1. Collection and analysis of preliminary information about the object, the purpose and date of the assessment, the owner and operator (tenant) of the aircraft, the customer of the assessment.

5.2. Conclusion of an appraisal contract

5.3. Classification of the object of assessment. The classification of the aircraft is carried out in accordance with clause 4 of this standard, using, if necessary, additional classification features and specialized classifiers.

5.4. Identification and development of an expert opinion - an act on the technical condition of the object of assessment. The analysis of forms, passports and similar documents containing the identification characteristics of the objects of assessment, documents confirming the rights of ownership or operation (lease), inspection and identification of objects at their locations is carried out.

An expert commission is formed, an examination plan is developed and approved, which, if necessary, may include special tests, defect detection and other work permitted by the current regulations. Based on the results of the work, an expert opinion is developed - an act on the technical condition of the object of assessment.

5.5. Collection and analysis of general data. Data is collected and analyzed that characterizes the socio-economic conditions of operation of the assessed aircraft, the state of the corresponding market segment, changes international requirements on ensuring flight safety and environmental restrictions, as well as other factors affecting the estimated value of the facility.

5.6. Collection and analysis of special data. Technical, operational and economic information is collected and analyzed on the evaluated aircraft and its analogues that have appeared on the market in the last period of time. Data collection was carried out by studying the relevant documentation, consultations with specialists from competent organizations.

5.7. Analysis of the best and most effective use. The conclusion about the best and most efficient use at the date of the assessment is based on an analysis of the information collected, taking into account existing and planned for the near future restrictions on the use of the evaluated and similar aircraft.

5.8. The choice of methods for assessing the object. The choice of general approaches (cost, market and income) and special methods is determined by the purpose of the assessment, the completeness and reliability of the initial information available and necessary for the application of each method, as well as the terms of the contract for the assessment. If necessary, modification of existing or development of new special assessment methods is carried out (with justification of their methodological correctness and accuracy).

5.9. Carrying out calculations and analysis of results. Calculations are carried out to evaluate the object by various methods and analysis of the results. Collect if necessary additional information, adjustment of estimation methods and additional calculations. Then a decision is made on the value of the object.

5.10. Preparing an appraisal report and submitting it to the customer.

6. The content of the initial information used in the evaluation of aircraft

The initial information recommended for use in the evaluation of aircraft includes the following groups.

6.1. Identification characteristics of the object of assessment:

- Name;

- type of;

– registration (account) number;

– factory (serial) number;

- Release date;

- name of the manufacturer;

– name and address of the owner;

- a copy (details) of the document on the right of ownership;

- name and address of the operator (lessee);

– a copy (details) of the document for the right to operate (lease).

6.2. History of the object of assessment:

– date of commissioning;

- initial cost at the date of commissioning (historical cost);

- information about previous owners, operators (tenants), form of ownership and its changes;

- book value according to accounting data;

– information about major repairs carried out (dates, type, repair company), accidents, companies that performed maintenance and repairs, data on compliance with regulations Maintenance and repair, storage, etc.

6.3. The main flight performance (flight tactical) characteristics are a set of quantitative indicators that determine the ability of aircraft to fulfill their intended purpose.

For transport aircraft, the main performance characteristics that affect the cost estimate are: the number of passengers, the layout of the passenger cabin, carrying capacity, dimensions of cargo compartments, flight range at maximum payload and maximum fuel capacity, aerodrome class, cruising speed. For transport helicopters, the maximum carrying capacity, cargo compartment dimensions, practical range, speed and static ceiling. For spacecraft - the speed of launching into space orbit, the mass and dimensions of the payload launched into orbit.

For combat aircraft, tactical flight characteristics include most of the above characteristics, as well as combat survivability, combat effectiveness, visibility, etc.

6.4. Characteristics of the power plant. Type, quantity, power (thrust) of power plants (engines), type of fuel, consumption characteristics.

6.5. Characteristics of control systems. Composition of airborne flight and navigation equipment and communications equipment, guidance systems, etc.

6.6. Equipment characteristics. Composition and characteristics of passenger and cargo equipment, equipment for the use of aviation in the national economy, special equipment, etc.

6.7. Characteristics of the operating system:

- fuel consumption;

- the presence and number of crew members;

– specific operating costs (the cost of a flight hour, launch, etc.);

- type of maintenance and repair system (scheduled preventive maintenance, maintenance and repair “on condition”, etc.);

- the cost of repairs.

6.8. Resources set for the type of aircraft being assessed. The assessment takes into account the following types of resources (definitions are given in paragraph 3) in hours (minutes) of flight (work), flights (flight cycles, switching cycles), in calendar service life (in years) and other parameters:

– technical resource (or resource before decommissioning);

– assigned resource;

– assigned resource before the first overhaul;

- assigned overhaul life;

is a guaranteed resource.

6.9. Technical condition. The technical condition report (expert opinion) must contain the following data:

- composition of the commission with indication of positions, date, signatures of the chairman and members of the commission, certified by the seal of the organization that formed the commission;

- identification characteristics of the object of assessment, its main units and components, which have a significant impact on the value of the object;

– object location;

- resources established for the object of assessment - before write-off (technical resources), assigned resources, assigned and guaranteed resources before the first repair and overhaul, data on the extension of resources and other parameters necessary for the assessment purposes, established for the object being evaluated by the relevant acts recorded in the forms, passports and similar documents;

- the operating time of the aircraft and its separately evaluated elements (from the beginning of operation and after the last repair;

- Remaining resources before repair (taking into account the extension);

– data on compliance with maintenance and repair regulations;

- data on the repairs carried out;

- data on the last forms of maintenance and storage work carried out;

- completeness of the object;

- a list of removed units and assemblies;

- a list of malfunctions of units and assemblies;

- the actual technical condition of the object;

The conclusion of the act should contain a conclusion about the possibility of further operation of the facility and the necessary measures to restore the operability of faulty, depleted overhaul resources, stored or mothballed facilities.

6.10. Characteristics of environmental impact. The characteristics of the aircraft and the current restrictions on noise on the ground, emissions of harmful substances in environment as a result of engine operation, by microwave radiation, the presence of toxic substances in the fuel and the possibility of their release into the environment during normal operation or a disaster, etc.

6.11. Regulated by laws and others regulations legal, organizational and economic bases for the operation of aircraft, which have a significant impact on the cost:

- documentation authorizing the admission of aircraft for operation (for civil aircraft, aircraft engines and propellers - type certificates, airworthiness certificates (certificate of airworthiness) or an equivalent document of airworthiness, a certificate of state registration(accounting), etc. Civil aircraft, aircraft engines and propellers manufactured in a foreign country and supplied to the Russian Federation for operation are certified in accordance with federal aviation regulations). In the absence of an appropriate permit, data on the costs of financial resources and time to obtain it should be provided (certification, licensing, state registration, accounting, etc. are usually carried out on a reimbursable basis and can significantly affect the cost estimate);

- current and planned for the introduction of environmental standards that prohibit or restrict the operation of aircraft in the relevant territory;

– current and planned restrictions that ensure flight safety, including the safety of air traffic control, etc.

6.12. Characteristics of the aircraft market. The state of production, the primary and secondary market of the assessed aircraft and its analogues, the rental market of the assessed aircraft, as well as the current state restrictions on the sale of certain special types of aircraft, their elements and technologies are taken into account.

7. Typical methods for assessing, analyzing and reporting assessment results

7.1. Types of value. Depending on the purpose of the assessment, the following types of value are determined: market, investment, liquidation, insurance, disposal, taxation, collateral, scrap metal (scrap), etc.

7.2. Methods (approaches) of evaluation. When evaluating aircraft, the following approaches can be used: costly, comparative analysis sales and income.

7.3. Cost approach. When using the cost approach, the cost of an object is determined by the costs of its creation, acquisition, commissioning, modification and disposal, taking into account all types of wear and tear.

The basis for valuation is:

– replacement cost - the cost of reproduction of a copy of an aircraft or its element in prices as of the date of assessment;

– replacement cost - the cost of an analogue of the appraisal object in prices as of the appraisal date;

– residual value the subtraction of all types of depreciation from the replacement cost of an object or the replacement cost of an analogue is determined.

When evaluating aircraft, the following methods can be implemented:

– comparative unit cost (holistic assessment);

– the cost of enlarged elements (estimates by parts).

7.3.1. Determination of replacement cost. Replacement cost for mass-produced aircraft or their elements at the time of appraisal is the cost of manufacturing a new aircraft (element), the type and characteristics of which fully coincide with the object being appraised.

For aircraft (or their elements), the serial production of which was terminated as of the assessment date, as a rule, the replacement cost of the analogue is taken as the basis - the minimum cost of manufacturing (in current prices) of a similar new aircraft (element), as close as possible to that considered for all functional, design and performance characteristics relevant to its present use. The requirement to minimize the cost means choosing not any analogue as a substitute, but an analogue that is minimally sufficient in terms of its characteristics.

Determination of the replacement cost of an object in a costly way can be carried out using the following methods:

- comparisons with selling prices (offer prices) of the manufacturer;

– quantitative analysis (costing);

– analysis and updating of the existing calculation;

- calculation according to consolidated standards.

Note. For modern complex aircraft manufactured by multi-purpose aerospace complexes, it is very difficult to apply the methods of quantitative analysis, update the calculation and calculate according to the aggregated standards using resource-technological models. They can be used for fairly simple aircraft. To determine the cost of reproduction of modern complex aircraft, information on the prices offered by manufacturers is mainly used.

7.3.2. Aircraft Wear Determination

With a costly method of determining the cost, it is necessary to take into account the amount of physical, functional and external wear.

If it is possible to restore the lost consumer properties, wear is divided into removable and irreparable.

Irreparable wear corresponds to imperfections, the correction of which is currently practically impossible or not economically feasible.

Removable wear is measured by the cost of removing it.

7.3.2.1. Physical deterioration of an aircraft is a depreciation associated with a decrease in its performance and reliability as a result of both natural physical aging and the influence of external adverse factors.

According to the form of manifestation, wear is divided into technical, expressed in a decrease (in comparison with the standard, passport level) of the actual values of technical and economic parameters, and constructive, which is understood as an increase in structural fatigue of the main components and parts that increase the likelihood of emergency failures, as well as a decrease in protective properties of external coatings.

The degree of physical wear is determined by the following methods.

– observation method- an accurate method for determining wear, based on the study of the relevant objects, their testing, the assessment of the actual wear of the most important components and assemblies by means of objective control, etc. The degree of actual physical depreciation of the object of assessment is determined as the average of the depreciation of its most important components and assemblies, weighted by their share in the total initial or replacement cost. The observation method is most applicable to determining impairment due to wear and tear of aircraft that are maintained and repaired “on condition”;

– direct methods- methods for determining the degree of wear according to the required costs for restoration (repair), based on the actual and standard operating time, according to the degree of reduction in consumer properties or technical characteristics ranging from standard to maximum permissible values;

– effective age method- an indirect method based on a comparison of the standard and the remaining service life. It is most applicable to the preventive maintenance and repair of aircraft.

When determining the physical wear and tear of an aircraft, the following features of the object of assessment should be taken into account:

1) maintaining the main flight performance from the moment of release to decommissioning at a given level;

2) preservation from the moment of issue to decommissioning of flight safety, operability and reliability at a level not lower than that specified by the technical documentation confirming the airworthiness for the considered type and copy of the aircraft;

3) any physical deterioration of the elements of the aircraft, leading to a violation of the requirements of paragraphs. 1 and 2) must be promptly eliminated by the maintenance and repair system (primarily by replacing failed elements in the process of pre-flight and post-flight maintenance) to maintain a constant level of performance of the aircraft as a whole, regardless of the level of performance and physical wear and tear of its individual elements;

4) determining the degree of structural wear of the most loaded non-removable units of the airframe and engines, their repair or replacement is carried out in the process of special forms of maintenance and repair, including overhaul;

5) during the overhaul of an aircraft (element), as a rule, not complete, but partial elimination of physical (including structural) wear is ensured, which determines the limitation of durability (service life);

6) in accordance with paragraphs. 1-5) the main flight performance and main consumer properties of the aircraft are maintained at a given level from production to retirement, therefore, depreciation - unrecoverable physical wear and tear on operating time is determined mainly by a reduction in possible operating time over the remaining useful life;

7) aircraft elements having a modular design (providing the possibility of prompt replacement of failed modules during pre-flight preparation without decommissioning of the main element) must satisfy conditions similar to paragraphs. 1-4) for the aircraft as a whole. Therefore, they are fully covered by a conclusion similar to paragraph 6) - the irremovable physical wear and tear on the operating time is determined mainly by the reduction in the possible operating time over the remaining useful life;

8) elements (assemblies) of the aircraft, having a non-modular design, must satisfy the conditions similar to paragraphs 1, 2, 4, 5), but do not comply with the conditions of paragraph 3), since in case of failure or depletion of overhaul resources, they are removed from operation on an aircraft for repairs. In the event that with an increase in operating time as a result of physical wear, the failure rate increases, there is an increase in the time spent by the unit in repair and the cost of repairs. Therefore, the depreciation of units as a result of irremovable physical wear and tear in terms of operating time is determined not only by reducing the possible operating time for the period of remaining useful life, but also by additional deterioration in consumer properties - the level of uptime and the cost of repairs;

9) during the overhaul of the structure of the main elements (assemblies) of the aircraft, as a rule, an irreparable deterioration in the level of their reliability occurs, which leads to additional physical irreparable wear as a result of the repair impact;

10) a preventive maintenance and repair system for aircraft (elements) provides for a regulated frequency and scope of maintenance and repair forms, as well as a normatively established durability (service life) before decommissioning;

11) the system of operation of aircraft "on condition" does not have a directive established periods of maintenance and repair, as well as restrictions on the overall service life; the elimination of physical wear and tear in the process of maintenance and repair is carried out mainly in the event that the measured actual degree of technical wear and tear exceeds the permissible level established for a particular unit; operation is carried out as long as it is technically possible and economically feasible.

Example 1 preventive maintenance and repair system.

The degree of irremovable physical wear and tear is determined by the dependence

Fn = (NL - RL)/ NL = EA/ (EA + RL), (1)

Fn - the degree of irremovable physical wear;

NL - duration of economic life (service life, durability);

RL is the remaining useful life;

EA - effective age.

The physical wear of an aircraft during normal operation is mainly determined by the operating time in flight and on the ground, as well as the processes of aging and corrosion of materials that depend on calendar time.

The service life with a preventive maintenance and repair system for each of the parameters of operating time and calendar service life specified in clause 3 of this standard is determined by the maximum value of two values: technical and assigned resource.

The remaining useful life is determined by the estimated remaining life before decommissioning.

Determining the effective age is practically reduced to determining the service life, estimating the remaining useful life and calculating their difference.

For satisfying the conditions of paragraphs. 1-4) and the conclusions of paragraphs 6.7) to aircraft and their elements (which include: the aircraft as a whole; the main long-lived element that determines the functioning and service life of the aircraft (for example, the airframe of an aircraft, which includes the cost of all components and units, with the exception of separately evaluated short-lived elements); evaluated separately short-lived elements (for example, engines) having a modular design), the methodology is based on the following provisions.

1. The effective service life according to the operating time strictly coincides with the actual operating time reflected in the documentation from the moment of issue, and the remaining useful life and the degree of irremovable physical wear are determined by the dependencies:

RL i = NL i - A i , (2)

Fn i = A i / NL i , (3)

A - actual operating time since the release of the aircraft;

i - index of operating time (for flying hours i=1, for the number of flights i=2, etc.).

The remaining designations coincide with the designations of dependence (1).

2. When assessing the degree of irremovable physical wear and tear in terms of calendar time, the remaining useful life is estimated taking into account the possible operating time of each of the life-limiting resources for the remaining calendar time. The remaining useful life and the degree of wear are calculated according to the following dependencies:

RLk i = max (NLk - Ak - Tm, NLk (NLk - Ak - Tm) R i / NL i ), (4)

Fnk i = max (0, 1 - RLk i / NLk), (5)

RLk i - the term of the remaining useful life in calendar time, determined taking into account the possible operating time of the resource with index i for the calendar time remaining before decommissioning;

Fnk i - the degree of irremovable physical wear on calendar time, determined taking into account the possible operating time of the resource with index i ;

NLk - duration of economic life (service life) in calendar time;

Ak - calendar time from the moment of issue;

Tm is the calendar time required to complete the act of transferring ownership, preparing for operation, as well as issuing an air operator certificate (or similar document) when changing ownership (when determining cost in use without transfer of rights property Tm = 0);

R i - life time with index i per unit of calendar time (annual flight hours, number of flights, engine starts per year, etc.), technically possible and realistically feasible under operating conditions (taking into account the principle of the best and most efficient use).

The maximum value is taken as the calculated value of the degree of irremovable physical wear

Fnr = max(Fn i , Fnk i: i = 1,..., n ). (6)

For satisfying the conditions of paragraphs. 1,2,4,5 and the conclusions of paragraph 8 of the elements of aircraft, the calculation of the degree of irremovable physical wear of individual units and components can be carried out for each type of operating time and calendar time according to the general dependence (1) with an assessment of the difference between the effective age and the actual one using special models , taking into account technical features of the evaluated unit, as well as statistical data on changes in the reliability and cost of repairs.

For example, for motors, a dependency like

Fn i = (A i / NL i) N + Fr(A i , OMr i), (7)

A - actual operating time since the engine was released;

i - index of operating time (for hours of operation i=1, for the number of cycles i=2, for the calendar service life i=3, etc.);

N is the exponent;

Fr(A i , OMr i) - the degree of additional irremovable physical wear as a result of the repair impact;

OMr i - the value of the balance between overhauls with index i .

The maximum value for i is taken as the calculated degree of wear.

Fatal physical wear and tear is determined by the product of the replacement cost by the degree of irreparable wear and tear.

Removable depreciation includes the "removal cost" as well as the present value of the deferred scheduled overhaul.

Elimination cost - the costs that would be required to replace or repair malfunctions to a state in which the depreciation of components and assemblies would be determined only by irreparable wear and tear. The cost of eliminating design and manufacturing defects during the validity of the guaranteed resource that applies to the defect in question is not included in the removable wear, since it must be eliminated at the expense of the manufacturer (supplier).

Present value of deferred planned capital repairs operable at the time of evaluation of units and assemblies is calculated according to the dependencies:

ADu=? (Su j + Cr j (max ((Mr ji - OMr ji) / (Mr ji (1 + I) T ji): i = 1,...,n ))), (8)

T ji = OMr ji / R ji , (9)

ADu - removable physical wear;

Su j - cost of troubleshooting unit with index j ;

Cr j - the cost of the planned overhaul of the unit with the index j ;

Mr ji - the value of the overhaul life with index i of the unit with index j;

OMr ji - the value of the remaining resource before repair with index i of the unit with index j;

I - discount rate;

T ji - estimated value of the time interval before the planned overhaul of the unit with index j, determined by the balance of the resource with index i before repair;

R ji - operating time of the aggregate with index j of resource with index i per unit of calendar time.

If the remaining service life before decommissioning is less than the established overhaul life, then the subsequent overhaul is not planned and its cost should not be included in the removable wear.

Note. The method described above for determining physical wear and tear can be used in the system of aircraft operation "by condition". At the same time, for the service life before write-off, the remaining resources before repair and the cost of scheduled repairs, instead of the regulated values, it is necessary to use predictive statistical data, for example, mathematical expectations of the values of the corresponding parameters included in dependencies (1) - (9).

Depending on the specifics of the aircraft and the purpose of the assessment, the calculation of physical wear and tear can be carried out:

- for the aircraft as a whole, according to the characteristics of the resources of the main long-lived element that determines the functioning and service life of the aircraft (for example, an aircraft airframe);

- by aggregated elements: for the main long-lived element (including the cost of all components and assemblies, with the exception of separately evaluated elements) and for separately evaluated short-lived elements (for example, engines);

– element-by-element calculation for aggregates, assemblies, equipment, etc. (for example, when determining the salvage value of an aircraft as a whole or the cost of elements of a decommissioned aircraft that are intended for use as spare parts and consumables).

With moderate degrees of wear of the aircraft (the main element), the error caused by this is not significant for the assessment. If the object of appraisal or an equivalent is close to being written off, a more detailed accounting of the physical wear and tear of elements suitable for further operation and the cost of scrap metal (scrap) of the elements, assemblies and equipment that are written off is necessary.

The physical depreciation of the aircraft is determined by the sum of the irremovable and removable physical depreciation of all assessed elements.

The ratio of the total physical wear and tear to the full replacement cost of the object determines the degree of physical wear F.

7.3.2.2. Functional depreciation is the loss of value caused by the appearance of either cheaper (in terms of the total cost of both investment and operational) aircraft or other vehicles. Functional depreciation also includes loss of value as a result of non-compliance of the characteristics of the aircraft in question with modern general and regional standards or requirements for ensuring flight safety, environmental restrictions, market requirements for comfort and quality of passenger service, etc. For the purposes of the analysis, functional wear is considered to be caused by:

- shortcomings that require the addition of elements to eliminate them;

- deficiencies that require replacement or modernization of elements to eliminate them.

Removable functional wear is measured by the cost of its elimination due to structural modifications of the aircraft, permitted by the current documentation, revision bulletins, etc.

The elements requiring additions include equipment and units that are not in the existing aircraft and without which it does not meet modern standards or market requirements and therefore can only be operated with significant restrictions. A quantitative measure of functional depreciation is the difference in the total cost of installing the relevant equipment on the aircraft being evaluated and installing this or similar equipment in the serial production of the aircraft, taken as an analogue for determining the replacement cost.

Elements requiring replacement or modernization include equipment, units and assemblies that still perform their functions, but no longer comply with modern standards and market requirements. In this case, functional depreciation is defined as the sum of the cost of new equipment minus the cost of existing equipment (taking into account its physical deterioration and the possibility of its further use at other facilities), the total cost of installing the upgraded equipment and dismantling the existing equipment.

Irreparable functional wear corresponds to shortcomings, the correction of which is currently practically impossible or not economically feasible.

The most common and reasonable method for determining irremovable functional depreciation is the method of capitalization of loss of income or increase in costs (including investment costs) during the operation of the assessed aircraft from the moment of assessment to write-off.

The main task in the calculation of functional wear is to take into account significant improvements in the flight performance, operational and economic characteristics of the analogue compared to the evaluated aircraft, which cannot be eliminated by modernization for technical or economic reasons. The general methodological approach to its solution is to evaluate the differences in the calculated (reduced to the same conditions) performance, and in the service life of the evaluated aircraft and its analogue, which determine the amount of investment required to perform the same amount of work (achieving the specified operation goal), as well as the loss profit from the difference in operating costs during the economic life.

Example 2. A typical method for determining the irremovable functional wear of a passenger aircraft.

Dependences

ADvn = CNb((1 - Nc Kc / (Nb Kb) (Vc/Vb) a (Hc / Hb) b) +

Vn (1- NLc / NLb × Hb / Hc))+(1-Vn) Do/ I, (10)

Vn = 1 / (1+I) NLc / Hc, (11)

Do = Hc (Chc - Chb Nc Vc Kc / (Nb Vb Kb)) (1 - Np), (12)

ADvn - functional depreciation of passenger aircraft due to differences in the main characteristics compared to the analogue;

CNb - analogue price;

Nb, Nc - passenger capacity of the analogue and the evaluated aircraft, respectively, with similar layouts of the passenger cabin;

Kb, Kc - coefficients of occupancy of analogue and aircraft seats;

Vb, Vc - cruising speeds of the analogue and the evaluated aircraft, respectively;

Hb, Hc - flight hours per year of the analogue and the evaluated aircraft;

a, b - exponents, taking into account the influence of differences in cruising speeds and annual flight hours (depending on the type of aircraft);

NLc - the economic life of the aircraft in flight hours;

NLb - economic life of the analogue in flying hours;

Chb, Chc - the cost of the flight hour of the analogue and the evaluated aircraft;

Vn is the present value of the monetary unit at the end of the economic life of the assessed aircraft;

I - discount rate;

Do - loss of profit for the year;

Np - income tax rate.

The ratio of the sum of irremovable and non-removable functional wear to the total replacement cost of the aircraft determines the degree of physical wear V.

7.3.2.3. External wear - depreciation of the aircraft as a result of changes in the external economic situation (market, legislative, financial conditions, etc.).

External wear is determined by two methods:

– comparison of sales of similar objects with and without external influences;

– capitalization of loss of income (increase in expenses) related to external impact.

The method of capitalizing the loss of income or profit requires determining the factors that affect the value, and the characteristics of their change under the influence of external conditions. The quantitative assessment of external depreciation is reduced to determining the true value of the loss of income for the period of time from the moment of assessment to the termination of the operation of the aircraft.

To additional view External depreciation refers to the impairment resulting from the transfer of the aircraft from the primary to the secondary market.

The cumulative impairment as a result of external influences determines the amount of external depreciation.

The ratio of external wear to replacement cost determines the degree of external wear E.

7.3.3. The residual value of an aircraft (element) is determined by the replacement cost of a copy of the appraised object or its equivalent, taking into account all types of wear and tear.

Example 3. Typical methodology for determining the residual value.

The determination of the residual value at the replacement cost of a copy of the appraisal object is carried out according to the dependencies:

CD = CNc (1 - S) (11)

S = 1 - (1 - V) (1 - E) (1 - F), (12)

CD - residual value;

CNc - replacement cost of a copy of the appraisal object;

S is the degree of cumulative wear;

F, V, E - expressed in shares of the degree of physical, functional and economic depreciation, obtained by dividing the corresponding types of depreciation by the replacement cost of a copy of the object of assessment CNс.

The determination of the residual value of the aircraft at the replacement cost of the analogue is carried out as follows.

In the case of calculating the physical depreciation of the object of assessment as a whole (without separate accounting for the depreciation of the main long-lived and short-lived elements), the residual value is determined similarly to dependencies (11), (12):

CD = CNb (1 - S), (13)

S = 1 - (1 - V) (1 - E) (1 - F), (14)

CNb - replacement cost of the object of appraisal analogue;

S is the degree of cumulative wear;

F, V, E - expressed in shares of the degree of physical, functional and economic impairment, obtained by dividing the relevant types of depreciation by the replacement cost of the analogue of the subject property CNb.

In the case of calculating the physical wear of an object by the element-by-element accounting of the wear of the main long-lived and short-lived elements the residual value is determined according to the dependencies:

CD = CN (1 - S 1), (15)

CN = CNb - ADVb = CNb (1 - ADVb / CNb), (16)

S 1 \u003d 1 - (1 - V 1) (1 - E 1) (1 - F 1), (17)

ADVb - functional wear of the object of assessment relative to the analogue;

CN - estimated replacement cost of the appraised object;

S 1 - the degree of cumulative wear;

V 1 - expressed in shares, the degree of functional wear of the analogue relative to modern market requirements, obtained by dividing the corresponding type of wear by the estimated replacement cost;

F 1 , E 1 - expressed in shares of the degree of physical and economic depreciation, obtained by dividing the corresponding types of depreciation by the estimated replacement cost CN.

7.4. Sales comparison method

The sales comparison method is based on the analysis of sales data and offers for aircraft similar to the property being valued.

Methods applied:

– direct comparison with a close analogue;

– statistical price modeling.

When applying the method of direct comparison with an analogue, adjustments are made to the sales price of the object of comparison for the following positions.

1. Ownership. Ownership restrictions apply.

2. Terms of financing. Calculation conditions that affect the cost of the object are taken into account.

3. Conditions of sale. The adjustment for the terms of sale reflects the relationship between the seller and the buyer that is not typical for the market.

4. The state of the market. The market adjustment takes into account changes in market conditions that occur over time: inflation, deflation, changes in tax laws, changes in supply and demand, etc. One of the significant factors is the reduction in prices during the transition of the object to the secondary market. The economic crisis, which determines the decline in demand for transportation, may also contribute to lower prices.

5. Physical characteristics. Almost always, the objects of comparison have different physical characteristics: flight performance, assigned resource, operating time from the beginning of operation and after repair, the presence of additional equipment that expands functionality, etc.

The list of the main physical characteristics that should be taken into account when adjusting the sale price is determined by the specifics of the aircraft, the compliance of the appraisal object and its analogue with current and planned restrictions, standards and regulations, etc. in the near future.

6. Economic characteristics. Economic characteristics include those that affect the amount of net current income - the cost of a flight hour and its components, terms and conditions of lease, etc.

7. Use. When choosing objects of comparison, one should refuse those that, after the sale, are not used in the same way as the object of evaluation.

8. Non-aircraft cost components. The cost of equipment not related to the aircraft must be accounted for separately and separated from the cost of objects of evaluation and comparison.

The specifics of applying the method of direct comparison of sales for evaluating aircraft is associated with taking into account the characteristics of the market, using dependencies (1) - (9) for adjustments for physical wear and tear, elements of dependencies (10) - (12) for adjusting the cost of analogues for the main flight technical, operational and economic characteristics, as well as methods similar to methods for determining functional wear to adjust sales prices in case of a difference in the composition of the equipment of the evaluated aircraft and its analogue.

When adjusting the sale price according to the degree of physical depreciation of the appraised object and its analogue, determined by dependencies (1) - (9), it should be taken into account that the sale price of an aircraft with a significant degree of depreciation can be determined as the use value of its use for its intended purpose, and disposal cost.

When assessing the physical wear of an aircraft as a whole and with an enlarged account of physical wear for several main elements, the degree of physical wear of a significant part of expensive units and equipment is determined by the resources and operating time of the main element that includes them (for example, an aircraft airframe). In addition, the cost of scrap metal and scrap is not taken into account.

Example 4. A typical method for adjusting the cost of sale according to the degree of physical depreciation of the appraised object and analogue, if it is necessary to take into account the disposal costs of the appraised object and analogue.

The value of the appraised object by the method of direct comparison of sales is determined by the dependence

Co = (Cb - Ub) (1 - Fo) / (1 - Fb) + Uo, (18)

Co - value of the object of assessment;

Cb - the cost of selling an analogue;

Ub - part of the utilization cost of the analogue, not taken into account when determining the degree of physical deterioration of the analogue;

Uo - part of the utilization value of the object of assessment, not taken into account when determining the degree of physical deterioration of the object;

Fo - the degree of physical deterioration of the object;

Fb - the degree of physical wear of the analogue.

The method of statistical price modeling is used in the absence of direct analogues. The use of correlation-regression analysis of the cost of sales of aircraft allows you to identify the main (statistically significant) parameters and develop dependencies to determine the value of the object.

7.5. The income approach is based on the assessment of the investor's expectations and the calculation of the current (discounted) value of the economic benefits expected from the ownership of the assessed assets.

Capitalization of income can be done in two ways.

The direct capitalization method converts annual income into value by multiplying annual income by the capitalization rate.

The rate of return capitalization method converts future benefits into present value by discounting each future benefit by an appropriate rate of return to reflect the sequence of income flows, changes in the value of property and income, and the rate of return itself.

The main method is capitalization by the rate of return.

The assessment includes the following main steps.

7.5.1. Collection and analysis of information on real costs and revenues from the operation of the type of aircraft under consideration for the period preceding the date of assessment, using the principle of the best and most efficient use.

7.5.2. Development of a reconstructed income statement based on accounting data - net operating income and market data. To determine the net operating income used for valuation purposes, from accounting reports The following items should be excluded:

– business-related expenses (not related to the cost of the aircraft);

– accounting depreciation;

– corporate expenses (payment of dividends, etc.);

– capital investments and expenses for capital repairs.

7.5.3. Choice of evaluation method. If there are statistical data on specific operating costs (for example, the cost of a flight hour, the cost of launch, etc.), taking into account all the costs of the ground complex related to the assessed aircraft, the cost of one aircraft is calculated taking into account the cost of components provided for regulations to ensure operation.

Otherwise, the residual method is used, taking into account individual factors of income generation for the main elements included in the aircraft operation system.

7.5.4. Development of a forecast of changes in income, expenses, property value and the expected rate of return for the period of alleged ownership of the property being valued.

The following data must be taken into account:

- macro- and microeconomic forecasts of general and structural inflation, development of the economy and transport, supply and demand for work performed by the assessed object, changes in the structure of operating costs, taxation systems, etc.

- forecasts of changes in the rate of interest and the rate of return, characterizing the risks in the considered market segment;

- forecasts of resource development, repair time and decommissioning of the aircraft and its main short-lived elements (based on the current maintenance and repair regulations), data on technically possible and realistically feasible operating times in similar operating conditions, data on performance degradation during repair periods, etc. P.;

- forecasts of the cost of major repairs, capital investments for the acquisition of short-lived elements (in exchange for exhausted resources);

- data on the cost of the working capital of components and equipment necessary to ensure uninterrupted operation (for example, a reserve of engines);

– reversion forecasts - the residual value of the aircraft (in case of termination of the project before its decommissioning) or the salvage value of the aircraft in the event of its decommissioning.

7.5.5. Justification and choice of the degree of risk - discount rates.

7.5.6. Carrying out calculations of the cost of the aircraft on the basis of the equality of the initial investment (the price of the aircraft and the cost of the working capital of components and equipment) to the amount of discounted cash flows, taking into account reversion.

8. Making a decision on the assessment of the cost of the aircraft.

The process of making a decision on assessing the market value of an aircraft is not a formal act and includes the following main steps.

8.1. Analysis of the completeness and reliability of the initial information used for each method.

8.2. Ranking of the applied evaluation methods according to the criteria:

– compliance with the purpose of the assessment;

- provision of reliable information;

- differences in the main parameters of the object being evaluated from analogues, the characteristics and cost of which are used in the assessment.

8.3. Determination of upper and lower cost estimation constraints.

8.4. Comparison of the obtained cost range with the data on the evaluation of the errors of the valuation method, as well as with other additional data.

8.5. Making an expert decision.

In the valuation report in accordance with Article 11 of the Federal Law “On valuation activities in Russian Federation”No. 135-F3 dated 07.29.98. must be specified:

– date of compilation and serial number of the report;

- the basis for the appraiser to evaluate the object of appraisal;

- the legal address of the appraiser and information about the license issued to him to carry out appraisal activities for this type of property;

– an accurate description of the subject of appraisal, and in relation to the subject of appraisal owned by a legal entity, details legal entity and book value of the subject property;

- valuation standards for determining the appropriate type of value of the valuation object, the rationale for their use in the valuation of this valuation object, the list of data used in the valuation of the valuation object, indicating the sources of their receipt, as well as the assumptions made during the valuation of the valuation object;

- the sequence of determining the value of the object of assessment and its final value, as well as the limitations and limits of the application of the result obtained;

– date of determination of the value of the appraisal object;

- a list of documents used by the appraiser and establishing quantitative and quality characteristics object of evaluation.

The composition and form of the data and sections of the report on the assessment of the aircraft that meet the general requirements of the above federal law are contained in paragraphs. 6, 7 and 8 of this standard.

The report may also contain other information that, in the opinion of the appraiser, is essential for the completeness of the reflection of the method used by him to calculate the value of a particular object of appraisal.

Example 5. Contents of a typical report on the assessment of the market value of an aircraft.

Brief summary of the main facts and conclusions.

Basic assumptions and limiting conditions.

Information about the object of evaluation.

1. Determination of market value.

2. Scope and stages of the study.

3. History of the object.

4. Description of the object.

5. Characteristics of the market at the valuation date.

6. Determination of market value.

6.1. Cost method.

6.2. Sales comparison method.

6.3. income capitalization method.

6.3. Making a decision on estimating the cost of the aircraft.

Market Value Certificate.

Applications.

10. Deviation conditions.

If a valuer is required to perform an engagement that is inconsistent with these Standards, the valuer should do so if:

10.1. The Valuer will determine that the results of the work will not mislead the client, users of the Valuer's report or services, or the public.

10.2. The Valuer will make the client aware that the engagement involves special assumptions or departures from the standards, which must be fully reflected in the report and/or third party representations made by the Valuer as a result of the work.

10.3. As a condition of the contract, the Valuer will require that any published document citing the Valuer's opinion contain a statement of all assumptions and departures from the Standards.

STO ROO 21-04-98 (DRAFT). EVALUATION OF AIRCRAFT AND AIRCRAFT. GENERAL REQUIREMENTS.

STANDARD OF THE RUSSIAN SOCIETY OF APPRAISERS
PROJECT ASSESSMENT OF AIRCRAFT AND AIRCRAFT. GENERAL REQUIREMENTS
Basic provisions of STO ROO 21-04-98

Foreword

Developer - d.t.s. B.E. Luzhansky,
DEVELOPED AND INTRODUCED by Technical Committee 389 “Property Valuation”

1.Adopted and put into effect by a resolution of the Board Russian Society appraisers September 11, 1996, protocol No. 16, Moscow.

2. Introduced for the first time.

3. The standard fully complies with the Charter of the Russian Society of Appraisers, registered by the Ministry of Justice of the Russian Federation on September 01, 1995. (certificate of registration N 3054).

4. Information about the standard was sent to the Federal Standards Fund of the State Standard of the Russian Federation.

Content

Introduction
1 area of use
2. Regulatory references
3. Terms and definitions

6. Content of background information
8. Deciding on the cost of the aircraft
9. Content of the evaluation report
10. Conditions for derogation from the standard

Introduction

This standard was developed as a development of the system of regulatory documents of the Russian Society of Appraisers.

The creation of the standard is due to the need regulation issues related to the evaluation of aircraft.

The standard is aimed at regulating the basic concepts related to the assessment of aircraft, including aircraft, the content of the initial information, methodological approaches to the process of assessing aircraft, as well as the requirements for the assessment results and the content of the report.

1 area of use

This standard establishes the procedure for estimating the cost of aircraft, including aircraft, and their components.

The procedure established by this standard is mandatory for use in all types of documentation and literature on property valuation that are included in the scope of standardization work and (or) using the results of these works.

2. Regulatory references

The following standards are used in this document:

GOST R 1.5. -92. State system of standardization of the Russian Federation. - General requirements for the construction, presentation, design and content of standards.
- GOST R 51195.0.01-98. Unified property valuation system. Basic provisions.
- GOST R 51195.0.02-98. Unified property valuation system. Terms and Definitions.

3. Terms and definitions

In the process of assessing machinery and equipment, the definitions given in the documents of section 2 of this standard, as well as the most important terms and definitions below, combined into thematic groups, are used.

3.1. Property and fixed assets.

Real estate - land plots, subsoil plots, isolated water bodies and everything that is firmly connected with the earth, i.e. objects, the movement of which is impossible without commensurate damage to their purpose, including forests, perennial plantations, building structures; immovable things also include aircraft and sea vessels subject to state registration, inland navigation vessels, space objects.

Movable property - objects of the physical world that are not real estate, including jewelry, rarities, money and securities.

Machines and equipment are devices that convert energy, materials and information.

Vehicles are devices designed to move people and goods.

3.2. Aircraft and aircraft.

Aircraft - an aircraft maintained in the atmosphere due to interaction with air, which is different from interaction with air reflected from the surface of the earth or water.

The main flight performance (flight tactical) characteristics are a set of quantitative indicators that determine the ability of aircraft to fulfill their intended purpose.

Operability - the state of the aircraft and (or) its parts, in which they are able to perform the specified functions, while maintaining the parameter values within the limits established by the regulatory and technical documentation.

Reliability - the property of an aircraft as a whole and (or) its parts to perform the specified functions, while maintaining the values of operational indicators within the established limits, corresponding to the modes and conditions of use, maintenance, repair, storage and transportation. It includes the properties of non-failure operation, durability, maintainability and persistence.

Reliability - the ability of a product to be operable at a given time while ensuring the properties of maintainability and storability. The reliability level is quantitatively characterized by the probability of non-failure operation per flight, the time between failures and the failure rate.

Durability - the ability of a product to be operable at a given time while ensuring the properties of maintainability and storability. The level of durability is quantitatively characterized by resources.

Aircraft design resource (engine, unit, equipment, etc.) - the duration of operation (time) until the limit state occurs, at which further operation is terminated due to safety or operational efficiency requirements.

The aircraft (aircraft element) can be operated within the established resource, expressed in hours (minutes) of flight (work), flights (flight cycles, switching cycles), in the calendar service life (in years) and in other parameters that determine the duration of operation object.

Technical resource (or resource before decommissioning) - flight (work) time, number of flights (cycles), calendar service life, the achievement of which is ensured when designing the main power structures, engine structures and other elements.

Assigned resource - a resource upon reaching which operation is terminated regardless of the state of the object. The components of the assigned resource are the resource before the first overhaul and the overhaul resource.

During operation, as a result of special resource studies and tests, decisions are periodically made to increase the assigned resource, which gradually increases from the initial assigned resource, the temporary assigned resource to the previously assumed (or greater) values of the technical resource (resource before decommissioning), calculated (design) resource values before the first overhaul or overhaul life.

The current concept of operating aircraft “on condition” does not have a mandated assigned resource. Maintenance, repair and write-off is carried out depending on the actual technical condition objects.

Guaranteed resource - a resource during which the elimination of design and production defects is carried out at the expense of the manufacturer (supplier).

Persistence - ensuring the operability of the entire aircraft (unit) while assuming the possibility of failure of individual constituent parts. It is provided by redundancy of parts with potential failures, controllability of failures, the presence of emergency systems, the possibility of changing the conditions and modes of operation of failed units.

Flight safety - a set of measures taken in the process of creating an aircraft and its operation in order to eliminate the threat to human life and health.

Circulating stock of components and equipment - units, products and equipment necessary to ensure the uninterrupted operation of the aircraft.

3.3. Definitions of types of estimated values, taking into account the specifics of aircraft

Replacement cost - for mass-produced aircraft or their elements at the time of evaluation - is the cost of manufacturing a new aircraft (element), the type and characteristics of which fully coincide with the object being evaluated.

Replacement cost - the cost of an analogue of the appraised object in prices as of the appraisal date.

The estimated replacement cost is determined for aircraft (or their components), the serial production of which was terminated as of the assessment date, as the difference between the replacement cost of the analogue and the functional wear of the object of assessment compared to the analogue.

The salvage value of an aircraft is the value in monetary terms that is expected to be received from open sale aircraft at the end of its service life and the impossibility of its further use anywhere. Determined by the maximum amount:

Residual values of aggregates, equipment, assemblies and parts when used for their intended purpose as spare parts or consumables;
- the cost of aggregates, equipment and structural units, which is expected to be obtained when they are used for their intended purpose, alternative to their intended purpose;
- the cost of scrap metal (scrap) of units, equipment and structural units.

The cost of scrap metal (scrap metal) is the value in monetary terms that could be obtained for an aircraft (element) if it were openly sold at the price of the materials contained in it, and not for productive use.

Value in use - the value of the aircraft being valued, determined on the assumption that it will not be sold on an open, free and competitive market, but will be used for the same purposes, in the same way and with the same efficiency as it was at the valuation date.

Exchange value - the value of the aircraft being evaluated, determined on the assumption of its possible sale and on a free, open and competitive market under equilibrium conditions established by the conditions of supply and demand (for any, including alternative to the existing methods of use).

4. Classification of aircraft

Aircraft - a device for flights in the Earth's atmosphere or in outer space.

4.1. By function:

Research (experimental);
- national economic (passenger, cargo, agricultural, etc.);
- military;
- sports.

4.2. According to the principles of operation, aircraft are divided into the following groups

Aerostatic (aeronautical) aircraft - vehicles in which the pop-up force is provided by the Archimedean force acting on a shell filled with light gas or warm air: balloons, stratospheric balloons, airships, hybrid aircraft.

Aerodynamic aircraft - devices that use aerodynamic lift for flight, which is formed when air flows around:

Wings: gliders, airplanes, flyovers, ekranoplanes, cruise missiles;
- main rotor: gyroplanes, helicopters, flying platforms with a main rotor, etc.;
- carrier body: devices with a carrier body.

Hybrid aircraft are aerodynamic aircraft. vertical takeoff and landing: convertible vehicles, VTOL aircraft, rotorcraft.

Spacecraft (during the launching phase, the spacecraft is given one or another cosmic velocity in accordance with its purpose, after which the craft continues to fly by inertia in the field of gravitational forces): orbital, interplanetary, and other vehicles.

Missiles (capable of moving in the earth's atmosphere and in vacuum under the action of a reactive force - thrust of a rocket engine): launch vehicles, combat missiles, research (geophysical, meteorological), etc.

Hybrid aircraft (combines the properties of aerodynamic and space aircraft): aerospace aircraft.

4.3. According to current laws and regulations

4.3.1. The Federal Law "Air Code of the Russian Federation" (adopted by the State Duma on February 19, 1997, approved by the Federation Council on March 5, 1997) establishes the legal basis for the use of the airspace of the Russian Federation and activities in the field of aviation. Its action extends to a part of aircraft - aircraft.

Aircraft - an aircraft maintained in the atmosphere due to interaction with air, other than interaction with air reflected from the surface of the earth or water: all aerostatic and aerodynamic aircraft, with the exception of ekranoplanes (see section 4.2).

For the purpose of state regulation of activities in the field of aviation, aircraft belong to the following groups.

Civil aircraft - an aircraft used to meet the needs of citizens and the economy.

State aircraft - an aircraft used for the implementation of military, border, police, customs and other public services, as well as for the performance of mobilization and defense tasks.

Experimental aircraft - an aircraft used to carry out development, experimental, research work, as well as testing aviation and other equipment.

4.3.2. According to article 130 Civil Code RF real estate includes aircraft and spacecraft subject to state registration.

Movable property includes other (not subject to state registration) aircraft, including aircraft.

Civil and state aircraft intended for flights are subject to state registration. They are real estate.

Experimental aircraft intended for flight performance are subject to state registration. They are movable property.

Thus, the same aircraft, depending on whether it belongs to different types of aviation on the assessment date or is intended to fly, can be classified as immovable property (subject to the relevant legislative and regulatory framework), and as movable property.

4.3.3. In accordance with the “All-Russian Classifier of Fixed Assets OK 013-94” (OKOF), approved by the Decree of the State Standard of the Russian Federation of December 26, 1994. No. 359 aircraft belong to the Vehicles group.
4.3.4. In accordance with GOST R 51195.0. ... - “...Unified property valuation system. Cars and equipment. Primary requirements. (project)” means of transport and aircraft included in them belong to the Machinery and equipment group.

In addition to the parameters listed above, other parameters can be used to classify aircraft that have a significant impact on the cost of the aircraft being evaluated. According to the presence of the crew, aircraft are divided into manned and unmanned, according to the degree of reuse - into single and reusable, etc.

5. The procedure for assessing aircraft

5.1. Collection and analysis of preliminary information about the object, the purpose and date of the assessment, the owner and operator (tenant) of the aircraft, the customer of the assessment.

5.2. Conclusion of an appraisal contract

5.5. Collection and analysis of general data. Data is collected and analyzed that characterizes the socio-economic operating conditions of the assessed aircraft, the state of the relevant market segment, changes in international requirements for flight safety and environmental restrictions, as well as other factors affecting the estimated value of the object.

5.9. Carrying out calculations and analysis of results. Calculations are carried out to evaluate the object by various methods and analysis of the results. If necessary, additional information is collected, estimation methods are adjusted and additional calculations are made. Then a decision is made on the value of the object.

5.10. Preparing an appraisal report and submitting it to the customer.

6. The content of the initial information used in the evaluation of aircraft

6.1. Identification characteristics of the object of assessment:

Name;
- type of;
- registration (account) number;
- factory (serial) number;
- Release date;
- name of the manufacturer;
- name and address of the owner;
- a copy (details) of the document on the right of ownership;
- name and address of the operator (lessee);
- a copy (details) of the document for the right to operate (lease).

6.2. History of the object of assessment:

Date of commissioning;
- initial cost at the date of commissioning (historical cost);
- information about previous owners, operators (lessees), form of ownership and its changes;
- book value according to accounting data;
- information about major repairs carried out (dates, type, repair company), accidents, companies that performed maintenance and repairs, data on compliance with the regulations for maintenance and repair, storage, etc.

6.3. The main flight performance (flight tactical) characteristics are a set of quantitative indicators that determine the ability of aircraft to fulfill their intended purpose.

For combat aircraft, tactical flight characteristics include most of the above characteristics, as well as combat survivability, combat effectiveness, visibility, etc.

6.4. Characteristics of the power plant. Type, quantity, power (thrust) of power plants (engines), type of fuel, consumption characteristics.

6.5. Characteristics of control systems. Composition of airborne flight and navigation equipment and communications equipment, guidance systems, etc.

6.6. Equipment characteristics. Composition and characteristics of passenger and cargo equipment, equipment for the use of aviation in the national economy, special equipment, etc.

6.7. Characteristics of the operating system:

Fuel consumption;
- the presence and number of crew members;
- specific operating costs (the cost of a flight hour, launch, etc.);
- type of maintenance and repair system (scheduled preventive maintenance, maintenance and repair “on condition”, etc.);
- cost of repair.

Technical resource (or resource before decommissioning);
- assigned resource;
- assigned resource before the first overhaul;
- assigned overhaul life;
- guaranteed resource.

6.9. Technical condition. The technical condition report (expert opinion) must contain the following data:

The composition of the commission, indicating the positions, date, signatures of the chairman and members of the commission, certified by the seal of the organization that formed the commission;
- identification characteristics of the object of assessment, its main units and components, which have a significant impact on the value of the object;
- location of the object;
- resources established for the object of assessment - before decommissioning (technical resources), assigned resources, assigned and guaranteed resources before the first repair and overhaul, data on the extension of resources and other parameters necessary for the assessment purposes, established for the object being evaluated by the relevant acts recorded in the forms, passports and similar documents;
- operating time of the aircraft and its separately evaluated elements (since the beginning of operation and after the last repair;
- Remains of resources before repair (taking into account the extension);
- data on compliance with maintenance and repair regulations;
- data on repairs carried out;
- data on the latest forms of maintenance and storage work carried out;
- completeness of the object;
- a list of removed units and assemblies;
- list of malfunctions of units and assemblies;
- the actual technical condition of the object;
- recommendations on the further use of the object, the necessary repair and restoration work and, if necessary, a forecast of the service life of the object.

6.10. Characteristics of environmental impact. The characteristics of the aircraft and the current restrictions on noise on the ground, emissions of harmful substances into the environment as a result of engine operation, microwave radiation, the presence of toxic substances in the fuel and the possibility of their release into the environment during normal operation or a disaster, etc. are taken into account. .

6.11. The legal, organizational and economic bases for the operation of aircraft regulated by laws and other normative acts that have a significant impact on the cost:

Documentation authorizing the admission of aircraft for operation (for civil aircraft, aircraft engines and propellers - type certificates, airworthiness certificates (certificate of airworthiness) or a document equivalent to a certificate of airworthiness, certificate of state registration (accounting), etc.). n. Civil aircraft, aircraft engines and propellers manufactured in a foreign country and supplied to the Russian Federation for operation are certified in accordance with federal aviation regulations). In the absence of an appropriate permit, data on the costs of financial resources and time to obtain it should be provided (certification, licensing, state registration, accounting, etc. are usually carried out on a reimbursable basis and can significantly affect the cost estimate);
- current and planned for the introduction of environmental standards that prohibit or restrict the operation of aircraft in the relevant territory;
- current and planned restrictions to ensure flight safety, including the safety of air traffic control, etc.

7. Typical methods for assessing, analyzing and reporting assessment results

7.2. Methods (approaches) of evaluation. When evaluating aircraft, the following approaches can be used: costly, comparative sales analysis and profitable.

The basis for valuation is:

- replacement cost - the cost of reproduction of a copy of an aircraft or its element in prices as of the date of assessment;
- replacement cost - the cost of an analogue of the appraisal object in prices as of the appraisal date;
- residual value the subtraction of all types of depreciation from the replacement cost of an object or the replacement cost of an analogue is determined.

When evaluating aircraft, the following methods can be implemented:

Comparative unit cost (holistic assessment);
- the cost of enlarged elements (estimates by parts).

Determination of the replacement cost of an object in a costly way can be carried out using the following methods:

Comparisons with selling prices (offer prices) of the manufacturer;
- quantitative analysis (costing);
- analysis and updating of the existing calculation;
- calculation according to consolidated standards.

7.3.2. Aircraft Wear Determination

With a costly method of determining the cost, it is necessary to take into account the amount of physical, functional and external wear.

If it is possible to restore the lost consumer properties, wear is divided into removable and irreparable.

Irreparable wear corresponds to imperfections, the correction of which is currently practically impossible or not economically feasible.

Removable wear is measured by the cost of removing it.

The degree of physical wear is determined by the following methods.

- observation method- an accurate method for determining wear, based on the study of the relevant objects, their testing, the assessment of the actual wear of the most important components and assemblies by means of objective control, etc. The degree of actual physical depreciation of the object of assessment is determined as the average of the depreciation of its most important components and assemblies, weighted by their share in the total initial or replacement cost. The observation method is most applicable to determining impairment due to wear and tear of aircraft that are maintained and repaired “on condition”;
- direct methods- methods for determining the degree of wear according to the required costs for restoration (repair), based on the actual and standard operating time, according to the degree of reduction in consumer properties or technical characteristics ranging from standard to maximum permissible values;
- effective age method- an indirect method based on a comparison of the standard and the remaining service life. It is most applicable to the preventive maintenance and repair of aircraft.

When determining the physical wear and tear of an aircraft, the following features of the object of assessment should be taken into account:

1) maintaining the main flight performance from the moment of release to decommissioning at a given level;
2) preservation from the moment of issue to decommissioning of flight safety, operability and reliability at a level not lower than that specified by the technical documentation confirming the airworthiness for the considered type and copy of the aircraft;
3) any physical deterioration of the elements of the aircraft, leading to a violation of the requirements of paragraphs. 1 and 2) must be promptly eliminated by the maintenance and repair system (primarily by replacing failed elements in the process of pre-flight and post-flight maintenance) to maintain a constant level of performance of the aircraft as a whole, regardless of the level of performance and physical wear and tear of its individual elements;
4) determining the degree of structural wear of the most loaded non-removable units of the airframe and engines, their repair or replacement is carried out in the process of special forms of maintenance and repair, including overhaul;
5) during the overhaul of an aircraft (element), as a rule, not complete, but partial elimination of physical (including structural) wear is ensured, which determines the limitation of durability (service life);
6) in accordance with paragraphs. 1-5) the main flight performance and main consumer properties of the aircraft are maintained at a given level from production to retirement, therefore, depreciation - unrecoverable physical wear and tear on operating time is determined mainly by a reduction in possible operating time over the remaining useful life;
7) aircraft elements having a modular design (providing the possibility of prompt replacement of failed modules during pre-flight preparation without decommissioning of the main element) must satisfy conditions similar to paragraphs. 1-4) for the aircraft as a whole. Therefore, they are fully covered by a conclusion similar to paragraph 6) - the irremovable physical wear and tear on the operating time is determined mainly by the reduction in the possible operating time over the remaining useful life;
8) elements (assemblies) of the aircraft, having a non-modular design, must satisfy the conditions similar to paragraphs 1, 2, 4, 5), but do not comply with the conditions of paragraph 3), since in case of failure or depletion of overhaul resources, they are removed from operation on an aircraft for repairs. In the event that with an increase in operating time as a result of physical wear, the failure rate increases, there is an increase in the time spent by the unit in repair and the cost of repairs. Therefore, the depreciation of units as a result of irremovable physical wear and tear in terms of operating time is determined not only by reducing the possible operating time for the period of remaining useful life, but also by additional deterioration in consumer properties - the level of uptime and the cost of repairs;
9) during the overhaul of the structure of the main elements (assemblies) of the aircraft, as a rule, an irreparable deterioration in the level of their reliability occurs, which leads to additional physical irreparable wear as a result of the repair impact;
10) a preventive maintenance and repair system for aircraft (elements) provides for a regulated frequency and scope of maintenance and repair forms, as well as a normatively established durability (service life) before decommissioning;
11) the system of operation of aircraft "on condition" does not have a directive established periods of maintenance and repair, as well as restrictions on the overall service life; the elimination of physical wear and tear in the process of maintenance and repair is carried out mainly in the event that the measured actual degree of technical wear and tear exceeds the permissible level established for a particular unit; operation is carried out as long as it is technically possible and economically feasible.

Example 1. A typical method for determining the physical wear and tear of an aircraft and ego elements using the “effective age” method with a preventive maintenance and repair system.

The degree of irremovable physical wear and tear is determined by the dependence

Fn = (NL -- RL)/ NL = EA/ (EA + RL), (1)

where

Fn - the degree of irremovable physical wear;
NL - duration of economic life (service life, durability);
RL is the remaining useful life;
EA - effective age.

The remaining useful life is determined by the estimated remaining life before decommissioning.

Determining the effective age is practically reduced to determining the service life, estimating the remaining useful life and calculating their difference.

RLi = NLi -- Ai, (2)

Fni = AI / NLi, (3)

where

A - actual operating time since the release of the aircraft;
i - index of operating time (for flying hours i=1, for the number of flights i=2, etc.).

The remaining designations coincide with the designations of dependence (1).

RLki = max (NLk -- Ak -- Tm, NLk (NLk -- Ak -- Tm) Ri / NLi), (4)

Fnk i = max (0, 1 -- RLki / NLk), (5)

where

RLki is the term of the remaining useful life in calendar time, determined taking into account the possible operating time of the resource with index i for the calendar time remaining before decommissioning;
Fnki - the degree of irremovable physical wear in calendar time, determined taking into account the possible operating time of the resource with index i ;
NLk - duration of economic life (service life) in calendar time;
Ak - calendar time from the moment of issue;
Tm is the calendar time required to complete the act of transferring ownership, preparing for operation, as well as issuing an air operator certificate (or similar document) when changing ownership (when determining cost in use without transfer of rights property Tm = 0);
Ri - life time with index i per unit of calendar time (annual flight hours, number of flights, engine starts per year, etc.), technically possible and realistically feasible under operating conditions (taking into account the principle of the best and most efficient use).

The maximum value is taken as the calculated value of the degree of irremovable physical wear

Fnr = max(Fni, Fnki: i = 1,..., n ). (6)

For satisfying the conditions of paragraphs. 1,2,4,5 and the conclusions of paragraph 8 of the elements of aircraft, the calculation of the degree of irremovable physical wear of individual units and components can be carried out for each type of operating time and calendar time according to the general dependence (1) with an assessment of the difference between the effective age and the actual one using special models , taking into account the technical features of the unit being evaluated, as well as statistical data on changes in the reliability and cost of repairs.

For example, for motors, a dependency like

Fni = (Ai / NLi) N + Fr(Ai, OMri), (7)

where

A - actual operating time since the engine was released;
i - index of operating time (for hours of operation i=1, for the number of cycles i=2, for the calendar service life i=3, etc.);
N is the exponent;
Fr(Ai, OMri) - the degree of additional irremovable physical wear as a result of the repair impact;
OMri is the value of the balance between overhauls with index i .

The maximum value for i is taken as the calculated degree of wear.

Fatal physical wear and tear is determined by the product of the replacement cost by the degree of irreparable wear and tear.

Removable depreciation includes the "removal cost" as well as the present value of the deferred scheduled overhaul.

The present value of the deferred planned overhaul of units and assemblies that are operational at the time of assessment is calculated according to the dependencies:

ADu=? (Suj + Crj (max ((Mrji -- OMrji) / (Mrji(1 + I) Tji): i = 1,...,n ))), (8)

Tji = OMrji / Rji, (9)

where

ADu - removable physical wear;
Suj - cost of troubleshooting unit with index j ;
Crj - the cost of the planned overhaul of the unit with the index j ;
Mrji - the value of the overhaul life with index i of the unit with index j;
OMrji - the value of the remaining resource before repair with index i of the unit with index j;
I - discount rate;
Tji is the calculated value of the time interval until the planned overhaul of the unit with index j, determined by the remaining resource with index i before repair;
Rji - operating time of the aggregate with index j of the resource with index i per unit of calendar time.

If the remaining service life before decommissioning is less than the established overhaul life, then the subsequent overhaul is not planned and its cost should not be included in the removable wear.

Depending on the specifics of the aircraft and the purpose of the assessment, the calculation of physical wear and tear can be carried out:

For the aircraft as a whole, according to the characteristics of the resources of the main long-lived element that determines the functioning and service life of the aircraft (for example, an aircraft airframe);
- by enlarged elements: for the main long-lived element (including the cost of all components and assemblies, with the exception of separately evaluated elements) and for separately evaluated short-lived elements (for example, engines);
- element-by-element calculation for aggregates, assemblies, equipment, etc. (for example, when determining the salvage value of an aircraft as a whole or the cost of elements of a decommissioned aircraft that are intended for use as spare parts and consumables).

The physical depreciation of the aircraft is determined by the sum of the irremovable and removable physical depreciation of all assessed elements.

The ratio of the total physical wear and tear to the full replacement cost of the object determines the degree of physical wear F.

Disadvantages that require the addition of elements to eliminate them;
- deficiencies that require replacement or modernization of elements to eliminate them.

Removable functional wear is measured by the cost of its elimination due to structural modifications of the aircraft, permitted by the current documentation, revision bulletins, etc.

Elements requiring replacement or modernization include equipment, units and components that still perform their functions, but no longer meet modern standards and market requirements. In this case, functional depreciation is defined as the sum of the cost of new equipment minus the cost of existing equipment (taking into account its physical deterioration and the possibility of its further use at other facilities), the total cost of installing the upgraded equipment and dismantling the existing equipment.

Irreparable functional wear corresponds to shortcomings, the correction of which is currently practically impossible or not economically feasible.

Example 2. A typical method for determining the irremovable functional wear of a passenger aircraft.

Dependences

ADvn = CNb((1 -- Nc Kc / (Nb Kb) (Vc/Vb)a (Hc / Hb)b) +Vn (1-- NLc / NLb HH Hb / Hc))+(1--Vn) Do/ I, (10)

Vn = 1 / (1+I) NLc / Hc, (11)

Do = Hc (Chc -- Chb Nc Vc Kc / (Nb Vb Kb)) (1 -- Np), (12)

ADvn - functional depreciation of passenger aircraft due to differences in the main characteristics compared to the analogue;
CNb - analogue price;
Nb, Nc - passenger capacity of the analogue and the evaluated aircraft, respectively, with similar layouts of the passenger cabin;
Kb, Kc - coefficients of occupancy of analogue and aircraft seats;
Vb, Vc - cruising speeds of the analogue and the evaluated aircraft, respectively;
Hb, Hc - flight hours per year of the analogue and the evaluated aircraft;
a, b - exponents, taking into account the influence of differences in cruising speeds and annual flight hours (depending on the type of aircraft);
NLc - the economic life of the aircraft in flight hours;
NLb - economic life of the analogue in flying hours;
Chb, Chc - the cost of the flight hour of the analogue and the evaluated aircraft;
Vn is the present value of the monetary unit at the end of the economic life of the assessed aircraft;
I - discount rate;
Do - loss of profit for the year;
Np - income tax rate.

The ratio of the sum of irremovable and non-removable functional wear to the total replacement cost of the aircraft determines the degree of physical wear V.

7.3.2.3. External depreciation - depreciation of an aircraft as a result of changes in the external economic situation (market, legislative, financial conditions, etc.).

External wear is determined by two methods:

Comparison of sales of similar objects with and without external influences;
- capitalization of loss of income (increase in expenses) related to external impact.

An additional type of external depreciation is depreciation as a result of the transition of the aircraft from the primary to the secondary market.

The cumulative impairment as a result of external influences determines the amount of external depreciation.

The ratio of external wear to replacement cost determines the degree of external wear E.

7.3.3. The residual value of an aircraft (element) is determined by the replacement cost of a copy of the appraised object or its equivalent, taking into account all types of wear and tear.

Example 3. Typical methodology for determining the residual value.

The determination of the residual value at the replacement cost of a copy of the appraisal object is carried out according to the dependencies:

CD \u003d CNc (1 - S) (11)

S = 1 -- (1 -- V) (1 -- E) (1 -- F), (12)

where

CD - residual value;
CNc - replacement cost of a copy of the appraisal object;
S is the degree of cumulative wear;
F, V, E - expressed in shares of the degree of physical, functional and economic depreciation, obtained by dividing the corresponding types of depreciation by the replacement cost of a copy of the object of assessment CNс.

The determination of the residual value of the aircraft at the replacement cost of the analogue is carried out as follows.

CD = CNb (1 - S), (13)

S = 1 -- (1 -- V) (1 -- E) (1 -- F), (14)

CNb - replacement cost of the object of appraisal analogue;
S is the degree of cumulative wear;
F, V, E - expressed in shares of the degree of physical, functional and economic impairment, obtained by dividing the relevant types of depreciation by the replacement cost of the analogue of the subject property CNb.

In the case of calculating the physical depreciation of an object by the element-by-element accounting of the depreciation of the main long-lived and short-lived elements, the residual value is determined according to the dependencies:

CD = CN (1 - S1), (15)

CN = CNb -- ADVb = CNb (1 -- ADVb / CNb), (16)

S1 = 1 -- (1 -- V1) (1 -- E1) (1 -- F1), (17)

where

ADVb - functional wear of the object of assessment relative to the analogue;
CN - estimated replacement cost of the appraised object;
S1 - degree of cumulative wear;
V1 - the degree of functional wear of the analogue expressed in shares relative to modern market requirements, obtained by dividing the corresponding type of wear by the estimated replacement cost;
F1, E1 - expressed in shares of the degree of physical and economic depreciation, obtained by dividing the corresponding types of depreciation by the estimated replacement cost CN.

7.4. Sales comparison method

The sales comparison method is based on the analysis of sales data and offers for aircraft similar to the property being valued.

Methods applied:

Direct comparison with a close analogue;
- statistical price modeling.

When applying the method of direct comparison with an analogue, adjustments are made to the sales price of the object of comparison for the following positions.

1. Property rights. Ownership restrictions apply.
2. Terms of financing. Calculation conditions that affect the cost of the object are taken into account.
3. Conditions of sale. The adjustment for the terms of sale reflects the relationship between the seller and the buyer that is not typical for the market.
4. The state of the market. The market adjustment takes into account changes in market conditions that occur over time: inflation, deflation, changes in tax laws, changes in supply and demand, etc. One of the significant factors is the reduction in prices during the transition of the object to the secondary market. The economic crisis, which determines the decline in demand for transportation, may also contribute to lower prices.
5. Physical characteristics. Almost always, the objects of comparison have different physical characteristics: flight performance, assigned resource, operating time from the beginning of operation and after repair, the presence of additional equipment that expands functionality, etc.

6. Economic characteristics. Economic characteristics include those that affect the amount of net current income - the cost of a flight hour and its components, terms and conditions of lease, etc.
7. Use. When choosing objects of comparison, one should refuse those that, after the sale, are not used in the same way as the object of evaluation.
8. Non-aircraft cost components. The cost of equipment not related to the aircraft must be accounted for separately and separated from the cost of objects of evaluation and comparison.

Example 4. A typical method for adjusting the cost of sale according to the degree of physical depreciation of the appraised object and analogue, if it is necessary to take into account the disposal costs of the appraised object and analogue.

The value of the appraised object by the method of direct comparison of sales is determined by the dependence

Co = (Cb - Ub) (1 - Fo) / (1 - Fb) + Uo, (18)

Co - value of the object of assessment;
Cb - the cost of selling an analogue;
Ub - part of the utilization cost of the analogue, not taken into account when determining the degree of physical deterioration of the analogue;
Uo - part of the utilization value of the object of assessment, not taken into account when determining the degree of physical deterioration of the object;
Fo - the degree of physical deterioration of the object;
Fb - the degree of physical wear of the analogue.

Capitalization of income can be done in two ways.

The direct capitalization method converts annual income into value by multiplying annual income by the capitalization rate.

The main method is capitalization by the rate of return.

The assessment includes the following main steps.

7.5.2. Development of a reconstructed income statement based on accounting data - net operating income and market data. To determine the net operating income used for valuation purposes, the following items should be excluded from the financial statements:

Business-related expenses (not related to the cost of the aircraft);
- accounting depreciation;
- corporate expenses (payment of dividends, etc.);
- capital investments and expenses for capital repairs.

Otherwise, the residual method is used, taking into account individual factors of income generation for the main elements included in the aircraft operation system.

7.5.4. Development of a forecast of changes in income, expenses, property value and the expected rate of return for the period of alleged ownership of the property being valued.

The following data must be taken into account:

Macro- and microeconomic forecasts of general and structural inflation, development of the economy and transport, demand and supply for the work performed by the assessed object, changes in the structure of operating costs, taxation systems, etc.
- forecasts of changes in the rate of interest and the rate of return, characterizing the risks in the considered market segment;
- forecasts of resource development, repair time and decommissioning of the aircraft and its main short-lived elements (based on the current maintenance and repair regulations), data on technically possible and realistically feasible operating times in similar operating conditions, data on performance degradation during periods of repair, etc. P.;
- forecasts of the cost of capital repairs, capital investments for the acquisition of short-lived elements (in exchange for spent resources);
- data on the cost of the working capital of components and equipment necessary to ensure uninterrupted operation (for example, a reserve of engines);
- reversion forecasts - the residual value of the aircraft (in case of termination of the project before its decommissioning) or the salvage value of the aircraft in the event of its decommissioning.

7.5.5. Justification and choice of the degree of risk - discount rates.

8. Making a decision on the assessment of the cost of the aircraft.

The process of making a decision on assessing the market value of an aircraft is not a formal act and includes the following main steps.

8.1. Analysis of the completeness and reliability of the initial information used for each method.

8.2. Ranking of the applied evaluation methods according to the criteria:

Compliance with the purpose of the assessment;
- provision of reliable information;
- differences between the main parameters of the assessed object from analogues, the characteristics and cost of which are used in the assessment.

8.3. Determination of upper and lower cost estimation constraints.

8.4. Comparison of the obtained cost range with the data on the evaluation of the errors of the valuation method, as well as with other additional data.

8.5. Making an expert decision.

9. Content of the assessment report.

In the valuation report in accordance with Article 11 of the Federal Law “On valuation activities in the Russian Federation” No. 135-F3 dated 29.07.98. must be specified:

Date of compilation and serial number of the report;
- the basis for the appraiser to evaluate the object of appraisal;
- the legal address of the appraiser and information about the license issued to him to carry out appraisal activities for this type of property;
- an accurate description of the appraisal object, and in relation to the appraisal object owned by a legal entity, details of the legal entity and the book value of this appraisal object;
- valuation standards for determining the appropriate type of value of the valuation object, the rationale for their use in the valuation of this valuation object, the list of data used in the valuation of the valuation object, indicating the sources of their receipt, as well as the assumptions made during the valuation of the valuation object;
- the sequence of determining the value of the object of assessment and its final value, as well as the limitations and limits of the application of the result obtained;
- date of determination of the value of the appraisal object;
- a list of documents used by the appraiser and establishing the quantitative and qualitative characteristics of the appraisal object.

Example 5. Contents of a typical report on the assessment of the market value of an aircraft.

Brief summary of the main facts and conclusions.

Basic assumptions and limiting conditions.

Information about the object of evaluation.

1. Determination of market value.
2. Scope and stages of the study.
3. History of the object.
4. Description of the object.
5. Characteristics of the market at the valuation date.
6. Determination of market value.
6.1. Cost method.
6.2. Sales comparison method.
6.3. income capitalization method.
6.3. Making a decision on estimating the cost of the aircraft.

Market Value Certificate.

Applications.

10. Deviation conditions.

If a valuer is required to perform an engagement that is inconsistent with these Standards, the valuer should do so if:

10.1. The Valuer will determine that the results of the work will not mislead the client, users of the Valuer's report or services, or the public.

10.3. As a condition of the contract, the Valuer will require that any published document citing the Valuer's opinion contain a statement of all assumptions and departures from the Standards.

In the materials of the Ministry of Economic Development, a contradiction was revealed: the NAMI methodology is indicated in the list of topics, while in fact there are tasks for the NIIAT methodology.

6.1.1. The NIIAT methodology (R-03112194-0377-98) uses the following relationship between the physical wear and tear of a vehicle and its age, mileage:

I F = 100 × (1 − e − Ω) , (\displaystyle (I)_(F)=100\times (1-e^(-\Omega )),)

Where: I F (\displaystyle I_(F))- physical deterioration, %; is the base of natural logarithms, e ≈ 2.72 (\displaystyle e\approx 2.72); is a function that depends on the age and actual mileage of the vehicle since the start of operation, units.

Table 23 Parametric description of a function Ω (\displaystyle \Omega ), depending on the actual age and actual mileage since the start of operation, for various kinds Vehicle

No. p / p	Vehicle type	Dependency type
1	Cars domestic	Ω = 0 .07 × T F + 0 . 0035 × L F (\displaystyle \Omega =0.07\times T_(F)+0.0035\times L_(F))
2	Domestic cargo trucks	Ω = 0 .01 × T F + 0 . 003 × L F (\displaystyle \Omega =0.01\times T_(F)+0.003\times L_(F))
3	Domestic tractors
4	Domestic dump trucks	Ω = 0 . 15 × T F + 0 . 0025 × L F (\displaystyle \Omega =0.15\times T_(F)+0.0025\times L_(F))
5	Specialized domestic	Ω = 0 . 14 × T F + 0 . 002 × L F (\displaystyle \Omega =0.14\times T_(F)+0.002\times L_(F))
6	Domestic buses	Ω = 0 . 16 × T F + 0 . 001 × L F (\displaystyle \Omega =0.16\times T_(F)+0.001\times L_(F))
7	Passenger cars of the European production	Ω = 0.05 × T F + 0.0025 × L F (\displaystyle \Omega =0.05\times T_(F)+0.0025\times L_(F))
8	American made cars	Ω = 0.055 × T F + 0.003 × L F (\displaystyle \Omega =0.055\times T_(F)+0.003\times L_(F))
9	Asian passenger cars (except Japan)	Ω = 0.065 × T F + 0.0032 × L F (\displaystyle \Omega =0.065\times T_(F)+0.0032\times L_(F))
10	Passenger cars made in Japan	Ω = 0.045 × T F + 0.002 × L F (\displaystyle \Omega =0.045\times T_(F)+0.002\times L_(F))
11	Trucks of foreign production	Ω = 0.09 × T F + 0.002 × L F (\displaystyle \Omega =0.09\times T_(F)+0.002\times L_(F))
12	Buses of foreign production	Ω = 0 . 12 × T F + 0 . 001 × L F (\displaystyle \Omega =0.12\times T_(F)+0.001\times L_(F))

Notation used: T F (\displaystyle T_(F))– actual age, years; L F (\displaystyle L_(F))- actual mileage, thousand km.

6.1.2. The NAMI methodology (RD 37.009.015-98) uses the following relationship between the physical wear and tear of a vehicle and its age, mileage:

I = I 1 × P F + I 2 × D F (\displaystyle I=I_(1)\times P_(F)+I_(2)\times D_(F)) I 1 (\displaystyle I_(1))- wear rate of AMTS by mileage (in % per 1000 km of run); P F (\displaystyle P_(F))- actual mileage on the day of inspection (in thousand km, with an accuracy of one decimal place) from the beginning of operation or after major repairs; I 2 (\displaystyle I_(2))- indicator of aging by service life (in % for 1 year) depending on the intensity of operation; D F (\displaystyle D_(F))- actual service life (in years, with an accuracy of one decimal place) from the beginning of operation or after a major overhaul;

The values of I1 and I2 are determined according to statistical tables, depending on the specific type of vehicle and the intensity of operation (mileage).

6.1.3. What to pay attention to in practice: the NAMI methodology (RD 37.009.015-98) is not currently used, the validity period of the NIIAT methodology (R-03112194-0377-98) has been extended, but the methodology is of limited use. For example, as part of determining the cost of restoring a vehicle after an accident, OSAGO uses only the Unified Methodology approved by the Bank of Russia on September 19, 2014 No. 432-P.

6.2. Aircraft valuation

The wording of the topic is general. A number of volumetric techniques, books (for example,), their circulation and operation is regulated by a whole set of regulatory legal acts (first of all, the Air Code of the Russian Federation]). The rest of this section contains extracts from these sources.

6.2.1. In general terms, the algorithm for calculating the cost of aircraft is comparable to the algorithm for calculating the cost of other types of machinery and equipment. Aircraft appraisals include:

6.2.1.1. Aircraft elements that form the largest contribution to its cost:

glider - the supporting structure of an aircraft, including structural parts of the aircraft of various purposes and design: wing, fuselage, plumage, control, landing gear and engine cowlings;
engines (the main engines that set the object in motion in standard modes);
avionics (control and automation systems).

Each of these elements, from the point of view of value formation, has its own specifics - pricing factors, the intensity of accumulation of various types of wear and tear, the frequency of repair activities, etc.

6.2.1.2. More information about the technical condition. The operation of aircraft is subject to more stringent requirements for ensuring safety and reliability. Profile organizations constantly monitor the technical condition of aircraft, recording detailed information about the technical condition of key components. For example, information about the operating hours of each of the engines is usually available.

6.2.1.3. Long service life of the aircraft as a whole, which can be extended conditionally an unlimited number of times.

6.2.2. The specifics of determining the physical deterioration of aircraft:

6.2.2.1. Terminology used:

reliability - the ability of a product to be operable at a given time while ensuring the properties of maintainability and persistence. The reliability level is quantitatively characterized by the probability of failure-free operation for
flight, time to failure and failure rate;
durability - the ability of a product to be operable at a given time while ensuring the properties of maintainability and storability. The level of durability is quantitatively characterized by resources;
aircraft design resource (engine, assembly, equipment, etc.) - the duration of operation (time) until the limit state occurs, at which further operation is terminated due to safety requirements or operational efficiency;
technical resource (or resource before decommissioning) - flight (work) time, number of flights (cycles), calendar service life, the achievement of which is ensured when designing the main power structures, engine structures and other elements;
assigned resource - a resource upon reaching which the operation is terminated regardless of the state of the object. The components of the assigned resource are the resource before the first overhaul and the overhaul resource;
guaranteed resource - a resource during which the elimination of design and production defects is carried out at the expense of the manufacturer (supplier);
persistence - ensuring the operability of the entire aircraft (unit) with the assumption of the possibility of failure of individual components. It is provided by redundancy of parts with potential failures, controllability of failures, the presence of emergency systems, the possibility of changing the conditions and modes of operation of failed units.

6.2.2.2. The most important feature aircraft from other types of equipment is the presence of requirements to ensure a given level of safety, airworthiness, flight performance throughout the entire service life. The fulfillment of these requirements is regulated by special regulations and organizational and technical systems (certification, attestation, licensing). During operation, as a result of special resource studies and tests, decisions are periodically made to increase the assigned resource, which gradually increases from the initial assigned resource, the temporary assigned resource to the previously assumed (or greater) values of the technical resource (life before decommissioning), calculated (design ) resource values before the first overhaul or overhaul life. The current concept of operating aircraft “on condition” does not have a mandated assigned resource. Maintenance, repair and decommissioning is carried out depending on the actual technical condition of the facilities.

6.2.2.3. When determining the physical deterioration of aircraft, the following aspects should be taken into account:

the operation of aircraft is subject to requirements to maintain the main flight performance from the moment of release to decommissioning at a given level; maintaining reliability at a level not lower than that specified by the technical documentation;
the main flight performance and the main consumer properties of the aircraft are maintained at a given level from release to retirement, therefore, the irremovable physical wear and tear on the operating time is determined mainly by the reduction in the possible operating time and the corresponding income for the remaining useful life;
during the course of repair activities, entire aircraft elements are often replaced - individual elements at the assessment date may have wear and obsolescence values that differ significantly from those of other elements.

6.2.2.4. Example problem: Determine the market value of a twin-engine aircraft. Initial data for the assessment: the price of the analogue is 25 million rubles; 10% bid discount; overhaul period of engines before overhaul 18,000 hours; analogue has an operating time of engines of 9,000 hours; engines of the object of assessment have a flight time of 14,000 hours; the cost of repairing the engine is 3.5 million rubles; in terms of other characteristics and operating time, the object of assessment and the analogue are identical.

Step 1 - determining the cost of an analogue, taking into account the discount for bargaining: C A c t o r g = 25000000 × (1 − 10% 100%) = 22500000. (\displaystyle C_(A)^(c\;torg)=25000000\times (1-(\frac (10\%)(100\%) ))=22500000.)

Step 2 - determining the cost of an analogue without taking into account the cost of engines: C A c t o r g . , b e z d v i g = 22500000 − 2 × 3500000 × (1 − 9000 18000) = 19000000. (\displaystyle C_(A)^(c\;torg.,bezdvig)=22500000-2\times 3500000\times (1-(\frac (9000)(18000)))=19000000.)

Step 3 - accounting for the cost of engines as part of the appraisal object: C O O = 19000000 + 2 × 3500000 × (1 − 14000 18000) ∼ 20555000. (\displaystyle C_(O)O=19000000+2\times 3500000\times (1-(\frac (14000)(18000)))\sim 20555000.)

6.2.3.

Table 24

№	Index	Meaning (examples)
1	Identification characteristics of the object of assessment	Name. Type of. Registration (account) number. Factory (serial) number. Release date. Name of the manufacturer. Name and address of the owner. A copy (details) of the document on the right of ownership. Name and address of the operator (lessee). A copy (details) of the document for the right to operate (lease).
2	History of the object of assessment.	Date of commissioning. Initial cost at the commissioning date (historical cost). Information about previous owners, operators (tenants), form of ownership and its changes. Book value. Information about the overhauls carried out (dates, type, repair company), accidents, enterprises that performed maintenance and repairs, data on compliance with the regulations for maintenance and repair, storage, etc.
3	Basic flight performance (flight tactical) characteristics	For transport aircraft, the main performance characteristics that affect the cost estimate are: the number of passengers, the layout of the passenger cabin, the carrying capacity, the dimensions of the cargo compartments, the flight range at maximum payload and maximum fuel capacity, aerodrome class, cruising speed.
4	Characteristics of the power plant.	Type, quantity, power (thrust) of power plants (engines), type of fuel, consumption characteristics.
5	Characteristics of control systems.	The composition of onboard flight and navigation equipment and communications, guidance systems, launch and flight control systems, etc.
6	Equipment characteristics.	Composition and characteristics of passenger and cargo equipment, equipment for the use of aviation in the national economy, special equipment, etc.
7	Characteristics of the operating system.	Fuel consumption. Availability and number of crew members. Specific operating costs (the cost of a flight hour, launch of a launch vehicle, etc.). Type of maintenance and repair system (scheduled preventive maintenance, maintenance and repair “on condition”, etc.). Repair cost.
8	Resources set for the type of aircraft being assessed.	The assessment takes into account the types of resources, in hours (minutes) of flight (work), flights (flight cycles, switching cycles), in calendar service life (in years) and other parameters.

6.3. Watercraft rating

In general terms, the algorithms for calculating the cost of watercraft and floating craft are comparable to the algorithms for calculating the cost of other types of machinery and equipment described in the previous sections of the MM. There are nuances associated with the legislative regulation of the circulation and operation of watercraft, as well as the presence of specific significant cost factors, the intensity of accumulation of wear and tear, sources of market information and information on the object of assessment. Over the past period, the exam did not record questions related to these nuances.

What to pay attention to in practice: when identifying an object of assessment for the purposes of assessment, as well as choosing analogue objects, the data in the following table should be taken into account.

Table 25 ,

Name	Main technical and operational characteristics
Dry cargo ships: ships for general cargo: universal (with horizontal and vertical cargo handling); specialized (car carriers, container carriers)). bulk carriers (for transportation of ore, etc.).	Cell text load capacity, operating speed, bulk cargo capacity, displacement
Vessels for liquid cargo: tankers (for the transport of bitumen, crude and refined oil, chemicals, fruit juices, etc.); vessels for chemical cargoes; gas carriers (for transportation of ethylene, ammonia, etc.).	load capacity, speed, maneuverability, range and autonomy of navigation, displacement, navigation area
Passenger, cargo-passenger ships and ferries: passenger, cargo-passenger ships (catamarans, floating restaurants, cruise, pleasure, floating hotels, etc.); ferries.	load capacity, speed, maneuverability, range and autonomy of navigation, displacement.
Service vessels: icebreakers; tugs (port, rescue, fire-fighting, escort, for ice assistance in the port, tilters, pushers, etc.); other service vessels (pilot vessels, measuring vessels, pilot vessels, etc.).	performance units, displacement, main engine power.
Fishing vessels.

Methodology for determining the market value of aircraft 01.01.2000 Author Luzhansky B. Aircraft (LA) are one of the most complex and expensive types modern technology . In their cost expertise, it is necessary to be guided not only by general approaches that consider aircraft as a specific class of property, but also by methods that take into account the specifics of valuation of objects that are very different in terms of functionality, operating principles and design. This material presents a method for determining the market value of civil aircraft (AC) based on the cost of their reproduction, taking into account physical and functional wear. First of all, it should be noted that in accordance with the Air Code of the Russian Federation (adopted by the State Duma of the Russian Federation on February 19, 1997), aircraft that are supported in the atmosphere due to interaction with air that is not reflected from the surface of the earth or water are classified as aircraft. In addition, the Civil Code of the Russian Federation classifies aircraft subject to state registration as real estate, and the rest as machinery and equipment. Nevertheless, taking into account the functional purpose and structural properties of aircraft, it is advisable to consider them as a single class of machines and equipment when assessing them. Over the past few years, the fleet of domestic aircraft has become significantly outdated, both physically and morally. In the very near future, many types of aircraft are to be written off. At the same time, airline companies often do not have the funds to purchase new aircraft, as a result of which the mass production of most types of aircraft has practically ceased. Thus, it is very difficult for an expert to obtain reliable information about the replacement cost of the object in question, since the prices offered by manufacturers differ significantly from the amounts of specific transactions that are traditionally not disclosed. Therefore, when conducting economic and legal research, a specialist needs to take into account the characteristics of the primary and secondary, global and regional aircraft markets, as well as structural inflation for the main types of aircraft. The market value of aircraft depends on many factors, the main of which include the principle of operation (aerostatic, aerodynamic, space, aerospace and rockets), functional purpose (research, economic, military and sports), flight performance (LTH ), parameters that determine the main operating costs, the maintenance and repair system (MRO), limits on the life of the operation, and so on. The most important distinguishing feature of an aircraft from other types of equipment is the presence of requirements to ensure a given level of safety, airworthiness, performance characteristics throughout the entire service life. The fulfillment of these requirements is regulated by special regulations and organizational and technical systems (certification, attestation, licensing). In accordance with the developed technical documentation, the main power structures of aircraft are designed based on the condition for ensuring a given time and number of flights (technical resource). The modern concept of aircraft operation "on condition" does not have directive established resource limitations. Aircraft are used until the end of their economic life, when the cost of their repair becomes unprofitable. Therefore, at the initial stage of aircraft operation, a significantly lower value of the resource (assigned resource) is set, which is subsequently extended to the value specified in the terms of reference or a greater value. The timing of maintenance and repair activities, as well as the limiting indicators of aircraft operation, are measured by the duration of work cycles (running time) or calendar time. The procedure for increasing the assigned resources requires significant financial and time costs, which should be taken into account when performing the examination. Due to the fact that the design of aircraft is constantly upgraded, their full replacement cost is often calculated as replacement cost. At the same time, there are several approaches, most of which are based on the construction of costing or resource-technological models. However, they are practically not applicable to the assessment of modern aircraft due to the significant laboriousness of collecting the necessary data. Therefore, to determine the total cost of the reproduction of an object, information is currently mainly used on the prices offered by airlines, adjusted by introducing the appropriate "bargaining" coefficients (obtained from market data averaged for similar products of the considered manufacturing plant). The calculation of the cumulative depreciation (depreciation) of the aircraft is made according to the formula: where: S - the amount of cumulative depreciation, in shares; F, V, E - the amount of physical, functional and economic depreciation, respectively, in shares. During normal operation, the physical wear of an aircraft is mainly determined by the operating time in flight and on the ground, as well as the time-dependent processes of aging and corrosion of materials. The value of F, acceptable to maintain a given level of safety and airworthiness, is provided by a maintenance and repair system, the regulations of which provide for the determination of the actual level of wear and its elimination. At the same time, the prompt replacement of failed removable units is carried out in the process of pre-flight and post-flight maintenance. Determination of the degree of obsolescence of the most loaded non-removable units of the airframe and engines, as well as their adjustment or replacement, is carried out in the process of overhaul (CR). At present, the main form of maintenance and repair of domestic aircraft is a planned preventive system that provides for appropriate maintenance of the aircraft depending on the operating time in flight hours, cycles (takeoffs and landings, on/off) and on calendar time. The frequency of CR is established by the assigned resource before the first repair and overhaul resources - for subsequent ones. In the process of overhaul, not complete, but partial elimination of the physical wear and tear of aircraft and engines is ensured. Therefore, in the calculations, irremovable wear is allocated, the value of which is calculated by the formula: where: Fn - irremovable physical wear; NL - duration of economic life (service life) ? the maximum value of the technical and assigned resources; RL - the term of the remaining useful life, defined as the value of the resource remaining before the write-off; EA is the effective age, calculated as the difference between the service lives and the remaining useful life. The depreciation of an aircraft as a vehicle as a result of irreparable physical wear and tear is a deterioration in its consumer properties due to a reduction in the possible operating time over the remaining useful life. For an aircraft as a whole, as well as for its main long-lived element that determines the functioning and service life of an aircraft (for example, an aircraft airframe, the price of which includes the cost of all components and assemblies, with the exception of short-lived elements evaluated separately), the proposed assessment method is based on the following provisions: 1. The effective service life strictly coincides with the actual operating time reflected in the documentation since the release of the aircraft, and the value of the remaining useful life and the degree of irremovable physical wear are determined by the formulas: where: A - actual operating time since the release of the aircraft; i - index of operating time (for flying hours i = 1, for the number of landings i = 2, and so on). 2. When assessing the degree of irremovable physical wear and tear in calendar time, the value of the remaining useful life is estimated taking into account the possible operating time of each of the life-limiting resources for the remaining calendar time. In this case, the calculations are made according to the following dependencies: where: RLki - the term of the remaining useful life in calendar time, determined taking into account the possible operating time of the resource with index i for the calendar time remaining before decommissioning; Fnki - the degree of irremovable physical wear in calendar time, determined taking into account the possible operating time of the resource with index i; NLk - duration of economic life (service life) in calendar time; Ak - calendar time since the release of the aircraft; Ri - operating time with index i per unit of calendar time (annual flying hours, number of takeoffs and landings, engine starts per year, and so on), technically possible and realistically feasible under operating conditions (taking into account the principle of the best and most efficient use of aircraft). Then, for the calculated value of the degree of irremovable physical wear (Fnr) is taken: general conditions aircraft safety, however, they are not subject to the requirement to promptly eliminate physical wear and tear in the process of pre-flight preparation. In case of failure or depletion of overhaul resources, the MRO system provides for their replacement with subsequent repair. Practice shows that with an increase in operating time, as well as as a result of repeated repair actions, the frequency of unit failures, the cost and time of their adjustment may increase. Thus, there is an additional deterioration in consumer properties and depreciation of aircraft elements, characterized by a non-linear dependence of the market value of the product on the duration of operation cycles. In addition, for short-lived units, physical wear in terms of calendar time is determined by the aging processes of the materials of individual parts that are replaced during the next repair. Therefore, as a rule, the calendar service life of products is taken into account when calculating the removable wear and tear and does not affect the amount of irreparable obsolescence. Calculation of the irremovable physical wear and tear of individual aircraft units and components can be carried out for each type of operating time and calendar time using formula (2) with an additional assessment of the difference between their effective age and the actual one. The maximum value is taken as the calculated value of obsolescence. Impairment due to recoverable physical wear and tear includes costs required to replace or repair malfunctions to the point where the loss in value of components and assemblies would be determined solely by irreparable obsolescence, as well as the present value of deferred scheduled overhaul of items that were operational at the time of assessment. In this case, calculations are made according to the formulas: where: ADu - depreciation as a result of disposable wear and tear; Suj - the cost of troubleshooting the j-th unit; Crj is the cost of the planned overhaul of the j-th unit; Mrji is the calculated value of the overhaul life with index i of the j-th unit; OMrji is the calculated value of the overhaul life with index i of the j-th unit; I - discount rate; Tji is the calculated value of the time interval until the scheduled overhaul of the j-th unit, determined by the balance of the overhaul life with index i; Rji - running time of the j-th resource unit with index i per unit of calendar time. The ratio of the amount of depreciation as a result of irreparable and disposable wear and tear to the full replacement cost of the aircraft determines the amount of total physical obsolescence. Functional wear and tear is caused by a loss in value, caused either by the appearance on the market of cheaper aircraft or vehicles, or by the non-compliance of the characteristics of the aircraft in question with modern standards, flight safety requirements, environmental restrictions, comfort indicators, quality of passenger service, and so on. Removable functional wear is measured by the amount of costs for its compensation due to the design modifications of the aircraft, officially permitted by the current documentation. Irremovable functional wear is the result of shortcomings, the correction of which is currently practically impossible or economically unreasonable, and for a passenger aircraft it can be determined by the formulas: Cb - market value of the analogue; Nb, Nc - passenger capacity of the analogue and the evaluated aircraft with similar layouts of the passenger cabin; Kb, Kc - coefficients of occupancy of analogue and aircraft seats; Vb, Vc - cruising speed of the analogue and the evaluated aircraft; Hb, Hc - flight time of the analogue and the evaluated aircraft, hours per year; a, b - indicators that take into account the effect of differences in cruising speeds and annual flying hours (depending on the type of aircraft); NLc, NLb - economic life of the aircraft and analogue, in flight hours; Chb, Chc - the cost of the flight hour of the analogue and the assessed aircraft; V is the current value of the monetary unit at the end of the economic life of the assessed aircraft; I - discount rate; Do - loss of profit for the year; Np - income tax rate. The calculation of economic (external) depreciation is mainly reduced to determining the current value of the loss of profit as a result of the use of an aircraft for the predicted period of time from the moment of assessment to the termination of operation. An additional type of external obsolescence can be attributed to the loss of value as a result of the transition of the aircraft from the primary to the secondary market. The presented mathematical model for assessing civil aircraft formed the basis of the methods approved by the Federal Aviation Service (FAS) of Russia, used by practitioners in their work, as well as by training and methodological centers in the preparation of independent experts. This approach can be used to calculate the cost of a wider class of machinery and equipment, for which the requirements are met to ensure the preservation of a given level of safety and basic operational and technical characteristics from the moment of manufacture to decommissioning after depletion of resources. Boris LUZHANSKY

Scientific potential Fundamental research, applied research and development work are carried out by 72 organizations, including 5 academic institutes, 15 research, 20 design bureaus. Most of them are in federal state ownership.

Summary. In the city of Samara and the region, there are many important factors that ensure the attractiveness of the region:

Favorable natural and geographical position;

Rich natural resources;

Strong industrial base;

Availability of highly qualified specialists;

Worldwide recognition of research potential;

Developed transport infrastructure, etc.

On this background aviation industry The city of Samara is one of the fundamental ones in the formation of the region's economy. The Volga Regional Directorate of the Federal Aviation Service of Russia is one of the largest in the country. International airport "Kurumoch", as well as the runway IAC "Aviacor" can receive any aircraft. This undoubtedly attracts investors and creates favorable conditions for the aviation business.

The objects of assessment - Tu-154M gliders are among the most common in Russian civil aviation - they account for 30% of the entire fleet of passenger aircraft and more than 50% of all passenger traffic in Russia, and the Yak aircraft account for % of the Russian aircraft fleet. The aircraft under consideration are the most economical on medium-sized highways and are in steady demand.

Regional conditions for the possible sale or lease of objects of assessment satisfactory.

3.2. Legal and government aspects

The positions of the Russian Government regarding aviation policy are formulated in the Federal Law "On State Regulation of Aviation Development" (January 1998). The development of civil aviation is focused on the commissioning of new, more fuel-efficient aircraft and the attraction of foreign capital with a share of ≤25% for development, testing and repair aviation technology. Reasonable customs barriers for the purchase of foreign aircraft, new rules for the lease and leasing of foreign-made aircraft are being worked out.

3.3. Competition and world leaders

The volume of traffic on domestic routes in Russia continues to decline, on international routes it continues to grow. In Russia, more than 300 organizations have an aircraft operator's certificate, of which 57% eight airlines. Only 15 largest airlines (Aeroflot, Transaero, Vnukovo Airlines, Domodedovo and others) have long-range and medium-haul aircraft Il-62, Il-96, Tu-204, Tu-154, Boeing-757, Airbus Industry A310 and have the necessary infrastructure to maintain the airworthiness of their air fleet. More than 50 airlines have access to international flights.

According to analysts (Robin Olson, SHE Co, etc.), in the next 5 years, the annual growth rate of air transportation in the CIS can be 8.8% for domestic routes and 7.5% for international ones. In this regard, there is an acute problem of updating the aircraft fleet, since a significant part of the aircraft has exhausted or is close to exhausting its resource. Now the Russian aviation industry is not able to provide the required renewal of the fleet, and this requires the purchase of aircraft in the West.

The most active implementation policy for Russian Airlines is pursued by Boeing, offering 727, 737, 757, 747, 767, MD-80 and MD-11 aircraft, and Airbus Industry with A300 and A310 aircraft. This line of aircraft allows you to solve almost all the tasks of air transportation. However, as noted above, only 8-15 Russian airlines can renew their aircraft fleet and, consequently, the need for Tu-154 and Yak-42 aircraft will remain in the next 10 years.

4. Regulatory framework

4.1. Standards and regulations

The assessment of the objects specified in this Report was carried out in full compliance with the requirements:

electrical equipment (SU3)

instrumentation (SU4)

aeronautical equipment (SU5)

Airframe TBO (Mrji), j=1 (airframe)

i=3, cal.

Remaining life of the airframe before repair (OMrji)

i=3, cal.

Discount rate (I) **)

Estimated time to the planned KR of the unit "j" for the resource "i" (Tji)

TOTAL Adjustable Physical Degradation (ADu)

Physical wear and tear, irreparable

Duration economic service(NLi)

i=3, cal.

Remaining useful life (RLi)

i=3, cal.

Fatal physical deterioration (Fn)

Functional depreciation, removable, is measured by the cost of elimination due to structural modifications of the aircraft, permitted by the current documentation, revision bulletins, etc.

Removable Functional Wear (ADvu)

$ thousand

Unrecoverable functional wear

ADvn = (1 - (N/Na) * (K/Ka) * (V/Va)b * (H/Ha)c + Vn)) * CN/CNa +

+ (1 - (1/τ) / (1/ τa)) * (1-Vn) * (1 - Np) * (Ch * H)/(Cha * Ha)* I

Analog cost (CNa) - B/700

Passenger capacity

object (N)

analogue (Na)

Seat occupancy rate

object (K)

analog (Ka)

0,6 ¸ 0,7

Cruising speed

object (V)

analogue (Va)

Flying hours per year

object (H)

analog (Ha)

Economic life of the Armed Forces

object (NL)

analogue (NLа)

As of:

Flight hour cost

object (Ch)

analog (Cha)

Specific indicator of fuel consumption

object (τ)

analogue (τ a)

Exponent considering aircraft type ***)

Vn = 1 / (1 + I)NL/H

Income tax rate (Np)

Unrecoverable Functional Wear (ADvn)

Functional obsolescence (3.1. + 4.12)

External wear (max ( 5.1 , 5.2 ))

Sales Comparison

Loss of income ***) (higher fuel prices)

Cumulative wear S= F) * (1 - V) * (1 - E) =

1 - [ + 2.3) ] * *

Cost by cost approach

*) - according to the maximum allowable resources, the rest - according to the regulations

**) - Here the object is considered as a long-lived property complex, equivalent to a real estate object, the loss of demand for which is unlikely: I = Ib + Ip = 10% + 2%, Ib - safe rate (on $ deposits), Ip - risk premium, corresponds to the aircraft risk insurance rate.

***) In relation to indicators "fuel consumption" / pass.*km

The cost of gliders obtained by the cost approach is.

5. The procedure for assessing aircraft

6. The content of the initial information used in the evaluation of aircraft

7. Typical methods for assessing, analyzing and reporting assessment results

8. Making a decision on the assessment of the cost of the aircraft.

10. Deviation conditions.

STO ROO 21-04-98 (DRAFT). EVALUATION OF AIRCRAFT AND AIRCRAFT. GENERAL REQUIREMENTS.

STANDARD OF THE RUSSIAN SOCIETY OF APPRAISERSPROJECT ASSESSMENT OF AIRCRAFT AND AIRCRAFT. GENERAL REQUIREMENTS Basic provisions of STO ROO 21-04-98

Foreword

Content

Introduction

1 area of ​​use

2. Regulatory references

3. Terms and definitions

4. Classification of aircraft

5. The procedure for assessing aircraft

6. The content of the initial information used in the evaluation of aircraft

7. Typical methods for assessing, analyzing and reporting assessment results

Example 1. A typical method for determining the physical wear and tear of an aircraft and ego elements using the “effective age” method with a preventive maintenance and repair system.

Example 2. A typical method for determining the irremovable functional wear of a passenger aircraft.

Example 3. Typical methodology for determining the residual value.

Example 4. A typical method for adjusting the cost of sale according to the degree of physical depreciation of the appraised object and analogue, if it is necessary to take into account the disposal costs of the appraised object and analogue.

8. Making a decision on the assessment of the cost of the aircraft.

9. Content of the assessment report.

Example 5. Contents of a typical report on the assessment of the market value of an aircraft.

10. Deviation conditions.

6.2. Aircraft valuation

6.3. Watercraft rating

3.2. Legal and government aspects

3.3. Competition and world leaders

4. Regulatory framework

4.1. Standards and regulations

STANDARD OF THE RUSSIAN SOCIETY OF APPRAISERS
PROJECT ASSESSMENT OF AIRCRAFT AND AIRCRAFT. GENERAL REQUIREMENTS
Basic provisions of STO ROO 21-04-98

1 area of use