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Calculation of aircraft prices

If you take a closer look at the prices of individual aircraft, you will see that they do not correspond at all to reality. reality. However, this is only partially true, because the prices in FTW are derived from the real market prices. The aircraft administration proceeds as follows: First, several prices of an aircraft type are researched, whereby it is either the new price or the price for a new specimen. specimen. An average is then calculated from these. To arrive at the calculated FTW new price, the factor of the factor 0.4 is used, which is explained in more detail in the expert manual. For additional factors, namely year of manufacture, cell hours and condition of the aircraft. of the aircraft.

Year of construction

For every single aircraft in Fly The World an individual year of construction is defined. This can of course but must lie within the period in which the model was actually produced in reality. was actually produced. Example: The McDonnell Douglas MD-81 had its maiden flight between 1979 and was produced until 1994. The year of manufacture can therefore logically only lie in between. The year of manufacture is also used internally to determine the age of the aircraft, which affects the wear per flight hour. flight hour. This means that the condition of older aircraft deteriorates more rapidly than that of almost brand-new models. of nearly brand-new models. In reality, this effect is due, for example, to material fatigue and outdated production techniques.

Cell hours and condition

The second important factor in determining aircraft value is cell hours. This refers to the hours that the aircraft has already been in service. The basis for this is also the block time. Depending on the engine, a normal and a maximum service life is defined for each aircraft. is defined for each aircraft. The normal service life, together with the number of cell hours, is used internally as the basis for calculating the repair costs. basis for calculating the repair costs. The maximum service life represents the upper limit. If this number of hours is reached, the box is ripe for the aircraft graveyard and may no longer be used. be used.

Engine type Ordinary service life Maximum service life
Piston engine 12,000 hours 24,000 hours
Turboprop 16,000 hours 32,000 hours
jet engine 20,000 hours 40,000 hours

Whether an aircraft is well cared for and regularly maintained is reflected in its condition. This is always expressed as a percentage with two decimal places. There is no direct correlation between the condition of an there is no direct correlation between the condition of an aircraft and its age. After all, there are also old airplanes that are very well maintained. well maintained and serviced. The condition should always be between 90 and 100 percent. If it falls below 95 percent, the aircraft may no longer be used commercially. If the condition falls below 90 percent the aircraft must be repaired and may not be flown until that time. For system-owned aircraft an automatic repair takes place as soon as the value falls below 97 percent.

The number of cell hours has a direct impact on the calculation of repair costs, because the more hours the aircraft has on the clock, the more expensive it will be to bring its condition back to 100 percent. For each aircraft type, a standard price is calculated for this purpose, based on 0.01 percent of the condition. For a Cessna 172, for example, this is 6.99 euros and applies while the current number of hours of the aircraft is within the range (+/- 25 %) of its normal useful life. If the aircraft has fewer hours, the price is lower; if it has more, it is higher.

Particularly in the case of larger aircraft, it is advisable to have them serviced regularly, as otherwise enormous sums can can quickly add up to enormous sums.

Calculated market price and sales price

Multiplying the real price by the factor 0.6 we get the calculated new price of the machine. In the future, players will be able to buy or order machines new from the factory, as long as they are they are still in production. For this reason, each aircraft type is also assigned a factory airport from which it can from which he can pick up his newly acquired piece of jewelry. However, since there is also a market for used aircraft, the above-mentioned factors of age, cell hours and condition play a role in calculating the current age, cell hours and condition play a significant role in calculating the current aircraft value.

For a new aircraft with zero hours, the calculated market price is still exactly equal to the FTW new price. After that, the value decreases continuously. Once the normal service life is reached, the aircraft has reached an age at which it is aircraft has reached an age at which it is normally shipped off to third world countries. It becomes More maintenance intensive and has to be pushed to the workshop more often after flights. When the maximum the aircraft has reached the end of its useful life. Its value is thus exactly zero and if someone nearby coughs, it will disassemble itself. To spare sensitive users this sad sight the sad sight of it, it is headed for the airplane graveyard.

However, if you are very attached to your aircraft, you can have it restored at FTW for a not insignificant cost. Please open a thread in the forum. Of course this restoration takes some time and is not an easy process, so please be patient with such requests. (For processing and execution)

The same principle is applied to the condition: If it is at 100 percent, the individual selling sales price is equal to the calculated market price. Similarly, the worse the condition of the machine, the lower the selling price. the worse the condition of the machine.

en/handbuch_basics/kalkulation_der_flugzeugpreise.txt · Last modified: 2022/02/10 23:15 by gonzo