Refurbished A380s May See Shine Taken Off Values

Because of the capital intensive nature of aircraft, manufacturers have historically sought to refurbish flight test aircraft and sell to operators rather than retain for their own use and the A380 is no exception. The A380 program comprised five test aircraft. Serial number 001 is to be retained while three...

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Because of the capital intensive nature of aircraft, manufacturers have historically sought to refurbish flight test aircraft and sell to operators rather than retain for their own use and the A380 is no exception.

The A380 program comprised five test aircraft. Serial number 001 is to be retained while three are already destined for operators. A fourth aircraft is still being used by Airbus but has the potential to be refurbished and sold on.

Applying values to ex-test aircraft can be difficult. Some aircraft types used for flight testing may be prototypes. Those variant aircraft which are larger than their predecessors can sometimes be cut and plugs inserted - cut and shunt - contrasting with later production examples. Aircraft used during flight testing undertake a variety of tasks. Some test aircraft have been involved in serious incidents which have necessitated major repairs.

In 1980 a MD80 undergoing flight testing lost its tail during a heavy landing. The aircraft was repaired and subsequently used for testing the unducted fan (UDF) before being eventually scrapped, having never entered commercial service. While computer testing and static rigs can undertake some of the more rigorous testing there is still a need for the actual aircraft to test the flight envelope of the aircraft including tail skids, stalls and a variety of landing and take-off configurations. Such testing inevitably sometimes places considerable strain on the airframe, albeit largely known. Cold soaking at extreme temperatures can place pressure on systems.

The installation, removal and re-installation of test equipment will necessitate modifications to the airframe and deviation from the production standard. Some test aircraft are used purely for specific tests such as system integration which involve far less strenuous activity for the airframe. Examples will also be used as demonstrators and route proving. The number of flight hours and cycles accumulated will be far less than had the aircraft been in commercial operation. Boeing, however, is expecting to undertake 24-hour testing of the B787, which will increase utilization.

After flight testing, the test aircraft are refurbished. This involves installing a commercial interior, perhaps for the first time. The maintenance status of the aircraft is zero timed and modifications introduced subsequent to building the flight test aircraft are incorporated. The refurbishment of the flight test aircraft can allow an operator to gain an early delivery slot.

While the test aircraft have been refurbished, the history of the aircraft will always note use as a vehicle for flight testing. Such a history will inevitably have an impact on the price paid by the operator and the considered value both upon delivery and in the future. The values of those test aircraft used for aerodynamic and ground testing will be most impacted while those used for demonstration or system integration will feature lesser discounting.

For the A380 serial numbers 007 and 009 are destined for Emirates. Serial number 007 is reportedly currently in storage and will be re-engined prior to delivery. Serial number 009 is still being used for testing and will continue to be operated by Airbus for a few more months. Serial number 002 is also in storage and is destined to be converted for a VIP customer.

The fate of the B787 aircraft used during flight testing has yet to be determined. As Boeing are developing the -9 and possibly the -10, the first -8s could be used except that the new method of construction will likely limit the ability to insert plugs into the existing barrel.