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Aviation professionals have turned to Aircraft Bluebook Products and made them the number one choice for accurate aircraft valuations.

  • Over 3000 specific year models of general aviation aircraft are thoroughly researched each quarter.
  • A comprehensive avionics section covers equipment from the basic to the highly complex.
  • Each aircraft entry includes a list of all applicable airworthiness directives with a brief description.
  • An engine section with overhaul costs and factory recommended TBO's.
  • A guide to valuing engine maintenance programs.
  • A table of values for new paint and interiors.
  • Values for de-ice equipment.
  • Values for sea-plane floats.
  • And a complete section devoted to the hundreds of companies that provide a myriad of conversion programs and modification parts.

Prime Condition Aircraft (PCA™)

In today’s complex market, a “Prime Condition Aircraft” may impact value.

The Aircraft Bluebook – Price Digest classifies as PCA an aircraft based on its superior characteristics when compared to an identical aircraft with normal wear and tear.  PCA factors may include but are not limited to:  brand new, high quality paint and interior, significant airframe and avionics upgrades/modifications, a high level restoration if older than 35 years, and an unblemished history with excellent (and complete) records.  A PCA will have extraordinary attributes that will contribute to its reliability, comfort, appearance and performance.

Ultimately, it is left to the discretion of the Bluebook user to adjust an aircraft’s value using the PCA definition.  Real time market conditions must always be considered.  In the final analysis, a conclusion of value should always be supported by a consensus among parties involved in the transaction of a PCA aircraft.

Damage History

It is commonly accepted that when two identical aircraft are offered for sale, the undamaged aircraft will be the buyer's choice. Beyond that statement, a myriad number of factors can come into play, any of which prevent calculating a fair market value for a particular damaged aircraft without adequate research.

The only appropriate method to determine the fair market value of a damaged aircraft is for an experienced appraiser to make an on–site appraisal of the aircraft, compile all available information concerning the damage, then analyze the current market for that particular aircraft model.

Avionics Depreciation Chart

This chart may be used to estimate the value of avionics upgrades* or avionics not listed on the "Add-for" line of the particular aircraft you may be apprasing.

Research conducted by the Aircraft Bluebook staff indicates that this chart is correct for most systems most of the time. However, some brands or types of avionics will retain more or less of their original value than others due to popularity, technology, type of aircraft in which they are installed, etc.

It is important to consider all of the variables when pricing an aircraft. The avionics package and its quality are areas that should be evaluated carefully. Please apply your own good judgment when using this chart.

The chart below lists the percentage of new values corresponding to equipment age. After determining equipment age, add percent of new list price (found in the Avionics Section) to the aircraft's value.

System Age Percent of new List
1 year 60%
2 years 55%
3 years 45%
4 years 35%
5+ years 30%

Wholesale: Decuct 25% from depreciated retail value, determined by using percentages at the left.

* On the typical light twin Cessna or complex single, a basic King or Collins upgrade can increase the value of the aircraft $3,000 to $6,000.

Bluebook Aircraft Rating Scale


  1. The aircraft is new.
  2. Interior is new. There are no scratches, cracks, crazing or other evidence of use.
  3. Interior is in near new condition. Any smell, dirt, or matting can be removed by simple cleaning. Some evidence of use can be found only on close inspection.
  4. A small amount of wear is apparent. Small, shallow scratches and / or stains (1 or 2 per seat) can be found on seats, carpet , or woodwork. Stain remover and shampoo removes almost all stains. Headliner is clean with no stains. There are no nicks in woodwork.
  5. Headliner may have a couple of dirty spots that can be removed almost completely with cleaning. Matting in high use areas does not vacuum out completely. Steaming or shampooing improves interior considerably, but a couple of small, limited areas (doorway, beneath rudder pedals) remain looking worn or stained. No frayed or torn fabric is apparent. Leather, vinyl, or woodwork has no cracks, but small scratches, or creases (4 to 6 per seat) are obvious. Seats and drawers operate smoothly. Scratches in scuff plates around doorways are obvious. Interior still looks attractive when cleaned thoroughly.
  6. High use areas (doorway, beneath rudder pedals) still look worn (fibers appear shorter than surrounding carpet) after thorough shampooing. Headliner may have several stains but is not torn. Minor (2 or 3 instances per seat) fraying, staining, or cracking is apparent on less than half the seats. Small nicks are visible in woodwork. About one–third of the seats and drawers do not operate smoothly. Interior can be made to look clean, but it lacks sparkle in many areas.
  7. Scratches, stains, and frayed fabric are seen on most seats. More than half of the leather of vinyl seats may have small cracks. Carpet is matted along aisle. Carpet also has numerious stains, snags or other irregularities. Interiour has two or three tears. About half of the seats and drawers do not operate smoothly. Wood laminates may be peeling slighty. Several cracks in scuff plates around doorways are obvious. Interior cannot be made to look clean or smell fresh.
  8. Tears, snags, and stains are clearly visible in many areas. Several cigarette burns can be found. Most seats and drawers do not operate smoothly. Interior looks and smeels dirty even after cleaning.
  9. Cracks, stains, tears, and snags are the norm. Many seats have exposed foam. Interior is dirty and foul–smelling even after thorough cleaning.
  10. Interior is so dirty and worn that most people would be hesitant about sitting down for fear of damaging clothing.


  1. Aircraft is new.
  2. Paint is new. Airframe and paint are in excellent condition with no scratches or dents.
  3. Paint and airframe are in near new condition. Minor scratches (shallow, short, and less than 1 or 2 per square foot) are detectable only on close inspection (inspecting aircraft while standing at less than arms' length from it). Paint on often–used fasteners and screws may be chipped.
  4. Paint has high gloss. Small number (less than 3 or 4 per square foot) of scratches are apparent, mostly on leading edges due to abrasion. Close inspection reveals only a few small dents or chips (less than 1 or 2 per sq. ft.). Windows are clear with no crazing or discoloring.
  5. Paint is shiny. Several small scratches, chips or dents (4 or 6 per sq. ft.) can be found, mostly around high use areas (fuel caps, doors, struts). Some crazing or small stress cracks (less than 2 or 3 hairline cracks per sq. ft.) are visible in plastic and fiberglass structures. Several windows may be milky at edges.
  6. Paint is sound (no corrosion apparent). Slight oxidation can easily be polished out, leaving paint shiny again. Two or three small areas (rounded corner of cowling, part of leading edge) of crazing can be found in paint. Paint on leading edges is rough from abrasion. Touched up or repaired areas may be seen on close inspection. Small number (3 or 4 per sq. ft.) of short cracks can be found in fiberglass wingtips and cowlings due to normal wear or hangar rash. Cowling seals are faded. Many (less than half) window have milky edges. Several windows may be crazed or lightly scratched. Aircraft looks attractive to most people during walk–around.
  7. Paint is generally sound. Small areas require special attention (touch up or repair by trained individual) due to oxidation, peeling, shipping, corrosion, or crazing. Paint is dull in many (less than half) areas. Most windows are crazed and scratched.
  8. Paint is not shiny and has peeled in many areas. Most leading edges and upper surfaces are crazed and oxidized. Moderate number (5 or 6 per sq. ft.) of chips, cracks, or dents can be found. All window surfaces are scratched. Even after touch–up and polishing, aircraft still looks unsightly.
  9. Aircraft looks terrible. Paint is badly oxidized, peeled, and blemished. It is well beyond the touch–up and polish stage. Corrosion, dents, and cracks require extensive work.
  10. Exterior is so full of corrosion, heavy dents, or tears that it will not pass an annual inspection without repairs.

Pricing Information

Prices and other data in the Aircraft Bluebook are editor opinions, which are based on information derived from sources that our editorial staff believes to be reliable. The publisher and editors do not assume any responsibilities for the accuracy of the source material.

Standard Price: This "FACTORY NEW LIST" price assumes an aircraft with the minimum equipment as specified by the manufacturer. This price for most aircraft includes paint, interior and minimal VFR instruments.

Average Equipped: The second "FACTORY NEW LIST" price reflects the way most aircraft of a particular type left the manufacturer or completion center. It generally includes the equipment listed in the BASE AVG.

Average Retail: This column is the retail market price for an average (mid-time) used aircraft. This price is not a forecast. It is a report from the end of the previous quarter. Use the Bluebook as a guide, then check the current market.

BASE AVG: Aircraft in the Bluebook are priced with the equipment listed in the BASE AVG. This equipment (and set of conditions) is normally how the average aircraft of a particular type is configured. For example, if most of the Learjet 35 fleet is equipped with trust reversers, then the Bluebook will include thrust reversers in the BASE AVG of Learjet 35s.

Wholesale: Component of Average Retail resulting in lower value.

Damage History: Many factors affect the market value of a damaged aircraft. To properly assess the fair market value of a damaged aircraft, an experienced appraiser should be engaged to assess the damage and evaluate the current market for that particular model.

Avionics: Space does not permit listing prices for every piece of equipment. If the avionics package is of higher or lower quality than average, an adjustment should be made. Avionics prices in the Supplemental Pricing section of the Bluebook should be used to estimate the values of equipment not found on the "Add for" line. Avionics listed in the BASE AVG and "Add for" line usually are the equipment found on that type of aircraft.

ADs: Airworthiness Directives listed herein are selected and edited with great care. They are presented only as a guide and are not to be relied upon as conclusive evidence of AD applicability. Liability rests with the purchaser of the aircraft. AD applicability should be determined by a competent FAA authorized mechanic.

Serial Numbers: The value of aircraft with no yearly model change is determined by date put in service, not by date of manufacturer. The listed serial numbers are for information, not to determine value. They are by model year when the manufacturer cooperates in giving them. Otherwise, they are approximate by calendar year as registered at the FAA. The date of manufacture and model year should be determined by aircraft records.

Engine Time: Research indicates that most piston engines need to be overhauled at approximately 100% of TBO. Turbine engines normally achieve 100% of TBO if hot sections and other recommended maintenance are accomplished. Bluebook prices are based on mid-time engines, using these percentages. Average overhaul costs are estimated average field costs, which do not include prop overhauls and other extras. Helicopter rotors, blades and gear boxes are not included in engine overhaul prices. Associated costs for new or reman engines will normally be greater than the average field overhaul costs.

Modifications: Historically, most modifications fall far short of their original cost in the resale market. However, many modifications and conversion add value to an aircraft. These should be evaluated based on perceived worth to the end-user or actual performance improvement.

Finding Models

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Step 4: Select Year

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