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我们在以下领域为您保驾护航

数据与分析

银行和其他金融机构

飞机和发动机的租赁与管理

航空投资

航空公司运营

为律师提供航空诉讼支持

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IBA 一站式航空情报平台 IBA Insight 全新亮相。IBA 丰富的机队、价值和市场数据,结合航班数据与权威专家见解,为您的投资、风险评估和飞机投资组合监控带来更大的信心和把握。


产品

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凭借由获奖 ISTAT 认证评估师组成的庞大团队以及 30 多年累积的专有数据,IBA 在全球估值市场上处于领先地位。我们为全球范围内的一系列资产类型提供独立、公正的价值意见和建议,包括飞机、发动机、直升机、货机/航空货运、降落机位和预备件等。IBA 始终致力于超越客户的期望,我们的客观意见为贷款、资产收回、商业开发和再营销提供了必要的安全保障。


估价

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IBA 与全球领先的飞机和发动机租赁公司精诚合作。我们的专业建议植根于深厚的行业知识,因此 IBA 可以在投资周期的各个阶段提供支持,让客户放心无忧。从估值、机队选择、投资组合开发,到租赁结束时的退租和再营销,我们将全程协助客户完成整个租赁期的所有风险评估和资产管理活动。


资产管理

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航空投资往往错综复杂,会涉及大量财务风险,因此,放任资产不去管理绝对是下下策。无论是首次投资的新手,还是市场上驾轻就熟的资深投资者,IBA 都能帮助您克服各种资产类型的复杂性,让您更好地了解各种投资机会。我们可以与您携手合作,支持您的投资组合开发、多元化发展并满足您的战略需求。


飞机管理

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30 多年来,IBA 与全球和地区航空公司紧密合作,提供估值和咨询服务、航空数据情报以及飞机和发动机的退租支持。我们在遍布世界各地的各种航空项目上与客户展开协作,满足他们的额外资源需求,随时随地提供所需的项目管理支持。


再营销和转型

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我们掌握着丰富资源并善于出谋划策,可为客户提供诉讼支持和纠纷调解办法,并根据客户的法律策略量身定制周密的解决方案。正是由于 30 多年来专有航空数据的积累、定期参与战略并购,以及丰富的飞机管理专业知识,我们能够经常接触到各方之间的典型争端领域。IBA 通过直接或与客户自己的法律团队合作的方式,在各个方面为客户提供帮助,从飞机损坏或损失的保险相关理赔,到常常在退租时发生的租赁商与承租商的纠纷。


诉讼支持

最新的洞见解读

The Future Outlook of Air Cargo: July 2024
文章

The Future Outlook of Air Cargo: July 2024

The air cargo industry, in a constant state of flux, is presently navigating significant shifts in market trends and the types of aircraft servicing it. Primarily driven by additions to the fleet outpacing retirements, available capacity for both dedicated freighters and belly cargo has notably increased. This capacity expansion is also due to the rising dominance of larger aircraft, such as the 737-800 compared to predecessor aircraft, in the converted narrowbody segment, contributing to an approximate 20% surge in pallet capacity.   Simultaneously, the aircraft conversion market is experiencing oversaturation due to finite demand for aircraft and a high conversion rate of nearly 190 narrowbody and widebody aircraft combined annually. This highlights the need for the market to stabilise and return to the conversion numbers seen in 2021-2022, or perhaps even less.   In this shifting landscape, looking to future programs, the Airbus A350F has gained popularity among lessors and operators, largely due to its seamless integration with existing passenger fleets which also enjoys a wide operator base. The later launch of its competitor, the Boeing 777-8F, has further solidified Airbus's market position. Nevertheless, the Boeing 777F maintains a loyal customer base expected to transition to the newer model in due course.   This article delves into the complex dynamics of the air cargo industry, focusing on the value of freighter aircraft, influenced by a range of factors from the supply and demand of narrow and widebody aircraft to the impact of conversion programmes and the influence of political and economic elements. The goal is to provide a comprehensive analysis that offers valuable insights for all stakeholders in the aviation industry.

Comac’s rising impact in China’s aviation market
文章

Comac’s rising impact in China’s aviation market

Growth in aviation in the Asia Pacific market has been truly astounding over the last 40 years. In the 1980s the Chinese civil aviation market began to fragment, freeing up a new tranche of operators within the country. CAAC (the airline division of the Civil Aviation Administration of China) was no longer “the” carrier of the country and new entrants such as China Eastern and China Southern were soon created. CAAC would eventually become Air China. With all this growth, which manufacturers would all these operators turn to to fulfil their aircraft requirements? Airbus & Boeing The Boeing 737-700 and -800 went on to succeed in China backed up by a small penetration from the -600 and 900/900ER variants. Aviation fleet data from IBA Insight shows that nearly 200 x Boeing 737-700s were delivered to Chinese operators though it was the 737-800 that really shone in that market; with well over 1,300 delivered.   Airbus also had a similar success in China with its ceo models; with similar numbers of A319s, over 800 x A320s and 350 x A321s finding domicile there. Whichever way one looks at it the Chinese operators have embraced Boeing and Airbus products in the core narrowbody sector, especially in the popular 160-189 seat capacity.      Airbus has successfully set up its production facility in Tianjin for the A320 family. To date, at least 120 x Boeing 737 MAX 8, 415 x Airbus A320neo and 170 x A321neo aircraft are in service in China, and while the backlog for the two programs in the country is difficult to measure, an estimate is for at least 600 aircraft with Airbus slightly ahead. These numbers are on the conservative side, especially when one considers that China has been slow to re-establish the Boeing 737 MAX service entry. COMAC China has a well-established aircraft industry, not just in military applications, but has long been building civilian aircraft. Various models have been more successful than others. The current 90-seat capacity COMAC ARJ21 entered service in June 2016 some years behind schedule. Nevertheless, there are now over 125 in service across 10+ airlines, mostly in China with an ever-growing fleet and a backlog in the hundreds.   However, the ARJ21 is targeted closer to the regional sector as it is only a 90-seat aircraft, which is not an overly large part of the Chinese market. The optimum spot for aircraft manufacture is in the 160-230 seat sector, i.e. Boeing 737-800/900ER/MAX 8/9/10 and Airbus A320-200/200N, 321-200/200N territory. The COMAC C919 is designed to tackle the space occupied by the Airbus A320neo and Boeing 737 MAX 8, by offering similar characteristics to these models.   First flown in May 2017, the COMAC C919 had a lengthy and prolonged test flight program, not entering revenue service until 28th May 2023 with China Eastern Airlines between Shanghai Hongqiao Airport and Beijing Capital. There are now 5 examples in service with China Eastern. C919 market penetration progress has been slow as only 5 have been delivered in nearly a year, compared to at least 40 Airbus A320NEOs that have been delivered to Chinese airlines within the same time frame.   Despite this slow start, aircraft order data from IBA Insight shows over 1,000 orders for the COMAC C919. Recently, we have seen orders from the big three Chinese airlines for over 300 C919s. In terms of firm aircraft orders: Air China (100) China Southern (105) China Eastern (105) To put this into context Air China has 310 Airbus A320CEO/NEO or Boeing 737NG/MAX aircraft in service plus at least 75 Airbus and Boeing narrowbodies on backorder. China Southern has at least 520 between the two OEMs in service plus 193 on backlog. For China Eastern, the data shows 515 Boeing 737s and Airbus A320s in service, plus at least 210 yet to be delivered.     In terms of market values of new aircraft; data from IBA Insight shows the Boeing 737 MAX 8 at US$ 54 million, much the same as a new Airbus A320NEO. Market lease rates for either the Boeing 737 MAX 8 or Airbus A320NEO range between US$ 360,000 and US$ 400,000 on a new aircraft, depending on credit risk. Due to the C919’s limited market penetration currently in China, it is unlikely the model will attract Boeing 737 MAX 8 or Airbus A320NEO values and as such pricing is likely to be lower. IBA Insight suggests a US$ 45.5 million market value for a new COMAC C919 and a market lease rate range of between US$ 310,000 and US$ 336,000. Final thoughts Not only has China operated Western-built aircraft since the early 1970s, but the country has been dependent on them to fuel its remarkable growth. Boeing and Airbus have had significant success with their 737 and A320 families and the two competing programs dominate this crucial market. China’s attempts to build indigenous aircraft have varied in success, however, the C919 may be the first on track to impact those crucial Boeing and Airbus narrowbody programs at least within its home market.  The recent orders from Air China, China Eastern and China Southern for the C919 are a testament to this.   While COMAC works to get international certification on the C919, the aircraft is effectively confined to a domicile market, restricting sales into foreign markets. These constraints and unknowns invariably lead to somewhat more conservative valuations, hence why IBA’s own values and lease rates for the C919 sit below the similar age Boeing 737 MAX 8 and Airbus A320neo.   Should these unknowns be unlocked, IBA sees no reason why the C919 should not become a global success in the long term, with these 3 recent major orders giving impetus to this.    


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