1/1/2024 0 Comments Istat pro key![]() ![]() “We see tremendous value in some of the mid- to end of life, 10 to 12-year-plus aircraft that are available on the market on short leases or AOG are harder to acquire right now as the lenders are not trying to sell,” he says. I think there are little pockets but for the large part it’s getting harder to do. Our focus now is on the five to 10-year-old assets, and we’ve worked on a few deals for A321s. Genesis head of commercial Pat Madigan echoes some of the sentiments but has had “a little bit more success recently in acquiring aircraft”, more through bilateral trades. Leases that are traded on the secondary market have been placed years ago in a very different interest rate environment.” ST Engineering executive vice-president and head of aviation asset management Yip Hin Meng states: “Trying to find the right asset at the right price is not an easy task in today’s interest rate environment. He does, however, note some opportunities in the sale or refinancing of aircraft in the prevailing market. For Asian airlines, liquidity remains available, but it becomes now very expensive. So, whilst we have the ability to purchase them in the prevailing market rates, it’s not really a buyer’s market if the sellers are not really able to sell at a significant loss,” he says.įor sellers, there is liquidity in debt markets especially from the Asian banks. “Most of our business comes from mid-life stage, and even these leases in the six, eight and 10 years old are still written in a very benign interest rate environment. Speaking on a panel at ISTAT Asia in Singapore on 14 October, Deucalion Aviation’s head of Asia, Lewis Sutherland sees headwinds in the secondary market relating to debt and interest rates. Lessors see challenges in secondary market as recession loomsīy Naomi Neoh, Air Transport Reporter Asia for Cirium Dashboard ![]()
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