See the shape of the price.
Move along a curve. Compare an upgrade. Watch the whole aircraft respond.
How the price comes together
From the configured reference to your purchase midpoint.
Model assumptions and comparable evidence, with the selected negotiation allowance.
Acquisition mix
—Aircraft identity
Model families are distinct markets: don't treat a classic Sinus, Virus SW and certified Explorer as the same airplane.
Engine & overhaul exposure
Hours alone are misleading: Rotax time limits can be triggered by hours or calendar time; serial-specific rules override the preset.
Whole-airframe parachute
Installation, last repack, and pyrotechnic component expiry are separate valuation risks.
Avionics, propeller & options
Every premium is an estimated used-market resale contribution, not the original factory option price.
How each option changes the estimate ↘
These are provisional priors because publicly observable, option-isolated transaction data are scarce. They are not certified equipment installation costs or proof of approved modifications.
Purchase scenario · Texas delivery
Shows aircraft purchase and acquisition expenses only. No annual costs, fuel, hangar or insurance.
The underlying price observations
Unique listings or intentionally segregated historic snapshots. A listing going “off market” is not proof of sale. Known non-airworthy/parts-only listings are discarded entirely; ordinary advertised condition is not independently verified. Repeated syndicated ads are removed where identifiable.
Budget filter applies to asking price before import/tax. An empty preferred search means no records establish all requirements; unknown rescue installation remains unresolved.
Loading data…
Click any column heading to sort ↑↓. Scroll sideways for engine, avionics, autopilot and parachute details; the aircraft name stays pinned. “Unknown” means the advertisement did not establish the specification, not that the aircraft lacks it.
All asking prices display in USD equivalent using the editable rate in the estimator (default 1 EUR = 1.16 USD, illustrative, not a live feed). Original listing currency is shown underneath for provenance. Historical advertisements are not CPI-adjusted or converted using a historical spot rate. Blank servicing records remain “Unknown.” † Advertised TBO limits are seller claims, not serial-number-verified eligibility. No completed sale prices have been authenticated.
Record collection caveats
Aero-Offers reports 43 raw historical Sinus offers from 2019–2026. Some are the same airplane relisted or syndicated (e.g. the 599-hour Italian aircraft appears repeatedly). The raw source count is not the number of independent sale observations; the 31 curated archive entries deliberately lack year-based model weight because their build years aren't established. Some may still overlap current listings.
How the valuation is calculated
It is a transparent comparable-adjustment heuristic, not a machine-learned appraisal or fabricated regression. The small and heterogeneous market cannot support a defensible many-variable statistical model from public transactions alone.
No information in an advertisement is silently assumed to mean equipment is absent. Non-airworthy aircraft, parts-only listings and repair projects are excluded from the dataset entirely. Factory-new prices and duplicate ads are excluded from used-aircraft valuation weighting. Comparable influence follows the summed evidence quality, with an 82% ceiling for exact-variant evidence and a 15% ceiling for family-only context. No usable evidence means the baseline alone.
Disclosed valuation priors
All baseline prices are 2026 asking-price modeling anchors for an average-condition aircraft of the reference year and reference equipment shown, not observed OEM MSRPs.
| Variant | Anchor year | Anchor ask |
|---|
Year adjustment: approximately 2.8–3.0% multiplicative for adjacent build years, capped across distant decades. Airframe hours: roughly $11–$20 per hour depending on variant, with a capped adjustment. Comparable weights use a fixed reference so moving year or hours does not reshuffle the evidence. Engine hours are adjusted separately against a fixed 500-hour reference. This is a modeling prior, not a measured depreciation curve for Virus/Sinus. The October 18 broader-airframe review did not establish a reliable replacement coefficient.
What supports the curves?
Reviewed 18 October 2026. Other aircraft help challenge the assumptions; only Virus/Sinus records enter your comparable prices. Of 29 other-aircraft records reviewed, 19 supported within-model comparisons. Missing engine history and limited variation prevented a reliable transfer of age, hours or equipment coefficients.
| Part of the estimate | Evidence used | What remains assumed |
|---|---|---|
| Age & airframe hours | Separate Flight Design, SportCruiser and Remos checks | Existing 2.9% build-year and $11–$20/hour priors retained |
| Engine service exposure | Model-specific Rotech USD new-engine price references | 49% value-at-risk share and 1.27 wear exponent; S3 cost still unquoted |
| Parachute service | BRS service-price scale; repack and rocket kept separate | Generic continuous allowance; not a GRS or installed-service quotation |
| Avionics & upgrades | Manufacturer package scope and seller configurations | Used-aircraft premiums; new hardware cost does not establish resale value |
The current 41-aircraft asking-price audit is 14.56% median / 17.71% mean absolute error, with 34/41 asks inside the illustrative bands. The October 19 housekeeping pass corrected sparse-evidence weights, comparable normalization and chart sampling. Median error and coverage are unchanged; this does not establish sales-price accuracy.
How the curves and weighting work · no neural network ↗
Read the evidence review, sensitivity checks and limitations ↗Option resale-prior guide
These are our provisional resale adjustments, NOT Pipistrel factory list prices. A selected model already includes its reference equipment, so a premium is computed only relative to its baseline; values are not independently proven market add-ons.
| Feature / configuration | Model prior |
|---|
Technical variables that matter
- Engine family and serial: 912UL/ULS/912S3 are carbureted; 912iS is injected. The 912ULS TBO may be 1,000/1,200/1,500/2,000 hours depending on serial and modifications; the 912iS typical schedule is 2,000 hours / 15 years. Never grant a 2,000-hour extension on a seller claim alone.
- Calendar vs hour time remaining: value reflects both. An engine with 1,500 flight hours left but a calendar deadline already passed is not “75% remaining.”
- Parachute: Galaxy GRS and BRS are different systems. Galaxy specifies six-year repacks; confirm the exact BRS/GRS schedule. Rocket and canopy service life are separate.
- Autopilot: installed and commissioned servos are not the same as a display that's merely autopilot-ready.
- Certified vs microlight: SW121 / Explorer have a different value and regulatory proposition from Virus SW100 ultralights. A certified 912 S3 is not fuel-injected.
- Storage & repairs: decades-old composite airplanes need thorough inspection even with very few logged flight hours.
2026 certified-family compliance
For SW121 and Explorer, check EASA AD 2026-0070-E (airbrake bellcrank) and 2026-0137R1 (door locks). Required work depends on the actual serial, parts and compliance history. The database has not verified any individual aircraft’s compliance. These references are not a complete AD search.
International acquisition: what this is not
A foreign Euro-ultralight does not automatically become a registerable U.S. light-sport aircraft. Approval basis, exact production records, serial numbers, declarations of compliance, instruments, possible experimental certificate eligibility and FAA inspection matter, particularly after MOSAIC rule changes.
The import figure is intentionally a planning guesstimate, with default Europe→Texas physical logistics about $14k–$30k; add PPI and administrative fees separately. Actual quotes will depend on crate/container, disassembly, insurance, customs broker, assembly, rigging and airworthiness inspection. Excluding or refunding EU VAT must be contractually confirmed. Confirm the applicable HTS classification and any additional duties with a customs broker; the editable zero-duty default is only an assumption.
Texas aircraft sales/use tax: 6.25% state + potentially up to 2% local tax, subject to specific exemptions and credits. Get formal confirmation on the exact transaction.
Linked research library
Factory descriptions, regulator guidance, maintenance schedules, asking-price history and source listings. Links are retained even when data are sparse; they are useful starting points for manual due diligence.