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Mensaje: <blockquote data-quote="SuperEtendard" data-source="post: 165249" data-attributes="member: 128">PARTE 3These costs may differ substantially from the ones publicly quoted by the various manufacturers.In some cases, this is due to different definitions of what a given price includes, to different ratesof value-added tax, or to how R&D costs are accounted for.In many cases, however, the differences are due to “creative accounting” intended to distort trueprices to gain a public relations competitive advantage, while the complexity of the issue makes itunlikely that the media will devote sufficient time and energy to confirm or infirm prices publiclyquoted by manufacturers. This is another reason for which we opted to compare prices paid bynational customers.The study also compares aircraft prices using various benchmarks:- exchange rates at Purchasing Power Parity;- prices per kilo, compared to luxury goods;- prices as a multiple of Gross Domestic Product per head.This study makes no claim to absolute accuracy, or to perfect methodology. Indeed, as onemanufacturer noted, “we know all cost estimates are wrong because they never include the samethings, sometimes purposely.” For example, some aircraft costs include EW systems and weaponsintegration, while others do not. Currency exchange fluctuations, and the random use of then-year- as opposed to current - prices, and of fly-away as opposed to unit production prices, furthercomplicate the issue. Finally, European prices include value-added tax on domestic sales, while USdomestic prices do not.To obtain the most objective price data available, we opted to only use prices quoted to thedomestic customer (including, as applicable, value-added tax). We also examined two benchmarkprices:- Program Unit Cost, obtained by dividing the total program cost by the number of aircraftproduced. This is possibly the most significant benchmark, as it includes research and developmentcosts as well as all related ancillary costs (support equipment, spare parts, documentation etc.);- Unit Procurement Cost, obtained by dividing the cost of the latest production contract (thusexcluding most R&D and support costs) by the number of aircraft contracted. In some respects,this can also be defined as the marginal cost of additional aircraft, and provides a benchmark forcomparisons.To avoid any possible bias, manufacturers were not initially consulted (except for Gripen, see notep. 8), but were offered the opportunity to comment the study’s findings and to offer their own pricefigures. When provided, these are included in the relevant notes below. Lockheed is the onlycompany that did not respond to our requests for information.We also opted (except for Gripen) to disregard export contracts, as their costs depend on therequirements of each customer (size of spares inventory; number of operating bases; paymentsterms; R&D recoupment charged or not, etc.), and often have no direct link to the actual cost ofthe aircraft themselves.Despite these obstacles, this analysis summarizes the most recent cost figures and clearly sets outwhat information was provided by which source. It should thus contribute to a betterunderstanding of these costs, and provide a credible basis for future cost and price comparisons.We believe it provides the most accurate information currently available of the price of Westerncombat aircraft to their domestic buyers.To allow readers to refine these price estimates, we have listed all of our sources of aircraftfinancial data, and added hypertext links. Readers will thus also be able to confirm the origin ofdata used as the basis of this study.</blockquote>

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