UNITED STATES
SECURITIES AND EXCHANGE COMMISSION
Washington, D.C. 20549
FORM 10‑K
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☒ | ANNUAL REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE |
For the fiscal year ended December 31, | |
OR | |
☐ | TRANSITION REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE |
For the transition period from to |
Commission File No. 0‑14719
SKYWEST, INC.
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Incorporated under the Laws of Utah | 87‑0292166 |
444 South River Road
St. George, Utah 84790
(435) 634‑3000
Securities Registered Pursuant to Section 12(b) of the Act:None
(Title of Each Class) (Name of Exchange on which Registered)
Common Stock, No Par Value The Nasdaq Global Select Market
Securities Registered Pursuant to Section 12(g) of the Act: None
Common Stock, No Par Value
Indicate by check mark if the registrant is a well‑known seasoned issuer, as defined in Rule 405 of the Securities Act. Yes ☐☒ No ☒☐
Indicate by check mark if the registrant is not required to file reports pursuant to Section 13 or Section 15(d) of the Act. Yes ☐ No ☒
Indicate by check mark whether the registrant (1) has filed all reports required to be filed by Section 13 or 15(d) of the Securities Exchange Act of 1934 during the preceding 12 months (or such shorter period that the registrant was required to file such reports), and (2) has been subject to such filing requirements for the past 90 days. Yes ☒ No ☐
Indicate by check mark whether the registrant has submitted electronically and posted on its corporate Web site, if any, every Interactive Data File required to be submitted and posted pursuant to Rule 405 of Regulation S‑T (§ 232.405 of this chapter) during the preceding 12 months (or for such shorter period that the registrant was required to submit and post such files). Yes ☒ No ☐
Indicate by check mark if disclosure of delinquent filers pursuant to Item 405 of Regulation S‑K (§ 229.405)is not contained herein, and will not be contained, to the best of registrant’s knowledge, in the definitive proxy or information statements incorporated by reference in Part III of this Form 10‑K or any amendment to this Form 10‑K. ☒☐
Indicate by check mark whether the registrant is a large accelerated filer, an accelerated filer, a non‑accelerated filer, or a smaller reporting company, or an emerging growth company. See the definitions of “large accelerated filer,” “accelerated filer”filer,” “smaller reporting company,” and “smaller reporting“emerging growth company” in Rule 12b‑2 of the Exchange Act.
Large accelerated filer ☒ | Accelerated filer ☐ | Non‑accelerated filer ☐ | Smaller reporting company ☐ | Emerging growth company ☐ |
If an emerging growth company, indicate by check mark if the registrant has elected not to use the extended transition period for complying with any new or revised financial accounting standards provided pursuant to Section 13(a) of the Exchange Act. ☐
Indicate by check mark whether the registrant is a shell company (as defined in Rule 12b‑2 of the Act). Yes ☐ No ☒
The aggregate market value of the registrant’s common stock held by non‑affiliates (based upon the closing sale price of the registrant’s common stock on The Nasdaq NationalGlobal Select Market) on June 30, 201529, 2018 was approximately $759,240,572.$2,701,175,567.
As of February 16, 2016,12, 2019, there were 51,127,54251,635,965 shares of the registrant’s common stock outstanding.
Documents Incorporated by Reference
Portions of the registrant’s proxy statement to be used in connection with the Registrant’s 2015registrant’s 2019 Annual Meeting of Shareholders are incorporated by reference into Part III of this Report as specified. Such proxy statement will be filed with the Securities and Exchange Commission not later than 120 days after the registrant’s fiscal year ended December 31, 2018.
SKYWEST, INC.
ANNUAL REPORT ON FORM 10‑K
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PART I | ||
3 | ||
3 | ||
PART II | ||
Management’s Discussion and Analysis of Financial Condition and Results of Operations | ||
Changes in and Disagreements with Accountants on Accounting and Financial Disclosure | ||
PART III | ||
Security Ownership of Certain Beneficial Owners and Management and Related Stockholder Matters | ||
PART IV | ||
83 | ||
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PART I
Unless otherwise indicated in this Report, “SkyWest,” “we,” “us,” “our” and similar terms refer to SkyWest, Inc. and, including SkyWest’s wholly-owned subsidiary SkyWest Airlines, Inc. “SkyWest Airlines” refers to our wholly‑owned subsidiary SkyWest Airlines, Inc.
Effective December 31, 2011,, and "ExpressJet" refers to our former wholly-owned subsidiary ExpressJet Airlines, Inc. was merged into
On January 22, 2019, we completed the sale of ExpressJet. Our financial and operating results for the years ended December 31, 2016, 2017 and 2018, and our subsidiary, Atlantic Southeast Airlines, Inc., with the surviving corporation named ExpressJet Airlines, Inc. (the “ExpressJet Combination”). Infinancial position as of December 31, 2017 and 2018 contained in this Report, “Atlantic Southeast” refers to Atlantic Southeast Airlines, Inc.include the financial results and position of ExpressJet for those respective periods, prior toas the sale of ExpressJet Combination, “ExpressJet Delaware” refers to ExpressJet Airlines, Inc., a Delaware corporation,did not qualify for periods prior topresentation of discontinued operations (see Note 2 in the ExpressJet Combination, and “ExpressJet” refers to ExpressJet Airlines, Inc., the Utah corporation resulting from the ExpressJet Combination, for periods subsequent to the ExpressJet Combination.accompanying financial statements).
Cautionary Statement Concerning Forward‑Looking Statements
Certain of the statements contained in this Report should be considered “forward‑looking statements” within the meaning of the Private Securities Litigation Reform Act of 1995. These forward‑looking statements may be identified by words such as “may,” “will,” “expect,” “intend,” “anticipate,” “believe,” “estimate,” “plan,” “project,” “could,” “should,” “hope,” “likely,” and “continue” and similar terms used in connection with statements regarding our outlook, anticipated operations, the revenue environment, our contractual relationships, and our anticipated financial performance. These statements include, but are not limited to, statements about our future growth and development plans, including our future financial and operating results, our plans, for SkyWest Airlines and ExpressJet, our objectives, expectations and intentions and other statements that are not historical facts. Readers should keep in mind that all forward‑looking statements are based on our existing beliefs about present and future events outside of our control and on assumptions that may prove to be incorrect. If one or more risks identified in this Report materializes, or any other underlying assumption proves incorrect, our actual results will vary, and may vary materially, from those anticipated, estimated, projected, or intended. These risks and uncertainties include,intended for a number of reasons, including but are not limited to: the challenges of competing successfully in a highly competitive and rapidly changing industry; developments associated with fluctuations in the economy and the demand for air travel; the financial stability of United Airlines, Inc. (“United”), Delta Air Lines, Inc. (“Delta”), American Airlines, Inc. (“American”) and Alaska Airlines, Inc. (“Alaska”) (each, a “major airline partner”) and any potential impact of their financial condition on our operations; fluctuations in flight schedules, which are determined by the major airline partners for whom SkyWest conducts flight operations; variations in market and economic conditions; significant aircraft lease and debt commitments; realization of manufacturer residual value guarantees on applicable SkyWest aircraft; residual aircraft values and related impairment charges; the impact of global instability; labor relations and costs; potential fluctuations in fuel costs, and potential fuel shortages; the impact of weather-related or other natural disasters on air travel and airline costs; new aircraft deliveries; and the ability to thoseattract and retain qualified pilots, as well as the other factors described below in Item 1A. Risk Factors.
There may be other factors that may affect matters discussed in forward‑looking statements set forth in this Report, which factors may also cause actual results to differ materially from those discussed. We assume no obligation to publicly update any forward‑looking statement to reflect actual results, changes in assumptions or changes in other factors affecting these statements other than as required by applicable law.
General
Through SkyWest Airlines and ExpressJet, weWe offer scheduled passenger service with approximately 3,4002,770 daily departures to destinations in the United States, Canada, Mexico and the Caribbean. Substantially all of our flights are operated as Delta Connection, United Express, American Eagle or Alaska Airlines flights under code‑share arrangements (commercial agreements between airlines that, among other things, allow one airline to use another airline’s flight designator codes on its flights) with Delta, Air Lines, Inc. (“Delta”), United, Air Lines, Inc. (“United”), American Airlines, Inc. (“American”) or Alaska, Airlines, Inc. (“Alaska”), respectively. SkyWest Airlines and ExpressJetWe generally provide regional flying to our major airline partners under long‑term, fixed‑fee, code‑share agreements. Among other features of ourUnder these fixed‑fee agreements, our major airline partners generally pay us fixed rates for operating the aircraft primarily based on the number of completed flights, flight time and the number of aircraft under contract. The major airline partners also reimburse us for specified direct operating expenses (including fuel expense, which is passed through to our partners), and pay us a fee for operating the aircraft.
On December 31, 2011, Atlantic Southeast and ExpressJet Delaware completed the ExpressJet Combination. Since November 17, 2011, the operations formerly conducted by Atlantic Southeast and ExpressJet Delaware have been conducted under a single operating certificate issued by the U.S. Federal Aviation Administration (the “FAA”)expense).
SkyWest Airlines and ExpressJet have developed industry‑leading reputations for providing quality regional airline service during their long operating histories. SkyWest Airlines has been flying since 1972 and ExpressJet (and its predecessors) since 1979. As of December 31, 2015, we had a combined fleet of 702 aircraft consisting of the following:
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SkyWest has been flying since 1972. During our long operating history, we have developed an industry‑leading reputation for providing quality regional airline service. As of December 31, 2018, we had 596 aircraft in scheduled service consisting of the following (which included 100 Embraer ERJ145 regional jet (“ERJ145”) aircraft and 16 Bombardier CRJ200 regional jet (“CRJ200”) aircraft that ExpressJet operated for United, and 10 Canadair CRJ700 regional jet (“CRJ700”) aircraft that ExpressJet operated for American):
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| CRJ200 |
| CRJ700 |
| CRJ900 |
| ERJ135 |
| ERJ145 |
| E175 |
| EMB120 |
| Total |
| CRJ200 |
| CRJ700 |
| CRJ900 |
| ERJ145 |
| E175 |
| Total |
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United |
| 83 |
| 70 |
| — |
| 5 |
| 166 |
| 40 |
| — |
| 364 |
| 106 |
| 19 |
| — |
| 100 |
| 65 |
| 290 |
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Delta |
| 111 |
| 60 |
| 64 |
| — |
| — |
| — |
| — |
| 235 |
| 87 |
| 22 |
| 41 |
| — |
| 49 |
| 199 |
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American |
| 31 |
| — |
| — |
| — |
| 16 |
| — |
| — |
| 47 |
| 7 |
| 68 |
| — |
| — |
| — |
| 75 |
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Alaska |
| — |
| 9 |
| — |
| — |
| — |
| 5 |
| — |
| 14 |
| — |
| — |
| — |
| — |
| 32 |
| 32 |
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Aircraft in scheduled service |
| 225 |
| 139 |
| 64 |
| 5 |
| 182 |
| 45 |
| — |
| 660 |
| 200 |
| 109 |
| 41 |
| 100 |
| 146 |
| 596 |
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Subleased to an un-affiliated entity |
| 2 |
| — |
| — |
| — |
| — |
| — |
| — |
| 2 |
| 4 |
| — |
| — |
| — |
| — |
| 4 |
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Other* |
| 10 |
| — |
| — |
| 4 |
| — |
| — |
| 26 |
| 40 |
| 4 |
| 19 |
| — |
| 5 |
| — |
| 28 |
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Total |
| 237 |
| 139 |
| 64 |
| 9 |
| 182 |
| 45 |
| 26 |
| 702 | |||||||||||||
Total Fleet |
| 208 |
| 128 |
| 41 |
| 105 |
| 146 |
| 628 |
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*OtherAs of December 31, 2018, these aircraft consisted of leased aircrafthave been removed from service that wereand are in the process of being returned tounder the lessor and ownedapplicable leasing arrangement or are aircraft removed from service that were for sale.transitioning between code-share agreements with our major airline partners.
As of December 31, 2015,2018, our fleet scheduled for service consisted of aircraft manufactured by Bombardier Aerospace (“Bombardier”) and Embraer S.A. (“Embraer”) summarized as follows:
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Manufacturer |
| Aircraft Type |
| Seat Configuration |
Bombardier |
| CRJ900s |
| 76 |
Bombardier |
| CRJ700s |
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Bombardier |
| CRJ200s |
| 50 |
Embraer |
| E175s |
| 76 |
Embraer |
| ERJ145s |
| 50 |
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We ceased operationBombardier and Embraer are the primary manufacturers of regional jets operated in the United States and offer many of the 30‑amenities of larger commercial jet aircraft, including flight attendant service, a stand‑up cabin, overhead and under seat storage, lavatories and in‑flight snack and beverage service. The speed of Bombardier and Embraer Brasilia EMB‑ 120 turboprop (the “EMB120”) during the fiscal year ended December 31, 2015.regional jets is comparable to larger aircraft operated by major airlines, and they have a range of approximately 1,600 miles and 2,100 miles, respectively.
We were incorporated in Utah in 1972. Our principal executive offices are located at 444 South River Road, St. George, Utah 84790, and our primary telephone number is (435) 634‑3000. We maintain an internet website at inc.skywest.com, which provides a linklinks to our annual, quarterly and current reports filed with the Securities and Exchange Commission (“SEC”). The information on our website does not constitute part of this Report. In addition, we provide electronic or paper copies of our SEC filings free of charge upon request.
Our Operating Platforms
SkyWest Airlines
SkyWest Airlines providesWe provide regional jet service to airports primarily located inthroughout the Midwestern and Western United States, as well as Mexico and Canada. SkyWest Airlines offered approximately 1,700 daily scheduled departures asAs of December 31, 2015,2018, we offered approximately 2,170 daily departures, of which approximately 920820 were United Express flights, 560920 were Delta Connection flights, 170290 were American Eagle flights and 50140 were Alaska‑codedAlaska Airlines flights. SkyWest Airlines’Our operations are conducted principally from airports located in Chicago (O’Hare), Denver, Houston, Los Angeles, Houston, Minneapolis, Portland, Seattle, Phoenix, San Francisco and Salt Lake City. As of December 31, 2015, SkyWest Airlines operated a fleet of 348 aircraft consisting of the following:
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| CRJ200 |
| CRJ700 |
| CRJ900 |
| E175 |
| Total |
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United |
| 83 |
| 70 |
| — |
| 40 |
| 193 |
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Delta |
| 69 |
| 19 |
| 36 |
| — |
| 124 |
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American |
| 17 |
| — |
| — |
| — |
| 17 |
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Alaska |
| — |
| 9 |
| — |
| 5 |
| 14 |
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Total |
| 169 |
| 98 |
| 36 |
| 45 |
| 348 |
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SkyWest Airlines conducts itsMinneapolis, Phoenix, Salt Lake City, San Francisco and Seattle. As of December 31, 2018, we operated a fleet of 470 aircraft consisting of the following:
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| CRJ200 |
| CRJ700 |
| CRJ900 |
| E175 |
| Total |
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United |
| 90 |
| 19 |
| — |
| 65 |
| 174 |
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Delta |
| 87 |
| 22 |
| 41 |
| 49 |
| 199 |
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American |
| 7 |
| 58 |
| — |
| — |
| 65 |
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Alaska |
| — |
| — |
| — |
| 32 |
| 32 |
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Total |
| 184 |
| 99 |
| 41 |
| 146 |
| 470 |
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We conduct our code‑share operations with itsour major airline partners pursuant to the following agreements:
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Major airline partner |
| Agreement |
United |
| “ |
Delta |
| “ |
American |
| “ |
Alaska |
| “ |
A summary of the terms for each SkyWest Airlinesof our code‑share agreement with the respective major partneragreements is provided under the heading “Code Share“Code-Share Agreements” below on page 6.
ExpressJet
Prior to our sale of ExpressJet providesin January 2019, ExpressJet provided regional jet service principallyto airports primarily located in the Eastern and Midwestern United States, primarilyas well as Mexico, Canada and the Caribbean. ExpressJet’s operations were conducted principally from airports located in Atlanta, Cleveland, Chicago (O’Hare), Houston, Detroit, Memphis, Newark and Minneapolis, as well as Mexico and Canada.New York. During the year ended December 31, 2018, ExpressJet offered approximately 1,658600 daily scheduled departures, as of December 31, 2015, of which approximately 92690 were Delta Connection flights, 586440 were United Express flights and 14670 were American Eagle flights. As of December 31, 2015,2018, ExpressJet operated a fleet of 312126 aircraft consisting of the following:
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| CRJ200 |
| ERJ145 |
| ERJ135 |
| CRJ700 |
| CRJ900 |
| Total |
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| CRJ200 |
| ERJ145 |
| CRJ700 |
| Total |
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United |
| — |
| 166 |
| 5 |
| — |
| — |
| 171 |
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| 16 |
| 100 |
| — |
| 116 |
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Delta |
| 42 |
| — |
| — |
| 41 |
| 28 |
| 111 |
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American |
| 14 |
| 16 |
| — |
| — |
| — |
| 30 |
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| — |
| — |
| 10 |
| 10 |
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Total |
| 56 |
| 182 |
| 5 |
| 41 |
| 28 |
| 312 |
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| 16 |
| 100 |
| 10 |
| 126 |
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SkyWest Leasing
ExpressJet conducts its code‑share operations with its major airline partners pursuantThe SkyWest Leasing segment includes revenue attributed to the following agreements:
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A summary of the terms for each ExpressJet code‑share agreement with the respective major partner is providedour Embraer E175 dual-class regional jet aircraft (“E175”) ownership cost earned under the heading “Code Share Agreements” below on page 6.applicable fixed-fee contracts, and the depreciation and interest expense of our E175 aircraft. The SkyWest Leasing segment’s total assets and capital expenditures include the acquired E175 aircraft. The SkyWest Leasing segment additionally includes the income from CRJ200 aircraft leased to a third-party.
Competition and Economic Conditions
The airline industry is highly competitive. SkyWest Airlines and ExpressJet competecompetes principally with other regional airlines. The combinedOur operations of SkyWest Airlines and ExpressJet extend throughout most major geographic markets in the United States. Our competition includes, therefore, nearly every other domestic regional airline. TheOur primary competitors of SkyWest Airlines and ExpressJet include Air Wisconsin Airlines Corporation (“Air Wisconsin”); Endeavor Air, Inc. (“Endeavor”) (owned by Delta); Envoy Air Inc. (“Envoy”), PSA Airlines, Inc. (“PSA”) and Piedmont Airlines (“Piedmont”) (Envoy, PSA and Piedmont are owned by American); ExpressJet Airlines (subsequent to January 2019); Horizon Air Industries, Inc. (“Horizon”) (owned by Alaska Air Group, Inc.); Mesa Air Group, Inc. (“Mesa”); Endeavor, Inc. (“Endeavor”) (owned by Delta); Republic Airways Holdings Inc. (“Republic”); and Trans StateStates Airlines, Inc. (“Trans State”States”). Major airlines typically award additional code-share flying arrangements to regional airlines based primarily upon the following criteria: ability to fly contracted schedules, availability of labor resources, including pilots, low operating cost, financial
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availability of labor resources, including pilots, low operating cost, financial resources, geographical infrastructure, overall customer service levels relating to on‑time arrival and flight completion percentages and the overall image of the regional airline.
The principal competitive factors for regional airline code‑share arrangements include labor resources, code‑share agreement terms, reliable flight operations, operating cost structure, ability to finance new aircraft, certification to operate certain aircraft types and geographical infrastructure and markets and routes served.
The combinedOur operations of SkyWest Airlines and ExpressJet represent the largest regional airline operations in the United States. However, regional carriers owned by major airlines may have access to greater resources than we do through their parent companies than SkyWest Airlines and ExpressJet.companies.
Generally, the airline industry is highly sensitive to changes in general economic conditions. Economic downturns, combined with competitive pressures, have contributed to a number of reorganizations, bankruptcies, liquidations and business combinations among major and regional carriers. The effect of economic downturns may be somewhat mitigated by theour predominantly contract basedcontract-based flying arrangements of SkyWest Airlines and ExpressJet.arrangements. If, however, any of our code sharemajor airline partners experience a prolonged decline in the number of passengers or are negatively affected by low ticket prices or high fuel prices, they may seek to renegotiate their code sharerate reductions in future code-share agreements, with SkyWest Airlines or ExpressJet, or materially reduce scheduled flights in order to reduce their costs. In addition, adverse weather conditions can impact our ability to complete scheduled flights and can have a negative impact on our operations and financial condition.
Industry Overview
MajorMajors, Low-Cost Carriers and Regional Airlines
The airline industry in the United States has traditionally been comprised of several major airlines, including Alaska, American, Delta and United. The major airlines offer scheduled flights to most major U.S. cities, numerous smaller U.S. cities, and cities throughout the world through a hub and spoke network.
Low-cost carriers, such as Southwest Airlines Co. (“Southwest”) and JetBlue Airways Corporation (“JetBlue”), generally offer fewer conveniences to travelers and have lower cost structures than major airlines, which permits them to offer flights to and from many of the same markets as the major airlines, but at lower prices.
Regional airlines, such asincluding SkyWest, Airlines, ExpressJet, Mesa, Air Wisconsin, Endeavor, Trans State and Republic, typically operate smaller aircraft on lower‑volumeshorter distance routes than major and low‑cost carriers. Several regional airlines, including Endeavor, Envoy, Endeavor, PSA,Horizon, Piedmont and Horizon,PSA, are wholly‑owned subsidiaries of major airlines.
Regional airlines generally do not try to establish an independent route system to compete with the major airlines. Rather, regional airlines typically enter into relationships with one or more major airlines, pursuant to which the regional airline agrees to use its smaller, lower‑cost aircraft to carry passengers booked and ticketed by the major airline between a hub of the major airline and a smaller outlying city. In exchange for such services, the major airline pays the regional airline either a fixed flight fee, termed “contract” or “fixed‑fee” flights, or the regional airline receives a percentage of applicable passenger ticket revenues, termed “pro‑rate”“prorate” or “revenue‑sharing” flights, as described in more detail below.
Code‑Share Agreements
Regional airlines generally enter into code‑share agreements with major airlines, pursuant to which the regional airline is authorized to use the major airline’s two‑letter flight designator codes to identify the regional airline’s flights and fares in the central reservation systems, to paint its aircraft with the colors and/or logos of its code‑share partnerthe major airline and to market and advertise its status as a carrier for the code‑share partner.major airline. Code‑share agreements also generally obligate the major airline to provide services such as reservations, ticketing, ground support and gate access to the regional airline, and the major partnersairline often coordinatecoordinates marketing, advertising and other promotional efforts. In exchange, the regional airline provides a designated number of low‑capacity (usually between 50 and 76 seats) flights between larger airports served by the major airline and surrounding cities, usually in lower‑volume markets. The financial arrangements between the regional airlines and their code‑share partners usually involve either fixed‑fee arrangements or revenue‑sharing arrangements as explained below:
· | Fixed‑Fee Arrangements. Under a fixed‑fee arrangement |
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regional airline a fixed‑fee for each departure, flight hour (measured from takeoff to landing, excluding taxi time) and block hour (measured from takeoff to landing, including taxi time) incurred, and an amount per aircraft in service each month with additional incentives based on completion of flights, on‑time performance and other operating metrics. The regional airline typically acquires or finances the aircraft used under the fixed-fee arrangement, which is considered a lease of the aircraft to our major airline partner. In addition, |
· | Revenue‑Sharing Arrangements. Under a revenue‑sharing arrangement |
SkyWest Airlines hasWe have code‑share agreements with United, Delta, American and Alaska. ExpressJet hashad code‑share agreements with United, Delta and American.American during 2018.
During the year ended December 31, 2015,2018, approximately 86.3%84.3% of our passenger revenuesand ExpressJet’s flying agreements revenue related to fixed‑fee contract flights, where Delta, United, AlaskaAmerican and AmericanAlaska controlled scheduling, ticketing, pricing and seat inventories. The remainder of our passenger revenuesflying agreements revenue during the year ended December 31, 20152018 related to pro‑rateprorate flights for Delta, United or American, where we controlled scheduling, pricing and seat inventories, and shared passenger fares with Delta, United or American according to pro‑rateprorate formulas. The following summaries of our code‑share agreements do not purport to be complete and are qualified in their entirety by reference to the applicable agreement.
Under our fixed-fee arrangements, theour major airline partners compensate us for our costs of owning or leasing the aircraft on a monthly basis. The aircraft compensation structure varies by agreement, but is intended to cover either our aircraft principal and interest debt service costs, our aircraft depreciation and interest expense or our aircraft lease expense costs while the aircraft is under contract. Under our ExpressJet United ERJ Agreement and our ExpressJet American ERJ145 Agreement, the major partner provides the aircraft to us for a nominal amount. The number of aircraft under our fixed‑fee arrangements and our pro‑rateprorate arrangements as of December 31, 20152018 is reflected in the summary below. The following summaries of our code-share agreements with our major airline partners do not purport to be complete and are qualified in their entirety by reference to the applicable agreement.
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Delta Connection Agreements
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Delta Connection Agreement |
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CRJ 700 CRJ 900 E175 | | 58 22 41 49 |
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Connection |
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Prorate Agreement |
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United Express Agreements
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United Express Agreements (fixed-fee arrangement) |
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CRJ 700 E175 |
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19 65 |
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United Express Prorate Agreement (revenue-sharing arrangement) | CRJ 200
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American Agreements
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Agreement | Aircraft type | Number of Aircraft | Term / Termination Dates | |||||
American Agreement (fixed-fee arrangement) | CRJ 700 | 58 | Individual aircraft have scheduled removal dates from 2019 to 2023 | |||||
American Prorate Agreement (revenue-sharing arrangement) | CRJ 200 | 7 | Terminable with 120-day notice |
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Alaska Capacity Purchase Agreement
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Alaska Agreement |
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| Individual aircraft have scheduled removal dates from 2027 to 2030 |
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As of December 31, 2018, ExpressJet operated 100 ERJ145 aircraft and 16 CRJ200 aircraft under fixed-fee agreements with United and 10 CRJ700 aircraft under a fixed-fee agreement with American. We sold ExpressJet in January 2019. In conjunction with the sale of ExpressJet, SkyWest retained ownership of the 16 CRJ200 aircraft and the 10 CRJ700 aircraft operated by ExpressJet as of December 31, 2018. We agreed to lease the 16 CRJ200 aircraft to ExpressJet for up to a five-year period. We are pursuing alternative uses of the 10 CRJ700 aircraft, including but not limited to, using the aircraft under fixed-fee agreements or leasing the aircraft or related engines to third parties. ExpressJet leased 100 ERJ145 from United and the ERJ145 aircraft remained with ExpressJet in conjunction with the sale of ExpressJet.
In addition to the contractual arrangements described above, we have entered into agreements with Alaska and Delta to acquire and operate additional E175 dual-class regional jet aircraft (which are typically configured with 76 or 70 seats) for those major airline partners. As of December 31, 2018, we anticipated placing an additional three E175 aircraft with Alaska and nine E175 aircraft with Delta. The delivery dates for the new E175 aircraft are expected to take place from 2019 through 2021. Final delivery dates may be adjusted based on various factors.
We also entered into an agreement with Delta to operate 20 new Canadair CRJ900 regional jet aircraft (“CRJ900”). The aircraft will be acquired by Delta and operated by us under a fixed-fee agreement. As of December 31, 2018, we had taken delivery of five of these CRJ900 aircraft and placed them into service, and anticipate the delivery of the remaining 15 aircraft will continue through the end of 2020. These aircraft will replace 20 CRJ700 aircraft scheduled to expire under our flying contracts with Delta.
Delta Connection Agreements
We and Delta are parties to a Delta Connection Agreement (the "Delta Connection Agreement"), pursuant to which we provide contract flight services for Delta.
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American Agreements
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As of December 31, 2015, we anticipate placing an additional 25 E175 aircraft with United, ten additional E175 aircraft with Alaska and 19 E175 aircraft with Delta. The delivery dates for the new aircraft are expected to take place from January 2016 to June 2017.
SkyWest Airlines and ExpressJet Delta Connection Agreements
SkyWest Airlines and ExpressJet are each parties to aThe Delta Connection Agreement pursuant to which SkyWest Airlines and ExpressJet provide contract flight services for Delta.has a latest scheduled termination date of 2029. The SkyWest Airlines and ExpressJet Delta Connection Agreements contain multi‑year rate reset provisions that became operative in 2010 and reset each fifth year thereafter. Delta additionally has the right to require that certain contractual rates under those agreements shall not exceed the second lowest of all carriers within the Delta Connection program. SkyWest Airlines and ExpressJet have agreed with Delta on contractual rates that are effective through December 31, 2015. A rate reset period became effective on January 1, 2016.
The SkyWest Airlines Delta Connection Agreement is scheduled to terminate on December 31, 2022 for the CRJ aircraft. The SkyWest Airlines Delta Connection Agreement is subject to early termination in various circumstances, including:
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In October 2015, SkyWest Airlines reached an agreement with Delta to place 19 new E175 aircraft into service pursuant to the SkyWest Airlines Delta Connection Agreement. Under the agreement, we anticipate that delivery of the
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E175 aircraft to be flown for Delta will begin in August 2016, with all 19 aircraft being delivered by mid-2017. The E175 agreement has a nine-year term for each of the aircraft subject to the agreement.
The ExpressJet Delta Connection Agreement is scheduled to terminate on December 31, 2022, subject to certain Delta extension rights. The ExpressJet Delta Connection Agreement is subject to early termination in various circumstances including:
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SkyWest Airlines United Express Agreements
SkyWest AirlinesWe and United are parties to two United Express agreements: a United Express agreement to operate certain CRJ200s and CRJ700s, and a United Express agreement to operate E175 aircraft (collectively, the “SkyWest Airlines United ExpressJet“United Express Agreements”). Under the E175 agreement, SkyWest Airlines began service in May 2014 and 40 E175 aircraft had been delivered as of December 31, 2015. We anticipate deliveries of the remaining 25 E175 aircraft will continue through 2017. The E175 agreement has a 12‑year term for each of the aircraft subject to the agreement.
The SkyWest Airlines United Express Agreements have a latest scheduled termination date in 2027. The SkyWest Airlines United Express Agreements are subject to early termination in various circumstances including:
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ExpressJet United ERJAmerican Agreement
Effective November 12, 2010, ExpressJet DelawareWe and Continental entered intoAmerican are parties to an agreement (the “American Agreement”) for the ExpressJet United ERJoperation of CRJ700 aircraft. The American Agreement whereby ExpressJet Delaware agreed to provide regional airline service in the Continental flight system. The
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rights and obligations of ExpressJet Delaware under the ExpressJet United ERJ Agreement became the rights and obligations of ExpressJet as a consequence of the ExpressJet Combination. The rights and obligations of Continental under the ExpressJet United ERJ Agreement became the rights and obligations of United as a consequence of United’s merger with Continental in 2010. The ExpressJet United ERJ Agreement was amended and restated on November 7, 2014, which among other modifications, reduced the term of the agreement.
The ExpressJet United ERJ Agreementfor CRJ700 aircraft is scheduled to terminate in December 2017, subject to early termination by United or ExpressJet upon the occurrence of certain events. United’s termination rights include the right to terminate the ExpressJet United ERJ Agreement if ExpressJet’s performance falls below identified standards (and such failure is not cured within 60 days following receipt of notice), upon the occurrence of a labor strike lasting 15 days or longer and upon the occurrence of a material default under certain lease agreements relating to aircraft operated by ExpressJet under the ExpressJet United ERJ Agreement (provided that such material default is not cured within 60 days following receipt of notice). ExpressJet’s termination rights include the right to terminate the ExpressJet United ERJ Agreement if United fails to make payment of $500,000 or more due to ExpressJet under the ExpressJet United ERJ Agreement and such failure is not cured within five business days following receipt of notice. Additionally, effective January 1, 2018, United has the right to extend the term for a 12‑month period for a certain number of aircraft upon 180 days written notice. United also has the right to extend the term for a second 12‑month period for a certain number of aircraft upon 180 days written notice.
Under the terms of the ExpressJet United ERJ Agreement, ExpressJet operates 166 ERJ145s and five ERJ135s in the United flight system. All of such ERJ145s and ERJ 135s are leased to ExpressJet by United pursuant to sublease or lease agreements. Upon the expiration of the ExpressJet United ERJ Agreement, ExpressJet is obligated to return the subleased or leased aircraft to United. As of December 31, 2015, ExpressJet had removed four ERJ135s from service and was in the process of returning such aircraft to United. During the 2016 calendar year, ExpressJet anticipates removing 20 ERJ145s and five ERJ135s from contract and intends to return the aircraft to United under the aircraft lease agreement.
SkyWest Airlines American Agreement
On September 11, 2012, SkyWest Airlines and American entered into the SkyWest Airlines American Agreement. The SkyWest Airlines American Agreement is scheduled to terminate in 20162023 and is subject to early termination in various circumstances including:
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ExpressJet AmericanAlaska Agreement
On September 11, 2012, ExpressJetWe and American entered intoAlaska are parties to a Capacity Purchase Agreement (the “Alaska Agreement”) for the ExpressJet American Agreement.operation of E175 aircraft. The ExpressJet American Agreement is scheduledagreement has a 12‑year term for each of the aircraft subject to terminate in 2017.the agreement. The ExpressJet AmericanAlaska Agreement is subject to early termination in various circumstances including:
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SkyWest Airlines Alaska Agreement
On April 13, 2011, SkyWest Airlines and Alaska entered into the SkyWest Airlines Alaska Capacity Purchase Agreement. The SkyWest Airlines Alaska Capacity Purchase Agreement is scheduled to terminate in 2018.
SkyWest and Alaska amended the SkyWest Airlines Alaska Capacity Purchase Agreement to establish a 12‑year fixed‑fee arrangement for SkyWest to operate 15 new E175 aircraft for Alaska. Under the amended agreement, SkyWest Airlines began service in July 2015 and five E175 aircraft had been delivered as of December 31, 2015. We anticipate deliveries of the remaining E175 aircraft will continue through mid-2017. The E175 agreement has a 12‑year term for each of the aircraft subject to the agreement. The SkyWest Airlines Alaska Capacity Purchase Agreement is subject to early termination in various circumstances including:
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Segment Financial Information
See Management’s Discussion and Analysis of Financial Condition and Results of Operations, set forth in Item 7 of this Report, and Note 2 to our Consolidated Financial Statements for the fiscal year ended December 31, 2015, included in Item 8 of this Report, for financial information regarding our business segments.
Training and Aircraft Maintenance
SkyWest Airlines and ExpressJet provideprovides substantially all training to theirour crew members and maintenance personnel at their respectiveour training facilities. SkyWest Airlines and ExpressJetOur employees perform routine airframe and engine maintenance along with periodic inspections of equipment at their respectiveour maintenance facilities. SkyWest Airlines and ExpressJetWe also use third‑party vendors for certain airframe and engine maintenance work.
Fuel
Our fixed‑fee agreements with Delta, United, American and Alaska provide thatrequire the respective major airline partner to reimburse us for the fuel costs we incur under those agreements, are to be reimbursed, thereby reducing our exposure to fuel price fluctuations. Under our pro-rateprorate agreements with Delta, United and American, we are responsible for the costs to operate the flights, including fuel costs, and therefore we incur under those agreements and are exposed to fuel price fluctuations which we buy directly fromfor flights operated under our fuel suppliers.prorate agreements. During the year ended December 31, 2015,2018, United and Delta purchased the majority of the fuel for our aircraft flying under their respective fixed-fee agreements under contract directly from their fuel vendors. Historically, we have not experienced problems with the availability of fuel, and believe we will be able to obtain fuel in quantities sufficient to meet our existing and anticipated future requirements at competitive prices. Standard industry
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fuel purchase contracts generally do not provide protection against fuel price increases, nor do they ensure availability of supply. We typically purchase fuel from third-party suppliers for our prorate agreements. A substantial increase in the price of jet fuel tofor flights we operate under our prorate agreements, or the extent our fuel costs are not reimbursed, or our lack of adequate fuel supplies in the future, could have a material adverse effect on our business, financial condition, results of operations or liquidity.
Employee Matters
Railway Labor Act
Our relations with labor unions in the U.S. are governed by the Railway Labor Act (the “RLA”). Under the RLA, a labor union seeking to represent an unrepresented craft or class of employees is required to file with the National Mediation Board (the “NMB”) an application alleging a representation dispute, along with authorization cards signed by at least 35% of the employees in that craft or class. The NMB then investigates the dispute and, if it finds the labor union has obtained a sufficient number of authorization cards, conducts an election to determine whether to certify the labor union as the collective bargaining representative of that craft or class. Under the NMB’s usual rules, a labor union will be certified as the representative of the employees in a craft or class only if more than 50% of those employees vote for union representation. A certified labor union then enters into negotiations toward a collective bargaining agreement with the employer.
Under the RLA, a collective bargaining agreement between an airline and a labor union does not expire, but instead becomes amendable as of a stated date. Either party may request that the NMB appoint a federal mediator to participate in the negotiations for a new or amended agreement. If no agreement is reached in mediation, the NMB may determine, at any time, that an impasse exists and offer binding arbitration. If either party rejects binding arbitration, a 30‑day “cooling off” period begins. At the end of this 30‑day period, the parties may engage in “self help,” unless the U.S. President appoints a Presidential Emergency Board (“PEB”) to investigate and report on the dispute. The appointment of a PEB maintains the “status quo” for an additional 60 days. If the parties do not reach agreement during this period, the parties may then engage in “self help.” “Self help” includes, among other things, a strike by the union or the imposition of proposed changes to the collective bargaining agreement by the airline. The U.S. Congress and the President have the authority to prevent “self help” by enacting legislation that, among other things, imposes a settlement on the parties.
Collective Bargaining
As of December 31, 2015,2018, we had approximately 18,30015,900 full‑time equivalent employees.employees, including 2,932 employed by ExpressJet. Approximately 38.0%85.3% of these employees were represented by unions, including the employee groups listed in the table below. Notwithstanding the completiona labor group. As of the ExpressJet Combination,December 31, 2018, approximately 2,320 of ExpressJet’s employee groups primarily continue to be2,932 employees were represented by those unions who provided representation prior to the ExpressJet Combination. Accordingly, the following table refers to ExpressJet’s employee groups based upon their union affiliations prior to the ExpressJet Combination.
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In February 2016, the Atlantic Southwest Pilots and the ExpressJet Delaware Pilots ratified a two-year contract extension to their respective labor agreements. Delays or expenses or other challenges associated with executing an acceptable agreement with each labor workgroup with an amendable contract could impact our financial performance.national union.
As of December 31, 2015,2018, SkyWest and SkyWest Airlines collectively employed 10,41112,968 full‑time equivalent employees, consisting of 3,6764,706 pilots, 2,7033,843 flight attendants, 1,7421,633 customer service personnel, 8721,208 mechanics, 729893 other maintenance personnel, 134190 dispatchers and 555495 operational support and administrative personnel. None of these employees are currently represented by a national union. CollectiveOur employees are represented by in-house labor associations
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that have entered into collective bargaining group organizationagreements regarding our employee compensation and work rules. Union organizing efforts among SkyWest Airlines’our employees do however, occur from time to time and we anticipate that such efforts willmay continue in the future. If unionization efforts are successful, we may be subjected to increased risks of work interruption or stoppage and/or incur additional expenses associated with increased union representation of our employees. Neither SkyWest nor SkyWest Airlines has ever experienced a work stoppage due to a strike or other labor dispute, and we consider SkyWest Airlines’our relationships with itsour employees to be good.
Our relations with labor unions in the United States are governed by the Railway Labor Act (the “RLA”). Under the RLA, a collective bargaining agreement between an airline and a labor representative does not expire, but instead becomes amendable as of a stated date. If either party wishes to modify the terms of any such agreement, it must notify the other party in the manner prescribed by the RLA and/or described in the agreement. After receipt of such notice, the parties must meet for direct negotiations, and if no agreement is reached, either party may request the National Mediation Board to initiate a process including mediation, arbitration, and a potential “cooling off” period that must be followed before either party may engage in “self-help.” “Self-help” includes, among other things, a strike by the representative or the imposition of proposed changes to the collective bargaining agreement by the airline. The U.S. Congress and the President have the authority to prevent “self-help” by enacting legislation that, among other things, imposes a settlement on the parties.
Government Regulation
All interstate air carriers, including SkyWest, Airlines and ExpressJet, are subject to regulation by the U.S. Department of Transportation (the “DOT”), the FAAU.S. Federal Aviation Administration (the “FAA”) and other governmental agencies. Regulations promulgated by the DOT primarily relate to economic aspects of air service. The FAA requires operating, air worthiness and other certificates; approval of personnel who may engage in flight, maintenance or operating activities; record‑keeping procedures in accordance with FAA requirements; and FAA approval of flight training and retraining programs. Generally, governmental agencies enforce their regulations through, among other methods, certifications, which are necessary for the continued operations of SkyWest, Airlines and ExpressJet, and proceedings, which can result in civil or criminal penalties or revocation of operating authority. The FAA can also issue maintenance directives and other mandatory orders relating to, among other things, grounding of aircraft, inspection of aircraft, installation of new safety‑related items and the mandatory removal and replacement of aircraft parts.
We believe SkyWest Airlines and ExpressJet areis in compliance in all material respects with FAA regulations and holdholds all operating and airworthiness certificates and licenses which are necessary to conduct their respectiveour operations. We incur substantial costs in maintaining current certifications and otherwise complying with the laws, rules and regulations to which SkyWest Airlines and ExpressJetwe are subject. SkyWest Airlines’ and ExpressJet’sOur flight
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operations, maintenance programs, record keeping and training programs are conducted under FAA approved procedures. All air carriers operating in the United States of America are required to comply with federal laws and regulations pertaining to noise abatement and engine emissions. All such air carriers are also subject to certain provisions of the Federal Communications Act of 1934, as amended, because of their extensive use of radio and other communication facilities. SkyWest Airlines and ExpressJet areis also subject to certain federal and state laws relating to protection of the environment, labor relations and equal employment opportunity. We believe SkyWest Airlines and ExpressJet areis in compliance in all material respects with these laws and regulations.
Environmental Matters
SkyWest, SkyWest Airlines and ExpressJetWe are subject to various federal, state, local and foreign laws and regulations relating to environmental protection matters. These laws and regulations govern such matters as environmental reporting, storage and disposal of materials and chemicals and aircraft noise. We are, and expect in the future to be, involved in various environmental matters and conditions at, or related to, our properties. We are not currently subject to any environmental cleanup orders or actions imposed by regulatory authorities. We are not aware of any active material environmental investigations related to our assets or properties.
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Safety and Security
We are committed to the safety and security of our passengers and employees. Since the September 11, 2001 terrorist attacks, SkyWest Airlines and ExpressJetWe have taken many steps, both voluntarily and as mandated by governmental authorities, to increase the safety and security of theirour operations. Some of the safety and security measures we have taken with our code‑sharemajor airline partners include: aircraft security and surveillance, positive bag matching procedures, enhanced passenger and baggage screening and search procedures, and securing of cockpit doors. We are committed to complying with future safety and security requirements.
Insurance
SkyWest, SkyWest Airlines and ExpressJetWe maintain insurance policies we believe are of types customary in the industry and in amounts we believe are adequate to protect against material loss. These policies principally provide coverage for public liability, passenger liability, baggage and cargo liability, property damage, including coverage for loss or damage to our flight equipment, and workers’ compensation insurance. We cannot assure, however, that the amount of insurance we carry will be sufficient to protect us from material loss.
Seasonality
Our results of operations for any interim period are not necessarily indicative of those for the entire year, in part because the airline industry is subject to seasonal fluctuations and changes in general economic conditions. Our operations are somewhat favorably affected by pleasure travel on our pro‑rateprorate routes, historically contributing to increased travel in the summer months, and are unfavorably affected by decreased business travel during the months from November through January and by inclement weather which can result in cancelled flights, principally during the winter months. Additionally, a significant portion of our fixed‑fee arrangements is based on completing flights.flights and we typically have more scheduled flights during the summer months. We generally experience a significantly higher number of weather cancellations during the winter months, which negatively impacts our revenue during such months.
In addition to factors discussed elsewhere in this Report, the following are important risks which could adversely affect our future results. Additional risks and uncertainties not presently known to us or that we currently do not deem material may also impair our business operations. If any of the risks we describe below occur, or if any unforeseen risk develops, our operating results may suffer, our financial condition may deteriorate, the trading price of our common stock may decline and investors could lose all or part of their investment in us.
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Risks Related to Our Operations
The supply of pilots to theOur business model is dependent on code-share agreements with four major airline industry is limited and may negatively affect our operations and financial condition.partners.
On July 8, 2013, as directed by the U.S. Congress, the FAA issued more stringent pilot qualification and crew member flight training standards, which increase the required training time for new commercial pilots. In recent years, we have also experienced a reduction in pilot applicants with previous military experience. With these changes, the supply of qualified pilot candidates eligible for hiring by the airline industry has been dramatically reduced. Additionally,Our business model depends on major airlines may significantly increaseelecting to contract with us instead of operating their own regional jets. Some regional airlines are owned by a major airline. We have no guarantee that in the number of pilots hired from regional carriers due to the number of pilots at the major airlines reaching the statutory mandatory retirement age of 65 years. These factors may cause our pilot attrition rates to be higher than our ability to hire and retain replacement pilots. If we are unable to maintain a sufficient number of eligible pilots to operate our scheduled flights, we may need to request a reduced flight schedule withfuture our major airline partners which may result in operational performance penalties under our flyingwill choose to enter into contracts with those partners and our operations and financial results could be materially and adversely affected.
Additionally, our projected numberus instead of available pilots and attrition rates may impact our fleet planning decisions. If actual pilot availability or our actual pilot attrition rates are materially different than our projections, our operations and financial results could be materially and adversely affected. A shortage of qualified pilots to conduct our operations may cause us to underutilize our aircraft and would negatively impact our operations and financial condition.
We have aircraft lease and debt commitments that extend beyond our existing fixed‑fee contractual term on certain aircraft.
Under our fixed‑fee arrangements with multiple major partners we have a total of 20 CRJ700s with flying contract expirations in 2016. Our underlying lease or debt financing obligations associated with each of these aircraft are scheduled to terminate between 2018 and 2024 on an aircraft‑by‑aircraft basis. We may not be successful in extending the flying contract term on these aircraft with our major partner at acceptable economic terms. In the event we are unsuccessful in extending the flying contract terms on these aircraft, we intend to pursue alternative uses for the aircraft over the remaining aircraft financing term including, but not limited to, operating the aircraft with another major carrier under a negotiated code‑share agreement, subleasing the aircraft to another operator, and/or marketing the debt financed aircraft for sale. Additionally, we may negotiate an early lease return agreement with the aircraft lessor. In the event we are unable to extend the flying contract terms for these aircraft at each respective contract’s expiration, we may incur cash and non-cash early lease termination costs that would negatively impact our operations and financial condition. Additionally, in the event we are unable to extend a flying contract with an existing major airline partner, but reach an agreement to place the aircraft into service with a different major airline partner, we likely will incur inefficiencies and incremental costs, such as changing the aircraft livery, during the transition period, which would negatively impact our financial results.
Increased labor costs, strikes, labor disputes and increased unionization of our workforces may adversely affect our ability to conduct our business and reduce our profitability.
Our business is labor intensive, requiring large numbers of pilots, flight attendants, mechanics and other personnel. Labor costs constitute a significant percentage of our total operating costs. For example, during the year ended December 31, 2015, our salary, wage and benefit costs constituted approximately 42.1% of our total operating costs. Increases in our labor costs could result in a material reduction in our earnings. Any new collective bargaining agreements entered into by othertheir own regional carriers with their work forces may also result in higher industry wages and increased pressure on us to increase the wages and benefits of our employees. Future agreements with unionized and non‑unionized employees may be on terms that are not as attractive as our current agreements or comparable to agreements entered into by our competitors.
Approximately 38.0% of our workforce is unionized. Strikes or labor disputes with our unionized employees may adversely affect our ability to conduct business. Relations between air carriers and labor unions in the U.S. are governed by the RLA, which provides that a collective bargaining agreement between an airline and a labor union does not expire, but instead becomes amendable as of a stated date. The RLA generally prohibits strikes or other types of
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self‑help action both before and after a collective bargaining agreement becomes amendable, unless and until the collective bargaining processes required by the RLA have been exhausted.
SkyWest Airlines’ employees are not currently represented by any union; however, collective bargaining group organization efforts among those employees occur from time to time. Such efforts will likely continue in the future and may ultimately result in some or all of SkyWest Airlines’ employees being represented by one or more unions. Moreover, one or more unions representing ExpressJet employees may seek a single carrier determination by the National Mediation Board, which could require SkyWest Airlines to recognize such union or unions as the certified bargaining representative of SkyWest Airlines’ employees. One or more unions representing ExpressJet employees may also assert that SkyWest Airlines’ employees should be subject to ExpressJet’s collective bargaining agreements. If SkyWest Airlines’ employees were to unionize or be deemed to be represented by one or more unions, negotiations with unions representing SkyWest Airlines’ employees could divert management attention and disrupt operations, which may result in increased operating expenses and may negatively impact our financial results. Moreover, we cannot predict the outcome of any future negotiations relating to union representation or collective bargaining agreements. Agreements reached in collective bargaining may increase our operating expenses and negatively impact our financial results.
There are long‑term risks related to supply and demand of regional aircraft associated with our regional airline services strategy.
jets. Our major airline partners have indicated that their committed supply of regional airline capacity is larger than they desire given current market conditions. Specifically, they have identified a general oversupply of 50‑seat regional jets under contractual commitments with regional airlines. Delta in particular has reduced both the number of 50‑seat regional jets within its network and the number of regional airlines with which it contracts. There are currently more than 100 50‑seat aircraft within the Delta Connection system. In addition to reducing the number of 50‑seat jets under contract, major airlines have reduced the utilization of regional aircraft, thereby reducing the revenue paid to regional airlines under capacity purchase agreements (See the risk factor titled “Reduced utilization levels of our aircraftnot prohibited from doing so under our code‑share agreements would adversely impactagreements. A decision by any of our major airline partners to phase out code‑share relationships and instead acquire and operate their own regional jets could have a material adverse effect on our financial results” for additional details). This decrease has had, and may continue to have, a negative impact on our regional airline services revenue and financial results.
The amounts we receive under our code‑share agreements may be less than the corresponding costs we incur.
Under our fixed-fee flying contracts with Delta, United, American and Alaska, a portion of our compensation is based upon pre‑determined rates typically applied to production statistics (such as departures, block hours, flight hours and number of aircraft in service each month). The primary operating costs intended to be compensated by the pre-determined rates include labor costs, including crew training costs, certain aircraft maintenance expenses, and overhead costs. During the year ended December 31, 2015, approximately 84% of our code‑share operating costs were reimbursable at pre‑determined rates and 16% of our code‑share operating costs were pass‑through costs. Additionally, our aircraft maintenance costs may increase annually as our fleet ages at a higher rate than our pre-determined rates allow. If our operating costs for labor, aircraft maintenance and overhead costs exceed the compensation earned from our pre‑determined rates under our fixed‑fee arrangements, our financial position and operating results will be negatively affected.
The Airline Safety and Pilot Training Improvement Act of 2009 could negatively affect our operations and our financial condition.
The Airline Safety and Pilot Training Improvement Act of 2009 (the “Improvement Act”) became effective in August 2013. The Improvement Act added new certification requirements for entry‑level commercial pilots, requires additional emergency training for airline personnel, improves availability of pilot records and mandates stricter rules to minimize pilot fatigue.
The Improvement Act also:
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The Improvement Act (and associated regulations) has increased our compliance and FAA reporting obligations, has had a negative effect on pilot scheduling, work hours and the number of pilots required to be employed for our operations or other aspects of our operations, and may continue to negatively impact our operations and financial condition.
We are highly dependent on Delta and United.
As of December 31, 2015, we had 599 aircraft2018, 489 out of our total 660596 aircraft available for scheduled service were operating under a fixed‑fee arrangement or a revenue‑sharing agreement with either Delta or United. If our code‑share agreementsrelationship with Delta or United were terminated, we would be significantly impacted and likely would not have an immediate source of revenue or earnings to offset such loss. A termination of either of these agreementsrelationships would likely have a material adverse effect on our financial condition, operating revenues and net income unless we are able to enter into satisfactory substitute arrangements for the utilization of the affected aircraft by other code‑share partners, or, alternatively, obtain the airport facilities and gates and make the other arrangements necessary to fly as an independent airline. We may not be able to enter into substitute code‑share arrangements, and any such arrangements we might secure may not be as favorable to us as our current agreements. Operating our airlinesan airline independent from major airline partners would be a
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significant departure from our business plan would likely be very difficult and would likely require significant time and resources, which may not be available to us at that point.a viable alternative.
The SkyWest Airlines and ExpressJet Delta Connection Agreements areAdditionally, each of our agreements with our major airline partners is subject to certain early termination provisions. For example, Delta’s termination rights include cross‑termination rights (meaning that a breach by either of SkyWest Airlines or ExpressJet of its Delta Connection Agreement could, under certain circumstances, permit Delta to terminate any or all of the Delta Connection Agreements to which we or either of our operating subsidiaries is a party), the right to terminate each of the agreements upon the occurrence of certain force majeure events (including certain labor‑related events) that prevent SkyWest Airlines or ExpressJetus from performanceperforming for certain periods and the right to terminate each of the agreements if SkyWest Airlines or ExpressJet, as applicable, failswe fail to maintain competitive base rate costs, subject to certain rights of SkyWest Airlines to take corrective action to reimburse Delta for lost revenues. The current terms of the SkyWest Airlines and ExpressJet United Express Agreements are subject to certain early termination provisions and subsequent renewals. United may terminate the SkyWest Airlines and ExpressJet United Express Agreements due to anour uncured breach by SkyWest Airlines or ExpressJet of certain operational or performance provisions, including measures and standards related to flight completions, baggage handling and on‑time arrivals. The current terms of the United CPA are subject to certain early termination provisions and subsequent renewals. United may terminate the United CPA due to an uncured breach by ExpressJet of certain operational and performance provisions, including measures and standards related to flight completions and on‑time arrivals.
We currently use the systems, facilities and services of Delta and United to support a significant portion of our operations, including airport and terminal facilities and operations, information technology support, ticketing and reservations, scheduling, dispatching, fuel purchasing and ground handling services. If Delta or United were to cease to maintain any of these systems, close any of these facilities or no longer provide these services to us, due to termination of one of our code‑share agreements, a strike or other labor interruption by Delta or United personnel or for any other reason, we may not be able to obtain alternative systems, facilities or services on terms and conditions as favorable as those we currently receive, or at all. Since our revenues and operating profits are dependent on our level of flight operations, we could then be forced to significantly reduce our operations. Furthermore, upon certain terminations of our code‑share agreements, Delta and United could require us to sell or assign to them facilities and assets, including maintenance facilities, we use in connection with the code‑share services we provide. As a result, in order to offer airline service after termination of any of our code‑share agreements, we may have to replace these facilities, assets and services. We may be unable to arrange such replacements on satisfactory terms, or at all.
We are reliant on two aircraft manufacturers and one engine manufacturer.
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Disagreements regardingFAA or manufacturer directives restricting or prohibiting the interpretationuse of any Bombardier or Embraer aircraft types we operate could negatively impact our code‑share agreementsbusiness and financial results. We are also dependent upon General Electric as the sole manufacturer of engines used on the aircraft we operate. Our operations could be materially and adversely affected by the failure or inability of Bombardier, Embraer or General Electric to provide sufficient parts or related maintenance and support services to us on a timely manner. Additionally, timing of aircraft deliveries could be delayed.
Our growth may be limited with our major partners could have an adverse effect on our operating results and financial condition.
Long‑term contractual agreements, such as our code‑share agreements, are subject to interpretation and disputes may arise under such agreements if the parties to an agreement apply different interpretations to that agreement. Those disputes may divert management time and resources from the core operation of the business, and may result in litigation, arbitration or other forms of dispute resolution.
In recent years we have experienced disagreements with our major partners regarding the interpretation of various provisions of our code‑share agreements. Some of those disagreements have resulted in litigation, and we may be subject to additional disputes and litigation in the future. Those disagreements have also required a significant amount of management time, financial resources and settlement negotiations of disputed matters.
To the extent that we continue to experience disagreements regarding the interpretation of our code‑share or other agreements, we will likely expend valuable management time and financial resources in our efforts to resolve those disagreements. Those disagreements may result in litigation, arbitration, settlement negotiations or other proceedings. Furthermore, there can be no assurance that any or all of those proceedings, if commenced, would be resolved in our favor. An unfavorable result in any such proceeding could have adverse financial consequences or require us to modify our operations. Such disagreements and their consequences could have an adverse effect on our operating results and financial condition.
We may be limited from expanding our flying within the Delta and Unitedairline partners' flight systems.
Additional growth opportunities within the Delta and Unitedour major airline partners’ flight systems are limited by various factors, including a limited number of regional aircraft each such major airline partner can operate in its regional network due to its own labor agreements. Except as contemplated by our existing code‑share agreements, we cannot assurebe sure that Delta and Unitedour major airline partners will contract with us to fly any additional aircraft. We may not receive additional growth opportunities, or may agree to modifications to our code‑share agreements that reduce certain benefits to us in order to obtain additional aircraft, or for other reasons. Given the competitive nature of the airline industry, we believe that some of ourlimited growth opportunities may result in competitors may be more inclined to acceptaccepting reduced margins and less favorable contract terms in order to secure new or additional code‑share operations. Even if we are offered growth opportunities by our major airline partners, those opportunities may involve economic terms or financing commitments that are unacceptable to us. Additionally, our major airline partners may reduce the number of regional jets in their system by not renewing or extending existing flying arrangements with regional operators. Any one or more of these factors may reduce or eliminate our ability to expand our flight operations with our existing code‑sharemajor airline partners. We also
Increases in labor costs, including pilot costs, maintenance costs and overhead costs may result in lower operating margins under our fixed-fee contracts.
Labor costs are a significant component of our total expenses. Currently, we believe our labor costs are competitive relative to other regional airlines. However, we cannot provide any assurance that weour labor costs going forward will be able to obtain the additional groundremain competitive because of changes in supply and maintenance facilities, including gates, and support equipment, to expand our operations. The failure to obtain these facilities and equipment would likely impede our efforts to implement our business strategy and could materially and adversely affect our operating results and our financial condition.
Our business model depends on major airlines, including Delta and United, electing to contract with us instead of operating their own regional jets. Some major airlines own their own regional airlines or operate their own regional jets instead of entering into contracts with regional carriers. We have no guarantee thatdemand for labor in the futureregional industry. We compete against other airlines and businesses for labor in many highly skilled positions. If we are unable to hire, train and retain qualified employees at a reasonable cost, sustain employee engagement in our code‑share partners will choose to enter into contracts with us instead of operating their own regional jets. Our partnersstrategic vision, or if we are not prohibited from doing so under our code‑share agreements. A decision by Delta or United to phase out code‑share relationships and instead acquire and operate their own regional jets could have a material adverse effect on our financial condition, results of operations or the price of our common stock.
Reduced utilization levels of our aircraft under our code‑share agreements would adversely impact our financial results.
The majority of our code‑share agreements set forth minimum levels of flight operations which our major partners are required to scheduleunsuccessful at implementing succession plans for our operations andkey staff, we are requiredmay be unable to provide. These minimum flight operating levels are intended to compensate us for reduced operating efficiencies caused by production decreases made bygrow or sustain our major partners under our respective code‑share agreements. Historically, our major partners have utilized our flight operations at levels which exceed the minimum levels set forth in our code‑share agreements, however, higher fuel costs business. Attrition beyond
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or other factors may cause our major partners to reduce our utilization levels. If our major partners schedule the utilization of our aircraft below historicalnormal levels (including taking into account the stage length and frequency of our scheduled flights), we may not be able to maintain operating efficiencies previously obtained, which wouldcould negatively impact our operating results, and financial condition. Additionally, our major partners may change routes and frequencies of flights, which can shorten flight trip lengths. Changes in schedules may increase our flighttraining and labor costs whichand our business prospects could exceed the reimbursed rates paid by our major partners. Continued reduced utilization levels of our aircraft or other changes to our schedulesbe harmed.
Additionally, under our code‑share agreements would adversely impact our financial results.
We havefixed-fee contracts with Delta, United, American and Alaska, a significant amount of contractual obligations.
As of December 31, 2015, we had a total of approximately $1.9 billion in total long‑term debt obligations. Substantially all of this long‑term debt was incurred in connection with the acquisition of aircraft and engines. We also have significant long‑term lease obligations primarily relating to our aircraft fleet. These leases are classified as operating leases and therefore are not reflected as liabilities in our consolidated balance sheets. At December 31, 2015, we had 470 aircraft under lease, with remaining terms ranging up to 10 years. Future minimum lease payments due under all long‑term operating leases were approximately $1.2 billion at December 31, 2015. At a 4.89% discount factor, the present value of these lease obligations was equal to approximately $1.0 billion at December 31, 2015. Our high level of fixed obligations could impact our ability to obtain additional financing to support additional expansion plans or divert cash flows from operations and expansion plans to service the fixed obligations.
Our anticipated fleet replacement would require a significant increase in our leverage and the related cash requirements.
We currently have 237 CRJ200s with an average life of 13.7 years and 182 ERJ145s with an average life of 13.0 years. We removed all of our EMB120s from service during the second quarter of 2015, and we anticipate that over the next several years, we will continue to replace the CRJ200s and ERJ145s with larger regional jets. Our fleet replacement strategy, if undertaken as we currently anticipate, will require significant amounts of capital to acquire these larger regional jets.
There can be no assurance that our operations will generate sufficient cash flow or liquidity to enable us to obtain the necessary aircraft acquisition financing to replace our current fleet, or to make required debt service payments related to our existing or anticipated future obligations. Even if we meet all required debt, lease and purchase obligations, the size of these long‑term obligations could negatively affect our financial condition, results of operations and the price of our common stock in many ways, including:
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If we need additional capital and cannot obtain such capital on acceptable terms, or at all, we may be unable to realize our fleet replacement plans or take advantage of unanticipated opportunities
We could be adversely affected by an outbreak of a disease that affects travel behavior.
In recent years, various virus and illness outbreaks, including, but not limited to Zika, Ebola, H1N1 flu virus and SARS, have an adverse impact on travel behavior. Any outbreak of a disease or spread of existing illnesses that affects travel behavior could have a material adverse impact on our operating results and financial condition. In addition, outbreaks of disease could result in quarantines of our personnel or an inability to access facilities or our aircraft, which could adversely affect our operations and financial condition.
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Interruptions or disruptions in service at one of our hub airports, due to adverse weather or for any other reason, could have a material adverse impact on our operations.
We currently operate primarily through hubs in Atlanta, Los Angeles, Houston, Minneapolis, Detroit, San Francisco, Salt Lake City, Chicago, Denver, Houston, Washington, D.C., Newark, Cleveland and the Pacific Northwest. Nearly all of our flights either originate from or fly into one of these hubs. Our revenues depend primarily on our completion of flights and secondarily on service factors such as timeliness of departure and arrival. Any interruptions or disruptions could, therefore, severely and adversely affect us. Extreme weather can cause flight disruptions, and, during periods of storms or adverse weather, fog, low temperatures, etc., our flights may be canceled or significantly delayed. Hurricanes Katrina and Rita and Superstorm Sandy, in particular, caused severe disruption to air travel in the affected areas and adversely affected airlines operating in the region, including ExpressJet. We operate a significant number of flights to and from airports with particular weather difficulties, including Atlanta, Salt Lake City, Chicago, San Francisco, Newark and Denver. A significant interruption or disruption in service at one of our hubs, due to adverse weather, security closures or otherwise, could result in the cancellation or delay of a significant portion of our flightscompensation is based upon pre‑determined rates typically applied to production statistics (such as departures, block hours, flight hours and number of aircraft in service each month). The primary operating costs intended to be compensated by the pre-determined rates include labor costs, including crew training costs, certain aircraft maintenance expenses, and overhead costs. During the year ended December 31, 2018, approximately 90.1% of our code‑share operating costs were reimbursable at pre‑determined rates and 9.9% of our code‑share operating costs were pass‑through costs. Additionally, our aircraft maintenance costs may increase annually as our fleet ages at a result, could have a severe adverse impact onhigher rate than our operationspre-determined rates allow. If our operating costs for labor, aircraft maintenance and financial performance.
Economic and industry conditions constantly change, and negative economic conditions inoverhead costs exceed the United States and other countries may create challenges for us that could materially and adversely affectcompensation earned from our operations and financial condition.
Our operations and financial condition are affected by many changing economic and other conditions beyond our control, including, among others:
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The effect of any, or some combination, of the foregoing economic and industry conditions on our operations or financial condition is virtually impossible to forecast; however, the occurrence of any or all of such conditions in a significant manner could materially and adversely affect our operations and financial condition.
We could be adversely affected by significant disruptions in the supply of fuel or by significant fluctuation in fuel prices.
Dependence on foreign imports of crude oil, limited refining capacity and the possibility of changes in government policy on jet fuel production, transportation and marketing make it impossible to predict the future availability of jet fuel. If there are additional outbreaks of hostilities or other conflicts in oil‑producing areas or elsewhere, or a reduction in refining capacity (due to weather events, for example), or governmental limits on the production or sale of jet fuel, there could be a reduction in the supply of jet fuel and significant increases in the cost of jet
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fuel. Major reductions in the availability of jet fuel or significant increases in its cost, or a continuation of high fuel prices for a significant period of time, would have a material adverse impact on us.
Pursuant topre‑determined rates under our fixed‑fee arrangements, our major partners have agreed to bear the economic risk of fuel price fluctuations on our contracted flights. However, we bear the economic risk of fuel price fluctuations on our pro‑rate operations. As of December 31, 2015, we operated 26 CRJ200s under a pro‑rate agreement with United. We also operated 21 CRJ200s under a pro‑rate agreement with Delta,financial position and eight CRJ200s under a pro‑rate agreement with American. Our operating and financial results with respect to these pro‑rate arrangements canwill be negatively affected by the price of jet fuel in the event we are unable to increase our passenger fares. Additionally in the event of prolonged low fuel prices, our competitorsaffected.
Information technology security breaches, hardware or software failures, or other information technology disruptions may lower their passenger ticket prices on routes that compete with our pro-rate markets, which could negatively impact our passenger load factors.
The issuance of operating restrictions applicable to one of the fleet types we operate could negatively impact our business and financial condition.
We rely on a limited number of aircraft types, and are dependent upon Bombardier and Embraer as the sole manufacturers of our aircraft. The issuance of FAAoperations or manufacturer directives restricting or prohibiting the use of Bombardier or Embraer aircraft types we operate could negatively impact our business and financial results. We are also dependent upon General Electric and Rolls Royce as the sole manufacturers of our aircraft engines. Our operations could be materially and adversely affected by the failure or inability of Bombardier, Embraer, General Electric or Rolls Royce to provide sufficient parts or related maintenance and support services to us on a timely manner, or the interruption of our flight operations as a result of unscheduled or unanticipated maintenance requirements for our aircraft or engines.
Certain flying arrangements with our major partners are terminable upon notice of 120 days or less.
Certain of our flying agreements with our major partners permit the major partner to terminate the agreement in its discretion by giving us notice of 120 days or less. If one of our major partners elects to terminate a flying agreement with notice of 120 days or less, our ability to use the aircraft under an alternative agreement with similar economics may be limited, which could negatively impact our financial results. Additionally, even if we can subsequently place the aircraft into service with a different major airline partner, of which there can be no assurance, we likely would incur inefficiencies and incremental costs, such as changing the aircraft livery, during the transition period, which would negatively impact our financial results.
If we have a failure in our technology or if we have security breaches of our information technology infrastructure, our business and financial condition may be adversely affected.reputation.
The performance and reliability of our technology are critical to our ability to compete effectively. Any internal technological error or failure or large‑scale external interruption in the technological infrastructure we depend on, such as power, telecommunications or the internet, may disrupt our internal network. Any individual, sustained or repeated failure of technology could impact our ability to conduct our business and result in increased costs. Our technological systems and related data may be vulnerable to a variety of sources of interruption due to events beyond our control, including natural disasters, terrorist attacks, telecommunications failures, computer viruses, hackers and other security issues.
In addition, as a part of our ordinary business operations, we collect and store sensitive data, including personal information of our passengers and employees and information of our business partners. Our information systems are subject to an increasing threat of continually evolving cybersecurity risks. Unauthorized parties may attempt to gain access to our systems or information through fraud or other means of deception. The methods used to obtain unauthorized access, disable or degrade service or sabotage systems are constantly evolving, and may be difficult to anticipate or to detect for long periods of time. We may not be able to prevent all data security breaches or misuse of data. The compromise of our technology systems resulting in the loss, disclosure, misappropriation of, or access to, customers’, employees’ or business partners’ information could result in legal claims or proceedings, liability or regulatory penalties under laws protecting the privacy of personal information, disruption to our operations and damage to our reputation, any or all of which could adversely affect our business and financial condition.
We may experience disruption in service with key third-party service providers.
We rely on outside vendors for a variety of services and functions critical to our business, including airframe and engine maintenance, ground handling, fueling, computer reservation system hosting, telecommunication systems and information technology infrastructure and services.
Even though we strive to formalize agreements with these vendors that define expected service levels, our use of outside vendors increases our exposure to several risks. In the event that one or more vendors goes into bankruptcy, ceases operation or fails to perform as promised, replacement services may not be readily available at competitive rates, or at all. If one of our vendors fails to perform adequately, we may experience increased costs, delays, maintenance issues, safety issues or negative public perception of our airline. Vendor bankruptcies, unionization, regulatory compliance issues or significant changes in the competitive marketplace among suppliers could adversely affect vendor services or force us to renegotiate existing agreements on less favorable terms. These events could result in disruptions in our operations or increases in our cost structure.
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The Airline Safety and Pilot Training Improvement Act of 2009 may continue to negatively affect our operations and financial condition.
The Airline Safety and Pilot Training Improvement Act of 2009 (the “Improvement Act”) became effective in August 2013. The Improvement Act added new certification requirements for entry‑level commercial pilots, requires additional emergency training for airline personnel, improves availability of pilot records and mandates stricter rules to minimize pilot fatigue.
The Improvement Act also:
· | Requires that all airline pilots obtain an Airline Transport Pilot license, which was previously only required for captains. |
· | Obligates the FAA to maintain a database of pilot records, including records to be provided by airlines and other sources, so that airlines will have access to more information before they hire pilots. |
· | Requires the FAA to issue new regulations governing the airlines’ obligations to submit pilot records and the requirements for airlines to obtain access for information in the database before the database portion of the Improvement Act becomes effective. |
· | Directs the FAA to rewrite the rules for how long pilots are allowed to work and how much rest they must have before working. |
The Improvement Act (and associated regulations) has increased our compliance and FAA reporting obligations, has had a negative effect on pilot scheduling, work hours and the number of pilots required to be employed for our operations or other aspects of our operations, and may continue to negatively impact our operations and financial condition.
We have aircraft lease and debt commitments that extend beyond our existing fixed‑fee contractual term on certain aircraft.
Under our fixed‑fee arrangements with multiple major airline partners we have a total of 53 CRJ700s/CRJ900s with flying contract expirations in 2019 and 2020. Our underlying lease or debt financing obligations associated with each of these aircraft are scheduled to terminate in 2024 and 2025 on an aircraft‑by‑aircraft basis. We may not be successful in extending the flying contract term on these aircraft with our major airline partner at acceptable economic terms. In the event we are unsuccessful in extending the flying contract terms on these aircraft, we intend to pursue alternative uses for the aircraft over the remaining aircraft financing term including, but not limited to, operating the aircraft with another major carrier under a negotiated code‑share agreement or subleasing the aircraft to another operator. Additionally, we may negotiate an early lease return agreement with the aircraft lessor. In the event we are unable to extend the flying contract terms for these aircraft at each respective contract’s expiration, we may incur cash and non-cash early lease termination costs that would negatively impact our operations and financial condition. Additionally, in the event we are unable to extend a flying contract with an existing major airline partner, but reach an agreement to place the aircraft into service with a different major airline partner, we likely will incur inefficiencies and incremental costs, such as changing the aircraft livery, which would negatively impact our financial results.
Our sale of ExpressJet may negatively impact our financial results, and we may not be successful in growing our business, revenues and profits from operations independent of ExpressJet.
Prior to the sale of ExpressJet in January 2019, 17.5% of our total revenue for the year ended December 31, 2018 was generated by regional jet service provided by ExpressJet. Following the sale of ExpressJet, we expect that our revenues will be materially reduced as we are no longer generating revenue from the operations of ExpressJet. We also expect the sale of ExpressJet to reduce the overall scale and resources of our business, which could adversely impact our ability to compete against other regional and low-cost carriers, particularly those owned by major airlines that may have
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access to greater resources through their parent companies. There can be no assurance that the proceeds and other benefits from the sale of ExpressJet will be sufficient for us to grow our business, revenues and profits, and our future growth will depend on our ability to successfully implement our business strategy independent of ExpressJet going forward. If we are unable to successfully execute on this business strategy, or otherwise compete effectively with other regional and low-cost airlines, our business, financial condition, results of operations and growth prospects could be materially and adversely affected.
There are long‑term risks related to supply and demand of regional aircraft associated with our regional airline services strategy.
Our major airline partners have indicated that their committed supply of regional airline capacity is larger than they desire given current market conditions. Specifically, they have identified a general oversupply of 50‑seat regional jets under contractual commitments with regional airlines. Delta in particular has reduced both the number of 50‑seat regional jets within its network and the number of regional airlines with which it contracts. In addition to reducing the number of 50‑seat jets under contract, major airlines have reduced the utilization of regional aircraft, thereby reducing the revenue paid to regional airlines under capacity purchase agreements. This decrease has had, and may continue to have, a negative impact on our regional airline services revenue and financial results.
The residual value of our owned aircraft may be less than estimated in our depreciation policies.
As of December 31, 2018, we had approximately $5.0 billion of property and equipment and related assets, net of accumulated depreciation. In accounting for these long‑lived assets, we make estimates about the expected useful lives of the assets, the expected residual values of certain of these assets, and the potential for impairment based on the fair value of the assets and the cash flows they generate. Factors indicating potential impairment include, but are not limited to, significant decreases in the market value of the long‑lived assets, a significant change in the condition of the long‑lived assets and operating cash flow losses associated with the use of the long‑lived assets. In the event the estimated residual value of any of our aircraft types is determined to be lower than the residual value assumptions used in our depreciation policies, the applicable aircraft type in our fleet may be impaired and may result in a material reduction in the book value of applicable aircraft types we operate or we may need to prospectively modify our depreciation policies. For example, during 2016 we recorded an impairment of $465.6 million attributable to certain long-lived assets associated with our 50-seat aircraft primarily resulting from changes to our short-term and long-term fleet plans with our 50-seat aircraft. An impairment on any of our aircraft types we operate or an increased level of depreciation expense resulting from a change to our depreciation policies could result in a material negative impact to our financial results.
Interruptions or disruptions in service at one of our hub airports, due to weather, system malfunctions or for any other reason, could have a material adverse impact on our operations.
We currently operate primarily through hubs across the United States. Nearly all of our flights either originate from or fly into one of these hubs. Our revenues depend primarily on our completion of flights and secondarily on service factors such as timeliness of departure and arrival. Any interruptions or disruptions could, therefore, severely and adversely affect us. Extreme weather such as hurricanes or tornados can cause flight disruptions, and, during periods of storms or adverse weather, our flights may be canceled or significantly delayed. We operate a significant number of flights to and from airports with particular weather difficulties, including Atlanta, Salt Lake City, Chicago, San Francisco and Denver. A significant interruption or disruption in service at one of our hubs, due to adverse weather, system malfunctions, security closures or otherwise, could result in the cancellation or delay of a significant portion of our flights and, as a result, could have a severe adverse impact on our operations and financial performance.
Negative economic or industry conditions may result in reductions to our flight schedules, which could materially and adversely affect our operations and financial condition.
Our operations and financial condition are affected by many changing economic and other conditions beyond our control, including, among others:
· | disruptions in the credit markets, which may impact availability of financing; |
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· | actual or potential changes in international, national, regional and local economic, business and financial conditions, including recession, inflation, higher interest rates, wars, terrorist attacks or political instability; |
· | changes in consumer preferences, perceptions, spending patterns or demographic trends; |
· | changes in the competitive environment due to industry consolidation and other factors; |
· | actual or potential disruptions to U.S. air traffic control systems; |
· | price of jet fuel and oil; |
· | outbreaks of diseases that affect travel behavior; and |
· | weather and natural disasters. |
The effect of any, or some combination, of the foregoing economic and industry conditions on our operations or financial condition is virtually impossible to forecast; however, the occurrence of any or all of such conditions in a significant manner could materially and adversely affect our operations and financial condition and could cause our major airline partners to reduce the utilization levels of our aircraft under our code-share agreements.
The majority of our code‑share agreements set forth minimum levels of flight operations which our major airline partners are required to schedule for our operations and we are required to provide. These minimum flight operating levels are intended to provide a baseline level of expected utilization of aircraft, labor, maintenance facilities and related flight operations support. Historically, our major airline partners have utilized our flight operations at levels which exceed the minimum levels set forth in our code‑share agreements, however, the occurrence of any or all of the foregoing economic and industry conditions may cause our major airline partners to reduce our utilization levels. If our major airline partners schedule the utilization of our aircraft below historical levels (including taking into account the route distances and frequency of our scheduled flights), we may not be able to maintain operating efficiencies previously obtained, which would negatively impact our operating results and financial condition. Additionally, our major airline partners may change routes and frequencies of flights, which can negatively impact our operating efficiencies. Changes in schedules may increase our flight costs, which could exceed the reimbursed rates paid by our major airline partners. Continued reduced utilization levels of our aircraft or other changes to our schedules under our code‑share agreements would adversely impact our financial results.
We may experience an increase in fuel prices in our prorate operations.
Dependence on foreign imports of crude oil, limited refining capacity and the possibility of changes in government policy on jet fuel production, transportation and marketing make it impossible to predict the future availability of jet fuel. If there are additional outbreaks of hostilities or other conflicts in oil‑producing areas or elsewhere, or a reduction in refining capacity (due to weather events, for example), or governmental limits on the production or sale of jet fuel, there could be a reduction in the supply of jet fuel and significant increases in the cost of jet fuel. Additionally, our operations may experience disruptions from temporary fuel shortages by our fuel vendors resulting from fuel quality issues, refueling disruption, or other challenges. Major reductions in the availability of jet fuel or significant increases in its cost, or a continuation of high fuel prices for a significant period of time, would have a material adverse impact on us.
Pursuant to our fixed‑fee arrangements, our major airline partners have agreed to bear the economic risk of fuel price fluctuations on our contracted flights. However, we bear the economic risk of fuel price fluctuations on our prorate operations. As of December 31, 2018, we operated 25 CRJ200s under a prorate agreement with United, 29 CRJ200s under a prorate agreement with Delta, and seven CRJ200s under a prorate agreement with American. Our operating and financial results with respect to these prorate arrangements can be negatively affected by the price of jet fuel in the event we are unable to increase our passenger fares. Additionally in the event of prolonged low fuel prices, our competitors may lower their passenger ticket prices on routes that compete with our prorate markets, which could negatively impact our passenger load factors.
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Our prorate arrangements with our major airline partners are terminable upon notice of 120 days or less.
Our prorate flying agreements with our major airline partners permit the major airline partner to terminate the agreement in its discretion by giving us notice of 120 days or less. If one of our major airline partners elects to terminate a flying agreement with notice of 120 days or less, our ability to use the aircraft under an alternative agreement with similar economics may be limited, which could negatively impact our financial results. Additionally, even if we can subsequently place the aircraft into service with a different major airline partner, of which there can be no assurance, we likely would incur inefficiencies and incremental costs, such as changing the aircraft livery, during the transition period, which would negatively impact our financial results.
We have a significant amount of contractual obligations.
As of December 31, 2018, we had a total of approximately $3.2 billion in total long‑term debt obligations. Substantially all of this long‑term debt was incurred in connection with the acquisition of aircraft and engines. We also have significant long‑term lease obligations primarily relating to our aircraft fleet. These leases are classified as operating leases and therefore are not reflected as liabilities in our consolidated balance sheets. At December 31, 2018, we had 260 aircraft under lease, with remaining terms ranging up to nine years. Future minimum lease payments due under all long‑term operating leases were approximately $477.9 million at December 31, 2018. At a 5.45% discount factor, which is the average rate used to approximate the implicit rates within the applicable aircraft leases, the present value of these lease obligations was equal to approximately $399.2 million at December 31, 2018. Our high level of fixed obligations could impact our ability to obtain additional financing to support additional expansion plans or divert cash flows from operations and expansion plans to service the fixed obligations.
Our anticipated fleet replacement would require a significant increase in our leverage and the related cash requirements.
We currently have 200 CRJ200s with an average life of 16.3 years. Over the next several years, we may continue to replace the CRJ200s with larger regional jets. If we continue to add new aircraft to our fleet, we anticipate using significant amounts of capital to acquire these larger regional jets.
There can be no assurance that our operations will generate sufficient cash flow or liquidity to enable us to obtain the necessary aircraft acquisition financing to replace our current fleet, or to make required debt service payments related to our existing or anticipated future obligations. Even if we meet all required debt, lease and purchase obligations, the size of these long‑term obligations could negatively affect our financial condition, results of operations and the price of our common stock in many ways, including:
· | increasing the cost, or limiting the availability of, additional financing for working capital, acquisitions or other purposes; |
· | limiting the ways in which we can use our cash flow, much of which may have to be used to satisfy debt and lease obligations; and |
· | adversely affecting our ability to respond to changing business or economic conditions or continue our growth strategy. |
If we need additional capital and cannot obtain such capital on acceptable terms, or at all, we may be unable to realize our fleet replacement plans or take advantage of unanticipated opportunities.
Our business could be harmed if we lose the services of our key personnel.
Our business depends upon the efforts of our chief executive officer, Russell A. Childs, and our other key management and operating personnel. We may have difficulty replacing management or other key personnel who cease to be employed by us and, therefore, the loss of the services of any of these individuals could harm our business. We do not maintain key‑person insurance on any of our executive officers.
Risks Related to the Airline Industry
We may be materially affected by uncertainties in the airline industry.
The airline industry has experienced tremendous challenges in recent years and will likely remain volatile for the foreseeable future. Among other factors, the financial challenges faced by major and regional carriers and continuing hostilities in the Middle East and other regions have significantly affected, and are likely to continue to affect, the U.S. airline industry. These events have resulted in declines and shifts in passenger demand, increased insurance costs, increased government regulations and tightened credit markets, all of which have affected, and will likely continue to affect, the operations and financial condition of participants in the industry, including us, major carriers (including our major partners), low‑cost carriers, competitors and aircraft manufacturers. These industry developments raise substantial risks and uncertainties, which will likely affect us, major carriers (including our major partners), competitors and aircraft manufacturers in ways that we are unable to predict.
The airline industry is highly competitive and has undergone a period of consolidation and transition leaving fewer potential code‑share partners.
The airline industry is highly competitive. We not only compete with other regional airlines, some of which are owned by or operated as code‑share partners of major airlines, but we also face competition from low‑cost carriers and major airlines on many of our routes. Low‑cost carriers such as Southwest, Allegiant, Spirit and JetBlue among others, operate at many of our hubs, resulting in significant price competition. Additionally, a large number of other carriers operate at our hubs, creating intense competition. Certain of our competitors are larger and have significantly greater financial and other resources than we do. Moreover, federal deregulation of the industry allows competitors to rapidly enter our markets and to quickly discount and restructure fares. The airline industry is particularly susceptible to price discounting because airlines incur only nominal costs to provide service to passengers occupying otherwise unsold seats. Increased fare competition could adversely affect our operations and the price of our common stock. The airline industry has undergone substantial consolidation, including the merger between American and US Airways in 2013, Southwest and AirTran Airways, Inc. in 2011, United and Continental in 2010 and Delta and Northwest Airlines, Inc. in 2008. Any additional consolidation or significant alliance activity within the airline industry could limit the number of potential partners with whom we could enter into code‑share relationships and could have a material adverse effect on our relationships with our code‑share partners.
Due, in part, to the dynamic nature of the airline industry, major airlines may also make other strategic changes such as changing or consolidating hub locations. If our major partners were to make changes such as these in their strategy and operations, our operations and financial results could be adversely impacted.
Terrorist activities or warnings have dramatically impacted the airline industry, and will likely continue to do so.
The terrorist attacks of September 11, 2001 and their aftermath have negatively impacted the airline industry in general, including our operations. The primary effects experienced by the airline industry include a substantial loss of passenger traffic and revenue. If additional terrorist attacks are launched against the airline industry, there will be lasting consequences of the attacks, which may include loss of life, property damage, increased security and insurance costs, increased concerns about future terrorist attacks, increased government regulation and airport delays due to heightened security. Additional terrorist attacks and the fear of such attacks could negatively impact the airline industry, and result in further decreased passenger traffic and yields, increased flight delays or cancellations associated with new government mandates, as well as increased security, fuel and other costs. We cannot provide any assurance that these events will not harm the airline industry generally or our operations or financial condition in particular.
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We may decrease our dividends and/or reduce the amount of stock repurchases in the future.
Historically, we have paid dividends and repurchased shares of our common stock in varying amounts. The future payment and amount of cash dividends and our future repurchases of shares of common stock, if any, and the number of shares of common stock we may repurchase will depend upon our financial condition and results of operations and other factors deemed relevant by our board of directors. There can be no assurance that we will continue our practice of paying dividends on our common stock or that we will have the financial resources to pay such dividends. There also can be no assurance that we will continue our practice of repurchasing shares of common stock or that we will have the financial resources to repurchase shares of common stock in the future.
In addition, repurchases of our common stock pursuant to our share repurchase program and any future dividends could affect our stock price and increase its volatility. The existence of a share repurchase program and any future dividends could cause our stock price to be higher than it would otherwise be and could potentially reduce the market liquidity for our stock. Additionally, our share repurchase program and any future dividends may reduce our cash reserves, which may impact our ability to finance future growth and to pursue possible future strategic opportunities and acquisitions. Further, our share repurchase program may fluctuate such that our cash flow may be insufficient to fully cover our share repurchases. Although our share repurchase program is intended to enhance long-term shareholder value, there is no assurance that it will do so because the market price of our common stock may decline below the levels at which we repurchased shares of stock and short-term stock price fluctuations could reduce the program’s effectiveness.
Disagreements regarding the interpretation of our code‑share agreements with our major airline partners could have an adverse effect on our operating results and financial condition.
Long‑term contractual agreements, such as our code‑share agreements, are subject to interpretation and disputes may arise under such agreements if the parties to an agreement apply different interpretations to that agreement. Those disputes may divert management time and resources from the core operation of the business, and may result in litigation, arbitration or other forms of dispute resolution.
In recent years we have experienced disagreements with our major airline partners regarding the interpretation of various provisions of our code‑share agreements. Some of those disagreements have resulted in litigation, and we may be subject to additional disputes and litigation in the future. Those disagreements have also required a significant amount of management time, financial resources and settlement negotiations of disputed matters.
To the extent that we experience disagreements regarding the interpretation of our code‑share or other agreements, we will likely expend valuable management time and financial resources in our efforts to resolve those disagreements. Those disagreements may result in litigation, arbitration, settlement negotiations or other proceedings. Furthermore, there can be no assurance that any or all of those proceedings, if commenced, would be resolved in our favor. An unfavorable result in any such proceeding could have adverse financial consequences or require us to modify our operations. Such disagreements and their consequences could have an adverse effect on our operating results and financial condition.
Provisions of our charter documents and code‑share agreements may limit the ability or desire of others to gain control of our company.
Our ability to issue shares of preferred and common stock without shareholder approval may have the effect of delaying or preventing a change in control and may adversely affect the voting and other rights of the holders of our common stock, even in circumstances where such a change in control would be viewed as desirable by most investors. The provisions of the Utah Control Shares Acquisitions Act may also discourage the acquisition of a significant interest in or control of our company. Additionally, our code‑share agreements contain termination and extension trigger provisions related to change in control type transactions that may have the effect of deterring a change in control of our company.
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The adoption of new tax legislation or changes to existing tax laws and regulations could adversely affect our financial condition or results of operations.
The airline industry is one of the most heavily taxed industries in the United States. We are subject to tax laws and regulations of the U.S. federal, state and local governments as well as various non-U.S. jurisdictions. Potential changes in existing tax laws, including future regulatory guidance, may impact our effective tax rate and tax payments. There can be no assurance that changes in tax laws or regulations, both within the United States and the other jurisdictions in which we operate, will not materially and adversely affect our effective tax rate, tax payments, financial condition and results of operations. Similarly, changes in tax laws and regulations that impact our major airline partners, customers or the economy generally may also impact our financial condition and results of operations.
In addition, tax laws and regulations are complex and subject to varying interpretations, and any significant failure to comply with applicable tax laws and regulations in all relevant jurisdictions could give rise to substantial penalties and liabilities. Any changes in enacted tax laws, rules or regulatory or judicial interpretations; any adverse outcome in connection with tax audits in any jurisdiction; or any change in the pronouncements relating to accounting for income taxes could materially and adversely impact our effective tax rate, tax payments, financial condition and results of operations.
Risks Related to the Airline Industry
The occurrence of an aviation accident involving our aircraft would negatively impact our operations and financial condition.
An accident or incident involving one of our aircraft could result in significant potential claims of injured passengers and others, as well as repair or replacement of a damaged aircraft and its consequential temporary or permanent loss from service. In the event of an accident, our liability insurance may not be adequate to offset our exposure to potential claims and we may be forced to bear substantial losses from the accident. Substantial claims resulting from an accident in excess of our related insurance coverage would harm our operational and financial results. Moreover, any aircraft accident or incident, even if fully insured, could cause a public perception that our operations are less safe or reliable than other airlines.
Various factors may negatively impact demand for air travel in the United States.
As is the case for other airlines, our operations often are affected by delays, cancellations and other conditions caused by factors largely beyond our control.Factors that might negatively impact our operations include:
· | congestion and/or space constraints at airports or air traffic control problems; |
· | facility disruptions including power supplies; |
· | lack of operational approval (e.g. new routes, aircraft deliveries, etc.); |
· | adverse weather conditions; |
· | increased security measures or breaches in security; |
· | contagious illness and fear of contagion; |
· | changes in international treaties concerning air rights; |
· | international or domestic conflicts or terrorist activity; and |
· | other changes in business conditions. |
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Increased labor costs, labor disputes and unionization of our workforces may adversely affect our ability to conduct our business and reduce our profitability.
Our business is labor intensive, requiring large numbers of pilots, flight attendants, mechanics and other personnel. Labor costs constitute a significant percentage of our total operating costs. For example, during the year ended December 31, 2018, our salary, wage and benefit costs constituted approximately 43.7% of our total operating costs. Increases in our labor costs could result in a material reduction in our earnings. Any new collective bargaining agreements entered into by other regional carriers with their work forces may also result in higher industry wages and increased pressure on us to increase the wages and benefits of our employees. Future agreements with represented employees may be on terms that are not as attractive as our current agreements or comparable to agreements entered into by our competitors.
SkyWest’s employees are represented by in-house associations; however, organizing efforts to join national unions among those employees occur from time to time. Such efforts will likely continue in the future and may ultimately result in some or all of our employees being represented by one or more national unions. If our employees were to unionize or be deemed to be represented by one or more national unions, negotiations with these unions could divert management attention and disrupt operations, which may result in increased operating expenses and may negatively impact our financial results. Moreover, we cannot predict the outcome of any future negotiations relating to union representation or collective bargaining agreements. Agreements reached in collective bargaining may increase our operating expenses and negatively impact our financial results.
We are subject to significant governmental regulation.regulation and potential regulatory changes.
All interstate air carriers, including SkyWest, Airlines and ExpressJet, are subject to regulation by the DOT, the FAA and other governmental agencies. Regulations promulgated by the DOT primarily relate to economic aspects of air service. The FAA requires operating, air worthiness and other certificates; approval of personnel who may engage in flight, maintenance or operation activities; record keeping procedures in accordance with FAA requirements; and FAA approval of flight training and retraining programs. We cannot predict whether we will be able to comply with all present and future laws, rules, regulations and certification requirements or that the cost of continued compliance will not have a material adverse effect on our operations. We incur substantial costs in maintaining our current certifications and otherwise complying with the laws, rules and regulations to which we are subject. A decision by the FAA to ground, or require time‑consuming inspections of or maintenance on, all or any of our aircraft for any reason may have a material adverse effect on our operations. In addition to state and federal regulation, airports and municipalities enact rules and regulations that affect our operations. From time to time, various airports throughout the country have considered limiting the use of smaller aircraft, such as our aircraft, at such airports. The imposition of any limits on the use of our aircraft at any airport at which we operate could have a material adverse effect on our operations.
The occurrenceWe cannot predict the impact, of potential regulatory changes that may affect our business or the airline industry as whole including the potential impact of tariffs on aircraft deliveries. However, it is possible that these changes could adversely affect our business. Our business may be subject to additional costs or loss of government subsidies as a result of potential regulatory changes, which could have an aviation accident involving our aircraft would negatively impactadverse effect on our operations and financial condition.results.
An accidentThe airline industry is highly competitive and has undergone a period of consolidation and transition leaving fewer potential code‑share partners.
The airline industry is highly competitive. We not only compete with other regional airlines, some of which are owned by or incident involving oneoperated as code‑share partners of major airlines, but we also face competition from low‑cost carriers and major airlines on many of our aircraft could resultroutes. Low‑cost carriers such as Southwest, Allegiant, Spirit and JetBlue among others, operate at many of our hubs, resulting in significant potential claimsprice competition. Additionally, a large number of injured passengers and others, as well as repair or replacement of a damaged aircraft and its consequential temporary or permanent loss from service. In the event of an accident,other carriers operate at our liability insurance may not be adequate to offset our exposure to potential claims and we may be forced to bear substantial losses from the accident. Substantial claims resulting from an accident in excesshubs, creating intense competition. Certain of our related insurance coverage would harmcompetitors are larger and have significantly greater financial and other resources than we do. Moreover, federal deregulation of the industry allows competitors to rapidly enter our operationalmarkets and financial results. Moreover, any aircraft accident or incident, even if fully insured,to quickly discount and restructure fares. The airline industry is particularly susceptible to price discounting because airlines incur only nominal costs to provide service to passengers occupying otherwise unsold seats. Increased fare competition could cause a public perception thatadversely affect our operations are less safe or reliable than other airlines.
Risks Related to Our Common Stock
We can issue additional shares without shareholder approval.
Our Restated Articles of Incorporation, as amended (the “Restated Articles”), authorize the issuance of up to 120,000,000 shares of common stock, all of which may be issued without any action or approval by our shareholders. As of December 31, 2015, we had 51,004,985 shares outstanding. In addition, as of December 31, 2015, we had equity‑based incentive plans under which 4,259,137 shares are reserved for issuance and an employee stock purchase plan under which 1,006,631 shares are reserved for issuance, both of which may dilute the ownership interest of our shareholders. Our Restated Articles also authorize the issuance of up to 5,000,000 shares of preferred stock. Our board of directors has the authority to issue preferred stock with the rights and preferences, and at the price which it determines. Any shares of preferred stock issued would likely be senior to shares of our common stock in various regards, including dividends, payments upon liquidation and voting. The value of our common stock could be negatively affected by the issuance of any shares of preferred stock.
The amount of dividends we pay may decrease or we may not pay dividends.
Historically, we have paid dividends in varying amounts on our common stock. The future paymentairline industry has undergone substantial consolidation, including the mergers between Alaska and amount of cash dividends will depend upon our financial condition and results of operations, loan covenants and other factors deemed relevant by our board of directors. There can be no assurance that we will continue our practice of paying dividends on our common stock or that we will have the financial resources to pay such dividends.
The amount of common stock we repurchase may decrease from historical levels, or we may not repurchase any additional shares of common stock.
Historically, we have repurchased shares of our common stockVirgin America Inc. in varying amounts. Our future repurchases of shares of common stock, if any, and the number of shares of common stock we may repurchase will depend upon our financial condition, results of operations, loan covenants and other factors deemed relevant by our Board of Directors. 2016,
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There canAmerican and US Airways Group Inc. in 2013, Southwest Airlines Co. and AirTran Holdings, Inc. in 2011, United and Continental Airlines, Inc. in 2010 and Delta and Northwest Airlines, Inc. in 2008. Any additional consolidation or significant alliance activity within the airline industry could limit the number of potential partners with whom we could enter into code‑share relationships and could have a material adverse effect on our relationships with our major airline partners.
Due, in part, to the dynamic nature of the airline industry, major airlines may also make other strategic changes such as changing or consolidating hub locations. If our major airline partners were to make changes such as these in their strategy and operations, our operations and financial results could be noadversely impacted.
Terrorist activities or warnings have dramatically impacted the airline industry, and will likely continue to do so.
The terrorist attacks of September 11, 2001 and their aftermath have negatively impacted the airline industry in general, including our operations. The primary effects experienced by the airline industry include a substantial loss of passenger traffic and revenue. If additional terrorist attacks are launched against the airline industry, there will be lasting consequences of the attacks, which may include loss of life, property damage, increased security and insurance costs, increased concerns about future terrorist attacks, increased government regulation and airport delays due to heightened security. Additional terrorist attacks and the fear of such attacks could negatively impact the airline industry, and result in further decreased passenger traffic and yields, increased flight delays or cancellations associated with new government mandates, as well as increased security, fuel and other costs. We cannot provide any assurance that wethese events will continuenot harm the airline industry generally or our practice of repurchasing shares of common stockoperations or that we will have the financial resources to repurchase shares of common stockcondition in the future.particular.
Provisions of our charter documents and code‑share agreements may limit the ability or desire of others to gain control of our company.
Our ability to issue shares of preferred and common stock without shareholder approval may have the effect of delaying or preventing a change in control and may adversely affect the voting and other rights of the holders of our common stock, even in circumstances where such a change in control would be viewed as desirable by most investors. The provisions of the Utah Control Shares Acquisitions Act may also discourage the acquisition of a significant interest in or control of our company. Additionally, our code‑share agreements contain termination and extension trigger provisions related to change in control type transactions that may have the effect of deterring a change in control of our company.
ITEM 1B. UNRESOLVED STAFF COMMENTS
None
Flight Equipment
As of December 31, 2015,2018, our fleet available for scheduled service consisted of the following types of owned and leased aircraft:
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| Cruising |
| Average |
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| Passenger |
| Flight |
| Cruising |
| Average |
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Aircraft Type |
| Aircraft |
| Aircraft |
| Capacity |
| Range (miles) |
| Speed (mph) |
| Age (years) |
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| Aircraft |
| Aircraft |
| Capacity |
| Range (miles) |
| Speed (mph) |
| Age (years) |
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CRJ900s |
| 11 |
| 53 |
| 76 |
| 1,500 |
| 530 |
| 8.1 |
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| 20 |
| 21 |
| 76 |
| 1,500 |
| 530 |
| 10.2 |
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CRJ700s |
| 70 |
| 69 |
| 66-70 |
| 1,600 |
| 530 |
| 10.6 |
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| 60 |
| 49 |
| 65-70 |
| 1,600 |
| 530 |
| 12.9 |
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CRJ200s |
| 92 |
| 133 |
| 50 |
| 1,500 |
| 530 |
| 13.8 |
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| 125 |
| 75 |
| 50 |
| 1,500 |
| 530 |
| 16.3 |
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E175s |
| 45 |
| — |
| 76 |
| 2,100 |
| 530 |
| 1.0 |
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| 146 |
| — |
| 70-76 |
| 2,100 |
| 530 |
| 2.2 |
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ERJ145s |
| — |
| 182 |
| 50 |
| 1,500 |
| 530 |
| 13.0 |
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| — |
| 100 |
| 50 |
| 1,500 |
| 530 |
| 16.5 |
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ERJ135s |
| — |
| 5 |
| 37 |
| 1,500 |
| 530 |
| 14.6 |
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The following table outlines the anticipated delivery scheduled for new E175 aircraft during the years indicated.
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| 2016 |
| 2017 |
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E175s |
| 37 |
| 17 |
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The following table outlines the currently anticipated size and composition of our combined fleet for the periods indicated based on anticipated contract expirations. Several factors may impact our forecasted fleet size throughout 2019 and thereafter, including contract expirations, lease expirations, growth opportunities and opportunities to transition to an alternative major airline partner. Below is our 2019 outlook on our fleet by aircraft type. Our actual future fleet size and/or mix of aircraft types will likely vary, and may vary materially, from our current fleet size.
· | CRJ900s/CRJ700s – We anticipate taking delivery of 15 new CRJ900 aircraft under a nine-year fixed-fee agreement with Delta from early 2019 through mid-2020. As these new CRJ900 aircraft are placed into service, we anticipate removing 15 used CRJ700 aircraft from service with Delta and we are pursuing alternative uses of these CRJ700 aircraft upon their removal from service. |
· | E175s – We anticipate taking delivery of nine new E175 aircraft under a nine-year fixed-fee agreement with Delta. We are scheduled to take delivery of five E175 aircraft during 2019 and four E175 aircraft during 2020 under the Delta Connection Agreement. As these new E175 aircraft are delivered, we expect to remove nine used CRJ900 aircraft from service with Delta, upon which we anticipate leasing five of the |
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nine CRJ900 aircraft to a third party and returning four of the nine CRJ900 aircraft to the lessor. Additionally, we are scheduled to take delivery of three new E175 aircraft with Alaska under a fixed-fee contract in 2021. |
· | ERJ145s – As of December 31, 2018, ExpressJet leased and operated 100 ERJ145 aircraft under a fixed-fee agreement and aircraft lease with United. The ERJ145 aircraft remained with ExpressJet in conjunction with the sale of ExpressJet in January 2019. |
assumptions regarding contract extensions with our major airline partners. Our actual future fleet size will likely vary, and may vary materially, from our current forecast.
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Aircraft Type Anticipated Fleet Size |
| 2015 |
| 2016 |
| 2017 |
| 2018 |
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CRJ900s |
| 64 |
| 64 |
| 64 |
| 64 |
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CRJ700s |
| 139 |
| 119 |
| 119 |
| 119 |
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CRJ200s |
| 225 |
| 208 |
| 175 |
| 175 |
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E175s |
| 45 |
| 82 |
| 99 |
| 99 |
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ERJ145s |
| 182 |
| 153 |
| 97 |
| — |
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ERJ135s |
| 5 |
| 5 |
| 3 |
| — |
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Total Fleet Size |
| 660 |
| 631 |
| 557 |
| 457 |
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· | CRJ200s – Following the sale of ExpressJet in January 2019, we have agreed to lease 16 used CRJ200 to ExpressJet beginning in January 2019. We currently do not anticipate a significant change in the total number of remaining CRJ200 aircraft scheduled for service during 2019. |
Bombardier and Embraer Regional Jets
The Bombardier and Embraer Regional Jets are among the quietest commercial jets currently available and offer many of the amenities of larger commercial jet aircraft, including flight attendant service, as well as a stand‑up cabin, overhead and under seat storage, lavatories and in‑flight snack and beverage service. The speed of Bombardier and Embraer Regional Jets is comparable to larger aircraft operated by the major airlines, and they have a range of approximately 1,600 miles (2,100 miles for the E175 aircraft); however, because of their smaller size and efficient design, the per‑flight cost of operating a Bombardier or Embraer Regional Jet is generally less than that of a 120‑ seat or larger jet aircraft.
Ground Facilities
SkyWest and SkyWest Airlines and ExpressJet own or lease, and, as of December 31, 2018, ExpressJet owned or leased, the following principal properties:
SkyWest Facilities
· | We own the corporate headquarters facilities of SkyWest and SkyWest Airlines, located in St. George, Utah, which consist of two adjacent buildings of 63,000 and 55,000 |
SkyWest Airlines Facilities
· | SkyWest Airlines leases a 221,000 |
· | SkyWest Airlines owns a 180,000 square‑foot aircraft maintenance hangar and office facility in Milwaukee, Wisconsin with a land lease that is scheduled to expire in November 2032. |
· | SkyWest Airlines owns a 135,000 square‑foot aircraft maintenance hangar and office facility in Oklahoma City, Oklahoma with a land lease that is scheduled to expire in June 2027. |
· | SkyWest Airlines leases a |
· | SkyWest Airlines leases a |
· | SkyWest Airlines owns a 101,000 square‑foot aircraft maintenance hangar and office facility in Colorado Springs, Colorado with a land lease that is scheduled to expire in July 2056. |
· | SkyWest Airlines leases a 70,000 square‑foot aircraft maintenance hangar and a 30,000 square-foot aircraft maintenance hangar in Tucson, Arizona. The lease agreement is scheduled to expire in February 2022. |
· | SkyWest Airlines leases a 96,000 square‑foot aircraft maintenance hangar and office facility in Chicago, Illinois. The lease agreement is scheduled to expire in June 2023. |
· | SkyWest Airlines leases a 88,000 square‑foot aircraft maintenance hangar and office facility in Detroit, Michigan. The lease agreement is scheduled to expire in September 2019. |
· | SkyWest Airlines leases a 80,000 square‑foot aircraft maintenance hangar and office facility in Nashville, Tennessee. The lease agreement is scheduled to expire in June 2022. |
· | SkyWest Airlines owns a 57,000 |
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· | SkyWest Airlines owns a 55,000 square‑foot maintenance accessory shop |
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· | SkyWest Airlines leases a 42,000 square‑foot aircraft maintenance facility in South Bend, Indiana. The lease agreement is scheduled to expire in November 2021. |
· | SkyWest Airlines leases a |
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ExpressJet Facilities (as of December 31, 2018 and retained by ExpressJet following our sale of ExpressJet in January 2019)
· | ExpressJet |
· | ExpressJet |
· | ExpressJet |
· | ExpressJet |
· | ExpressJet |
· | ExpressJet |
· | ExpressJet |
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Our management deems the current facilities of SkyWest and SkyWest Airlines and ExpressJet as being suitable to support existing operations and believes these facilities will be adequate for the foreseeable future.
We are subject to certain legal actions which we consider routine to our business activities. As of December 31, 2015,2018, our management believed, after consultation with legal counsel, that the ultimate outcome of such legal matters was not likely to have a material adverse effect on our financial position, liquidity or results of operations.
ITEM 4. MINE SAFETY DISCLOSURES
The disclosure required by this item is not applicable.
PART II
ITEM 5. MARKET FOR REGISTRANT’S COMMON EQUITY, RELATED STOCKHOLDER MATTERS AND ISSUER PURCHASES OF EQUITY SECURITIES
Market Price for Our Common StockInformation
Our common stock is traded on The Nasdaq Global Select Market under the symbol “SKYW.” AtAs of February 16, 2016,12, 2019, there were approximately 843745 stockholders of record of our common stock. Securities held of record do not include shares held in securities position listings. The following table sets forth the range of high and low closing sales prices for our common stock, during the periods indicated.
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| 2014 |
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| Low |
| High |
| Low |
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First |
| $ | 15.86 |
| $ | 11.96 |
| $ | 14.98 |
| $ | 11.77 |
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Second |
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| 16.91 |
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| 13.58 |
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| 13.72 |
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| 11.21 |
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Third |
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| 17.90 |
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| 13.91 |
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| 12.66 |
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| 7.78 |
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Fourth |
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| 21.26 |
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| 16.55 |
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| 13.28 |
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| 7.07 |
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The transfer agent for our common stock is Zions First National Bank, Salt Lake City, Utah.
Dividends
During 2015 and 2014,2018, our Board of Directors declared regular quarterly dividends of $0.04$0.10 per share. During 2017, our Board of Directors declared regular quarterly dividends of $0.08 per share. We intend to continue to pay quarterly dividends subject to liquidity, capital availability and quarterly determinations that cash dividends are in the best interests of our shareholders.
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Securities Authorized for Issuance Under
Issuer Purchases of Equity Compensation PlansSecurities
Our Board of Directors has adopted a stock repurchase program which authorizes us to repurchase shares of our common stock in the public market or in private transactions, from time to time, at prevailing prices. As of December 31, 2018, our stock repurchase program authorized the repurchase of up to $100.0 million of our common stock. The following table contains information regardingsummarizes our equity compensation plans as ofpurchases under our stock repurchase program during the three months ended December 31, 2015.2018:
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| Remaining Available for |
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| Future Issuance under |
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| Equity Compensation |
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| Issued upon Exercise of |
| Options, |
| Plans (Excluding |
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| Warrants and |
| Securities Reflected in |
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Plan Category |
| Warrants and Rights |
| Rights |
| the First Column) |
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Equity compensation plans approved by security holders(1) |
| 1,064,429 |
| $ | 13.64 |
| 5,265,768 |
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| Average Price |
| Total Number of Shares |
| Maximum Dollar Value of | ||
October 1, 2018 – October 31, 2018 |
| 33,015 |
| $ | 55.63 |
| 33,015 |
| $ | 52,991 |
November 1, 2018 - November 30, 2018 |
| 415,248 |
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| 56.26 |
| 415,248 |
| $ | 29,621 |
December 1, 2018 - December 31, 2018 |
| 91,900 |
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| 44.35 |
| 91,900 |
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| 25,543 |
Total |
| 540,163 |
| $ | 54.20 |
| 540,163 |
| $ | 25,543 |
(1) |
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On February 5, 2019, our Board of Directors approved a new share repurchase plan, pursuant to which we are authorized to repurchase up to $250 million of our common stock. We are authorized to repurchase such shares of common stock at prevailing market prices in the open market, in privately negotiated transactions, or by other means in accordance with federal securities laws from time to time. This authorization superseded our previous share repurchase plan approved in February 2017.
Stock Performance Graph
The following Performance Graph and related information shall not be deemed “soliciting material” or “filed” with the Securities and Exchange Commission,(the “Commission”),SEC, nor shall such information be incorporated by reference into any future filing under the Securities Act of 1933, as amended, or the Securities Exchange Act of 1934, as amended (the “Exchange Act”), except to the extent we specifically incorporate it by reference into such filing.
The following graph compares the cumulative total shareholder return on our common stock over the five‑year period ended December 31, 2015,2018, with the cumulative total return during such period of the Nasdaq Stock Market (U.S. Companies), and the Nasdaq Stock Market Transportation Index and a peer group index composed of regional and major passenger airlines with U.S operations that have equity securities traded on the Nasdaq Stock Market or the New York Stock Exchange, the members of which are identified below (the “Peer Group”) for the same period.Index. The following graph assumes an initial investment of $100.00 with dividends reinvested. The stock performance shown on the graph below represents historical stock performance and is not necessarily indicative of future stock price performance.
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The following graph compares the cumulative total shareholder return on our common stock over the five‑year period ended December 31, 2015, with the cumulative total return during such period of the Nasdaq Stock Market (U.S. Companies), Nasdaq Stock Market Transportation Index and a peer group index composed of regional and major passenger airlines with U.S operations that have equity securities traded on the Nasdaq Stock Market or the New York Stock Exchange, the members of which are identified below (the “Peer Group”) for the same period. The following graph assumes an initial investment of $100.00 with dividends reinvested. The stock performance shown on the graph below represents historical stock performance and is not necessarily indicative of future stock price performance. |
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Company Name / Index |
| Dec10 |
| Dec11 |
| Dec12 |
| Dec13 |
| Dec14 |
| Dec15 |
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| 2013 |
| 2014 |
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| 2016 |
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| 2018 |
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SkyWest, Inc. |
| 100 |
| 81.55 |
| 81.81 |
| 98.48 |
| 89.75 |
| 129.83 |
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| 100 |
| 91.14 |
| 131.83 |
| 254.45 |
| 372.91 |
| 315.11 |
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NASDAQ Composite |
| 100 |
| 99.17 |
| 116.48 |
| 163.21 |
| 187.27 |
| 200.31 |
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| 100 |
| 114.75 |
| 122.74 |
| 133.62 |
| 173.22 |
| 168.30 |
| ||||||||
NASDAQ Transportation Index |
| 100 |
| 90.09 |
| 95.46 |
| 130.08 |
| 181.38 |
| 153.54 |
|
| 100 |
| 121.41 |
| 93.55 |
| 120.89 |
| 154.19 |
| 140.25 |
| ||||||||
Peer Group |
| 100 |
| 71.22 |
| 90.64 |
| 169.14 |
| 315.67 |
| 302.97 |
|
The Peer Group consists of regional and major passenger airlines with U.S operations that have equity securities traded on the Nasdaq Stock Market or the New York Stock Exchange. The members of the Peer Group are: Alaska Air Group, Inc.: Allegiant Travel Co.; American Airlines Group, Inc.; Delta Air Lines, Inc.; Hawaiian Holdings, Inc.; JetBlue Airways Corp.; Republic Airways, Holdings Inc.; SkyWest, Inc.; Southwest Airlines Co.; Spirit Airlines Inc.; United Continental Holdings Inc.; and Virgin America, Inc.
ITEM 6. SELECTED FINANCIAL DATA
The following selected financial and operating data should be read in conjunction with “Management’s Discussion and Analysis of Financial Condition and Results of Operations,” and our consolidated financial statements and related notes included elsewhere in this Report.
3026
Selected Consolidated Financial Data (amounts in thousands, except per share data):
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| Year ended December 31, |
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| Year ended December 31, |
| ||||||||||||||||||||||||||
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| 2015 |
| 2014 |
| 2013 |
| 2012 |
| 2011 |
|
| 2018 |
| 2017 |
| 2016 |
| 2015 |
| 2014 |
| ||||||||||
Operating revenues |
| $ | 3,095,563 |
| $ | 3,237,447 |
| $ | 3,297,725 |
| $ | 3,534,372 |
| $ | 3,654,923 |
|
| $ | 3,221,679 |
| $ | 3,122,592 |
| $ | 3,063,702 |
| $ | 3,095,563 |
| $ | 3,237,447 |
|
Operating income |
|
| 234,515 |
|
| 24,848 |
|
| 153,111 |
|
| 165,987 |
|
| 41,105 |
| ||||||||||||||||
Operating income (loss)(1) |
|
| 474,280 |
|
| 388,199 |
|
| (172,684) |
|
| 234,515 |
|
| 24,848 |
| ||||||||||||||||
Net income (loss) |
|
| 117,817 |
|
| (24,154) |
|
| 58,956 |
|
| 51,157 |
|
| (27,335) |
|
|
| 280,372 |
|
| 428,907 |
|
| (161,586) |
|
| 117,817 |
|
| (24,154) |
|
Net income (loss) per common share: |
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Basic |
| $ | 2.31 |
| $ | (0.47) |
| $ | 1.14 |
| $ | 1.00 |
| $ | (0.52) |
|
| $ | 5.40 |
| $ | 8.28 |
| $ | (3.14) |
| $ | 2.31 |
| $ | (0.47) |
|
Diluted |
| $ | 2.27 |
| $ | (0.47) |
| $ | 1.12 |
| $ | 0.99 |
| $ | (0.52) |
|
| $ | 5.30 |
| $ | 8.08 |
| $ | (3.14) |
| $ | 2.27 |
| $ | (0.47) |
|
Weighted average shares: |
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Basic |
|
| 51,077 |
|
| 51,237 |
|
| 51,688 |
|
| 51,090 |
|
| 52,201 |
|
|
| 51,914 |
|
| 51,804 |
|
| 51,505 |
|
| 51,077 |
|
| 51,237 |
|
Diluted |
|
| 51,825 |
|
| 51,237 |
|
| 52,422 |
|
| 51,746 |
|
| 52,201 |
|
|
| 52,871 |
|
| 53,100 |
|
| 51,505 |
|
| 51,825 |
|
| 51,237 |
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Total assets |
| $ | 4,802,886 |
| $ | 4,409,928 |
| $ | 4,233,219 |
| $ | 4,254,637 |
| $ | 4,281,908 |
|
| $ | 6,313,212 |
| $ | 5,474,400 |
| $ | 5,007,966 |
| $ | 4,781,984 |
| $ | 4,388,818 |
|
Current assets |
|
| 1,017,570 |
|
| 1,089,501 |
|
| 1,287,568 |
|
| 1,279,163 |
|
| 1,146,559 |
|
|
| 1,020,794 |
|
| 995,133 |
|
| 917,792 |
|
| 1,017,570 |
|
| 1,089,501 |
|
Current liabilities |
|
| 751,386 |
|
| 684,355 |
|
| 620,464 |
|
| 591,425 |
|
| 624,148 |
|
|
| 924,826 |
|
| 820,825 |
|
| 747,265 |
|
| 748,026 |
|
| 691,065 |
|
Long-term debt, net of current maturities |
|
| 1,676,776 |
|
| 1,533,990 |
|
| 1,293,179 |
|
| 1,470,567 |
|
| 1,606,993 |
|
|
| 2,809,768 |
|
| 2,377,346 |
|
| 2,240,051 |
|
| 1,659,234 |
|
| 1,548,390 |
|
Stockholders’ equity |
|
| 1,506,435 |
|
| 1,400,346 |
|
| 1,434,939 |
|
| 1,387,175 |
|
| 1,334,261 |
|
|
| 1,964,281 |
|
| 1,754,322 |
|
| 1,350,943 |
|
| 1,506,435 |
|
| 1,400,346 |
|
Return (loss) on average equity |
|
| 7.8 | % |
| (1.7) | % |
| 4.2 | % |
| 3.8 | % |
| (2.0) | % |
|
| 15.1 | % |
| 27.6 | % |
| (12.0) | % |
| 7.8 | % |
| (1.7) | % |
Cash dividends declared per common share |
| $ | 0.16 |
| $ | 0.16 |
| $ | 0.16 |
| $ | 0.16 |
| $ | 0.16 |
|
| $ | 0.40 |
| $ | 0.32 |
| $ | 0.19 |
| $ | 0.16 |
| $ | 0.16 |
|
(1) | Our operating loss for 2016 included a special charge of $465.6 million related to an impairment on our 50-seat aircraft and related assets. Our 2014 operating income included a special charge of $74.8 million primarily related to an impairment on our EMB120 aircraft and ERJ145 long-lived assets. |
(2) | Our net income for 2017 included a $246.8 million benefit related to the revaluation of our net deferred tax liability and other tax liabilities in accordance with the Tax Cuts and Jobs Act of 2017 that was enacted into law in December 2017. |
(3) | Certain reclassifications were made to |
| Calculated by dividing net income (loss) by the average of beginning and ending stockholders’ equity for the year. |
Selected Operating Data
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| Year ended December 31, |
| ||||||||
|
| 2015 |
| 2014 |
| 2013 |
| 2012 |
| 2011 |
|
Block hours |
| 2,074,804 |
| 2,275,562 |
| 2,380,118 |
| 2,297,014 |
| 2,250,280 |
|
Departures |
| 1,226,897 |
| 1,357,454 |
| 1,453,601 |
| 1,435,512 |
| 1,390,523 |
|
Passengers carried |
| 56,228,593 |
| 58,962,010 |
| 60,581,948 |
| 58,803,690 |
| 55,836,271 |
|
Revenue passenger miles (000) |
| 29,671,911 |
| 31,499,397 |
| 31,834,735 |
| 30,088,278 |
| 29,109,039 |
|
Available seat miles (000) |
| 35,902,503 |
| 38,220,150 |
| 39,207,910 |
| 37,278,554 |
| 36,698,859 |
|
Revenue per available seat mile |
| 8.6 | ¢ | 8.5 | ¢ | 8.4 | ¢ | 9.5 | ¢ | 10.0 | ¢ |
Cost per available seat mile |
| 8.2 | ¢ | 8.6 | ¢ | 8.2 | ¢ | 9.2 | ¢ | 10.1 | ¢ |
Average passenger trip length |
| 528 |
| 534 |
| 525 |
| 512 |
| 521 |
|
Number of operating aircraft at end of year |
| 660 |
| 717 |
| 755 |
| 738 |
| 732 |
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| Year ended December 31, |
| ||||||||
|
| 2018 |
| 2017 |
| 2016 |
| 2015 |
| 2014 |
|
Block hours |
| 1,757,047 |
| 1,839,779 |
| 1,938,492 |
| 2,074,804 |
| 2,275,562 |
|
Departures |
| 1,010,053 |
| 1,087,052 |
| 1,153,480 |
| 1,226,897 |
| 1,357,454 |
|
Passengers carried |
| 48,350,470 |
| 51,483,552 |
| 53,539,438 |
| 56,228,593 |
| 58,962,010 |
|
Average passenger trip length |
| 523 |
| 512 |
| 523 |
| 528 |
| 534 |
|
Number of operating aircraft at end of year(1) |
| 596 |
| 595 |
| 652 |
| 660 |
| 717 |
|
The following terms used in this section and elsewhere in this Report have the meanings indicated below:
“Revenue passenger miles” represents the number of miles flown by revenue passengers.
“Available seat miles” represents the number of seats available for passengers multiplied by the number of miles those seats are flown.
“Revenue per available seat mile” represents passenger revenue divided by available seat miles.
“Cost per available seat mile” represents operating expenses plus interest divided by available seat miles.
“Number of operating aircraft at end of year” excludes
(1) | Excludes aircraft leased to un‑affiliated and affiliated entities. |
3127
ITEM 7. MANAGEMENT’S DISCUSSION AND ANALYSIS OF FINANCIAL CONDITION AND RESULTS OF OPERATIONS
The following discussion and analysis presents factors that had a material effect on our results of operations during the years ended December 31, 2015, 20142018, 2017 and 2013.2016. Also discussed is our financial position as of December 31, 20152018 and 2014.2017. You should read this discussion in conjunction with our consolidated financial statements, including the notes thereto, appearing elsewhere in this Report or incorporated herein by reference. This discussion and analysis contains forward‑looking statements. Please refer to the sections of this Report entitled “Cautionary Statement Concerning Forward‑looking Statements” and “Item 1A. Risk Factors” for discussion of some of the uncertainties, risks and assumptions associated with these statements.
Overview
Through SkyWest Airlines and ExpressJet, we operateWe have the largest regional airline operation in the United States. As of December 31, 2015, SkyWest Airlines and ExpressJet2018, we offered scheduled passenger and air freight service with approximately 3,6002,770 total daily departures to destinations in the United States, Canada, Mexico and the Caribbean. As of December 31, 2015,2018, we had a combined fleet of 702596 aircraft available for scheduled service consisting of the following:following (which included 100 ERJ145s and 16 CRJ200s that ExpressJet operated for United and 10 Canadair CRJ700s that ExpressJet operated for American):
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| CRJ200 |
| CRJ700 |
| CRJ900 |
| ERJ135 |
| ERJ145 |
| E175 |
| EMB120 |
| Total |
|
| CRJ200 |
| CRJ700 |
| CRJ900 |
| ERJ145 |
| E175 |
| Total |
|
United |
| 83 |
| 70 |
| — |
| 5 |
| 166 |
| 40 |
| — |
| 364 |
|
| 106 |
| 19 |
| — |
| 100 |
| 65 |
| 290 |
|
Delta |
| 111 |
| 60 |
| 64 |
| — |
| — |
| — |
| — |
| 235 |
|
| 87 |
| 22 |
| 41 |
| — |
| 49 |
| 199 |
|
American |
| 31 |
| — |
| — |
| — |
| 16 |
| — |
| — |
| 47 |
|
| 7 |
| 68 |
| — |
| — |
| — |
| 75 |
|
Alaska |
| — |
| 9 |
| — |
| — |
| — |
| 5 |
| — |
| 14 |
|
| — |
| — |
| — |
| — |
| 32 |
| 32 |
|
Aircraft in scheduled service |
| 225 |
| 139 |
| 64 |
| 5 |
| 182 |
| 45 |
| — |
| 660 |
|
| 200 |
| 109 |
| 41 |
| 100 |
| 146 |
| 596 |
|
Subleased to an un-affiliated entity |
| 2 |
| — |
| — |
| — |
| — |
| — |
| — |
| 2 |
|
| 4 |
| — |
| — |
| — |
| — |
| 4 |
|
Other* |
| 10 |
| — |
| — |
| 4 |
| — |
| — |
| 26 |
| 40 |
|
| 4 |
| 19 |
| — |
| 5 |
| — |
| 28 |
|
Total |
| 237 |
| 139 |
| 64 |
| 9 |
| 182 |
| 45 |
| 26 |
| 702 |
| |||||||||||||
Total Fleet |
| 208 |
| 128 |
| 41 |
| 105 |
| 146 |
| 628 |
|
*OtherAs of December 31, 2018, these aircraft consisted of leased aircrafthave been removed from service that wereand are in the process of being returned tounder the lessor and ownedapplicable leasing arrangement or are aircraft removed from service that were held for sale.
For the year ended December 31, 2015, approximately 57.5% of our aggregate capacity was operated for United, approximately 33.2% was operated for Delta, approximately 6.4% was operated for American and approximately 2.9% was operated for Alaska.
Under our fixed‑fee arrangements, three components have a significant impact on comparability of revenue and operating expense for the periods presented in this Report. The first item is the reimbursement of fuel expense, which is a directly‑reimbursed expense under all of our fixed‑fee arrangements. If we purchase fuel directly from vendors,transitioning between code-share agreements with our major partners reimburse us for fuel expense incurredairline partners.
Our business model is based on providing scheduled regional airline service under each respective fixed‑fee contract, and we record such reimbursement as passenger revenue. Thus, the price volatility of fuel and the volume of fuel expensed undercode-share agreements (commercial agreements between airlines that, among other things, allow one airline to use another airline’s flight designator codes on its flights) with our fixed‑fee arrangements during a particular period will impact our fuel expense and our passenger revenue during the period equally, with no impactmajor airline partners. Our success is principally centered on our operating income. Overability to meet the past few years, someneeds of our major airline partners have purchased an increased volume of fuel directly from vendors on flights we operated under our fixed‑fee contracts, which has decreased both revenuethrough providing a reliable and operating expenses compared to previous periods presented in this Report.
The second item is the reimbursement of landing fees and station rents, which is a directly‑reimbursed expense under all of our fixed‑fee arrangements. Our major partners reimburse us for landing fees and station rent expense incurred under each respective fixed‑fee contract, and we record such reimbursement as passenger revenue.safe operation at attractive economics. Over the past fewlast several years, some of our major airline partnersbusiness has evolved as we have paid an increased volume of landing feesadded 39 new E175 aircraft and station rents directlyfive new CRJ900 aircraft to our vendors on flightsfleet since December 31, 2017, and removed 12 ERJ145 aircraft, 20 CRJ700 aircraft and 16 CRJ900 aircraft that were operating under less profitable or unprofitable flying agreements.
We anticipate our fleet will continue to evolve, as we are scheduled to add 12 new E175 and 15 new CRJ900 aircraft to existing fixed-fee agreements by the end of 2021. We anticipate these new aircraft will be replacing older CRJ900 and CRJ700 aircraft currently operating under fixed-fee agreements. Our primary objective in the fleet changes is to improve our profitability by adding new aircraft to fixed-fee agreements at improved economics, including the E175 aircraft, while removing aircraft that were operating under less profitable or unprofitable arrangements.
As of December 31, 2018, ExpressJet operated 100 ERJ145 aircraft and 16 CRJ200 aircraft under our flying contracts, which has also decreased both revenuefixed-fee agreements with United and operating expenses compared10 CRJ700 aircraft under a fixed-fee agreement with American. On January 22, 2019, we completed the sale of ExpressJet. In conjunction with the sale of ExpressJet, we retained ownership of the 16 CRJ200 aircraft and the 10 CRJ700 aircraft operated by ExpressJet as of December 31, 2018. ExpressJet retained operation of the 100 ERJ145 aircraft that ExpressJet leased from United. We agreed to previous periods presented in this Report.
The third item islease the compensation we receive16 CRJ200 aircraft to ExpressJet for engine maintenance under our fixed‑fee arrangements. Under our United CRJ and E175 fixed-fee contracts, American fixed-fee contracts, and Alaska fixed‑fee contracts,up to a portionfive-year period. We are pursuing alternative uses of our compensation is based upon fixed hourly ratesthe 10 CRJ700 aircraft, including but not limited to, using the aircraft is in operation, which is intendedunder fixed-fee agreements or leasing the aircraft or related engines to cover various operating costs, including engine maintenance costs (“Fixed‑Rate Engine Contracts”). Under the compensation structure third parties.
3228
for our Delta Connection and United ERJ145 flying contracts, our major partner reimburses us for engine maintenance expense when
For the expense is incurred as a pass‑through cost (“Directly‑Reimbursed Engine Contracts”). We use the direct‑expense method of accounting for our CRJ200 regional jet aircraft engine overhaul costs and, accordingly, we recognize engine maintenance expense on our CRJ200 engines on an as‑incurred basis. Under the direct‑expense method, the maintenance liability is recorded when the maintenance services are performed (“CRJ200 Engine Overhaul Expense”).
Because we use the direct‑expense method of accounting for our CRJ200 engine expense, and because we recognize revenue using the applicable fixed hourly rates under our Fixed‑Rate Engine Contracts, the number of engine maintenance events and related expense we incur may vary between reporting periods under the Fixed‑Rate Engine Contracts without a corresponding change to our passenger revenues that may impact the comparabilityyear ended December 31, 2018, approximately 48.6% of our operating incomeaircraft in scheduled service were operated for the presented reporting periods.United, approximately 33.4% were operated for Delta, approximately 12.6% were operated for American and approximately 5.4% were operated for Alaska.
Because we recognize revenue in the same amount and in the same period when we incur engine maintenance expense on engines operating under our Directly‑ Reimbursed Engine Contracts, the number of engine events and related expense we incur each reporting period does not have a direct impact on the comparability of our operating income for the presented reporting periods.
We have an agreement with a third‑party vendor to provide long‑term engine maintenance covering scheduled and unscheduled repairs for engines on our CRJ700s and E175s operating under our Fixed‑Rate Engine Contracts (a “Power-by-the-Hour Agreement”). Under the terms of the Power-by-the-Hour Agreement, we are obligated to pay a set dollar amount per engine hour flown on a monthly basis and the vendor assumes the obligation to repair the engines at no additional cost to us, subject to certain specified exclusions. Thus, under the Power-by-the-Hour Agreement, we expense the engine maintenance costs as flight hours are incurred on the engines and using the contractual rate set forth in the agreement. Because we record engine maintenance expense based on the fixed hourly rate pursuant to the Power-by-the-Hour Agreement on our CRJ700s and E175s operating under our Fixed‑Rate Engine Contracts, and because we recognize revenue using the applicable fixed hourly rates under our Fixed‑Rate Engine Contracts, the number of engine events and related expense we incur each reporting period does not have a direct impact on the comparability of our operating income for the presented reporting periods. The table below summarizes how we are compensated by our major partners under our flying contracts for engine expense and the method we use to recognize the corresponding expense.
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Historically, multiple contractual relationships with major airlines have enabled us to reduce our reliance on any single major airline code and to enhance and stabilize operating results through a mix of fixed‑fee flying arrangements and our pro‑rateprorate flying arrangements. For the year ended December 31, 2015,2018, contract flying revenue and pro‑rateprorate revenue represented approximately 88%84.3% and 12%15.7%, respectively, of our total passenger revenues.flying agreements revenue. On contract routes, the major airline partner controls scheduling, ticketing, pricing and seat inventories and we are compensated by the major airline partner at contracted rates based on completed block hours (measured from takeoff to landing, including taxi time), flight departures and other operating measures.
Our financial and operating results for the years ended December 31, 2016, 2017 and 2018, and our financial position as of December 31, 2017 and 2018 contained in this Report, include the financial results and position of ExpressJet for those respective periods.
Financial Highlights
We had total operating revenues of $3.2 billion for the year ended December 31, 2018, a 3.2% increase, compared to total operating revenues of $3.1 billion for the year ended December 31, 2015, a 4.4% decrease, compared to total operating revenues of $3.2 billion for the year ended December 31, 2014.2017. We had a net income of
33
$117.8$280.4 million, or $2.27$5.30 per diluted share, for the year ended December 31, 2015,2018, compared to a net lossincome of $24.2$428.9 million, or $(0.47)$8.08 per diluted share, for the year ended December 31, 2014.2017. Our results for 2017 included a $246.8 million benefit related to the revaluation of our net deferred tax liability and other tax liabilities in accordance with the Tax Cuts and Jobs Act that was enacted into law in December 2017.
The significant items affecting our financial performance during the year ended December 31, 20152018 are outlined below:
Revenue
The number of aircraft we have in scheduled service and the number of block hours we generate on our flights are primary drivers to our passenger revenuesflying agreements revenue under our fixed-fee flying agreements.arrangements. During 2015,2018, we had a significant changenet increase in the number of aircraft operating under fixed-fee agreements. Our primary objective in the fleet change is to improve our profitability by adding new aircraft to fixed-fee agreements at improved economics, including the E175 aircraft, while removing aircraft that were operating under less profitable arrangements. As summarized under the Fleet Activity Sectionsection below, from December 31, 20142017 to December 31, 2015,2018, we removed 10348 aircraft from service that were operating under less profitable flying contracts and added 4649 aircraft to new or existing fixed-fee flying arrangements at improved economics. The number of aircraft available for scheduled service decreasedincreased from 717595 aircraft at December 31, 20142017 to 660596 at December 31, 2015, or by 8.6%.2018. Our completed block hours decreased 8.8%4.5% primarily due to the reducedtiming of our fleet sizetransition during 2015.2018. The majority of the aircraft removed from service during 2018 were removed during the first half of the year, whereas the majority of the aircraft added into service were added during the second half of the year.
The decreaseDespite the reduction in our block hour production since 2017, our total flying agreementsrevenue passenger revenuesincreased 3.2% from 20142017 to 2015 of 4.4% was2018 primarily attributabledue to a decrease in revenue earned associated with the reduction to our fleet size of 8.8%, partially offset by higher compensation we earned on aircraft, placed intoincluding new agreements during 2015 andaircraft added in 2018, partially offset by an increasea decrease in fixed-fee contract performance incentives we earned in 2015 primarily through higher flight completion rates.revenue associated with the aircraft removed from our fleet.
Operating Expenses
The decreaseincrease in our operating expense from 20142017 to 20152018 of 10.9%$13.0 million, or 0.5%, was primarily attributablerelated to a decrease in direct operating costs associated with the reductionincreased compensation paid to our fleet size of 8.8% and the effect of $74.8 million of special itemscrews since December 31, 2017, an increase in our 2014average fuel costs per gallon on our prorate flying arrangements and an increase in other operating expense (primarily attributable toexpenses, including pilot recruitment and training costs. Additional details regarding the accelerated removalincrease in our operating expenses are described in the section of certain aircraft from service).this Report entitled “Results of Operations.”
Fleet Activity
The following table summarizes our fleet activity for the 2015 year:
|
|
|
|
|
|
|
|
|
|
Aircraft in Service |
| December 31, 2014 |
| Additions |
| Removals |
| December 31, 2015 |
|
CRJ200s |
| 242 |
| 5 |
| (22) |
| 225 |
|
CRJ700s |
| 139 |
| — |
| — |
| 139 |
|
CRJ900s |
| 64 |
| — |
| — |
| 64 |
|
ERJ145/135s |
| 225 |
| 16 |
| (54) |
| 187 |
|
E175s |
| 20 |
| 25 |
| — |
| 45 |
|
EMB120s |
| 27 |
| — |
| (27) |
| — |
|
Total |
| 717 |
| 46 |
| (103) |
| 660 |
|
The additional five CRJ200s and 16 ERJ145s are used aircraft we leased from the respective major partner at a nominal amount that were placed into fixed-fee flying contracts during 2015. The additional 25 E175 aircraft were new aircraft we acquired and placed into fixed-fee flying contracts during 2015. The 22 CRJ200s, 54 ERJ145s and 27 EMB120s were aircraft removed from scheduled service during 2015, and were either leased aircraft that were returned or in the process of being returned to lessors, owned aircraft that were sold to third parties or owned aircraft that were in process of being sold to third parties. 2018:
3429
Fleet Developments
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|
|
|
|
|
|
|
|
|
Aircraft in Service |
| December 31, 2017 |
| Additions |
| Removals |
| December 31, 2018 |
|
E175s |
| 107 |
| 39 |
| — |
| 146 |
|
CRJ900s |
| 52 |
| 5 |
| (16) |
| 41 |
|
CRJ700s |
| 129 |
| — |
| (20) |
| 109 |
|
CRJ200s |
| 195 |
| 5 |
| — |
| 200 |
|
ERJ145/135s |
| 112 |
| — |
| (12) |
| 100 |
|
Total |
| 595 |
| 49 |
| (48) |
| 596 |
|
AsDuring 2018, we took delivery of December 31, 2015, we had 45 E175 aircraft in service. We have agreements with multiple major partners to place 37 and 1739 new E175 aircraft and five new CRJ900 aircraft and placed the aircraft into service under fixed-fee flying contractsagreements. We removed 16 CRJ900 aircraft from service and returned the aircraft to the lessor. We also removed 20 CRJ700 aircraft from service during 2018 that we either returned to the lessor, are in 2016the process of transitioning to another major airline partner, or are pursuing alternative uses of the aircraft, including, but not limited to, leasing the aircraft or related engines to third parties. The five CRJ200 aircraft added to service during 2018 were temporarily out of service at December 31, 2017. We removed 12 ERJ145s from service and 2017, respectively.returned the aircraft to the lessor.
Critical Accounting Policies and Estimates
Our significant accounting policies are summarized in Note 1 to our consolidated financial statements for the year ended December 31, 2015,Consolidated Financial Statements included in Item 8 of this Report. Critical accounting policies are those policies that are most important to the preparation of our consolidated financial statements and require management’s subjective and complex judgments due to the need to make estimates about the effect of matters that are inherently uncertain. Our critical accounting policies relate to revenue recognition, aircraft maintenance, aircraft leases, impairment of long‑lived assets, and intangibles, stock‑based compensation expense and fair value as discussed below. The application of these accounting policies involves the exercise of judgment and the use of assumptions as to future uncertainties and, as a result, actual results will likely differ, and could differ materially, from such estimates.
Revenue Recognition
PassengerFlying agreements and ground handlingairport customer service and other revenues are recognized when service is provided. Under our fixed-fee and pro‑rateprorate flying agreements with our code‑sharemajor airline partners, revenue is considered earned when each flight is completed. A portion of our compensation under our fixed-fee flying agreements is designed to reimburse us for the use of the aircraft we provide under such agreements. This compensation is deemed to be lease revenue, inasmuch as the agreements identify the “right of use” or a specific type and number of aircraft over the agreement term. The amount of compensation deemed to be lease revenue is determined from the agreed upon rates for the use of the aircraft included in each fixed-fee agreement, which we believe approximates fair value for the aircraft leases. Under our airport customer service agreements, revenue is considered earned when each flight we provide customer service for departs. Our agreements with our code‑sharemajor airline partners contain certain provisions pursuant to which the parties could terminate the respective agreement, subject to certain rights of the other party, if certain performance criteria are not maintained. Our revenues could be impacted by a number of factors, including changes to the applicable code‑share agreements, contract modifications resulting from contract renegotiations and our ability to earn incentive payments contemplated under applicable agreements. In the event contracted rates are not finalized at a quarterly or annual financial statement date, we record that period’s revenues based on the lower of the prior period’s approved rates adjusted for the current contract negotiations andor our estimate of rates that will be implemented.implemented upon completion of negotiations. Also, in the event we have a reimbursement dispute with a major airline partner at a quarterly or annual financial statement date, we evaluate the dispute under established revenue recognition criteria and, provided the revenue recognition criteria have been met, we recognize revenue for that period based on our estimate of the resolution of the dispute. Accordingly, we are required to exercise judgment and use assumptions in the application of our revenue recognition policy.
Maintenance
WeFor the majority of our engines, we have an agreement with a third‑party vendor to provide long‑term engine maintenance covering scheduled and unscheduled engine repairs, including engine overhauls, operating under our fixed‑rate engine contracts (a “Power-by-the-Hour Agreement”). Under the terms of the Power-by-the-Hour Agreement,
30
we are obligated to pay a set dollar amount per engine hour flown on a monthly basis and the vendor assumes the obligation to repair the engines at no additional cost to us, subject to certain specified exclusions. Thus, under the Power-by-the-Hour Agreement, we expense the engine maintenance costs as flight hours are incurred on the engines and using the contractual rate set forth in the agreement.
For engines not covered under a Power-by-the-Hour-Agreement we use the direct‑expense method of accounting for our regional jet aircraft engine overhaul costs. Under this method, the maintenance liability is not recorded until the maintenance services are performed. With respect to SkyWest Airlines, a third‑party vendor provides our long‑term engine services covering the scheduled and unscheduled repairs for engines on our CRJ700s and E175s operated under our Fixed‑Rate Engine Contracts. Under the terms of the vendor agreement, we pay a set dollar amount per engine hour flown on a monthly basis and the third‑party vendor assumes the obligation to repair the engines at no additional cost to us, subject to certain specified exclusions. Thus, under the third‑party vendor agreement, we expense the engine maintenance costs as flight hours are incurred on the engines and using the contractual rate set forth in the agreement.
35
Aircraft Leases
The majorityAs of SkyWest Airlines’December 31, 2018, our fleet of aircraft arein scheduled service included 245 aircraft under lease (including 108 aircraft leased from third parties, while the majority of ExpressJet’s aircraft flying for Delta and American are debt‑financed. All of ExpressJet’s ERJ145 aircraft flying for United are leased from United for nominal amounts and all of ExpressJet’s ERJ145 aircraft flying for American are leased from American for nominal amounts.by ExpressJet). In order to determine the proper classification of our leased aircraft as either operating leases or capital leases, we must make certain estimates at the inception of the lease relating to the economic useful life and the fair value of an asset as well as select an appropriate discount rate to be used in discounting future lease payments. These estimates are utilized by management in making computations as required by existing accounting standards that determine whether the lease is classified as an operating lease or a capital lease. All of our aircraft leases have been classified as operating leases, which results in rental payments being charged to expense over the terms of the related leases. Under some of our fixed-fee arrangements, our major airline partners may acquire aircraft from third-parties and lease the aircraft to us for a de minimis amount, and in such cases, no related lease revenue or lease expense is recognized. Under the majority of our operating leases, we are required to meet half-time lease return conditions with the aircraft, which presumes at least 50 percent of the eligible flight time for certain components since the last overhaul remains when the aircraft is returned to the lessor. A liability for probable lease return costs is recorded after the aircraft has completed its last maintenance cycle prior to being returned. Additionally, operating leases are not reflected in our consolidated balance sheet and accordingly, neither a lease asset nor an obligation for future lease payments is reflected in our consolidated balance sheets.See “Recent Accounting Pronouncements” set forth below for a discussion of a recently-adopted new accounting standard that is likely to have an impact on our aircraft lease accounting beginning in 2019.
Impairment of
Long‑Lived Assets
As of December 31, 2015,2018, we had approximately $3.5$5.0 billion of property and equipment and related assets net of accumulated depreciation. Additionally, as of December 31, 2015, we had approximately $10.5 million in intangible assets. In accounting for these long‑lived, and intangible assets, we make estimates about the expected useful lives of the assets, the expected residual values of certain of these assets, and the potential for impairment based on the fair value of the assets and the cash flows they generate. We recorded an intangible of approximately $33.7 million relating to the acquisition of Atlantic Southeast in September 2005. That intangible is being amortized over fifteen years under the straight‑line method. As of December 31, 2015, we had recorded $23.3 million in accumulated amortization expense. Factors indicating potential impairment include, but are not limited to, significant decreases in the market value of the long‑lived assets, a significant change in the condition of the long‑lived assets and operating cash flow losses associated with the use of the long‑lived assets.
When considering whether or not impairment of long‑lived assets exists, we group similar assets together at the lowest level for which identifiable cash flows are largely independent of the cash flows of other assets and liabilities and compare the undiscounted cash flows for each asset group to the net carrying amount of the assets supporting the asset group. Asset groupings are done at the fleet type or contract level. We did not have any impairment charges during the year ended December 31, 2018.
31
Stock‑Based Compensation Expense
We estimateRestricted stock units (“RSUs”) are awarded to eligible employees and entitle the grantee to receive shares of common stock at the end of the vest period. Performance Share Units (“PSUs”) are awarded to certain employees to receive shares of common stock if specific performance targets are achieved. At the end of each performance period, the number of shares awarded can range from 0% to 200% of the original 2018 and 2017 grant amounts for performance share units and can range from 0% to 150% of the original 2016 grant amount for performance shares, depending on the performance against the pre-established targets. The fair value of stock options as of the grant date using the Black‑Scholes option pricing model. We use historical data to estimate option exercisesRSUs and employee termination in the option pricing model. The expected term of options granted is derived from the output of the option pricing model and represents the period of time that options granted are expected to be outstanding. The expected volatilitiesPSUs are based on the historical volatilitystock price as of our common stock the date of grant and other factors.“cliff vest” after three years. We are required to use judgment and estimates in determining compensation expense for the PSUs based on projected performance compared to the pre-established targets over the measurement period for unvested PSU awards.
Fair value
We hold certain assets that are required to be measured at fair value in accordance with United States GAAP.U.S. Generally Accepted Accounting Principles. We determined fair value of these assets based on the following three levels of inputs:
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Level 1—Quoted prices in active markets for identical assets or liabilities. |
Level 2—Observable inputs other than Level 1 prices such as quoted prices for similar assets or liabilities; quoted prices in markets that are not active; or other inputs that are observable or can be corroborated by observable market data for substantially the full term of the assets or liabilities. Some of our marketable securities primarily utilize broker quotes in a non‑active market for valuation of these securities. |
Level 3—Unobservable inputs that are supported by little or no market activity and that are significant to the fair value of the assets or liabilities, therefore requiring an entity to develop its own assumptions. |
36
We utilize several valuation techniques in order to assess the fair value of our financial assets and liabilities. Our cash and cash equivalents primarily utilize quoted prices in active markets for identical assets or liabilities.
We have valued non‑auction rate marketable securities using quoted prices in active markets for identical assets or liabilities. If a quoted price is not available, we utilize broker quotes in a non‑active market for valuation of these securities. For auction‑rate security instruments, quoted prices in active markets are no longer available. As a result, we have estimated the fair values of these securities utilizing a discounted cash flow model.
Recent Accounting Pronouncements
In May 2014,See Note 1 to the Consolidated Financial Accounting Standards Board (the “FASB”) issued Accounting Standards Update No. 2014-09, “Revenue from Contracts with Customers” (“ASU No. 2014-09”). Under ASU No. 2014-09, revenue is recognized at the timeStatements included in Item 8 of this Report for a good or service is transferred to a customer for the amountdescription of consideration received for that specific good or service. In July 2015, the FASB deferred the effective date of ASU No. 2014-09 to January 2, 2018. The FASB also proposed permitting early adoption of the standard, but not before January 2, 2017. Entities may use a full retrospective approach or report the cumulative effect as of the date of adoption. Our management is currently evaluating the impact the adoption of ASU No. 2014-09 is anticipated to have on our consolidated financial statements.
In April 2015, the Financial Accounting Standards Board (the “FASB”) issued Accounting Standards Update No. 2015-03, “Simplifying the Presentation of Debt Issuance Costs” (“ASU No. 2015-03”). In August 2015, ASU No. 2015-03 was amended to modify existing guidance to require the presentation of debt issuance costs in the balance sheet as a deduction from the carrying amount of the related debt liability instead of as a deferred charge. ASU No. 2015-03 is effective for annual reporting periods beginning after December 15, 2015, but early adoption is permitted. We anticipate reclassifying the unamortized debt issuance costs and present debt net of those unamortized costs on our balance sheet upon adoption of ASU No. 2015-03.
In November 2015, the FASB issued Accounting Standards Update 2015-17, Income Taxes (Topic 740): Balance Sheet Classification of Deferred Taxes (ASU No. 2015-17). The standard requires that deferred tax liabilities and assets be classified as noncurrent in a classified statement of financial position. The current requirement that deferred tax liabilities and assets of a tax-paying component of an entity be offset and presented as a single amount is not affected by ASU No. 2015-17. ASU No. 2015-17 is effective for annual periods beginning after December 15, 2016, and interim periods within those annual periods. We are evaluating the impact the adoption of ASU 2015-17 is anticipated to have on our consolidated financial statements.
In February 2016, the FASB issued ASU 2016-02, Leases (“ASU 2016-02”). The standard amends the existingrecent accounting standards for lease accounting, including requiring lessees to recognize most leases on their balance sheets and making targeted changes to lessor accounting. ASU 2016-02 will be effective beginning in the first quarter of 2019. Early adoption of ASU 2016-02 is permitted. The new leases standard requires a modified retrospective transition approach for all leases existing at, or entered into after, the date of initial application, with an option to use certain transition relief. We are currently evaluating the impact of adopting ASU 2016-02 on our consolidated financial statements.pronouncements.
37
Results of Operations
20152018 Compared to 20142017
Operational Statistics. The following table sets forth our major operational statistics and the associated percentages of change for the periods identified below.
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|
|
| Year ended December 31, |
| ||||
|
| 2015 |
| 2014 |
| % Change |
|
Revenue passenger miles (000) |
| 29,671,911 |
| 31,499,397 |
| (5.8) | % |
Available seat miles (“ASMs”) (000) |
| 35,902,503 |
| 38,220,150 |
| (6.1) | % |
Block hours |
| 2,074,804 |
| 2,275,562 |
| (8.8) | % |
Departures |
| 1,226,897 |
| 1,357,454 |
| (9.6) | % |
Passengers carried |
| 56,228,593 |
| 58,962,010 |
| (4.6) | % |
Passenger load factor |
| 82.6 | % | 82.4 | % | 0.2 | pts |
Revenue per available seat mile |
| 8.6 | ¢ | 8.5 | ¢ | 1.2 | % |
Cost per available seat mile |
| 8.2 | ¢ | 8.6 | ¢ | (4.7) | % |
Average passenger trip length (miles) |
| 528 |
| 534 |
| (1.1) | % |
Revenues. Total operating revenues decreased $141.9 million, or 4.4%, The decrease in block hours, departures and passengers carried during the year ended December 31, 2015,2018, compared to the year ended December 31, 20142017, was primarily due to the timing of our fleet transition during 2018. Although our total number of aircraft in service did not significantly change from December 31, 2017 to December 31, 2018, the majority of the aircraft removed from service were removed during the first half of 2018 while the majority of the aircraft added into service were added during the second half of 2018.
32
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|
|
| For the year ended December 31, |
| ||||
|
| 2018 |
| 2017 |
| % Change |
|
Block hours |
| 1,757,047 |
| 1,839,779 |
| (4.5) | % |
Departures |
| 1,010,053 |
| 1,087,052 |
| (7.1) | % |
Passengers carried |
| 48,350,470 |
| 51,483,552 |
| (6.1) | % |
Passenger load factor |
| 80.5 | % | 80.4 | % | 0.1 | pts |
Average passenger trip length (miles) |
| 523 |
| 512 |
| 2.1 | % |
Operating Revenues
The following table summarizes our operating revenue for the periods indicated (dollar amounts in thousands):
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|
| For the year ended December 31, |
| |||||||||
|
| 2018 |
| 2017 |
| $ Change |
| % Change |
| |||
Flying agreements |
| $ | 3,169,520 |
| $ | 3,078,297 |
| $ | 91,223 |
| 3.0 | % |
Airport customer service and other |
|
| 52,159 |
|
| 44,295 |
|
| 7,864 |
| 17.8 | % |
Total operating revenues |
| $ | 3,221,679 |
| $ | 3,122,592 |
| $ | 99,087 |
| 3.2 | % |
Flying agreements revenue primarily consists of revenue earned on flights we operate under our capacity purchase agreements and prorate agreements with our major airline partners. Airport customer service and other revenues primarily consist of revenue earned from providing airport counter, gate and ramp services. Changes in our flying agreements revenue are summarized below (dollar amounts in thousands).
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|
| For the year ended December 31, |
| |||||||||
|
| 2018 |
| 2017 |
| $ Change |
| % Change |
| |||
Capacity purchase agreements revenue: flight operations |
| $ | 1,856,253 |
| $ | 1,805,510 |
| $ | 50,743 |
| 2.8 | % |
Capacity purchase agreements revenue: aircraft lease |
|
| 814,518 |
|
| 834,366 |
|
| (19,848) |
| (2.4) | % |
Prorate agreements revenue |
|
| 498,749 |
|
| 438,421 |
|
| 60,328 |
| 13.8 | % |
Flying agreements revenue |
| $ | 3,169,520 |
| $ | 3,078,297 |
| $ | 91,223 |
| 3.0 | % |
The increase in “Capacity purchase agreements revenue: flight operations” of $50.7 million was primarily due to incremental revenue generated from 39 new E175 aircraft and five new CRJ900 aircraft added to our fleet and economic improvements made to certain existing fixed-fee agreements that were renewed or extended since December 31, 2017, partially offset by the timing of the removal of 48 ERJ145, CRJ700 and CRJ900 aircraft from flying arrangements with a lower revenue per aircraft since December 31, 2017. The decrease in our fleet size as further explained in“Capacity purchase agreement revenue: aircraft lease” of $19.8 million was primarily due to the passenger revenues section below. Under certaintiming and number of ourleased aircraft removed from fixed-fee flying contracts certain expenses are subject to direct reimbursement from our major partners and we record such reimbursements as passenger revenue. These reimbursed expenses include fuel, landing fees, station rents and certain engine maintenance expenses. Our fuel expense, landing fees, station rents and directly‑reimbursed engine expense decreased by $73.1 million duringfor the year ended December 31, 2015, as2017 compared to the year ended December 31, 2014, due primarily to (i) our major partners purchasing an increased volume2018. The increase in prorate agreement revenue of fuel, landing fees and station rents directly from vendors on flights we operated under our fixed-fee flying agreements and (ii) a reduction in the number of engine maintenance events. The following table summarizes the amount of fuel, landing fees, station rents, and engine maintenance incurred under our fixed-fee agreements and the direct reimbursement was included in our passenger revenues for the periods indicated (dollar amounts in thousands).
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|
| Year Ended December 31, |
| |||||||||
|
| 2015 |
| 2014 |
| $ Change |
| % Change |
| |||
Passenger revenues |
| $ | 3,030,023 |
| $ | 3,168,000 |
| $ | (137,977) |
| (4.4) | % |
Less: directly-reimbursed fuel from airline partners |
|
| 41,567 |
|
| 76,675 |
|
| (35,108) |
| (45.8) | % |
Less: directly-reimbursed landing fee and station rent from airline partners |
|
| 22,171 |
|
| 23,800 |
|
| (1,629) |
| (6.8) | % |
Less: directly-reimbursed engine maintenance from airline partners |
|
| 94,142 |
|
| 130,505 |
|
| (36,363) |
| (27.9) | % |
Passenger revenue excluding directly-reimbursed fuel, landing fee, station rent and engine maintenance |
| $ | 2,872,143 |
| $ | 2,937,020 |
| $ | (64,877) |
| (2.2) | % |
Passenger revenues. Passenger revenues decreased $138.0$60.3 million or 4.4%, during year ended December 31, 2015, compared to the year ended December 31, 2014. Our passenger revenues, excluding fuel, landing fees, station rents and engine overhaul reimbursements from major partners, decreased $64.9 million, or 2.2%, during the year ended December 31, 2015, compared to the year ended December 31, 2014. The decrease in passenger revenues, excluding fuel, landing fees, station rents and engine overhaul reimbursements, was primarily due to the net reductionincremental revenue generated from seven CRJ200 aircraft added to our aircraft in scheduled service from 717 aircraftprorate agreements and new prorate agreements at improved economics since December 31, 20142017.
The $7.9 million increase in airport customer service and other revenues was primarily related to 660 aircraft ata combination of an increase in volume of airport service agreements and contract rate increases on agreements that were renewed since December 31, 2015 and a reduction to revenue of $7.9 million from a resolution of a contract matter with a major partner. This decrease was partially offset by higher compensation we earned on aircraft placed into service during 2015, improvements in the provisions in certain of our flying contracts since 2014 and additional operational performance incentives earned under our fixed-fee contracts in 2015.2017.
3833
Ground handling and other. Total ground handling and other revenues decreased $3.9 million, or 5.6%, during the year ended December 31, 2015, compared to the year ended December 31, 2014. Ground handling and other revenue primarily consists of ground handling services we provide to third‑party airlines and government subsidies we receive for operating certain routes under our pro-rate agreements. Revenues associated with ground handling services we provide for our aircraft are recorded as passenger revenues. The decrease in ground handling and other revenue was primarily due to a reduction in the number of locations for which SkyWest Airlines provided ground handling services to third party airlines during 2015, which was partially offset by an increase volume of departures during the 2015 year on routes subject to government subsidies.
Individual expense components attributable to our operations are expressedset forth in the following table on the basis of cents per ASM (dollar amounts in thousands).
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|
| For the year ended December 31, |
|
| For the year ended December 31, |
| |||||||||||||||||||||||
|
| 2015 |
| 2014 |
| $ Change |
| % Change |
| 2015 Cents |
| 2014 Cents |
|
| 2018 |
| 2017 |
| $ Change |
| % Change |
|
| ||||||
|
| Amount |
| Amount |
| Amount |
| Percent |
| Per ASM |
| Per ASM |
|
| Amount |
| Amount |
| Amount |
| Percent |
|
| ||||||
Salaries, wages and benefits |
| $ | 1,203,312 |
| $ | 1,258,155 |
| $ | (54,843) |
| (4.4) | % | 3.4 |
| 3.3 |
|
| $ | 1,201,518 |
| $ | 1,192,067 |
| $ | 9,451 |
| 0.8 | % |
|
Aircraft maintenance, materials and repairs |
|
| 604,863 |
|
| 682,773 |
|
| (77,910) |
| (11.4) | % | 1.7 |
| 1.8 |
|
|
| 556,259 |
|
| 579,463 |
|
| (23,204) |
| (4.0) | % |
|
Depreciation and amortization |
|
| 334,589 |
|
| 292,768 |
|
| 41,821 |
| 14.3 | % |
| ||||||||||||||||
Aircraft rentals |
|
| 273,696 |
|
| 305,334 |
|
| (31,638) |
| (10.4) | % | 0.8 |
| 0.8 |
|
|
| 154,945 |
|
| 215,807 |
|
| (60,862) |
| (28.2) | % |
|
Depreciation and amortization |
|
| 264,507 |
|
| 259,642 |
|
| 4,865 |
| 1.9 | % | 0.7 |
| 0.7 |
| |||||||||||||
Aircraft fuel |
|
| 118,124 |
|
| 193,247 |
|
| (75,123) |
| (38.9) | % | 0.3 |
| 0.5 |
|
|
| 117,657 |
|
| 85,136 |
|
| 32,521 |
| 38.2 | % |
|
Ground handling services |
|
| 82,694 |
|
| 123,917 |
|
| (41,223) |
| (33.3) | % | 0.2 |
| 0.3 |
| |||||||||||||
Special items |
|
| — |
|
| 74,777 |
|
| (74,777) |
| NM |
| — |
| 0.2 |
| |||||||||||||
Station rentals and landing fees |
|
| 54,167 |
|
| 51,024 |
|
| 3,143 |
| 6.2 | % | 0.2 |
| 0.1 |
| |||||||||||||
Other |
|
| 259,685 |
|
| 263,730 |
|
| (4,045) |
| (1.5) | % | 0.7 |
| 0.7 |
| |||||||||||||
Airport-related expenses |
|
| 109,605 |
|
| 118,374 |
|
| (8,769) |
| (7.4) | % |
| ||||||||||||||||
Other operating expenses |
|
| 272,826 |
|
| 250,778 |
|
| 22,048 |
| 8.8 | % |
| ||||||||||||||||
Total operating expenses |
| $ | 2,861,048 |
| $ | 3,212,599 |
| $ | (351,551) |
| (10.9) | % | 8.0 |
| 8.4 |
|
| $ | 2,747,399 |
| $ | 2,734,393 |
| $ | 13,006 |
| 0.5 | % |
|
Interest expense |
|
| 75,850 |
|
| 65,995 |
|
| 9,855 |
| 14.9 | % | 0.2 |
| 0.2 |
|
|
| 120,409 |
|
| 104,925 |
|
| 15,484 |
| 14.8 | % |
|
Total airline expenses |
| $ | 2,936,898 |
| $ | 3,278,594 |
| $ | (341,696) |
| (10.4) | % | 8.2 |
| 8.6 |
|
| $ | 2,867,808 |
| $ | 2,839,318 |
| $ | 28,490 |
| 1.0 | % |
|
Salaries, Wages and Employee Benefits.Salaries, wages and employee benefits decreased $54.8benefits. The $9.5 million, or 4.4%0.8%, decrease in salaries, wages and benefits during the year ended December 31, 2015,2018, compared to the year ended December 31, 2014. The decrease in salaries, wages and employee benefits2017, was primarily due to higher flight crew compensation costs resulting from labor agreements executed during the decrease in our fleet size and related decrease in the numbersecond half of departures and block hours compared to the year ended December 31, 2014,2018, which was partially offset by additional traininga decrease in direct labor costs for the E175 deliveriesresulting from a reduction in departures and an increase in employee benefit costs.block hours.
Aircraft maintenance, materials and repairs. AircraftThe $23.2 million, or 4.0%, decrease in aircraft maintenance expense decreased $77.9 million, or 11.4%, during the year ended December 31, 2015,2018, compared to the year ended December 31, 2014.2017, was primarily due to a decrease in scheduled maintenance events and the replacement and repair of aircraft parts and components partially offset by an increase in the percentage of our fleet that is under long-term Power-by-the-Hour maintenance agreements, including the additional 39 E175 aircraft added since December 31, 2017.
Depreciation and amortization. The following table summarizes the effect of directly-reimbursed engine maintenance costs under our fixed-fee flying arrangements included in our aircraft maintenance expense for the periods indicated (dollar amounts in thousands).
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| For the year ended December 31, |
| |||||||||
|
| 2015 |
| 2014 |
| $ Change |
| % Change |
| |||
Aircraft maintenance, materials and repairs |
| $ | 604,863 |
| $ | 682,773 |
| $ | (77,910) |
| (11.4) | % |
Less: directly-reimbursed engine maintenance from airline partners |
|
| 94,142 |
|
| 130,505 |
|
| (36,363) |
| (27.9) | % |
Other aircraft maintenance, materials and repairs |
| $ | 510,721 |
| $ | 552,268 |
| $ | (41,547) |
| (7.5) | % |
Other aircraft maintenance, materials and repairs, excluding our directly-reimbursed engine overhaul costs, decreased $41.5$41.8 million, or 7.5%14.3%, increase in depreciation and amortization expense during the year ended December 31, 2015,2018, compared to the year ended December 31, 2014. The decrease in aircraft maintenance expense (excluding directly-reimbursed engine overhaul costs)2017, was primarily due to a reduction in direct maintenance costs resulting from a reduced fleet size, partially offset by an increase in power-by-the-hour maintenance costs associated with the purchase of 39 additional E175 aircraft added to our fleet since 2014.
The decreaseand related long-lived aircraft parts in our engine overhaul costs incurred under our Directly‑Reimbursed Engine Contracts, was primarily due to a reduced number of engine overhaul events in 2015 compared to 2014.2018.
Aircraft rentals. Aircraft rentals decreased $31.6The $60.9 million, or 10.4%28.2%, decrease in aircraft rentals during the year ended December 31, 2015,2018, compared to the year ended December 31, 2014. The decrease2017, was primarily due to a reductiondecrease in leased aircraft from 319 leased aircraft for the year ended December 31, 2017, to 260 leased aircraft for the year ended December 31, 2018.
Aircraft fuel. The $32.5 million, or 38.2%, increase in fuel cost during the year ended December 31, 2018, compared to the year ended December 31, 2017, was primarily due to an increase in our average fuel cost per gallon from $2.06 for the year ended December 31, 2017 to $2.60 for the year ended December 31, 2018, along with an increase in the number of leased aircraftprorate flights we operated and the corresponding additional gallons of fuel we purchased. We purchase and incur expense for all fuel on flights operated under our prorate agreements. All fuel costs incurred under our fixed-fee contracts are either purchased directly by our major airline partner, or if purchased by us, we record the direct reimbursement as a reduction to our fuel expense. The following table summarizes the gallons of fuel we purchased under our prorate agreements, for the periods indicated:
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|
|
|
|
|
|
|
| For the year ended December 31, | |||||||
(in thousands) |
| 2018 |
| 2017 |
| % Change |
| ||
Fuel gallons purchased |
|
| 45,299 |
|
| 41,234 |
| 9.9 | % |
Fuel expense |
| $ | 117,657 |
| $ | 85,136 |
| 38.2 | % |
Airport-related expenses.Airport-related expenses include airport-related customer service costs such as outsourced airport gate and ramp agent services, airport security fees, passenger interruption costs, deicing, landing fees and station rents (our employee customer service labor costs are reflected in our fleetsalaries, wages and lower aircraft lease renewal rates since 2014.benefits).
The $8.8 million, or 7.4%, decrease in airport-related expenses during the year ended December 31, 2018, compared to the year
3934
ended December 31, 2017, was primarily due to a decrease in airport terminal rents during the year ended December 31, 2018.
DepreciationOther operating expenses.Other operating expenses primarily consist of property taxes, hull and amortization.liability insurance, simulator costs, crew per diem, and crew hotel costs. Depreciation and amortization expense increased $4.8The $22.0 million, or 1.9%8.8%, increase in other operating expenses was primarily related to increased pilot recruitment cost, crew training costs, including the cost of hotel rooms, and property tax on additional aircraft added since December 31, 2017.
Interest Expense. The $15.5 million, or 14.8%, increase in interest expense during the year ended December 31, 2018, compared to the year ended December 31, 2017, was primarily due to the purchase of 39 additional E175 aircraft in 2018 financed through debt.
Total airline expenses. Total airline expenses (consisting of total operating and interest expenses) increased $28.5 million, or 1.0%, during the year ended December 31, 2015,2018, compared to the year ended December 31, 2014. The2017 primarily related to an increase in depreciationour average fuel cost per gallon incurred under our prorate agreements, an increase in flight crew compensation costs and amortization expense was primarily dueother operating expenses, partially offset by a reduction in departures and block hour production of 4.5% during the year ended December 31, 2018 compared to the purchaseyear ended December 31, 2017.
Summary of additional E175 aircraftinterest income, other income (expense) and spare engines in 2015 that was significantly offset by the reduction in fixed asset depreciation expense that resulted from our removal of all EMB 120 aircraft from service in early 2015.provision for income taxes:
Fuel.Interest income. Fuel costs decreased $75.1Interest income increased $4.3 million, or 38.9%95.7%, during the year ended December 31, 2015,2018, compared to the year ended December 31, 2014.2017. The increase in interest income was primarily related to an increase in interest rates subsequent to December 31, 2017.
Other Income, net. During the year ended December 31, 2018, we had other income of $3.6 million primarily related to a mark-to-market gain on trading securities and a gain on rotable spare parts sold during the year ended December 31, 2018.
Summary of provision for income taxes:
Provision for income taxes. For the year ended December 31, 2018, we recorded an income tax provision of 23%, which includes the statutory federal income tax rate of 21% and other reconciling income tax items, including state income taxes. We recorded a $246.8 million benefit in 2017 related to the revaluation of its net federal, state and other deferred tax liabilities based on the tax effects of the Tax Cuts and Jobs Act of 2017 (the “Tax Act”). We also recorded a $4.5 million and $5.4 million benefit in 2018 and 2017, respectively, relating to ASU 2016-09 which requires excess tax benefits and deficiencies to be recognized in the income tax provision during the period stock options are vested/exercised.
Net Income. Primarily due to the factors described above, we generated net income of $280.4 million, or $5.30 per diluted share, for the year ended December 31, 2018, compared to a net income of $428.9 million, or $8.08 per diluted share, for the year ended December 31, 2017.
35
2017 Compared to 2016
Operational Statistics. The following table sets forth our major operational statistics and the associated percentages of change for the periods identified below. The decrease in fuel costblock hours, departures and passengers carried during the year ended December 31, 2017, compared to the year ended December 31, 2016, was primarily due to the decreasea net reduction in the average fuel cost per gallon in 2015 comparedour operating fleet from 652 aircraft to 2014, along with a decrease in the volume in gallons that we purchased under our fixed-fee contracts. 595 aircraft between December 31, 2016 and December 31, 2017.
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| For the year ended December 31, |
| ||||
|
| 2017 |
| 2016 |
| % Change |
|
Block hours |
| 1,839,779 |
| 1,938,492 |
| (5.1) | % |
Departures |
| 1,087,052 |
| 1,153,480 |
| (5.8) | % |
Passengers carried |
| 51,483,552 |
| 53,539,438 |
| (3.8) | % |
Passenger load factor |
| 80.4 | % | 82.1 | % | (1.7) | pts |
Average passenger trip length (miles) |
| 512 |
| 523 |
| (2.1) | % |
Operating Revenues
The following table summarizes our aircraft fuel expenses (less directly-reimbursed fuel expense under our fixed-fee flying arrangements)operating revenue for the periods indicated (dollar amounts in thousands):
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|
| For the year ended December 31, |
| |||||||||
|
| 2017 |
| 2016 |
| $ Change |
| % Change |
| |||
Flying agreements |
| $ | 3,078,297 |
| $ | 3,010,738 |
| $ | 67,559 |
| 2.2 | % |
Airport customer service and other |
|
| 44,295 |
|
| 52,964 |
|
| (8,669) |
| (16.4) | % |
Total operating revenues |
| $ | 3,122,592 |
| $ | 3,063,702 |
| $ | 58,890 |
| 1.9 | % |
Flying agreements revenue primarily consists of revenue earned on flights we operate under our capacity purchase agreements and prorate agreements with our major airline partners. Airport customer service and other revenues primarily consist of revenue earned from providing airport counter, gate and ramp services. Changes in our flying agreements revenue are summarized below (dollar amounts in thousands).
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|
|
| For the year ended December 31, |
| |||||||||
|
| 2017 |
| 2016 |
| $ Change |
| % Change |
| |||
Capacity purchase agreements revenue: flight operations |
| $ | 1,805,510 |
| $ | 1,792,868 |
| $ | 12,642 |
| 0.7 | % |
Capacity purchase agreements revenue: aircraft lease |
|
| 834,366 |
|
| 763,406 |
|
| 70,960 |
| 9.3 | % |
Prorate agreements revenue |
|
| 438,421 |
|
| 454,464 |
|
| (16,043) |
| (3.5) | % |
Flying agreements revenue |
| $ | 3,078,297 |
| $ | 3,010,738 |
| $ | 67,559 |
| 2.2 | % |
The increase in “Capacity purchase agreements revenue: flight operations” of $12.6 million was primarily due to 21 E175 aircraft added to our fleet and improved economics on flying contract renewals, partially offset by a reduction in revenue from aircraft removed from unprofitable or less profitable flying contracts since 2016. The increase in “Capacity purchase agreement revenue: aircraft lease” of $70.1 million was primarily due to higher aircraft ownership costs. The decrease in prorate agreements revenue of $16.0 million was primarily due to a change in markets from prorate agreements to capacity purchase agreements with higher revenue yields during the year ended December 31, 2017.
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|
|
| For the year ended December 31, |
| |||||||||
|
| 2015 |
| 2014 |
| $ Change |
| % Change |
| |||
Aircraft fuel expenses |
| $ | 118,124 |
| $ | 193,247 |
| $ | (75,123) |
| (38.9) | % |
Less: directly-reimbursed fuel from airline partners |
|
| 41,567 |
|
| 76,675 |
|
| (35,108) |
| (45.8) | % |
Aircraft fuel less fuel reimbursement from airline partners |
| $ | 76,557 |
| $ | 116,572 |
| $ | (40,015) |
| (34.3) | % |
The $8.7 million decrease in airport customer service and other revenues was primarily related to a decrease in the volume of airport service agreements since December 31, 2016.
36
Individual expense components attributable to our operations are set forth in the following table (dollar amounts in thousands).
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|
|
| For the year ended December 31, |
| ||||||||||
|
|
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|
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|
|
|
|
|
|
|
|
|
|
| 2017 |
| 2016 |
| $ Change |
| % Change |
|
| |||
|
| Amount |
| Amount |
| Amount |
| Percent |
|
| |||
Salaries, wages and benefits |
| $ | 1,192,067 |
| $ | 1,205,459 |
| $ | (13,392) |
| (1.1) | % |
|
Aircraft maintenance, materials and repairs |
|
| 579,463 |
|
| 569,306 |
|
| 10,157 |
| 1.8 | % |
|
Depreciation and amortization |
|
| 292,768 |
|
| 284,969 |
|
| 7,799 |
| 2.7 | % |
|
Aircraft rentals |
|
| 215,807 |
|
| 262,602 |
|
| (46,795) |
| (17.8) | % |
|
Aircraft fuel |
|
| 85,136 |
|
| 70,701 |
|
| 14,435 |
| 20.4 | % |
|
Airport-related expenses |
|
| 118,374 |
|
| 122,141 |
|
| (3,767) |
| (3.1) | % |
|
Special items |
|
| — |
|
| 465,649 |
|
| (465,649) |
| (100.0) | % |
|
Other operating expenses |
|
| 250,778 |
|
| 255,559 |
|
| (4,781) |
| (1.9) | % |
|
Total operating expenses |
|
| 2,734,393 |
|
| 3,236,386 |
|
| (501,993) |
| (15.5) | % |
|
Interest expense |
|
| 104,925 |
|
| 78,177 |
|
| 26,748 |
| 34.2 | % |
|
Total airline expenses |
| $ | 2,839,318 |
| $ | 3,314,563 |
| $ | (475,245) |
| (14.3) | % |
|
Salaries, wages and benefits.The $13.4 million, or 1.1%, decrease in salaries, wages and benefits during the year ended December 31, 2017, compared to the year ended December 31, 2016, was primarily due to a decrease in direct labor costs resulting from a net reduction in our fleet size and related level of departures and block hours, which was partially offset by higher crew compensation costs resulting from labor agreements executed since 2016.
Aircraft maintenance, materials and repairs. The $10.2 million, or 1.8%, increase in aircraft maintenance expense during the year ended December 31, 2017, compared to the year ended December 31, 2016, was primarily due to an increase in the number of scheduled maintenance events and an increase in the percentage of our fleet that is under long-term Power-by-the-Hour maintenance agreements, including the additional 21 E175 aircraft added since December 31, 2016, which was partially offset by a decrease in other direct maintenance costs resulting from a reduced fleet size and departures since 2016.
Depreciation and amortization. The $7.8 million, or 2.7%, increase in depreciation and amortization expense during the year ended December 31, 2017, compared to the year ended December 31, 2016, was primarily due to the purchase of 21 additional E175 aircraft and related long-lived aircraft parts in 2017. Additionally, we acquired 19 E175 aircraft in the fourth quarter of 2016 that only had a partial year of depreciation in 2016.
Aircraft rentals. The $46.8 million, or 17.8%, decrease in aircraft rentals during the year ended December 31, 2017, compared to the year ended December 31, 2016, was primarily due to a decrease in leased aircraft from 415 leased aircraft for the year ended to December 31, 2016, to 319 leased aircraft for the year ended December 31, 2017.
Aircraft fuel. The $14.4 million, or 20.4%, increase in fuel cost during the year ended December 31, 2017, compared to the year ended December 31, 2016, was primarily due to an increase in our average fuel cost per gallon was $2.09 and $3.33from $1.72 for the yearsyear ended December 31, 2015 and 2014, respectively.2016 to $2.06 for the year ended December 31, 2017. The following table summarizes the gallons of fuel we purchased directly andunder our fuel expense,prorate agreements, for the periods indicated:
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|
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|
|
| For the year ended December 31, |
| For the year ended December 31, |
| |||||||||||||
(in thousands) |
| 2015 |
| 2014 |
| % Change |
| |||||||||||
(in thousands, except per gallon amounts) |
| 2017 |
| 2016 |
| % Change |
| |||||||||||
Fuel gallons purchased |
|
| 56,389 |
|
| 57,959 |
| (2.7) | % |
|
| 41,234 |
|
| 41,074 |
| 0.4 | % |
Fuel expense |
| $ | 118,124 |
| $ | 193,247 |
| (38.9) | % |
| $ | 85,136 |
| $ | 70,701 |
| 20.4 | % |
Ground handling service.Airport-related expenses. Ground handling service expense decreased $41.2The $3.8 million, or 33.3%3.1%, decrease in airport-related expenses during the year ended December 31, 2015,2017, compared to the year ended December 31, 2014. The decrease in ground handling service expense2016, was primarily due to a reduction in passenger interruption related costs during the number of locations for which SkyWest Airlines provided ground handling services subsequent toyear ended December 31, 2014.2017.
37
Special items. Special items for the year ended December 31, 20142016 included impairment charges and inventory valuation charges related to write‑down owned EMB120 aircraft, including capitalized engine overhaul costs, and related long‑lived assets to their estimated fair value and accrued obligations on leasedour 50-seat aircraft and related costs of $57.1 million. Theassets. We did not have comparable special item associated with the EMB120 aircraft was triggered by our decisionitems in November 2014 to remove the EMB120 aircraft from service by the end of the second quarter of 2015. The special item additionally consisted of impairment charges to write‑down certain ERJ145 long‑lived assets, including spare engines and capitalized aircraft improvements, to their estimated fair value and accrued obligations on leased aircraft and related costs of $12.9 million. The special item associated with the ERJ145 aircraft was triggered by our execution of an amended and restated contract with United in November 2014. The amended and restated contract provides for accelerated lease termination dates of certain ERJ145 aircraft and advances the termination date of the ExpressJet United ERJ Agreement to operate the ERJ145s from the year 2020 to 2017. The special item also includes the write‑down of assets associated with the disposition of our paint facility located in Saltillo, Mexico of $4.8 million. We sold the Saltillo paint facility during the year ended December 31, 2014.
Station rents and landing fees. Station rents and landing fees expense increased $3.1 million, or 6.2%, during the year ended December 31, 2015, compared to the year ended December 31, 2014. Excluding our directly-reimbursed expenses incurred under our fixed-fee contracts, station rents and landing fees increased $4.8 million, or 17.5%, during the year ended December 31, 2015. The increase in station rents and landing fees, excluding our directly-reimbursed expenses, was primarily due to an increase in the number of flights operated in our pro-rate agreements. The following table summarizes our station rents and landing fees (less directly-reimbursed landing fees and station rents under our fixed-fee flying arrangements) for the periods indicated (dollar amounts in thousands).
40
tation |
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|
|
| For the year ended December 31, |
| |||||||||
|
| 2015 |
| 2014 |
| $ Change |
| % Change |
| |||
Station rents and landing fees |
| $ | 54,167 |
| $ | 51,024 |
| $ | 3,143 |
| 6.2 | % |
Less: directly-reimbursed landing fee and station rent from airline partners |
|
| 22,171 |
|
| 23,800 |
|
| (1,629) |
| (6.8) | % |
Station rents and landing fees less directly-reimbursed landing fee and station rent from airline partners |
| $ | 31,996 |
| $ | 27,224 |
| $ | 4,772 |
| 17.5 | % |
Other operating expenses. Other operating expenses, primarily consisting of property taxes, hull and liability insurance, crew simulator training, and crew hotel costs, decreased $4.0The $4.8 million, or 1.5%1.9%, during the year ended December 31, 2015, compared to the year ended December 31, 2014. The decrease in other operating expenses was primarily related to athe decrease in our fleet size and in other operating costs that resulted from the reduction in fleet size,block hour production of 5.1%, partially offset by additional training costs associated with E175 aircraft deliveries, including the use of simulators hotels and crew per diem costs.hotels.
Interest Expense. The $26.7 million, or 34.2%, increase in interest expense during the year ended December 31, 2017, compared to the year ended December 31, 2016, was primarily due to the purchase of 21 additional E175 aircraft in 2017 financed through debt and an annualized impact of 41 E175 aircraft added throughout 2016 financed through debt.
Total airline expenses. Total airline expenses (consisting of total operating and interest expenses) decreased $341.7$475.3 million, or 10.4%14.3%, during the year ended December 31, 2015,2017, compared to the year ended December 31, 2014. Under our contract flying arrangements, we are reimbursed by our major airline partners2016 primarily due to the special items of $465.6 million relating to the 50-seat aircraft for our actual fuel costs, contract related station rents, landing fees and engine overhaul costs under our Directly‑Reimbursed Engine Contracts. We record such reimbursements as revenue. The following table summarizes the amount of fuel and engine overhaul expenses which are included in our total airline expenses for the periods indicated (dollar amounts in thousands).
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|
|
| For the year ended December 31, |
| ||||||||
|
| 2015 |
| 2014 |
| $ Change |
| % Change |
| ||
Total airline expense |
| $ | 2,936,898 |
| $ | 3,278,594 |
| (341,696) |
| (10.4) | % |
Less: directly-reimbursed fuel from airline partners |
|
| 41,567 |
|
| 76,675 |
| (35,108) |
| (45.8) | % |
Less: directly-reimbursed landing fee and station rent from airline partners |
|
| 22,171 |
|
| 23,800 |
| (1,629) |
| (6.8) | % |
Less: directly-reimbursed engine maintenance from airline partners |
|
| 94,142 |
|
| 130,505 |
| (36,363) |
| (27.9) | % |
Total airline expense excluding directly-reimbursed fuel, landing fee, station rent and engine maintenance |
| $ | 2,779,018 |
| $ | 3,047,614 |
| (268,596) |
| (8.8) | % |
Excluding directly reimbursed costs by our major partners for fuel, station rents, landing fees and engine overhaul costs, our total airline expenses decreased $268.6 million, or 8.8%, during the year ended December 31, 2015, compared to the year ended December 31, 2014. The decrease in total airline expenses, excluding directly-reimbursed fuel, station rents, landing fees2016, and engine overhauls, was primarily due to the reduction in fleet size and related block hour production of 8.8%5.1% during the year ended December 31, 2015,2017, compared to the year ended December 31, 2014. 2016.
Summary of other income (expense) items and provision for income taxes:
Other Income (expense), net. Other income (expense) for the 2015 year of $33.7 million was primarily due to a gain resulting from the early payoff of $145.4 million in debt with $110.8 million in cash, net of deferred loan costs written off associated with the debt. Other income for the 2014 year of $24.9 million primarily resulted from the sale of our equity investment in TRIP Linhas Arereas, a regional airline operation in Brazil (“TRIP”).
Provision for income taxes. The income tax provision forOn December 22, 2017, the 2015 year included a release of valuation allowance of $0.9 million for previously generated state net operating loss benefits primarily for ExpressJet that we previously anticipated would expire. The release of the valuation allowanceTax Act was based on the gain related to early retirement of certain long term debtsigned into law, which reduced the amountstatutory federal income tax rate from 35% to 21% effective January 1, 2018. We recorded a $246.8 million benefit during 2017 related to the revaluation of our net federal, state and other deferred tax assets that we anticipate will expire beforeliabilities based on our reasonable estimate of the deferredeffects of the Tax Act. We also recorded a $5.4 million benefit in 2017 relating excess tax assets may be utilized.benefits resulting from vesting employee equity awards and stock options exercised during 2017.
The income tax provision for the 2014 year included a valuation allowance of $6.0 million for previously generated state net operating loss benefits specific to ExpressJet that we anticipate to expire, $2.0 million of foreign income tax associated with our sale of ownership in TRIP stock, and the write‑off of $2.4 million of tax assets associated
41
with the sale of our paint facility located in Saltillo, Mexico during 2014. These discrete income tax provision items were partially offset by the income tax benefit associated with our loss before income tax of $16.3 million for 2014.
Net Income (loss). Primarily due to the factors described above, we generated net income of $117.8$428.9 million, or $2.27$8.08 per diluted share, for the year ended December 31, 2015,2017, compared to a net loss of $24.2$(161.6) million, or $(0.47)$(3.14) per diluted share, for the year ended December 31, 2014.
2014 Compared to 2013
Operational Statistics. The following table sets forth our major operational statistics and the associated percentages‑of‑change for the periods identified below.
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|
| For the year ended December 31, |
| ||||
|
| 2014 |
| 2013 |
| % Change |
|
Revenue passenger miles (000) |
| 31,499,397 |
| 31,834,735 |
| (1.1) | % |
Available seat miles (“ASMs”) (000) |
| 38,220,150 |
| 39,207,910 |
| (2.5) | % |
Block hours |
| 2,275,562 |
| 2,380,118 |
| (4.4) | % |
Departures |
| 1,357,454 |
| 1,453,601 |
| (6.6) | % |
Passengers carried |
| 58,962,010 |
| 60,581,948 |
| (3) | % |
Passenger load factor |
| 82.4 | % | 81.2 | % | 1.2 | pts |
Revenue per available seat mile |
| 8.5 | ¢ | 8.4 | ¢ | 1.2 | % |
Cost per available seat mile |
| 8.6 | ¢ | 8.2 | ¢ | 4.9 | % |
Average passenger trip length (miles) |
| 534 |
| 525 |
| 1.7 | % |
Revenues. Total operating revenues decreased $60.3 million, or 1.8%, during the year ended December 31, 2014, compared to the year ended December 31, 2013. Under certain of our fixed-fee flying contracts, certain expenses are subject to direct reimbursement from our major partners and we record such reimbursements as passenger revenue. These reimbursed expenses include fuel, landing fees, station rents and certain engine maintenance expenses. Our fuel expense, landing fees, station rents and directly‑reimbursed engine expense decreased by $79.1 million during the year ended December 31, 2014, as compared to the year ended December 31, 2013, which was due primarily to (i) our major partners purchasing an increased volume of fuel, landing fees and station rents directly from vendors on flights we operated under our fixed-fee flying agreements and (ii) a reduction in the number of engine maintenance events. The following table summarizes the amount of fuel, landing fees, station rents, and engine maintenance incurred under our fixed-fee agreements and the direct reimbursement was included in our passenger revenues for the periods indicated (dollar amounts in thousands).
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|
| For the year ended December 31, |
| |||||||||
|
| 2014 |
| 2013 |
| $ Change |
| % Change |
| |||
Passenger revenues |
| $ | 3,168,000 |
| $ | 3,239,525 |
| $ | (71,525) |
| (2.2) | % |
Less: directly-reimbursed fuel from airline partners |
|
| 76,675 |
|
| 91,925 |
|
| (15,250) |
| (16.6) | % |
Less: directly-reimbursed landing fee and station rent from airline partners |
|
| 23,800 |
|
| 95,175 |
|
| (71,375) |
| (75.0) | % |
Less: directly-reimbursed engine maintenance from airline partners |
|
| 130,505 |
|
| 123,024 |
|
| 7,481 |
| 6.1 | % |
Passenger revenue excluding directly-reimbursed fuel, landing fee, station rent and engine maintenance |
| $ | 2,937,020 |
| $ | 2,929,401 |
| $ | 7,619 |
| 0.3 | % |
Passenger revenues. Passenger revenues decreased $71.5 million, or 2.2%, during year ended December 31, 2014, compared to the year ended December 31, 2013. Our passenger revenues, excluding fuel, landing fees, station rents and engine overhaul reimbursements from major partners, increased $7.6 million, or 0.3%, during the year ended December 31, 2014, compared to the year ended December 31, 2013. The increase in passenger revenues, excluding fuel, landing fees, station rents and engine overhaul reimbursements, was primarily due to the additional E175 operations
42
that began in 2014, improvements in the provisions in certain of our flying contracts and additional revenue sharing operations, partially offset by reductions in the ExpressJet fleet size, severe weather experienced in the first half of 2014 and reduced contract performance incentives.
Ground handling and other. Total ground handling and other revenues increased $11.3 million, or 19.3%, during the year ended December 31, 2014, compared to the year ended December 31, 2013. Ground handling and other revenue primarily consists of ground handling services we provide to third‑party airlines and government subsidies we receive for operating certain routes. Revenues associated with ground handling services we provide for our aircraft are recorded as passenger revenues. The increase in ground handling and other revenue was primarily due to an increased volume of departures during the 2014 year on routes subject to government subsidies.
Individual expense components attributable to our operations are expressed in the following table on the basis of cents per ASM (dollar amounts in thousands).
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| For the year ended December 31, |
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| 2014 | 2013 | ||
|
| 2014 |
| 2013 |
| $ Change |
| % Change |
| Cents Per |
| Cents Per |
| |||
|
| Amount |
| Amount |
| Amount |
| Percent |
| ASM |
| ASM |
| |||
Salaries, wages and benefits |
| $ | 1,258,155 |
| $ | 1,211,307 |
| $ | 46,848 |
| 3.9 | % | 3.3 |
| 3.1 |
|
Aircraft maintenance, materials and repairs |
|
| 682,773 |
|
| 686,381 |
|
| (3,608) |
| (0.5) | % | 1.8 |
| 1.8 |
|
Aircraft rentals |
|
| 305,334 |
|
| 325,360 |
|
| (20,026) |
| (6.2) | % | 0.8 |
| 0.8 |
|
Depreciation and amortization |
|
| 259,642 |
|
| 245,005 |
|
| 14,637 |
| 6.0 | % | 0.7 |
| 0.6 |
|
Aircraft fuel |
|
| 193,247 |
|
| 193,513 |
|
| (266) |
| (0.1) | % | 0.5 |
| 0.5 |
|
Ground handling services |
|
| 123,917 |
|
| 129,119 |
|
| (5,202) |
| (4.0) | % | 0.3 |
| 0.3 |
|
Special Items |
|
| 74,777 |
|
| — |
|
| 74,777 |
| NM |
| 0.2 |
| — |
|
Station rentals and landing fees |
|
| 51,024 |
|
| 114,688 |
|
| (63,664) |
| (55.5) | % | 0.1 |
| 0.3 |
|
Other |
|
| 263,730 |
|
| 239,241 |
|
| 24,489 |
| 10.2 | % | 0.7 |
| 0.6 |
|
Total operating expenses |
|
| 3,212,599 |
|
| 3,144,614 |
|
| 67,985 |
| 2.2 | % | 8.4 |
| 8.0 |
|
Interest expense |
|
| 65,995 |
|
| 68,658 |
|
| (2,663) |
| (3.9) | % | 0.2 |
| 0.2 |
|
Total airline expenses |
| $ | 3,278,594 |
| $ | 3,213,272 |
| $ | 65,322 |
| 2.0 | % | 8.6 |
| 8.2 |
|
Salaries, Wages and Employee Benefits. Salaries, wages and employee benefits increased $46.8 million, or 3.9%, during the year ended December 31, 2014, compared to the year ended December 31, 2013. The increase in salaries, wages and employee benefits was primarily due to additional expenses attributable to the implementation of the Improvement Act, which had a negative effect on pilot scheduling and work hours and resulted in increased crew costs. The increase was also due to the additional E175 operations and training costs associated with the commencement of our E175 flight operations during 2014.
Aircraft maintenance, materials and repairs. Aircraft maintenance expense decreased $3.6 million, or 0.5%, during the year ended December 31, 2014, compared to the year ended December 31 2013. The following table summarizes the effect of directly reimbursed engine maintenance costs under our fixed-fee flying arrangements included in our aircraft maintenance expense for the periods indicated (dollar amounts in thousands).
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| For the Year ended December 31, |
| |||||||||
|
| 2014 |
| 2013 |
| $ Change |
| % Change |
| |||
Aircraft maintenance, materials and repairs |
| $ | 682,773 |
| $ | 686,381 |
| $ | (3,608) |
| (0.5) | % |
Less: directly-reimbursed engine maintenance from airline partners |
|
| 130,505 |
|
| 123,024 |
|
| 7,481 |
| 6.1 | % |
Other aircraft maintenance, materials and repairs |
| $ | 552,268 |
| $ | 563,357 |
| $ | (11,089) |
| (2.0) | % |
Other aircraft maintenance, materials and repairs, decreased $11.1 million, or 2.0%, during the year ended December 31, 2014, compared to the year ended December 31, 2013. The decrease was primarily driven by a reduction
43
in CRJ200 engine overhaul costs of $14.1 million in 2014 compared to 2013. This decrease was partially offset by an increase in the number of scheduled maintenance events and aircraft parts replacement primarily due to the timing of major maintenance events and general aging of our CRJ and ERJ fleet.
We recognize engine maintenance expense on our CRJ200 engines on an as‑incurred basis as maintenance expense. Under our Fixed‑Rate Engine Contracts, we recognize revenue at fixed hourly rates for mature engine maintenance on regional jet engines. Accordingly, the timing of engine maintenance events associated with aircraft under the Fixed‑Rate Engine Contracts can have a significant impact on our financial results. During the year ended December 31, 2014, our CRJ200 engine expense under our Fixed‑Rate Engine Contracts decreased $14.2 million compared to the year ended December 31, 2013. The decrease in CRJ200 engine overhauls reimbursed under our Fixed‑Rate Engine Contracts was principally due to fewer scheduled engine maintenance events.
Under our Directly‑Reimbursed Engine Contracts, we are reimbursed for engine overhaul costs by our applicable major partner at the time the maintenance event occurs. Such reimbursements are reflected as passenger revenue in the same amount and during the same period we recognized the expense in our consolidated statements of comprehensive income.
Aircraft rentals. Aircraft rentals decreased $20.0 million, or 6.2%, during the year ended December 31, 2014, compared to the year ended December 31, 2013. The decrease was primarily due to a reduction in leased aircraft in our fleet and lower aircraft lease renewal rates since 2013.
Depreciation and amortization. Depreciation and amortization expense increased $14.6 million, or 6.0%, during the year ended December 31, 2014, compared to the year ended December 31, 2013. The increase in depreciation and amortization expense was primarily due to the purchase of 20 E175 aircraft and related long lived assets in 2014, combined with acquisition of used aircraft and spare engines in 2014.
Fuel. Fuel costs decreased $0.3 million, or 0.1%, during the year ended December 31, 2014, compared to the year ended December 31, 2013. The decrease in fuel cost was primarily due to the decrease in the average fuel cost per gallon in 2014 compared to 2013, offset by the increased volume of fuel used in our expanded pro‑rate flying operations during 2014 year compared to 2013. The following table summarizes our aircraft fuel expenses (less directly-reimbursed fuel expense under our fixed-fee flying arrangements) for the periods indicated (dollar amounts in thousands).
4 |
|
|
|
|
|
|
|
|
|
|
|
|
|
| For the year ended December 31, |
| |||||||||
|
| 2014 |
| 2013 |
| $ Change |
| % Change |
| |||
Aircraft fuel expenses |
| $ | 193,247 |
| $ | 193,513 |
| $ | (266) |
| (0.1) | % |
Less: directly-reimbursed fuel from airline partners |
|
| 76,675 |
|
| 91,925 |
|
| (15,250) |
| (16.6) | % |
Aircraft fuel less fuel reimbursement from airline partners |
| $ | 116,572 |
| $ | 101,588 |
| $ | 14,984 |
| 14.7 | % |
The average fuel cost per gallon was $3.33 and $3.60 for the years ended December 31, 2014 and 2013, respectively. The following table summarizes the gallons of fuel we purchased directly and our fuel expense, for the periods indicated:
|
|
|
|
|
|
|
|
|
|
|
|
| For the year ended December 31, |
|
| ||||||
(in thousands, except per gallon amounts) |
| 2014 |
| 2013 |
| % Change |
|
| ||
Fuel gallons purchased |
|
| 57,959 |
|
| 53,825 |
| 7.7 | % |
|
Fuel expense |
| $ | 193,247 |
| $ | 193,513 |
| (0.1) | % |
|
Ground handling service. Ground handling service expense decreased $5.2 million, or 4.0%, during the year ended December 31, 2014, compared to the year ended December 31, 2013. The decrease in ground handling service expense was primarily due to a reduction in outsourced customer service and ramp functions at airport locations serving our pro‑rate operations.
Special items. Special items for the year ended December 31, 2014 included impairment charges to write‑down owned EMB120 aircraft, including capitalized engine overhaul costs, and related long‑lived assets to their estimated fair value and accrued obligations on leased aircraft and related costs of $57.1 million. The special item associated with the
44
EMB120 aircraft was triggered by our decision in November 2014 to remove the EMB120 aircraft from service by the end of the second quarter of 2015. The special item additionally consisted of impairment charges to write‑down certain ERJ145 long‑lived assets, including spare engines and capitalized aircraft improvements, to their estimated fair value and accrued obligations on leased aircraft and related costs of $12.9 million. The special item associated with the ERJ145 aircraft was triggered by our execution of an amended and restated contract with United in November 2014. The amended and restated contract provides for accelerated lease termination dates of certain ERJ145 aircraft and advances the termination date of the ExpressJet United ERJ Agreement to operate the ERJ145s from the year 2020 to 2017. The special item also includes the write‑down of assets associated with the disposition of our paint facility located in Saltillo, Mexico of $4.8 million. We sold the Saltillo paint facility during the year ended December 31, 2014.
Station rentals and landing fees. Station rentals and landing fees expense decreased $63.7 million, or 55.5%, during the year ended December 31, 2014, compared to the year ended December 31, 2013. The decrease in station rentals and landing fees expense was primarily due to our major partners paying for an increased amount of station rents and landing fees directly to the applicable airports related to our contract flying arrangements.
4 |
|
|
|
|
|
|
|
|
|
|
|
|
|
| For the year ended December 31, |
| |||||||||
|
| 2014 |
| 2013 |
| $ Change |
| % Change |
| |||
Station rents and landing fees |
| $ | 51,024 |
| $ | 114,688 |
| $ | (63,664) |
| (55.5) | % |
Less: Landing fee and station rent reimbursements from airline partners |
|
| 23,800 |
|
| 95,175 |
|
| (71,375) |
| (75.0) | % |
Station rents and landing fees less station rent and landing fee reimbursements from airline partners |
| $ | 27,224 |
| $ | 19,513 |
| $ | 7,711 |
| 39.5 | % |
Other operating expenses. Other operating expenses, primarily consisting of property taxes, hull and liability insurance, crew simulator training and crew hotel costs, increased $24.5 million, or 10.2%, during the year ended December 31, 2014, compared to the year ended December 31, 2013. The increase in other operating expenses was primarily due to additional crew lodging expenses attributable to the requirements of the Improvement Act. The increase was also attributable to additional other operating expense items associated with incremental pro‑rate operations in 2014.
Total airline expenses. Total airline expenses (consisting of total operating and interest expenses) increased $65.3 million, or 2.0%, during the year ended December 31, 2014, compared to the year ended December 31, 2013. Under our contract flying arrangements, we are reimbursed by our major airline partners for our actual fuel costs and engine overhaul costs under our Directly‑Reimbursed Engine Contracts. We record such reimbursements as revenue. The following table summarizes the amount of fuel and engine overhaul expenses which are included in our total airline expenses for the periods indicated (dollar amounts in thousands).
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| For the year ended December 31, |
| |||||||||
|
| 2014 |
| 2013 |
| $ Change |
| % Change |
| |||
Total airline expense |
| $ | 3,278,594 |
| $ | 3,213,272 |
| $ | 65,322 |
| 2.0 | % |
Less: directly-reimbursed fuel from airline partners |
|
| 76,675 |
|
| 91,925 |
|
| (15,250) |
| (16.6) | % |
Less: directly-reimbursed landing fee and station rent from airline partners |
|
| 23,800 |
|
| 95,175 |
|
| (71,375) |
| (75.0) | % |
Less: directly-reimbursed engine maintenance from airline partners |
|
| 130,505 |
|
| 123,024 |
|
| 7,481 |
| 6.1 | % |
Total airline expense excluding directly-reimbursed fuel, landing fee, station rent and engine maintenance |
| $ | 3,047,614 |
| $ | 2,903,148 |
| $ | 144,466 |
| 5.0 | % |
Excluding directly-reimbursed fuel, station rent, landing fees and engine overhaul costs, our total airline expenses increased $144.5 million, or 5.0%, during the year ended December 31, 2014, compared to the year ended December 31, 2013. The increase in total airline expenses, excluding directly-reimbursed fuel, station rent, landing fees and engine overhaul costs,, was primarily due to the special items recorded during 2014 of $74.8 million, and an increase in salaries, wages and benefits and other operating expenses of $71.3 million, offset by a reduction in station rents and landing fees of $63.7 million, as further explained above.
45
Summary of other income (expense) items and provision for income taxes:
Other Income (expense), net. Other income (expense) for the 2014 year includes a gain of $24.9 million resulting from the sale of our ownership in TRIP stock, offset by losses from the sale of assets during 2014. Other income (expense) for the year ended December 31, 2014 primarily consisted of $10.1 million associated with our sale of stock in Mekong Aviation Joint Stock Company, an airline operating in Vietnam (“Air Mekong”), and recognition of maintenance deposit we collected associated with the aircraft sub‑leases we terminated with Air Mekong.
Provision for income taxes. The income tax provision for the 2014 year included a valuation allowance of $6.0 million for previously generated state net operating loss benefits specific to ExpressJet that we anticipate to expire, $2.0 million of foreign income tax associated with our sale of ownership in TRIP stock, and the write‑off of $2.4 million of tax assets associated with the sale of our paint facility located in Saltillo, Mexico during 2014. These discrete income tax provision items were partially offset by the income tax benefit associated with our loss before income tax of $16.3 million for 2014.
Net Income (loss). Primarily due to factors described above, we generated a net loss of $24.2 million, or $(0.47) per diluted share, for the year ended December 31, 2014, compared to net income of $59.0 million, or $1.12 per diluted share, for the year ended December 31, 2013.2016.
Our Business Segments 20152018 compared to 20142017:
For the year ended December 31, 2015,2018, we had three reportable segments which arewere the basis of our internal financial reporting:reporting. Our segment disclosure relates to components of our business for which separate financial information iswas available to, and regularly evaluated by our chief operating decision maker. OurFor the years ended December 31, 2018 and 2017, our operating segment consists ofsegments were SkyWest Airlines, ExpressJet and SkyWest Leasing. Corporate overhead expense iswas allocated to the operating expenses of SkyWest Airlines and ExpressJet.
During the fourth quarter of 2015, due to the increase in acquired E175 aircraft and the related aircraft debt financing, our chief operating decision maker started to analyze the flight operations of our E175 aircraft separately from the acquisition, ownership and financing costs and related revenue. Because of this change, the “SkyWest Leasing” segment includes revenue attributed to our E175 ownership cost earned under the applicable fixed-fee flying contracts, and the depreciation and interest expense of our E175 aircraft. The “SkyWest Leasing” segment’s total assets and capital expenditures include the acquired E175 aircraft. The “SkyWest Leasing” segment additionally includes the income from two CRJ200 aircraft leased to a third party.
As a result of the change in segmentation, prior periods have been recast to conform to the current presentation. We reclassified $15.0 million of operating revenue, $8.5 million of depreciation expense, $4.9 million of interest expense, $1.6 million of segment profit, $527.0 million of total assets and $535.5 million of capital expenditures (including non-cash) from the “SkyWest Airlines” segment to the “SkyWest Leasing” segment for the year ended December 31, 2014 to reflect the respective E175 activity in the “SkyWest Leasing” segment for 2014.
46
The following table sets forth our segment data for the years ended December 31, 20152018 and 20142017 (in thousands):
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| 2015 |
| 2014 |
| $ Change |
| % Change |
| |||
|
| Amount |
| Amount |
| Amount |
| Percent |
| |||
Operating Revenues: |
|
|
|
|
|
|
|
|
|
|
|
|
SkyWest Airlines operating revenue |
| $ | 1,848,363 |
| $ | 1,873,675 |
| $ | (25,312) |
| (1.4) | % |
ExpressJet operating revenues |
|
| 1,169,923 |
|
| 1,346,859 |
|
| (176,936) |
| (13.1) | % |
SkyWest Leasing operating revenues |
|
| 77,277 |
|
| 16,913 |
|
| 60,364 |
| 356.9 | % |
Total Operating Revenues |
| $ | 3,095,563 |
| $ | 3,237,447 |
| $ | (141,884) |
| (4.4) | % |
Airline Expenses: |
|
|
|
|
|
|
|
|
|
|
|
|
SkyWest Airlines airline expense |
| $ | 1,666,341 |
| $ | 1,797,596 |
| $ | (131,255) |
| (7.3) | % |
ExpressJet airlines expense |
|
| 1,204,161 | �� |
| 1,464,804 |
|
| (260,643) |
| (17.8) | % |
SkyWest Leasing airline expense |
|
| 66,396 |
|
| 16,194 |
|
| 50,202 |
| 310.0 | % |
Total Airline Expense(1) |
| $ | 2,936,898 |
| $ | 3,278,594 |
| $ | (341,696) |
| (10.4) | % |
Segment profit (loss): |
|
|
|
|
|
|
|
|
|
|
|
|
SkyWest Airlines segment profit |
| $ | 182,022 |
| $ | 76,079 |
| $ | 105,943 |
| 139.3 | % |
ExpressJet segment loss |
|
| (34,238) |
|
| (117,945) |
|
| 83,707 |
| (71.0) | % |
SkyWest Leasing profit (Loss) |
|
| 10,881 |
|
| 719 |
|
| 10,162 |
| NM |
|
Total Segment Profit (Loss) |
| $ | 158,665 |
| $ | (41,147) |
| $ | 199,812 |
| (485.6) | % |
Interest Income |
|
| 1,997 |
|
| 4,096 |
|
| (2,099) |
| (51.2) | % |
Other Income (Expense), net |
|
| 33,660 |
|
| 20,708 |
|
| 12,952 |
| 62.5 | % |
Consolidated Income (Loss) Before Taxes |
| $ | 194,322 |
| $ | (16,343) |
| $ | 210,665 |
| NM |
|
38
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| For the year ended December 31, |
| |||||||||
|
| (dollar amounts in thousands) |
| |||||||||
|
| 2018 |
| 2017 |
| $ Change |
| % Change |
| |||
|
| Amount |
| Amount |
| Amount |
| Percent |
| |||
Operating Revenues: |
|
|
|
|
|
|
|
|
|
|
|
|
SkyWest Airlines operating revenue |
| $ | 2,346,251 |
| $ | 2,092,368 |
| $ | 253,883 |
| 12.1 | % |
ExpressJet operating revenues |
|
| 564,202 |
|
| 790,282 |
|
| (226,080) |
| (28.6) | % |
SkyWest Leasing operating revenues |
|
| 311,226 |
|
| 239,942 |
|
| 71,284 |
| 29.7 | % |
Total Operating Revenues |
| $ | 3,221,679 |
| $ | 3,122,592 |
| $ | 99,087 |
| 3.2 | % |
Airline Expenses: |
|
|
|
|
|
|
|
|
|
|
|
|
SkyWest Airlines airline expense |
| $ | 2,039,581 |
| $ | 1,829,084 |
| $ | 210,497 |
| 11.5 | % |
ExpressJet airline expense |
|
| 579,948 |
|
| 822,810 |
|
| (242,862) |
| (29.5) | % |
SkyWest Leasing segment expense |
|
| 248,279 |
|
| 187,424 |
|
| 60,855 |
| 32.5 | % |
Total Airline Expense(1) |
| $ | 2,867,808 |
| $ | 2,839,318 |
| $ | 28,490 |
| 1.0 | % |
Segment profit (loss): |
|
|
|
|
|
|
|
|
|
|
|
|
SkyWest Airlines segment profit |
| $ | 306,670 |
| $ | 263,284 |
| $ | 43,386 |
| 16.5 | % |
ExpressJet segment loss |
|
| (15,746) |
|
| (32,528) |
|
| 16,782 |
| (51.6) | % |
SkyWest Leasing segment profit |
|
| 62,947 |
|
| 52,518 |
|
| 10,429 |
| 19.9 | % |
Total Segment Profit (loss) |
| $ | 353,871 |
| $ | 283,274 |
| $ | 70,597 |
| 24.9 | % |
Interest Income |
|
| 8,823 |
|
| 4,509 |
|
| 4,314 |
| 95.7 | % |
Other Income (Expense), net |
|
| 3,620 |
|
| 400 |
|
| 3,220 |
| 805.0 | % |
Consolidated Income (loss) Before Taxes |
| $ | 366,314 |
| $ | 288,183 |
| $ | 78,131 |
| 27.1 | % |
(1) | Total Airline Expense includes operating expense and interest expense |
NM: Change more than 1,000%
SkyWest Airlines Segment Profit. SkyWest Airlines segment profit increased $105.9$43.4 million, or 139.3%16.5%, during the year ended December 31, 2015,2018, compared to the year ended December 31, 2014. The2017. SkyWest Airlines 2014 segment included $57.0 million of special item expenses associated with the removal of the EMB120 aircraft type. The remaining improvement in the SkyWest2018 segment profit was primarily due to additional contract incentives earned under its fixed-fee contracts,partially impacted by additional profitability from operating theadding 39 E175 aircraft and a reduction in fuel costs incurred under the pro-rate agreements.during 2018.
SkyWest Airlines block hour production increased to 1,074,809,1,380,420, or 1.4%11.5%, for the 2015 year2018 from 1,060,1471,237,547 for the 2014 year2017, primarily due to the additional block hour production from the new E175 aircraft added subsequent to December 31, 2014 which was partially offset by a reduction in block hour production from removing the EMB120 aircraft type from service.2017. Significant items contributing to the SkyWest Airlines segment profit are set forth below.
The $253.9 million, or 12.1%, increase to SkyWest Airlines operating revenue decreased by $25.3 million or 1.4%, for the 2015 yearduring 2018, compared to the 2014 year. The decrease2017, was primarily due to a decrease39 E175 aircraft placed into service in fuel, landing fees, station rents2018 and engine overhaul reimbursements from major partners. This decrease was partially offset by additional E175 operations along with improved contract performance incentives.aircraft operating under prorate agreements since 2017.
SkyWest Airlines Airline Expense decreased by $131.3
The $210.5 million, or 7.3% during the year ended December 31, 2015, compared to the year ended December 31, 2014. The decrease11.5%, increase in the SkyWest Airlines Airline Expenseairline expense during 2018, compared to 2017, was primarily due to the following factors:
· | SkyWest |
47
|
|
|
|
· | SkyWest Airlines’ aircraft maintenance, materials and repairs expense |
· | SkyWest Airlines |
39
· |
|
ExpressJet Segment Loss. ExpressJet segment loss decreased $83.7$16.8 million, or 71.0%51.6%, during the year ended December 31, 2015,2018, compared to the year ended December 31, 2014. The ExpressJet 2014 segment included $17.7 million of special item expenses associated with the ERJ145 aircraft and write down of certain assets. The remaining improvement in the ExpressJet segment loss was primarily due to the removal of aircraft operating under unprofitable fixed-fee contracts, higher flight completion rates, higher contract incentives earned under its fixed-fee contracts and rate improvements in certain fixed-fee contracts rates compared to 2014.2017.
ExpressJet’s block hour production decreased to 999,995,376,627, or 17.7%37.5%, for the year ended December 31, 20152018 from 1,215,413602,232 for the year ended December 31, 20142017, primarily due to the removal ofreduction in CRJ700, CRJ900 and ERJ145 aircraft previously operatedfrom ExpressJet’s operations as aircraft were removed from service under its United fixed-fee agreement, which was partially offset by additional block hour production from its ERJ145 agreementagreements with American subsequent to December 31, 2014.Delta and American. Significant items contributing to the ExpressJet segment loss are set forth below:
ExpressJet’s operating revenue decreased by $176.9The $226.1 million, or 13.1%28.6%, for the 2015 yeardecrease in ExpressJet Operating Revenues during 2018, compared to the 2014 year. The decrease2017, was primarily due to a 37.5% reduction in scheduled departuresblock hour production due to a reduced fleet size since 2017.
The $242.9 million, or 29.5%, decrease in ExpressJet’s ERJ145 fleet operating under its United fixed-fee arrangement, which was partially offset by an increase in contract performance incentives earned and higher completion rates.
ExpressJet’sExpressJet Airline Expense decreased $260.6 million, or 17.8%, during the year ended December 31, 2015,2018, compared to the year ended December 31, 2014. The decrease in the ExpressJet Airlines Expense2017, was primarily due to the following factors:
· | ExpressJet’s salaries, wages and benefits decreased |
· | ExpressJet’s aircraft maintenance, materials and repairs expense decreased |
48
· | ExpressJet’s aircraft rental expenses decreased |
· | ExpressJet’s |
· | ExpressJet’s other airline expenses decreased |
|
|
SkyWest Leasing segmentSegment Profit. SkyWest Leasing profit increased $10.2$10.4 million during the year ended December 31, 2015,2018, compared to the year ended December 31, 2014,2017, primarily due to the additional E175 aircraft revenue attributed to the ownership costs of the E175 aircraft earned under the applicable fixed-fee flying contract and profitability offset by the E175 aircraft depreciation and interest expense. During the fourth quarter of 2015, we resolved a contract matter with one of our major partners that resulted in a $7.9 million reduction to revenue. This reduction is reflected in the SkyWest Leasing segment as this amount related to an aircraft financing matter for the year ended December 31, 2015.
Our Business Segments 20142017 compared to 2013:2016:
For the year ended December 31, 2014,2017, we had three reportable segments which arewere the basis of our internal financial reporting:reporting. Our segment disclosure relates to components of our business for which separate financial information iswas available to, and regularly evaluated by our chief operating decision maker. OurFor the years ended
40
December 31, 2017 and 2016, our operating segment consists ofsegments were SkyWest Airlines, ExpressJet and SkyWest Leasing. Corporate overhead expense is allocated to the operating expenses of SkyWest Airlines and ExpressJet.
During the fourth quarter of 2015, due to the increase in acquired E175 aircraft and the related aircraft debt financing, our chief operating decision maker started to analyze the flight operations of our E175 aircraft separately from the acquisition, ownership and financing costs and related revenue. Because of this change, the “SkyWest Leasing” segment includes revenue attributed to our E175 ownership cost earned under the applicable fixed-fee flying contracts, and the depreciation and interest expense of our E175 aircraft. The “SkyWest Leasing” segment’s total assets and capital expenditures include the acquired E175 aircraft. The “SkyWest Leasing” segment additionally includes the income from two CRJ200 aircraft leased to a third party.
As a result of the change in segmentation, prior periods have been recast to conform to the current presentation. We reclassified $15.0 million of operating revenue, $8.5 million of depreciation expense, $4.9 million of interest expense, $1.6 million of segment profit, $527.0 million of total assets and $535.5 million of capital expenditures (including non-cash) from the “SkyWest Airlines” segment to the “SkyWest Leasing” segment for the year ended December 31, 2014 to reflect the respective E175 activity in the “SkyWest Leasing” segment for 2014.
49
The following table sets forth our segment data for the years ended December 31, 20142017 and 20132016 (in thousands):
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|
| 2014 |
| 2013 |
| $ Change |
| % Change |
|
| 2017 |
| 2016 |
| $ Change |
| % Change |
| ||||||
|
| Amount |
| Amount |
| Amount |
| Percent |
|
| Amount |
| Amount |
| Amount |
| Percent |
| ||||||
Operating Revenues: |
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|
|
SkyWest Airlines operating revenue |
| $ | 1,873,675 |
| $ | 1,827,568 |
| $ | 46,107 |
| 2.5 | % |
| $ | 2,092,368 |
| $ | 1,878,725 |
| $ | 213,643 |
| 11.4 | % |
ExpressJet operating revenues |
|
| 1,346,859 |
|
| 1,466,341 |
|
| (119,482) |
| (8.1) | % |
|
| 790,282 |
|
| 1,043,977 |
|
| (253,695) |
| (24.3) | % |
SkyWest Leasing operating revenues |
|
| 16,913 |
|
| 3,816 |
|
| 13,097 |
| 343.2 | % |
|
| 239,942 |
|
| 141,000 |
|
| 98,942 |
| 70.2 | % |
Total Operating Revenues |
| $ | 3,237,447 |
| $ | 3,297,725 |
| $ | (60,278) |
| (1.8) | % |
| $ | 3,122,592 |
| $ | 3,063,702 |
| $ | 58,890 |
| 1.9 | % |
Airline Expenses: |
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|
|
SkyWest airlines expense |
| $ | 1,797,596 |
| $ | 1,688,049 |
| $ | 109,547 |
| 6.5 | % |
| $ | 1,829,084 |
| $ | 1,855,731 |
| $ | (26,647) |
| (1.4) | % |
ExpressJet airlines expense |
|
| 1,464,804 |
|
| 1,515,336 |
|
| (50,532) |
| (3.3) | % |
|
| 822,810 |
|
| 1,345,491 |
|
| (522,681) |
| (38.8) | % |
SkyWest Leasing airline expense |
|
| 16,194 |
|
| 9,887 |
|
| 6,307 |
| 63.8 | % |
|
| 187,424 |
|
| 113,341 |
|
| 74,083 |
| 65.4 | % |
Total Airline Expense(1) |
|
| 3,278,594 |
| $ | 3,213,272 |
| $ | 65,322 |
| 2.0 | % |
|
| 2,839,318 |
| $ | 3,314,563 |
| $ | (475,245) |
| (14.3) | % |
Segment profit (loss): |
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|
SkyWest Airlines segment profit |
| $ | 76,079 |
| $ | 139,519 |
| $ | (63,440) |
| (45.5) | % |
| $ | 263,284 |
| $ | 22,994 |
| $ | 240,290 |
| 1,045.0 | % |
ExpressJet segment loss |
|
| (117,945) |
|
| (48,995) |
|
| (68,950) |
| 140.7 | % |
|
| (32,528) |
|
| (301,514) |
|
| 268,986 |
| (89.2) | % |
SkyWest Leasing profit (Loss) |
|
| 719 |
|
| (6,071) |
|
| 6,790 |
| (111.8) | % |
|
| 52,518 |
|
| 27,659 |
|
| 24,859 |
| 89.9 | % |
Total Segment Profit |
| $ | (41,147) |
| $ | 84,453 |
| $ | (125,600) |
| (148.7) | % |
| $ | 283,274 |
| $ | (250,861) |
| $ | 534,135 |
| (212.9) | % |
Interest Income |
|
| 4,096 |
|
| 3,689 |
|
| 407 |
| 11.0 | % |
|
| 4,509 |
|
| 2,413 |
|
| 2,096 |
| 86.9 | % |
Other |
|
| 20,708 |
|
| 10,390 |
|
| 10,318 |
| 99.3 | % |
|
| 400 |
|
| (94) |
|
| 494 |
| (525.5) | % |
Consolidated Income Before Taxes |
| $ | (16,343) |
| $ | 98,532 |
| $ | (114,875) |
| (116.6) | % |
| $ | 288,183 |
| $ | (248,542) |
| $ | 536,725 |
| (215.9) | % |
(1) | Total Airline Expense includes operating expense and interest expense |
SkyWest Airlines Segment Profit. SkyWest Airlines segment profit decreased $63.4increased $240.3 million, or 45.5%1,045.0%, during the year ended December 31, 2014,2017, compared to the year ended December 31, 2013.2016. The SkyWest Airlines 2016 segment included $184.3 million of special item expenses associated with the impairment charge of CRJ200 aircraft and related assets. SkyWest Airlines segment profit was also partially impacted by additional profitability from adding 21 E175 aircraft during 2017 and 19 E175 aircraft during the fourth quarter of 2016, which only contributed for a partial year to the 2016 results. SkyWest Airlines also had various flying contract extensions at favorable economics in 2017 compared to 2016.
SkyWest Airlines block hour production increased to 1,237,547, or 12.0%, for 2017 from 1,105,031 for 2016 primarily due to the additional block hour production from the new E175 aircraft added subsequent to December 31, 2016. Significant items contributing to the SkyWest Airlines segment profit are set forth below.
The $213.6 million, or 11.4%, increase to SkyWest Airlines operating revenue during 2017, compared to 2016, was primarily due to 21 E175 aircraft placed into service in 2017 and 19 E175 aircraft added during the fourth quarter of 2016, which only had a partial year impact in 2016 results.
The $26.6 million, or 1.4%, decrease in the SkyWest Airlines’ segment profitAirlines airline expense during 2017, compared to 2016, was primarily due primarily to the following factors:
· | SkyWest Airlines’ salaries, wages and benefits expense increased by $80.6 million, or 11.9%, primarily due to the additional block hour production along with higher crew compensation costs resulting from labor agreements executed since 2016. |
· | SkyWest Airlines’ aircraft maintenance, materials and repairs expense increased by $67.8 million, or 21.7%, primarily attributable to the additional aircraft engines being placed under Power-by-the-Hour |
41
engine maintenance contracts, and an increase in the number of engine events and direct maintenance costs related to the increased volume of block hours. |
· | SkyWest Airlines |
· | SkyWest Airlines fuel expense increased $15.1 million, or 21.9%. The increase in fuel cost was primarily due to |
· | SkyWest Airlines other operating expense increased $21.4 million, or 14.5%. The increase in other operating |
· | SkyWest Airlines airline expense in 2016 included special items of |
ExpressJet Segment Loss. ExpressJet segment loss decreased $269.0 million, or 89.2%, during the year ended December 31, 2017, compared to the year ended December 31, 2016. The ExpressJet 2016 segment included $281.4 million of special item expenses associated with the CRJ200 and ERJ145 aircraft and write‑down of certain assets.
ExpressJet’s block hour production decreased to 602,232, or 27.7%, for the year ended December 31, 2016 from 833,461 for the year ended December 31, 2016, primarily due to the removal of CRJ200, CRJ900 and ERJ145 aircraft from operations. Significant items contributing to the ExpressJet segment loss are set forth below:
The $253.7 million decrease in ExpressJet Operating Revenues during 2017, compared to 2016, was primarily due to a 24.3% reduction in block hour production due to a reduced fleet size since 2016.
The $522.7 million decrease in ExpressJet Airline Expense during 2017, compared to 2016, was primarily due to the following factors:
· | ExpressJet’s salaries, wages and benefits decreased $94.5 million, or 18.0%. The decrease was primarily due to a decrease in scheduled production subsequent to 2016 that resulted from the decreased number of ERJ145, CRJ200 and CRJ900 aircraft in operation. |
· |
|
· |
|
ExpressJet Segment Loss. ExpressJet segment loss increased $68.9 million, or 140.7%, during the year ended December 31, 2014, compared to the year ended December 31, 2013. The increase in ExpressJet segment loss was due primarily to the following factors:
50
|
|
· |
|
· | ExpressJet’s other airline expenses decreased $26.2 million, or 24.3%, primarily due to a decrease in |
· | ExpressJet’s airline expense |
SkyWest Leasing Profit (Loss).Segment Profit. SkyWest Leasing profit increased $6.8$52.5 million during the year ended December 31, 2014,2017, compared to the year ended December 31, 2013,2016, primarily due to the additional E175 aircraft
42
revenue attributed to the ownership costs of the E175 aircraft earned under the applicable fixed-fee flying contractscontract and profitability offset by the E175 aircraft depreciation and interest expense. SkyWest Leasing profit(loss) for 2013 was primarily due to maintenance costs associated with transferring aircraft costs from Air Mekong to SkyWest Airlines.
Liquidity and Capital Resources
Sources and Uses of Cash—20152018 Compared to 20142017
Cash Position and Liquidity. The following table provides a summary of the net cash provided by (used in) our operating, investing and financing activities for the years ended December 31, 20152018 and 2014,2017, and our total cash and marketable securities position as of December 31, 20152018 and December 31, 20142017 (in thousands).
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|
| For the year ended December 31, |
|
| For the year ended December 31, |
| ||||||||||||||||||
|
| 2015 |
| 2014 |
| $ Change |
| % Change |
|
| 2018 |
| 2017 |
| $ Change |
| % Change |
| ||||||
Net cash provided by operating activities |
| $ | 420,104 |
| $ | 285,539 |
| $ | 134,565 |
| 47.1 | % |
| $ | 802,534 |
| $ | 684,124 |
| $ | 118,410 |
| 17.3 | % |
Net cash used in investing activities |
|
| (569,716) |
|
| (585,226) |
|
| 15,510 |
| (2.7) | % |
|
| (983,404) |
|
| (751,337) |
|
| (232,067) |
| 30.9 | % |
Net cash provided by financing activities |
|
| 220,372 |
|
| 261,326 |
|
| (40,954) |
| (15.7) | % |
|
| 327,462 |
|
| 102,239 |
|
| 225,223 |
| 220.3 | % |
|
|
|
|
|
|
|
|
|
|
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|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| December 31, |
| December 31, |
|
|
|
|
|
|
| December 31, |
| December 31, |
|
|
|
|
|
| ||||
|
| 2015 |
| 2014 |
| $ Change |
| % Change |
|
| 2018 |
| 2017 |
| $ Change |
| % Change |
| ||||||
Cash and cash equivalents |
| $ | 203,035 |
| $ | 132,275 |
| $ | 70,760 |
| 53.5 | % |
| $ | 328,384 |
| $ | 181,792 |
| $ | 146,592 |
| 80.6 | % |
Restricted cash |
|
| 8,216 |
|
| 11,582 |
|
| (3,366) |
| (29.1) | % | ||||||||||||
Marketable securities |
|
| 286,668 |
|
| 415,273 |
|
| (128,605) |
| (31.0) | % |
|
| 360,945 |
|
| 503,503 |
|
| (142,558) |
| (28.3) | % |
Total |
| $ | 497,919 |
| $ | 559,130 |
| $ | (61,211) |
| (10.9) | % |
| $ | 689,329 |
| $ | 685,295 |
| $ | 4,034 |
| 0.6 | % |
Cash Flows from Operating Activities. Net cash provided fromby operating activities increased $134.6$118.4 million, or 47.1%17.3%, during 2015,2018, compared to 2014. The primary factors impacting2017, primarily due to an increase in pre-tax income from 2018 to 2017 of $78.1 million and changes in our cash provided from operating activities include: our net income improved $142.0 million from 2014 to 2015 and our deferred income taxes increased $73.8 million from 2014 to 2015. Additionally, the combination of the 2014 special items, the 2014 gain on sale of our TRIP shares and the 2015 gain on early debt payoff resulted in a net decrease to cash from operations of $83.6 million.working capital accounts.
Cash Flows from Investing Activities. Net cash used in investing activities decreased $15.5increased $232.1 million, or 2.7%30.9%, during 2015,2018, compared to 2014. The decrease in cash used in investing activities was2017, primarily due to the acquisition of 39 E175 aircraft and the related spare aircraft assets during 2017, compared to 21 E175 aircraft and the related spare aircraft assets purchased during 2017, significantly offset by net salesliquidation of
51
marketable securities, which increased $57.4provided an additional $236.2 million during 2015,2018 compared to 2014 along with2017. Additionally, during 2017 we received proceeds from the decreasesale of other assets of $16.0 million during 2015, compared to 2014. These changes were partially offset by the acquisition of 25 E17515 CRJ200 aircraft, along with the related rotable spare assets in 2015, compared to 20 E175eleven EMB120 aircraft, one used CRJ700 aircraft and 20 used CRJ200 engines along with the related rotable spare assets purchased in 2014, which in total represented an increase of $57.4 million compared to the aircraft acquisition and related rotable spare aircraft purchases from 2014. No additional aircraft deposits were made but $1.9 million in aircraft deposits were returned during 2015.assets for $52.0 million.
Cash Flows from Financing Activities. Net cash provided by financing activities decreased $41.0increased $225.2 million, or 15.7%220.3%, during 2015,2018, compared to 2014. The decrease was2017, primarily duerelated to the early payoff and principal payments of long-term debt which increased $168.9 million during 2015, compared to 2014. This decrease was partially offset by the proceeds from the issuance of long‑termlong-term debt of $591.9 million associated with 2539 E175 aircraft acquired during 2015,2018, compared to proceeds from the issuance of long‑term debt of $460.6 million associated with 2021 E175 aircraft acquired during 2014. 2017. This increase in cash provided by financing activities was partially offset by an additional $34.4 million and $8.5 million used during 2018 compared to 2017, for the repurchase of common stock and cash paid for income tax withholdings on vested employee equity awards, respectively.
We do not anticipate that our sale of ExpressJet in January 2019 will have a significant adverse effect on our liquidity or capital resources.
43
Sources and Uses of Cash—20142017 Compared to 20132016
Cash Position and Liquidity. The following table provides a summary of the net cash provided by (used in) our operating, investing and financing activities for the years ended December 31, 20142017 and 2013,2016, and our total cash and marketable securities position as of December 31, 20142017 and December 31, 20132016 (in thousands).
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|
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|
|
|
|
|
|
|
|
|
| For the Year ended December 31, |
|
| For the year ended December 31, |
| |||||||||||||||||
|
| 2014 |
| 2013 |
| $ Change |
| % Change |
|
| 2017 |
| 2016 |
| $ Change |
| % Change |
| |||||
Net cash provided by operating activities |
| $ | 285,539 |
| $ | 289,890 |
| (4,351) |
| (1.5) | % |
| $ | 684,124 |
| $ | 506,665 |
| $ | 177,459 |
| 35.0 | % |
Net cash used in investing activities |
|
| (585,226) |
|
| (65,961) |
| (519,265) |
| 787.2 | % |
|
| (751,337) |
|
| (1,177,078) |
|
| 425,741 |
| (36.2) | % |
Net cash provided by (used in) financing activities |
|
| 261,326 |
|
| (187,065) |
| 448,391 |
| (239.7) | % | ||||||||||||
Net cash provided by financing activities |
|
| 102,239 |
|
| 614,144 |
|
| (511,905) |
| (83.4) | % |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| December 31, |
| December 31, |
|
|
|
|
|
| December 31, |
| December 31, |
|
|
|
|
|
| ||||
|
| 2014 |
| 2013 |
| $ Change |
| % Change |
|
| 2017 |
| 2016 |
| $ Change |
| % Change |
| |||||
Cash and cash equivalents |
| $ | 132,275 |
| $ | 170,636 |
| (38,361) |
| (22.5) | % |
| $ | 181,792 |
| $ | 146,766 |
| $ | 35,026 |
| 23.9 | % |
Restricted cash |
|
| 11,582 |
|
| 12,219 |
| (637) |
| (5.2) | % |
|
| — |
|
| 8,243 |
|
| (8,243) |
| (100.0) | % |
Marketable securities |
|
| 415,273 |
|
| 487,239 |
| (71,966) |
| (14.8) | % |
|
| 503,503 |
|
| 409,898 |
|
| 93,605 |
| 22.8 | % |
Total |
| $ | 559,130 |
| $ | 670,094 |
| (110,964) |
| (16.6) | % |
| $ | 685,295 |
| $ | 564,907 |
| $ | 120,388 |
| 21.3 | % |
Cash Flows from Operating Activities. Net cash provided by operating activities decreased $4.4increased $177.5 million, or 1.5%35.0%, during 2014,2017, compared to 2013. The primary factors impacting our cash provided from operating activities include: our income before income taxes was $58.4 million, excluding special items of $74.8 million, in 2014, compared2016, primarily due to income before income taxes of $98.5 million for 2013, which resulted in a decrease in cash flows from operating activities of $40.1 million. This reduction in cash from operating activities was substantially offset by an increase in non-cash depreciation expense of $14.6 millionpre-tax income from 20132017 to 2014, primarily due to 20 E175 aircraft purchased in 2014; a reduction in capitalized EMB120 engine overhaul events, which are reflected as an operating activity, of $10.8 million from 2013 to 2014 primarily due to a reduction in the number of overhaul events;2016 and other changes in our working capital accounts. Our pre-tax income was $288.2 million in 2017. Our pre-tax loss was $248.8 million in 2016, however our 2016 pre-tax loss included $465.6 million of special charges.
Cash Flows from Investing Activities. Net cash used in investing activities increased $519.3decreased $425.7 million, or 787.2%36.2%, during 2014,2017, compared to 2013. The increase in cash used in investing activities was2016, primarily due to the acquisition of 2021 E175 aircraft and the related spare aircraft assets during 2017, compared to 41 E175 aircraft and the related spare aircraft assets purchased during 2016, partially offset by the proceeds from the sale of 15 CRJ200 aircraft, eleven EMB120 aircraft, one used CRJ700 aircraft and related rotable spare assets in 2014, which in total represented an increase of $563.4 million compared to the aircraft acquisition and related rotable spare aircraft purchases from 2013. This amount was offset by $40.0 million in aircraft deposits paid in 2013 associated with the order of 40 E175 aircraft. No additional aircraft deposits were made and no aircraft deposits were receivedassets during 2014.2017.
Cash Flows from Financing Activities. Net cash provided by financing activities increased $448.4decreased $511.9 million, or 239.7%83.4%, during 2014,2017, compared to 2013. The increase was2016, primarily related to proceeds from the issuance of long termlong-term debt of $460.6 million associated with 2021 E175 aircraft acquired during 2014. The remaining change2017, compared to proceeds from the issuance of debt associated with 41 E175 aircraft acquired during 2016. This decrease in cash flows from
52
provided by financing activities was primarily due to increased principal paymentspartially offset by $20.0 million and $5.1 million used in 2017 for the repurchase of common stock and cash paid for income tax withholdings on long term debt and a reduction in treasury stock purchase activity.vested employee equity awards, respectively.
Liquidity and Capital Resources as of December 31, 20152018 and 20142017
We believe that in the absence of unusual circumstances, the working capital currently available to us, together with our projected cash flows from operations, will be sufficient to meet our present financial requirements, including anticipated expansion, planned capital expenditures, and scheduled lease payments and debt service obligations for at least the next 12 months.
At December 31, 2015,2018, our total capital mix was 47.3%41.1% equity and 52.7%58.9% long‑term debt, compared to 47.7%42.5% equity and 52.3%57.5% long‑term debt at December 31, 2014.2017.
As ofAt December 31, 2015 and 2014, SkyWest Airlines2018, we had a $25$9.7 million in letters of credit issued under our line of credit. As of December 31, 2015 and 2014, SkyWest Airlines had nocredit facility, which reduced the amount outstandingavailable under the facility.facility to $65.3 million. The facility is scheduled to expireexpires on April 19, 2016September 1, 2021 and has a variable interest rate of LiborLIBOR plus 3%.2.5% at December 31, 2018.
As of December 31, 20152018 and 2014,2017, we had $88.9$78.7 million and $79.9$87.4 million, respectively, in letters of credit and surety bonds outstanding with various banks and surety institutions.
44
As of December 31, 20152018 and 2014,2017, we classified $8.2 million and $11.6 million ashad no restricted cash, respectively, related to our workers compensation policies.cash.
Significant Commitments and Obligations
General
The following table summarizes our commitments and obligations as noted for each of the next five years and thereafter (in thousands):
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Total |
| 2016 |
| 2017 |
| 2018 |
| 2019 |
| 2020 |
| Thereafter |
|
| Total |
| 2019 |
| 2020 |
| 2021 |
| 2022 |
| 2023 |
| Thereafter |
| ||||||||||||||
Operating lease payments for aircraft and facility obligations |
| $ | 1,219,523 |
| $ | 269,520 |
| $ | 192,122 |
| $ | 154,077 |
| $ | 121,107 |
| $ | 133,659 |
| $ | 349,038 |
|
| $ | 477,946 |
| $ | 87,256 |
| $ | 101,741 |
| $ | 90,787 |
| $ | 72,593 |
| $ | 65,749 |
| $ | 59,820 |
|
Firm aircraft commitments |
|
| 1,565,401 |
|
| 1,071,430 |
|
| 493,971 |
|
| — |
|
| — |
|
| — |
|
| — |
| ||||||||||||||||||||||
Firm aircraft and spare engine commitments |
|
| 364,023 |
|
| 122,498 |
|
| 127,585 |
|
| 113,940 |
|
| — |
|
| — |
|
| — |
| ||||||||||||||||||||||
Interest commitments(A) |
|
| 343,386 |
|
| 68,561 |
|
| 59,763 |
|
| 50,850 |
|
| 42,515 |
|
| 34,568 |
|
| 87,129 |
|
|
| 660,342 |
|
| 129,164 |
|
| 113,675 |
|
| 98,512 |
|
| 84,204 |
|
| 68,399 |
|
| 166,388 |
|
Principal maturities on long-term debt |
|
| 1,948,803 |
|
| 272,027 |
|
| 248,629 |
|
| 230,681 |
|
| 223,898 |
|
| 183,620 |
|
| 789,948 |
|
|
| 3,185,438 |
|
| 354,072 |
|
| 351,738 |
|
| 347,835 |
|
| 353,935 |
|
| 359,677 |
|
| 1,418,181 |
|
Total commitments and obligations |
| $ | 5,077,113 |
| $ | 1,681,538 |
| $ | 994,485 |
| $ | 435,608 |
| $ | 387,520 |
| $ | 351,847 |
| $ | 1,226,115 |
|
| $ | 4,687,749 |
| $ | 692,990 |
| $ | 694,739 |
| $ | 651,074 |
| $ | 510,732 |
| $ | 493,825 |
| $ | 1,644,389 |
|
(A) | At December 31, |
Purchase Commitments and Options
On May 21, 2013, we announced our execution of an agreement with Embraer, S.A. for the purchase of 100 new E175 dual‑class regional jet aircraft. Of the 100 aircraft, 99 are considered firm deliveries and the remaining aircraft is considered conditional until we enter into capacity purchase agreements to operate the aircraft. As of December 31, 2015,2018, we had takena firm purchase commitment for 12 E175 aircraft from Embraer, S.A. with scheduled delivery dates through the end of 45 E175s. We anticipate taking delivery of the remaining 54 E175s covered by the firm order through mid-2017.2021.
We have not historically funded a substantial portion of our aircraft acquisitions with working capital. Rather, we have generally funded our aircraft acquisitions through a combination of manufacturer financing, operating leases and long‑termlong-term debt financing. At the time of each aircraft acquisition, we evaluate the financing alternatives available to us, and select one or more of these methods to fund the acquisition. At present, we intend to fund our acquisition of any additional aircraft through cash on hand and debt financing. Based on current market conditions and discussions with prospective leasing organizations and financial institutions, we currently believe that we will be able to obtain financing for our committed
53
acquisitions, as well as additional aircraft. We intend to finance the firm purchase commitment for 12 E175 aircraft without materially reducingwith approximately 85% debt and the amount of working capital available for our operating activities.remaining balance with cash.
Aircraft Lease and Facility Obligations
We also have significant long‑term lease obligations, primarily relating to our aircraft fleet. At December 31, 2015,2018, we had 470260 aircraft under lease with remaining terms ranging from less than one year to 10nine years. Future minimum lease payments due under all long‑term operating leases were approximately $1.2 billion$477.9 million at December 31, 2015.2018. Assuming a 4.89%5.45% discount rate, which is the average rate used to approximate the implicit rates within the applicable aircraft leases, the present value of these lease obligations would have been equal to approximately $1.0 billion$399.2 million at December 31, 2015.2018.
Long‑term Debt Obligations
As of December 31, 2015,2018, we had $1.9$3.2 billion of long‑term debt obligations related to the acquisition of CRJ200, CRJ700, CRJ900aircraft and E175 aircraft.certain spare engines. The average effective interest rate on those long‑term debt obligations was approximately 3.7%4.2% at December 31, 2015.2018.
Under our fixed-fee arrangements, the major airline partners compensate us for our costs of owning or leasing the aircraft on a monthly basis. The aircraft compensation structure varies by agreement, but is intended to cover either our aircraft principal and interest debt service costs, our aircraft depreciation and interest expense or our aircraft lease expense costs while the aircraft is under contract.
45
Guarantees
We have guaranteed the obligations of SkyWest Airlines under the SkyWest Airlines Delta Connection Agreement and the SkyWest Airlines United Express Agreement for the E175 aircraft. WeIn addition, we have also guaranteed thecertain other obligations of ExpressJet under the ExpressJet Delta Connection Agreementaircraft financing and the ExpressJet United ERJ Agreement.leasing agreements.
ITEM 7A. QUANTITATIVE AND QUALITATIVE DISCLOSURES ABOUT MARKET RISK
Aircraft Fuel
In the past, we have not experienced difficulties with fuel availability and we currently expect to be able to obtain fuel at prevailing prices in quantities sufficient to meet our future needs. Pursuant to our contract flying arrangements, United, Delta, AlaskaAmerican and AmericanAlaska have agreed to bear the economic risk of fuel price fluctuations on our contracted flights. We bear the economic risk of fuel price fluctuations on our pro‑rateprorate operations. For each of the years ended December 31, 2015, 20142018, 2017 and 2013,2016, approximately 4%16%, 3%14% and 3%15% of our ASMs were flown under pro‑ratetotal flying agreements revenue was derived from prorate arrangements. For the years ended December 31, 2015, 20142018, 2017 and 2013,2016, the average price per gallon of aircraft fuel was $2.09, $3.33$2.60, $2.06 and $3.45,$1.72, respectively. For illustrative purposes only, we have estimated the impact of the market risk of fuel on our pro‑rateprorate operations using a hypothetical increase of 25% in the price per gallon we purchase. Based on this hypothetical assumption, we would have incurred an additional $19.1$29.4 million, $29.1$21.3 million and $25.3$17.6 million in fuel expense for the years ended December 31, 2015, 20142018, 2017 and 2013,2016, respectively.
Interest Rates
Our earnings are affected by changes in interest rates due to the amountsamount of variable rate long‑termlong-term debt and the amount of cash and securities held. The interest rates applicable to variable rate notes may rise and increase the amount ofour interest expense. We would also receive higher amounts of interest income on cash and securities held at the time; however, the market value of our available‑for‑sale securities would likely decline. At December 31, 2015, 20142018, 2017 and 2013,2016, we had variable rate notes representing 12.1%0.2%, 41.3%2.5% and 29.5%5.1% of our total long‑term debt, respectively. Changes in interest rates are not expected to have a material adverse effect on our earnings. Additionally, we anticipate we would recover significant increases in interest expense from our major airline partners under our fixed-fee flying agreements. For illustrative purposes only, we have estimated the impact of market risk using a hypothetical increase in interest rates of one percentage point for both variable rate long‑term debt and cash and securities.long-term debt. Based on this hypothetical assumption, we would have incurred an additional $3.5 million inestimate the annual interest expense and received $5.2would not have exceeded $2.0 million in additional interest income for any of the yearyears ended December 31, 2015; we would have incurred an additional $5.8 million in interest expense2018, 2017 and received $5.5 million in additional interest income for the year ended December 31, 2014; and we would have incurred an additional $4.8 million in interest expense and received $6.7 million in additional interest income for the year ended December 31, 2013. However, under our contractual arrangement with our major partners, the majority of the increase in interest expense would be passed through and recorded as passenger revenue in our 2016.
54
consolidated statements of comprehensive income (loss). If interest rates were to decline, our major partners would receive the principal benefit of the decline, since interest expense is generally passed through to our major partners, resulting in a reduction to passenger revenue in our consolidated statement of comprehensive income (loss).
We currently intend to finance the acquisition of aircraft through manufacturer financing, third-party leases or long‑termlong-term borrowings. Changes in interest rates may impact the actual financing cost associated withto us to acquire these aircraft. To the extent we place these aircraft in service under our code‑sharecode-share agreements with Delta, United, Alaska or other carriers, our code‑sharecode-share agreements currently provide that reimbursement rates will be adjusted higher or lower to reflect interest rate changes in our aircraft ownership costs.financing interest rates.
Auction Rate Securities
We have investments in auction rate securities, which are classified as available for sale securities and reflected at fair value. As of December 31, 2015, we had investments in auction rate securities valued at a total of $2.3 million which were classified as “Other Assets” on our consolidated balance sheet. For a more detailed discussion on auction rate securities, including our methodology for estimating their fair value, see Note 6 to our consolidated financial statements appearing in Item 8 of this Report.
ITEM 8. FINANCIAL STATEMENTS AND SUPPLEMENTARY DATA
The information set forth below should be read together with the “Management’s Discussion and Analysis of Financial Condition and Results of Operations,” appearing elsewhere herein.
5546
Report of Independent Registered Public Accounting Firm
TheTo the Stockholders and the Board of Directors and Stockholders
of SkyWest, Inc.
Opinion on the Financial Statements
We have audited the accompanying consolidated balance sheets of SkyWest, Inc. and subsidiaries (the Company) as of December 31, 20152018 and 2014, and2017, the related consolidated statements of comprehensive income (loss), stockholders’ equity and cash flows for each of the three years in the period ended December 31, 2015. These financial statements are2018, and the responsibility of the Company’s management. Our responsibility is to express an opinion on these financial statements based on our audits.
We conducted our audits in accordance with the standards of the Public Company Accounting Oversight Board (United States). Those standards require that we planrelated notes and perform the audit to obtain reasonable assurance about whether the financial statements are free of material misstatement. An audit includes examining, on a test basis, evidence supporting the amounts and disclosuresstatement schedule listed in the financial statements. An audit also includes assessingIndex at Item 15(a)2 (collectively referred to as the accounting principles used and significant estimates made by management, as well as evaluating the overall financial statement presentation. We believe that our audits provide a reasonable basis for our opinion.
“financial statements”). In our opinion, the consolidated financial statements referred to above present fairly, in all material respects, the consolidated financial position of SkyWest, Inc. and subsidiariesthe Company at December 31, 20152018 and 2014,2017, and the consolidated results of theirits operations and theirits cash flows for each of the three years in the period ended December 31, 2015,2018, in conformity with U.S. generally accepted accounting principles.
We also have audited, in accordance with the standards of the Public Company Accounting Oversight Board (United States) (PCAOB), SkyWest, Inc. and subsidiaries’the Company’s internal control over financial reporting as of December 31, 2015,2018, based on criteria established in Internal Control—Integrated Framework issued by the Committee of Sponsoring Organizations of the Treadway Commission (2013 framework) and our report dated February 26, 201621, 2019 expressed an unqualified opinion thereon.
/s/Basis for Opinion
These financial statements are the responsibility of the Company’s management. Our responsibility is to express an opinion on the Company’s financial statements based on our audits. We are a public accounting firm registered with the PCAOB and are required to be independent with respect to the Company in accordance with the U.S. federal securities laws and the applicable rules and regulations of the Securities and Exchange Commission and the PCAOB.
We conducted our audits in accordance with the standards of the PCAOB. Those standards require that we plan and perform the audit to obtain reasonable assurance about whether the financial statements are free of material misstatement, whether due to error or fraud. Our audits included performing procedures to assess the risks of material misstatement of the financial statements, whether due to error or fraud, and performing procedures that respond to those risks. Such procedures include examining, on a test basis, evidence regarding the amounts and disclosures in the financial statements. Our audits also included evaluating the accounting principles used and significant estimates made by management, as well as evaluating the overall presentation of the financial statements. We believe that our audits provide a reasonable basis for our opinion.
/s/ Ernst & Young LLP
We have served as the Company’s auditor since 2003.
Salt Lake City, Utah
February 26, 201621, 2019
5647
SKYWEST, INC. AND SUBSIDIARIES
CONSOLIDATED BALANCE SHEETS
(Dollars in thousands)
ASSETS
|
|
|
|
|
|
|
|
| ||||||||
|
|
| December 31, |
| December 31, |
|
|
|
|
|
|
|
|
| ||
|
|
| 2015 |
| 2014 |
|
|
| December 31, |
| December 31, |
| ||||
|
|
|
|
|
|
|
|
|
|
| 2018 |
| 2017 |
| ||
CURRENT ASSETS: |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Cash and cash equivalents |
|
| $ | 203,035 |
| $ | 132,275 |
|
|
| $ | 328,384 |
| $ | 181,792 |
|
Marketable securities |
|
|
| 286,668 |
|
| 415,273 |
|
|
|
| 360,945 |
|
| 503,503 |
|
Restricted cash |
|
|
| 8,216 |
|
| 11,582 |
| ||||||||
Income tax receivable |
|
|
| 2,871 |
|
| 2,779 |
|
|
|
| 25,936 |
|
| 5,316 |
|
Receivables, net |
|
|
| 62,162 |
|
| 83,099 |
|
|
|
| 64,194 |
|
| 42,731 |
|
Inventories, net |
|
|
| 140,312 |
|
| 137,452 |
|
|
|
| 127,690 |
|
| 119,755 |
|
Prepaid aircraft rents |
|
|
| 195,216 |
|
| 196,348 |
|
|
|
| 87,031 |
|
| 115,098 |
|
Deferred tax assets |
|
|
| 100,730 |
|
| 94,385 |
| ||||||||
Other current assets |
|
|
| 18,360 |
|
| 16,308 |
|
|
|
| 26,614 |
|
| 26,938 |
|
Total current assets |
|
|
| 1,017,570 |
|
| 1,089,501 |
|
|
|
| 1,020,794 |
|
| 995,133 |
|
|
|
|
|
|
|
|
|
| ||||||||
PROPERTY AND EQUIPMENT: |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Aircraft and rotable spares |
|
|
| 5,242,790 |
|
| 4,608,663 |
|
|
|
| 6,433,916 |
|
| 5,335,870 |
|
Deposits on aircraft |
|
|
| 38,150 |
|
| 40,000 |
|
|
|
| 42,012 |
|
| 49,000 |
|
Buildings and ground equipment |
|
|
| 275,788 |
|
| 274,900 |
|
|
|
| 291,544 |
|
| 265,608 |
|
|
|
|
| 5,556,728 |
|
| 4,923,563 |
|
|
|
| 6,767,472 |
|
| 5,650,478 |
|
Less-accumulated depreciation and amortization |
|
|
| (2,085,981) |
|
| (1,902,375) |
|
|
|
| (1,761,728) |
|
| (1,467,475) |
|
Total property and equipment, net |
|
|
| 3,470,747 |
|
| 3,021,188 |
|
|
|
| 5,005,744 |
|
| 4,183,003 |
|
|
|
|
|
|
|
|
|
| ||||||||
OTHER ASSETS |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Intangible assets, net |
|
|
| 10,499 |
|
| 12,748 |
| ||||||||
Non-current prepaid aircraft rents |
|
|
| 229,180 |
|
| 201,502 |
| ||||||||
Other assets |
|
|
| 74,890 |
|
| 84,989 |
| ||||||||
Long-term prepaid assets |
|
|
| 181,830 |
|
| 230,923 |
| ||||||||
Other long-term assets |
|
|
| 104,844 |
|
| 65,341 |
| ||||||||
Total other assets |
|
|
| 314,569 |
|
| 299,239 |
|
|
|
| 286,674 |
|
| 296,264 |
|
Total assets |
|
| $ | 4,802,886 |
| $ | 4,409,928 |
|
|
| $ | 6,313,212 |
| $ | 5,474,400 |
|
See accompanying notes to consolidated financial statements.
5748
SKYWEST, INC. AND SUBSIDIARIES
CONSOLIDATED BALANCE SHEETS (Continued)
(Dollars in thousands)
LIABILITIES AND STOCKHOLDERS’ EQUITY
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| December 31, |
| December 31, |
| December 31, |
| December 31, | ||||
|
| 2015 |
| 2014 |
| 2018 |
| 2017 | ||||
CURRENT LIABILITIES: |
|
|
|
|
|
|
|
|
|
|
|
|
Current maturities of long-term debt |
| $ | 272,027 |
| $ | 211,821 |
| $ | 350,206 |
| $ | 309,678 |
Accounts payable |
|
| 279,864 |
|
| 270,097 |
|
| 331,982 |
|
| 288,904 |
Accrued salaries, wages and benefits |
|
| 138,291 |
|
| 138,902 |
|
| 161,606 |
|
| 154,367 |
Accrued aircraft rents |
|
| 3,226 |
|
| 3,303 | ||||||
Taxes other than income taxes |
|
| 17,176 |
|
| 17,457 |
|
| 16,024 |
|
| 19,228 |
Other current liabilities |
|
| 40,802 |
|
| 42,775 |
|
| 65,008 |
|
| 48,648 |
Total current liabilities |
|
| 751,386 |
|
| 684,355 |
|
| 924,826 |
|
| 820,825 |
OTHER LONG TERM LIABILITIES |
|
| 56,191 |
|
| 49,625 | ||||||
LONG TERM DEBT, net of current maturities |
|
| 1,676,776 |
|
| 1,533,990 | ||||||
|
|
|
|
|
|
| ||||||
OTHER LONG-TERM LIABILITIES |
|
| 66,870 |
|
| 58,662 | ||||||
|
|
|
|
|
|
| ||||||
LONG-TERM DEBT, net of current maturities |
|
| 2,809,768 |
|
| 2,377,346 | ||||||
|
|
|
|
|
|
| ||||||
DEFERRED INCOME TAXES PAYABLE |
|
| 749,575 |
|
| 669,385 |
|
| 518,159 |
|
| 419,020 |
|
|
|
|
|
|
| ||||||
DEFERRED AIRCRAFT CREDITS |
|
| 62,523 |
|
| 72,227 |
|
| 29,308 |
|
| 44,225 |
|
|
|
|
|
|
| ||||||
COMMITMENTS AND CONTINGENCIES (Note 5) |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| ||||||
STOCKHOLDERS’ EQUITY: |
|
|
|
|
|
|
|
|
|
|
|
|
Preferred stock, 5,000,000 shares authorized; none issued |
|
| — |
|
| — |
|
| — |
|
| — |
Common stock, no par value, 120,000,000 shares authorized; 79,020,371 and 77,951,411 shares issued, respectively |
|
| 641,643 |
|
| 626,521 | ||||||
Common stock, no par value, 120,000,000 shares authorized; 81,239,289 and 80,398,104 shares issued, respectively |
|
| 690,910 |
|
| 672,593 | ||||||
Retained earnings |
|
| 1,275,142 |
|
| 1,165,478 |
|
| 1,776,585 |
|
| 1,516,957 |
Treasury stock, at cost, 28,015,386 and 26,765,386 shares, respectively |
|
| (410,090) |
|
| (391,364) | ||||||
Accumulated other comprehensive income (loss) |
|
| (260) |
|
| (289) | ||||||
Treasury stock, at cost, 29,850,999 and 28,643,535 shares, respectively |
|
| (503,182) |
|
| (435,178) | ||||||
Accumulated other comprehensive loss |
|
| (32) |
|
| (50) | ||||||
Total stockholders’ equity |
|
| 1,506,435 |
|
| 1,400,346 |
|
| 1,964,281 |
|
| 1,754,322 |
Total liabilities and stockholders’ equity |
| $ | 4,802,886 |
| $ | 4,409,928 |
| $ | 6,313,212 |
| $ | 5,474,400 |
See accompanying notes to consolidated financial statements.
5849
SKYWEST, INC. AND SUBSIDIARIES
CONSOLIDATED STATEMENTS OF COMPREHENSIVE INCOME (LOSS)
(In thousands, except per share amounts)
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Year Ended December 31, |
|
| Year Ended December 31, | ||||||||||||||||
|
|
| 2015 |
| 2014 |
| 2013 |
|
|
| 2018 |
| 2017 (a) |
| 2016 (a) |
| ||||||
OPERATING REVENUES: |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Passenger |
|
| $ | 3,030,023 |
| $ | 3,168,000 |
| $ | 3,239,525 |
| |||||||||||
Ground handling and other |
|
|
| 65,540 |
|
| 69,447 |
|
| 58,200 |
| |||||||||||
Flying agreements |
|
| $ | 3,169,520 |
| $ | 3,078,297 |
| $ | 3,010,738 |
| |||||||||||
Airport customer service and other |
|
|
| 52,159 |
|
| 44,295 |
|
| 52,964 |
| |||||||||||
Total operating revenues |
|
|
| 3,095,563 |
|
| 3,237,447 |
|
| 3,297,725 |
|
|
|
| 3,221,679 |
|
| 3,122,592 |
|
| 3,063,702 |
|
OPERATING EXPENSES: |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Salaries, wages and benefits |
|
|
| 1,203,312 |
|
| 1,258,155 |
|
| 1,211,307 |
|
|
|
| 1,201,518 |
|
| 1,192,067 |
|
| 1,205,459 |
|
Aircraft maintenance, materials and repairs |
|
|
| 604,863 |
|
| 682,773 |
|
| 686,381 |
|
|
|
| 556,259 |
|
| 579,463 |
|
| 569,306 |
|
Depreciation and amortization |
|
|
| 334,589 |
|
| 292,768 |
|
| 284,969 |
| |||||||||||
Aircraft rentals |
|
|
| 273,696 |
|
| 305,334 |
|
| 325,360 |
|
|
|
| 154,945 |
|
| 215,807 |
|
| 262,602 |
|
Depreciation and amortization |
|
|
| 264,507 |
|
| 259,642 |
|
| 245,005 |
| |||||||||||
Aircraft fuel |
|
|
| 118,124 |
|
| 193,247 |
|
| 193,513 |
|
|
|
| 117,657 |
|
| 85,136 |
|
| 70,701 |
|
Ground handling services |
|
|
| 82,694 |
|
| 123,917 |
|
| 129,119 |
| |||||||||||
Airport-related expenses |
|
|
| 109,605 |
|
| 118,374 |
|
| 122,141 |
| |||||||||||
Special items |
|
|
| — |
|
| 74,777 |
|
| — |
|
|
|
| — |
|
| — |
|
| 465,649 |
|
Station rentals and landing fees |
|
|
| 54,167 |
|
| 51,024 |
|
| 114,688 |
| |||||||||||
Other, net |
|
|
| 259,685 |
|
| 263,730 |
|
| 239,241 |
| |||||||||||
Other operating expenses |
|
|
| 272,826 |
|
| 250,778 |
|
| 255,559 |
| |||||||||||
Total operating expenses |
|
|
| 2,861,048 |
|
| 3,212,599 |
|
| 3,144,614 |
|
|
|
| 2,747,399 |
|
| 2,734,393 |
|
| 3,236,386 |
|
OPERATING INCOME |
|
|
| 234,515 |
|
| 24,848 |
|
| 153,111 |
| |||||||||||
OPERATING INCOME (LOSS) |
|
|
| 474,280 |
|
| 388,199 |
|
| (172,684) |
| |||||||||||
OTHER INCOME (EXPENSE): |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Interest income |
|
|
| 1,997 |
|
| 4,096 |
|
| 3,689 |
|
|
|
| 8,823 |
|
| 4,509 |
|
| 2,143 |
|
Interest expense |
|
|
| (75,850) |
|
| (65,995) |
|
| (68,658) |
|
|
|
| (120,409) |
|
| (104,925) |
|
| (78,177) |
|
Other, net |
|
|
| 33,660 |
|
| 20,708 |
|
| 10,390 |
|
|
|
| 3,620 |
|
| 400 |
|
| (94) |
|
Total other expense, net |
|
|
| (40,193) |
|
| (41,191) |
|
| (54,579) |
|
|
|
| (107,966) |
|
| (100,016) |
|
| (76,128) |
|
INCOME (LOSS) BEFORE INCOME TAXES |
|
|
| 194,322 |
|
| (16,343) |
|
| 98,532 |
|
|
|
| 366,314 |
|
| 288,183 |
|
| (248,812) |
|
PROVISION FOR INCOME TAXES |
|
|
| 76,505 |
|
| 7,811 |
|
| 39,576 |
| |||||||||||
PROVISION (BENEFIT) FOR INCOME TAXES |
|
|
| 85,942 |
|
| (140,724) |
|
| (87,226) |
| |||||||||||
NET INCOME (LOSS) |
|
| $ | 117,817 |
| $ | (24,154) |
| $ | 58,956 |
|
|
| $ | 280,372 |
| $ | 428,907 |
| $ | (161,586) |
|
|
|
|
|
|
|
|
|
|
|
|
| |||||||||||
BASIC EARNINGS (LOSS) PER SHARE |
|
| $ | 2.31 |
| $ | (0.47) |
| $ | 1.14 |
|
|
| $ | 5.40 |
| $ | 8.28 |
| $ | (3.14) |
|
DILUTED EARNINGS (LOSS) PER SHARE |
|
| $ | 2.27 |
| $ | (0.47) |
| $ | 1.12 |
|
|
| $ | 5.30 |
| $ | 8.08 |
| $ | (3.14) |
|
Weighted average common shares: |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Basic |
|
|
| 51,077 |
|
| 51,237 |
|
| 51,688 |
|
|
|
| 51,914 |
|
| 51,804 |
|
| 51,505 |
|
Diluted |
|
|
| 51,825 |
|
| 51,237 |
|
| 52,422 |
|
|
|
| 52,871 |
|
| 53,100 |
|
| 51,505 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
COMPREHENSIVE INCOME (LOSS): |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Net income (loss) |
|
| $ | 117,817 |
| $ | (24,154) |
| $ | 58,956 |
|
|
| $ | 280,372 |
| $ | 428,907 |
| $ | (161,586) |
|
Proportionate share of equity method investee foreign currency translation adjustment, net of taxes |
|
|
| — |
|
| (1,129) |
|
| 66 |
| |||||||||||
Net unrealized appreciation (depreciation) on marketable securities, net of taxes |
|
|
| 29 |
|
| (719) |
|
| (13) |
| |||||||||||
Net unrealized appreciation on marketable securities, net of taxes |
|
|
| 18 |
|
| 21 |
|
| 189 |
| |||||||||||
TOTAL COMPREHENSIVE INCOME (LOSS) |
|
| $ | 117,846 |
| $ | (26,002) |
| $ | 59,009 |
|
|
| $ | 280,390 |
| $ | 428,928 |
| $ | (161,397) |
|
(a) | Amounts adjusted due to the adoption of Accounting Standards Update No. 2014-09, Revenue from Contracts with Customers (Topic 606). See Note 1 to the financial statements of this report for additional information. |
See accompanying notes to consolidated financial statements.
5950
SKYWEST, INC. AND SUBSIDIARIES
CONSOLIDATED STATEMENTS OF STOCKHOLDERS’ EQUITY
(In thousands)
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Accumulated |
|
|
| |||||
|
|
|
|
|
|
|
|
|
|
| Other |
|
|
| |||||
|
| Common Stock |
| Retained |
| Treasury Stock |
| Comprehensive |
|
|
| ||||||||
|
| Shares |
| Amount |
| Earnings |
| Shares |
| Amount |
| Income (Loss) |
| Total | |||||
Balance at December 31, 2012 |
| 76,713 |
| $ | 609,763 |
| $ | 1,147,117 |
| (25,280) |
| $ | (371,211) |
| $ | 1,506 |
| $ | 1,387,175 |
Net income |
| — |
|
| — |
|
| 58,956 |
| — |
|
| — |
|
| — |
|
| 58,956 |
Proportionate share of other companies foreign currency translation adjustment, net of tax of $8 |
| — |
|
| — |
|
| — |
| — |
|
| — |
|
| 66 |
|
| 66 |
Net unrealized depreciation on marketable securities, net of tax of $43 |
| — |
|
| — |
|
| — |
| — |
|
| — |
|
| (13) |
|
| (13) |
Exercise of common stock options and issuance of restricted stock |
| 313 |
|
| 835 |
|
| — |
| — |
|
| — |
|
| — |
|
| 835 |
Sale of common stock under employee stock purchase plan |
| 300 |
|
| 3,696 |
|
| — |
| — |
|
| — |
|
| — |
|
| 3,696 |
Stock based compensation expense related to the issuance of stock options and restricted stock |
| — |
|
| 4,363 |
|
| — |
| — |
|
| — |
|
| — |
|
| 4,363 |
Tax deficiency from exercise of common stock options |
| — |
|
| (146) |
|
| — |
| — |
|
| — |
|
| — |
|
| (146) |
Treasury stock purchases |
| — |
|
| — |
|
| — |
| (816) |
|
| (11,739) |
|
| — |
|
| (11,739) |
Cash dividends declared ($0.16 per share) |
| — |
|
| — |
|
| (8,254) |
| — |
|
| — |
|
| — |
|
| (8,254) |
Balance at December 31, 2013 |
| 77,326 |
|
| 618,511 |
|
| 1,197,819 |
| (26,096) |
|
| (382,950) |
|
| 1,559 |
|
| 1,434,939 |
Net (loss) |
| — |
|
| — |
|
| (24,154) |
| — |
|
| — |
|
| — |
|
| (24,154) |
Proportionate share of other companies foreign currency translation adjustment, net of tax of $678 |
| — |
|
| — |
|
| — |
| — |
|
| — |
|
| (1,129) |
|
| (1,129) |
Net unrealized depreciation on marketable securities, net of tax of $437 |
| — |
|
| — |
|
| — |
| — |
|
| — |
|
| (719) |
|
| (719) |
Exercise of common stock options and issuance of restricted stock |
| 330 |
|
| 287 |
|
| — |
| — |
|
| — |
|
| — |
|
| 287 |
Sale of common stock under employee stock purchase plan |
| 295 |
|
| 3,752 |
|
| — |
| — |
|
| — |
|
| — |
|
| 3,752 |
Stock based compensation expense related to the issuance of stock options and restricted stock |
| — |
|
| 5,318 |
|
| — |
| — |
|
| — |
|
| — |
|
| 5,318 |
Tax deficiency from exercise of common stock options |
| — |
|
| (1,347) |
|
| — |
| — |
|
| — |
|
| — |
|
| (1,347) |
Treasury stock purchases |
| — |
|
| — |
|
| — |
| (669) |
|
| (8,414) |
|
| — |
|
| (8,414) |
Cash dividends declared ($0.16 per share) |
| — |
|
| — |
|
| (8,187) |
| — |
|
| — |
|
| — |
|
| (8,187) |
Balance at December 31, 2014 |
| 77,951 |
|
| 626,521 |
|
| 1,165,478 |
| (26,765) |
|
| (391,364) |
|
| (289) |
|
| 1,400,346 |
Net income |
| — |
|
| — |
|
| 117,817 |
| — |
|
| — |
|
| — |
|
| 117,817 |
Net unrealized depreciation on marketable securities, net of tax of $18 |
| — |
|
| — |
|
| — |
| — |
|
| — |
|
| 29 |
|
| 29 |
Exercise of common stock options and issuance of restricted stock |
| 815 |
|
| 8,490 |
|
| — |
| — |
|
| — |
|
| — |
|
| 8,490 |
Sale of common stock under employee stock purchase plan |
| 254 |
|
| 3,430 |
|
| — |
| — |
|
| — |
|
| — |
|
| 3,430 |
Stock based compensation expense related to the issuance of stock options and restricted stock |
| — |
|
| 5,368 |
|
| — |
| — |
|
| — |
|
| — |
|
| 5,368 |
Tax deficiency from exercise of common stock options |
| — |
|
| (2,166) |
|
| — |
| — |
|
| — |
|
| — |
|
| (2,166) |
Treasury stock purchases |
| — |
|
| — |
|
| — |
| (1,250) |
|
| (18,726) |
|
| — |
|
| (18,726) |
Cash dividends declared ($0.16 per share) |
| — |
|
| — |
|
| (8,153) |
| — |
|
| — |
|
| — |
|
| (8,153) |
Balance at December 31, 2015 |
| 79,020 |
| $ | 641,643 |
| $ | 1,275,142 |
| (28,015) |
| $ | (410,090) |
| $ | (260) |
| $ | 1,506,435 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Accumulated |
|
|
| |||||
|
|
|
|
|
|
|
|
|
|
| Other |
|
|
| |||||
|
| Common Stock |
| Retained |
| Treasury Stock |
| Comprehensive |
|
|
| ||||||||
|
| Shares |
| Amount |
| Earnings |
| Shares |
| Amount |
| Income (Loss) |
| Total | |||||
Balance at December 31, 2015 |
| 79,020 |
| $ | 641,643 |
| $ | 1,275,142 |
| (28,015) |
| $ | (410,090) |
| $ | (260) |
| $ | 1,506,435 |
Net loss |
| — |
|
| — |
|
| (161,586) |
| — |
|
| — |
|
| — |
|
| (161,586) |
Net unrealized appreciation on marketable securities, net of tax of $98 |
| — |
|
| — |
|
| — |
| — |
|
| — |
|
| 189 |
|
| 189 |
Exercise of common stock options and vested restricted stock units |
| 609 |
|
| 4,979 |
|
| — |
| — |
|
| — |
|
| — |
|
| 4,979 |
Sale of common stock under employee stock purchase plan |
| 152 |
|
| 3,163 |
|
| — |
| — |
|
| — |
|
| — |
|
| 3,163 |
Stock based compensation expense related to the issuance of stock options and restricted stock units |
| — |
|
| 7,568 |
|
| — |
| — |
|
| — |
|
| — |
|
| 7,568 |
Cash dividends declared ($0.19 per share) |
| — |
|
| — |
|
| (9,805) |
| — |
|
| — |
|
| — |
|
| (9,805) |
Balance at December 31, 2016 |
| 79,781 |
|
| 657,353 |
|
| 1,103,751 |
| (28,015) |
|
| (410,090) |
|
| (71) |
|
| 1,350,943 |
Net income |
| — |
|
| — |
|
| 428,907 |
| — |
|
| — |
|
| — |
|
| 428,907 |
Net unrealized appreciation on marketable securities, net of tax of $7 |
| — |
|
| — |
|
| — |
| — |
|
| — |
|
| 21 |
|
| 21 |
Exercise of common stock options and vested restricted stock units |
| 529 |
|
| 1,658 |
|
| — |
| — |
|
| — |
|
| — |
|
| 1,658 |
Treasury shares acquired from vested employee stock awards for income tax withholdings |
| — |
|
| — |
|
| — |
| (145) |
|
| (5,080) |
|
| — |
|
| (5,080) |
Sale of common stock under employee stock purchase plan |
| 88 |
|
| 3,002 |
|
| — |
| — |
|
| — |
|
| — |
|
| 3,002 |
Stock based compensation expense related to the issuance of stock options and restricted stock units |
| — |
|
| 10,580 |
|
| — |
| — |
|
| — |
|
| — |
|
| 10,580 |
Impact of adoption of Accounting Standards Update (ASU) 2016-09 (See Note 1) |
| — |
|
| — |
|
| 867 |
| — |
|
| — |
|
| — |
|
| 867 |
Treasury stock purchases |
| — |
|
| — |
|
| — |
| (484) |
|
| (20,008) |
|
| — |
|
| (20,008) |
Cash dividends declared ($0.32 per share) |
| — |
|
| — |
|
| (16,568) |
| — |
|
| — |
|
| — |
|
| (16,568) |
Balance at December 31, 2017 |
| 80,398 |
|
| 672,593 |
|
| 1,516,957 |
| (28,644) |
|
| (435,178) |
|
| (50) |
|
| 1,754,322 |
Net income |
| — |
|
| — |
|
| 280,372 |
| — |
|
| — |
|
| — |
|
| 280,372 |
Net unrealized appreciation on marketable securities, net of tax of $6 |
| — |
|
| — |
|
| — |
| — |
|
| — |
|
| 18 |
|
| 18 |
Exercise of common stock options and vested restricted stock units |
| 780 |
|
| 2,174 |
|
| — |
| — |
|
| — |
|
| — |
|
| 2,174 |
Treasury shares acquired from vested employee stock awards for income tax withholdings |
| — |
|
| — |
|
| — |
| (239) |
|
| (13,556) |
|
| — |
|
| (13,556) |
Sale of common stock under employee stock purchase plan |
| 61 |
|
| 3,038 |
|
| — |
| — |
|
| — |
|
| — |
|
| 3,038 |
Stock based compensation expense related to the issuance of stock options and restricted stock units |
| — |
|
| 13,105 |
|
| — |
| — |
|
| — |
|
| — |
|
| 13,105 |
Treasury stock purchases |
| — |
|
| — |
|
| — |
| (968) |
|
| (54,448) |
|
| — |
|
| (54,448) |
Cash dividends declared ($0.40 per share) |
| — |
|
| — |
|
| (20,744) |
| — |
|
| — |
|
| — |
|
| (20,744) |
Balance at December 31, 2018 |
| 81,239 |
| $ | 690,910 |
| $ | 1,776,585 |
| (29,851) |
| $ | (503,182) |
| $ | (32) |
| $ | 1,964,281 |
See accompanying notes to consolidated financial statements.
6051
SKYWEST, INC. AND SUBSIDIARIES
CONSOLIDATED STATEMENTS OF CASH FLOWS
(In thousands)
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Year Ended December 31, |
|
| Year Ended December 31, | ||||||||||||||||
|
|
| 2015 |
| 2014 |
| 2013 |
|
|
| 2018 |
| 2017 |
| 2016 |
| ||||||
CASH FLOWS FROM OPERATING ACTIVITIES: |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Net income (loss) |
|
| $ | 117,817 |
| $ | (24,154) |
| $ | 58,956 |
|
|
| $ | 280,372 |
| $ | 428,907 |
| $ | (161,586) |
|
Adjustments to reconcile net income (loss) to net cash provided by operating activities: |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Depreciation and amortization |
|
|
| 264,507 |
|
| 259,642 |
|
| 245,005 |
|
|
|
| 334,589 |
|
| 292,768 |
|
| 284,969 |
|
Stock based compensation expense |
|
|
| 5,368 |
|
| 5,318 |
|
| 4,363 |
|
|
|
| 13,105 |
|
| 10,580 |
|
| 7,568 |
|
Loss on sale of property and equipment |
|
|
| — |
|
| 4,016 |
|
| — |
| |||||||||||
Gain from equity ownership in TRIP and Air Mekong airlines |
|
|
| — |
|
| (24,922) |
|
| (10,830) |
| |||||||||||
Gain from early extinguishment of debt |
|
|
| (33,660) |
|
| — |
|
| — |
|
|
|
| — |
|
| — |
|
| (1,279) |
|
Capitalized Brasilia EMB-120 engine overhauls |
|
|
| — |
|
| (18,812) |
|
| (29,606) |
| |||||||||||
Special items |
|
|
| — |
|
| 74,777 |
|
| — |
|
|
|
| — |
|
| — |
|
| 465,649 |
|
Net increase in deferred income taxes |
|
|
| 73,844 |
|
| 5,054 |
|
| 38,007 |
| |||||||||||
Net increase (decrease) in deferred income taxes |
|
|
| 99,139 |
|
| (145,517) |
|
| (83,441) |
| |||||||||||
Changes in operating assets and liabilities: |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Decrease in restricted cash |
|
|
| 3,366 |
|
| 637 |
|
| 7,334 |
| |||||||||||
Decrease in receivables |
|
|
| 21,076 |
|
| 25,540 |
|
| 18,916 |
| |||||||||||
Increase in income tax receivable |
|
|
| (92) |
|
| (1,939) |
|
| (840) |
| |||||||||||
Decrease (increase) in restricted cash |
|
|
| — |
|
| 8,243 |
|
| (27) |
| |||||||||||
Decrease (increase) in receivables |
|
|
| (21,464) |
|
| 4,201 |
|
| 15,260 |
| |||||||||||
Decrease (increase) in income tax receivable |
|
|
| (20,620) |
|
| 1,673 |
|
| (4,118) |
| |||||||||||
Increase in inventories |
|
|
| (2,860) |
|
| (890) |
|
| (24,513) |
|
|
|
| (7,935) |
|
| (1,246) |
|
| (1,986) |
|
Increase in other current assets and prepaid aircraft rents |
|
|
| (28,598) |
|
| (25,985) |
|
| (31,578) |
| |||||||||||
Decrease in other current assets |
|
|
| 77,484 |
|
| 26,017 |
|
| 37,569 |
| |||||||||||
Decrease in deferred aircraft credits |
|
|
| (8,635) |
|
| (7,672) |
|
| (8,432) |
|
|
|
| (14,243) |
|
| (8,520) |
|
| (8,108) |
|
Increase in accounts payable and accrued aircraft rents |
|
|
| 9,690 |
|
| 5,852 |
|
| 17,594 |
| |||||||||||
Increase (decrease) in other current liabilities |
|
|
| (1,719) |
|
| 9,077 |
|
| 5,514 |
| |||||||||||
Increase (decrease) in accounts payable and accrued aircraft rents |
|
|
| 56,076 |
|
| 46,934 |
|
| (47,563) |
| |||||||||||
Increase in other current liabilities |
|
|
| 6,031 |
|
| 20,084 |
|
| 3,758 |
| |||||||||||
NET CASH PROVIDED BY OPERATING ACTIVITIES |
|
|
| 420,104 |
|
| 285,539 |
|
| 289,890 |
|
|
|
| 802,534 |
|
| 684,124 |
|
| 506,665 |
|
|
|
|
|
|
|
|
|
|
|
|
| |||||||||||
CASH FLOWS FROM INVESTING ACTIVITIES: |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Purchases of marketable securities |
|
|
| (1,170,439) |
|
| (326,964) |
|
| (488,564) |
|
|
|
| (2,308,768) |
|
| (1,533,867) |
|
| (2,511,388) |
|
Sales of marketable securities |
|
|
| 1,299,069 |
|
| 398,148 |
|
| 557,424 |
|
|
|
| 2,451,344 |
|
| 1,440,283 |
|
| 2,388,168 |
|
Proceeds from the sale of aircraft, property and equipment |
|
|
| 10,308 |
|
| 9,473 |
|
| 293 |
|
|
|
| — |
|
| 51,994 |
|
| 3,008 |
|
Proceeds from installment payment of equity shares of TRIP |
|
|
| — |
|
| 17,237 |
|
| 16,658 |
| |||||||||||
Proceeds from settlement of residual value guarantee aircraft agreements |
|
|
| — |
|
| — |
|
| 90,000 |
| |||||||||||
Acquisition of property and equipment: |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Aircraft and rotable spare parts |
|
|
| (710,871) |
|
| (653,473) |
|
| (102,499) |
|
|
|
| (1,062,380) |
|
| (661,176) |
|
| (1,138,963) |
|
Deposits on aircraft |
|
|
| — |
|
| — |
|
| (40,000) |
|
|
|
| (41,937) |
|
| (46,733) |
|
| (650) |
|
Buildings and ground equipment |
|
|
| (10,405) |
|
| (21,966) |
|
| (9,502) |
|
|
|
| (34,397) |
|
| (27,467) |
|
| (14,350) |
|
Return of deposits on aircraft |
|
|
| 1,850 |
|
| — |
|
| — |
| |||||||||||
Return of deposits applied towards acquired aircraft |
|
|
| 49,550 |
|
| 36,533 |
|
| — |
| |||||||||||
Decrease (increase) in other assets |
|
|
| 10,772 |
|
| (7,681) |
|
| 229 |
|
|
|
| (36,816) |
|
| (10,904) |
|
| 7,097 |
|
NET CASH USED IN INVESTING ACTIVITIES |
|
|
| (569,716) |
|
| (585,226) |
|
| (65,961) |
|
|
|
| (983,404) |
|
| (751,337) |
|
| (1,177,078) |
|
|
|
|
|
|
|
|
|
|
|
|
| |||||||||||
CASH FLOWS FROM FINANCING ACTIVITIES: |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Proceeds from issuance of long-term debt |
|
|
| 591,881 |
|
| 460,600 |
|
| — |
|
|
|
| 784,665 |
|
| 471,677 |
|
| 926,069 |
|
Principal payments on long-term debt |
|
|
| (354,277) |
|
| (185,357) |
|
| (171,453) |
|
|
|
| (370,775) |
|
| (330,258) |
|
| (302,158) |
|
Net proceeds from issuance of common stock |
|
|
| 9,754 |
|
| 2,692 |
|
| 4,385 |
| |||||||||||
Proceeds from issuance of common stock |
|
|
| 5,212 |
|
| 4,660 |
|
| 8,142 |
| |||||||||||
Purchase of treasury stock |
|
|
| (18,726) |
|
| (8,414) |
|
| (11,739) |
|
|
|
| (54,448) |
|
| (20,008) |
|
| — |
|
Employee income tax paid on vested equity awards |
|
|
| (13,556) |
|
| (5,080) |
|
| — |
| |||||||||||
Decrease (increase) in debt issuance cost |
|
|
| (3,892) |
|
| (3,737) |
|
| (8,653) |
| |||||||||||
Payment of cash dividends |
|
|
| (8,260) |
|
| (8,195) |
|
| (8,258) |
|
|
|
| (19,744) |
|
| (15,015) |
|
| (9,256) |
|
NET CASH PROVIDED BY (USED IN) FINANCING ACTIVITIES |
|
|
| 220,372 |
|
| 261,326 |
|
| (187,065) |
| |||||||||||
NET CASH PROVIDED BY FINANCING ACTIVITIES |
|
|
| 327,462 |
|
| 102,239 |
|
| 614,144 |
| |||||||||||
|
|
|
|
|
|
|
|
|
|
|
| |||||||||||
Increase (decrease) in cash and cash equivalents |
|
|
| 70,760 |
|
| (38,361) |
|
| 36,864 |
|
|
|
| 146,592 |
|
| 35,026 |
|
| (56,269) |
|
Cash and cash equivalents at beginning of year |
|
|
| 132,275 |
|
| 170,636 |
|
| 133,772 |
| |||||||||||
CASH AND CASH EQUIVALENTS AT END OF YEAR |
|
|
| 203,035 |
|
| 132,275 |
|
| 170,636 |
| |||||||||||
Cash and cash equivalents at beginning of period |
|
|
| 181,792 |
|
| 146,766 |
|
| 203,035 |
| |||||||||||
CASH AND CASH EQUIVALENTS AT END OF PERIOD |
|
| $ | 328,384 |
| $ | 181,792 |
| $ | 146,766 |
| |||||||||||
|
|
|
|
|
|
|
|
|
|
|
| |||||||||||
SUPPLEMENTAL DISCLOSURE OF CASH FLOW INFORMATION: |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Cash paid during the year for: |
|
|
|
|
|
|
|
|
|
|
| |||||||||||
Non-cash investing activities: |
|
|
|
|
|
|
|
|
|
|
| |||||||||||
Acquisition of rotable spare parts |
|
| $ | 367 |
| $ | 755 |
| $ | 5,688 |
| |||||||||||
Debt assumed on aircraft acquired off lease |
|
| $ | 59,132 |
|
| — |
|
| — |
| |||||||||||
Cash paid during the period for: |
|
|
|
|
|
|
|
|
|
|
| |||||||||||
Interest, net of capitalized amounts |
|
| $ | 80,657 |
| $ | 67,763 |
| $ | 71,323 |
|
|
| $ | 118,268 |
| $ | 105,639 |
| $ | 76,589 |
|
Income taxes |
|
| $ | 5,104 |
| $ | 2,066 |
| $ | 3,678 |
|
|
| $ | 2,661 |
| $ | 5,010 |
| $ | 1,212 |
|
See accompanying notes to consolidated financial statements.
6152
SKYWEST, INC. AND SUBSIDIARIES
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
DECEMBER 31, 20152018
(1) Nature of Operations and Summary of Significant Accounting Policies
SkyWest, Inc. (the “Company”), through its subsidiaries, SkyWest Airlines, Inc. (“SkyWest Airlines”) and ExpressJet Airlines, Inc. (“ExpressJet”), operates the largest regional airlineairlines in the United States. As of December 31, 2015,2018, SkyWest Airlines and ExpressJet offered scheduled passenger service under code-share agreements with United, Delta, American and air freight serviceAlaska with approximately 3,4002,770 total daily departures to different destinations in the United States, Canada, Mexico and the Caribbean. Additionally, the Company provides airport customer service and ground handling services for other airlines throughout its system. Subsequent to December 31, 2018, the Company sold ExpressJet to a third party. See Note 12, Subsequent Events, for additional information regarding the sale of ExpressJet. As of December 31, 2015,2018, the Company had 596 aircraft in scheduled service out of a combined fleet of 702628 aircraft consisting of the following:following (which included 100 Embraer ERJ145 regional jet (“ERJ145s”) aircraft, 16 Bombardier CRJ200 regional jet (“CRJ200s”) aircraft and 10 Bombardier CRJ700 regional jet (“CRJ700”) aircraft operated by ExpressJet):
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| CRJ200 |
| CRJ700 |
| CRJ900 |
| ERJ135 |
| ERJ145 |
| E175 |
| EMB120 |
| Total |
|
| CRJ200 |
| CRJ700 |
| CRJ900 |
| ERJ145 |
| E175 |
| Total |
|
United |
| 83 |
| 70 |
| — |
| 5 |
| 166 |
| 40 |
| — |
| 364 |
|
| 106 |
| 19 |
| — |
| 100 |
| 65 |
| 290 |
|
Delta |
| 111 |
| 60 |
| 64 |
| — |
| — |
| — |
| — |
| 235 |
|
| 87 |
| 22 |
| 41 |
| — |
| 49 |
| 199 |
|
American |
| 31 |
| — |
| — |
| — |
| 16 |
| — |
| — |
| 47 |
|
| 7 |
| 68 |
| — |
| — |
| — |
| 75 |
|
Alaska |
| — |
| 9 |
| — |
| — |
| — |
| 5 |
| — |
| 14 |
|
| — |
| — |
| — |
| — |
| 32 |
| 32 |
|
Aircraft in scheduled service |
| 225 |
| 139 |
| 64 |
| 5 |
| 182 |
| 45 |
| — |
| 660 |
|
| 200 |
| 109 |
| 41 |
| 100 |
| 146 |
| 596 |
|
Subleased to an un-affiliated entity |
| 2 |
| — |
| — |
| — |
| — |
| — |
| — |
| 2 |
|
| 4 |
| — |
| — |
| — |
| — |
| 4 |
|
Other* |
| 10 |
| — |
| — |
| 4 |
| — |
| — |
| 26 |
| 40 |
|
| 4 |
| 19 |
| — |
| 5 |
| — |
| 28 |
|
Total |
| 237 |
| 139 |
| 64 |
| 9 |
| 182 |
| 45 |
| 26 |
| 702 |
| |||||||||||||
Total Fleet |
| 208 |
| 128 |
| 41 |
| 105 |
| 146 |
| 628 |
|
*Other As of December 31, 2018, these aircraft consisted of leased aircrafthave been removed from service that wereand are in the process of being returned tounder the lessor and ownedapplicable leasing arrangement or are aircraft removed from service that were held for sale.transitioning between code-share agreements with the Company’s major airline partners.
For the year ended December 31, 2015,2018, approximately 57.5%48.6% of the Company’s aggregate capacity wasaircraft in scheduled service operated for United, approximately 33.2%33.4% was operated for Delta, approximately 6.4%12.6% was operated for American including the flights operated for US Airways, and approximately 2.9%5.4% was operated for Alaska.
SkyWest Airlines has been a code-share partner with Delta since 1987, and United since 1997. SkyWest Airlines has been a code-share partner with1997, Alaska since 2011 and American since 2012. As of December 31, 2015,2018, SkyWest Airlines operated as a Delta Connection carrier primarily in Salt Lake City and Minneapolis, a United Express carrier primarily in Los Angeles, San Francisco, Denver, Houston, Chicago and the Pacific Northwest, an American carrier primarily in Chicago, Los Angeles and Phoenix and an Alaska carrier primarily in the Pacific Northwest and an American carrier in Los Angeles and Phoenix.Northwest.
On November 17, 2011, the Company’s wholly-owned subsidiaries, Atlantic Southeast Airlines, Inc. and ExpressJet Airlines, Inc., consolidated their operations under a single operating certificate, and on December 31, 2012, Atlantic Southeast Airlines, Inc. and ExpressJet Airlines, Inc. were merged, with the surviving corporation named ExpressJet Airlines, Inc. (the “ExpressJet Combination”). In the following Notes to Consolidated Financial Statements, “Atlantic Southeast” refers to Atlantic Southeast Airlines, Inc. for periods prior to the ExpressJet Combination, “ExpressJet Delaware” refers to ExpressJet Airlines, Inc., a Delaware corporation, for periods prior to the ExpressJet Combination, and “ExpressJet” refers to ExpressJet Airlines, Inc., the Utah corporation resulting from the combination of Atlantic Southeast and ExpressJet Delaware, for periods subsequent to the ExpressJet Combination. Atlantic Southeast had been a code-share partner with Delta in Atlanta since 1984. As of December 31, 2015,2018, ExpressJet operated as a Delta Connection carrier in Atlanta and Detroit, a United Express carrier primarily in Chicago (O’Hare), Cleveland, Newark and Houston and an American carrier primarily in Dallas.
The Company’s subsidiaries operate the following aircraft manufactured by Bombardier Aerospace (“Bombardier”) and Embraer S.A. (“Embraer”): CRJ200s, CRJ700s, Bombardier CRJ900 regional jets (“CRJ900s”), “ERJ145s and Embraer E175 dual-class regional jet aircraft (which are typically configured with 70 or 76 seats) (“E175s”).
6253
Basis of Presentation
The Company’s consolidated financial statements include the accounts of SkyWest, Inc.the Company and its subsidiaries, includingthe SkyWest Airlines, ExpressJet and ExpressJet,SkyWest Leasing segments, with all inter‑company transactions and balances having been eliminated.
In preparing the accompanying consolidated financial statements, the Company has reviewed, as determined necessary by the Company’s management, events that have occurred after December 31, 2015,2018, through the filing date of the Company’s annual report with the U.S. Securities and Exchange Commission. The Company reclassified certain prior period amounts to conform to the current period presentation (see Recent Accounting Pronouncements).
Use of Estimates
The preparation of financial statements in conformity with accounting principles generally accepted in the United States of America requires management to make estimates and assumptions that affect the reported amounts of assets and liabilities and disclosure of contingent assets and liabilities at the date of the financial statements and the reported amounts of revenues and expenses during the reporting period. Actual results could differ from those estimates.
Cash and Cash Equivalents
The Company considers all highly liquid investments with an original maturity of three months or less to be cash equivalents. The Company classified $8.2 million and $11.6 million of cash ashad no restricted cash collateralizing letters of credit under the Company’s workers’ compensation insurance policy and classified it accordingly in the consolidated balance sheets as of December 31, 20152018 and 2014, respectively.2017.
Marketable Securities
The Company’s investments in marketable debt and equity securities are deemed by management to beclassified as available-for-sale and are reported at fair market value with the net unrealized appreciation (depreciation) reported as a component of accumulated other comprehensive income (loss) in stockholders’ equity. At the time of sale, any realized appreciation or depreciation, calculated by the specific identification method, is recognized in other income and expense. The Company’s position in marketable securities as of December 31, 20152018 and 20142017 was as follows (in thousands):
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Gross unrealized |
| Gross unrealized |
|
|
|
| ||
At December 31, 2018 |
| Amortized Cost |
| holding gains |
| holding losses |
| Fair market value |
| ||||
Total cash and cash equivalents |
| $ | 328,384 |
| $ | — |
| $ | — |
| $ | 328,384 |
|
Marketable securities: |
|
|
|
|
|
|
|
|
|
|
|
|
|
Bond and bond funds |
| $ | 229,825 |
| $ | — |
| $ | (42) |
| $ | 229,783 |
|
Commercial Paper |
|
| 131,163 |
|
| — |
|
| (1) |
|
| 131,162 |
|
Total marketable securities |
| $ | 360,988 |
| $ | — |
| $ | (43) |
| $ | 360,945 |
|
Total assets measured at fair value |
| $ | 689,372 |
| $ | — |
| $ | (43) |
| $ | 689,329 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Gross unrealized |
| Gross unrealized |
|
|
|
| ||
At December 31, 2015 |
| Amortized Cost |
| holding gains |
| holding losses |
| Fair market value |
| ||||
Total cash and cash equivalents |
| $ | 203,035 |
| $ | — |
| $ | — |
| $ | 203,035 |
|
Available-for-sale securities: |
|
|
|
|
|
|
|
|
|
|
|
|
|
Bond and bond funds |
| $ | 286,857 |
| $ | — |
| $ | (220) |
| $ | 286,637 |
|
Asset backed securities |
|
| 30 |
|
| 1 |
|
| — |
|
| 31 |
|
Total available-for-sale securities |
| $ | 286,887 |
| $ | 1 |
| $ | (220) |
| $ | 286,668 |
|
Total cash and cash equivalents and available for sale securities |
| $ | 489,922 |
| $ | 1 |
| $ | (220) |
| $ | 489,703 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Gross unrealized |
|
| Gross unrealized |
|
|
|
| |
At December 31, 2017 |
| Amortized Cost |
| holding gains |
| holding losses |
| Fair market value |
| ||||
Total cash and cash equivalents |
| $ | 181,792 |
| $ | — |
| $ | — |
| $ | 181,792 |
|
Marketable securities: |
|
|
|
|
|
|
|
|
|
|
|
|
|
Bond and bond funds |
| $ | 344,479 |
| $ | — |
| $ | (228) |
| $ | 344,251 |
|
Commercial Paper |
|
| 159,252 |
|
| — |
|
| — |
|
| 159,252 |
|
Total marketable securities |
| $ | 503,731 |
| $ | — |
| $ | (228) |
| $ | 503,503 |
|
Total assets measured at fair value |
| $ | 685,523 |
| $ | — |
| $ | (228) |
| $ | 685,295 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Gross unrealized |
|
| Gross unrealized |
|
|
|
| |
At December 31, 2014 |
| Amortized Cost |
| holding gains |
| holding losses |
| Fair market value |
| ||||
Total cash and cash equivalents |
| $ | 132,275 |
| $ | — |
| $ | — |
| $ | 132,275 |
|
Available-for-sale securities: |
|
|
|
|
|
|
|
|
|
|
|
|
|
Bond and bond funds |
| $ | 410,618 |
| $ | 9 |
| $ | (464) |
| $ | 410,163 |
|
Asset backed securities |
|
| 5,108 |
|
| 3 |
|
| (1) |
|
| 5,110 |
|
Total available-for-sale securities |
| $ | 415,726 |
| $ | 12 |
| $ | (465) |
| $ | 415,273 |
|
Total cash and cash equivalents and available for sale securities |
| $ | 548,001 |
| $ | 12 |
| $ | (465) |
| $ | 547,548 |
|
As of December 31, 2018 and 2017, the Company had classified $360.9 million and $503.5 million of marketable securities, respectively, as short‑term since it had the ability to redeem the securities within one year.
6354
Marketable securities had the following maturities as of December 31, 2015 (in thousands):
|
| |||
|
| |||
|
As of December 31, 2015 and 2014, the Company had classified $286.7 million and $415.3 million of marketable securities, respectively, as short‑term since it had the intent to maintain a liquid portfolio and the ability to redeem the securities within one year. The Company has classified approximately $2.3 million and $2.3 million of investments as non‑current and has identified them as “Other assets” in the Company’s consolidated balance sheet as of December 31, 2015 and 2014, respectively (see Note 6).
Inventories
Inventories include expendable parts, fuel and supplies and are valued at cost (FIFO basis) less an allowance for obsolescence based on historical results, excess parts and management’s expectations of future operations. Expendable inventory parts are charged to expense as used. An obsolescence allowance for flight equipment expendable parts is accrued based on estimated lives of the corresponding fleet types and salvage values. The inventory allowance as of December 31, 20152018 and 20142017 was $13.9$22.1 million and $11.6$17.1 million, respectively. These allowances are based on management estimates, which can be modified based on future changes in circumstances.estimates.
Property and Equipment
Property and equipment are stated at cost and depreciated over their useful lives to their estimated residual values using the straight‑line method as follows:
Assets |
| Depreciable Life |
| Current Residual Value | ||
|
|
|
| |||
|
|
|
| % | ||
Ground equipment |
|
| 0 | % | ||
Office equipment | up to 7 years |
| 0 | % | ||
|
|
|
| |||
Leasehold improvements |
| Shorter of 15 years or lease term |
| 0 | % | |
Buildings |
| 20 |
| 0 | % |
Impairment of Long-Lived Assets
As of December 31, 2015,2018, the Company had approximately $5.6$5.0 billion of property and equipment and related assets. Additionally, as of December 31, 2015, the Company had approximately $10.5 million in intangible assets. In accounting for these long‑lived and intangible assets, the Company makes estimates about the expected useful lives of the assets, the expected residual values of certain of these assets, and the potential for impairment based on the fair value of the assets and the cash flows they generate. On September 7, 2005, the Company acquired all of the issued and outstanding capital stock of Atlantic Southeast and recorded an intangible asset for specifically identifiable contracts of approximately $33.7 million relating to the acquisition. The intangible asset is being amortized over fifteen years under the straight‑line method. As of December 31, 2015 and 2014, the Company had $23.3 million and $21.0 million in accumulated amortization expense, attributable to the acquisition, respectively. Factors indicating potential impairment include, but are not limited to, significant decreases in the market value of the long‑lived assets, a significant change in the condition of the long‑lived assets and operating cash flow losses associated with the use of the long‑lived assets. On a periodic basis, the Company evaluates whether impairment indicators are present. When considering whether or not impairment of long‑lived assets exists, the Company groups similar assets together at the lowest level for which identifiable cash flows are largely independent of the cash flows of other assets and liabilities and compare the undiscounted cash flows for each asset group to the net carrying amount of the assets supporting the asset group. Asset groupings are done at the fleet or contract level.
64
The Company did not recognize any impairment charges of long livedlong-lived assets during 2015 or 2013.the years ended December 31, 2018 and 2017.
In 2014, the Company had impairments on several long-lived assets relating to Embraer Brasilia EMB 120 (“EMB120”) turboprop aircraft, ERJ145 aircraft type specific assets and an aircraft paint facility located in Saltillo, Mexico. See Note 8, Special items, for the impairment charges recorded duringDuring the year ended December 31, 2014 related2016, the Company impaired certain long-lived assets relating to the EMB120 long-lived assets,CRJ200 aircraft and ERJ145 long-lived assets, Saltillo, Mexico paint facility and relatedaircraft type specific assets. See Note 7, Special Items.
Capitalized Interest
Interest is capitalized on aircraft purchase deposits as a portion of the cost of the asset and is depreciated over the estimated useful life of the asset. During the years ended December 31, 2015, 20142018, 2017 and 2013,2016, the Company capitalized interest costs of approximately $2.2$1.5 million, $1.8$1.4 million, and $1.2$1.5 million, respectively.
Maintenance
The Company operates under a FAAU.S. Federal Aviation Administration approved continuous inspection and maintenance program. The Company uses the direct expense method of accounting for its regional jet engine overhauls wherein the expense is recorded when the overhaul event occurs. The Company has engine services agreements with third-party vendors to provide long-term engine services covering the scheduled and unscheduled repairs for certainmost of its BombardierCRJ200 aircraft, CRJ700 Regional Jets (“CRJ700s”), Embraeraircraft, ERJ145 regional jet aircraft and Embraer E-175 jet (“E175”)E175 aircraft. Under the terms of the agreements, the Company
55
pays a fixed dollar amount per engine hour flown on a monthly basis and the third-party vendors will assume the responsibility to repair the engines at no additional cost to the Company, subject to certain specified exclusions. Maintenance costs under these contracts are recognized when the engine hour is flown pursuant to the terms of each contract.
The Company used the “deferral method” of accounting for its EMB120 turboprop aircraft engine overhauls, wherein the overhaul costs were capitalized and depreciated to the next estimated overhaul event, or remaining lease term for leased aircraft, whichever was shorter. In 2015, the Company removed all of its EMB120 aircraft from service.
The costs of maintenance for airframe and avionics components, landing gear and normalother recurring maintenance are expensed as incurred.
PassengerFlying Agreements and Ground HandlingAirport Customer Service and Other Revenues
In May 2014, the Financial Accounting Standards Board (the “FASB”) issued Accounting Standards Update No. 2014‑09, “Revenue from Contracts with Customers, (Topic 606)” (“Topic 606”). Under Topic 606, revenue is recognized at the time a good or service is transferred to a customer for the amount of consideration received for that specific good or service. The Company adopted this standard as of January 1, 2018, utilizing the full retrospective method of adoption allowed by the standard, in order to provide for comparative results in all periods presented. Under the new standard, the Company concluded that the individual flights are distinct services and the flight services promised in a capacity purchase agreement represent a series of services that should be accounted for as a single performance obligation, recognized over time as the flights are completed. Performance obligations are deemed met upon the completion of each individual flight. The major airline partners make provisional cash payments to the Company during each month of service based on monthly flight schedules and the provisional cash payments are reconciled based on actual completed flights after each month’s flight activity is completed. The compensation associated with the use of the aircraft under the Company’s fixed-fee agreements is considered lease revenue as the agreements identify the “right of use” of a specific type and number of aircraft over the agreement term and was not impacted by the adoption of ASC 606. The adoption of Topic 606 did not have a material impact on recorded amounts when applied to the opening balance sheet as of January 1, 2018. The adoption of Topic 606 only affected the Company’s consolidated balance sheets and statements of comprehensive income classification, with no impact on the Company’s operating income (loss), net income (loss), earnings (loss) per share or cash flows, however the principal versus agent considerations under Topic 606 resulted in the Company recording directly reimbursed fuel expense under its fixed-fee contracts as a reduction to the applicable operating expense (net) rather than revenue (gross). This classification change resulted in a reduction to total revenue and a reduction to operating expenses by the same amount, resulting in no change to operating income. Additionally, under the nonrefundable up-front fees and contract costs considerations of Topic 606, reimbursements from the Company’s major airline partners for up-front contract costs will be deferred and amortized over the contract term. The related up-front costs to obtain the contract will also be capitalized and amortized over the contract term. As the amount of the up-front reimbursement is determined from the Company’s actual costs to fulfill the contract, this change did not impact the Company’s operating income (loss) as the amount of deferred revenue and the amount of capitalized costs will be recognized over the same period. This change also resulted in a deferred revenue liability and a capitalized contract cost on the balance sheet of the same amount.
The Company recognizes passengerflying agreements and ground handlingairport customer service and other revenues when the service is provided under its code-share agreements. Under the Company’s fixed feefixed-fee arrangements (referred to as “fixed-fee arrangements, “contract flying”“fixed-fee contracts” or “capacity purchase agreements”) with Delta, United, American and Alaska (each, a “major airline partner”), the major airline partner generally pays the Company a fixed feefixed-fee for each departure, flight hour (measured from takeoff to landing, excluding taxi time) or block timehour (measured from takeoff to landing, including taxi time) incurred, and an amount per aircraft in service each month with additional incentives based on flight completion of flights and on timeon-time performance. The major airline partner also directly reimburses the Company for certain direct expenses incurred under the fixed-fee arrangement, such as fuel expenseairport landing fees and landing fee expenses.airport rents. Under the fixed-fee arrangements, revenue is earned when each flight is completed. completed and is reflected in flying agreements revenue. The transaction price for the fixed-fee agreements is determined from the fixed-fee consideration, incentive consideration and directly reimbursed expenses earned as flights are completed over the agreement term.
A portion of the Company’s compensation under its fixed-fee agreements is designed to reimburse the Company for certain aircraft ownership costs. The consideration for aircraft ownership costs varies by agreement, but is intended to cover either the Company’s aircraft principal and interest debt service costs, its aircraft depreciation and interest expense or its aircraft lease expense costs while the aircraft is under contract. The consideration received for the
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use of the aircraft under the Company’s fixed-fee agreements is reflected as lease revenue, inasmuch as the agreements identify the “right of use” of a specific type and number of aircraft over a stated period of time. The amount of compensation deemed to be lease revenue is determined from the agreed upon rates for the use of aircraft included each fixed-fee agreement. The lease revenue associated with the Company’s fixed-fee agreements is accounted for as an operating lease and is reflected as flying agreements revenue on the Company’s consolidated statements of comprehensive income.
For the year ended December 31, 2018, fixed-fee arrangements represented approximately 84.3% of the Company’s flying agreements revenue.
Under a Revenue Sharing Arrangementthe Company’s revenue-sharing arrangements (referred to as a “revenue-sharing” or “pro rate”“prorate” arrangement), the major airline partner and regional airlinethe Company negotiate a passenger fare proration formula, pursuant to which the regional airlineCompany receives a percentage of the ticket revenues for those passengers traveling for one portion of their trip on the regionala Company airline and the other portion of their trip on the major airline.airline partner. Revenue is recognized under the Company’s pro rateprorate flying agreements when each flight is completed based upon the portion of the pro rateprorate passenger fare the Company anticipates that it will receive for each completed flight.
Other ancillary revenues commonly associated with airlines such as baggage fee revenue, The transaction price for the prorate agreements is determined from the proration formula derived from each passenger ticket change fee revenue andamount on each completed flight over the marketing componentagreement term. For the year ended December 31, 2018, prorate flying arrangements represented approximately 15.7% of the sale of mileage credits are retained by the Company’s major airline partners on flights that the Company operates under its code-share agreements.flying agreements revenue.
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In the event that the contractual rates under the agreements have not been finalized at quarterly or annual financial statement dates, the Company records revenues based on the lower of prior period’s approved rates, as adjusted to reflect any contract negotiations and the Company’s estimate of rates that will be implemented in accordance with revenue recognition guidelines. In the event the Company has a reimbursement dispute with a major airline partner, the Company evaluates the dispute under its established revenue recognition criteriaTopic 606 and, provided the revenue recognition criteria have been met, the Company recognizes revenue based on management’s estimate of the resolution of the dispute.dispute subject to the variable constraint guidance under Topic 606.
Other ancillary revenues commonly associated with airlines, such as baggage fee revenue, ticket change fee revenue and the marketing component of the sale of mileage credits, are retained by the Company’s major airline partners on flights that the Company operates under its code‑share agreements.
The following table represents the Company’s flying agreements revenue by type for the year ended December 31, 2018 and 2017 (in thousands):
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| $ | 1,805,510 |
| $ | 1,792,868 |
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Flying agreements revenue |
| $ | 3,169,520 |
| $ | 3,078,297 |
| $ | 3,010,738 |
The Company’s fixed-fee and prorate agreements include weekly provisional cash payments from the respective major airline partner based on a projected level of flying each month. The Company and each major airline partner subsequently reconcile these payments to the actual completed flight activity on a monthly or quarterly basis. In the event a flying agreement includes a mid-term rate reset to adjust rates prospectively and the contractual rates under the Company’s flying agreements have not been finalized at quarterly or annual financial statement dates, the Company applies the variable constraint guidance under Topic 606, where the Company records revenue to the extent it believes that it is probable that a significant reversal in the amount of cumulative revenue recognized will not occur when the uncertainty associated with the variable consideration is subsequently resolved.
In several of the Company’s agreements, the Company is eligible forto receive incentive compensation upon the achievement of certain performance criteria. The incentives are defined in the agreements and are being measured and determined on a monthly, quarterly or semi-annualsemi‑annual basis. At the end of each period during the Company calculatesterm of an agreement, the incentives achieved during that period and recognizes revenue accordingly.
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Company calculates the incentives achieved during that period and recognizes revenue attributable to that agreement accordingly, subject to the variable constraint guidance under Topic 606.
The following summarizes the significant provisions of each code sharecode-share agreement the Company has with each major partner:airline partner through SkyWest Airlines:
Delta Connection Agreements
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Number of Aircraft
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American Agreement
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CRJ 700
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American Prorate Agreement
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CRJ 200
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Alaska Capacity Purchase Agreement
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The following summarizes the code-share agreement activity the Company had with each major airline partner through ExpressJet Airlines:
As of December 31, 2018, ExpressJet operated 100 ERJ145 aircraft and 16 CRJ200 aircraft under fixed-fee agreements with United, and 10 CRJ700 aircraft under a fixed-fee agreement with American. ExpressJet’s fixed-fee agreements with United and American were terminated in connection with our sale of ExpressJet in January 2019. ExpressJet also completed the wind down of its flying agreement with Delta by the end of 2018. The Company sold ExpressJet subsequent to December 31, 2018, however the Company retained ownership of the 16 CRJ200 aircraft and the 10 CRJ700 aircraft operated by ExpressJet as of December 31, 2018. The Company agreed to lease the 16 CRJ200 aircraft to ExpressJet for up to a five-year period. The Company is pursuing alternative uses of the 10 CRJ700 aircraft including, but not limited to, using the aircraft under fixed-fee agreements under a short-term basis or leasing the aircraft
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American Agreementor aircraft engines to third parties. See Note 12, Subsequent Events, for additional information regarding the sale of ExpressJet.
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In addition to the contractual arrangements described above, SkyWest Airlines has entered into fixed-fee agreements with Alaska and Delta to place additional E175 aircraft into service for those major airline partners. As of December 31, 2015,2018, the Company anticipated placing an additional 25 E175 aircraft with United, ten additionalthree E175 aircraft with Alaska and 19nine E175 aircraft with Delta. The delivery dates for the new E175 aircraft are currently scheduled to take place by the end 2021. Final delivery dates may adjust based on various factors.
SkyWest Airlines also entered into an agreement with Delta in the second quarter of 2018 to operate 20 CRJ900 aircraft under a fixed-fee agreement. As of December 31, 2018, SkyWest Airlines took delivery of five of these CRJ900 aircraft and placed the aircraft into service with Delta. The delivery dates for the remaining 15 aircraft are expected to take placecontinue through the end of 2020. These aircraft will replace 20 CRJ700 aircraft scheduled to expire under SkyWest’s flying contracts with Delta.
When an aircraft is scheduled to be removed from January 2016 to June 2017.
Undera fixed-fee arrangement, the Company’s fixed-fee arrangements,Company may, as practical under the circumstances, negotiate an extension with the respective major airline partners compensatepartner, negotiate the Company for its costsplacement of owning or leasing the aircraft on a monthly basis. The aircraft compensation structure varies by agreement, but is intended to cover either the Company’s aircraft principal and interest debt service costs, its aircraft depreciation and interest expense or its aircraft lease expense costs while the aircraft is under contract. Under the Company’s ExpressJet United ERJ Agreement and ExpressJet American ERJ145 Agreement, thewith another major airline partner, providesreturn the aircraft to the lessor if the aircraft is leased and the lease is expiring, place owned aircraft for sale, or pursue other uses for the aircraft. Other uses for the aircraft may include placing the aircraft in a prorate arrangement, leasing the aircraft to a third party or parting out the aircraft to use the engines and parts as spare inventory or to lease the engines to a third party.
Airport customer service and other revenues primarily consist of ground handling functions, such as gate and ramp agent services at applicable airports where the Company provides such services. The transaction price for a nominal amount.airport service agreements is determined from an agreed-upon rate by location applied to the applicable number of flights handled (measured by departures) by the Company over the agreement term.
The Company’s passenger and ground handlingoperating revenues could be impacted by a number of factors, including changes to the Company’s code‑sharecode-share agreements with Delta, United, Alaska or American,its major airline partners, contract modifications resulting from contract re‑negotiations,renegotiations, the Company’s ability to earn incentive payments contemplated under the Company’s code‑sharecode-share agreements and settlement of reimbursement disputes with the Company’s major airline partners.
Under the Company’s fixed-fee agreements with Delta, United, Alaska, and American, the compensation structure generally consists of a combination of agreed‑upon rates for operating flights and direct reimbursement for other certain costs associated with operating the aircraft. A portion of the Company’s contract flying compensation is designed to reimburse the Company for certain aircraft ownership costs. The Company has concluded that a component of its revenue under these agreements is rental income, inasmuch as the agreements identify the “right of use” of a specific type and number of aircraft over a stated period of time. The amounts deemed to be rental income under the agreements for the years ended December 31, 2015, 2014 and 2013 were $504.9 million, $497.0 million and $500.2 million, respectively. These amounts are reflected as passenger revenues on the Company’s consolidated statements of comprehensive income (loss). The Company has not separately stated aircraft rental income and aircraft rental expense in the consolidated statement of comprehensive income (loss) since the use of the aircraft is not a separate activity of the total service provided.
Deferred Aircraft Credits
The Company accounts for incentives provided by aircraft manufacturers as deferred credits. The deferred credits related to leased aircraft are amortized on a straight‑line basis as a reduction to rent expense over the lease term. Credits related to owned aircraft reduce the purchase price of the aircraft, which has the effect of amortizing the credits on a straight‑line basis as a reduction in depreciation expense over the life of the related aircraft. The incentives are credits that may be used to purchase spare parts and pay for training and other expenses.
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Income Taxes
The Company recognizes a net liability or asset for the deferred tax consequences of all temporary differences between the tax basis of assets and liabilities and their reported amounts in the consolidated financial statements that are expected to result in taxable or deductible amounts in future years when the reported amounts of the assets and liabilities are recovered or settled.
Net Income (Loss) Per Common Share
Basic net income (loss) per common share (“Basic EPS”) excludes dilution and is computed by dividing net income (loss) by the weighted average number of common shares outstanding during the period. Diluted net income (loss) per common share (“Diluted EPS”) reflects the potential dilution that could occur if stock options or other contracts to issue common stock were exercised or converted into common stock. The computation of Diluted EPS does not assume exercise or conversion of securities that would have an anti‑dilutive effect on net income (loss) per common share. During the yearsyear ended December 31, 2015, 2014 and 2013, 505,000, 3,191,000 and 3,072,0002018, 207,000 performance share units (at target performance) were
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excluded in the computation of Diluted EPS since the Company had not achieved the minimum target thresholds as of December 31, 2018. During the year ended December 31, 2017, 284,000 performance share units (at target performance) were excluded in the computation of Diluted EPS since the Company had not achieved the minimum target thresholds as of December 31, 2017. During the year ended December 31, 2016, 2,077,000 shares reserved for the issuance upon the exercise of outstanding options, performance shares and restricted stock units were excluded from the computation of Diluted EPS respectively, as their inclusion would be anti‑dilutive.
due to the net loss in 2016. The calculation of the weighted average number of common shares outstanding for Basic EPS and Diluted EPS are as follows for the years ended December 31, 2015, 20142018, 2017 and 20132016 (in thousands):
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Net Income (Loss) |
| $ | 117,817 |
| $ | (24,154) |
| $ | 58,956 |
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| $ | (0.47) |
| $ | 1.14 |
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| $ | 2.27 |
| $ | (0.47) |
| $ | 1.12 |
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Net Income (Loss) |
| $ | 280,372 |
| $ | 428,907 |
| $ | (161,586) |
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| 51,914 |
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| 51,505 |
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| 957 |
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| 1,296 |
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| 52,871 |
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| 53,100 |
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| 51,505 |
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| $ | 5.40 |
| $ | 8.28 |
| $ | (3.14) |
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| $ | 5.30 |
| $ | 8.08 |
| $ | (3.14) |
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Comprehensive Income (Loss)
Comprehensive income (loss) includes charges and credits to stockholders’ equity that are not the result of transactions with the Company’s shareholders. Also, comprehensive income (loss) consisted of net income (loss) plusshareholders, including changes in unrealized appreciation (depreciation) on marketable securities and unrealized gain (loss) on foreign currency translation adjustment related to the Company’s equity investment in Trip Linhas Aereas, a regional airline operating in Brazil (“TRIP”) and Mekong Aviation Joint Stock Company, an airline operating in Vietnam (“Air Mekong”).securities.
Fair Value of Financial Instruments
The carrying amounts reported in the consolidated balance sheets for receivables and accounts payable approximate fair values because of the immediate or short‑term maturity of these financial instruments. Marketable securities are reported at fair value based on market quoted prices in the consolidated balance sheets. If quoted prices in active markets are no longer available, the Company has estimated the fair values of these securities utilizing a discounted cash flow analysis as of December 31, 2015.2018. These analyses consider, among other items, the collateralization underlying the security investments, the creditworthiness of the counterparty, the timing of expected future cash flows, and the expectation of the next time the security is expected to have a successful auction. The fair value of the Company’s long‑term debt is estimated based on current rates offered to the Company for similar debt and was approximately $1,939.8$3,157.3 million as of December 31, 2015,2018, as compared to the carrying amount of $1,948.8$3,185.4 million
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as of December 31, 2015.2018. The Company’s fair value of long‑term debt as of December 31, 20142017 was $1,813.1$2,698.4 million as compared to the carrying amount of $1,745.8$2,712.4 million as of December 31, 2014.2017.
Segment Reporting
Generally accepted accounting principles require disclosures related to components of a company for which separate financial information is available to, and regularly evaluated by, the Company’s chief operating decision maker when deciding how to allocate resources and in assessing performance. The Company’s three operating segments consist of the operations conducted by SkyWest Airlines, ExpressJet and ExpressJet, as well as other activities.SkyWest Leasing. Information pertaining to the Company’s reportable segments is presented in Note 2, Segment Reporting.
Recent Accounting Pronouncements
In May 2014, the Financial Accounting Standards Board (the “FASB”) issued Accounting Standards Update No. 2014-09, “Revenue from Contracts with Customers” (“ASU No. 2014-09”). Under ASU No. 2014-09, revenue is recognized at the time a good or service is transferred to a customer for the amount of consideration received for that specific good or service. In July 2015, the FASB deferred the effective date of ASU No. 2014-09 to January 1, 2018. The FASB also proposed permitting early adoption of the standard, but not before January 1, 2017. Entities may use a full retrospective approach or report the cumulative effect as of the date of adoption. The Company’s management is currently evaluating the impact the adoption of ASU No. 2014-09 is anticipated to have on the Company’s consolidated financial statements.
In April 2015, the FASB issued Accounting Standards Update No. 2015-03, “Simplifying the Presentation of Debt Issuance Costs” (“ASU No. 2015-03”). In August 2015, ASU No. 2015-03 was amended to modify existing guidance to require the presentation of debt issuance costsEffective in the balance sheet as a deduction from the carrying amount of the related debt liability instead of as a deferred charge. It is effective for annual reporting periods beginning after December 15, 2015, but early adoption is permitted. The Company anticipates reclassifying the unamortized debt issuance costsFuture Years and present debt net of those unamortized costs on its balance sheet upon adoption of ASU No. 2015-03. As of December 31, 2015, the Company had $20.9 million in unamortized debt issuance costs.
In November 2015, the FASB issued Accounting Standards Update 2015-17, Income Taxes (Topic 740): Balance Sheet Classification of Deferred Taxes (“ASU No. 2015-17”). The standard requires that deferred tax liabilities and assets be classified as noncurrent in a classified statement of financial position. The current requirement that deferred tax liabilities and assets of a tax-paying component of an entity be offset and presented as a single amount is not affected by ASU No. 2015-17. ASU No. 2015-17 is effective for annual periods beginning after December 15, 2016, and interim periods within those annual periods. The Company’s management is currently evaluating the impact the adoption of ASU No. 2015-17 is anticipated to have on the Company’s consolidated financial statements.
Not Yet Adopted
In February 2016, the FASB issued ASU 2016-02, LeasesAccounting Standards Update 2016‑02, “Leases (Topic 842)” (“ASU 2016-02”Topic 842”). The standardTopic 842 amends the existing accounting standards for lease accounting, including requiring lessees to recognize most leases on their balance sheets and making targeted changes to lessor accounting. ASU 2016-02 will beTopic 842 became effective beginning in the first quarter of 2019. Early adoption of ASU 2016-02 is permitted. The new leases standard requires a modified retrospective transition approach for all leases existing at, or entered into after, the date of initial application, with an option to use certain transition relief. The Company’s management is currently evaluating the impact of adopting ASU 2016-02 on the Company’s consolidated financial statements.
Immaterial error correction to consolidated balance sheet
In connection with the preparation of the Company’s consolidated financial statements for the year ended December 31, 2015, the Company determined that certain non-current prepaid aircraft rents previously reported were improperly presented as current on the Company’s consolidated balance sheet at December 31, 2014. As a result, current prepaid aircraft rents, as previously reported, were overstated by $201.5 million and non-current prepaid aircraft rents were understated by $201.5 million. The Company concluded that the error was not material to the consolidated balance sheet, but has elected to correct the error in the accompanying 2014 consolidated financial statements for consistency of
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presentation.beginning in the first quarter of 2019. In July 2018, the FASB issued ASU No. 2018-11, “Targeted Improvements - Leases (Topic 842).” This update provides an optional transition method that allows entities to elect to apply the standard prospectively at its effective date, versus recasting the prior periods presented. The classification error had no effectCompany anticipates electing this adoption method and expects to recognize a cumulative-effect adjustment to the opening balance of retained earnings in the period of adoption.
Lease payments will include fixed and in-substance fixed payments, variable payments based on an index or rate, reasonably certain purchase options, termination penalties, and probable amounts the lessee will owe under a residual value guarantee. Lease payments will not include variable lease payments other than those that depend on an index or rate, any guarantee by the lessee of the lessor’s debt, or any amount allocated to non-lease components.
Based on the Company’s initial assessment, the adoption of Topic 842 will significantly increase the Company’s assets and liabilities primarily to reflect its aircraft operating lease liability and related right-of-use asset. As of December 31, 2018, the Company had 260 leased aircraft under operating leases in its fleet. The Company also has operating leases related to terminal operations space and other real estate leases. The Company does not expect the adoption of the New Lease Standard to impact any of its existing debt covenants. Additionally, the Company does not expect the adoption to have a significant impact on the recognition, measurement or presentation of lease revenue and lease expenses within the condensed consolidated statements of operations and comprehensive income or the condensed consolidated statements of cash flows. The Company does not anticipate the adoption of Topic 842 will have a material impact on the timing or amount of the Company’s lease revenue as a lessor. The Company adopted Topic 842 on January 1, 2019.
The Company expects to elect the several practical expedients available under the transition provisions of Topic 842, including (i) not reassessing whether expired or existing contracts contain leases, (ii) lease classification, and (iii) not revaluing initial direct costs for existing leases. Also, the Company plans to elect the practical expedient which will allow aggregation of non-lease components with the related lease components when evaluating accounting treatment. Lastly, the Company currently plans to apply the modified retrospective adoption method, utilizing the simplified transition option available in Topic 842, which allows entities to continue to apply the legacy guidance in ASC 840, including its disclosure requirements, in the comparative periods presented in the year of adoption.
Upon adoption, the Company anticipates it will reflect a lease liability in the range of $450 to $500 million and a right-of-use asset of $600 to $650 million. Upon adoption, the right-of-use asset is expected to include prepaid aircraft rents, accrued aircraft rents and deferred rent credits that were separately stated in the Company’s December 31, 2018 balance sheet. These estimates are subject to revision based upon the Company’s adoption of Topic 842 in 2019.
Recently Adopted Standards
The Company adopted Topic 606 as of January 1, 2018, utilizing the full retrospective method of adoption allowed by the standard, in order to provide for comparative results in all periods presented. The adoption of Topic 606 did not have a material impact on recorded amounts when applied to the opening balance sheet as of January 1, 2018. The adoption of Topic 606 only affected the Company’s consolidated balance sheets and statements of comprehensive income classification, with no impact on the Company’s operating income (loss), stockholders’ equity,net income (loss), earnings (loss) per share or cash flows, however the principal versus agent considerations under Topic 606 resulted in the Company recording directly reimbursed fuel expense under its fixed-fee contracts as a reduction to the applicable operating expense (net) rather than revenue (gross). This classification change resulted in a reduction to total revenue and a reduction to operating expenses by the same amount, resulting in no change to operating income. Additionally, under the nonrefundable up-front fees and contract costs considerations of Topic 606, reimbursements from the Company’s major airline partners for up-front contract costs will be deferred and amortized over the contract term. The related up-front costs to obtain the contract will also be capitalized and amortized over the contract term. As the amount of the up-front reimbursement is determined from the Company’s actual costs to fulfill the contract, this change did not impact the Company’s operating income (loss) as the amount of deferred revenue and the amount of capitalized costs will be recognized over the same period. This change also resulted in a deferred revenue liability and a capitalized contract cost on the balance sheet of the same amount.
61
Prior to the Company’s adoption of Topic 606, the Company segregated its revenue into two categories: “Passenger revenue” and “Ground handling and other revenue.” “Passenger revenue” included revenue from fixed-fee contracts, prorate flying agreements and airport customer service agreements for flights operated by the Company. “Ground handling and other revenue” included revenue from airport customer service agreements for flights operated by third parties and other revenue. Under the disaggregated revenue disclosure considerations in Topic 606, the Company segregated its revenue into the following categories: “Flying agreements revenue” and “Airport customer service and other revenues.” “Flying agreements revenue” includes revenue from fixed-fee contracts, prorate flying agreements and other revenue (primarily lease revenue for the use of the aircraft). “Airport customer service and other revenues” includes revenue from airport customer services agreements. This change reclassifies amounts previously reported as “Passenger revenue” and “Ground handling and other revenue”. Additionally, in connection with the Company’s adoption of Topic 606, the Company renamed the operating expense “Ground handling services” to “Airport-related expenses.” Certain airport-related expenses, such as landing fees and airport facility rents, were previously reported as “Other operating expenses” and have been reclassified as “Airport-related expenses.”
In 2016, the FASB issued Accounting Standards Update 2016‑15, “Statement of Cash Flows (Topic 230): Classification of Certain Cash Receipts and Cash Payments” and Accounting Standard Update 2016‑18, “Statement of Cash Flows (Topic 230): Restricted Cash” related to the classification of certain cash receipts and cash payments and the presentation of restricted cash within an entity’s statement of cash flows, respectively. These standards are effective for interim and annual reporting periods beginning after December 15, 2017. The Company adopted this standard in the first quarter of 2018 and modified the presentation to include changes in restricted cash in the Company’s Consolidated Statement of Cash Flows, which had an immaterial impact.
Impact of Recently Adopted Standards
The Company recast certain prior period amounts to conform with the adoption of Topic 606, as shown in the tables below (in thousands):
|
|
|
|
|
|
|
|
|
|
|
| Year ended December 31, 2017 | |||||||
Income Statement: |
| Previously Reported |
| Adjustments |
| As Adjusted | |||
OPERATING REVENUES: |
|
|
|
|
|
|
|
|
|
Flying agreements (1) |
| $ | 3,126,708 |
| $ | (48,411) |
| $ | 3,078,297 |
Airport customer service and other (2) |
|
| 77,560 |
|
| (33,265) |
|
| 44,295 |
Total operating revenues |
| $ | 3,204,268 |
| $ | (81,676) |
| $ | 3,122,592 |
|
|
|
|
|
|
|
|
|
|
OPERATING EXPENSES: |
|
|
|
|
|
|
|
|
|
Salaries, wages and benefits |
| $ | 1,196,227 |
| $ | (4,160) |
| $ | 1,192,067 |
Aircraft fuel |
|
| 162,653 |
|
| (77,517) |
|
| 85,136 |
Airport-related expenses (3) |
|
| 69,848 |
|
| 48,526 |
|
| 118,374 |
Other operating expenses |
|
| 299,303 |
|
| (48,525) |
|
| 250,778 |
Total operating expenses |
|
| 2,816,069 |
|
| (81,676) |
|
| 2,734,393 |
|
|
|
|
|
|
|
|
|
|
OPERATING INCOME |
| $ | 388,199 |
| $ | — |
| $ | 388,199 |
1. | In previously reported periods, this line item was presented as passenger revenue. |
2. | In previously reported periods, this line item was presented as ground handling and other. |
3. | In previously reported periods, this line item was presented as ground handling services. |
62
|
|
|
|
|
|
|
|
|
| |||||||
|
|
|
|
|
|
|
|
|
| |||||||
|
| Year ended December 31, 2016 | ||||||||||||||
Income Statement: |
| Previously Reported |
| Adjustments |
| As Adjusted | ||||||||||
OPERATING REVENUES: |
|
|
|
|
|
|
|
|
| |||||||
Flying agreements (1) |
| $ | 3,051,414 |
| $ | (40,676) |
| $ | 3,010,738 | |||||||
Airport customer service and other (2) |
|
| 69,792 |
|
| (16,828) |
|
| 52,964 | |||||||
Total operating revenues |
| $ | 3,121,206 |
| $ | (57,504) |
| $ | 3,063,702 | |||||||
|
|
|
|
|
|
|
|
|
| |||||||
OPERATING EXPENSES: |
|
|
|
|
|
|
|
|
| |||||||
Salaries, wages and benefits |
| $ | 1,211,380 |
| $ | (5,921) |
| $ | 1,205,459 | |||||||
Aircraft fuel |
|
| 122,284 |
|
| (51,583) |
|
| 70,701 | |||||||
Airport-related expenses (3) |
|
| 72,659 |
|
| 49,482 |
|
| 122,141 | |||||||
Other operating expenses |
|
| 305,041 |
|
| (49,482) |
|
| 255,559 | |||||||
Total operating expenses |
|
| 3,293,890 |
|
| (57,504) |
|
| 3,236,386 | |||||||
|
|
|
|
|
|
|
|
|
| |||||||
OPERATING INCOME |
| $ | (172,684) |
| $ | — |
| $ | (172,684) |
1. | In previously reported periods, this line item was presented as passenger revenue. |
2. | In previously reported periods, this line item was presented as ground handling and other. |
3. | In previously reported periods, this line item was presented as ground handling services. |
|
|
|
|
|
|
|
|
|
|
Balance Sheet: |
| Previously Reported December 31, 2017 |
| Adjustments |
| Current Presentation December 31, 2017 | |||
ASSETS: |
|
|
|
|
|
|
| ||
Other long-term assets |
| $ | 49,220 |
| $ | 16,121 |
| $ | 65,341 |
|
|
|
|
|
|
|
| ||
LIABILITIES: |
|
|
|
|
|
|
| ||
Other long-term liabilities |
| $ | 42,541 |
| $ | 16,121 |
| $ | 58,662 |
The $16.1 million adjustment to other long-term assets and other long-term liabilities reflects the amount of capitalized up-front contract costs and the amount of deferred revenue for up-front reimbursements as of December 31, 2017. The $16.1 million capitalized contract costs and deferred revenue is expected to be amortized over the applicable remaining contract term. For the year ended December 31, 2014.2018 and 2017, the Company recognized $2.0 million and $1.5 million, respectively, of revenue and operating expense associated with the amortization of the up-front contract reimbursements.
As of December 31, 2018, the Company had $64.2 million in accounts receivable of which $52.7 million related to flying agreements. As of December 31, 2017, the Company had $42.7 million in accounts receivable of which $33.9 million related to flying agreements.
(2) Segment Reporting
Generally accepted accounting principles require disclosures related to components of a company for which separate financial information is available to, and regularly evaluated by, the Company’s chief operating decision maker when deciding how to allocate resources and in assessing performance.
The Company’s three operatingreporting segments consistconsisted of the operations of SkyWest Airlines, ExpressJet and SkyWest Leasing activities. Corporate overhead expenseexpenses incurred by the Company iswere allocated to the operating expenses of SkyWest Airlines and ExpressJet. The Company sold ExpressJet in January 2019. The Company concluded the sale of ExpressJet did not meet the significant shift criteria for a discontinued operation under Discontinued Operations, Accounting Standards Codification 205-20, primarily as the Company continued to provide regional airline service through SkyWest Airlines in similar geographic regions, without a removal of a major airline partner, and with similar sized regional aircraft, upon the sale of ExpressJet.
During the fourth quarter
63
The Company’s chief operating decision maker started to analyzeanalyzes the flight operationsprofitability of operating the E175 aircraft (including operating costs and associated revenue) separately from the profitability of the Company’s ownership, financing costs and associated revenue of the Company’s E175 aircraft separately from the acquisition, ownership(including depreciation expense, interest expense and financing costs and related revenue. Because of this change, the “SkyWest Leasing”associated revenue). The SkyWest Leasing segment includes revenue attributed to the Company’s E175 aircraft ownership cost earned under the applicable fixed-fee flying contracts and the depreciation and interest expense of the Company’s E175 aircraft. The “SkyWest Leasing”SkyWest Leasing segment’s total assets and capital expenditures include the acquired E175 aircraft. The “SkyWest Leasing”SkyWest Leasing segment additionally includes the activity of twofour CRJ200 aircraft leased to a third party.third-party.
As a result of the change in segmentation, prior periods have been recast to conform to the current presentation. The Company reclassified $15.0 million of operating revenue, $8.5 million of depreciation expense, $5.0 million of interest expense, $1.6 million of segment profit, $527.0 million of total assets and $535.5 million of capital expenditures (including non-cash) from the “SkyWest Airlines” segment to the “SkyWest Leasing” segment for the year ended December 31, 2014 to reflect the respective E175 activity in the “SkyWest Leasing” segment for 2014.
During the fourth quarter of 2015, the Company resolved a contract matter with one of its major partners that resulted in a $7.9 million reduction to revenue. This reduction is reflected in the SkyWest Leasing segment as this amount related to an aircraft financing matter for the year ended December 31, 2015.
The following represents the Company’s segment data for the years ended December 31, 2015, 20142018, 2017 and 20132016 (in thousands).
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Year Ended December 31, 2018 | ||||||||||
|
|
| SkyWest |
|
|
|
|
|
|
|
|
|
|
|
|
| Airlines |
|
| ExpressJet |
|
| SkyWest Leasing |
|
| Consolidated |
|
Operating revenues |
| $ | 2,346,251 |
| $ | 564,202 |
| $ | 311,226 |
| $ | 3,221,679 |
|
Operating expense |
|
| 2,022,560 |
|
| 577,608 |
|
| 147,231 |
|
| 2,747,399 |
|
Depreciation and amortization expense |
|
| 155,511 |
|
| 37,290 |
|
| 141,788 |
|
| 334,589 |
|
Interest expense |
|
| 17,021 |
|
| 2,340 |
|
| 101,048 |
|
| 120,409 |
|
Segment profit (loss) (1) |
|
| 306,670 |
|
| (15,746) |
|
| 62,947 |
|
| 353,871 |
|
Total assets |
|
| 2,531,707 |
|
| 279,303 |
|
| 3,502,202 |
|
| 6,313,212 |
|
Capital expenditures (including non-cash) |
|
| 149,731 |
|
| 10,137 |
|
| 996,408 |
|
| 1,156,276 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Year Ended December 31, 2015 |
|
| Year Ended December 31, 2017 |
| |||||||||||||||||||
|
|
| SkyWest |
|
|
|
|
|
|
|
|
|
|
|
| SkyWest |
|
|
|
|
|
|
|
|
|
|
|
|
| Airlines |
|
| ExpressJet |
|
| SkyWest Leasing |
|
| Consolidated |
|
|
| Airlines |
|
| ExpressJet |
|
| SkyWest Leasing |
|
| Consolidated |
|
Operating revenues |
| $ | 1,848,363 |
| $ | 1,169,923 |
| $ | 77,277 |
| $ | 3,095,563 |
|
| $ | 2,092,368 |
| $ | 790,282 |
| $ | 239,942 |
| $ | 3,122,592 |
|
Operating expense |
|
| 1,630,200 |
|
| 1,192,070 |
|
| 38,778 |
|
| 2,861,048 |
|
|
| 1,807,540 |
|
| 818,683 |
|
| 108,170 |
|
| 2,734,393 |
|
Depreciation and amortization expense |
|
| 141,189 |
|
| 86,382 |
|
| 36,936 |
|
| 264,507 |
|
|
| 134,563 |
|
| 51,982 |
|
| 106,223 |
|
| 292,768 |
|
Interest expense |
|
| 36,141 |
|
| 12,091 |
|
| 27,618 |
|
| 75,850 |
|
|
| 21,544 |
|
| 4,127 |
|
| 79,254 |
|
| 104,925 |
|
Segment profit (loss) (1) |
|
| 182,022 |
|
| (34,238) |
|
| 10,881 |
|
| 158,665 |
|
|
| 263,284 |
|
| (32,528) |
|
| 52,518 |
|
| 283,274 |
|
Identifiable intangible assets, other than goodwill |
|
| — |
|
| 10,499 |
|
| — |
|
| 10,499 |
|
|
| — |
|
| 4,896 |
|
| — |
|
| 4,896 |
|
Total assets |
|
| 2,319,295 |
|
| 1,332,995 |
|
| 1,150,596 |
|
| 4,802,886 |
|
|
| 2,245,051 |
|
| 599,122 |
|
| 2,630,227 |
|
| 5,474,400 |
|
Capital expenditures (including non-cash) |
|
| 30,897 |
|
| 24,679 |
|
| 659,513 |
|
| 715,089 |
|
|
| 124,955 |
|
| 14,278 |
|
| 550,165 |
|
| 689,398 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Year Ended December 31, 2016 |
| |||||||||
|
|
| SkyWest |
|
|
|
|
|
|
|
|
|
|
|
|
| Airlines |
|
| ExpressJet |
|
| SkyWest Leasing |
|
| Consolidated |
|
Operating revenues |
| $ | 1,878,725 |
| $ | 1,043,977 |
| $ | 141,000 |
| $ | 3,063,702 |
|
Operating expense |
|
| 1,829,520 |
|
| 1,338,718 |
|
| 68,148 |
|
| 3,236,386 |
|
Depreciation and amortization expense |
|
| 139,159 |
|
| 83,935 |
|
| 61,875 |
|
| 284,969 |
|
Special items |
|
| 184,295 |
|
| 281,354 |
|
| — |
|
| 465,649 |
|
Interest expense |
|
| 26,211 |
|
| 6,773 |
|
| 45,193 |
|
| 78,177 |
|
Segment profit (loss) (1) |
|
| 22,994 |
|
| (301,514) |
|
| 27,659 |
|
| (250,861) |
|
Identifiable intangible assets, other than goodwill |
|
| — |
|
| 8,249 |
|
| — |
|
| 8,249 |
|
Total assets |
|
| 2,250,276 |
|
| 582,890 |
|
| 2,174,800 |
|
| 5,007,966 |
|
Capital expenditures (including non-cash) |
|
| 57,761 |
|
| 15,396 |
|
| 1,085,844 |
|
| 1,159,001 |
|
71
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Year Ended December 31, 2014 |
| |||||||||
|
|
| SkyWest |
|
|
|
|
|
|
|
|
|
|
|
|
| Airlines |
|
| ExpressJet |
|
| SkyWest Leasing |
|
| Consolidated |
|
Operating revenues |
| $ | 1,873,675 |
| $ | 1,346,859 |
| $ | 16,913 |
| $ | 3,237,447 |
|
Operating expense |
|
| 1,758,145 |
|
| 1,446,050 |
|
| 8,404 |
|
| 3,212,599 |
|
Depreciation and amortization expense |
|
| 162,699 |
|
| 88,459 |
|
| 8,484 |
|
| 259,642 |
|
Interest expense |
|
| 39,452 |
|
| 18,754 |
|
| 7,789 |
|
| 65,995 |
|
Segment profit (loss) (1) |
|
| 76,078 |
|
| (117,945) |
|
| 720 |
|
| (41,147) |
|
Identifiable intangible assets, other than goodwill |
|
| — |
|
| 12,748 |
|
| — |
|
| 12,748 |
|
Total assets |
|
| 2,492,828 |
|
| 1,390,129 |
|
| 526,971 |
|
| 4,409,928 |
|
Capital expenditures (including non-cash) |
|
| 137,678 |
|
| 23,790 |
|
| 535,455 |
|
| 696,923 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Year Ended December 31, 2013 |
| |||||||||
|
|
| SkyWest |
|
|
|
|
|
|
|
|
|
|
|
|
| Airlines |
|
| ExpressJet |
|
| SkyWest Leasing |
|
| Consolidated |
|
Operating revenues |
| $ | 1,827,568 |
| $ | 1,466,341 |
| $ | 3,816 |
| $ | 3,297,725 |
|
Operating expense |
|
| 1,644,129 |
|
| 1,494,302 |
|
| 6,183 |
|
| 3,144,614 |
|
Depreciation and amortization expense |
|
| 155,667 |
|
| 89,338 |
|
| — |
|
| 245,005 |
|
Interest expense |
|
| 43,920 |
|
| 21,034 |
|
| 3,704 |
|
| 68,658 |
|
Segment profit (loss) (1) |
|
| 139,519 |
|
| (48,995) |
|
| (6,071) |
|
| 84,453 |
|
Identifiable intangible assets, other than goodwill |
|
| — |
|
| 14,998 |
|
| — |
|
| 14,998 |
|
Total assets |
|
| 2,532,431 |
|
| 1,700,788 |
|
| — |
|
| 4,233,219 |
|
Capital expenditures (including non-cash) |
|
| 103,387 |
|
| 38,657 |
|
| — |
|
| 142,044 |
|
(1) | Segment profit is operating income less interest expense |
7264
(3) Long‑term Debt
Long‑term debt consisted of the following as of December 31, 20152018 and 20142017 (in thousands):
|
|
|
|
|
|
|
|
|
| December 31, |
| December 31, |
| ||
|
| 2015 |
| 2014 |
| ||
Notes payable to banks, due in semi-annual installments, variable interest based on LIBOR, or with interest rates ranging from 1.29% to 2.22% through 2016 to 2020, secured by aircraft |
| $ | 108,348 |
| $ | 174,159 |
|
Notes payable to a financing company, due in semi-annual installments, variable interest based on LIBOR, or with interest rates ranging from 1.76% to 3.25% through 2017 to 2021, secured by aircraft |
|
| 217,341 |
|
| 350,177 |
|
Notes payable to banks, due in semi-annual installments plus interest at 6.06% to 6.51% through 2021, secured by aircraft |
|
| 108,069 |
|
| 129,201 |
|
Notes payable to a financing company, due in semi-annual installments plus interest at 5.78% to 6.23% through 2017, secured by aircraft |
|
| 17,208 |
|
| 25,090 |
|
Notes payable to banks, due in monthly installments plus interest of 2.68% to 6.86% through 2025, secured by aircraft |
|
| 479,170 |
|
| 572,446 |
|
Notes payable to banks, due in monthly installments, plus interest at 6.05% through 2020, secured by aircraft |
|
| 11,304 |
|
| 13,551 |
|
Notes payable to banks, due in monthly installments, plus interest at 3.10% through 2019, secured by aircraft |
|
| 4,615 |
|
| 5,909 |
|
Notes payable to banks, due in quarterly installments plus interest at 3.39% to 4.02% through 2027, secured by aircraft |
|
| 966,156 |
|
| 446,724 |
|
Notes payable to banks, due in monthly installments, plus interest based on LIBOR at 3.21% to 3.33% through 2017, secured by aircraft |
|
| 14,538 |
|
| 28,554 |
|
Notes payable to banks due in monthly installments, interest at 3.30% through 2019, secured by spare engines |
|
| 22,054 |
|
| — |
|
Long-term debt |
| $ | 1,948,803 |
| $ | 1,745,811 |
|
Less current maturities |
|
| (272,027) |
|
| (211,821) |
|
Long-term debt, net of current maturities |
| $ | 1,676,776 |
| $ | 1,533,990 |
|
|
|
|
|
|
|
|
|
|
| December 31, |
| December 31, |
| ||
|
| 2018 |
| 2017 |
| ||
Notes payable to banks, due in semi-annual installments, variable interest based on LIBOR, or with an interest rate of 4.00% through 2019, secured by aircraft |
| $ | 6,429 |
| $ | 34,905 |
|
Notes payable to a financing company, due in semi-annual installments, variable interest based on LIBOR, or with an interest rate of 3.25% through 2021, secured by aircraft |
|
| 36,324 |
|
| 97,612 |
|
Notes payable to banks, due in semi-annual installments plus interest at 6.10% to 6.51% through 2021, secured by aircraft |
|
| 41,592 |
|
| 63,090 |
|
Notes payable to banks, due in monthly installments plus interest of 2.68% to 6.86% through 2025, secured by aircraft |
|
| 371,300 |
|
| 372,157 |
|
Notes payable to banks, due in monthly installments, plus interest at 4.07% to 6.05% through 2029, secured by aircraft |
|
| 105,069 |
|
| 49,001 |
|
Notes payable to banks, due in quarterly installments, plus interest at 3.39% to 5.08% through 2030, secured by aircraft |
|
| 2,621,416 |
|
| 2,085,822 |
|
Notes payable to banks due in monthly installments, interest at 3.30% through 2019, secured by spare engines |
|
| 3,308 |
|
| 9,763 |
|
Long-term debt |
| $ | 3,185,438 |
| $ | 2,712,350 |
|
Current portion of long-term debt |
|
| (354,072) |
|
| (313,243) |
|
Less long-term portion of unamortized debt issue cost, net |
|
| (21,598) |
|
| (21,761) |
|
Long-term debt, net of current maturities and debt issue costs |
| $ | 2,809,768 |
| $ | 2,377,346 |
|
|
|
|
|
|
|
|
|
Current portion of long-term debt |
|
| 354,072 |
|
| 313,243 |
|
Less current portion of unamortized debt issue cost, net |
|
| (3,866) |
|
| (3,565) |
|
Current portion of long-term debt, net of debt issue costs |
| $ | 350,206 |
| $ | 309,678 |
|
During the year ended December 31, 2015,2018, the Company acquired 2539 new E175 aircraft. Approximately 85% of the aircraft purchase price was financed through the issuance of debt and 15% of the aircraft purchase price was paid with cash.
As of December 31, 2015,2018 and 2017, the Company had $1.9$3.2 billion and $2.7 billion, respectively, of long‑term debt obligations primarily related to the acquisition of CRJ200, CRJ700, CRJ900aircraft and E175 aircraft.certain spare engines. The average effective interest rate on the debt related to those long-term debt obligations was approximately 3.7% at December 31, 2015.2018 and 2017, was approximately 4.2% and 3.9%, respectively.
During the year ended December 31, 2015,2018, the Company used $110.8$43.5 million in cash to pay off $145.4extinguish $43.5 million in debt.debt early. The payment did not result in a pre-tax gain or loss in the consolidated statements of comprehensive income (loss). The Company did not extinguish any debt early during 2017. During the year ended December 31, 2016, the Company used $16.5 million in cash to extinguish $18.4 million in debt early. The payment resulted in a pre-tax gain of $33.7$1.3 million, net of the write off of deferred loan costs associated with the debt, reflected as other income in the consolidated statements of comprehensive income (loss),.
65
The aggregate amounts of principal maturities of long‑term debt as of December 31, 20152018 were as follows (in thousands):
|
|
|
|
|
2019 |
| $ | 354,072 |
|
2020 |
|
| 351,738 |
|
2021 |
|
| 347,835 |
|
2022 |
|
| 353,935 |
|
2023 |
|
| 359,677 |
|
Thereafter |
|
| 1,418,181 |
|
|
| $ | 3,185,438 |
|
73
|
|
|
|
|
2016 |
| $ | 272,027 |
|
2017 |
|
| 248,629 |
|
2018 |
|
| 230,681 |
|
2019 |
|
| 223,898 |
|
2020 |
|
| 183,620 |
|
Thereafter |
|
| 789,948 |
|
|
| $ | 1,948,803 |
|
As of December 31, 20152018 and 2014,2017, SkyWest Airlines had a $25$75 million line of credit. The line of credit includes minimum liquidity and profitability covenants and is secured by certain assets. As of December 31, 20152018 and 2014,2017, SkyWest Airlines had no amount outstanding under the facility. However, at December 31, 20152018 and 20142017 the Company had $6$9.7 million and $5$14.8 million, respectively, in letters of credit issued under the facility which reduced the amount available under the facility to $19$65.3 million and $20$60.2 million, respectively. The facility expires on April 19, 2016September 1, 2021 and has a variable interest rate of LiborLIBOR plus 3.0%.2.5% at December 31, 2018.
As of December 31, 20152018 and 2014,2017, the Company had $88.9$78.7 million and $79.9$87.4 million, respectively, in letters of credit and surety bonds outstanding with various banks and surety institutions.institutions in addition to the letters of credit outstanding under the line of credit.
(4) Income Taxes
The provision (benefit) for income taxes includes the following components (in thousands):
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Year ended December 31, |
|
| Year ended December 31, |
| ||||||||||||||
|
| 2015 |
| 2014 |
| 2013 |
|
| 2018 |
| 2017 |
| 2016 |
| ||||||
Current tax provision (benefit): |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Federal |
| $ | 3,801 |
| $ | (176) |
| $ | 1,767 |
|
| $ | (21,598) |
| $ | 5,853 |
| $ | (3,801) |
|
State |
|
| 1,035 |
|
| 838 |
|
| 343 |
|
|
| 1,465 |
|
| 180 |
|
| 111 |
|
Foreign |
|
| — |
|
| 2,081 |
|
| — |
|
|
| 1,575 |
|
| — |
|
| — |
|
|
|
| 4,836 |
|
| 2,743 |
|
| 2,110 |
|
|
| (18,558) |
|
| 6,033 |
|
| (3,690) |
|
Deferred tax provision (benefit): |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Federal |
|
| 66,430 |
|
| 4,697 |
|
| 34,728 |
|
|
| 92,250 |
|
| (166,890) |
|
| (77,430) |
|
State |
|
| 5,239 |
|
| 371 |
|
| 2,738 |
|
|
| 12,250 |
|
| 20,133 |
|
| (6,106) |
|
|
|
| 71,669 |
|
| 5,068 |
|
| 37,466 |
|
|
| 104,500 |
|
| (146,757) |
|
| (83,536) |
|
Provision for income taxes |
| $ | 76,505 |
| $ | 7,811 |
| $ | 39,576 |
| ||||||||||
Provision (benefit) for income taxes |
| $ | 85,942 |
| $ | (140,724) |
| $ | (87,226) |
|
The following is a reconciliation between the statutory federal income tax rate of 35% and the effective rate which is derived by dividing the provision for income taxes by income (loss) before for income taxes (in thousands):
|
|
|
|
|
|
|
|
|
|
|
|
| Year ended December 31, |
| |||||||
|
| 2015 |
| 2014 |
| 2013 |
| |||
Computed provision (benefit) for income taxes at the statutory rate |
| $ | 68,013 |
| $ | (5,720) |
| $ | 34,486 |
|
Increase (decrease) in income taxes resulting from: |
|
|
|
|
|
|
|
|
|
|
State income tax provision (benefit), net of federal income tax benefit |
|
| 5,416 |
|
| (107) |
|
| 2,867 |
|
Non-deductible expenses |
|
| 3,641 |
|
| 3,865 |
|
| 3,257 |
|
Valuation allowance changes affecting the provision for income taxes |
|
| (899) |
|
| 5,981 |
|
| 1,430 |
|
Foreign income taxes, net of federal & state benefit |
|
| — |
|
| 1,973 |
|
|
|
|
Other, net |
|
| 334 |
|
| 1,819 |
|
| (2,464) |
|
Provision for income taxes |
| $ | 76,505 |
| $ | 7,811 |
| $ | 39,576 |
|
7466
The following is a reconciliation between a federal income tax rate of 21% for 2018 and 35% for 2017 and 2016 of income (loss) before income taxes and the effective tax rate which is derived by dividing the provision (benefit) for income taxes by the income (loss) before the provision for income (loss) taxes (in thousands):
|
|
|
|
|
|
|
|
|
|
|
|
| Year ended December 31, |
| |||||||
|
| 2018 |
| 2017 |
| 2016 |
| |||
Computed provision (benefit) for income taxes at the statutory rate |
| $ | 76,926 |
| $ | 100,864 |
| $ | (87,084) |
|
Increase (decrease) in income taxes resulting from: |
|
|
|
|
|
|
|
|
|
|
State income tax provision (benefit), net of federal income tax benefit |
|
| 12,711 |
|
| 7,778 |
|
| (5,768) |
|
Non-deductible expenses |
|
| 1,956 |
|
| 3,230 |
|
| 3,552 |
|
Valuation allowance changes affecting the provision for income taxes |
|
| (1,187) |
|
| 505 |
|
| 751 |
|
Foreign income taxes, net of federal & state benefit |
|
| 1,192 |
|
| — |
|
| — |
|
Excess tax benefits from share-based compensation |
|
| (4,548) |
|
| (5,377) |
|
| — |
|
Revaluation of net deferred taxes for the Tax Act |
|
| — |
|
| (246,845) |
|
| — |
|
Other, net |
|
| (1,108) |
|
| (879) |
|
| 1,323 |
|
Provision (benefit) for income taxes |
| $ | 85,942 |
| $ | (140,724) |
| $ | (87,226) |
|
For the year ended December 31, 2015,2018, the Company released $1.2 million of valuation allowance against certain deferred tax assets primarily associated with ExpressJet state net operating losses and Company capital loss carry forwards. For the years ended December 31, 2017 and 2016, the Company recorded a $0.9$0.5 million and $0.8 million valuation allowance, respectively against certain deferred tax assets primarily associated with ExpressJet state net operating losses with a limited carry forward period. The release ofdecrease in the valuation allowance for 2018 was primarily based on changes in the Company's gain resulting from the early retirement of certain long term debtincome tax projections and capital gains generated which reduced the amount of deferred tax assets that were anticipated to expire before the deferred tax assets may be utilized.
For the year ended December 31, 2014, the Company recorded a $6.0 million valuation allowance against certain deferred tax assets primarily associated with ExpressJet state net operating losses with a limited carry forward period. The valuation allowance was based on the Company’s assessment of deferred tax assets that are anticipated to expire before the deferred tax assets may be utilized. The Company additionally recorded a $2.0 million foreign tax expense associated with Brazilian withholding tax on the sale of the Company's equity ownership in TRIP.
For the year ended December 31, 2013, the
The Company recorded a $1.4$4.5 million valuation allowance against certain deferredand $5.4 million benefit from share-based compensation in 2018 and 2017, respectively, relating to ASU 2016-09 which, beginning in 2017, requires excess tax assets primarily associated with ExpressJet state net operating losses with a limited carry forward period. The valuation allowance was based onbenefits and deficiencies to be recognized in the Company’s assessment at December 31, 2013 of deferredincome tax assets that were anticipated to expire beforeprovision during the deferred tax assets may be utilized.period stock options are exercised and when stock awards vest.
The significant components of the Company’s net deferred tax assets and liabilities as of December 31, 20152018 and 20142017 are as follows (in thousands):
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| As of December 31, |
|
| As of December 31, |
| ||||||||
|
| 2015 |
| 2014 |
|
| 2018 |
| 2017 |
| ||||
Deferred tax assets: |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Intangible Asset |
| $ | 30,369 |
| $ | 34,819 |
| |||||||
Accrued benefits |
|
| 47,514 |
|
| 43,853 |
|
| $ | 32,462 |
| $ | 31,651 |
|
Net operating loss carryforward |
|
| 82,211 |
|
| 152,361 |
|
|
| 344,375 |
|
| 122,648 |
|
AMT credit carryforward |
|
| 21,391 |
|
| 17,590 |
|
|
| 15,744 |
|
| 23,443 |
|
Deferred aircraft credits |
|
| 55,544 |
|
| 53,797 |
| |||||||
Aircraft credits |
|
| 35,924 |
|
| 53,870 |
| |||||||
Accrued reserves and other |
|
| 24,575 |
|
| 27,008 |
|
|
| 18,710 |
|
| 26,647 |
|
Total deferred tax assets |
|
| 261,604 |
|
| 329,428 |
|
|
| 447,215 |
|
| 258,259 |
|
Valuation allowance |
|
| (8,126) |
|
| (9,025) |
|
|
| (9,455) |
|
| (10,642) |
|
Deferred tax liabilities: |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Accelerated depreciation |
|
| (902,322) |
|
| (895,405) |
|
|
| (955,919) |
|
| (666,637) |
|
Total deferred tax liabilities |
|
| (902,322) |
|
| (895,405) |
|
|
| (955,919) |
|
| (666,637) |
|
Net deferred tax liability |
| $ | (648,844) |
| $ | (575,002) |
|
| $ | (518,159) |
| $ | (419,020) |
|
The Company’s deferred tax liabilities were primarily generated through accelerated depreciation, combined with shorter depreciable tax lives, allowed under the IRS tax code for purchased aircraft and support equipment compared to the Company’s US GAAP depreciation policy under GAAP for such assets using the straight-line method (see note 1 Nature of Operations and Summary of Significant Accounting Policies).
67
The Company's valuation allowance is related to certain deferred tax assets with a limited carry forward period. Theperiod where the Company does not anticipate utilizing these deferred tax assets prior to the lapse of the carry forward period. The Company's AMT credit carryforward includes credits from prior acquisitions.
At December 31, 20152018 and 2014,2017, the Company had federal net operating losses net of valuation allowance, of approximately $189.0$1,504.9 million and $379.3$491.4 million and state net operating losses of approximately $352.2$562.0 million and $452.2$302.5 million, respectively. The estimated effective tax rate applicable to the statefederal and federalstate net operating losses net of valuation allowances as ofat December 31, 20152018 was 35.0%21.0% and 2.6%3.36%, respectively. The Company anticipatesanticipated that the federal and state net operating losses will start to expire in 20262030 and 2017,2019, respectively. The Company has recorded a valuation allowance for state net operating losses the Company anticipates will expire before the benefit will be realized due to the limited carry forward periods. As of December 31, 20152018 and 2014,2017, the Company also had an alternative minimum tax credit of approximately $21.4$8.8 million and $17.6$23.4 million, respectively, which does not expire. Under the new Tax Cuts and Jobs Act of 2017 (“Tax Act”), the Company anticipates it will realize the alternative minimum tax credit either by offsetting regular tax due or as a refundable credit over the next three years.
75
TableUnder ASC Topic 740, the accounting guidance related to uncertainty in tax positions requires that the impact of Contentsa tax position be recognized in the financial statements if that position is more likely than not of being sustained on audit, based on the technical merits of the position. A reconciliation of the beginning and ending amount of unrecognized tax benefits for the year ended December 31, 2018 is as follows (in thousands):
Unrecognized tax benefits at the beginning of year | $ | 2,223 | ||
Gross increases - current year tax positions | 13,899 | |||
Gross increases - prior year tax positions | - | |||
Gross decreases - prior year tax positions | (1,569) | |||
Unrecognized tax benefits at end of year | $ | 14,553 | ||
Interest and penalties in year-end balance | - |
The Company has not accrued any interest or penalties related to uncertain tax positions as of December 31, 2018, as the Company's tax attributes would offset the estimated interest and penalties.
(5) Commitments and Contingencies
Lease Obligations
The Company leases 470260 aircraft, as well as airport facilities, office space, and various other property and equipment under non‑cancelable operating leases which are generally on a long‑term net rent basis where the Company pays taxes, maintenance, insurance and certain other operating expenses applicable to the leased property. The following table summarizes future minimum rental payments required under operating leases that have non‑cancelable lease terms as of December 31, 20152018 (in thousands):
|
|
|
|
|
Year ended December 31, |
|
|
|
|
2016 |
| $ | 269,520 |
|
2017 |
|
| 192,122 |
|
2018 |
|
| 154,077 |
|
2019 |
|
| 121,107 |
|
2020 |
|
| 133,659 |
|
Thereafter |
|
| 349,038 |
|
|
| $ | 1,219,523 |
|
|
|
|
|
|
2019 |
| $ | 87,256 |
|
2020 |
|
| 101,741 |
|
2021 |
|
| 90,787 |
|
2022 |
|
| 72,593 |
|
2023 |
|
| 65,749 |
|
Thereafter |
|
| 59,820 |
|
|
| $ | 477,946 |
|
The majority of the Company’s leased aircraft are owned and leased through trusts whose sole purpose is to purchase, finance and lease these aircraft to the Company; therefore, they meet the criteriaCompany (“Leveraged Lease Agreements”). The Company is not a
68
beneficiary of such trusts in whichand the Company does not participate,have an ownership interest in such trusts. The Company’s leveraged leases do not require the Company is not considered at risk for lossesto guarantee a portion of the residual values of the leased assets held by the trust and is not considered the primary beneficiary. As a result, based on the current rules, the Company is not required to consolidate any of these trusts or any other entities in applying the accounting guidance. The Company’s management believes that the Company’s maximum exposure under these leases is the remaining lease payments.
The Company’s leveraged lease agreements typically obligatedo not contain a fixed purchase option or have any other terms that represent variable interests in such trusts. As a result, the Company to indemnify the equity/owner participant against liabilities that may arise due to changes in benefits from tax ownership of the respective leased aircraft. The termshas not consolidated any of these contracts range up to 11 years. The Company did not accrue any liability relating to the indemnification to the equity/owner participant because of management’s assessment that the probability of this occurring is remote.
During the year ended December 31, 2015, the Company built a maintenance facility in Boise, Idaho and entered into a sale lease-back agreement with the city of Boise. The sales price of the facility was $18.5 million and the operating lease expires in 2040. The future lease obligations for the Boise maintenance facility are included in the above future minimum rental payments schedule.trusts.
Total rental expense for non-cancelable aircraft operating leases was approximately $273.7$154.9 million, $305.3$215.8 million and $325.4$262.6 million for the years ended December 31, 2015, 20142018, 2017 and 2013,2016, respectively. The minimum rental expense for airport station rents was approximately $35.1$19.6 million, $29.0$30.3 million and $35.1$31.4 million for the years ended December 31, 2015, 20142018, 2017 and 2013,2016, respectively.
Self‑insurance
The Company self‑insures a portion of its potential losses from claims related to workers’ compensation, environmental issues, property damage, medical insurance for employees and general liability. Losses are accrued based on an estimate of the ultimate aggregate liability for claims incurred, using standard industry practices and the Company’s actual experience. Actual results could differ from these estimates.
76
Legal Matters
The Company is subject to certain legal actions which it considers routine to its business activities. As of December 31, 2015,2018, management believed, after consultation with legal counsel, that the ultimate outcome of such legal matters was not likely to have a material adverse effect on the Company’s financial position, liquidity or results of operations.
Concentration Risk and Significant Customers
The Company requires no collateral from its major airline partners or customers, but monitors the financial condition of its major airline partners. Under the majority of the Company’s code-share agreements, the Company receives weekly payments from its major code sharecode-share partners that approximatesapproximate a significant percentage of the compensation earned for such period. Additionally, the Company provides certain customer service functions at multiple airports for various airlines and the Company maintains an allowance for doubtful accounts receivable based upon expected collectability of all accounts receivable. The Company’s allowance for doubtful accounts totaled $187,300$158,000 and $326,600$157,000 as of December 31, 20152018 and 2014,2017, respectively. For the years ended December 31, 2015, 20142018, 2017 and 2013,2016, the Company’s contractual relationships with Delta and United combined accounted for approximately 86.9%81.4%, 88.7%82.9% and 91.6%88.7%, respectively of the Company’s total revenues.
Employees Under Collective Bargaining Agreements
As of December 31, 2015,2018, the Company had approximately 18,30015,900 full‑time equivalent employees. Approximately 38.0%As of theseDecember 31, 2018, ExpressJet had 2,932 full-time equivalent employees wereof which approximately 2,320 employees where represented by unions, including the following employee groups. Notwithstanding the completion of the ExpressJet Combination, ExpressJet’s employee groups continue to bea union. Although no SkyWest Airlines employees are represented by those unions who provided representation prior to the ExpressJet Combination.
Accordingly, the following table refers to ExpressJet’sa union, certain SkyWest Airline employees are covered under a stable and binding collective bargaining agreement that is administered by employee groups based upon their union affiliations prior to the ExpressJet Combination.
| |||||||
| |||||||
|
| ||||||
|
|
|
| ||||
|
|
| |||||
|
|
| |||||
|
|
| |||||
|
|
| |||||
|
|
| |||||
|
|
| |||||
|
|
| |||||
|
|
| |||||
|
|
| |||||
|
|
|
77
In February 2016, the Atlantic Southeast Pilots and the ExpressJet Delaware Pilots ratified a two-year contract extension to their respective labor agreements.representatives.
(6) Fair Value Measurements
The Company holds certain assets that are required to be measured at fair value in accordance with United States GAAP. The Company determined fair value of these assets based on the following three levels of inputs:
|
Level 1—Quoted prices in active markets for identical assets or liabilities. |
69
Level 2—Observable inputs other than Level 1 prices such as quoted prices for similar assets or liabilities; quoted prices in markets that are not active; or other inputs that are observable or can be corroborated by observable market data for substantially the full term of the assets or liabilities. Some of the Company’s marketable securities primarily utilize broker quotes in a non‑active market for valuation of these securities. |
Level 3—Unobservable inputs that are supported by little or no market activity and that are significant to the fair value of the assets or liabilities, therefore requiring an entity to develop its own assumptions. |
As of December 31, 2015,2018, the Company held certain assets that are required to be measured at fair value on a recurring basis. Assets measured at fair value on a recurring basis are summarized below (in thousands):
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Fair Value Measurements as of December 31, 2015 |
| ||||||||||
|
| Total |
| Level 1 |
| Level 2 |
| Level 3 |
| ||||
Marketable Securities |
|
|
|
|
|
|
|
|
|
|
|
|
|
Bonds |
| $ | 286,637 |
| $ | — |
| $ | 286,637 |
| $ | — |
|
Commercial paper |
|
| 31 |
|
| — |
|
| 31 |
|
| — |
|
Asset backed securities |
| $ | 286,668 |
| $ | — |
| $ | 286,668 |
| $ | — |
|
Cash, Cash Equivalents and Restricted Cash |
|
| 211,251 |
|
| 211,251 |
|
| — |
|
| — |
|
Other Assets(a) |
|
| 2,321 | (a) |
| — |
|
| — |
|
| 2,321 |
|
Total Assets Measured at Fair Value |
| $ | 500,240 |
| $ | 211,251 |
| $ | 286,668 |
| $ | 2,321 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| |||
|
| Fair Value Measurements as of December 31, 2014 |
|
| Fair Value Measurements as of December 31, 2018 |
| ||||||||||||||||||||
|
| Total |
| Level 1 |
| Level 2 |
| Level 3 |
|
| Total |
| Level 1 |
| Level 2 |
| Level 3 |
| ||||||||
Marketable Securities |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| |||
Bonds |
| $ | 410,163 |
| $ | — |
| $ | 410,163 |
| $ | — |
| |||||||||||||
Bonds and bond funds |
| $ | 229,783 |
| $ | — |
| $ | 229,783 |
| $ | — |
| |||||||||||||
Commercial paper |
|
| 5,110 |
|
| — |
|
| 5,110 |
|
| — |
|
|
| 131,162 |
|
| — |
|
| 131,162 |
|
| — |
|
Asset backed securities |
|
| 415,273 |
|
| — |
|
| 415,273 |
|
| — |
| |||||||||||||
|
| $ | 360,945 |
| $ | — |
| $ | 360,945 |
| $ | — |
| |||||||||||||
Cash, Cash Equivalents and Restricted Cash |
|
| 143,857 |
|
| 143,857 |
|
| — |
|
| — |
|
|
| 328,384 |
|
| 328,384 |
|
| — |
|
| — |
|
Other Assets(a) |
|
| 2,309 |
|
| — |
|
| — |
|
| 2,309 |
| |||||||||||||
Total Assets Measured at Fair Value |
| $ | 561,439 |
| $ | 143,857 |
| $ | 415,273 |
| $ | 2,309 |
|
| $ | 689,329 |
| $ | 328,384 |
| $ | 360,945 |
| $ | — |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Fair Value Measurements as of December 31, 2017 |
| ||||||||||
|
| Total |
| Level 1 |
| Level 2 |
| Level 3 |
| ||||
Marketable Securities |
|
|
|
|
|
|
|
|
|
|
|
|
|
Bonds and bond funds |
| $ | 344,251 |
| $ | — |
| $ | 344,251 |
| $ | — |
|
Commercial paper |
|
| 159,252 |
|
| — |
|
| 159,252 |
|
| — |
|
|
| $ | 503,503 |
| $ | — |
| $ | 503,503 |
| $ | — |
|
Cash, Cash Equivalents and Restricted Cash |
|
| 181,792 |
|
| 181,792 |
|
| — |
|
| — |
|
Total Assets Measured at Fair Value |
| $ | 685,295 |
| $ | 181,792 |
| $ | 503,503 |
| $ | — |
|
|
|
Based on market conditions, the Company uses a discounted cash flow valuation methodology for auction rate securities. Accordingly, for purposes of the foregoing consolidated financial statements, these securities were categorized as Level 3 securities. The Company’s “Marketable Securities” classified as Level 2 primarily utilize broker quotes in a non‑active market for valuation of these securities.
No significant transfers between Level 1, Level 2 and Level 3 occurred during the year ended December 31, 2015.2018. The Company’s policy regarding the recording of transfers between levels is to record any such transfers at the end of the reporting period.
78
The following table presents the Company’s assets measured at fair value on a recurring basis using significant unobservable inputs (Level 3) at December 31, 2015 (in thousands):
Fair Value Measurements Using Significant Unobservable Inputs
(Level 3)
| ||||
| ||||
|
| |||
| ||||
|
| |||
| ||||
|
| |||
|
| |||
|
|
(7) Investment in Other Companies
In 2014, the Company completed the sale of its 20% interest in TRIP to Trip investments Ltda (“Trip Investimentos”) for $42 million. The Company recorded a gain from the sale of its TRIP shares of $24.9 million during the year ended December 31, 2014, which is reflected in Other Income in the Consolidated Statements of Comprehensive Income (Loss).
In 2013, the Company sold its 30% ownership interest in Mekong Aviation Joint Stock Company, an airline operating in Vietnam (“Air Mekong”). The Company recognized a gain from the sale of its Air Mekong shares of $5 million during the year ended December 31, 2013, which is reflected in other income in the Consolidated Statements of Comprehensive Income (Loss). Additionally, in 2013, the Company terminated its sub‑lease of certain aircraft to Air Mekong and recognized $5.1 million of other income during the year ended December 31, 2013 primarily due to the recognition of collected and realized contingent rent payments, net of the write‑off of certain maintenance deposits.
(8) Special Items
The following table summarizes the components of the Company's special items, for the year ended December 31, 2015, 20142018, 2017 and 20132016 (in thousands):
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Year ended December 31, |
|
| Year ended December 31, | ||||||||||||||
|
| 2015 |
| 2014 |
| 2013 |
|
| 2018 |
| 2017 |
| 2016 | ||||||
Special items: |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
EMB120 aircraft related items 1 |
| $ | — |
| $ | 57,046 |
| $ | — |
| |||||||||
CRJ200 aircraft related items 1 |
| $ | — |
| $ | — |
| $ | 424,466 | ||||||||||
ERJ145 aircraft related items 2 |
|
| — |
|
| 12,931 |
|
| — |
|
|
| — |
|
| — |
|
| 41,183 |
Paint facility and related items 3 |
|
| — |
|
| 4,800 |
|
| — |
| |||||||||
Total special items |
| $ | — |
| $ | 74,777 |
| $ | — |
|
| $ | — |
| $ | — |
| $ | 465,649 |
(1) | Consists primarily of inventory valuation charges and impairment charges to write-down |
7970
|
(2) |
|
|
|
(9)(8) Capital Transactions
Preferred Stock
The Company is authorized to issue 5,000,000 shares of preferred stock in one or more series without shareholder approval. No shares of preferred stock are presently outstanding. The Company’s Board of Directors is authorized, without any further action by the shareholders of the Company, to (i) divide the preferred stock into series; (ii) designate each such series; (iii) fix and determine dividend rights; (iv) determine the price, terms and conditions on which shares of preferred stock may be redeemed; (v) determine the amount payable to holders of preferred stock in the event of voluntary or involuntary liquidation; (vi) determine any sinking fund provisions; and (vii) establish any conversion privileges.
Stock Compensation
On May 4, 2010, the Company’s shareholders approved the adoption of the SkyWest, Inc. 2010 Long‑Term Incentive Plan, which provides for the issuance of up to 5,150,000 shares of common stock to the Company’s directors, employees, consultants and advisors (the “2010 Incentive Plan”). The 2010 Incentive Plan provides for awards in the form of options to acquire shares of common stock, stock appreciation rights, restricted stock grants, restricted stock units and performance awards. The 2010 Incentive Plan is administered by the Compensation Committee of the Company’s Board of Directors (the “Compensation Committee”), which is authorized to designate option grants as either incentive stock options for income tax purposes (“ISO”) or non-statutory stock options ISOs are granted at not less than 100% of the market value of the underlying common stock on the date of grant. Non‑statutory stock options are granted at a price as determined by the Compensation Committee.
In prior years, the Company adopted three stock option plans: the Executive Stock Incentive Plan (the “Executive Plan”), the 2001 Allshare Stock Option Plan (the “Allshare Plan”) and SkyWest Inc. Long‑Term Incentive Plan (the “2006 Incentive Plan”). As of December 31, 2015, options to purchase an aggregate 76,9232018 the 2010 Incentive Plan had 2.0 million shares of the Company’s common stock remained outstanding under the Executive Plan, the Allshare Plan and the 2006 Incentive Plan. There are no additional shares of common stockremaining available for issuance under these plans.future issuance.
Stock Options
The fair value of stock options awarded under the Company’s stock option plans has been estimated as of the grant date using the Black‑Scholes option pricing model. The Company uses historical data to estimate option exercises and employee termination in the option pricing model. The expected term of options granted is derived from the output of the option pricing model and represents the period of time that options granted are expected to be outstanding. The expected volatilities are based on the historical volatility of the Company’s traded stock and other factors. During the years ended December 31, 2018 and 2017, the Company did not grant any options to purchase shares of common stock. The Company granted 267,433, 255,503 and 173,560206,021 stock options to employees under the 2010 Incentive Plan during the years ended December 31, 2016. Stock options granted in 2016 vest in three equal installments over a three-year period. The
8071
December 31, 2015, 2014 and 2013, respectively. Stock options granted in 2015 vest in three equal installments over a three-year period. Stock options granted in 2014 and 2013 have three-year vesting periods. The following table shows the assumptions used and weighted average fair value for grants in the years ended December 31, 2015, 2014 and 2013.
2016.
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| 2015 |
| 2014 |
| 2013 |
|
| 2016 |
| ||||
Expected annual dividend rate |
| 1.18 | % |
| 1.32 | % |
| 1.21 | % |
|
| 1.08 | % |
Risk-free interest rate |
| 1.62 | % |
| 1.50 | % |
| 0.92 | % |
|
| 1.15 | % |
Average expected life (years) |
| 5.7 |
|
| 5.8 |
|
| 6.0 |
|
|
| 5.7 |
|
Expected volatility of common stock |
| 0.401 |
|
| 0.431 |
|
| 0.446 |
|
|
| 0.412 |
|
Forfeiture rate |
| 0.0 | % |
| 0.0 | % |
| 0.0 | % |
|
| 0.0 | % |
Weighted average fair value of option grants | $ | 4.75 |
| $ | 4.47 |
| $ | 5.04 |
|
| $ | 5.27 |
|
The Company recorded share‑based compensation expense only for those options that are expected to vest. The estimated fair value of the stock options is amortized over the vesting period of the respective stock option grants.
Options are exercisable for a period as defined by the Compensation Committee on the date granted; however, no stock option will be exercisable before six months have elapsed from the date of grant and no stock option shall be exercisable after seven years from the date of grant. The following table summarizes the stock option activity for all of the Company’s plans for the years ended December 31, 2018, 2017 and 2016.
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| |||||||||||||||
|
| 2018 |
| 2017 |
| 2016 |
| |||||||||||||||||||||||||||||
|
|
|
|
|
|
| Weighted |
|
|
|
|
|
|
|
|
|
|
|
|
| ||||||||||||||||
|
|
|
| Weighted |
| Average |
| Aggregate |
|
|
| Weighted |
|
|
| Weighted |
| |||||||||||||||||||
|
|
|
| Average |
| Remaining |
| Intrinsic |
|
|
| Average |
|
|
| Average |
| |||||||||||||||||||
|
| Number of |
| Exercise |
| Contractual |
| Value |
| Number of |
| Exercise |
| Number of |
| Exercise |
| |||||||||||||||||||
|
| Options |
| Price |
| Term |
| ($000) |
| Options |
| Price |
| Options |
| Price |
| |||||||||||||||||||
Outstanding at beginning of year |
| 458,103 |
| $ | 13.73 |
| 4.0 | years | $ | 18,034.1 |
| 819,981 |
| $ | 13.58 |
| 1,064,429 |
| $ | 13.64 |
| |||||||||||||||
Granted |
| — |
|
| — |
|
|
|
|
|
| — |
|
| — |
| 206,021 |
|
| 14.90 |
| |||||||||||||||
Exercised |
| (157,523) |
|
| 13.80 |
|
|
|
|
|
| (356,209) |
|
| 13.36 |
| (351,296) |
|
| 14.17 |
| |||||||||||||||
Cancelled |
| — |
|
| — |
|
|
|
|
|
| (5,669) |
|
| 14.33 |
| (99,173) |
|
| 14.90 |
| |||||||||||||||
Outstanding at end of year |
| 300,580 |
|
| 13.70 |
| 3.0 | years | $ | 9,249.4 |
| 458,103 |
|
| 13.73 |
| 819,981 |
|
| 13.58 |
| |||||||||||||||
Exercisable at December 31, 2018 |
| 235,672 |
|
| 13.36 |
| 2.7 | years | $ | 7,330.7 |
|
|
|
|
|
|
|
|
|
|
| |||||||||||||||
Exercisable at December 31, 2017 |
| 254,192 |
|
| 13.17 |
| 3.4 | years | $ | 10,150.8 |
|
|
|
|
|
|
|
|
|
|
|
The total intrinsic value of options to acquire shares of the Company’s common stock that were exercised during the years ended December 31, 2018, 2017 and 2016 was $7,100,000, $9,940,000 and $4,250,000, respectively.
The following table summarizes the status of the Company’s non‑vested stock options as of December 31, 2018:
|
|
|
|
|
|
|
|
|
|
| Weighted-Average |
| |
|
| Number of |
| Grant-Date |
| |
|
| Shares |
| Fair Value |
| |
Non-vested shares at beginning of year |
| 203,911 |
| $ | 5.17 |
|
Granted |
| — |
|
| — |
|
Vested |
| (139,003) |
|
| 5.10 |
|
Cancelled |
| — |
|
| — |
|
Non-vested shares at end of year |
| 64,908 |
| $ | 5.32 |
|
72
The following table summarizes information about the Company’s stock options outstanding at December 31, 2018:
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Options Outstanding |
| Options Exercisable |
| |||||||||
|
|
|
|
|
| Weighted Average |
|
|
|
|
|
|
|
|
| |
|
|
|
| Number |
| Remaining |
| Weighted Average |
| Number |
| Weighted Average |
| |||
Range of Exercise Prices |
| Outstanding |
| Contractual Life |
| Exercise Price |
| Exercisable |
| Exercise Price |
| |||||
$12.00 | to | $13.99 |
| 193,231 |
| 2.4 | years |
| $ | 13.04 |
| 193,231 |
| $ | 13.04 |
|
$14.00 | to | $15.99 |
| 104,159 |
| 4.1 | years |
|
| 14.78 |
| 41,292 |
|
| 14.78 |
|
$16.00 | to | $19.00 |
| 3,190 |
| 3.8 | years |
|
| 18.31 |
| 1,149 |
|
| 17.25 |
|
$12.00 | to | $19.00 |
| 300,580 |
| 3.0 | years |
| $ | 13.70 |
| 235,672 |
| $ | 13.36 |
|
Restricted Stock Units (“RSUs”)
During the year ended December 31, 2015,2018, the Company granted 408,163115,044 shares of restricted stock units to certain of the Company’s employees under the 2010 Incentive Plan. The restricted stock units granted during the year ended December 31, 20152018 have a three‑year vestingcliff-vesting period, during which the recipient must remain employed with the Company or its subsidiaries. The weighted average fair value of the restricted stock units at the date of grants made during the year ended December 31, 20152018 was $13.57$53.40 per share.
The following table summarizes the activity of restricted stock units granted to certain Company employees as offor the years ended December 31, 2015, 20142018, 2017 and 2013:2016:
: |
|
|
|
|
|
| ||||||
|
|
|
|
|
|
|
|
|
|
| Weighted-Average |
|
|
|
|
|
| Weighted-Average |
|
|
|
|
| Grant-Date Fair |
|
|
|
|
|
| Grant-Date Fair |
|
| Number of RSUs |
|
| Value |
|
|
| Number of Shares |
|
| Value |
| ||||||
Non-vested shares outstanding at December 31, 2012 |
| 698,885 |
| $ | 14.21 |
| ||||||
Non-vested RSUs outstanding at December 31, 2015 |
| 809,299 |
| $ | 13.13 |
| ||||||
Granted |
| 282,651 |
|
| 13.43 |
|
| 384,148 |
|
| 14.81 |
|
Vested |
| (202,012) |
|
| 14.51 |
|
| (215,146) |
|
| 13.29 |
|
Cancelled |
| (45,933) |
|
| 13.69 |
|
| (51,370) |
|
| 13.72 |
|
Non-vested shares outstanding at December 31, 2013 |
| 733,591 |
|
| 13.79 |
| ||||||
Non-vested RSUs outstanding at December 31, 2016 |
| 926,931 |
| $ | 13.65 |
| ||||||
Granted |
| 312,749 |
|
| 12.00 |
|
| 160,137 |
|
| 35.81 |
|
Vested |
| (284,891) |
|
| 14.74 |
|
| (230,903) |
|
| 12.01 |
|
Cancelled |
| (38,273) |
|
| 12.83 |
|
| (40,575) |
|
| 15.78 |
|
Non-vested shares outstanding at December 31, 2014 |
| 723,176 |
|
| 12.70 |
| ||||||
Non-vested RSUs outstanding at December 31, 2017 |
| 815,590 |
| $ | 18.35 |
| ||||||
Granted |
| 408,163 |
|
| 13.57 |
|
| 115,044 |
|
| 53.40 |
|
Vested |
| (215,856) |
|
| 13.06 |
|
| (330,580) |
|
| 13.57 |
|
Cancelled |
| (106,184) |
|
| 13.52 |
|
| (24,273) |
|
| 27.77 |
|
Non-vested shares outstanding at December 31, 2015 |
| 809,299 |
|
| 13.13 |
| ||||||
Non-vested RSUs outstanding at December 31, 2018 |
| 575,781 |
| $ | 27.71 |
|
Performance Stock Units (“PSUs”)
During the year ended December 31, 2015,2018, the Compensation Committee granted performance share units, which are performance based restricted stock units, to certain Company employees with three-year performance basedperformance-based financial metrics that the Company must meet before those awards may be earned and the performance period is measured for those grants endsthe three years ending December 31, 2017.2020. The Company’s compensation expense for performance share units is based upon the projected number of performance share units estimated to be awarded at the conclusion of the performance period. During 2018, the Compensation Committee awarded 92,335 additional shares of stock related to the performance share grant in 2015 based on the Company’s performance for the three years ended December 31, 2017 measured against the pre-established targets for the same period. The Compensation Committee will determine the achievement of performance results and corresponding vesting of performance shares for each performance period.year’s grant in 2016, 2017 and 2018. At the end of each performance period, the number of shares awarded can range from 0% to 200% of the original granted amount for performance share units granted in 2018 and 2017. Performance shares granted in 2016 can
8173
the number of shares awarded can range from 0% to 150% of the original granted amount, depending on the performance against the pre-established targets.
The following table summarizes the activity of performance share units granted at target as of December 31, 2015.2018.
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Weighted-Average |
|
|
|
| Weighted-Average |
|
|
|
|
| Grant-Date Fair |
|
|
|
| Grant-Date |
|
| Number of Shares |
|
| Value |
| Number of PSUs |
|
| Fair Value |
Non-vested shares outstanding at December 31, 2014 |
| — |
| $ | — | |||||
Non-vested PSUs outstanding at December 31, 2015 |
| 202,829 |
| $ | 13.62 | |||||
Granted |
| 222,583 |
|
| 13.61 |
| 183,577 |
|
| 14.89 |
Vested |
| — |
|
| — |
| — |
|
| — |
Cancelled |
| (19,754) |
|
| 13.51 |
| (22,413) |
|
| 14.16 |
Non-vested shares outstanding at December 31, 2015 |
| 202,829 |
| $ | 13.62 | |||||
Non-vested PSUs outstanding at December 31, 2016 |
| 363,993 |
| $ | 14.23 | |||||
Granted |
| 119,315 |
|
| 35.81 | |||||
Vested |
| — |
|
| — | |||||
Cancelled |
| (14,732) |
|
| 15.00 | |||||
Non-vested PSUs outstanding at December 31, 2017 |
| 468,576 |
| $ | 19.70 | |||||
Granted |
| 90,264 |
|
| 53.41 | |||||
Additional PSUs awarded from the 2015 grant |
| 92,335 |
|
| 13.62 | |||||
Vested |
| (277,029) |
|
| 13.62 | |||||
Cancelled |
| (3,229) |
|
| 30.09 | |||||
Non-vested PSUs outstanding at December 31, 2018 |
| 370,917 |
| $ | 30.84 |
During the years ended December 31, 2015, 20142018, 2017 and 20132016 the Company granted fully‑vested shares of common stock to the Company’s directors in the amounts of 36,950, 44,63115,165, 22,617 and 29,45342,624 shares, respectively, with a weighted average grant‑date fair value of $14.05, $12.10,$53.40, $35.81, and $13.24,$14.78 respectively.
During the year ended December 31, 2015, 20142018, 2017 and 2013,2016, the Company recorded equity‑based compensation expense of $5.4$13.1 million, $5.3$10.6 million and $4.4$7.6 million, respectively.
As of December 31, 2015,2018, the Company had $8.7$12.7 million of total unrecognized compensation cost related to non‑vested stock options, and non‑vested restricted stock grants.grants and non-vested performance stock units. Total unrecognized compensation cost will be adjusted for future changes in estimated forfeitures. The Company expects to recognize this cost over a weighted average period of 2.01.7 years.
Options are exercisable for a period as defined by the Compensation Committee on the date granted; however, no stock option will be exercisable before six months have elapsed from the date it is granted and no stock option shall be exercisable after seven years from the date of grant. The following table summarizes the stock option activity for all of the Company’s plans for the years ended December 31, 2015, 2014 and 2013:
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| 2015 |
| 2014 |
| 2013 |
| ||||||||||||||
|
|
|
|
|
|
| Weighted |
|
|
|
|
|
|
|
|
|
|
|
|
| |
|
|
|
| Weighted |
| Average |
| Aggregate |
|
|
| Weighted |
|
|
| Weighted |
| ||||
|
|
|
| Average |
| Remaining |
| Intrinsic |
|
|
| Average |
|
|
| Average |
| ||||
|
| Number of |
| Exercise |
| Contractual |
| Value |
| Number of |
| Exercise |
| Number of |
| Exercise |
| ||||
|
| Options |
| Price |
| Term |
| ($000) |
| Options |
| Price |
| Options |
| Price |
| ||||
Outstanding at beginning of year |
| 2,888,074 |
| $ | 16.46 |
| 1.7 | years | $ | — |
| 3,407,575 |
| $ | 17.99 |
| 3,653,859 |
| $ | 18.44 |
|
Granted |
| 267,433 |
|
| 13.63 |
|
|
|
|
|
| 255,503 |
|
| 11.96 |
| 173,560 |
|
| 13.24 |
|
Exercised |
| (544,917) |
|
| 14.68 |
|
|
|
|
|
| (6,701) |
|
| 12.10 |
| (75,080) |
|
| 10.91 |
|
Cancelled |
| (1,546,161) |
|
| 18.53 |
|
|
|
|
|
| (768,303) |
|
| 6.81 |
| (344,764) |
|
| 20.67 |
|
Outstanding at end of year |
| 1,064,429 |
|
| 13.64 |
| 3.7 | years | $ | 5,726.7 |
| 2,888,074 |
|
| 16.46 |
| 3,407,575 |
|
| 17.99 |
|
Exercisable at December 31, 2015 |
| 484,747 |
|
| 14.46 |
| 1.7 | years | $ | 2,212.5 |
|
|
|
|
|
|
|
|
|
|
|
Exercisable at December 31, 2014 |
| 2,324,336 |
|
| 17.39 |
| 0.8 | years |
| — |
|
|
|
|
|
|
|
|
|
|
|
The total intrinsic value of options to acquire shares of the Company’s common stock that were exercised during the years ended December 31, 2015, 2014 and 2013 was $1,800,000, $30,000 and $172,000, respectively.
82
The following table summarizes the status of the Company’s non‑vested stock options as of December 31, 2015:
|
|
|
|
|
|
|
|
|
|
| Weighted-Average |
| |
|
| Number of |
| Grant-Date |
| |
|
| Shares |
| Fair Value |
| |
Non-vested shares at beginning of year |
| 563,738 |
| $ | 4.56 |
|
Granted |
| 267,433 |
|
| 4.92 |
|
Vested |
| (187,403) |
|
| 4.43 |
|
Cancelled |
| (64,086) |
|
| 4.65 |
|
Non-vested shares at end of year |
| 579,682 |
| $ | 4.75 |
|
The following table summarizes information about the Company’s stock options outstanding at December 31, 2015:
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Options Outstanding |
| Options Exercisable |
| |||||||||
|
|
|
|
|
| Weighted Average |
|
|
|
|
|
|
|
|
| |
|
|
|
| Number |
| Remaining |
| Weighted Average |
| Number |
| Weighted Average |
| |||
Range of Exercise Prices |
| Outstanding |
| Contractual Life |
| Exercise Price |
| Exercisable |
| Exercise Price |
| |||||
$8 | to | $11 |
| 19,458 |
| 5.4 | years |
| $ | 11.10 |
| — |
| $ | — |
|
$12 | to | $14 |
| 859,595 |
| 4.1 | years |
|
| 13.31 |
| 305,331 |
|
| 13.90 |
|
$15 | to | $18 |
| 185,376 |
| 1.4 | years |
|
| 15.43 |
| 179,416 |
|
| 15.64 |
|
$8 | to | $18 |
| 1,064,429 |
| 3.7 | years |
| $ | 13.64 |
| 484,747 |
| $ | 14.46 |
|
Taxes
The Company’s treatment of stock option grants of non‑qualified options, restricted stock units and performance shares results in the creation of a deferred tax asset, which is a temporary difference, until the time that the option is exercised or the restrictions lapse.
(10)
(9) Retirement Plans and Employee Stock Purchase Plans
SkyWest Retirement Plan
The Company sponsors the SkyWest, Inc. Employees’ Retirement Plan (the “SkyWest Plan”). Employees who have completed 90 days of service and are at least 18 years of age are eligible for participation in the SkyWest Plan. Employees may elect to make contributions to the SkyWest Plan. Generally, the Company matches 100% of such contributions up to levels ranging from 2%, 4% or 6% to 12% of the individual participant’s compensation, based upon lengthon position and years of service for non-pilot employees and up to 3%, 5% or 7% of the individual participant’s compensation, based upon length of service for pilot employees.service. Additionally, a discretionary contribution may be made by the Company. The Company’s combined contributions to the SkyWest Plan were $20.4$35.6 million, $19.3$26.1 million and $18.3$23.2 million for the years ended December 31, 2015, 20142018, 2017 and 2013,2016, respectively.
74
ExpressJet and Atlantic Southeast Retirement Plans
ExpressJet (formerly Atlantic Southeast) sponsors the Atlantic Southeast Airlines, Inc. Investment Savings Plan (the “Atlantic Southeast Plan”). Employees who have completed 90 days of service and are 18 years of age are eligible for participation in the Atlantic Southeast Plan. Employees may elect to make contributions to the Atlantic Southeast Plan; however,Plan, ExpressJet limits the amount of companywill match atup to 6% of each participant’s total compensation, except for those with ten or morebased on years of service whose company match is limited to 8% of total compensation. Additionally, ExpressJet matchesand other provisions included in the individual participant’s contributions from 20% to 75%, depending on the length of the participant’s service.Atlantic Southeast Plan. Additionally, participants are 100% vested in their elective deferrals and rollover amounts and from 10% to 100% vested in company matching contributions based on length of service.contributions.
83
Effective December 31, 2002, ExpressJet Delaware adoptedadditionally sponsors the ExpressJet Airlines, Inc. 401(k) Savings Plan (the “ExpressJet Retirement Plan”). Substantially all of ExpressJet Delaware’sExpressJet’s domestic employees were covered by this plan at the time of the Company acquired ExpressJet Combination.in 2010. Effective January 1, 2009, the ExpressJet Retirement Plan was amended such that certain matching payment amounts have been reduced or eliminated depending on the terms of the collective bargaining unit or work group, as applicable.
ExpressJet’s contribution to the Atlantic Southeast and the ExpressJet Retirement Plans was $24.0$15.4 million, $27.2$17.8 million and $26.7$21.0 million for the years ended December 31, 2015, 20142018, 2017 and 2013,2016, respectively.
Employee Stock Purchase Plans
In May 2009, the Company’s Board of Directors approved the SkyWest, Inc. 2009 Employee Stock Purchase Plan (the “2009 Stock Purchase Plan”). All employees who have completed 90 days of employment with the Company or one of its subsidiaries are eligible to participate in the 2009 Stock Purchase Plan, except employees who own five percent or more of the Company’s common stock. The 2009 Stock Purchase Plan enables employees to purchase shares of the Company’s common stock at a five percent discount, through payroll deductions. Employees can contribute up to 15% of their base pay, not to exceed $25,000 each calendar year, for the purchase of shares. Shares are purchased semi-annually at a five percent discount based on the end of the period price. Employees can terminate their participation in the 2009 Stock Purchase Plan at any time upon written notice.
The following table summarizes purchases made under the 2009 Employee Stock Purchase Plans during the years ended December 31, 2015, 20142018, 2017 and 2013:
2016:
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Year ended December 31, |
|
| Year ended December 31, |
| ||||||||||||||
|
| 2015 |
| 2014 |
| 2013 |
|
| 2018 |
| 2017 |
| 2016 |
| ||||||
Number of shares purchased |
|
| 254,098 |
|
| 295,035 |
|
| 299,786 |
|
|
| 60,950 |
|
| 88,362 |
|
| 151,531 |
|
Average price of shares purchased |
| $ | 13.50 |
| $ | 12.72 |
| $ | 12.33 |
|
| $ | 49.85 |
| $ | 33.96 |
| $ | 20.87 |
|
The 2009 Stock Purchase Plan is a non‑compensatory plan under the accounting guidance. Therefore, no compensation expense was recorded for the years ended December 31, 2015, 20142018, 2017 and 2013.2016.
(11)
(10) Stock Repurchase
The Company’s Board of Directors has previously authorizedadopted a stock repurchase program which authorizes the Company to repurchase shares of the Company’s common stock in the public market. market or in private transactions, from time to time, at prevailing prices. The Company’s stock repurchase program authorizes the repurchase of up to $100.0 million of the Company’s common stock, over a three year period commencing on February 9, 2017, of which $25.5 million remained available at December 31, 2018.
During the years ended December 31, 2015, 20142018 and 2013,2017, the Company repurchased 1.31.0 million 0.7 million, 0.8and 0.5 million shares of common stock for approximately $18.7 million, $8.4$54.4 million and $11.7$20.0 million, respectively at a weighted average price per share of $14.98, $12.54$56.25 and $14.40,$41.36, respectively. AsThe Company did not repurchase any shares of its common stock during the year ended December 31, 2015,2016. Additionally, during the Company’s Board of Directors has not authorized additional repurchasesyear ended December 31, 2018 and 2017, the Company paid $13.6 million and $5.1 million, respectively, for a net settlement of the Company’s common stock.income tax obligation on employee equity awards that vested during the applicable periods.
(12)
75
(11) Related‑Party Transactions
The Company’s Chairman of the Board and former Chief Executive Officer, serves on the Board of Directors of Zions Bancorporation (“Zions”). The Company maintains a line of credit (see Note 3) and certain bank accounts with Zions. Zions is an equity participant in leveraged leases on one CRJ200, two CRJ700 and four EMB120 aircraft leased by the Company’s subsidiaries. Zions also refinanced five CRJ200 and two CRJ700 aircraft in 2012 for terms of three to four years, becoming the debtor on these aircraft. Zions also serves as the Company’s transfer agent. The Company’s cash balance in the accounts held at Zions as of December 31, 2015 and 2014 was $65.0 million and $90.6 million, respectively.
During the year ended December 31, 2015,2018, the Company purchased $363,910$206,000 of spare aircraft parts from an entity affiliated with a director of the Company.
(12) Subsequent Events
ExpressJet Sale
On January 22, 2019, the Company completed the previously announced sale of its wholly owned subsidiary ExpressJet. The Company anticipates the sale of ExpressJet will result in a gain in 2019. The closing of the transaction was completed in two parts, through an asset sale and stock sale, as further described below.
Asset Sale
On January 11, 2019, pursuant to the terms and conditions of the Asset Purchase Agreement, dated as of December 17, 2018 (the “Asset Purchase Agreement”), by and among the Company, ExpressJet and United, United acquired certain specified assets and liabilities of ExpressJet, including, among other things, aircraft engines, auxiliary power units, rotable spare parts, ground support equipment and flight training equipment for $60.0 million in cash, subject to certain purchase price adjustments (the “Asset Sale”). Certain assets and liabilities of ExpressJet were expressly excluded from the Asset Sale.
Stock Sale
Additionally, on January 22, 2019, pursuant to the terms and conditions of the Stock Purchase Agreement, dated as of December 17, 2018, by and among the Company and ManaAir, LLC, a company in which United owns a minority interest (the “Buyer”), the Buyer acquired all of the outstanding shares of capital stock of ExpressJet from the Company for $16.0 million in cash, subject to certain purchase price adjustments (the “Stock Sale,” and collectively with the Asset Sale, the “ExpressJet Sale”). To facilitate payment of the purchase price for the Stock Sale, at the closing of the Stock Sale, the Company loaned $26 million to Kair Enterprises, Inc., the majority owner of the Buyer. The Company agreed to lease 16 CRJ200 aircraft to ExpressJet for up to a five year term as part of the transaction.
Early Lease Buyout
Subsequent to December 31, 2018, the Company entered into an agreement with a lessor for an early lease buyout of 16 CRJ700s and 36 CRJ200s. The Company anticipates using $111.7 million in cash to acquire the aircraft off lease and not assuming any debt associated with these aircraft in conjunction with the lease buyout. The Company anticipates completing the transaction during the three months ending March 31, 2019.
Share Repurchase Plan
In February 2019, the Company’s Board of Directors approved a new share repurchase plan, pursuant to which the Company is authorized to repurchase up to $250 million of the Company’s common stock. This authorization superseded the previous share repurchase plan approved in February 2017.
8476
(13) Quarterly Financial Data (Unaudited)
Unaudited summarized financial data by quarter for 20152018 and 20142017 is as follows (in thousands, except per share data):
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| ||
|
| Year ended December 31, 2018 |
| |||||||||||||||
|
| First |
| Second |
| Third |
| Fourth |
|
|
|
| ||||||
|
| Quarter |
| Quarter |
| Quarter |
| Quarter |
| Year |
| |||||||
Operating revenues |
| $ | 783,400 |
| $ | 805,515 |
| $ | 829,275 |
| $ | 803,489 |
| $ | 3,221,679 |
| ||
Operating income |
|
| 88,175 |
|
| 126,678 |
|
| 137,925 |
|
| 121,502 |
|
| 474,280 |
| ||
Net income |
|
| 54,362 |
|
| 75,859 |
|
| 83,046 |
|
| 67,105 |
|
| 280,372 |
| ||
Net income per common share: |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| ||
Basic |
|
| 1.05 |
|
| 1.46 |
|
| 1.60 |
|
| 1.30 |
|
| 5.40 |
| ||
Diluted |
|
| 1.03 |
|
| 1.43 |
|
| 1.57 |
|
| 1.28 |
|
| 5.30 |
| ||
Weighted average common shares: |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| ||
Basic: |
|
| 51,921 |
|
| 52,046 |
|
| 52,039 |
|
| 51,650 |
|
| 51,914 |
| ||
Diluted: |
|
| 53,033 |
|
| 52,913 |
|
| 52,981 |
|
| 52,556 |
|
| 52,871 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Year ended December 31, 2015 |
|
| Year ended December 31, 2017 |
| ||||||||||||||||||||||||||
|
| First |
| Second |
| Third |
| Fourth |
|
|
|
|
| First |
| Second |
| Third |
| Fourth |
|
|
|
| ||||||||
|
| Quarter |
| Quarter |
| Quarter |
| Quarter |
| Year |
|
| Quarter |
| Quarter |
| Quarter |
| Quarter |
| Year |
| ||||||||||
Operating revenues |
| $ | 760,398 |
| $ | 788,417 |
| $ | 794,004 |
| $ | 752,744 |
| $ | 3,095,563 |
|
| $ | 747,166 |
| $ | 791,512 |
| $ | 812,673 |
| $ | 771,241 |
| $ | 3,122,592 |
|
Operating income |
|
| 34,075 |
|
| 69,932 |
|
| 78,296 |
|
| 52,212 |
|
| 234,515 |
|
|
| 76,295 |
|
| 106,596 |
|
| 112,369 |
|
| 92,939 |
|
| 388,199 |
|
Net income |
|
| 9,620 |
|
| 31,475 |
|
| 36,268 |
|
| 40,454 |
|
| 117,817 |
|
|
| 34,786 |
|
| 50,477 |
|
| 53,716 |
|
| 289,928 |
|
| 428,907 |
|
Net income per common share: |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Basic |
|
| 0.19 |
|
| 0.61 |
|
| 0.72 |
|
| 0.80 |
|
| 2.31 |
|
|
| 0.67 |
|
| 0.98 |
|
| 1.04 |
|
| 5.60 |
|
| 8.28 |
|
Diluted |
|
| 0.18 |
|
| 0.61 |
|
| 0.71 |
|
| 0.78 |
|
| 2.27 |
|
|
| 0.65 |
|
| 0.95 |
|
| 1.01 |
|
| 5.46 |
|
| 8.08 |
|
Weighted average common shares: |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Basic: |
|
| 51,457 |
|
| 51,357 |
|
| 50,616 |
|
| 50,880 |
|
| 51,077 |
|
|
| 51,820 |
|
| 51,751 |
|
| 51,833 |
|
| 51,811 |
|
| 51,804 |
|
Diluted: |
|
| 52,392 |
|
| 51,971 |
|
| 51,282 |
|
| 51,657 |
|
| 51,825 |
|
|
| 53,202 |
|
| 52,977 |
|
| 53,080 |
|
| 53,140 |
|
| 53,100 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Year ended December 31, 2014 |
| |||||||||||||
|
| First |
| Second |
| Third |
| Fourth |
|
|
|
| ||||
|
| Quarter |
| Quarter |
| Quarter |
| Quarter |
| Year |
| |||||
Operating revenues |
| $ | 772,386 |
| $ | 816,574 |
| $ | 834,633 |
| $ | 813,854 |
| $ | 3,237,447 |
|
Operating income |
|
| (27,774) |
|
| 13,244 |
|
| 59,080 |
|
| (19,702) |
|
| 24,848 |
|
Net income (loss) |
|
| (22,887) |
|
| (14,737) |
|
| 41,338 |
|
| (27,868) |
|
| (24,154) |
|
Net income (loss) per common share: |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Basic |
|
| (0.44) |
|
| (0.29) |
|
| 0.81 |
|
| (0.54) |
|
| (0.47) |
|
Diluted |
|
| (0.44) |
|
| (0.29) |
|
| 0.79 |
|
| (0.54) |
|
| (0.47) |
|
Weighted average common shares: |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Basic: |
|
| 51,467 |
|
| 51,183 |
|
| 51,127 |
|
| 51,174 |
|
| 51,237 |
|
Diluted: |
|
| 51,467 |
|
| 51,183 |
|
| 52,036 |
|
| 51,174 |
|
| 51,237 |
|
(1) | Net income for 2017 included a $246.8 million benefit related to the revaluation of the Company’s deferred tax liability and other tax liabilities in accordance with the Tax Act. |
8577
ITEM 9. CHANGES IN AND DISAGREEMENTS WITH ACCOUNTANTS ON ACCOUNTING AND FINANCIAL DISCLOSURE
None.
ITEM 9A. CONTROLS AND PROCEDURES
Disclosure Controls and Procedures
Our management, including our Chief Executive Officer and Chief Financial Officer, performed an evaluation of our disclosure controls and procedures, which have been designed to ensure that information we are required to disclose in the reports we file or submit under the Exchange Act is recorded, processed, summarized and reported accurately and within the time periods specified in the CommissionSEC rules and forms. Our management, including our Chief Executive Officer and Chief Financial Officer, concluded that, as of December 31, 2015,2018, those controls and procedures were effective to ensure that information we are required to disclose in the reports we file or submit under the Exchange Act is accumulated and communicated to our management, including our Chief Executive Officer and Chief Financial Officer, as appropriate to allow timely decisions regarding required disclosure.
Changes in Internal Control
During the most recently completed fiscal quarter, we did not make any changes in our internal control over financial reporting that have materially affected, or are reasonably likely to materially affect, our internal control over financial reporting.
Management’s Annual Report on Internal Control Over Financial Reporting
Management is responsible for establishing and maintaining adequate internal control over financial reporting, as such term is defined in Rules13a‑Rules 13a‑15(f) and 15d‑15(f) under the Exchange Act. Our internal control over financial reporting is designed to provide reasonable assurance regarding the reliability of financial reporting and the preparation of financial statements for external purposes in accordance with accounting principles generally accepted in the United States of America.States.
Because of its inherent limitations, internal control over financial reporting may not prevent or detect misstatements. Projections of any evaluation of effectiveness to future periods are subject to the risk that controls may become inadequate because of changes in conditions, or that the degree of compliance with the policies may deteriorate.
Management conducted an evaluation of the effectiveness of our internal control over financial reporting as of December 31, 20152018 using the criteria issued by the Committee of Sponsoring Organizations of the Treadway Commission (COSO) in Internal Control—Integrated Framework (2013). Based on that evaluation, management believes that our internal control over financial reporting was effective as of December 31, 2015.2018.
The effectiveness of our internal control over financial reporting as of December 31, 2015,2018, has been audited by Ernst & Young LLP (“Ernst & Young”), the independent registered public accounting firm who also has audited our Consolidated Financial Statements included in this Report. Ernst & Young’s report on our internal control over financial reporting appears on the following page.
8678
Report of Independent Registered Public Accounting Firm
TheTo the Stockholders and the Board of Directors and Stockholders
of SkyWest, Inc.
Opinion on Internal Control over Financial Reporting
We have audited SkyWest, Inc. and subsidiaries’ internal control over financial reporting as of December 31, 2015,2018, based on criteria established in Internal Control—Integrated Framework issued by the Committee of Sponsoring Organizations of the Treadway Commission (2013 framework) (the COSO criteria). In our opinion, SkyWest, Inc. and subsidiaries’subsidiaries (the Company) maintained, in all material respects, effective internal control over financial reporting as of December 31, 2018, based on the COSO criteria.
We also have audited, in accordance with the standards of the Public Company Accounting Oversight Board (United States) (PCAOB), the consolidated balance sheets of SkyWest, Inc. and subsidiaries as of December 31, 2018 and 2017, and the related consolidated statements of comprehensive income (loss), stockholders’ equity and cash flows for each of the three years in the period ended December 31, 2018, and the related notes and financial statement schedule listed in the Index at Item 15(a)2 and our report dated February 21, 2019 expressed an unqualified opinion thereon.
Basis for Opinion
The Company’s management is responsible for maintaining effective internal control over financial reporting and for its assessment of the effectiveness of internal control over financial reporting included in the accompanying Management’s Annual Report on Internal Control overOver Financial Reporting. Our responsibility is to express an opinion on the company’sCompany’s internal control over financial reporting based on our audit. We are a public accounting firm registered with the PCAOB and are required to be independent with respect to the Company in accordance with the U.S. federal securities laws and the applicable rules and regulations of the Securities and Exchange Commission and the PCAOB.
We conducted our audit in accordance with the standards of the Public Company Accounting Oversight Board (United States).PCAOB. Those standards require that we plan and perform the audit to obtain reasonable assurance about whether effective internal control over financial reporting was maintained in all material respects.
Our audit included obtaining an understanding of internal control over financial reporting, assessing the risk that a material weakness exists, testing and evaluating the design and operating effectiveness of internal control based on the assessed risk, and performing such other procedures as we considered necessary in the circumstances. We believe that our audit provides a reasonable basis for our opinion.
Definition and Limitations of Internal Control over Financial Reporting
A company’s internal control over financial reporting is a process designed to provide reasonable assurance regarding the reliability of financial reporting and the preparation of financial statements for external purposes in accordance with generally accepted accounting principles. A company’s internal control over financial reporting includes those policies and procedures that (1) pertain to the maintenance of records that, in reasonable detail, accurately and fairly reflect the transactions and dispositions of the assets of the company; (2) provide reasonable assurance that transactions are recorded as necessary to permit preparation of financial statements in accordance with generally accepted accounting principles, and that receipts and expenditures of the company are being made only in accordance with authorizations of management and directors of the company; and (3) provide reasonable assurance regarding prevention or timely detection of unauthorized acquisition, use, or disposition of the company’s assets that could have a material effect on the financial statements.
Because of its inherent limitations, internal control over financial reporting may not prevent or detect misstatements. Also, projections of any evaluation of effectiveness to future periods are subject to the risk that controls may become inadequate because of changes in conditions, or that the degree of compliance with the policies or procedures may deteriorate.
In our opinion, SkyWest, Inc. and subsidiaries maintained, in all material respects, effective internal control over financial reporting as of December 31, 2015, based on the COSO criteria.
We also have audited, in accordance with the standards of the Public Company Accounting Oversight Board (United States), the consolidated balance sheets of SkyWest, Inc. and subsidiaries as of December 31, 2015 and 2014, and the related consolidated statements of comprehensive income (loss), stockholders’ equity, and cash flows for each of the three years in the period ended December 31, 2015 of SkyWest, Inc. and subsidiaries and our report dated February 26, 2016 expressed an unqualified opinion thereon.
/s/ Ernst & Young LLP
Salt Lake City, Utah
February 26, 2016
21, 2019
8779
None.
PART III
Items 10, 11, 12, 13 and 14 in Part III of this Report are incorporated herein by reference to our definitive proxy statement for our 20152018 Annual Meeting of Shareholders scheduled for May 3, 2016.7, 2019. We intend to file our definitive proxy statement with the SEC not later than 120 days after December 31, 2015,2018, pursuant to Regulation 14A of the Exchange Act.
|
|
|
|
| Headings in Proxy Statement |
DIRECTORS, EXECUTIVE OFFICERS AND CORPORATE GOVERNANCE | “Election of Directors,” “Executive Officers,” “Corporate Governance,” “Meetings and Committees of the Board” and “Section 16(a) Beneficial Ownership Reporting Compliance” | |
EXECUTIVE COMPENSATION | “Corporate Governance,” “Meetings and Committees of the Board,” “Compensation Discussion and Analysis,” “Compensation Committee Report,” “Executive Compensation,” “Director Compensation” and “Director Summary Compensation Table” | |
SECURITY OWNERSHIP OF CERTAIN BENEFICIAL OWNERS AND MANAGEMENT AND RELATED STOCKHOLDER MATTERS | “Security Ownership of Certain Beneficial Owners” “Securities Authorized for Issuance Under Equity Compensation Plans” | |
CERTAIN RELATIONSHIPS AND RELATED TRANSACTIONS | “Certain Relationships and Related Transactions” | |
PRINCIPAL ACCOUNTANT FEES AND SERVICES | “Audit and Finance Committee Disclosure” and “Fees Paid to Independent Registered Public Accounting Firm” |
PART IV
ITEM 15. EXHIBITS AND FINANCIAL STATEMENT SCHEDULES
(a)Documents Filed:
1.Financial1.Financial Statements: Reports of Independent Auditors, Consolidated Balance Sheets as of December 31, 20152018 and 2014,2017, Consolidated Statements of Comprehensive Income (Loss) for the years ended December 31, 2015, 20142018, 2017 and 2013,2016, Consolidated Statements of Cash Flows for the yearyears ended December 31, 2015, 20142017, 2017 and 2013,2016, Consolidated Statements of Stockholders’ Equity for the years ended December 31, 2015, 20142018, 2017, 2016 and 20132015 and Notes to Consolidated Financial Statements.
2.Financial2.Financial Statement Schedule. The following consolidated financial statement schedule of our company is included in this Item 15.
•Report of independent auditors on financial statement schedule
•Schedule II—Valuation and qualifying accounts
88
All other schedules for which provision is made in the applicable accounting regulations of the Securities and Exchange Commission are not required under the related instructions or are not applicable, and therefore have been omitted.
80
(b)Exhibits
|
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|
|
Number | Exhibit | Incorporated | Exhibit | Incorporated |
2.1 | (1) | |||
2.2 | Stock Purchase Agreement, dated as of December 17, 2018, between SkyWest, Inc. and ManaAir, LLC | (1) | ||
3.1 | Restated Articles of Incorporation | (1) | (2) | |
3.2 | Amended and Restated Bylaws | (12) | (12) | |
4.1 | Specimen of Common Stock Certificate | (2) | (3) | |
10.1 | Amended and Restated Delta Connection Agreement, dated as of September 8, 2005, between SkyWest Airlines, Inc. and Delta Air Lines, Inc. | (3) | (4) | |
10.2 | Second Amended and Restated Delta Connection Agreement, dated as of September 8, 2005, between Atlantic Southeast Airlines, Inc. and Delta Air Lines, Inc. | (3) | (4) | |
10.3 | United Express Agreement dated July 31, 2003, between United Air Lines, Inc., and SkyWest Airlines, Inc. | (4) | (5) | |
10.4 | Stock Option Agreement dated January 28, 1987 between Delta Air Lines, Inc. and SkyWest, Inc. | (5) | Lease Agreement dated December 1,1989 between Salt Lake City Corporation and SkyWest Airlines, Inc. | (6) |
10.5 | Lease Agreement dated December 1,1989 between Salt Lake City Corporation and SkyWest Airlines, Inc. | (6) | Master Purchase Agreement dated November 7, 2000 between Bombardier, Inc. and SkyWest Airlines, Inc. | (7) |
10.6 | Master Purchase Agreement dated November 7, 2000 between Bombardier, Inc. and SkyWest Airlines, Inc. | (7) | (5) | |
10.7 | Supplement to Master Purchase Agreement dated November 7, 2000 between Bombardier, Inc. and SkyWest Airlines, Inc. | (4) | SkyWest, Inc. 2002 Deferred Compensation Plan, as amended and restated, effective January 1, 2008 | (6) |
10.8 | SkyWest Inc. 2006 Employee Stock Purchase Plan | (8) | First Amendment to the Amended and Restated SkyWest, Inc. 2002 Deferred Compensation Plan | (6) |
10.9 | First Amendment to SkyWest, Inc. 2006 Employee Stock Purchase Plan | (9) | (6) | |
10.10 | SkyWest, Inc. 2002 Deferred Compensation Plan, as amended and restated effective January 1, 2008 | (9) | (7) | |
10.11 | First Amendment to the Restated SkyWest, Inc. 2002 Deferred Compensation Plan | (9) | (17) | |
10.12 | SkyWest, Inc. 2006 Long‑Term Incentive Plan | (9) | (17) | |
10.13 | First Amendment to the SkyWest, Inc. 2006 Long‑Term Incentive Plan | (9) | (10) | |
10.13(a) | Second Amendment to the SkyWest, Inc. 2006 Long‑Term Incentive Plan | (9) | ||
10.14 | SkyWest, Inc. 2009 Employee Stock Purchase Plan | (9) | (11) | |
10.15 | Capacity Purchase Agreement, dated November 12, 2010, by and among ExpressJet Airlines, Inc. and Continental Airlines, Inc. | (10) | Letter Agreement dated December 7, 2012, between Mitsubishi Aircraft Corporation and SkyWest, Inc. | (11) |
10.16 | Aircraft Purchase Agreement, dated December 7, 2012, between Mitsubishi Aircraft Corporation and SkyWest Inc. | (11) | Purchase Agreement COM0028‑13, between Embraer S.A. and SkyWest Inc. dated February 15, 2013 | (13) |
10.17 | Letter Agreement dated December 7, 2012, between Mitsubishi Aircraft Corporation and SkyWest, Inc. | (11) | Purchase Agreement COM0344‑13, between Embraer S.A. and SkyWest Inc. dated June 17, 2013 | (13) |
10.18 | Purchase Agreement COM0028‑13 between Embraer S.A. and SkyWest Inc. dated February 15, 2013 | (13) | (13) | |
10.19 | Purchase Agreement COM0344‑13 between Embraer S.A. and SkyWest Inc. dated June 17, 2013 | (13) | (13) | |
10.20 | Form of Indemnification Agreement executed by and between SkyWest, Inc. and each of Jerry C. Atkin, W. Steve Albrecht, J. Ralph Atkin, Margaret Billson, Henry J. Eyring, Robert G. Sarver, Steven F. Udvar‑Hazy, James L. Welch, Bradford R. Rich, Michael J. Kraupp, Eric J. Woodward, Russell A. Childs and Bradford R. Holt, as of August 6, 2013 | (13) | (14) | |
10.21 | Indemnification Agreement by and between SkyWest, Inc. and Robert J. Simmons, as of March 16, 2015 | (16) |
8981
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Number | Exhibit | Incorporated | Exhibit | Incorporated |
10.21 | Form of Indemnification Agreement executed by and between SkyWest, Inc. and each of Ronald J. Mittelstaedt and Keith E. Smith, as of October 1, 2013 | (14) | ||
10.22 | Amended and Restated Capacity Purchase Agreement, dated as of November 7, 2014, by and between ExpressJet Airlines, Inc. and United Airlines* | (15) | (16) | |
10.23 | Indemnification Agreement executed by and between SkyWest, Inc. and Robert J. Simmons, as of March 16, 2015 | Filed herewith | ||
10.25 | Form of Indemnification Agreement executed by and between SkyWest, Inc. and each of Meredith S. Madden and Andrew C. Roberts, as of May 5, 2015 | Filed herewith | ||
21.1 | Subsidiaries of the Registrant | (12) | (12) | |
23.1 | Consent of Independent Registered Public Accounting Firm | Filed herewith | Filed herewith | |
31.1 | Certification of Chief Executive Officer | Filed herewith | Filed herewith | |
31.2 | Certification of Chief Financial Officer | Filed herewith | Filed herewith | |
32.1 | Certification of Chief Executive Officer | Filed herewith | Filed herewith | |
32.2 | Certification of Chief Financial Officer | Filed herewith | Filed herewith | |
101.INS** | XBRL Instance Document |
| XBRL Instance Document |
|
101.SCH** | XBRL Taxonomy Extension Schema Document |
| XBRL Taxonomy Extension Schema Document |
|
101.CAL** | XBRL Taxonomy Extension Calculation Linkbase Document |
| XBRL Taxonomy Extension Calculation Linkbase Document |
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101.LAB** | XBRL Taxonomy Extension Label Linkbase Document |
| XBRL Taxonomy Extension Label Linkbase Document |
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101.PRE** | XBRL Taxonomy Extension Presentation Linkbase Document |
| XBRL Taxonomy Extension Presentation Linkbase Document |
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101.DEF** | XBRL Taxonomy Extension Definition Linkbase Document |
| XBRL Taxonomy Extension Definition Linkbase Document |
|
*Certain portions of this exhibit have been omitted pursuant to Rule 24b‑2 and are subject to a confidential treatment request.
**Attached as Exhibit 101 to this report are the following documents formatted in XBRL (Extensible Business Reporting Language): (i) the Consolidated Statement of Comprehensive Income (Loss) for the years ended December 31, 2015,2018, December 31, 20142017 and December 31, 2013,2016, (ii) the Consolidated Balance Sheet at December 31, 20152018 and December 31, 2014,2017, and (iii) the Consolidated Statement of Cash Flows for the years ended December 31, 2015,2018, December 31, 20142017 and December 31, 20132016
| (1) | Incorporated by reference to Registrant’s Current Report on Form 8-K filed on December 18, 2018 |
(2) | Incorporated by reference to the exhibits to a Registration Statement on Form S ‑3 (File No. 333‑129831) filed on November 18, 2005 |
(3) | Incorporated by reference to a Registration Statement on Form S‑ 3 (File No. 333‑42508) filed on July 28, 2000 |
(4) | Incorporated by reference to Registrant’s Current Report on Form 8‑K filed on September 13, 2005, as amended by Amendment No. 2 on Form 8‑K/A filed on February 21, 2006 |
(5) | Incorporated by reference to exhibits to Registrant’s Quarterly Report on Form 10‑Q filed on November 14, 2003 |
(6) | Incorporated by reference to the exhibits to Registrant’s Quarterly Report on Form 10‑Q filed for the quarter ended December 31, 1986 |
(7) | Incorporated by reference to the exhibits to Registrant’s Quarterly Report on Form 10‑Q filed on February 13, 2001 |
(8) | Incorporated by reference to the exhibits to Registrant’s Annual Report on Form 10‑K filed on February 23, 2009 |
(9) | Incorporated by reference to Appendix A to Registrant's Definitive Proxy Statement on Schedule 14A (File No. 000-14719) filed on March 12, 2010 |
(10) | Incorporated by reference to the exhibits to Registrant’s Current Report on Form 8‑K filed on November 18, 2010 |
9082
(9)
(11) | Incorporated by reference to the exhibits to Registrant’s Current Report on Form 8‑K filed on December 13, 2012, as amended by Amendment No. 1 to Current Report on Form 8‑K/A filed on June 25, 2013 |
(12) | Incorporated by reference to the exhibits to Registrant’s Annual Report on Form 10‑K filed on February 24, 2012 |
(13) | Incorporated by reference to the exhibits to Registrant’s Quarterly Report on Form 10-Q filed on August 7, 2013, as amended by Amendment No. 1 to Quarterly Report on Form 10-Q/A filed on November 4, 2013 |
(14) | Incorporated by reference to the exhibits to Registrant’s Annual Report on Form 10‑K filed on February 14, 2014 |
(15) | Incorporated by reference to the exhibits to Registrant’s Annual Report on Form 10‑K filed on February 18, 2015 |
(16) | Incorporated by reference to the exhibits to Registrant’s Annual Report on Form 10‑K filed on February 26, 2016 |
(17) | Incorporated by reference to the exhibits to Registrant’s Annual Report on Form 10‑K filed on February 27, 2017 |
(18) | Incorporated by reference to the exhibits to Registrant’s Annual Report on Form 10‑K filed on February 26, 2018 |
Item 16. Form 10‑K filed on February 25, 200910-K Summary
(10)Incorporated by reference to the exhibits to Registrant’s Current Report on Form 8‑K filed on November 18, 2010
(11)Incorporated by reference to the exhibits to Registrant’s Current Report on Form 8‑K filed on December 13, 2012, as amended by Amendment No. 1 to Current Report on Form 8‑K/A filed on June 25, 2013
(12)Incorporated by reference to the exhibits to Registrant’s Annual Report on Form 10‑K filed on February 24, 2012
(13)Incorporated by reference to the exhibits to Registrant’s Quarterly Report on Form 10 Q filed on August 7, 2013, as amended by Amendment No. 1 to Quarterly Report on Form 10 Q/A filed on November 4, 2013
(14)Incorporated by reference to the exhibits to Registrant’s Annual Report on Form 10‑K filed on February 14, 2014
(15)Incorporated by reference to the exhibits to Registrant’s Annual Report on Form 10‑K filed on February 18, 2015
None.
9183
Report of Independent Registered Public Accounting Firm
The Board of Directors and Stockholders
SkyWest, Inc.
We have audited the consolidated financial statements of SkyWest, Inc. and subsidiaries (the “Company”) as of December 31, 2015 and 2014, and for each of the three years in the period ended December 31, 2015, and have issued our report thereon dated February 26, 2016 (included elsewhere in this Form 10-K). Our audits also included the financial statement schedule listed in Item 15(a) of this Form 10-K. This schedule is the responsibility of the Company’s management. Our responsibility is to express an opinion based on our audits.
In our opinion, the financial statement schedule referred to above, when considered in relation to the basic financial statements taken as a whole, presents fairly in all material respects the information set forth therein.
/s/ Ernst & Young LLP
Salt Lake City, Utah
February 26, 2016
92
SKYWEST, INC. AND SUBSIDIARIES
SCHEDULE II—VALUATION AND QUALIFYING ACCOUNTS
For the Years Ended December 31, 2015, 20142018, 2017 and 20132016
(Dollars in thousands)
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| Additions |
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| |
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| Balance at |
| Charged to |
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| Beginning |
| Costs and |
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| Balance at |
| |||
Description |
| of Year |
| Expenses |
| Deductions |
| End of Year |
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Year ended December 31, 2018: |
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Allowance for inventory obsolescence |
| $ | 17,098 |
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| 5,043 |
| — |
| $ | 22,141 |
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Allowance for doubtful accounts receivable |
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| 157 |
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| 1 |
| — |
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| 158 |
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| $ | 17,255 |
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| 5,044 |
| — |
| $ | 22,299 |
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Year ended December 31, 2017: |
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Allowance for inventory obsolescence(1) |
| $ | 40,497 |
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| — |
| (23,399) |
| $ | 17,098 |
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Allowance for doubtful accounts receivable |
|
| 173 |
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| — |
| (16) |
|
| 157 |
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| $ | 40,670 |
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| — |
| (23,415) |
| $ | 17,255 |
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Year ended December 31, 2016: |
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Allowance for inventory obsolescence(2) |
| $ | 13,933 |
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| 26,564 |
| — |
| $ | 40,497 |
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Allowance for doubtful accounts receivable |
|
| 187 |
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| — |
| (14) |
|
| 173 |
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| $ | 14,120 |
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| 26,564 |
| (14) |
| $ | 40,670 |
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| Additions |
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| |
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| Balance at |
| Charged to |
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| Beginning |
| Costs and |
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| Balance at |
| |||
Description |
| of Year |
| Expenses |
| Deductions |
| End of Year |
| |||
Year ended December 31, 2015: |
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Allowance for inventory obsolescence |
| $ | 11,588 |
|
| 2,345 |
| — |
| $ | 13,933 |
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Allowance for doubtful accounts receivable |
|
| 326 |
|
| — |
| (139) |
|
| 187 |
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|
| 11,914 |
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| 2,345 |
| (139) |
| $ | 14,120 |
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Year ended December 31, 2014: |
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Allowance for inventory obsolescence |
| $ | 10,138 |
|
| 1,450 |
| — |
| $ | 11,588 |
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Allowance for doubtful accounts receivable |
|
| 94 |
|
| 232 |
| — |
|
| 326 |
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|
| 10,232 |
|
| 1,682 |
| — |
| $ | 11,914 |
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Year ended December 31, 2013: |
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Allowance for inventory obsolescence |
| $ | 9,189 |
|
| 949 |
| — |
| $ | 10,138 |
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Allowance for doubtful accounts receivable |
|
| 94 |
|
| — |
| — |
|
| 94 |
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| 9,283 |
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| 949 |
| — |
|
| 10,232 |
|
(1) | The deductions in 2017 related to the disposal of excess and obsolete inventory in 2017. |
(2) | The increase in the inventory obsolescence related to additional excess inventory identified as part of the impairment analysis of the 50-seat aircraft. See note 7, Special items, for additional detail on the impairment. |
9384
Pursuant to the requirements of Section 13 or 15 (d) of the Securities Act of 1934, as amended, the Registrant has duly caused this Annual Report on Form 10‑K for the year ended December 31, 2015,2018, to be signed on its behalf by the undersigned, thereunto duly authorized, on February 26, 2016.21, 2019.
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| By: | /s/ ROBERT J. SIMMONS Robert J. Simmons |
9485
ADDITIONAL SIGNATURES
Pursuant to the requirement of the Securities Act of 1934, as amended, this Annual Report on Form 10‑K has been signed below by the following persons in the capacities and on the dates indicated.
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| Name |
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| Capacities |
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| Date |
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/s/ Jerry C. Atkin Jerry C. Atkin
| Chairman of the Board | February | ||||||||
/s/ Russell A. Childs Russell A. Childs
| Chief Executive Officer and President (Principal Executive Officer) and Director | February | ||||||||
/s/ Robert J. Simmons Robert J. Simmons | Chief Financial Officer (Principal Financial Officer) | February | ||||||||
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/s/ Eric J. Woodward Eric J. Woodward | Chief Accounting Officer (Principal Accounting Officer) | February | ||||||||
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/s/ Steven F. Udvar‑Hazy Steven F. Udvar‑Hazy | Lead Director | February | ||||||||
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/s/ W. Steve Albrecht Steve Albrecht | Director | February | ||||||||
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/s/ Henry J. Eyring Henry J. Eyring | Director | February | ||||||||
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/s/ Meredith S. Madden Meredith S. Madden | Director | February | ||||||||
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/s/ Ronald J. Mittelstaedt Ronald J. Mittelstaedt | Director | February | ||||||||
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/s/ Andrew C. Roberts Andrew C. Roberts | Director | February | ||||||||
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/s/ Keith E. Smith Keith E. Smith | Director | February | ||||||||
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/s/ James L. Welch James L. Welch | Director | February |
9586