UNITED STATES SECURITIES AND EXCHANGE COMMISSION
WASHINGTON, D.C. 20549
FORM 10-Q
☑
☑QUARTERLY REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934
 
For the quarterly period ended September 30, 20222023
OR
☐
☐TRANSITION REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934

For the transition period from ____ to ____
Commission file number 001-37386

FTAI Aviation Logo.jpg
FTAI AVIATION LTD.
(Exact name of registrant as specified in its charter)

charter)
Cayman Islands
98-1420784
Cayman Islands98-1420784
(State or other jurisdiction of incorporation or organization)(I.R.S. Employer Identification No.)

1345 Avenue of the Americas, 45th FloorNew York
NY
NY10105
(Address of principal executive offices)(Zip Code)


(Registrant’s telephone number, including area code) (212) 798-6100
(Former name, former address and former fiscal year, if changed since last report) N/A
Securities registered pursuant to Section 12(b) of the Act:
Title of each class:Trading Symbol:Name of exchange on which registered:
Ordinary shares, $0.01 par value per share
FTAI
The Nasdaq Global Select Market
8.25% Fixed-to-Floating Rate Series A Cumulative Perpetual Redeemable Preferred SharesFTAIP
The Nasdaq Global Select Market
8.00% Fixed-to-Floating Rate Series B Cumulative Perpetual Redeemable Preferred SharesFTAIO
The Nasdaq Global Select Market
8.25% Fixed-Rate Reset Series C Cumulative Perpetual Redeemable Preferred SharesFTAIN
The Nasdaq Global Select Market
9.50% Fixed-Rate Reset Series D Cumulative Perpetual Redeemable Preferred Shares
FTAIMThe Nasdaq Global Select Market

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 for 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 ☑ þNo ☐
¨
Indicate by check mark whether the registrant has submitted electronically every Interactive Data File required to be submitted 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 such files). Yes ☑ þNo ☐
¨
Indicate by check mark whether the registrant is a large accelerated filer, an accelerated filer, a non-accelerated filer, a smaller reporting company, or an emerging growth company. See the definitions of “large accelerated filer,” “accelerated filer,” “smaller reporting company,” and “emerging growth company” in Rule 12b-2 of the Exchange Act.
Large accelerated filer
☑þAccelerated 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 Exchange Act). Yes ☐ ☐No ☑þ

There were 99,664,223 ordinary100,238,075 ordinary shares outstanding as of November 14, 2022.
representing limited liability company interests at October 23, 2023.


FORWARD-LOOKING STATEMENTS AND RISK FACTORS SUMMARY

This report contains “forward-looking statements” within the meaning of the Private Securities Litigation Reform Act of 1995. Forward-looking statements are not statements of historical fact but instead are based on our present beliefs and assumptions and on information currently available to us. You can identify these forward-looking statements by the use of forward-looking words such as “outlook,” “believes,” “expects,” “potential,” “continues,” “may,” “will,” “should,” “could,” “seeks,” “approximately,” “predicts,” “intends,” “plans,” “estimates,” “anticipates,” “target,” “projects,” “contemplates” or the negative version of those words or other comparable words. Any forward-looking statements contained in this report are based upon our historical performance and on our current plans, estimates and expectations in light of information currently available to us. The inclusion of this forward-looking information should not be regarded as a representation by us, that the future plans, estimates or expectations contemplated by us will be achieved.
Such forward-looking statements are subject to various risks and uncertainties and assumptions relating to our operations, financial results, financial condition, business, prospects, growth strategy and liquidity. Accordingly, there are or will be important factors that could cause our actual results to differ materially from those indicated in these statements. The following is a summary of the principal risk factors that make investing in our securities risky and may materially adversely affect our business, financial condition, results of operations and cash flows. This summary should be read in conjunction with the more complete discussion of the risk factors we face, which are set forth in Part II, Item 1A. “Risk Factors” of this report. We believe that these factors include, but are not limited to:
•changes in economic conditions generally and specifically in our industry sectors, and other risks relating to the global economy, including, but not limited to, the Russia-Ukraine conflict, the ongoing COVID-19 pandemic and other public health crises, and any related responses or actions by businesses and governments;
•reductions in cash flows received from our assets, as well as contractual limitations on the use of our aviation assets to secure debt for borrowed money;
•our ability to take advantage of acquisition opportunities at favorable prices;
•a lack of liquidity surrounding our assets, which could impede our ability to vary our portfolio in an appropriate manner;
•the relative spreads between the yield on the assets we acquire and the cost of financing;
•adverse changes in the financing markets we access affecting our ability to finance our acquisitions;
•customer defaults on their obligations;
•our ability to renew existing contracts and enter into new contracts with existing or potential customers;
•the availability and cost of capital for future acquisitions;
•concentration of a particular type of asset or in a particular sector;
•competition within the aviation sector;
industry;
•the competitive market for acquisition opportunities;
•risks related to operating through joint ventures, partnerships, consortium arrangements or other collaborations with third parties;
•our ability to successfully integrate acquired businesses;
•obsolescence of our assets or our ability to sell, re-lease or re-charter our assets;
•exposure to uninsurable losses and force majeure events;
•the legislative/regulatory environment and exposure to increased economic regulation;
•exposure to the oil and gas industry’s volatile oil and gas prices;
•difficulties in obtaining effective legal redress in jurisdictions in which we operate with less developed legal systems;
•our ability to maintain our exemption from registration under the Investment Company Act of 1940 and the fact that maintaining such exemption imposes limits on our operations;
•our ability to successfully utilize leverage in connection with our investments;
•foreign currency risk and risk management activities;
•effectiveness of our internal control over financial reporting;

2
•exposure to environmental risks, including natural disasters, increasing environmental legislation and the broader impacts of climate change;
•changes in interest rates and/or credit spreads, as well as the success of any hedging strategy we may undertake in relation to such changes;
•actions taken by national, state, or provincial governments, including nationalization, or the imposition of new taxes, could materially impact the financial performance or value of our assets;
•our dependence on our Manager and its professionals and actual, potential or perceived conflicts of interest in our relationship with our Manager;
•effects of the mergerpending acquisition of SoftBank’s equity in Fortress by certain members of management of Fortress Investment Group LLC with affiliates of SoftBank Group Corp.;and Mubadala;
2


•volatility in the market price of our shares;
•the inability to pay dividends to our shareholders in the future; and
•other risks described in the “Risk Factors” section of this report.
These factors should not be construed as exhaustive and should be read in conjunction with the other cautionary statements that are included in this report. The forward-looking statements made in this report relate only to events as of the date on which the statements are made. We do not undertake any obligation to publicly update or review any forward-looking statement except as required by law, whether as a result of new information, future developments or otherwise.
If one or more of these or other risks or uncertainties materialize, or if our underlying assumptions prove to be incorrect, our actual results may vary materially from what we may have expressed or implied by these forward-looking statements. We caution that you should not place undue reliance on any of our forward-looking statements. Furthermore, new risks and uncertainties arise from time to time, and it is impossible for us to predict those events or how they may affect us.
3


FTAI AVIATION LTD.
INDEX TO FORM 10-Q

PART I - FINANCIAL INFORMATION
Item 1.
5
5
6
Consolidated Statements of Comprehensive Income (Loss) for the three and nine months ended September 30, 2023 and 2022
7
Consolidated Statements of Changes in Equity for the three and nine months ended September 30, 20222023 and 20212022
7
8
Consolidated Statements of Cash Flows for the nine months ended September 30, 20222023 and 20212022
8
10
Notes to Consolidated Financial Statements
10
12
Note 1: Background and Basis of Presentation
Organization
10
12
Note 2: Summary of Significant Accounting Policies
11
12
Note 3: Discontinued Operations
15
Note 4: Leasing Equipment, net
15
16
Note 4: Finance Leases, net
16
Note 5: Investments
16
17
Note 6: Intangible Assets and Liabilities, net
17
18
Note 7: Loan Payable to Affiliate
Debt, net
18
19
Note 8: Fair Value Measurements
18
19
Note 9: Revenues
Equity-Based Compensation
19
20
Note 10: Income Taxes
21
Note 11: Management Agreement and Affiliate Transactions
21
Note 12: Segment Information
24
23
Note 13: Earnings per Share and Equity
31
Note 14: Commitments and Contingencies
31
32
Note 15: Subsequent Events
31
32
Item 2.32
34
Item 3.46
49
Item 4.46
49
PART II - OTHER INFORMATION
Item 1.46
50
Item 1A.46
50
Item 2.65
66
Item 3.
65
67
Item 4.
65
67
Item 5.
65
67
Item 6.
65
68


4
Index



PART I—FINANCIAL INFORMATION
Item 1. Financial Statements

Item 1.Financial Statements

FTAI AVIATION LTD.
CONSOLIDATED BALANCE SHEETS
(Dollars in thousands, except share and per share data)
(Unaudited)
NotesSeptember 30, 2023December 31, 2022
Assets
Cash and cash equivalents2$52,879 $33,565 
Restricted cash2— 19,500 
Accounts receivable, net107,825 99,443 
Leasing equipment, net41,924,198 1,913,553 
Property, plant, and equipment, net13,454 10,014 
Investments539,868 22,037 
Intangible assets, net641,471 41,955 
Inventory, net2274,832 163,676 
Other assets2179,259 125,834 
Total assets$2,633,786 $2,429,577 
Liabilities
Accounts payable and accrued liabilities$108,579 $86,452 
Debt, net72,279,330 2,175,727 
Maintenance deposits261,497 78,686 
Security deposits239,901 32,842 
Other liabilities49,417 36,468 
Total liabilities$2,538,724 $2,410,175 
Commitments and contingencies14
Equity
Ordinary shares ($0.01 par value per share; 2,000,000,000 shares authorized; 100,238,075 and 99,716,621 shares issued and outstanding as of September 30, 2023 and December 31, 2022, respectively)
$1,002 $997 
Preferred shares ($0.01 par value per share; 200,000,000 shares authorized; 15,920,000 and 13,320,000 shares issued and outstanding as of September 30, 2023 and December 31, 2022, respectively)159 133 
Additional paid in capital293,512 343,350 
Accumulated deficit(200,145)(325,602)
Shareholders' equity94,528 18,878 
Non-controlling interest in equity of consolidated subsidiaries534 524 
Total equity95,062 19,402 
Total liabilities and equity$2,633,786 $2,429,577 






See accompanying notes to consolidated financial statements.
5

FTAI AVIATION LTD.
CONSOLIDATED STATEMENTS OF OPERATIONS (unaudited)
(Dollars in thousands, except share and per share data)
     
(Unaudited)
September 30,
  December 31, 
  Notes  2022  2021 
Assets         
Cash and cash equivalents 2  $15,597  $2,158 
Accounts receivable, net 2   82,877   121,257 
Leasing equipment, net 3   1,559,575   1,714,136 
Finance leases, net 4   7,094   7,583 
Investments 5   22,280   22,917 
Intangible assets, net 6   29,416   30,962 
Inventory, net 2   160,019   100,308 
Other assets 2   141,294   97,531 
Total assets    $2,018,152  $2,096,852 
            
Liabilities           
Accounts payable and accrued liabilities    $26,982  $32,058 
Management fees payable to affiliate 11   46,095   43,477 
Loans payable to affiliate 7   27,090   25,181 
Maintenance deposits 2   51,430   106,164 
Security deposits 2   25,905   38,639 
Other liabilities     47,383   31,274 
Total liabilities    $224,885  $276,793 
            
Commitments and contingencies 14       
            
Equity           
Ordinary shares ($1.00 par value per share; 50,000 shares authorized; 105.2 and 100.0 shares issued and outstanding as of September 30, 2022 and December 31, 2021, respectively)
     —   — 
Additional paid in capital     1,087,534   1,139,628 
Retained earnings     705,733   680,431 
Total equity     1,793,267   1,820,059 
Total liabilities and equity    $2,018,152  $2,096,852 

Three Months Ended September 30,Nine Months Ended September 30,
Notes2023202220232022
Revenues
Lease income$45,622 $50,198 $161,141 $129,163 
Maintenance revenue63,925 35,507 141,131 112,171 
Asset sales revenue72,990 85,488 283,167 85,488 
Aerospace products revenue107,085 53,401 260,273 94,211 
Other revenue1,474 5,771 12,447 13,087 
Total revenues291,096 230,365 858,159 434,120 
Expenses
Cost of sales116,707 95,948 366,909 120,139 
Operating expenses233,887 27,393 81,218 108,197 
General and administrative3,015 3,354 10,270 11,821 
Acquisition and transaction expenses4,261 2,848 10,195 8,340 
Management fees and incentive allocation to affiliate114,577 4 13,137 4 
Depreciation and amortization4, 643,959 34,853 123,399 115,461 
Asset impairment— 4,495 1,220 128,171 
Interest expense40,185 40,171 117,976 132,197 
Total expenses246,591 209,066 724,324 624,330 
Other income (expense)
Equity in earnings (losses) of unconsolidated entities546 (358)(1,669)(125)
Gain on sale of assets, net— — — 79,933 
Loss on extinguishment of debt— (19,861)— (19,861)
Other income (expense)461 (1,038)877 208 
Total other income (expense)507 (21,257)(792)60,155 
Income (loss) from continuing operations before income taxes45,012 42 133,043 (130,055)
Provision for income taxes103,705 4,189 7,586 7,357 
Net income (loss) from continuing operations41,307 (4,147)125,457 (137,412)
Net loss from discontinued operations, net of income taxes3— (14,782)— (101,416)
Net income (loss)41,307 (18,929)125,457 (238,828)
Less: Net loss attributable to non-controlling interests in consolidated subsidiaries:
Continuing operations— — — — 
Discontinued operations— (2,871)— (18,817)
Less: Dividends on preferred shares8,334 6,791 23,460 20,373 
Net income (loss) attributable to shareholders$32,973 $(22,849)$101,997 $(240,384)
Earnings (loss) per share:13
Basic
Continuing operations$0.33 $(0.11)$1.02 $(1.59)
Discontinued operations$— $(0.12)$— $(0.83)
Diluted
Continuing operations$0.33 $(0.11)$1.02 $(1.59)
Discontinued operations$— $(0.12)$— $(0.83)
Weighted average shares outstanding:
Basic99,927,594 99,378,771 99,796,736 99,372,016 
Diluted100,482,309 99,378,771 100,269,203 99,372,016 
See accompanying notes to consolidated financial statements.

6
5
Index

FTAI AVIATION LTD.
CONSOLIDATED STATEMENTS OF OPERATIONS COMPREHENSIVE INCOME (LOSS) (unaudited)
(Dollars in thousands, except share and per share data)thousands)
Three Months Ended September 30,Nine Months Ended September 30,
2023202220232022
Net income (loss)$41,307 $(18,929)$125,457 $(238,828)
Other comprehensive loss:
Other comprehensive loss related to equity method investees, net in discontinued operations— (40,470)— (182,963)
Comprehensive income (loss)41,307 (59,399)125,457 (421,791)
Comprehensive loss attributable to non-controlling interest:
Continuing operations— — — — 
Discontinued operations— (2,871)— (18,817)
Comprehensive income (loss) attributable to shareholders$41,307 $(56,528)$125,457 $(402,974)

     
Three Months Ended
September 30,
  
Nine Months Ended
September 30,
 
  Notes  2022  2021  2022  2021 
Revenues 9  $218,249  $93,938  $412,205  $228,482 
                    
Expenses                   
Operating expenses 2   14,612   10,130   83,651   20,641 
Cost of sales 2   95,948   5,367   120,139   8,577 
General and administrative     3,354   2,862   9,125   7,166 
Acquisition and transaction expenses     2,848   1,132   5,449   3,710 
Management fees and incentive allocation to affiliate 11   539   2,116   4,692   7,027 
Depreciation and amortization 3   32,877   34,825   106,567   102,194 
Asset impairment 3   4,495   859   128,171   3,048 
Interest expense     644   584   1,910   1,734 
Total expenses     155,317   57,875   459,704   154,097 
                    
Other income (expense)                   
Equity in losses of unconsolidated entities 5   (358)  (369)  (125)  (1,050)
Gain on sale of assets, net     —   12,685   79,933   17,467 
Other income (expense)     42   (1,341)  245   (717)
Total other income (expense)     (316)  10,975   80,053   15,700 
Income before income taxes     62,616   47,038   32,554   90,085 
Provision for income taxes 10   3,818   500   7,252   1,037 
Net income attributable to shareholders    $58,798  $46,538  $25,302  $89,048 
                    
Earnings per share: 13                 
Basic    $558.92  $465.38  $244.46  $890.48 
Diluted    $558.92  $465.38  $244.46  $890.48 
Weighted average shares outstanding:                   
Basic     105.2   100.0   103.5   100.0 
Diluted     105.2   100.0   103.5   100.0 













































See accompanying notes to consolidated financial statements.

7
6
Index

FTAI AVIATION LTD.
CONSOLIDATED STATEMENTS OF CHANGES IN EQUITY (unaudited)
(Dollars in thousands)

  Three and Nine Months Ended September 30,2022 
  
Additional Paid In
Capital
  
Retained
Earnings
  Total Equity 
Equity - December 31, 2021 $1,139,628  $680,431  $1,820,059 
Net loss  —   (33,496)  (33,496)
Capital contributions  230,766   —   230,766 
Capital distributions  (104,821)  —   (104,821)
Equity - June 30, 2022 $1,265,573  $646,935  $1,912,508 
Net income  —   58,798   58,798 
Capital contributions  11,365   —   11,365 
Capital distributions  (189,404)  —   (189,404)
Equity - September 30, 2022 $1,087,534  $705,733  $1,793,267 
Three and Nine Months Ended September 30, 2023
Ordinary SharesPreferred SharesAdditional Paid In CapitalAccumulated Deficit Non-Controlling Interest in Equity of Consolidated SubsidiariesTotal Equity
Equity - December 31, 2022$997 $133 $343,350 $(325,602)$524 $19,402 
Net income84,150 — 84,150 
Other comprehensive income— — — 
Total comprehensive income— — — 84,150 — 84,150 
Contributions from non-controlling interest10 10 
Issuance of ordinary shares389 389 
Dividends declared - ordinary shares(59,854)(59,854)
Issuance of preferred shares26 61,703 61,729 
Dividends declared - preferred shares(15,126)(15,126)
Equity-based compensation618 618 
Equity - June 30, 2023$997 $159 $331,080 $(241,452)$534 $91,318 
Net income41,307 — 41,307 
Other comprehensive income— — — 
Total comprehensive income— — — 41,307 — 41,307 
Issuance of ordinary shares5 178 183 
Dividends declared - ordinary shares(29,922)(29,922)
Dividends declared - preferred shares(8,334)(8,334)
Equity-based compensation510 510 
Equity - September 30, 2023$1,002 $159 $293,512 $(200,145)$534 $95,062 

  Three and Nine Months Ended September 30,2021 
  
Additional Paid In
Capital
  
Retained
Earnings
  Total Equity 
Equity - December 31, 2020 $897,089  $550,560  $1,447,649 
Net income  —   42,510   42,510 
Capital contributions  140,273   —   140,273 
Capital distributions  (88,159)  —   (88,159)
Equity - June 30, 2021 $949,203  $593,070  $1,542,273 
Net income  —   46,538   46,538 
Capital contributions  109,191   —   109,191 
Capital distributions  (56,803)  —   (56,803)
Equity - September 30, 2021 $1,001,591  $639,608  $1,641,199 





























See accompanying notes to consolidated financial statements.

8
7
Index

FTAI AVIATION LTD.
CONSOLIDATED STATEMENTS OF CASH FLOWS CHANGES IN EQUITY (unaudited)
(Dollars in thousands)

Three and Nine Months Ended September 30, 2022
Common Shares(1)
Preferred Shares(1)
Additional Paid In CapitalAccumulated Deficit Accumulated Other Comprehensive Loss Non-Controlling Interest in Equity of Consolidated SubsidiariesTotal Equity
Equity - December 31, 2021$992 $133 $1,411,940 $(132,392)$(156,381)$(192)$1,124,100 
Net loss(203,953)(15,946)(219,899)
Other comprehensive loss— (142,493)— (142,493)
Total comprehensive loss— — — (203,953)(142,493)(15,946)(362,392)
Acquisition of consolidated subsidiary3,054 3,054 
Contributions from non-controlling interest1,187 1,187 
Issuance of ordinary shares399 399 
Dividends declared - ordinary shares(65,789)(65,789)
Dividends declared - preferred shares(13,582)(13,582)
Equity-based compensation2,294 2,294 
Equity - June 30, 2022$992 $133 $1,332,968 $(336,345)$(298,874)$(9,603)$689,271 
Net loss(16,058)(2,871)(18,929)
Other comprehensive loss— (40,470)— (40,470)
Total comprehensive loss— — — (16,058)(40,470)(2,871)(59,399)
Spin-off of FTAI Infrastructure, Inc., net of distributions(916,582)339,344 12,817 (564,421)
Settlement of equity-based compensation(148)(148)
Issuance of ordinary shares2 2 
Dividends declared - ordinary shares(32,795)(32,795)
Dividends declared - preferred shares(6,791)(6,791)
Equity-based compensation329 329 
Equity - September 30, 2022$994 $133 $376,800 $(352,403)$— $524 $26,048 

(1) Common and Preferred Shares of Fortress Transportation and Infrastructure Investors LLC were exchanged for Ordinary and Preferred Shares of FTAI Aviation Ltd. when the Merger, as detailed in Note 1, was completed on November 10, 2022.

  
Nine Months Ended
September 30,
 
  2022  2021 
Cash flows from operating activities:      
Net income $25,302  $89,048 
Adjustments to reconcile net income to cash provided by operating activities:        
Equity in losses of unconsolidated entities  125   1,050 
Gain on sale of assets, net  (106,169)  (17,467)
Security deposits and maintenance claims included in earnings  (31,558)  (30,866)
Depreciation and amortization  106,567   102,194 
Payment-in-kind interest  1,910   1,734 
Asset impairment  128,171   3,048 
Change in deferred income taxes  6,614   (23)
Amortization of lease intangibles and incentives  30,315   21,348 
Provision for credit losses  47,128   821 
Change in:        
Accounts receivable, net  (25,933)  (38,575)
Inventory, net  (11,041)  (11,918)
Other assets  (1,211)  972 
Accounts payable and accrued liabilities  (19,659)  (3,677)
Management fees payable to affiliate  2,618   15,692 
Other liabilities  (1,875)  (1,553)
Net cash provided by operating activities  151,304   131,828 
         
Cash flows from investing activities:        
Distribution from unconsolidated entities  512   — 
Principal collections on finance leases  2,165   1,707 
Acquisition of leasing equipment  (360,642)  (298,912)
Acquisition of property, plant and equipment  (949)  (1,121)
Acquisition of lease intangibles  (6,542)  (7,403)
Purchase deposits for aircraft and engines  (28,621)  (13,790)
Proceeds from sale of leasing equipment  262,096   78,463 
Proceeds from deposit of sale of aircraft and engines  7,801   600 
Return of purchase deposits  —   1,010 
Net cash used in investing activities $(124,180) $(239,446)


















See accompanying notes to consolidated financial statements.

9
8
FTAI AVIATION LTD.
CONSOLIDATED STATEMENTS OF CASH FLOWS (unaudited)
(Dollars in thousands)
Nine Months Ended September 30,
20232022
Cash flows from operating activities:
Net income (loss)$125,457 $(238,828)
Adjustments to reconcile net income (loss) to net cash provided by (used in) operating activities:
Equity in losses of unconsolidated entities1,669 46,727 
Gain on sale of assets, net(110,511)(106,427)
Security deposits and maintenance claims included in earnings(34,458)(31,558)
Loss on extinguishment of debt— 19,861 
Equity-based compensation1,128 2,623 
Depreciation and amortization123,399 155,780 
Asset impairment1,220 128,171 
Change in deferred income taxes5,974 14,923 
Change in fair value of non-hedge derivative— (1,567)
Change in fair value of guarantees(1,677)— 
Amortization of lease intangibles and incentives33,685 30,315 
Amortization of deferred financing costs6,429 17,142 
Provision for credit losses6,583 47,226 
Other(995)(693)
Change in:
 Accounts receivable(34,358)(61,892)
 Inventory(4,845)(13,370)
 Other assets(3,727)(23,576)
 Accounts payable and accrued liabilities321 4,329 
 Management fees payable to affiliate824 (2,530)
 Other liabilities648 (7,955)
Net cash provided by (used in) operating activities116,766 (21,299)
Cash flows from investing activities:
Investment in unconsolidated entities(19,500)(7,344)
Principal collections on notes receivable2,438 — 
Principal collections on finance leases3,624 2,165 
Acquisition of business, net of cash acquired— (3,819)
Acquisition of leasing equipment(506,923)(360,642)
Acquisition of property, plant and equipment(3,906)(138,750)
Acquisition of lease intangibles(10,474)(6,542)
Investment in promissory notes(11,500)— 
Purchase deposits for acquisitions(10,533)(28,621)
Proceeds from sale of leasing equipment366,065 262,096 
Proceeds from sale of property, plant and equipment— 5,289 
(Refunds) proceeds for deposit on sale of aircraft and engine(683)7,801 
Return of purchase deposits300 — 
Net cash used in investing activities$(191,092)$(268,367)

  
Nine Months Ended
September 30,
 
  2022  2021 
Cash flows from financing activities:      
Receipt of security deposits 
2,636   1,390 
Return of security deposits  (935)  (1,034)
Receipt of maintenance deposits  37,586   23,075 
Release of maintenance deposits  (878)  (19,615)
Capital contributions from Parent  242,131   249,464 
Capital distributions to Parent  (294,225)  (144,962)
Net cash (used in) provided by financing activities  (13,685)  108,318 
         
Net increase in cash and cash equivalents  13,439   700 
Cash and cash equivalents, beginning of period  2,158   1,388 
Cash and cash equivalents, end of period $15,597  $2,088 
         
Supplemental disclosure of non-cash investing and financing activities:        
Acquisition and transfers of leasing equipment $124,932  $66,988 
Assumed and settled security deposits  (12,161)  (1,909)
Assumed and settled maintenance deposits  (73,136)  (30,302)









See accompanying notes to consolidated financial statements.

10
FTAI AVIATION LTD.
CONSOLIDATED STATEMENTS OF CASH FLOWS (unaudited)
(Dollars in thousands)
Nine Months Ended September 30,
20232022
Cash flows from financing activities:
Proceeds from debt$430,000 $503,980 
Repayment of debt(330,000)(984,529)
Payment of deferred financing costs(1,805)(18,151)
Receipt of security deposits7,355 2,636 
Return of security deposits(2,385)(941)
Receipt of maintenance deposits22,747 37,586 
Release of maintenance deposits(275)(878)
Capital contributions from non-controlling interests10 1,187 
Settlement of equity-based compensation— (148)
Proceeds from issuance of preferred shares, net of underwriter's discount and issuance costs61,729 — 
Dividend from spin-off of FTAI Infrastructure, net of cash transferred— 500,562 
Cash dividends - ordinary shares(89,776)(98,584)
Cash dividends - preferred shares(23,460)(20,373)
Net cash provided by (used in) financing activities74,140 (77,653)
Net decrease in cash and cash equivalents and restricted cash(186)(367,319)
Cash and cash equivalents and restricted cash, beginning of period53,065 440,061 
Cash and cash equivalents and restricted cash, end of period$52,879 $72,742 
Supplemental disclosure of non-cash investing and financing activities:
Acquisition of leasing equipment$96,510 $124,932 
Acquisition of property, plant and equipment(199)(762)
Security deposits, maintenance deposits, other assets and other liabilities settled in the sale of leasing equipment20,127 — 
Settled and assumed security deposits2,270 (12,161)
Billed, assumed and settled maintenance deposits(15,854)(73,808)
Non-cash change in equity method investment— (182,963)
Conversion of interests in unconsolidated entities— (21,302)
Issuance of ordinary shares567 399 























See accompanying notes to consolidated financial statements.
11

FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)


1. BACKGROUND AND BASIS OF PRESENTATION
Background
ORGANIZATION
FTAI Aviation Ltd. (“we”, “us”, “our” or the “Company“Company” and formerly FTAI Finance Holdco Ltd.”“Fortress Transportation and Infrastructure Investors LLC”) is a Cayman Islands exempted company which through its subsidiaries owns, leases, and leases aviation equipment. The Company was incorporated on December 8, 2017 and as of September 30, 2022, was wholly owned by Fortress Transportation and Infrastructure Investors LLC (the “Parent”). On November 10, 2022, pursuant to the Agreement and Plan of Merger dated August 12, 2022, by and among the Company, the Parent, and FTAI Aviation Merger Sub LLC, the Parent became a wholly-owned subsidiary of the Company.

In connection with the consummation of the merger, the Company’s corporate name was changed to FTAI Aviation Ltd., and the Company replaced the Parent as the publicly traded company. We consist of an equipment leasing business that owns and leasessells aviation equipment and also develops and manufactures, through a joint venture, and repairs and sells, through exclusivity arrangements, aftermarket components for aircraft engines. Additionally, we own and lease offshore energy equipment. We have two reportable segments, (i) Aviation Leasing and (ii) Aerospace Products (see Note 12).
During the third quarter of 2021, the Parent announced its plan to spin off its infrastructure business and separate into two distinct, publicly traded companies (the ‘‘Separation’’) comprising the infrastructure business and the equipment leasing business. As part of a restructuring for the Separation, the Company, the Parent and its subsidiaries completed a series of transactions which included the contribution of remaining interests in aviation legal entities to the Company. As a result, on March 31,On August 1, 2022, the Company acquired a 100% interest in FTAI CHR JV Holdings LLC, a subsidiary that owns a 25% ownership interest in the Advanced Engine Repair JV, and a 100% interest in WWTAI Aviation LLC, a subsidiary that owns aviation assets. The Parent completed the spin-off of its infrastructure business into an independent publicly traded company on August 1, 2022.
Basis of Presentation
The accompanying consolidated financial statements were prepared on a standalone legal entity basis. These financial statements reflectcompany. Accordingly, the consolidated historicaloperating results of, operations, financial position and cash flows of FTAI Aviation Ltd. in accordance with U.S. generally accepted accounting principles (“U.S. GAAP”).
The transfer of a business between entities under common control that result in a change in reporting entity require retrospective combination of the entities for all periods presented as if the combination had been in effect since the inception of common control. The transfer of remaining aviation legal entities, as described above, represents a transfer of a business under a common control transaction which has been recorded at carrying value and accounted for retrospectively for all periods presented.
Historically, separate financial statements have not been prepared for the Company and it has not operated as a standalone business separate from the Parent. The accompanying consolidated financial statements have been prepared from Parent’s historical accounting records and are presented on a standalone basis as if the operations had been conducted independently from Parent. The historical results of operations, financial position, and cash flows of FTAI Aviation Ltd. represented in the consolidated financial statements may not be indicative of what they would have been had the Company actually been a separate standalone entity during such periods, nor are they necessarily indicative of our future results of operations, financial position, and cash flows.
The assets and liabilities in the consolidated financial statements have been reflected on a historical cost basis.
Corporate Function
The consolidated financial statements include all revenues and costs directly attributable to FTAI Aviation Ltd. and an allocationseparate, the infrastructure business are reported in Net loss from discontinued operations, net of certain expenses. The Parent is externally managed by Fortress Investment Group LLC (the ‘‘Manager’’), which performs the Parent’s corporate function (‘‘Corporate’’), and incurs a variety of expenses including, but not limited to, information technology, accounting, treasury, tax, legal, corporate finance and communications. For purposes ofincome taxes in the Consolidated Statements of Operations an allocationfor all periods presented. All amounts and disclosures included in the Notes to Consolidated Financial Statements reflect only the Company's continuing operations unless otherwise noted. For additional information, see Note 3, "Discontinued Operations."
On November 10, 2022, the Company completed a reverse merger transaction pursuant to the Agreement and Plan of these expenses is included to reflect our portionMerger (the “Merger”) between Fortress Transportation and Infrastructure Investors LLC (“FTAI LLC”) and the Company and the parties thereto, with FTAI LLC becoming a subsidiary of such corporate overhead from the Parent. The charges reflected have either been specifically identified or allocated based on an estimate of time spent on the Company. These allocated costs are recorded in General and administrative, and Acquisition andThis reverse merger represents a transaction expenses in the Consolidated Statements of Operations. We believe the assumptions regarding allocationsbetween entities under common control. Upon merger completion, FTAI LLC’s shareholders received one share of the Parent’s corporate expenses are reasonable. Nevertheless,Company’s ordinary shares, Series A Preferred Shares, Series B Preferred Shares and Series C Preferred Shares in exchange for each share of FTAI LLC’s common shares, Series A Preferred Shares, Series B Preferred Shares and Series C Preferred Shares, respectively, with the allocations may not be indicativenew Shares of the actual expense that would have been incurred had FTAI Aviation Ltd. operatedhaving substantially similar rights and privileges as an independent, standalone public entity, nor are they indicative ofthe respective FTAI Aviation Ltd.’s future expenses. Actual costs that may have been incurred if we had been a standalone company would depend on a number of factors, including the organizational structure, what functionsLLC shares being converted. All exchanges were outsourced or performed by employees and strategic decisions made in areas such as information technology and infrastructure. The Parent funded our operating and investing activities as needed. Cash transfers to andcompleted without any further action from the Parent are reflected in the Consolidated Statements of Cash Flows as ‘‘Capital contributions from Parent” and “Capital distributions to Parent”. Refer to Note 11 for additional discussion on corporate costs allocated from the Parent that are included in these consolidated financial statements.shareholders.

Unaudited interim financial information

The accompanying interim consolidated balance sheet as of September 30, 2022, the consolidated statements of operations, changes in equity and cash flows for the nine months ended September  30, 2022 and 2021 are unaudited. These unaudited interim consolidated financial statements have been prepared in accordance with U.S. GAAP. In the opinion of our management, the unaudited interim consolidated financial statements have been prepared on the same basis as the audited consolidated financial statements and include all adjustments necessary for the fair statement of our financial position as of September 30, 2022, the results of operations, changes in equity and cash flows for the nine months ended September 30, 2022 and 2021. The results of operations for the nine months ended September 30, 2022 are not necessarily indicative of the results to be expected for the year ending December 31, 2022 or for any other period.

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Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)

2. SUMMARY OF SIGNIFICANT ACCOUNTING POLICIES
Basis of Accounting—The accompanying consolidated financial statements are prepared in accordance with U.S. generally accepted accounting principles (“U.S. GAAP”) and include boththe accounts of us and our accountssubsidiaries. These financial statements and those of our subsidiaries.related notes should be read in conjunction with the Consolidated Financial Statements and related notes included in the Company’s Annual Report on Form 10-K for the year ended December 31, 2022.
Principles of Consolidation—We consolidate all entities in which we have a controlling financial interest and control over significant operating decisions. All intercompany transactions and balancesadjustments (consisting of normal recurring accruals) considered necessary for a fair presentation have been eliminated.included. The ownership interest of other investors in consolidated subsidiaries is recorded as non-controlling interest.
We use the equity method of accounting for investments in entities in which we exercise significant influence but which do not meet the requirements for consolidation. Under the equity method, we record our proportionate share of the underlying net income (loss) of these entities.
entities as well as the proportionate interest in adjustments to other comprehensive loss.
Use of Estimates—The preparation of financial statements in conformity with U.S. GAAP requires management to make estimates and assumptions that affect the reported amounts of assets and liabilities, the disclosure of contingent assets and liabilities at the date of the consolidated financial statements and the reported amounts of revenues and expenses during the reporting period, including allocations from the Parent.period. Actual results could differ from those estimates.
Risks and Uncertainties—In the normal course of business, we encounter several significant types of economic risk including credit, market, and capital market risks. Credit risk is the risk of the inability or unwillingness of a lessee or customer to make contractually required payments or to fulfill its other contractual obligations. Market risk reflects the risk of a downturn or volatility in the underlying industry segments in which we operate, which could adversely impact the pricing of the services offered by us or a lessee’s or customer’s ability to make payments, increase the risk of unscheduled lease terminations and depress lease rates and the value of our leasing equipment or operating assets. Capital market risk is the risk that we are unable to obtain capital at reasonable rates to fund the growth of our business.business or to refinance existing debt facilities. We, through our subsidiaries, also conduct operations outside of the United States; such international operations are subject to the same risks as those associated with our United States operations as well as additional risks, including unexpected changes in regulatory requirements, heightened risk of political and economic instability, potentially adverse tax consequences and the burden of complying with foreign laws. We do not have significant exposure to foreign currency risk as all of our leasing and customer arrangements are denominated in U.S. dollars.
Cash and Cash Equivalents—We consider all highly liquid short-term investments with a maturity of 90 days or less when purchased to be cash equivalents.
Restricted Cash—Restricted cash consists of funds required for the Company’s investment in Quick Turn, as described in Note 5, of $19.5 million as of December 31, 2022. The Company had no restricted cash as of September 30, 2023.
Inventory net—We hold aircraft engine modules, spare parts and used material inventory for trading and to support operations. Inventory net is carried at the lower of cost or net realizable value on our Consolidated Balance Sheets.
12
Property, Plant and Equipment, Leasing Equipment and Depreciation—Property, plant and equipment and leasing equipment are stated at cost (inclusive of capitalized acquisition costs, where applicable) and depreciated using the straight-line method, over estimated useful lives, to estimated residual values which are summarized as follows:

AssetRange of Estimated Useful LivesResidual Value Estimates
Aircraft
25 years from date of manufacture
Generally not to exceed 15% of manufacturer’s list price when new
Aircraft engines
2 - 6 years, based on maintenance adjusted service life
Sum of engine core salvage value plus the estimated fair value of life limited parts
Aviation tooling and equipment
3 - 6 years from date of purchase
Scrap value at end of useful life
Furniture and fixtures
3 - 6 years from date of purchase
None
Major improvements and modifications incurred in connection with the acquisition of property, plant and equipment and leasing equipment that are required to get the asset ready for initial service are capitalized and depreciated over the remaining life of the asset. Property, plant and equipment is included in Other Assets in the Consolidated Balance Sheets.
We review our depreciation policies on a regular basis to determine whether changes have taken place that would suggest that a change in our depreciation policies, useful lives of our equipment or the assigned residual values is warranted.
For planned major maintenance or component overhaul activities for aviation equipment off lease, the cost of such major maintenance or component overhaul event is capitalized and depreciated on a straight-line basis over the period until the next maintenance or component overhaul event is required.

11
Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
In accounting for leasing equipment,Revenues—We disaggregate our revenue from contracts with customers by products and services. Revenues are within the scope of ASC 842, Leases, and ASC 606, Revenue from contracts with customers, unless otherwise noted. We have elected to exclude sales and other similar taxes from revenues.

During the third quarter of 2022, we make estimates aboutupdated our corporate strategy based on the expected useful lives, residual valuesopportunities available in the market such that the sale of aircraft and the fair value of acquired in-place leases and acquired maintenance liabilities. In making these estimates, we rely upon observable market data for the same or similar types of equipment and our own estimates with respect to a lessee’s anticipated utilization of the aircraft or engine. When we acquire leasing equipment subject toengines is now an in-place lease, determining the fair value of the in-place lease requires us to make assumptions regarding the current fair values of leases for identical or similar equipment, in order to determine if the in-place lease is within a fair value range of current lease rates. If a lease is below or above the range of current lease rates, the resulting lease discount or premium is recognized as a lease intangible and amortized into lease income over the remaining term of the lease.
Impairment of Long-Lived Assets—We perform a recoverability assessment of eachoutput of our long-lived assets whenever events or changes in circumstances, or indicators, indicate thatrecurring, ordinary activities. As a result of this update, the carrying amount or net book value of an asset may not be recoverable. Indicators may include, but are not limited to, a significant lease restructuring or early lease termination; a significant change in market conditions; or the introduction of newer technology aircraft or engines. When performing a recoverability assessment, we measure whether the estimated future undiscounted net cash flows expected to be generated by the asset exceeds its net book value. The undiscounted cash flows consist of cash flows from currently contracted leases, future projected leases, transition costs, estimated down time and estimated residual or scrap values. In the event that an asset does not meet the recoverability test, the carrying value of the asset will be adjusted to fair value resulting in an impairment charge.
Management develops the assumptions used in the recoverability analysis based on its knowledge of active contracts, current and future expectations of the global demand for a particular asset and historical experience in the leasing markets, as well as information received from third party industry sources. The factors considered in estimating the undiscounted cash flows are impacted by changes in future periods due to changes in contracted lease rates, residual values, economic conditions, technology, demand for a particular asset type and other factors.
Security Deposits—Our operating leases generally require the lessee to pay a security deposit or provide a letter of credit. Security deposits are held until specified return dates stipulated in the lease or lease expiration.
Maintenance Payments—Typically, under an operating lease of aircraft, the lessee is responsible for performing all maintenance and is generally required to make maintenance payments to us for heavy maintenance, overhaul or replacement of certain high-value components of the aircraft or engine. These maintenance payments are based on hours or cycles of utilization or on calendar time, depending on the component, and are generally required to be made monthly in arrears. If a lessee is making monthly maintenance payments, we would typically be obligated to reimburse the lessee for costs they incur for heavy maintenance, overhaul or replacement of certain high-value componentstransaction price allocated to the extentsale of maintenance payments receivedassets is included in respect of the specific maintenance event, usually shortly following the completion of the relevant work.
We record the portion of maintenance payments paid by the lessee that are expected to be reimbursed as maintenance deposit liabilitiesAsset sales revenue in the Consolidated Balance Sheets. Reimbursements madeStatement of Operations beginning in the third quarter of 2022 and are accounted for in accordance with ASC 606. The corresponding net book values of the assets sold are recorded in Cost of sales in the Consolidated Statement of Operations beginning in the third quarter of 2022. Sales transactions of aircraft and engines prior to the lessee uponthird quarter of 2022 were accounted for in accordance with ASC 610-20, Gains and losses from the receiptderecognition of evidencenonfinancial assets and were included in Gain on sale of qualifying maintenance work are recorded againstassets, net on the maintenance deposit liability.
In certain acquired leases,Consolidated Statement of Operations, as we orwere previously only occasionally selling these assets. Generally, assets sold were under leasing arrangements with customers prior to sales and were included in Leasing equipment, net, on the lessee may be obligated to make a payment to the other party at lease termination based on redelivery conditions stipulated at the inception of the lease. When the lessee is required to return the aircraft in an improved maintenance condition, we record a maintenance right asset, as a component of other assets, for the estimated value of the end-of-life maintenance payment at acquisition. We recognize payments received as end-of-lease compensation adjustments, within lease revenue or as a reduction to the maintenance right asset, when payment is received or collectability is assured. In the event we are required to make payments at the end of the lease for redelivery conditions, amounts are accrued as additional maintenance liability and expensed when we are obligated and can reasonably estimate such payment.
Lease Incentives and AmortizationConsolidated Balance Sheets.—Lease incentives, which include lease acquisition costs related to reconfiguration of the aircraft cabin, other lessee specific modifications and other direct costs, are capitalized and amortized as a reduction of lease income over the primary term of the lease, assuming no lease renewals.
Intangibles and Amortization—Intangibles include the value of acquired favorable and unfavorable leases.
In accounting for acquired leasing equipment, we make estimates about the fair value of the acquired leases. In determining the fair value of these leases, we make assumptions regarding the current fair values of leases for identical or similar equipment in order to determine if the acquired lease is within a fair value range of current lease rates. If a lease is below or above the range of current lease rates, the resulting lease discount or premium is recognized as a lease intangible and amortized into lease income over the remaining term of the lease.

12
Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Revenues
Operating Leases—Leases—We lease equipment pursuant to operatingoperating leases. Operating leases with fixed rentals and step rentals are recognized on a straight-line basis over the term of the lease, assuming no renewals. Revenue is not recognized when collection is not reasonably assured. When collectability is not reasonably assured, the customer is placed on non-accrual status and revenue is recognized when cash payments are received.
Generally, under our aircraft lease and engine agreements, the lessee is required to make periodic maintenance payments calculated based on the lessee’s utilization of the leased asset or at the end of the lease. Typically, under our aircraft lease agreements, the lessee is responsible for maintenance, repairs and other operating expenses throughout the term of the lease. These periodic maintenance payments accumulate over the term of the lease to fund major maintenance events, and we are contractually obligated to return maintenance payments to the lessee up to the cost of maintenance events paid by the lessee. In the event the total cost of maintenance events over the term of a lease is less than the cumulative maintenance payments, we are not required to return any unused or excess maintenance payments to the lessee.
Maintenance payments received for which we expect to repay to the lessee are presented as Maintenance Depositsdeposits in our Consolidated Balance Sheets. All excess maintenance payments received that we do not expect to repay to the lessee are recorded as Maintenance revenues.revenue on our Consolidated Statements of Operations. Estimates in recognizing revenue include mean time between removal, projected costs for engine maintenance and forecasted utilization of aircraft which are affected by historical usage patterns and overall industry, market and economic conditions. Significant changes to these estimates could have a material effect on the amount of revenue recognized in the period.
For purchase and lease back transactions, we account for the transaction as a single arrangement. We allocate the consideration paid based on the relative fair value of the aircraft and lease. The fair value of the lease may include a lease premium or discount, which is recorded as a favorable or unfavorable lease intangible.
Finance Leases—From time to time we enter into finance lease arrangements that include a lessee obligation to purchase the leased equipment at the end of the lease term, a bargain purchase option, or provides for minimum lease payments with a present value that equals or exceeds substantially all of the fair value of the leased equipment at the date of lease inception. Net investment in finance leases represents the minimum lease payments due from lessee, net of unearned income. The lease payments are segregated into principal and interest components similar to a loan. Unearned income is recognized on an effective interest method over the lease term and is recorded as finance lease income. The principal component of the lease payment is reflected as a reduction to the net investment in finance leases. Revenue is not recognized when collection is not reasonably assured. When collectability is not reasonably assured, the customer is placed on non-accrual status and revenue is recognized when cash payments are received.
Asset sales revenue—Asset sales revenue primarily consists of the transaction price related to the sale of aircraft and aircraft engines from our Aviation Leasing segment. From time to time, the Company may also assign the related lease agreements to the customer as part of the sale of these assets. We routinely sell leasing equipment to customers and such transactions are considered recurring and ordinary in nature to our business. As such, these sales are accounted for within the scope of ASC 606. Revenue is recognized when a performance obligation is satisfied by transferring control over an asset to a customer. Revenue is recorded with corresponding costs of sales, presented on a gross basis in the Consolidated Statements of Operations. See Note 9 for additional information.
Aerospace Productsproducts revenue—Aerospace Productsproducts revenue primarily consists of the transaction price related to the sale of repaired CFM56-7B and CFM56-5B engines, engine modules, spare parts and used material inventory, and are accounted for within the scope of ASC 606. Revenue is recognized when a performance obligation is satisfied by transferring control over the related asset to a customer. Revenue is recorded with corresponding costs of sales, presented on a gross basis in the Consolidated Statements of Operations. Aerospace products revenue also consists of engine management service contracts, where the Company has a stand-ready obligation to provide replacement CFM56-7B and CFM56-5B engines to customers as they become unserviceable during the contract term. The Company recognizes revenue over time using a straight-line attribution method and the costs related to fulfilling the performance obligation are expensed as incurred.
13

FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Leasing Arrangements—At contract inception, we evaluate whether an arrangement is or contains a lease for which we are the lessee (that is, arrangements which provide us with the right to control a physical asset for a period of time). Operating lease right-of-use (“ROU”) assets and lease liabilities are included in Other assets and Other liabilities in our Consolidated Balance Sheets, respectively. Finance lease ROU assets are recognized in Other assets and lease liabilities are recognized in Other liabilities in our Consolidated Balance Sheets.

13
Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
All lease liabilities are measured at the present value of the unpaid lease payments, discounted using our incremental borrowing rate based on the information available at commencement date of the lease. ROU assets, for both operating and finance leases, are initially measured based on the lease liability, adjusted for prepaid rent and lease incentives. Operating lease ROU assets are subsequently measured at the carrying amount of the lease liability adjusted for prepaid or accrued lease payments and lease incentives.
The finance lease ROU assets are subsequently amortized using the straight-line method.
Operating lease expenses are recognized on a straight-line basis over the lease term. With respect to finance leases, amortization of the ROU asset is presented separately from interest expense related to the finance lease liability and is recorded in Operating expenses in the Consolidated Statements of Operations. Variable lease payments, which are primarily based on usage, are recognized when the associated activity occurs.
We have elected to combine lease and non-lease components for all lease contracts where we are the lessee. Additionally, for arrangements with lease terms of 12 months or less, we do not recognize ROU assets, and lease liabilities and lease payments are recognized on a straight-line basis over the lease term with variable lease payments recognized in the period in which the obligation is incurred.
Concentration of Credit Risk—We are subject to concentrations of credit risk with respect to amounts due from customers. We attempt to limit our credit risk by performing ongoing credit evaluations and, when deemed necessary, enter into collateral arrangements. Duringevaluations. No single customer accounted for greater than 10% of total revenue during the three and nine months ended September 30, 2022, no customer accounted for more than 10% of total revenue. During the three2023 and nine months ended September 30, 2021,2022.
As of September 30, 2023, there was one customer in the Aviation Leasing segment accounted for approximately 14%that represented 17% of total revenue in both periods.accounts receivable, net.
As of September 30,December 31, 2022, there were two customers in the Aviation Leasing segment that represented 32%20% and 14%12% of total Accountsaccounts receivable, net. As of December 31, 2021, there were two customers that represented 52% and 19% of total Accounts receivable, net.
We maintain cash balances, which generally exceed federally insured limits, and subject us to credit risk, in high credit quality financial institutions. We monitor the financial condition of these institutions and have not experienced any losses associated with these accounts.
Allowance for Doubtful Accounts—We determine the allowance for doubtful accounts based on our assessment of the collectability of our receivables on a customer-by-customer basis. The allowance for doubtful accounts was $54.7$72.2 million and $16.0$65.6 million as of September 30, 20222023 and December 31, 2021,2022, respectively. There was no provision for credit losses of $5.6 millionand $1.5a bad debt reversal of $0.7 million of provision for credit losses for the three months ended September 30, 20222023 and 2021,2022, respectively. There were provisionswas a provision for credit losses of $47.1$6.6 million and $0.8a provision for credit losses of $47.1 million for the nine months ended September 30, 20222023 and 2021,2022, respectively, and is included in Operating expenses in the Consolidated Statements of Operations.
Economic sanctions and export controls against Russia and Russia’s aviation industry have beenwere imposed due to its invasion of Ukraine during the first quarter of 2022. As a result of the sanctions imposed on Russian airlines, we terminated all lease agreements with Russian airlines and recognized approximately $47.1 million in provision for credit losses during the nine months ended September 30, 2022. Ourour allowance for doubtful accounts as ofat September 30, 20222023 includes all accounts receivable exposure to Russian and Ukrainian customers.
Expense RecognitionComprehensive Loss—Expenses are recognized on an accrual basisComprehensive loss is defined as incurred.
Acquisition and Transaction Expenses—Acquisition and transaction expenses is comprisedthe change in equity of indirect costs related to asset acquisitions, dispositions and terminated deal costs, including salaries, advisory, legal, accounting, valuationa business enterprise during a period from transactions and other professional or consulting fees.
Foreign Currency—events and circumstances, excluding those resulting from investments by and distributions to owners. Our functional and reporting currency is the U.S. dollar. Purchases and sales of assets andcomprehensive loss represents net income and expense items denominated in foreign currencies are translated into U.S. dollar amounts on the respective dates of such transactions.
Income Taxes—The Company is an exempted entity domiciled in the Cayman Islands where income taxes are not imposed. The Company is considered a Passive Foreign Investment Company for U.S. income tax purposes and certain income taxes are imposed on our owners. Taxable income or loss generated by our corporate subsidiaries is subject to U.S. federal, state and foreign corporate income tax in locations where they conduct business.
We account for these taxes using the asset and liability method under which deferred tax assets and liabilities are recognized for the future tax consequences attributable to differences between the financial statement carrying amounts of existing assets and liabilities and their respective tax bases. A valuation allowance is established when management believes it is more likely than not that a deferred tax asset will not be realized.
14
Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
We file income tax returns in the U.S. federal jurisdiction, various state jurisdictions and in certain foreign jurisdictions. The income tax returns filed by us and our subsidiaries are subject to examination by the U.S. federal, state and foreign tax authorities. We recognize tax benefits for uncertain tax positions only if it is more likely than not that the position is sustainable based on its technical merits. Interest and penalties on uncertain tax positions are included(loss), as a component of the provision for income taxespresented in the Consolidated Statements of Operations.
Operations, adjusted for comprehensive loss related to cash flow hedges of our equity method investees of discontinued operations. The cash flow impact of commodity derivatives held by our consolidated subsidiaries is recognized in Change in fair value of non-hedge derivatives in our Consolidated Statements of Cash Flows.
Other Assets—Other assets is primarily comprised of lease incentives of $35.5$47.9 million and $46.2$37.9 million, purchase deposits of $28.6$10.5 million and $13.7 million, prepaid expenses of $0.7 million and $3.1$6.7 million, notes receivable of $56.0$85.7 million and $22.9$49.2 million, maintenance right assets of $12.4 million and $5.1 million, and operating lease right-of-use assets, net of $3.2$2.4 million and $2.3$3.0 million, finance leases, net of $3.6 million and $6.4 million, maintenance right assets of $12.5 million and $6.8 million and prepaid expenses of $2.9 million and $1.9 million, as of September 30, 20222023 and December 31, 2021,2022, respectively. As
Dividends—Dividends are recorded if and when declared by the Board of Directors. For both the three months ended September 30, 2023 and 2022, the Board of Directors declared cash dividends of $0.30 per ordinary share. For the nine months ended September 30, 2023 and 2022, the Board of Directors declared cash dividends of $0.90 and $0.96 per ordinary share, respectively.
Additionally, in the quarter ended September 30, 2023, the Board of Directors declared cash dividends on the Series A Preferred Shares, Series B Preferred Shares, Series C Preferred Shares and Series D Preferred Shares of $0.52, $0.50, $0.52 and $0.59 per share, respectively.
14

FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Recent Accounting Pronouncements—The Company has evaluated all recent accounting pronouncements and none are expected to have a resultmaterial impact on the Company’s consolidated financial statements.
3. DISCONTINUED OPERATIONS
FTAI Infrastructure Inc. (“FTAI Infrastructure”) Spin-Off
On April 28, 2022, the Board of Directors of the sanctions imposedCompany unanimously approved the previously announced spin-off of the Company’s infrastructure business held by FTAI Infrastructure (a wholly owned subsidiary of the Company). The spin-off was effected as a distribution of all of the shares owned by the Company of common stock of FTAI Infrastructure to the holders of the Company’s ordinary shares as of July 21, 2022. The distribution was completed on Russian airlines, we terminated all lease agreements with Russian airlines and recognized approximately $7.5 million in amortizationAugust 1, 2022. Under ASC 205-20, Presentation of Financial Statements – Discontinued Operations, the spin-off met the criteria to be reported as a discontinued operation. Therefore, FTAI Infrastructure is presented as a discontinued operation within the Company’s financial statements for the remaining lease incentives during thethree and nine months ended September 30, 2022.
FTAI Infrastructure is a corporation for U.S. federal income tax purposes and holds, among other things, the Company’s previously held interests in the (i) Jefferson Terminal business, (ii) Repauno business, (iii) Long Ridge investment, and (iv) Transtar business. FTAI Infrastructure retained all related project-level debt of those businesses. In connection with the spin-off, FTAI Infrastructure paid a dividend of $730.3 million to the Company. The Company used these proceeds to repay all outstanding borrowings under its 2021 bridge loans, $200.0 million of its 6.50% senior unsecured notes due 2025, and approximately $175.0 million of the outstanding borrowings under its revolving credit facility. FTAI LLC retained the aviation business and certain other assets, and FTAI LLC’s remaining outstanding corporate indebtedness.
In connection with the spin-off, the Company and the Manager assigned the Company’s then-existing management agreement to FTAI Infrastructure, and FTAI Infrastructure and the Manager executed an amended and restated agreement. The Company and certain of its subsidiaries executed a new management agreement with the Manager. The new management agreement has an initial term of six years. The Manager is entitled to a management fee and reimbursement of certain expenses on substantially similar terms as the previous arrangements with the Manager, which were assigned to FTAI Infrastructure. Prior to the Merger described below, our Manager remained entitled to incentive allocations (comprised of income incentive allocation and capital gains incentive allocation) on the same terms as they existed prior to spin-off. Following the Merger, the Company entered into a Services and Profit Sharing Agreement (the “Services and Profit Sharing Agreement”), with a subsidiary of the Company and Fortress Worldwide Transportation and Infrastructure Master GP LLC (“Master GP”), pursuant to which Master GP is entitled to incentive payments on substantially similar terms as the previous arrangements.
Financial Information of Discontinued Operations
The following table presents the significant components of net loss from discontinued operations:
Three Months EndedNine Months Ended
September 30, 2022September 30, 2022
Revenues
Total revenues$27,993 $140,009 
Expenses
Cost of sales4,920 12,732 
Operating expenses12,365 92,478 
General and administrative expenses466 2,694 
Acquisition and transaction expenses3,813 13,971 
Management fees and incentive allocation to affiliate908 8,134 
Depreciation and amortization6,004 40,319 
Interest expense2,160 15,105 
Other expense7,641 47,765 
Total expenses38,277 233,198 
Loss before income taxes(10,284)(93,189)
Provision for income taxes4,498 8,227 
Net loss from discontinued operations, net of income taxes(14,782)(101,416)
Less: Net loss attributable to non-controlling interests in consolidated subsidiaries(2,871)(18,817)
Net loss attributable to shareholders$(11,911)$(82,599)
15

FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
The cash flows related to discontinued operations have not been segregated, and are included in the Consolidated Statements of Cash Flows for the nine months ended September 30, 2022. The following table summarizes depreciation and amortization, capital expenditures, and other significant operating and investing noncash items from discontinued operations:
Nine Months Ended
September 30, 2022
Operating activities:
Equity in losses of unconsolidated entities$46,601 
Depreciation and amortization40,319 
Equity-based compensation2,623 
Investing activities:
Acquisition of property, plant and equipment$(129,920)
Acquisition of business, net of cash acquired(3,819)
Investment in unconsolidated entities(7,954)
Proceeds from sale of property, plant and equipment5,289 
Non-cash change in equity method investment(182,963)
Non-cash conversion of interest in unconsolidated entities(21,302)
The Company accounted for Long Ridge Terminal LLC, included in discontinued operations for the three and nine months ended September 30, 2022 included above, using the equity method of accounting. Summarized financial data for Long Ridge Terminal LLC are shown in the following table.
Three Months EndedNine Months Ended
Income StatementSeptember 30, 2022September 30, 2022
Total revenues$156 $15,199 
Expenses
Operating expenses4,337 36,693 
Depreciation and amortization4,383 29,381 
Interest expense4,580 30,622 
Total expenses13,300 96,696 
Other expense(21)(234)
Net loss$(13,165)$(81,731)
Accounts Payable and Accrued Liabilities—Accounts payable and accrued liabilities primarily include payables relating to aviation leasing equipment maintenance and aircraft engine modules, spare parts, used material inventory, accrued compensation and operating expenses.
Recent Accounting Pronouncements—In July 2021, the FASB issued ASU 2021-05, Leases (Topic 842): Lessors—Certain Leases with Variable Lease Payments. This ASU requires lessors to classify and account for a lease with variable lease payments that do not depend on a reference index or a rate as an operating lease if (i) the lease would have been classified as a sales-type lease or a direct financing lease under Topic 842 and (ii) the lessor would have otherwise recognized a day-one loss. This standard is effective for all reporting periods beginning after December 15, 2021. We adopted this guidance in the first quarter of 2022, which did not have a material impact on our consolidated financial statements.
3.4. LEASING EQUIPMENT, NET
Leasing equipment, net is summarized as follows:
 September 30,  December 31, 
 2022  2021 September 30, 2023December 31, 2022
Leasing equipment  1,990,115  $2,122,428 Leasing equipment$2,448,274 $2,413,230 
Less: Accumulated depreciation  (430,540)  (408,292)Less: Accumulated depreciation(524,076)(499,677)
Leasing equipment, net $1,559,575  $1,714,136 Leasing equipment, net$1,924,198 $1,913,553 
Economic sanctions and export controls against Russia and Russia’s aviation industry have beenwere imposed due to its invasion of Ukraine during the ninethree months ended September 30,March 31, 2022. As a result of the sanctions imposed on Russian airlines, we terminated all lease agreements with Russian airlines. As of September 30, 2022, four aircraft and two engines were still located in Ukraine and eight aircraft and seventeen engines were still located in Russia. We determined that it is unlikely that we will regain possession of the aircraftaircrafts and engines that havehad not yet been recovered from Ukraine and Russia. As a result, we recognized an impairment charge totaling $120.0$120.0 million, net of maintenance deposits, to write-off the entire carrying value of leasing equipment assets that we dodid not expect to recover from Ukraine and Russia. As of September 30, 2023, four aircraft were still located in Ukraine and eight aircraft and seventeenengines were still located in Russia. Additionally, we identified certain assets in our leasing equipment portfolio with indicators of impairment. As a result, wewe adjusted the carrying value of these assets to fair value and recognized transactiontransactional impairment charges of $8.2$1.2 million, net of redelivery compensation during the nine months ended September 30, 2022.

The following table presents information related to acquisitions and dispositions of aviation leasing equipment during the nine months ended September 30, 2022:
Acquisitions:
Aircraft23
Engines45
Dispositions:
Aircraft5
Engines50
15
Index2023.
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Depreciation expense for leasing equipment is summarized as follows:
16
  
Three Months Ended
September 30,
  
Nine Months Ended
September 30,
 
  2022  2021  2022  2021 
Depreciation expense for leasing equipment $32,728  $34,718  $106,180  $101,992 


FTAI AVIATION LTD.
4.  FINANCE LEASES, NETNOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
Finance leases, net are summarized as follows:

  September 30,  December 31, 
  2022  2021 
Finance leases $7,697  $8,358 
Unearned revenue  (603)  (775)
Finance leases, net $7,094  $7,583 
During the three months ended September 30, 2022, we entered into a 36-month sales-type lease arrangement for two airframes.
(Dollars in tables in thousands, unless otherwise noted)
Three Months Ended September 30,Nine Months Ended September 30,
2023202220232022
Depreciation expense for leasing equipment$43,765 $34,704 $122,867 $115,074 

5. INVESTMENTS
The following table presents the ownership interests and carrying values of our investments:
     Carrying Value Carrying Value

 Investment Ownership Percentage  
September 30,
2022
  
December 31,
2021
 InvestmentOwnership PercentageSeptember 30, 2023December 31, 2022
Advanced Engine Repair JVEquity method 25%
 $20,439  $21,317 Advanced Engine Repair JVEquity method25%$21,543 $20,207 
Falcon MSN 177 LLCEquity method 50%
  1,841   1,600 Falcon MSN 177 LLCEquity method50%1,588 1,830 
Quick Turn Engine Center LLCQuick Turn Engine Center LLCEquity method50%16,737 — 
     $22,280  $22,917 $39,868 $22,037 
We did not recognize any other-than-temporary impairments for the three and nine months ended September 30, 20222023 and 2021.

2022.
The following table presents our proportionate share of equity in losses:(losses) income:
Three Months Ended September 30,Nine Months Ended September 30,
2023202220232022
Advanced Engine Repair JV$1,063 $(314)$1,336 $(879)
Falcon MSN 177 LLC(108)(44)(242)754 
Quick Turn Engine Center LLC(909)— (2,763)— 
Total$46 $(358)$(1,669)$(125)
  Three Months Ended September 30,  Nine Months Ended September 30, 
  2022  2021  2022  2021 
Advanced Engine Repair JV $(314) $(369) $(879) $(1,050)
Falcon MSN 177 LLC  (44)  —   754   — 
Total $(358) $(369) $(125) $(1,050)
Equity Method Investments
Advanced Engine Repair JV
In December 2016, we invested $15.0$15 million for a 25% interest in an advanced engine repair joint venture. We focusThis joint venture is focused on developing new costscost savings programs for engine repairs. We exercise significant influence over this investment and account for this investment as an equity method investment.
In August 2019, we expanded the scope of our joint venture and invested an additional $13.5 million and maintained a 25% interest.

16
Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Falcon MSN 177 LLC
In November 2021, we invested $1.6 million for a 50% interest in Falcon MSN 177 LLC, an entity that consists of one Dassault Falcon 2000 aircraft. Falcon MSN 177 LLC leases the aircraft to charter operators on aircraft, crew, maintenance and insurance contracts. We account for our investment in Falcon as an equity method investment as we have significant influence through our interest.
Quick Turn Engine Center LLC
On January 4, 2023, we invested $19.5 million for a 50% interest in Quick Turn Engine Center LLC or “Quick Turn” (previously iAero Thrust LLC), a hospital maintenance and testing facility dedicated to the CFM56 engine. We account for our investment in Quick Turn as an equity method investment as we have significant influence through our interest.


17

FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
6. INTANGIBLE ASSETS AND LIABILITIES, NET
Our intangibleIntangible assets and liabilities, net are summarized as follows:
  September 30, 2022  December 31, 2021 
Intangible assets      
Acquired favorable lease intangibles $59,789  $67,013 
Less: Accumulated amortization  (30,373)  (36,051)
Total intangible assets, net $29,416  $30,962 
         
Intangible liabilities        
Acquired unfavorable lease intangibles $13,114  $14,795 
Less: Accumulated amortization  (2,216)  (6,068)
Acquired unfavorable lease intangibles, net $10,898  $8,727 
September 30, 2023December 31, 2022
Intangible assets
Acquired favorable lease intangibles$60,963 $64,202 
Less: Accumulated amortization(19,492)(22,247)
Acquired favorable lease intangibles, net$41,471 $41,955 
Intangible liabilities
Acquired unfavorable lease intangibles$2,918 $13,152 
Less: Accumulated amortization(1,232)(2,607)
Acquired unfavorable lease intangibles, net$1,686 $10,545 
Intangible assets and liabilities are all held within the Aviation Leasing segment. Intangible liabilities relate to unfavorable lease intangibles and are included as a component of Other liabilities in the Consolidated Balance Sheets.
Amortization of intangible assets and liabilities is as follows:
 
Classification in Consolidated
Statements of Operations
 
Three Months Ended
September 30,
  
Nine Months Ended
September 30,
 
2022  20212022  2021
Lease intangiblesRevenues $3,291  $1,266  $10,259  $3,216 
Classification in Consolidated Statements of OperationsThree Months Ended September 30,Nine Months Ended September 30,
2023202220232022
Lease intangiblesLease income$3,726 $3,291 $11,325 $10,259 
As of September 30, 2022,2023, estimated net annual amortization of intangible assets and liabilitiesintangibles is as follows:
Remainder of 2022 
3,323 
2023  8,398 
Remainder of 2023Remainder of 20233,189 
2024  4,848 202412,583 
2025  1,962 20259,049 
2026  519 20266,504 
202720273,388 
202820283,132 
Thereafter  (532)Thereafter1,940 
Total $18,518 Total$39,785 
17
18

Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)

7. LOANS PAYABLE TO AFFILIATE
DEBT, NET
FTAI CHR JV Promissory NoteOur debt, net is summarized as follows:
September 30, 2023December 31, 2022
Outstanding BorrowingsStated Interest RateMaturity DateOutstanding Borrowings
Loans payable
Revolving Credit Facility (1)
$250,000 
(i) Base Rate + 1.75%; or
(ii) Adjusted Term SOFR Rate + 2.75%
9/20/25$150,000 
Total loans payable250,000 150,000 
Bonds payable
Senior Notes due 2025 (2)
652,297 6.50%10/1/25653,036 
Senior Notes due 2027400,000 9.75%8/1/27400,000 
Senior Notes due 2028 (3)
1,001,834 5.50%5/1/281,002,091 
Total bonds payable2,054,131 2,055,127 
Debt2,304,131 2,205,127 
Less: Debt issuance costs(24,801)(29,400)
Total debt, net$2,279,330 $2,175,727 
Total debt due within one year$— $— 
________________________________________________________
(1)—On December 28, 2016, the Company entered into Requires a Loan Agreement (the “Loan”) with Fortress Worldwide Transportation and Infrastructure General Partnership, an affiliate, pursuant to which it borrowed an initial aggregate amount of $9.0 million in connection with its investment in the Advanced Engine Repair JV. In 2019, the Company made additional borrowings of $8.1 million. Borrowings under the Loan are unsecured and bear payment-in-kind accrued interestquarterly commitment fee at a rate of 10% per year. The outstanding loan amount, including payment-in-kind accrued interest, was $27.1 million0.50% on the average daily unused portion, as well as customary letter of credit fees and $25.2 millionagency fees.
(2) Includes an unamortized discount of $982 and $1,318 at September 30, 2023 and December 31, 2022, respectively, and an unamortized premium of $3,279 and $4,354 at September 30, 2023 and December 31, 2022, respectively.
(3) Includes an unamortized premium of $1,834 and $2,091 at September 30, 2023 and December 31, 2022, respectively.
We were in compliance with all debt covenants as of September 30, 2022 and December 31, 2021, respectively. Interest expense on the Loan was $0.6 million, $0.6 million, $1.9 million, and $1.7 million for the three and nine months ended September 30, 2022 and 2021, respectively. The maturity date of the loan, including payment-in-kind accrued interest, is December 26, 2026.2023.

8. FAIR VALUE MEASUREMENTS
Fair value measurements and disclosures require the use of valuation techniques to measure fair value that maximize the use of observable inputs and minimize use of unobservable inputs. These inputs are prioritized as follows:
•Level 1: Observable inputs such as quoted prices in active markets for identical assets or liabilities.
•Level 2: Inputs other than quoted prices included within Level 1 that are observable, either directly or indirectly, such as quoted prices for similar assets or liabilities or market corroborated inputs.
•Level 3: Unobservable inputs for which there is little or no market data and which require us to develop our own assumptions about how market participants price the asset or liability.
The valuation techniques that may be used to measure fair value are as follows:
•Market approach—Uses prices and other relevant information generated by market transactions involving identical or comparable assets or liabilities.
•Income approach—Uses valuation techniques to convert future amounts to a single present amount based on current market expectations about those future amounts.
•Cost approach—Based on the amount that currently would be required to replace the service capacity of an asset (replacement cost).
Our cash and cash equivalents and restricted cash consist largely of demand deposit accounts with maturities of 90 days or less when purchased that are considered to be highly liquid. These instruments are valued using inputs observable in active markets for identical instruments and are therefore classified as Level 1 within the fair value hierarchy.
The fair value of the loan payable to affiliate cannot be objectively determined due to the nature of the affiliate transaction.
Except as discussed below, our financial instruments other than cash and cash equivalents and restricted cash consist principally of accounts receivable, notenotes receivable, accounts payable and accrued liabilities, loans payable, security deposits, and maintenance deposits and management fees payable, whose fair value approximatesvalues approximate their carrying valuevalues based on an evaluation of pricing data, vendor quotes, and historical trading activity or due to their short maturity profiles.
19

FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
The fair value of our bonds payable reported as Debt, net in the Consolidated Balance Sheets are presented in the table below and classified as Level 2 within the fair value hierarchy:
September 30, 2023December 31, 2022
Senior Notes due 2025639,633 613,152 
Senior Notes due 2027413,836 402,032 
Senior Notes due 2028907,380 853,490 
The fair value of all other items reported as Debt, net in the Consolidated Balance Sheets approximate their carrying values due to their bearing market rates of interest and are classified as Level 2 within the fair value hierarchy.
The Company has contingent obligations under ASC 460, Guarantees, in connection with certain sales of aircraft on lease, which are measured at fair value. The guarantees are valued at $7.0 million and $3.8 million as of September 30, 2023 and December 31, 2022, respectively, and are reflected as a component of Other liabilities on the Consolidated Balance Sheets. The fair values of the guarantees are determined based on the estimated condition of the engines at the end of each lease term, the estimated cost of replacement and applicable discount rates, and are classified as Level 3. During the nine months ended September 30, 2023, the Company recorded a $4.9 million increase in guarantees related to the sale of seven aircraft and a $1.7 million decrease related to the change in fair value, which is recorded as Asset sales revenue in the Consolidated Statements of Operations.
We measure the fair value of certain assets and liabilities on a non-recurring basis when U.S. GAAP requires the application of fair value, including events or changes in circumstances that indicate that the carrying amounts of assets may not be recoverable. Assets subject to these measurements include intangible assets, property, plant and equipment and leasing equipment. We record such assets at fair value when it is determined the carrying value may not be recoverable. Fair value measurements for assets subject to impairment tests are based on an income approach which uses Level 3 inputs, which include our assumptions as to future cash flows from operation of the leasingleasing and eventual sale of assets.

9. EQUITY-BASED COMPENSATION
In 2015, we established a Nonqualified Stock Option and Incentive Award Plan (“Incentive Plan”) which provides for the ability to grant equity compensation awards in the form of stock options, stock appreciation rights, restricted stock, and performance awards to eligible employees, consultants, directors, and other individuals who provide services to us, each as determined by the Compensation Committee of the Board of Directors.
As of September 30, 2023, the Incentive Plan provides for the issuance of up to 29.8 million shares. We account for equity-based compensation expense in accordance with ASC 718 Compensation-Stock Compensation and is reported within operating expenses and general and administrative in the Consolidated Statements of Operations.
The Consolidated Statements of Operations includes the following expense related to our stock-based compensation arrangements:
Three Months Ended September 30,Nine Months Ended September 30,Remaining Expense To Be Recognized, If All Vesting Conditions Are MetWeighted Average Remaining Contractual Term (in years)
2023202220232022
Restricted Shares$510 $— $1,128 $— $7,643 3.3 years
Options
In connection with our March 2023 offering of preferred shares (see Note 13), we granted options to the Manager related to 248,947 ordinary shares at an exercise price of $26.11, which had a grant date fair value of $2.1 million. The assumptions used in valuing the options were: a 3.471% risk-free rate, a 6.263% dividend yield, a 37.879% volatility and a ten-year term.
During the nine months ended September 30, 2023, the Manager did not transfer any options to employees.
Restricted Shares
During the nine months ended September 30, 2023, we issued restricted shares of the Company to select employees of FTAI Aviation LLC (a wholly owned subsidiary of the Company) that had a grant date fair value of $8.8 million and vest over 4.3 years. These awards are subject to continued employment, and the compensation expense is recognized ratably over the vesting periods, with 50% of the units vesting on June 30, 2026 and the remaining units vesting on June 30, 2027. The fair value of these awards were calculated based on the closing price of FTAI Aviation Ltd.’s ordinary shares on grant date of March 13, 2023.
18
20

Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
9.  REVENUES
We disaggregate our revenue from contracts with customers by products and services provided for each of our segments, as we believe it best depicts the nature, amount, timing and uncertainty of our revenue. Revenues are within the scope of ASC 842, Leases and ASC 606, Revenue from contracts with customers, unless otherwise noted. We have elected to exclude sales and other similar taxes from revenues.
During the three months ended September 30, 2022, we updated our corporate strategy based on the opportunities available in the market such that the sale of aircraft and engines is now an output of our recurring, ordinary activities. As a result of this update, the transaction price allocated to the sale of assets is included in Revenues in the Consolidated Statement of Operations for the three months ended September 30, 2022 and are accounted for in accordance with ASC 606. The corresponding net book values of the assets sold are recorded in Cost of sales in the Consolidated Statement of Operations for the three months ended September 30, 2022. Sales transactions of aircraft and engines prior to the three months ended September 30, 2022 were accounted for in accordance with ASC 610-20, Gains and losses from the derecognition of nonfinancial assets and were included inGain on sale of assets, net on the Consolidated Statement of Operations, as we were previously only occasionally selling these assets. Generally, assets sold were under leasing arrangements with customers prior to sales and are included in Leasing equipment, net, on the Consolidated Balance Sheets.
  Three Months Ended September 30, 2022 
  
Aviation
Leasing
  
Aerospace
Products
  Total 
Revenues         
Lease income $40,273  $—  $40,273 
Maintenance revenue  35,507   —   35,507 
Finance lease income  119   —   119 
Asset sales revenue  85,488   —   85,488 
Aerospace products revenue  —   53,401   53,401 
Other revenue  3,461   —   3,461 
Total revenues $164,848  $53,401  $218,249 
  Three Months Ended September 30, 2021 
  
Aviation
Leasing
  
Aerospace
Products
  Total 
Revenues         
Lease income $40,392  $—  $40,392 
Maintenance revenue  40,252   —   40,252 
Finance lease income  439   —   439 
Aerospace products revenue  —   7,730   7,730 
Other revenue  5,125   —   5,125 
Total revenues $86,208  $7,730  $93,938 
19
Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
  Nine Months Ended September 30, 2022 
  
Aviation
Leasing
  
Aerospace
Products
  Total 
Revenues         
Lease income $111,316  $—  $111,316 
Maintenance revenue  112,171   —   112,171 
Finance lease income  332   —   332 
Asset sales revenue  85,488   —   85,488 
Aerospace products revenue  —   94,211   94,211 
Other revenue  8,687   —   8,687 
Total revenues $317,994  $94,211  $412,205 
  Nine Months Ended September 30, 2021 
  
Aviation
Leasing
  
Aerospace
Products
  Total 
Revenues         
Lease income $120,389  $—  $120,389 
Maintenance revenue  87,763   —   87,763 
Finance lease income  1,285   —   1,285 
Aerospace products revenue  —   13,284   13,284 
Other revenue  5,761   —   5,761 
Total revenues $215,198  $13,284  $228,482 
Presented below are the contracted minimum future annual revenues to be received under existing operating and finance leases:
  September 30, 2022 
Remainder of 2022 $32,414 
2023  104,995 
2024  70,428 
2025  43,890 
2026  24,835 
Thereafter  65,820 
Total $342,382 

20
Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)

10. INCOME TAXES
The current and deferred components of the income tax provision included in the Consolidated Statements of Operations are as follows:
  Three Months Ended September 30,  Nine Months Ended September 30, 
  2022  2021  2022  2021 
Current:            
Cayman Islands $—  $—  $—  $— 
United States:                
Federal  247   336   581   793 
State and local  (437)  54   69   218 
Non-U.S.  3   32   (12)  49 
Total current (benefit) provision
  (187)  422   638   1,060 
Deferred:                
Cayman Islands $—  $—  $—  $— 
United States:                
Federal  3,029   45   4,560   45 
State and local  346   14   608   14 
Non-U.S.  630   19   1,446   (82)
Total deferred provision (benefit)  4,005   78   6,614   (23)
Total $3,818  $500  $7,252  $1,037 

Three Months Ended September 30,Nine Months Ended September 30,
2023202220232022
Current:
Cayman Islands$— $— $— — 
United States:— — — — 
Federal(32)247 (77)582 
State and local39 (442)20 69 
Non-U.S.851 106 1,669 174 
Total current provision (benefit)858 (89)1,612 825 
Deferred:
Cayman Islands— — — — 
United States:— — — — 
Federal1,521 2,915 2,344 4,517 
State and local(430)304 68 610 
Non-U.S.1,756 1,059 3,562 1,405 
Total deferred provision2,847 4,278 5,974 6,532 
Provision for income taxes:
Continuing operations3,705 4,189 7,586 7,357 
Discontinued operations— — — — 
Total$3,705 $4,189 $7,586 $7,357 
The Company is an exempted entity domiciled in the Cayman Islands where income taxes are not imposed. The Company is considered a Passive Foreign Investment Company for U.S. income tax purposes and certain income taxes are imposed on our owners. Taxable income or loss generated by our corporate subsidiaries is subject to U.S. federal, state and foreign corporate income tax in locations where they conduct business.
Our effective tax rate differs from the U.S. federal tax rate of 21% primarily due to a significant portion of our income not being subject to U.S. corporate tax rates, or being deemed to be foreign sourced and thus either not taxable or taxable at effectively lower tax rates.
As of and for the nine months ended September 30, 2022,2023, we had not established a liability for uncertain tax positions as no such positions existed. In general, our tax returns and the tax returns of our corporate subsidiaries are subject to U.S. federal, state, local and foreign income tax examinations by tax authorities. Generally, we are not subject to examination by taxing authorities for tax years prior to 2018.2019. We do not believe that it is reasonably possible that the total amount of unrecognized tax benefits will significantly change within 12 months of the reporting date.

11. MANAGEMENT AGREEMENT AND AFFILIATE TRANSACTIONS
In connection with the Parent’s spin-off of its infrastructure businessFTAI Infrastructure on August 1, 2022, the Parentwe assigned theour then-existing management and advisory agreement, dated as of May 20, 2015, with itsour Manager to FTAI Infrastructure Inc. (the entity which holds the infrastructure business of the Parent).Infrastructure. On July 31, 2022, the Parentwe entered into a new management and advisory agreement (the “Management Agreement”), by and among the Parent,FTAI LLC, FTAI Aviation Ltd., and each of the subsidiaries that are party thereto and the Manager, with substantially similar terms and conditions as the existing management and advisory agreement between the Parent and the Manager. The Company, as part of the Parent, is externally managed by the Manager.
agreement.
The Manager is paid annual fees in exchange for advising us on various aspects of our business, formulating our investment strategies, arranging for the acquisition and disposition of assets, arranging for financing, monitoring performance, and managing our day-to-day operations, inclusive of all costs incidental thereto. In addition, the Manager may be reimbursed for various expenses incurred by the Manager on our behalf, including the costs of legal, accounting and other administrative activities. Additionally, we have entered into certain incentive allocation arrangements with Master GP, which owns approximately 0.05%0.01% of the Partnership and is the general partner of the Partnership.

21
Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Aviation Holdco Ltd.
The Manager is entitled to a management fee incentive allocations (comprised of Income Incentive Allocation and Capital Gains Incentive Allocation, defined below) and reimbursement of certain expenses. The management fee is determined by taking the average value of total equity (excluding non-controlling interests) determined on a consolidated basis in accordance with U.S. GAAP at the end of the two most recently completed months multiplied by an annual rate of 1.5%1.50%, and is payable monthly in arrears in cash.
21

FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Master GP is entitled to incentive allocations (comprised of income incentive allocation and capital gains incentive allocation, defined below). The income incentive allocation is calculated and distributable quarterly in arrears based on the pre-incentive allocation net income for the immediately preceding calendar quarter (the “Income Incentive Allocation”). For this purpose, pre-incentive allocation net income means, with respect to a calendar quarter, net income attributable to shareholders during such quarter calculated in accordance with U.S. GAAP excluding the Parent’sour pro rata share of (1) realized or unrealized gains and losses, and (2) certain non-cash or one-time items, and (3) any other adjustments as may be approved by the Parent’sour independent directors. Pre-incentive allocation net income does not include any Income Incentive Allocation or Capital Gains Incentive Allocation (described below) paid to the Master GP during the relevant quarter.
TheOne of our subsidiaries allocates and distributes to Master GP is entitled to an Income Incentive Allocation with respect to its pre-incentive allocation net income in each calendar quarter as follows: (1) no Income Incentive Allocation in any calendar quarter in which pre-incentive allocation net income, expressed as a rate of return on the average value of our net equity capital (excluding non-controlling interests) at the end of the two most recently completed calendar quarters, does not exceed 2% for such quarter (8% annualized); (2) 100% of pre-incentive allocation net income with respect to that portion of such pre-incentive allocation net income, if any, that is equal to or exceeds 2% but does not exceed 2.2223% for such quarter; and (3) 10% of the amount of pre-incentive allocation net income, if any, that exceeds 2.2223% for such quarter. These calculations will be prorated for any period of less than three months.
 
Capital Gains Incentive Allocation is calculated and distributable in arrears as of the end of each calendar year and is equal to 10% of the Parent’sour pro rata share of cumulative realized gains from the date of the Parent’s IPO through the end of the applicable calendar year, net of the Parent’sour pro rata share of cumulative realized or unrealized losses, the cumulative non-cash portion of equity-based compensation expenses and all realized gains upon which prior performance-based Capital Gains Incentive Allocation payments were made to the Master GP.
A portion ofThe following table summarizes the management fee,fees, income incentive allocation and capital gains incentive allocation that are attributable to the operations of FTAI Aviation Ltd. is recorded in the Management fees and incentive allocation to affiliate on the Consolidated Statement of Operations. These amounts are allocated on the following basis:from continuing operations:
Three Months Ended September 30,Nine Months Ended September 30,
2023202220232022
Management fees$303 $4 $597 $4 
Income incentive allocation4,274 — 12,540 — 
Capital gains incentive allocation— — — — 
Total$4,577 $4 $13,137 $4 
Management fee—Management fee is allocated to FTAI Aviation Ltd. from the Parent by applying the calculation methodology described above to the equity of FTAI Aviation Ltd. included in these consolidated financial statements.
Income Incentive Allocation and Capital Gains Incentive Allocation—The Income Incentive Allocation and Capital Gains Incentive Allocation are allocated to FTAI Aviation Ltd., from the Parent, by applying the calculation methodology described above to FTAI Aviation Ltd.’s financial results in each respective period.
The following table summarizes the management fees and incentive allocations included in these consolidated financial statements:
  Three Months Ended September 30,  Nine Months Ended September 30, 
  2022  2021  2022  2021 
Management fees $539   2,116  $4,692   7,027 
Income incentive allocation  —   —   —   — 
Capital gains incentive allocation  —   —   —   — 
Total $539  $2,116  $4,692  $7,027 
22
Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
The Parent paysWe pay all of itsour operating expenses, except those specifically required to be borne by the Manager under the Management Agreement. The expenses required to be paid by the Parentus include, but are not limited to, issuance and transaction costs incident to the acquisition, disposition and financing of itsour assets, legal and auditing fees and expenses, the compensation and expenses of the Parent’sour independent directors, the costs associated with the establishment and maintenance of any credit facilities and other indebtedness of the Parentours (including commitment fees, legal fees, closing costs, etc.), expenses associated with other securities offerings of the Parent,ours, costs and expenses incurred in contracting with third parties (including affiliates of the Manager), the costs of printing and mailing proxies and reports to the Parent’sour shareholders, costs incurred by the Manager or its affiliates for travel on the Parent’sour behalf, costs associated with any computer software or hardware that is used by the Parent,us, costs to obtain liability insurance to indemnify the Parent’sour directors and officers and the compensation and expenses of the Parent’sour transfer agent.
The ParentWe will pay or reimburse the Manager and its affiliates for performing certain legal, accounting, due diligence tasks and other services that outside professionals or outside consultants otherwise would perform, provided that such costs and reimbursements are no greater than those which would be paid to outside professionals or consultants. The Manager is responsible for all of its other costs incident to the performance of its duties under the Management Agreement, including compensation of the Manager’s employees, rent for facilities and other “overhead” expenses. A portion ofexpenses; we will not reimburse the Parent’s reimbursementManager for these expenses.
The following table summarizes our reimbursements to the Manager from continuing operations:
Three Months Ended September 30,Nine Months Ended September 30,
2023202220232022
Classification in the Consolidated Statements of Operations:
General and administrative$1,592 $1,466 $5,096 $4,933 
Acquisition and transaction expenses172 154 381 883 
Total$1,764 $1,620 $5,477 $5,816 
22

FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
If we terminate the Management Agreement, we will generally be required to pay the Manager a termination fee. The termination fee is allocatedequal to FTAI Aviation Ltd. based onthe amount of the management fee during the 12 months immediately preceding the date of the termination. In addition, an estimateIncentive Allocation Fair Value Amount will be distributable to Master GP if Master GP is removed due to the termination of time incurredthe Management Agreement in certain specified circumstances. The Incentive Allocation Fair Value Amount is an amount equal to the Income Incentive Allocation and the Capital Gains Incentive Allocation that would be paid to Master GP if our assets were sold for cash at their then current fair market value (as determined by an appraisal, taking into account, among other things, the expected future value of the underlying investments).
Upon the successful completion of an offering of our ordinary shares or other equity securities (including securities issued as consideration in an acquisition), we grant the Manager options to purchase ordinary shares in an amount equal to 10% of the number of ordinary shares being sold in the offering (or if the issuance relates to equity securities other than our ordinary shares, options to purchase a number of ordinary shares equal to 10% of the gross capital raised in the equity issuance divided by the Manager’s employees on activities related to our operations.

A portionfair market value of these reimbursable expenses thatan ordinary share as of the Parent paiddate of issuance), with an exercise price equal to the Manager andoffering price per share paid by the public or other ultimate purchaser or attributed to such securities in connection with an acquisition (or the fair market value of an ordinary share as of the date of the equity issuance if it relates to equity securities other than our ordinary shares). Any ultimate purchaser of ordinary shares for which such options are attributable to FTAI Aviation Ltd. are included ingranted may be an affiliate of the consolidated financial statements as follows:
  Three Months Ended September 30,  Nine Months Ended September 30, 
  2022  2021  2022  2021 
Classification in the Consolidated Statements of Operations:            
General and administrative expenses $1,466  $1,195  $4,160  $3,584 
Acquisition and transaction expenses  1,025   273   1,677   820 
Total $2,491  $1,468  $5,837  $4,404 
 
In addition to the above, the following corporate expenses, which were allocated from the Parent, are also included in the consolidated financial statements:
  Three Months Ended September 30,  Nine Months Ended September 30, 
  2022  2021  2022  2021 
Classification in the Consolidated Statements of Operations:            
General and administrative expenses $1,888  $1,667  $4,965  $3,582 
Manager.
The following table summarizes amounts due to the Parent,Manager, which are included within Management feesaccounts payable to affiliateand accrued liabilities in the Consolidated Balance Sheets:
  September 30, 2022  December 31, 2021 
Management fees payable to affiliate $46,095  $43,477 

September 30, 2023December 31, 2022
Accrued management fees$210 $53 
Other payables5,354 4,688 
23
IndexAs of September 30, 2023 and December 31, 2022
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited), there were no receivables from the Manager.
(Dollars in tables in thousands, unless otherwise noted)

12. SEGMENT INFORMATION
During the third quarter of 2022, as a result of the Parent’s spin-off of its infrastructure business effective on August 1, 2022 and its reevaluation of segments, the Company reevaluated its operating segments. The key factors used to identify the reportable segments are the organization and alignment of our internal operations and the nature of our products and services. Our two reportable segments are (i) Aviation Leasing and (ii) Aerospace Products. The Aviation Leasing segment owns and manages aviation assets, including aircraft and aircraft engines, which it leases and sells to customers. The Aerospace Products segment develops and manufactures through a joint venture, and repairs and sells, aircraft engines andthrough exclusivity arrangements, aftermarket components for aircraft engines. The interim periods disclose the reportable segments under this basis with prior periods restated to reflect the change in accordance with the requirements of ASC 280.
Corporate and Other primarily consists of debt, allocatedunallocated corporate general and administrative expenses, shared services costs, and management fees.
Additionally, Corporate and Other also includes offshore energy related assets, which consist of vessels and equipment that support offshore oil and gas activities and production which are typically subject to operating leases.
The accounting policies of the segments are the same as those described in the summary of significant accounting policies; however, financial information presented by segment includes the impact of intercompany eliminations. Our Chief Executive Officer is our Chief Operating Decision Maker (“CODM”). Segment information is presented in the same manner that our CODM reviews the operating results in assessing performance and allocating resources. The CODM evaluates performance for each reportable segment primarily based on Adjusted EBITDA. Historically, the CODM’s assessment of segment performance included asset information. During the third quarter of 2022, theThe CODM determined that segment asset information is not a key factor in measuring performance or allocating resources. Therefore, segment asset information is not included in the tables below as it is not provided to or reviewed by our CODM.
Adjusted EBITDA is defined as net income (loss) attributable to shareholders from continuing operations, adjusted (a) to exclude the impact of provision for (benefit from) income taxes, equity-based compensation expense, acquisition and transaction expenses, losses on the modification or extinguishment of debt and capital lease obligations, changes in fair value of non-hedge derivative instruments, asset impairment charges, incentive allocations, depreciation and amortization expense, dividends on preferred shares and interest expense, (b) to include the impact of our pro-rata share of Adjusted EBITDA from unconsolidated entities, and (c) to exclude the impact of equity in earnings (losses) of unconsolidated entities and the non-controlling share of Adjusted EBITDA.
We believe that net income (loss) attributable to shareholders from continuing operations, as defined by U.S. GAAP, is the most appropriate earnings measurement with which to reconcile Adjusted EBITDA. Adjusted EBITDA should not be considered as an alternative to net income (loss) attributable to shareholders as determined in accordance with U.S. GAAP.

24
Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
The following tables set forth certain information for each reportable segment:


23

FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
I. For the Three Months Ended September 30, 20222023

 Three Months Ended September 30, 2022 Three Months Ended September 30, 2023
 
Aviation
Leasing
  
Aerospace
Products
  
Corporate
and Other
  Total Aviation LeasingAerospace ProductsCorporate and OtherTotal
Revenues $164,848  $53,401  $—  $218,249 Revenues
Lease incomeLease income$35,981 $— $9,641 $45,622 
Maintenance revenueMaintenance revenue63,925 — — 63,925 
Asset sales revenueAsset sales revenue72,990 — — 72,990 
Aerospace products revenueAerospace products revenue— 107,085 — 107,085 
Other revenueOther revenue82 — 1,392 1,474 
Total revenuesTotal revenues172,978 107,085 11,033 291,096 
                
Expenses                Expenses
Cost of salesCost of sales55,398 61,309 — 116,707 
Operating expenses  10,533   3,491   588   14,612 Operating expenses13,944 5,947 13,996 33,887 
Cost of sales  64,855   31,093   —   95,948 
General and administrative  —   —   3,354   3,354 General and administrative— — 3,015 3,015 
Acquisition and transaction expenses  247   15   2,586   2,848 Acquisition and transaction expenses2,329 110 1,822 4,261 
Management fees and incentive allocation to affiliate  —   —   539   539 Management fees and incentive allocation to affiliate— — 4,577 4,577 
Depreciation and amortization  32,728   77   72   32,877 Depreciation and amortization41,141 115 2,703 43,959 
Asset impairment  4,495   —   —   4,495 
Interest expense  —   —   644   644 Interest expense— — 40,185 40,185 
Total expenses  112,858   34,676   7,783   155,317 Total expenses112,812 67,481 66,298 246,591 
                
Other expense                
Equity in losses of unconsolidated entities  (45)  (313)  —
   (358)
Other income  42   —   —   42 Other income
Total other expense  (3)  (313)  —   (316)
Income (loss) before income taxes  51,987   18,412   (7,783)  62,616 
Equity in (losses) income of unconsolidated entitiesEquity in (losses) income of unconsolidated entities(108)154 — 46 
Other incomeOther income444 — 17 461 
Total other incomeTotal other income336 154 17 507 
Income (loss) from continuing operations before income taxesIncome (loss) from continuing operations before income taxes60,502 39,758 (55,248)45,012 
Provision for income taxes  1,232   2,586   —   3,818 Provision for income taxes2,332 1,131 242 3,705 
Net income (loss) attributable to shareholders $50,755  $15,826  $(7,783) $58,798 
Net income (loss) from continuing operationsNet income (loss) from continuing operations58,170 38,627 (55,490)41,307 
Less: Net income (loss) from continuing operations attributable to non-controlling interests in consolidated subsidiariesLess: Net income (loss) from continuing operations attributable to non-controlling interests in consolidated subsidiaries— — — — 
Less: Dividends on preferred sharesLess: Dividends on preferred shares— — 8,334 8,334 
Net income (loss) attributable to shareholders from continuing operationsNet income (loss) attributable to shareholders from continuing operations$58,170 $38,627 $(63,824)$32,973 
24

FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Thefollowing table sets forth a reconciliation of Adjusted EBITDA to net income attributable to shareholders:
  Three Months Ended September 30, 2022 
  
Aviation
Leasing
  
Aerospace
Products
  
Corporate
and Other
  Total 
Adjusted EBITDA $95,994  $18,560  $(4,481) $110,073 
Add: Equity in losses of unconsolidated entities              (358)
Less: Pro-rata share of Adjusted EBITDA from unconsolidated entities              241 
Less: Interest expense              (644)
Less: Depreciation and amortization expense              (39,353)
Less: Asset impairment charges              (4,495)
Less: Acquisition and transaction expenses              (2,848)
Less: Provision for income taxes              (3,818)
Net income attributable to shareholders             $58,798 
25
Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)shareholders from continuing operations:
(Dollars in tables in thousands, unless otherwise noted)
Three Months Ended September 30, 2023
Aviation LeasingAerospace ProductsCorporate and OtherTotal
Adjusted EBITDA$119,561 $40,586 $(5,929)$154,218 
Add: Non-controlling share of Adjusted EBITDA— 
Add: Equity in earnings of unconsolidated entities46 
Less: Pro-rata share of Adjusted EBITDA from unconsolidated entities(642)
Less: Interest expense and dividends on preferred shares(48,519)
Less: Depreciation and amortization expense(59,380)
Less: Incentive allocations(4,274)
Less: Asset impairment charges— 
Less: Changes in fair value of non-hedge derivative instruments— 
Less: Losses on the modification or extinguishment of debt and capital lease obligations— 
Less: Acquisition and transaction expenses(4,261)
Less: Equity-based compensation expense(510)
Less: Provision for income taxes(3,705)
Net income attributable to shareholders from continuing operations$32,973 
Summary information with respect to our geographic sources of revenue, based on location of customer, is as follows:
  Three Months Ended September 30, 2022 
  
Aviation
Leasing
  
Aerospace
Products
  
Corporate
and Other
  Total 
Revenues            
Africa $250  $—  $—  $250 
Asia  23,496   1,200       24,696 
Europe  41,869   15,511   —   57,380 
North America  90,183   36,690       126,873 
South America  9,050   —   —   9,050 
Total revenues $164,848  $53,401  $—  $218,249 
 
Three Months Ended September 30, 2023
Aviation LeasingAerospace ProductsCorporate and OtherTotal
Revenues
Africa$154 $— $— $154 
Asia48,267 952 11,033 60,252 
Europe56,679 34,961 — 91,640 
North America55,959 65,623 — 121,582 
South America11,919 5,549 — 17,468 
Total$172,978 $107,085 $11,033 $291,096 
25

FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
II. For the Nine Months Ended September 30, 20222023
Nine Months Ended September 30, 2023
Aviation LeasingAerospace ProductsCorporate and OtherTotal
Revenues
Lease income$132,978 $— $28,163 $161,141 
Maintenance revenue141,131 — — 141,131 
Asset sales revenue283,167 — — 283,167 
Aerospace products revenue— 260,273 — 260,273 
Other revenue6,773 — 5,674 12,447 
Total revenues564,049 260,273 33,837 858,159 
Expenses
Cost of sales217,190 149,719 — 366,909 
Operating expenses28,610 12,838 39,770 81,218 
General and administrative— — 10,270 10,270 
Acquisition and transaction expenses4,960 1,137 4,098 10,195 
Management fees and incentive allocation to affiliate— — 13,137 13,137 
Depreciation and amortization114,994 298 8,107 123,399 
Asset impairment1,220 — — 1,220 
Interest expense— — 117,976 117,976 
Total expenses366,974 163,992 193,358 724,324 
Other income (expense)
Equity in losses of unconsolidated entities(242)(1,427)— (1,669)
Other income860 — 17 877 
Total other income (expense)618 (1,427)17 (792)
Income (loss) before income taxes197,693 94,854 (159,504)133,043 
Provision for income taxes4,414 2,631 541 7,586 
Net income (loss)193,279 92,223 (160,045)125,457 
Less: Net income (loss) attributable to non-controlling interests in consolidated subsidiaries— — — — 
Less: Dividends on preferred shares— — 23,460 23,460 
Net income (loss) attributable to shareholders from continuing operations$193,279 $92,223 $(183,505)$101,997 
  Nine Months Ended September 30, 2022 
  
Aviation
Leasing
  
Aerospace
Products
  
Corporate
and Other
  Total 
Revenues $317,994  $94,211  $—  $412,205 
                 
Expenses                
Operating expenses  72,135   8,094   3,422   83,651 
Cost of sales  64,855   55,284   —   120,139 
General and administrative  —   —   9,125   9,125 
Acquisition and transaction expenses  624   15   4,810   5,449 
Management fees and incentive allocation to affiliate  —   —   4,692   4,692 
Depreciation and amortization  106,180   178   209   106,567 
Asset impairment  128,171   —   —   128,171 
Interest expense  —   —   1,910   1,910 
Total expenses  371,965   63,571   24,168   459,704 
                 
Other expense                
Equity in earnings (losses) of unconsolidated entities  753   (878)  —   (125)
Gain on sale of assets, net  61,371   18,562   —   79,933 
Other income  245   —   —   245 
Total other income  62,369   17,684   —   80,053 
Income (loss) before income taxes  8,398   48,324   (24,168)  32,554 
Provision for income taxes  2,197   5,055   —   7,252 
Net income (loss) attributable to shareholders $6,201  $43,269  $(24,168) $25,302 
26

Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
The following table sets forth a reconciliation of Adjusted EBITDA to net incomeloss attributable to shareholders:shareholders from continuing operations:
Nine Months Ended September 30, 2023
Aviation LeasingAerospace ProductsCorporate and OtherTotal
Adjusted EBITDA$352,973 $98,020 $(16,042)$434,951 
Add: Non-controlling share of Adjusted EBITDA— 
Add: Equity in losses of unconsolidated entities(1,669)
Less: Pro-rata share of Adjusted EBITDA from unconsolidated entities(96)
Less: Interest expense and dividends on preferred shares(141,436)
Less: Depreciation and amortization expense(157,084)
Less: Incentive allocations(12,540)
Less: Asset impairment charges(1,220)
Less: Changes in fair value of non-hedge derivative instruments— 
Less: Losses on the modification or extinguishment of debt and capital lease obligations— 
Less: Acquisition and transaction expenses(10,195)
Less: Equity-based compensation expense(1,128)
Less: Provision for income taxes(7,586)
Net loss attributable to shareholders from continuing operations$101,997 
Summary information with respect to our geographic sources of revenue, based on location of customer, is as follows:
Nine Months Ended September 30, 2023
Aviation LeasingAerospace ProductsCorporate and OtherTotal
Revenues
Africa$154 $875 $— $1,029 
Asia81,285 2,737 33,837 117,859 
Europe192,498 80,847 — 273,345 
North America258,009 165,819 — 423,828 
South America32,103 9,995 — 42,098 
Total$564,049 $260,273 $33,837 $858,159 
  Nine Months Ended September 30, 2022 
  
Aviation
Leasing
  
Aerospace
Products
  
Corporate
and Other
  Total 
Adjusted EBITDA $273,788  $48,685  $(17,239) $305,234 
Add: Equity in losses of unconsolidated entities              (125)
Less: Pro-rata share of Adjusted EBITDA from unconsolidated entities              (165)
Less: Interest expense              (1,910)
Less: Depreciation and amortization expense              (136,860)
Less: Asset impairment charges              (128,171)
Less: Acquisition and transaction expenses              (5,449)
Less: Provision for income taxes              (7,252)
Net income attributable to shareholders             $25,302 
Presented below are the contracted minimum future annual revenues to be received under existing operating leases across as of September 30, 2023:
Operating Leases
Remainder of 2023$45,510 
2024143,742 
2025103,809 
202676,541 
202759,066 
Thereafter83,674 
Total$512,342 
27

FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
III. For the Three Months Ended September 30, 2022
Three Months Ended September 30, 2022
Aviation LeasingAerospace ProductsCorporate and OtherTotal
Revenues
Lease income$40,392 $— $9,806 $50,198 
Maintenance revenue35,507 — — 35,507 
Asset sales revenue85,488 — — 85,488 
Aerospace products revenue— 53,401 — 53,401 
Other revenue3,461 — 2,310 5,771 
Total revenues164,848 53,401 12,116 230,365 
Expenses
Cost of sales64,855 31,093 — 95,948 
Operating expenses10,533 3,491 13,369 27,393 
General and administrative— — 3,354 3,354 
Acquisition and transaction expenses247 15 2,586 2,848 
Management fees and incentive allocation to affiliate— — 4 4 
Depreciation and amortization32,728 77 2,048 34,853 
Asset impairment4,495 — — 4,495 
Interest expense— — 40,171 40,171 
Total expenses112,858 34,676 61,532 209,066 
Other expense
Equity in losses of unconsolidated entities(45)(313)— (358)
Loss on extinguishment of debt— — (19,861)(19,861)
Other income (expense)42 — (1,080)(1,038)
Total other expenses(3)(313)(20,941)(21,257)
Income (loss) from continuing operations before income taxes51,987 18,412 (70,357)42 
Provision for income taxes926 2,586 677 4,189 
Net income (loss) from continuing operations51,061 15,826 (71,034)(4,147)
Less: Net income (loss) from continuing operations attributable to non-controlling interests in consolidated subsidiaries— — — — 
Less: Dividends on preferred shares— — 6,791 6,791 
Net income (loss) attributable to shareholders from continuing operations$51,061 $15,826 $(77,825)$(10,938)













28

FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Thefollowing table sets forth a reconciliation of Adjusted EBITDA to net loss attributable to shareholders from continuing operations:
Three Months Ended September 30, 2022
Aviation LeasingAerospace ProductsCorporate and OtherTotal
Adjusted EBITDA$95,994 $18,560 $(5,691)$108,863 
Add: Non-controlling share of Adjusted EBITDA— 
Add: Equity in losses of unconsolidated entities(358)
Less: Pro-rata share of Adjusted EBITDA from unconsolidated entities241 
Less: Interest expense and dividends on preferred shares(46,962)
Less: Depreciation and amortization expense(41,329)
Less: Incentive allocations— 
Less: Asset impairment charges(4,495)
Less: Changes in fair value of non-hedge derivative instruments— 
Less: Losses on the modification or extinguishment of debt and capital lease obligations(19,861)
Less: Acquisition and transaction expenses(2,848)
Less: Equity-based compensation expense— 
Less: Provision for income taxes(4,189)
Net loss attributable to shareholders from continuing operations$(10,938)
Summary information with respect to our geographic sources of revenue, based on location of customer, is as follows:
 Nine Months Ended September 30, 2022 Three Months Ended September 30, 2022
 
Aviation
Leasing
  
Aerospace
Products
  
Corporate
and Other
  Total Aviation LeasingAerospace ProductsCorporate and OtherTotal
Revenues            Revenues
Africa $250  $850  $—  $1,100 Africa$250 $— $— $250 
Asia 60,111  2,601  —  62,712 Asia23,496 1,200 12,116 36,812 
Europe 94,751  26,410  —  121,161 Europe41,869 15,511 — 57,380 
North America 130,362  64,350  —  194,712 North America90,183 36,690 — 126,873 
South America  32,520   —   —   32,520 South America9,050 — — 9,050 
Total revenues $317,994  $94,211  $—  $412,205 
TotalTotal$164,848 $53,401 $12,116 $230,365 
27
29

Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
III.IV. For the ThreeNine Months Ended September 30, 20212022
Nine Months Ended September 30, 2022
Aviation LeasingAerospace ProductsCorporate and OtherTotal
Revenues
Lease income$111,648 $— $17,515 $129,163 
Maintenance revenue112,171 — — 112,171 
Asset sales revenue85,488 — — 85,488 
Aerospace products revenue— 94,211 — 94,211 
Other revenue8,687 — 4,400 13,087 
Total revenues317,994 94,211 21,915 434,120 
Expenses
Cost of sales64,855 55,284 — 120,139 
Operating expenses72,135 8,094 27,968 108,197 
General and administrative— — 11,821 11,821 
Acquisition and transaction expenses624 15 7,701 8,340 
Management fees and incentive allocation to affiliate— — 4 4 
Depreciation and amortization109,147 178 6,136 115,461 
Asset impairment128,171 — — 128,171 
Interest expense— — 132,197 132,197 
Total expenses374,932 63,571 185,827 624,330 
Other income (expense)
Equity in income (losses) of unconsolidated entities753 (878)— (125)
Gain on sale of assets, net61,371 18,562 — 79,933 
Loss on extinguishment of debt— — (19,861)(19,861)
Other income (expense)245 — (37)208 
Total other income (expense)62,369 17,684 (19,898)60,155 
Income (loss) before income taxes5,431 48,324 (183,810)(130,055)
Provision for income taxes2,116 5,055 186 7,357 
Net income (loss)3,315 43,269 (183,996)(137,412)
Less: Net income (loss) attributable to non-controlling interests in consolidated subsidiaries— — — — 
Less: Dividends on preferred shares— — 20,373 20,373 
Net income (loss) attributable to shareholders from continuing operations$3,315 $43,269 $(204,369)$(157,785)
  Three Months Ended September 30, 2021 
  
Aviation
Leasing
  
Aerospace
Products
  
Corporate
and Other
  Total 
Revenues $86,208  $7,730  $—  $93,938 
                 
Expenses                
Operating expenses  7,282   1,774   1,074   10,130 
Cost of sales  —   5,367   —   5,367 
General and administrative  —   —   2,862   2,862 
Acquisition and transaction expenses  234   —   898   1,132 
Management fees and incentive allocation to affiliate  —   —   2,116   2,116 
Depreciation and amortization  34,718   40   67   34,825 
Asset impairment  859   —   —   859 
Interest expense  —   —   584   584 
Total expenses  43,093   7,181   7,601   57,875 
                 
Other income (expense)                
Equity in losses of unconsolidated entities  —   (369)  —   (369)
Gain on sale of assets, net  10,961   1,724   —   12,685 
Other expense  (1,341)  —   —   (1,341)
Total other income  9,620   1,355   —   10,975 
Income (loss) before income taxes  52,735   1,904   (7,601)  47,038 
Provision for (benefit from) income taxes  610   (110)  —   500 
Net income (loss) $52,125  $2,014  $(7,601) $46,538 
30

FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
The following table sets forth a reconciliation of Adjusted EBITDA to net incomeloss attributable to shareholders:shareholders from continuing operations:
Nine Months Ended September 30, 2022
Aviation LeasingAerospace ProductsCorporate and OtherTotal
Adjusted EBITDA$273,788 $48,685 $(17,915)$304,558 
Add: Non-controlling share of Adjusted EBITDA— 
Add: Equity in losses of unconsolidated entities(125)
Less: Pro-rata share of Adjusted EBITDA from unconsolidated entities(165)
Less: Interest expense and dividends on preferred shares(152,570)
Less: Depreciation and amortization expense(145,754)
Less: Incentive allocations— 
Less: Asset impairment charges(128,171)
Less: Changes in fair value of non-hedge derivative instruments— 
Less: Losses on the modification or extinguishment of debt and capital lease obligations(19,861)
Less: Acquisition and transaction expenses(8,340)
Less: Equity-based compensation expense— 
Less: Provision for income taxes(7,357)
Net loss attributable to shareholders from continuing operations$(157,785)
  Three Months Ended September 30, 2021 
  
Aviation
Leasing
  
Aerospace
Products
  
Corporate
and Other
  Total 
Adjusted EBITDA $94,990  $2,001  $(6,052) $90,939 
Add: Equity in losses of unconsolidated entities              (369)
Less: Pro-rata share of Adjusted EBITDA from unconsolidated entities              312 
Less: Interest expense              (584)
Less: Depreciation and amortization expense              (41,269)
Less: Asset impairment charges              (859)
Less: Acquisition and transaction expenses              (1,132)
Less: Provision for income taxes              (500)
Net income attributable to shareholders             $46,538 
28
Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Summary information with respect to our geographic sources of revenue, based on location of customer, is as follows:
  Three Months Ended September 30, 2021 
  
Aviation
Leasing
  
Aerospace
Products
  
Corporate
and Other
  Total 
Revenues            
Asia $
36,420  $
—  $
—  $
36,420 
Europe  35,709   —   —   35,709 
North America  10,422   7,730   —   18,152 
South America  3,657   —   —   3,657 
Total revenues $86,208  $7,730  $—  $93,938 
IV. For the Nine Months Ended September 30, 2021
  Nine Months Ended September 30, 2021 
  
Aviation
Leasing
  
Aerospace
Products
  
Corporate
and Other
  Total 
Revenues $215,198  $13,284  $—  $228,482 
                 
Expenses                
Operating expenses  14,177   3,519   2,945 �� 20,641 
Cost of sales  —   8,577   —   8,577 
General and administrative  —   —   7,166   7,166 
Acquisition and transaction expenses  804   —   2,906   3,710 
Management fees and incentive allocation to affiliate  —   —   7,027   7,027 
Depreciation and amortization  101,992   40   162   102,194 
Asset impairment  3,048   —   —   3,048 
Interest expense  —   —   1,734   1,734 
Total expenses  120,021   12,136   21,940   154,097 
                 
Other (expense) income                
Equity in losses of unconsolidated entities  —   (1,050)  —   (1,050)
Gain on sale of assets, net  15,751   1,716   —   17,467 
Other expense  (717)  —   —   (717)
Total other income  15,034   666   —   15,700 
Income (loss) before income taxes  110,211   1,814   (21,940)  90,085 
Provision (benefit from) for income taxes  1,048   (11)  —   1,037 
Net income (loss) attributable to shareholders $109,163  $1,825  $(21,940) $89,048 

29
Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Thefollowing table sets forth a reconciliation of Adjusted EBITDA to net income attributable to shareholders:
  Nine Months Ended September 30, 2021 
  
Aviation
Leasing
  
Aerospace
Products
  
Corporate
and Other
  Total 
Adjusted EBITDA $237,404  $1,998  $(17,138) $222,264 
Add: Equity in losses of unconsolidated entities              (1,050)
Less: Pro-rata share of Adjusted EBITDA from unconsolidated entities              906 
Less: Interest expense              (1,734)
Less: Depreciation and amortization expense              (123,543)
Less: Asset impairment charges              (3,048)
Less: Acquisition and transaction expenses              (3,710)
Less: Provision for income taxes              (1,037)
Net income attributable to shareholders             $89,048 

Summary information with respect to our geographic sources of revenue, based on location of customer, is as follows:
  Nine Months Ended September 30, 2021 
  
Aviation
Leasing
  
Aerospace
Products
  
Corporate
and Other
  Total 
Revenues            
Africa $235  $—  $—  $235 
Asia  93,925   —   —   93,925 
Europe  88,296   812   —   89,108 
North America  26,630   12,472   —   39,102 
South America  6,112   —   —   6,112 
Total revenues $215,198  $13,284  $—  $228,482 

Nine Months Ended September 30, 2022
Aviation LeasingAerospace ProductsCorporate and OtherTotal
Revenues
Africa$250 $850 $— $1,100 
Asia60,111 2,601 21,915 84,627 
Europe94,751 26,410 — 121,161 
North America130,362 64,350 — 194,712 
South America32,520 — — 32,520 
Total$317,994 $94,211 $21,915 $434,120 
V. Location of Long-Lived Assets
The following tables setsets forth summarizedthe geographic location of property, plant and equipment and leasing equipment, net:
  September 30, 2022 
  Total 
Leasing equipment, net   
Africa $17,776 
Asia 
222,830 
Europe  602,833 
North America  391,219 
South America  324,917 
Total leasing equipment, net $1,559,575 
  December 31, 2021 
  Total 
Leasing equipment, net   
Asia $365,331 
Europe  839,555 
North America  263,718 
South America  245,532 
Total leasing equipment, net $1,714,136 

September 30, 2023December 31, 2022
Property, plant and equipment and leasing equipment, net
Africa$12,565 $7,952 
Asia441,186 383,378 
Europe844,603 821,840 
North America418,268 424,617 
South America221,030 285,780 
Total$1,937,652 $1,923,567 
30
Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)

13. EARNINGS PER SHARE AND EQUITY
Basic earnings per commonordinary share (“EPS”) is calculated by dividing net income (loss) attributable to shareholders by the weighted average number of commonordinary shares outstanding, plus any participating securities. Diluted EPS is calculated by dividing net income attributable to shareholders by the weighted average number of commonordinary shares outstanding, plus any participating securities and potentially dilutive securities. Potentially dilutive securities are calculated using the treasury stock method.
The calculation of basic and diluted EPS is presented below.below:
31
  
Three Months Ended
September 30,
  
Nine Months Ended
September 30,
 
(in thousands, except share data) 2022  2021  2022  2021 
Net income attributable to shareholders $58,798  $46,538  $25,302  $89,048 
Weighted average shares outstanding:                
Basic  105.2   100.0   103.5   100.0 
Diluted  105.2   100.0   103.5   100.0 
Basic and Diluted Net earnings per share $558.92  $465.38  $244.46  $890.48 

FTAI AVIATION LTD.

NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Three Months Ended September 30,Nine Months Ended September 30,
(in thousands, except share and per share data)2023202220232022
Net income (loss) from continuing operations$41,307 $(4,147)$125,457 $(137,412)
Net loss from discontinued operations, net of income taxes— (14,782)— (101,416)
Net income (loss)$41,307 $(18,929)125,457 (238,828)
Less: Net loss attributable to non-controlling interests in consolidated subsidiaries:
Continuing operations— — — — 
Discontinued operations— (2,871)— (18,817)
Less: Dividends on preferred shares8,334 6,791 23,460 20,373 
Net income (loss) attributable to shareholders$32,973 $(22,849)$101,997 $(240,384)
Weighted Average Common Shares Outstanding - Basic (1)
99,927,594 99,378,771 99,796,736 99,372,016 
Weighted Average Common Shares Outstanding - Diluted (1)
100,482,309 99,378,771 100,269,203 99,372,016 
Earnings (loss) per share:
Basic
Continuing operations$0.33 $(0.11)$1.02 $(1.59)
Discontinued operations$— $(0.12)$— $(0.83)
Diluted
Continuing operations$0.33 $(0.11)$1.02 $(1.59)
Discontinued operations$— $(0.12)$— $(0.83)

(1) Three and nine months ended September 30, 2022 include participating securities which can be converted into a fixed amount of our shares.
For the three months ended September 30, 2023 and 2022,0 and 326,747 shares, respectively, and for the nine months ended September 30, 2023 and 2022, 0and 654,693 shares, respectively, have been excluded from the calculation of Diluted EPS because the impact would be anti-dilutive.
During the nine months ended September 30, 2023 and 2022, we issued 18,457 and 19,811 common shares to certain directors as compensation.
14. COMMITMENTS AND CONTINGENCIES
From time to time,In the Companynormal course of business, the Company and its subsidiaries may be subject toinvolved in various claims, legal proceedings, or may enter into contracts that contain a variety of representations and warranties and which provide general indemnifications. Within our offshore energy business, a lessee did not fulfill its obligation under its charter arrangement, therefore we are pursuing rights afforded to us under the charter and the range of potential losses against the obligation is $0.0 million to $3.3 million. Our maximum exposure under other arrangements is unknown as no additional claims have been made. We believe the risk of loss in connection with such arrangements is remote.
The Company has contingent obligations under ASC 460, Guarantees, in connection with certain sales of aircraft on lease. Under the agreements, we provide certain guarantees at the end of the lease term for the condition of the aircraft engines that arise inwere sold to the ordinary course of business. Asbuyer.The guarantees are valued at $7.0 million and $3.8 million as of September 30, 20222023 and December 31, 2021,2022, respectively, and are reflected as a component of Other liabilities on the Company was not subjectConsolidated Balance Sheets.
Given variability in the condition of the engines at the end of the lease terms, which range from 4 to any material litigation and9 years, the Company was not awaremaximum potential amount of any material litigation.
Rent expense, primarily forundiscounted future payments that could be required under the corporate office facilities, was $0.3 million and $0.8 million for the three and nine months endedguarantees at September 30, 2022. Rent expense, primarily for the corporate office facilities,2023 was $0.2$34.7 million, and $0.8 million for the three and nine months ended September 30, 2021.which is not reasonably expected.
As of September 30, 2022, the Company is obligated under non-cancelable operating leases relating principally to the office facilities in Miami and New York City for future minimum lease payments as follows:
  
September 30,
2022
 
2022 $203 
2023  831 
2024  858 
2025  864 
2026  321 
Thereafter  — 
Total $3,077 

15. SUBSEQUENT EVENTS
Dividends
On October 25, 2023, our Board of Directors declared a cash dividend on our ordinary shares and eligible participating securities of $0.30 per share for the quarter ended September 30, 2023, payable on November 28, 2023 to the holders of record on November 14, 2023.
32

FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Additionally, on October 25, 2023, our Board of Directors also declared cash dividends on the Series A Preferred Shares, Series B Preferred Shares, Series C Preferred Shares and Series D Preferred Shares of $0.52, $0.50, $0.52 and $0.59 per share, respectively, payable on December 15, 2023 to the holders of record on December 1, 2023.
33



Merger Transaction
On November 10, 2022, pursuant to the Agreement and Plan of Merger dated August 12, 2022, by and among the Company, the Parent, and FTAI Aviation Merger Sub LLC, the Parent became a wholly-owned subsidiary of the Company.



31
Item 2. Management’s Discussion and Analysis of Financial Condition and Results of Operations

The following Management’s Discussion and Analysis of Financial Condition and Results of Operations (“MD&A”) is intended to help you understand FTAI Aviation Ltd. (the “Company,” “we,” “our” or “us”). Our MD&A should be read in conjunction with our unaudited consolidated financial statements and the accompanying notes, and with Part II, Item 1A, “Risk Factors” included elsewhere in this Quarterly Report on Form 10-Q.

Overview

We own, lease and acquire high qualitysell aviation equipment that is essentialequipment. We also develop and manufacture through a joint venture, and repair and sell, through exclusivity arrangements, aftermarket components for the transportation of goodsaircraft engines. Additionally, we own and people globally.lease offshore energy equipment. We target assets that, on a combined basis, generate strong cash flows with potential for earnings growth.growth and asset appreciation. We believe that there is a large number of acquisition opportunities in our market,markets and that theour Manager’s expertise and business and financing relationships, together with our Parent’s access to capital, will allow us to take advantage of these opportunities. Our Parent isWe are externally managed by the Manager,FIG LLC (the “Manager”), an affiliate of Fortress Investment Group LLC (“Fortress”), which has a dedicated team of experienced professionals focused on the acquisition of aviationtransportation assets since 2002. As of September 30, 20222023, we had total consolidated assets of $2.0of $2.6 billion and total equity of $1.8 billion.

Our strategy permits us to acquire a broad array of aviation related assets where we believe there are meaningful opportunities to deploy capital to achieve attractive risk adjusted returns. Commercial air travel and air freight activity have historically been long-term growth sectors and are tied to the underlying demand for passenger and freight movement. We continue to see long-term demand for aviation related assets.

$95.1 million.
Impact of Russia invasionRussia’s Invasion of Ukraine

Due to Russia’s invasion of Ukraine during the first quarter of 2022, the United States, European Union, United Kingdom, and others have imposed economicEconomic sanctions and export controls against Russia and Russia’s aviation industry. The sanctions include but are not limitedindustry were imposed due to its invasion of Ukraine during the ban on the export and sale or lease of all aircraft, engines, and equipment and on all related repair and maintenance services to Russia and Russian airlines. We have complied, and will continue to comply, with all applicable sanctions and we have terminated the leases of all our aircraft and engines with Russian airlines.three months ended March 31, 2022. As a result of the sanctions imposed on Russian airlines, and relatedwe terminated all lease terminations,agreements with Russian airlines. We determined that it is unlikely that we recognized approximately $47.1 million in provision for credit losses duringwill regain possession of the nine months ended September 30, 2022.

We continue to pursue efforts to remove and repossess all of our aircraft and engines that had not yet been recovered from RussiaUkraine and Ukraine. Russia. As a result, during the six months ended June 30, 2022, we recognized an impairment charge totaling $120.0 million, net of maintenance deposits, to write-off the entire carrying value of leasing equipment assets that we did not expect to recover from Ukraine and Russia. As of September 30, 2022,2023, four aircraft and two engines were still located in Ukraine and eight aircraft and seventeen engines were still located in Russia. We determined that it is unlikely that we will regain possession of the aircraft that had not been recovered from Ukraine and Russia during the first quarter of 2022. As a result, we recognized an impairment charge totaling $120.0 million, net of maintenance deposits, to write-off the carrying value of leasing equipment assets that we have not recovered from Ukraine and Russia for the nine months ended September 30, 2022.

Our lessees are required to provide insurance coverage with respect to leased aircraft and engines, and we are named as insureds under those policies in the event of a total loss of an aircraft or engine. We also purchase insurance which provides us with coverage when our aircraft or engines are not subject to a lease or where a lessee’s policy fails to indemnify us. The insured value of the aircraft and engines that remain in Ukraine and Russia is approximately $294.0$243.0 million. We are pursuingintend to pursue all our claims under these policies. However, the timing and amount of any recoveries under these policies are uncertain.

The extent of the impact of Russia’s invasion of Ukraine and the related sanctions on our operational and financial performance, including the ability for us to recover our leasing equipment in the region, will depend on future developments, including the duration of the conflict, sanctions and restrictions imposed by Russian and international governments, all of which remain uncertain.

Spin-Off of FTAI Infrastructure Inc. (“FTAI Infrastructure”)
ImpactOn August 1, 2022, we effected a spin-off of COVID-19

Dueour infrastructure business held by FTAI Infrastructure (a wholly-owned subsidiary of the Company) as a distribution of all of the shares owned by the Company of common stock of FTAI Infrastructure to the outbreakholders of COVID-19, we have taken measures to protect the healthCompany’s ordinary shares as of July 21, 2022.
FTAI Infrastructure is a corporation for U.S. federal income tax purposes and safetyholds, among other things, the Company’s previously held interests in the (i) Jefferson Terminal business, (ii) Repauno business, (iii) Long Ridge investment, and (iv) Transtar business. FTAI Infrastructure retained all related project-level debt of our employees, including having employees work remotely, where possible. Market conditions duethose entities. In connection with the spin-off, FTAI Infrastructure paid a dividend of $730.3 million to the outbreakCompany. The Company used these proceeds to repay all outstanding borrowings under its 2021 bridge loans, $200.0 million of COVID-19 resulted in asset impairment chargesits 6.50% senior unsecured notes due 2025, and a decline in our revenues during the years ended December 31, 2021 and 2020. However, our revenues have continued to recover during the nine months ended September 30, 2022. The extentapproximately $175.0 million of the impactoutstanding borrowings under its revolving credit facility. Fortress Transportation and Infrastructure Investors LLC (“FTAI LLC”) retained the aviation business and certain other assets, and FTAI LLC’s remaining outstanding corporate indebtedness.
In connection with the spin-off, the Company and the Manager assigned the Company’s then-existing management agreement to FTAI Infrastructure, and FTAI Infrastructure and the Manager executed an amended and restated agreement. The Company and certain of its subsidiaries executed a new management agreement with the Manager. The new management agreement has an initial term of six years. The Manager is entitled to a management fee and reimbursement of certain expenses on substantially similar terms as the previous arrangements with the Manager, which were assigned to FTAI Infrastructure. Prior to the Merger described below, our Manager remained entitled to incentive allocations (comprised of income incentive allocation and capital gains incentive allocation) on the same terms as they existed prior to spin-off. Following the Merger, the Company entered into a Services and Profit Sharing Agreement (the “Services and Profit Sharing Agreement”), with a subsidiary of the COVID-19 pandemicCompany and Fortress Worldwide Transportation and Infrastructure Master GP LLC (“Master GP”), pursuant to which Master GP is entitled to incentive payments on our operationalsubstantially similar terms as the previous arrangements.
On November 10, 2022, the Company completed the transactions set forth in the Agreement and financial performance will depend on future developments, including the duration, severityPlan of Merger (the “Merger”) between FTAI LLC and spreadFTAI Aviation Ltd. and certain other parties, with FTAI LLC becoming a subsidiary of the pandemic, as well as additional wavescompany. As a result of COVID-19 infections and the ultimate impact of related restrictions imposed by the U.S. and international governments, all of which remain uncertain. For additional detail, see Liquidity and Capital Resources and Part II, Item 1A. Risk Factors—“The COVID-19 pandemic has severely disrupted the global economy and may have, and the emergence of similar crises could have, material adverse effects on our business, results of operations or financial condition.”

merger, FTAI Aviation Ltd. became a Cayman Islands exempted company. Upon merger completion, FTAI LLC
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Index

public common shareholders’ shares of the Company were exchanged automatically for shares of FTAI Aviation Ltd. without any further action from the shareholders.
Operating Segments

During the third quarter of 2022, as a result of the Parent’s spin-off of the infrastructure business on August 1, 2022, and its reevaluation of segments, the Company reevaluated its operating segments. The key factors used to identify the reportable segments are the organization and alignment of our internal operations and the nature of our products and services. Our two reportable segments are (i) Aviation Leasing and (ii) Aerospace Products. The Aviation Leasing segment owns and manages aviation assets, including aircraft and aircraft engines, which it leases and sells to customers. The Aerospace Products segment develops and manufactures through a joint venture, and repairs and sells, through exclusivity arrangements, aircraft engines and aftermarket components for aircraft engines. The interim periods disclose the reportable segments under this basis with prior periods restated to reflect the change in accordance with the requirements of ASC 280.

Corporate and Other primarily consists of debt, allocatedunallocated corporate general and administrative expenses, shared services costs, and management fees. Additionally, Corporate and Other also includes offshore energy related assets, which consist of vessels and equipment that support offshore oil and gas activities and production which are typically subject to operating leases.

Our Manager
On May 22, 2023, Fortress and Mubadala Investment Company, through its wholly owned asset management subsidiary Mubadala Capital (“Mubadala”), announced that they have entered into definitive agreements pursuant to which, among other things, certain members of Fortress management and affiliates of Mubadala will acquire 100% of the equity of Fortress that is currently indirectly held by SoftBank Group Corp. (“SoftBank”). After the closing of the transaction, Fortress will continue to operate as an independent investment manager under the Fortress brand, with autonomy over investment processes and decision making, personnel and operations.
Results of Operations

Adjusted EBITDA (non-GAAP)

(Non-GAAP)
The chief operating decision maker (“CODM”) utilizes Adjusted EBITDA as the key performance measure. Adjusted EBITDA is not a financial measure in accordance with U.S. generally accepted accounting principles (“U.S. GAAP”). This performance measure provides the CODM with the information necessary to assess operational performance as well asand make resource and allocation decisions. We believe Adjusted EBITDA is a useful metric for investors and analysts for similar purposes of assessing our operational performance.

During the third quarter of 2022, the Company updated its measure of segment profit to include the add back of dividends on preferred shares in Adjusted EBITDA. Adjusted EBITDA is defined as net income (loss) attributable to shareholders from continuing operations, adjusted (a) to exclude the impact of provision for (benefit from) income taxes, equity-based compensation expense, acquisition and transaction expenses, losses on the modification or extinguishment of debt and capital lease obligations, changes in fair value of non-hedge derivative instruments, asset impairment charges, incentive allocations, depreciation and amortization expense, dividends on preferred shares and interest expense, (b) to include the impact of our pro-rata share of Adjusted EBITDA from unconsolidated entities and (c) to exclude the impact of equity in earnings (losses) of unconsolidated entities and the non-controlling share of Adjusted EBITDA.

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Comparison of the three and nine months ended September 30, 20222023 and 2021

2022
The following table presents our consolidated results of operations:

Three Months Ended September 30,ChangeNine Months Ended
September 30,		Change
(in thousands)2023202220232022
Revenues
Lease income$45,622 $50,198 $(4,576)$161,141 $129,163 $31,978 
Maintenance revenue63,925 35,507 28,418 141,131 112,171 28,960 
Asset sales revenue72,990 85,488 (12,498)283,167 85,488 197,679 
Aerospace products revenue107,085 53,401 53,684 260,273 94,211 166,062 
Other revenue1,474 5,771 (4,297)12,447 13,087 (640)
Total revenues291,096 230,365 60,731 858,159 434,120 424,039 
Expenses
Cost of sales116,707 95,948 20,759 366,909 120,139 246,770 
Operating expenses33,887 27,393 6,494 81,218 108,197 (26,979)
General and administrative3,015 3,354 (339)10,270 11,821 (1,551)
Acquisition and transaction expenses4,261 2,848 1,413 10,195 8,340 1,855 
Management fees and incentive allocation to affiliate4,577 4 4,573 13,137 4 13,133 
Depreciation and amortization43,959 34,853 9,106 123,399 115,461 7,938 
Asset impairment— 4,495 (4,495)1,220 128,171 (126,951)
Interest expense40,185 40,171 14 117,976 132,197 (14,221)
Total expenses246,591 209,066 37,525 724,324 624,330 99,994 
Other income (expense)
Equity in earnings (losses) of unconsolidated entities46 (358)404 (1,669)(125)(1,544)
Gain on sale of assets, net— — — — 79,933 (79,933)
Loss on extinguishment of debt— (19,861)19,861 — (19,861)19,861 
Other income (expense)461 (1,038)1,499 877 208 669 
Total other income (expense)507 (21,257)21,764 (792)60,155 (60,947)
Income (loss) before income taxes45,012 42 44,970 133,043 (130,055)263,098 
Provision for income taxes3,705 4,189 (484)7,586 7,357 229 
Net income (loss) from continued operations41,307 (4,147)45,454 125,457 (137,412)262,869 
Net loss from discontinued operations, net of income taxes— (14,782)14,782 — (101,416)101,416 
Net income (loss)41,307 (18,929)60,236 125,457 (238,828)364,285 
Less: Net loss attributable to non-controlling interest in consolidated subsidiaries:
Continued operations— — — — — — 
Discontinued operations— (2,871)2,871 — (18,817)18,817 
Less: Dividends on preferred shares8,334 6,791 1,543 23,460 20,373 3,087 
Net income (loss) attributable to shareholders from continuing operations$32,973 $(22,849)$55,822 $101,997 $(240,384)$342,381 
  
Three Months Ended
September 30,
  
  
Nine Months Ended
September 30,
  
 
(in thousands) 2022  2021  Change  2022  2021  Change 
Revenues                  
Lease income $40,273  $40,392  $(119) $111,316  $120,389  $(9,073)
Maintenance revenue  35,507   40,252   (4,745)  112,171   87,763   24,408 
Finance lease income  119   439   (320)  332   1,285   (953)
Aerospace products revenue  53,401   7,730   45,671   94,211   13,284   80,927 
Asset sales revenue  85,488   —   85,488   85,488   —   85,488 
Other revenue  3,461   5,125   (1,664)  8,687   5,761   2,926 
Total revenues  218,249   93,938   124,311   412,205   228,482   183,723 
                         
Expenses                        
Operating expenses  14,612   10,130   4,482   83,651   20,641   63,010 
Cost of sales  95,948   5,367   90,581   120,139   8,577   111,562 
General and administrative  3,354   2,862   492   9,125   7,166   1,959 
Acquisition and transaction expenses  2,848   1,132   1,716   5,449   3,710   1,739 
Management fees and incentive allocation to affiliate  539   2,116   (1,577)  4,692   7,027   (2,335)
Depreciation and amortization  32,877   34,825   (1,948)  106,567   102,194   4,373 
Asset impairment  4,495   859   3,636   128,171   3,048   125,123 
Interest expense  644   584   60   1,910   1,734   176 
Total expenses  155,317   57,875   97,442   459,704   154,097   305,607 
                         
Other (expense) income                        
Equity in losses of unconsolidated entities  (358)  (369)  11   (125)  (1,050)  925 
Gain on sale of assets, net  —   12,685   (12,685)  79,933   17,467   62,466 
Other income (expense)  42   (1,341)  1,383   245   (717)  962 
Total other (expense) income  (316)  10,975   (11,291)  80,053   15,700   64,353 
Income before income taxes  62,616   47,038   15,578   32,554   90,085   (57,531)
Provision for income taxes  3,818   500   3,318   7,252   1,037   6,215 
Net income attributable to shareholders  58,798   46,538   12,260   25,302   89,048   (63,746)

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The following table sets forth a reconciliation of net income (loss) attributable to shareholders from continuing operations to Adjusted EBITDA:

Three Months Ended September 30,ChangeNine Months Ended
September 30,		Change
(in thousands)2023202220232022
Net income (loss) attributable to shareholders from continuing operations$32,973 $(10,938)$43,911 $101,997 $(157,785)$259,782 
Add: Provision for income taxes3,705 4,189 (484)7,586 7,357 229 
Add: Equity-based compensation expense510 — 510 1,128 — 1,128 
Add: Acquisition and transaction expenses4,261 2,848 1,413 10,195 8,340 1,855 
Add: Losses on the modification or extinguishment of debt and capital lease obligations— 19,861 (19,861)— 19,861 (19,861)
Add: Changes in fair value of non-hedge derivative instruments— — — — — — 
Add: Asset impairment charges— 4,495 (4,495)1,220 128,171 (126,951)
Add: Incentive allocations4,274 — 4,274 12,540 — 12,540 
Add: Depreciation and amortization expense (1)
59,380 41,329 18,051 157,084 145,754 11,330 
Add: Interest expense and dividends on preferred shares48,519 46,962 1,557 141,436 152,570 (11,134)
Add: Pro-rata share of Adjusted EBITDA from unconsolidated entities (2)
642 (241)883 96 165 (69)
Less: Equity in (earnings) losses of unconsolidated entities(46)358 (404)1,669 125 1,544 
Less: Non-controlling share of Adjusted EBITDA— — — — — — 
Adjusted EBITDA (non-GAAP)$154,218 $108,863 $45,355 $434,951 $304,558 $130,393 
___________________________________________________
  Three Months Ended
September 30,		  
  
Nine Months Ended
September 30,
  
 
(in thousands) 2022  2021  Change  2022  2021  Change 
Net income attributable to shareholders $58,798  $46,538  $12,260  $25,302  $89,048  $(63,746)
Add: Provision for income taxes  3,818   500   3,318   7,252   1,037   6,215 
Add: Acquisition and transaction expenses  2,848   1,132   1,716   5,449   3,710   1,739 
Add: Asset impairment charges  4,495   859   3,636   128,171   3,048   125,123 
Add: Depreciation and amortization expense (1)
  39,353   41,269   (1,916)  136,860   123,543   13,317 
Add: Interest expense  644   584   60   1,910   1,734   176 
Add: Pro-rata share of Adjusted EBITDA from unconsolidated entities (2)
  (241)  (312)  71   165   (906)  1,071 
Less: Equity in losses of unconsolidated entities  358   369   (11)  125   1,050   (925)
Adjusted EBITDA (non-GAAP) $110,073  $90,939  $19,134  $305,234  $222,264  $82,970 
(1) Includes the following items for the three months ended September 30, 2023 and 2022: (i) depreciation and amortization expense of $43,959 and $34,853, (ii) lease intangible amortization of $3,726 and $3,291 and (iii) amortization for lease incentives of $11,695 and $3,185, respectively. Includes the following items for the nine months ended September 30, 2023 and 2022: (i) depreciation and amortization expense of $123,399 and $115,461, (ii) lease intangible amortization of $11,325 and $10,259 and (iii) amortization for lease incentives of $22,360 and $20,034, respectively.


(1)
Includes the following items for the three months ended September 30, 2022 and 2021: (i) depreciation and amortization expense of $32,877 and $34,825, (ii) lease intangible amortization of $3,291 and $1,266 and (iii) amortization for lease incentives of $3,185 and $5,178, respectively. Includes the following items for the nine months ended September 30, 2022 and 2021: (i) depreciation and amortization expense of $106,567 and $102,194, (ii) lease intangible amortization of $10,259 and $3,216 and (iii) amortization for lease incentives of $20,034 and $18,133, respectively.

(2)
Includes the following items for the three months ended September 30, 2022 and 2021: (i) net loss of $358 and $369 and (ii) depreciation and amortization expense of $117 and $57, respectively. Includes the following items for the nine months ended September 30, 2022 and 2021: (i) net loss of $125 and $1,050 and (ii) depreciation and amortization expense of $290 and $144, respectively.

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Index(2)
Includes the following items for the three months ended September 30, 2023 and 2022: (i) net income (loss) of $46 and $(358), (ii) depreciation and amortization expense of $367 and $117 and (iii) acquisition and transaction expense of $229 and $0, respectively. Includes the following items for the nine months ended September 30, 2023 and 2022: (i) net loss of $1,669 and $125, (ii) depreciation and amortization expense of $1,202 and $290 and (iii) acquisition and transaction expense of $563 and $0, respectively.
Revenues

Presentation of assets sales

During the three months ended September 30,third quarter of 2022, we updated our corporate strategy based on the opportunities available in the market such that the sale of aircraft and engines is now an output of our recurring, ordinary activities. As a result of this update, the transaction price allocated to the sale of assets is included in Revenues in the Consolidated Statement of Operations forbeginning in the three months ended September 30,third quarter of 2022 and are accounted for in accordance with ASC 606. The corresponding net book values of the assets sold are recorded in Cost of sales in the Consolidated Statement of Operations forbeginning in the three months ended September 30,third quarter of 2022. Sales transactions of aircraft and engines prior to the three months ended September 30,third quarter of 2022 were accounted for in accordance with ASC 610-20, Gains and losses from the derecognition of nonfinancial assets and were included inGain (loss) on sale of assets, net on the Consolidated Statement of Operations, as we were previously only occasionally selling these assets. Generally, assets sold were under leasing arrangements with customers prior to sales and are included in Leasing equipment, net, on the Consolidated Balance Sheets.

Comparison of the three months ended September 30, 20222023 and 2021

2022
Total revenues increased $124.3 million driven by an increase in (i) asset sales revenue and (ii) Aerospace Products revenue partially offset by decreases in (iii) lease income, (iv) maintenance revenue and (v) other revenue.

Asset sales revenue increased $85.5$60.7 million primarily due to an increase in the sale of commercial aircraftAerospace products revenue and enginesMaintenance revenue, partially offset by a decrease in our Aviation Leasing segment during 2022. See above discussion regarding presentation of asset sales.

Asset sales revenue.
Aerospace Productsproducts revenue increased $45.7$53.7 million primarily driven by an increase in sales relating to the CFM56-7B and CFM56-5B engines, engine modules, spare parts and used material inventory as operations continuecontinued to ramp-up in 2022. See above discussion regarding presentation of asset sales.

2023.
Maintenance revenue decreased $4.7increased $28.4 million inprimarily due to the Aviation Leasing segment, primarilyrecognition of maintenance deposits due to the early redelivery of four aircraft, and lower maintenance billings related to the early termination of aircraft leases with Russian airlines as a result of the sanctions imposed on Russian airlines, partially offset by an increase in the number of aircraft and engines placed on lease, and higher aircraft and engine utilization.utilization and higher end-of-lease return compensation.

OtherAsset sales revenue decreased $1.7$12.5 million primarily due to a decrease in the Aviation Leasing segment due to lower end-of lease redelivery compensation.sale of commercial aircraft and engines.

37


Comparison of the nine months ended September 30, 20222023 and 2021

2022
Total revenues increased $183.7$424.0 million driven byprimarily due to an increase in (i) asset sales revenue, (ii) Aerospace Products revenue, (iii) maintenance revenue and (iv) other revenue, partially offset by a decreases in (v) lease income.

Asset sales revenue, Aerospace products revenue, Lease income and Maintenance revenue
Asset sales revenueincreased $85.5$197.7 million primarily due to an increase in the sale of commercial aircraft and engines in our Aviation Leasing segment in 2022.engines. See above discussion regarding presentation of asset sales.

Aerospace Productsproducts revenue increased $80.9$166.1 million primarily driven by an increase in sales relating to the CFM56-7B and CFM56-5B engines, engine modules, spare parts and used material inventory as operations continuecontinued to ramp-up in 2022. See above discussion regarding presentation2023.
Lease income increased $32.0 million primarily due to an increase in the number of asset sales.

aircraft and engines placed on lease and an increase in the Offshore Energy business driven by increased number of days on-hire for one of our vessels.
Maintenance revenue increased $24.4$29.0 million in the Aviation Leasing segment, primarily due to the recognition of maintenance deposits due to the early redelivery of four aircraft, an increase in the number of aircraft and engines placed on lease, higher aircraft and engine utilization and higher end-of-lease return compensation, partially offset by a decrease in the recognition of maintenance deposits due to the early redelivery of aircraft and lower maintenance billings related to the early termination of aircraft leases with Russian airlines as a result of the sanctions imposed on Russian airlines.

Other revenue increased $2.9 million in the Aviation Leasing segment due to an increase in end-of lease redelivery compensation.
Lease income decreased $9.1 million, which primarily reflects a decrease of $9.1 million in the Aviation Leasing segment primarily due to the early termination of aircraft and engine leases as a result of the sanctions imposed on Russian airlines. Basic lease revenues from our owned aircraft and engines leased to Russian airlines would have been approximately $30.2 million for the nine months ended September 30, 2022. This decrease is partially offset by an increase in the number of aircraft and engines placed on lease.

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Index
Expenses

Comparison of the three months ended September 30, 20222023 and 2021

2022
Total expenses increased $97.4$37.5 million, primarily due to higher (i) costCost of sales, (ii) operatingOperating expenses and (iii) asset impairmentDepreciation and (iv) acquisition and transaction expenses, partially offset by lower (v) depreciation and amortization and (vi) management fees and incentive allocation to affiliate.

amortization.
Cost of Salessales increased $90.6$20.8 million primarily as a result of increased asset sales and the gross presentation of asset sales revenue and Aerospace Product revenues as described above.

Operating expenses increased $4.5 million which primarily reflects:

an increase of $3.3 million in the Aviation Leasing Segment primarily as a result of an increase in insurance expense, shipping and storage fees, professional fees and other operating expenses,Aerospace product sales, partially offset by a decrease in provision for credit losses.
the sale of commercial aircraft and engines.

an increase of $1.7Operating expenses increased $6.5 million, in the Aerospace Products Segment primarily due todriven by an increase in commission expenses due to the increase in sales from the used material program as well asand an increase in professionalprovision for credit losses, partially offset by a decrease in insurance expense, shipping and storage fees and other operating expenses due to the ramp-up of Aerospace Products.

Asset impairment increased $3.6 million for the adjustment of the carrying value of leasing equipment to fair value in our Aviation Leasing segment. See Note 3 to the consolidated financial statements for additional information.

Acquisition and transaction expenses increased $1.7 million primarily driven by higher compensation and related costs associated with acquisitions and the merger with FTAI.

expenses.
Depreciation and amortization decreased $1.9increased $9.1 million primarily due todriven by an increase in the number of assets owned and on lease, partially offset by an increase in the number of aircraft redelivered and parted out into our engine leasing pool.

Comparison of the nine months ended September 30, 2023 and 2022
Total expenses increased $100.0 million, primarily due to higher (i) Cost of sales and (ii) Management fees and incentive allocation to affiliate, partially offset by lower (iii) Asset impairment, and (iv) Operating expenses.
Cost of sales increased $246.8 million primarily as a result of an increase in asset sales and Aerospace Products sales and the gross presentation of Asset sales revenue and Aerospace products revenue as described above.
Management fees and incentive allocation to affiliate decreased $1.6 million driven by lower management fees allocated to the Company.

Comparison of the nine months ended September 30, 2022 and 2021

Total expenses increased $305.6$13.1 million primarily due to higher (i) asset impairment charges, (ii) cost of sales, (iii) operating expenses, (iv) depreciation and amortization, partially offset by lower (v) management fees andan increase in incentive allocationfee due to affiliate.

the Manager.
Asset impairment increased $125.1decreased $127.0 million primarily due to the write down in 2022 of aircraft and engines located in Ukraine and Russia that may not be recoverable. See Note 34 to the consolidated financial statements for additional information.

Cost of sales increased $111.6 million primarily as a result of an increase in asset sales and the gross presentation of asset sales revenue and Aerospace Product revenues as described above.

Operating expenses increased $63.0decreased $27.0 million which primarily reflects:

an increase•a decrease of $58.0$43.5 million in the Aviation Leasing segment primarily as a result of an increasedecreases in provision for credit losses and other expenses as a result of the sanctions imposed on Russian airlines an increase in insurance expense, shipping and storage fees, professional fees and repairs and maintenance expenses.
2022.

•an increase of $4.6$11.8 million in the Offshore Energy business which reflects increases in offshore crew expenses, project costs and other operating expenses for one of our vessels driven by increased cost of operations based on the operating location of the vessel as well as increased number of days on-hire.
•an increase of $4.7 million in the Aerospace Products segment primarily due to an increase in commission expenses due to the increase in sales from the used material program as well as an increase in professional fees and other operating expenses due to the ramp-up of Aerospace Products.

Depreciation and amortization increased $4.4 million primarily driven by an increase in the number of assets owned and on lease in the Aviation Leasing segment, partially offset by an increase in the number of aircraft redelivered and parted out into our engine leasing pool.

Management fees and incentive allocation to affiliate decreased $2.3 million driven by lower management fees allocated to the Company.

program.
Other income (expense)

Total other incomeexpense decreased $11.3$21.8 million during the three months ended September 30, 2023 which primarily reflects a Loss on extinguishment of debt of $19.9 million recognized during the three months ended September 30, 2022 related to the pay-down of the 2021 Bridge Loan issued in December 2021 and February 2022 and the partial redemption of the Senior Notes due 2025.
Total other income decreased $60.9 million during nine months ended September 30, 2023 which primarily reflects (i) a decrease of $12.7$79.9 million in gainGain on sale of assets, net in the Aviation Leasing and Aerospace Products segments from less opportunistic asset sales. See above discussion regardingdue to the change in presentation of asset sales.

Total other income increased $64.4sales as described above and (ii) Loss on extinguishment of debt of $19.9 million recognized during nine months ended September 30, 2022 which primarily reflects an increase of  $62.5 million in gain on sale of assets, net in the Aviation Leasing and Aerospace Products segments from opportunistic asset sales transactions. See above discussion regarding presentation of asset sales.

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Index
Net income attributable to shareholders

Net income increased $12.3 million for the three months ended September 30, 2022 related to the pay-down of the 2021 Bridge Loan issued in December 2021 and decreased $63.7February 2022 and the partial redemption of the Senior Notes due 2025.
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Net income from continuing operations
Net income from continuing operations increased $45.5 million and $262.9 million for the three and nine months ended September 30, 20222023, respectively, as compared to the same periods during the prior yearyears primarily due to the changes noted above.

Net loss from discontinued operations
Net loss from discontinued operations decreased $14.8 million and $101.4 million for the three and nine months ended September 30, 2023, respectively, compared to the prior year as these businesses have spun off and there is no corresponding activity in the current period.
Adjusted EBITDA (Non-GAAP)

Adjusted EBITDA increased $19.1$45.4 million and $83.0$130.4 million during the three and nine months ended September 30, 2022,2023, respectively, primarily due to the changes noted above.

Aviation Leasing Segment

As of September 30, 2022,2023, in our Aviation Leasing segment, we own and manage 325351 aviation assets, consisting of 9692 commercial aircraft and 229259 engines, including four aircraft and two engines that were still located in Ukraine and eight aircraft and seventeen engines that were still located in Russia.

As of September 30, 2022,2023, 73 of our commercial aircraft and 124163 of our engines were leased to operators or other third parties. Aviation assets currently off lease are either undergoing repair and/or maintenance, being prepared to go on lease or held in short term storage awaiting a future lease. Our aviation equipment was approximately 72%77% utilized during the three months ended September 30, 2022,2023, based on the percent of days on-lease in the quarter weighted by the monthly average equity value of our aviation leasing equipment, excluding airframes. Our aircraft currently have a weighted average remaining lease term of 3947 months, and our engines currently on-lease have an average remaining lease term of 1314 months. The table below provides additional information on the assets in our Aviation Leasing segment:
Aviation AssetsWidebodyNarrowbodyTotal
Aircraft
Assets at January 1, 20238 98 106 
Purchases— 30 30 
Sales(2)(9)(11)
Transfers(1)(32)(33)
Assets at September 30, 20235 87 92 
Engines
Assets at January 1, 202340 184 224 
Purchases4 64 68 
Sales(10)(18)(28)
Transfers2 (7)(5)
Assets at September 30, 202336 223 259 

Aviation Leasing Assets Widebody  Narrowbody  Total 
Aircraft         
Assets at January 1, 2022  13   95   108 
Purchases  
1
   
22
   
23
 
Sales  
(3
)
  
(2
)
  
(5
)
Transfers  
(2
)
  
(28
)
  
(30
)
Assets at September 30, 2022  9   87   96 
             
Engines            
Assets at January 1, 2022  68   139   207 
Purchases  
2
   
43
   
45
 
Sales  
(26
)
  
(24
)
  
(50
)
Transfers  
5
   
22
   
27
 
Assets at September 30, 2022  49   180   229 

37
39

Index

The following table presents our results of operations:operations for our Aviation Leasing segment:

Three Months Ended September 30,ChangeNine Months Ended
September 30,		Change
(in thousands)2023202220232022
Revenues
Lease income$35,981 $40,392 $(4,411)$132,978 $111,648 $21,330 
Maintenance revenue63,925 35,507 28,418 141,131 112,171 28,960 
Asset sales revenue72,990 85,488 (12,498)283,167 85,488 197,679 
Other revenue82 3,461 (3,379)6,773 8,687 (1,914)
Total revenues172,978 164,848 8,130 564,049 317,994 246,055 
Expenses
Cost of sales55,398 64,855 (9,457)217,190 64,855 152,335 
Operating expenses13,944 10,533 3,411 28,610 72,135 (43,525)
Acquisition and transaction expenses2,329 247 2,082 4,960 624 4,336 
Depreciation and amortization41,141 32,728 8,413 114,994 109,147 5,847 
Asset impairment— 4,495 (4,495)1,220 128,171 (126,951)
Total expenses112,812 112,858 (46)366,974 374,932 (7,958)
Other income (expense)
Equity in (losses) earnings of unconsolidated entities(108)(45)(63)(242)753 (995)
Gain on sale of assets, net— — — — 61,371 (61,371)
Other income444 42 402 860 245 615 
Total other income (expense)336 (3)339 618 62,369 (61,751)
Income before income taxes60,502 51,987 8,515 197,693 5,431 192,262 
Provision for income taxes2,332 926 1,406 4,414 2,116 2,298 
Net income58,170 51,061 7,109 193,279 3,315 189,964 
Less: Net loss attributable to non-controlling interest in consolidated subsidiaries— — — — — — 
Net income attributable to shareholders from continuing operations$58,170 $51,061 $7,109 $193,279 $3,315 $189,964 
  
Three Months Ended
September 30,
  
  
Nine Months Ended
September 30,
  
 
(in thousands) 2022  2021  Change  2022  2021  Change 
Revenues                  
Lease income $40,273  $40,392  $(119) $111,316  $120,389  $(9,073)
Maintenance revenue  35,507   40,252   (4,745)  112,171   87,763   24,408 
Finance lease income  119   439   (320)  332   1,285   (953)
Asset sales revenue  85,488   —   85,488   85,488   —   85,488 
Other revenue  3,461   5,125   (1,664)  8,687   5,761   2,926 
Total revenues  164,848   86,208   78,640   317,994   215,198   102,796 
                         
Expenses                        
Operating expenses  10,533   7,282   3,251   72,135   14,177   57,958 
Cost of sales  64,855   —   64,855   64,855   —   64,855 
Acquisition and transaction expenses  247   234   13   624   804   (180)
Depreciation and amortization  32,728   34,718   (1,990)  106,180   101,992   4,188 
Asset impairment  4,495   859   3,636   128,171   3,048   125,123 
Total expenses  112,858   43,093   69,765   371,965   120,021   251,944 
                         
Other (expense) income                        
Equity in (losses) earnings of unconsolidated entities  (45)  —   (45)  753   —   753 
Gain on sale of assets, net  —   10,961   (10,961)  61,371   15,751   45,620 
Other income (expense)  42   (1,341)  1,383   245   (717)  962 
Total other (expense) income  (3)  9,620   (9,623)  62,369   15,034   47,335 
Income before income taxes  51,987   52,735   (748)  8,398   110,211   (101,813)
Provision for income taxes  1,232   610   622   2,197   1,048   1,149 
Net income attributable to shareholders  50,755   52,125   (1,370)  6,201   109,163   (102,962)

40


The following table sets forth a reconciliation of net income attributable to shareholders from continuing operations to Adjusted EBITDA:

Three Months Ended September 30,ChangeNine Months Ended
September 30,		Change
(in thousands)2023202220232022
Net income attributable to shareholders from continuing operations$58,170 $51,061 $7,109 $193,279 $3,315 $189,964 
Add: Provision for income taxes2,332 926 1,406 4,414 2,116 2,298 
Add: Equity-based compensation expense105 — 105 232 — 232 
Add: Acquisition and transaction expenses2,329 247 2,082 4,960 624 4,336 
Add: Losses on the modification or extinguishment of debt and capital lease obligations— — — — — — 
Add: Changes in fair value of non-hedge derivative instruments— — — — — — 
Add: Asset impairment charges— 4,495 (4,495)1,220 128,171 (126,951)
Add: Incentive allocations— — — — — — 
Add: Depreciation and amortization expense (1)
56,562 39,204 17,358 148,679 139,440 9,239 
Add: Interest expense and dividends on preferred shares— — — — — — 
Add: Pro-rata share of Adjusted EBITDA from unconsolidated entities (2)
(45)16 (61)(53)875 (928)
Less: Equity in losses (earnings) of unconsolidated entities108 45 63 242 (753)995 
Less: Non-controlling share of Adjusted EBITDA— — — — — — 
Adjusted EBITDA (non-GAAP)$119,561 $95,994 $23,567 $352,973 $273,788 $79,185 

(1) Includes the following items for the three months ended September 30, 2023 and 2022: (i) depreciation expense of $41,141 and $32,728, (ii) lease intangible amortization of $3,726 and $3,291 and (iii) amortization for lease incentives of $11,695 and $3,185, respectively. Includes the following items for the nine months ended September 30, 2023 and 2022: (i) depreciation expense of $114,994 and $109,147, (ii) lease intangible amortization of $11,325 and $10,259 and (iii) amortization for lease incentives of $22,360 and $20,034, respectively.
  Three Months Ended September 30,  
  
Nine Months Ended
September 30,
  
 
(in thousands) 2022  2021  Change  2022  2021  Change 
Net income attributable to shareholders $50,755  $52,125  $(1,370) $6,201  $109,163  $(102,962)
Add: Provision for income taxes  1,232   610   622   2,197   1,048   1,149 
Add: Acquisition and transaction expenses  247   234   13   624   804   (180)
Add: Asset impairment charges  4,495   859   3,636   128,171   3,048   125,123 
Add: Depreciation and amortization expense (1)
  39,204   41,162   (1,958)  136,473   123,341   13,132 
Add: Pro-rata share of Adjusted EBITDA from unconsolidated entities (2)
  16   —   16   875   —   875 
Less: Equity in (earnings) losses of unconsolidated entities  45   —   45   (753)  —   (753)
Adjusted EBITDA (non-GAAP) $95,994  $94,990  $1,004  $273,788  $237,404  $36,384 


(1)
Includes the following items for the three months ended September 30, 2022 and 2021: (i) depreciation expense of $32,728 and $34,718, (ii) lease intangible amortization of $3,291 and $1,266 and (iii) amortization for lease incentives of $3,185 and $5,178, respectively. Includes the following items for the nine months ended September 30, 2022 and 2021: (i) depreciation expense of $106,180 and $101,992, (ii) lease intangible amortization of $10,259 and $3,216 and (iii) amortization for lease incentives of $20,034 and $18,133, respectively.

(2)
Includes the following items for the three and nine months ended September 30, 2022: (i) net loss of $45 and net income of $753 and (ii) depreciation and amortization of $61 and $122, respectively.

(2) Includes the following items for the three months ended September 30, 2023 and 2022: (i) net loss of $108 and $45 and (ii) depreciation and amortization of $63 and $61, respectively. Includes the following items for the nine months ended September 30, 2023 and 2022: (i) net (loss) income of $(242) and $753 and (ii) depreciation and amortization of $189 and $122, respectively.
Revenues

Comparison of the three months ended September 30, 20222023 and 2021

2022
Total revenue increased $78.6$8.1 million driven by an increase in asset sales revenue, partially offset by lower maintenance revenue and other revenue.

Asset sales revenue increased $85.5 million primarily due to an increase in the sale of commercial aircraft and engines during 2022. See above discussion regarding presentation of asset sales.

Maintenance revenue decreased $4.7 million primarily due to the early redelivery of aircraft and lower maintenance billings related to the early termination of aircraft leases with Russian airlines as a result of the sanctions imposed on Russian airlines, partially offset by an increase in the number of aircraft and engines placed on lease and higher aircraft and engine utilization.

38
Index
Other revenue decreased $1.7 million primarily due to lower end-of lease redelivery compensation.

Comparison of the nine months ended September 30, 2022 and 2021

Total revenue increased $102.8 million driven by an increase in asset sales revenue, maintenance revenue and other revenue, partially offset by a decrease in lease income.

Asset sales revenue, Lease income and Other revenue.
•Maintenance revenue increased $85.5$28.4 million primarily due to an increase in the salerecognition of commercial aircraft and engines during 2022. See above discussion regarding presentation of asset sales.

Maintenance revenue increased $24.4 million primarilymaintenance deposits due to the early redelivery of four aircraft, an increase in the number of aircraft and engines placed on lease, higher aircraft and engine utilization and higher end-of-lease return compensation,compensation.
•Asset sales revenue decreased $12.5 million primarily due to a decrease in the sale of commercial aircraft and engines.
•Lease income decreased $4.4 million primarily due to an increase in the number of aircraft and engines redelivered, partially offset by a decreaseadditional aircraft and engines placed on lease.
•Other revenue decreased $3.4 million primarily due to lower end-of-lease redelivery compensation.
Comparison of the nine months ended September 30, 2023 and 2022
Total revenue increased $246.1 million driven by an increase in Asset sales revenue, Maintenance revenue and Lease income, partially offset by Other revenue.
•Asset sales revenue increased $197.7 million primarily due to an increase in the sale of commercial aircraft and engines. See above discussion regarding presentation of asset sales.
•Lease income increased $21.3 million primarily due to an increase in the number of aircraft and engines placed on lease.
•Maintenance revenue increased $29.0 million primarily due to the recognition of maintenance deposits due to the early redelivery of four aircraft, and lower maintenance billings related to the early termination of aircraft leases with Russian airlines as a result of the sanctions imposed on Russian airlines.

Other revenue increased $2.9 million primarily due to an increase in end-of lease redelivery compensation.

Lease income decreased $9.1 million primarily due to the early termination of aircraft and engine leases as a result of the sanctions imposed on Russian airlines. Basic lease revenues from our owned aircraft and engines leased to Russian airlines would have been approximately $30.2 million for the nine months ended September 30, 2022. This decrease is partially offset by an increase in the number of aircraft and engines placed on lease.lease, higher aircraft and engine utilization and higher end-of-lease return compensation.
41



•Other revenue decreased $1.9 million primarily due to a decrease in end-of-lease redelivery compensation.
Expenses

Comparison of the three months ended September 30, 20222023 and 20212022

Total expenses increased $69.8decreased $0.1 million primarily driven by a decrease in Cost of sales and Asset impairment, partially offset by an increase in the cost of sales, asset impairment and operating expenses, partially offset by a decrease in depreciationDepreciation and amortization, expense.Operating expenses and Acquisition and transaction expenses.

•Cost of sales increased $64.9decreased $9.5 million primarily as a result of an increasea decrease in asset salesthe sale of commercial aircraft and the gross presentation of asset sales revenues and related cost of sales as described above.
engines.

•Asset impairment increased $3.6decreased $4.5 million forprimarily due to the adjustment of the carrying value of leasing equipment to fair value. See Note 3 to the consolidated financial statements for additional information.
value in 2022.

Operating expenses increased $3.3 million primarily as a result of an increase in insurance expense, shipping and storage fees, professional fees and other operating expenses, partially offset by a decrease in provision for credit losses.

Depreciation and amortization expense decreased $2.0 million driven by an increase in the number of aircraft redelivered and parted out into our engine leasing pool.

Comparison of the nine months ended September 30, 2022 and 2021

Total expenses increased $251.9 million primarily driven by an increase in asset impairment, cost of sales, operating expenses and depreciation and amortization expense.

Asset impairment increased $125.1 million primarily due to the write down of aircraft and engines located in Ukraine and Russia that may not be recoverable. See Note 3 to the consolidated financial statements for additional information.

Cost of sales increased $64.9 million primarily as a result of an increase in asset sales and the gross presentation of asset sales revenues and related costs of sales as described above.

Operating expenses increased $58.0 million primarily as a result of an increase in provision for credit losses as a result of the sanctions imposed on Russian airlines, an increase in insurance expense, shipping and storage fees, professional fees, and repairs and maintenance expenses.

•Depreciation and amortization expense increased $4.2$8.4 million driven by an increase in the number of assets owned and on lease, partially offset by an increase in the number of aircraft redelivered and parted out into our engine leasing pool.

•Operating expenses increased $3.4 million driven by an increase in provision for credit losses, partially offset by a decrease in insurance expense, shipping and storage fees and other operating expenses.
•Acquisition and transaction expenses increased $2.1 million driven by higher compensation and related costs associated with the acquisition of aviation leasing equipment.
Comparison of the nine months ended September 30, 2023 and 2022
Total expenses decreased $8.0 million primarily driven by a decrease in Asset impairment and Operating expenses, partially offset by an increase in Cost of sales.
•Asset impairment decreased $127.0 million primarily due to the write down in 2022 of aircraft and engines located in Ukraine and Russia that may not be recoverable. See Note 4 to the consolidated financial statements for additional information.
•Operating expenses decreased $43.5 million primarily as a result of decreases in provision for credit losses and other expenses as a result of the sanctions imposed on Russian airlines in 2022.
•Cost of sales increased $152.3 million as a result of an increase in assets sales and the gross presentation of Asset sales revenues and related costs of sales as described above.
•Depreciation and amortization expense increased $5.8 million driven by an increase in the number of assets owned and on lease, partially offset by an increase in the number of aircraft redelivered and parted out into our engine leasing pool.
•Acquisition and transaction expenses increased $4.3 million driven by higher compensation and related costs associated with the acquisition of aviation leasing equipment.
Other income (expense)

Total other income decreased $9.6increased $0.3 million during the three months ended September 30, 20222023 primarily due to a decreasean increase of $11.0$0.4 million in gain on sale of assets, net. See above discussion regarding presentation of asset sales.

interest income.
Total other income increased $47.3decreased $61.8 million during the nine months ended September 30, 20222023 primarily due to (i) an increasea decrease of $45.6$61.4 million in gainGain on the sale of assets, net in 2022 due to more opportunistic sales transactions and (ii) an increasethe change in presentation of $0.8 million in our proportionate share of unconsolidated entities’ net income.

39
Index
asset sales.
Adjusted EBITDA (Non-GAAP)

Adjusted EBITDA increased $1.0$23.6 million and $36.4$79.2 million during the three and nine months ended September 30, 2022,2023, respectively, primarily due to the changes noted above.

Aerospace Products Segment

The Aerospace Products segment develops and manufactures through a joint venture, and repairs and sells, through exclusivity arrangements, aircraft engines and aftermarket components primarily for the CFM56-7B and CFM56-5B commercial aircraft engines. Our engine and module sales are facilitated through The Module Factory, a dedicated commercial maintenance centerprogram, designed to focus on modular repair and refurbishment of CFM56-7B and CFM56-5B engines.engines, performed by a third party. Used serviceable material is sold through our exclusive partnership with AAR Corp, who is responsible for the teardown, repair, marketing and sales of spare parts from our CFM56 engine pool. We also hold a 25% interest in the Advanced Engine Repair JV which focuses on developing new cost savings programs for engine repairs.repairs and a 50% interest in Quick Turn Engine Center LLC or “Quick Turn” (previously iAero Thrust LLC), a hospital maintenance and testing facility dedicated to the CFM56 engine.
42


The following table presents our results of operations:
Three Months Ended September 30,ChangeNine Months Ended
September 30,		Change
(in thousands)2023202220232022
Aerospace products revenue$107,085 $53,401 $53,684 $260,273 $94,211 $166,062 
Expenses
Cost of sales61,309 31,093 30,216 149,719 55,284 94,435 
Operating expenses5,947 3,491 2,456 12,838 8,094 4,744 
Acquisition and transaction expenses110 15 95 1,137 15 1,122 
Depreciation and amortization115 77 38 298 178 120 
Total expenses67,481 34,676 32,805 163,992 63,571 100,421 
Other income (expense)
Equity in earnings (losses) of unconsolidated entities154 (313)467 (1,427)(878)(549)
Gain on sale of assets, net— — — — 18,562 (18,562)
Total other income (expense)154 (313)467 (1,427)17,684 (19,111)
Income before income taxes39,758 18,412 21,346 94,854 48,324 46,530 
Provision for income taxes1,131 2,586 (1,455)2,631 5,055 (2,424)
Net income38,627 15,826 22,801 92,223 43,269 48,954 
Less: Net loss attributable to non-controlling interest in consolidated subsidiaries— — — — — — 
Net income attributable to shareholders from continuing operations$38,627 $15,826 $22,801 $92,223 $43,269 $48,954 
43

  Three Months Ended September 30,  
  
Nine Months Ended
September 30,
  
 
(in thousands) 2022  2021  Change  2022  2021  Change 
Aerospace products revenue $53,401  $7,730  $45,671  $94,211  $13,284  $80,927 
                         
Expenses                        
Operating expenses  3,491   
1,774
   
1,717
   8,094   
3,519
   
4,575
 
Cost of sales  31,093   
5,367
   
25,726
   55,284   
8,577
   
46,707
 
Acquisition and transaction expenses  15   
—
   
15
   15   
—
   
15
 
Depreciation and amortization  77   
40
   
37
   178   
40
   
138
 
Total expenses  34,676   
7,181
   
27,495
   63,571   
12,136
   
51,435
 
                         
Other (expense) income                        
Equity in losses of unconsolidated entities  (313)  
(369
)
  
56
   (878)  
(1,050
)
  
172
 
Gain on sale of assets, net  —   
1,724
   
(1,724
)
  18,562   
1,716
   
16,846
 
Total other (expense) income  (313)  
1,355
   
(1,668
)
  17,684   
666
   
17,018
 
Income before income taxes  18,412   
1,904
   
16,508
   48,324   
1,814
   
46,510
 
Provision for (benefit from) income taxes  2,586   
(110
)
  
2,696
   5,055   
(11
)
  
5,066
 
Net income attributable to shareholders  15,826   
2,014
   
13,812
   43,269   
1,825
   
41,444
 

The following table sets forth a reconciliation of net income attributable to shareholders from continuing operations to Adjusted EBITDA:

  
Three Months Ended
September 30,
  
  
Nine Months Ended
September 30,
  
 
(in thousands) 2022  2021  Change  2022  2021  Change 
Net income attributable to shareholders $15,826  $2,014  $13,812  $43,269  $1,825  $41,444 
Add: Provision for (benefit from) income taxes  2,586   
(110
)
  
2,696
   5,055   
(11
)
  
5,066
 
Add: Acquisition and transaction expenses  15   
—
   
15
   15   
—
   
15
 
Add: Depreciation and amortization expense  77   
40
   
37
   178   
40
   
138
 
Add: Pro-rata share of Adjusted EBITDA from unconsolidated entities (1)
  (257)  
(312
)
  
55
   (710)  
(906
)
  
196
 
Less: Equity in losses of unconsolidated entities  313   
369
   
(56
)
  878   
1,050
   
(172
)
Adjusted EBITDA (non-GAAP) $18,560  $2,001  $16,559  $48,685  $1,998  $46,687 

Three Months Ended September 30,ChangeNine Months Ended
September 30,		Change
(in thousands)2023202220232022
Net income attributable to shareholders from continuing operations$38,627 $15,826 $22,801 $92,223 $43,269 $48,954 
Add: Provision for income taxes1,131 2,586 (1,455)2,631 5,055 (2,424)
Add: Equity-based compensation expense70 — 70 155 — 155 
Add: Acquisition and transaction expenses110 15 95 1,137 15 1,122 
Add: Losses on the modification or extinguishment of debt and capital lease obligations— — — — — — 
Add: Changes in fair value of non-hedge derivative instruments— — — — — — 
Add: Asset impairment charges— — — — — — 
Add: Incentive allocations— — — — — — 
Add: Depreciation and amortization expense115 77 38 298 178 120 
Add: Interest expense and dividends on preferred shares— — — — — — 
Add: Pro-rata share of Adjusted EBITDA from unconsolidated entities (1)
687 (257)944 149 (710)859 
Less: Equity in (earnings) losses of unconsolidated entities(154)313 (467)1,427 878 549 
Less: Non-controlling share of Adjusted EBITDA— — — — — — 
Adjusted EBITDA (non-GAAP)$40,586 $18,560 $22,026 $98,020 $48,685 $49,335 
________________________________________________________

(1)Includes the following items for the three months ended September 30, 2022 and 2021: (i) net loss of $313 and $369 and (ii) depreciation and amortization of $56 and $57, respectively. Includes the following items for the nine months ended September 30, 2022 and 2021: (i) net loss of  $878 and $1,050 and (ii) depreciation and amortization of $168 and $144, respectively.

40
Index(1)
Includes the following items for the three months ended September 30, 2023 and 2022: (i) net income (loss) of $154 and $(313), (ii) depreciation and amortization expense of $304 and $56 and (iii) acquisition and transaction expense of $229 and $0, respectively. Includes the following items for the nine months ended September 30, 2023 and 2022: (i) net losses of $1,427 and $878, (ii) depreciation and amortization expense of $1,013 and $168 and (iii) acquisition and transaction expense of $563 and $0, respectively.
Revenues

Comparison ofTotal Aerospace products revenue increased $53.7 million and $166.1 million during the three and nine months ended September 30, 2022 and 2021

Total Aerospace Products revenue increased $45.7 million during the three months ended September 30, 20222023 primarily driven by an increase in sales relating to the CFM56-7B and CFM56-5B engines, engine modules, spare parts and used material inventory as operations continuecontinued to ramp-up in 2022. See above discussion regarding presentation of asset sales.

Total Aerospace Products revenue increased $80.9 million during the nine months ended September 30, 2022 driven by an increase in sales relating to the CFM56-7B and CFM56-5B engines, engine modules, spare parts and used material inventory as operations continue to ramp-up in 2022. See above discussion regarding presentation of asset sales.

2023.
Expenses

Comparison of the three months ended September 30, 2022 and 2021

Total expenses increased $27.5$32.8 million primarily due to an increase in costsCost of sales and operating expenses.Operating expenses during the three months ended September 30, 2023.

•Cost of sales increased $25.7$30.2 million primarily as a result of an increase in Aerospace product revenues and the gross presentation described above.
sales.

•Operating expenses increased $1.7$2.5 million primarily due to an increase in commission expenses due to the increase in sales from the used material program as well as an increase in professional fees and other operating expenses due to the ramp-up of Aerospace Products.

Comparison of the nine months ended September 30, 2022 and 2021

program.
Total expenses increased $51.4$100.4 million primarily due to an increase in costsCost of sales and operating expenses.Operating expenses during the nine months ended September 30, 2023.

•Cost of sales increased $46.7$94.4 million primarily as a result of an increase in Aerospace product revenuesproducts sales and the gross presentation described above.

•Operating expenses increased $4.6$4.7 million primarily due to an increase in commission expenses due to the increase in sales from the used material program as well as an increase in professional fees and other operating expenses due to the ramp-up of Aerospace Products.

program.
Other income (expense)

Total other income increased $0.5 million primarily due to an increase of in our proportionate share on unconsolidated entities’ net income during the three months ended September 30, 2023.
Total other income decreased $1.7$19.1 million primarily due to a decrease of $18.6 million in Gain on sale of assets, net and an increase of $0.5 million in our proportionate share of unconsolidated entities’ net loss during threethe nine months ended September 30, 2022 which primarily reflects a decrease of $1.7 million in gain on sale of assets, net.2023. See above discussion regarding presentation of asset sales.

44
Total other income increased $17.0 million during nine months ended September 30, 2022 which primarily reflects an increase of $16.8 million in gain on sale of assets, net due to an increase in sales relating to the CFM56-7B and CFM56-5B engines as operations continue to ramp-up in 2022.

Adjusted EBITDA (Non-GAAP)

Adjusted EBITDA increased $16.6$22.0 million and $46.7$49.3 million during the three and nine months endedSeptember 30, 2022,2023, respectively, primarily due to the changes noted above.

41
Index
Corporate and Other

The following table presents our results of operations:
Three Months Ended September 30,ChangeNine Months Ended
September 30,		Change
(in thousands)2023202220232022
Revenues
Lease income$9,641 $9,806 $(165)$28,163 $17,515 $10,648 
Other revenue1,392 2,310 (918)5,674 4,400 1,274 
Total revenues11,033 12,116 (1,083)33,837 21,915 11,922 
Expenses
Operating expenses13,996 13,369 627 39,770 27,968 11,802 
General and administrative3,015 3,354 (339)10,270 11,821 (1,551)
Acquisition and transaction expenses1,822 2,586 (764)4,098 7,701 (3,603)
Management fees and incentive allocation to affiliate4,577 4 4,573 13,137 4 13,133 
Depreciation and amortization2,703 2,048 655 8,107 6,136 1,971 
Interest expense40,185 40,171 14 117,976 132,197 (14,221)
Total expenses66,298 61,532 4,766 193,358 185,827 7,531 
Other income (expense)
Loss on extinguishment of debt— (19,861)19,861 — (19,861)19,861 
Other income (expense)17 (1,080)1,097 17 (37)54 
Total other income (expense)17 (20,941)20,958 17 (19,898)19,915 
Loss before income taxes(55,248)(70,357)15,109 (159,504)(183,810)24,306 
Provision for income taxes242 677 (435)541 186 355 
Net loss(55,490)(71,034)15,544 (160,045)(183,996)23,951 
Less: Net loss attributable to non-controlling interest in consolidated subsidiaries— — — — — — 
Less: Dividends on preferred shares8,334 6,791 1,543 23,460 20,373 3,087 
Net loss attributable to shareholders from continuing operations$(63,824)$(77,825)$14,001 $(183,505)$(204,369)$20,864 
45

  Three Months Ended September 30,  
  
Nine Months Ended
September 30,
  
 
(in thousands) 2022  2021  Change  2022  2021  Change 
Revenues $—  $—  $—  $—  $—  $— 
                         
Expenses                        
Operating expenses  588   
1,074
   
(486
)
  3,422   
2,945
   
477
 
General and administrative  3,354   
2,862
   
492
   9,125   
7,166
   
1,959
 
Acquisition and transaction expenses  2,586   
898
   
1,688
   4,810   
2,906
   
1,904
 
Management fees and incentive allocation to affiliate  539   
2,116
   
(1,577
)
  4,692   
7,027
   
(2,335
)
Depreciation and amortization  72   
67
   
5
   209   
162
   
47
 
Interest expense  644   
584
   
60
   1,910   
1,734
   
176
 
Total expenses  7,783   
7,601
   
182
   24,168   
21,940
   
2,228
 
                         
Loss before income taxes  (7,783)  
(7,601
)
  
(182
)
  (24,168)  
(21,940
)
  
(2,228
)
Provision for (benefit from) income taxes  —   
—
   
—
   —   
—
   
—
 
Net loss attributable to shareholders  (7,783)  
(7,601
)
  
(182
)
  (24,168)  
(21,940
)
  
(2,228
)

The following table sets forth a reconciliation of net loss attributable to shareholders from continuing operations to Adjusted EBITDA:

Three Months Ended September 30,ChangeNine Months Ended
September 30,		Change
(in thousands)2023202220232022
Net loss attributable to shareholders from continuing operations$(63,824)$(77,825)$14,001 $(183,505)$(204,369)$20,864 
Add: Provision for income taxes242 677 (435)541 186 355 
Add: Equity-based compensation expense335 — 335 741 — 741 
Add: Acquisition and transaction expenses1,822 2,586 (764)4,098 7,701 (3,603)
Add: Losses on the modification or extinguishment of debt and capital lease obligations— 19,861 (19,861)— 19,861 (19,861)
Add: Changes in fair value of non-hedge derivative instruments— — — — — — 
Add: Asset impairment charges— — — — — — 
Add: Incentive allocations4,274 — 4,274 12,540 — 12,540 
Add: Depreciation and amortization expense2,703 2,048 655 8,107 6,136 1,971 
Add: Interest expense and dividends on preferred shares48,519 46,962 1,557 141,436 152,570 (11,134)
Add: Pro-rata share of Adjusted EBITDA from unconsolidated entities— — — — — — 
Less: Equity in (earnings) losses of unconsolidated entities— — — — — — 
Less: Non-controlling share of Adjusted EBITDA— — — — — — 
Adjusted EBITDA (non-GAAP)$(5,929)$(5,691)$(238)$(16,042)$(17,915)$1,873 
  
Three Months Ended
September 30,
  
  
Nine Months Ended
September 30,
  
 
(in thousands) 2022  2021  Change  2022  2021  Change 
Net loss attributable to shareholders $(7,783) $(7,601) $(182) $(24,168) $(21,940) $(2,228)
Add: Acquisition and transaction expenses  2,586   
898
   
1,688
   4,810   
2,906
   
1,904
 
Add: Depreciation and amortization expense  72   
67
   
5
   209   
162
   
47
 
Add: Interest expense  644   
584
   
60
   1,910   
1,734
   
176
 
Adjusted EBITDA (non-GAAP) $(4,481) $(6,052) $1,571  $(17,239) $(17,138) $(101)

Revenues
Total revenues decreased $1.1 million during the three months ended September 30, 2023 primarily due to a crane repair on one of our vessels. Total revenues increased $11.9 million during the nine months ended September 30, 2023 primarily due to an increase in the Offshore Energy business driven by increased number of days on-hire for one of our vessels.
Expenses

Comparison of the three months ended September 30, 20222023 and 20212022

Total expenses increased $0.2$4.8 million primarily due to higher Management fees and incentive allocation to affiliate.
•Management fees and incentive allocation to affiliate increased $4.6 million primarily due to an increase in acquisition and transaction expenses driven by higher compensation and related costs associated with acquisitions and the merger with FTAI, partially offset by a decrease in management fees and incentive allocation to affiliate driven by lower management fees allocatedfee due to the Company.

Manager.
Comparison of the nine months ended September 30, 20222023 and 2021

2022
Total expenses increased $2.2$7.5 million primarily driven by an increase in general and administrative expenses and acquisition and transaction expenses driven bydue to higher compensation and related costs associated with acquisitions and the merger with FTAI, partially offset by a decrease in managementManagement fees and incentive allocation to affiliate, partially offset by lower Interest expense and Acquisition and transaction expenses.
•Management fees and incentive allocation to affiliate increased $13.1 million primarily due to an increase in incentive fee due to the Manager.
•Operating expenses increased $11.8 million which reflects increases in offshore crew expenses, project costs and other operating expenses for one of our vessels driven by lower management fees allocatedincreased cost of operations based on the operating location of the vessel as well as increased number of days on-hire.
•Interest expense decreased $14.2 million, which reflects a decrease in the average outstanding debt of approximately $349.5 million due to decreases in (i) the Company.

Adjusted EBITDA (Non-GAAP)

Adjusted EBITDA increased $1.62021 Bridge Loans of $237.7 million and (ii) the Senior Notes due 2025 of $155.2 million, which were partially redeemed in August 2022, partially offset by an increase in (iii) the Revolving Credit Facility of $43.8 million.
•Acquisition and transaction expense decreased $0.1$3.6 million primarily due to lower professional fees related to strategic transactions.
46


Other income (expense)
Total other expense decreased $21.0 million and $19.9 million during the three and nine months ended September 30, 2023 which primarily reflects a Loss on extinguishment of debt of $19.9 million recognized during 2022 related to the pay-down of the 2021 Bridge Loan issued in December 2021 and February 2022 and the partial redemption of the Senior Notes due 2025.
Adjusted EBITDA (Non-GAAP)
Adjusted EBITDA decreased $0.2 million and increased $1.9 million during the three and nine months endedSeptember 30, 2023, respectively, primarily due to the changes noted above.

42
Index
Liquidity and Capital Resources

The liquidity required to fund our working capital, capital expenditures and other cash needs is provided from a combination of internally generated cash flows, capital contributions from Parent and loan financing.

We believe we have sufficient liquidity to satisfy our cash needs, however, we continue to evaluate and take action, as necessary, to preserve adequate liquidity and ensure that our business can continue to operate during these uncertain times. This includes limiting discretionary spending across the organization and re-prioritizing our investments amid the COVID-19 pandemic and market volatility.

Our principal uses of liquidity have been and continue to be (i) acquisitions of aircraft and engines, (ii) capital distributions to Parent, (iii) release of maintenance and security depositsdividends to our lessees,ordinary and (iv)preferred shareholders, (iii) expenses associated with our operating activities.activities, and (iv) debt service obligations associated with our investments.

•Cash used for the purpose of making investments was $396.2$562.8 million and $321.2$545.7 million during the nine months ended September 30, 2023 and 2022, respectively.
•Dividends to shareholders and 2021, respectively.

Capital distributions to Parentholders of eligible participating securities were $294.2$113.2 million and $145.0$119.0 million during the nine months ended September 30, 2023 and 2022, and 2021, respectively.

Release of maintenance and security deposits were $0.9 million and $19.6 million during the nine months ended September 30, 2022 and 2021, respectively.

•Uses of liquidity associated with our operating expenses are captured on a net basis in our cash flows from operating activities.

 Uses of liquidity associated with our debt obligations are captured in our cash flows from financing activities.
Our principal sources of liquidity to fund these uses have been and continue to be (i) revenues from our aviation assets (including finance lease collections and maintenance reserve collections) net of operating expenses, (ii) capital contributionsproceeds from Parentborrowings or the issuance of securities and (iii) proceeds from asset sales.

•Cash flows provided by operating activities, plus the principal collections on finance leases and maintenance reserve collectionscollections were $191.1$143.1 million and $18.5 million during the nine months ended September 30, 2023 and 2022, respectively.
•During the nine months ended September 30, 2023, additional borrowings and total principal repayments in connection with the Revolving Credit Facility were $430.0 million and $156.6$330.0 million, respectively. During the nine months ended September 30, 2022, additional borrowings were obtained in connection with the (i) 2021 Bridge Loans of $239.5 million (ii) Revolving Credit Facility of $255.0 million and (iii) EB-5 Loan Agreement of $9.5 million. We made total principal repayments of (i) $444.5 million relating to the Revolving Credit Facility, (ii) $340.0 million related to the 2021 Bridge Loans and (iii) $200.0 million related to the Senior Notes due 2025.
•Proceeds from the sale of assets were $366.1 million and $267.4 million during the nine months ended September 30, 2023 and 2022, respectively.
•Proceeds from the issuance of preferred shares, net of underwriter’s discount and issuance costs were $61.7 million and $0.0 million during the nine months ended September 30, 2023 and 2022, and 2021, respectively.

Capital contributions from Parent were $242.1 million and $249.5 million during the nine months ended September 30, 2022 and 2021, respectively.

Proceeds from the sale of aviation equipment were $262.1 million and $78.5 million during the nine months ended September 30, 2022 and 2021, respectively.

We are currently evaluating several potential aviation transactions and related financings, including, but not limited to, certain additional debt and equity financings, which could occur within the next 12 months. None of these potential transactions, negotiations, or financings are definitive or included within our planned liquidity needs. We cannot assure if or when any such transaction will be consummated or the terms of any such transaction.transaction or related financing.
47


Historical Cash Flow

Comparison of the nine months ended September 30, 20222023 and 2021

2022
The following table compares the historical cash flow from continuing and discontinued operations for the nine months ended September 30, 20222023 and 2021:2022:

  Nine Months Ended September 30, 
(in thousands) 2022  2021 
Cash Flow Data:      
Net cash provided by operating activities $151,304  $131,828 
Net cash used in investing activities  (124,180)  
(239,446
)
Net cash (used in) provided by financing activities  (13,685)  
108,318
 

Nine Months Ended September 30,
(in thousands)20232022
Cash Flow Data:
Net cash provided by (used in) operating activities$116,766 $(21,299)
Net cash used in investing activities(191,092)(268,367)
Net cash provided by (used in) financing activities74,140 (77,653)
Net cash provided by operating activities increased $19.5$138.1 million, which primarily reflects (i) a decreasean increase in netNet income of $63.7$364.3 million and (ii) Changes in working capital of $63.9 million, partially offset by certain adjustments to reconcile net income to cashCash provided by operating activities including, (ii) an increase(iii) Asset impairment of $127.0 million, (iv) Provision for credit losses of $40.6 million, (v) Equity in gainlosses of unconsolidated entities of $45.1 million, (vi) Depreciation and amortization of $32.4 million, (vii) Loss on saleextinguishment of assetsdebt of $88.7$19.9 million, and (iii) changes in working capital(viii) amortization of $18.0 million, and (iv) increases in asset impairmentdeferred financing costs of $125.1$10.7 million.

43
Index
Net cash used in investing activities decreased $115.3$77.3 million, primarily due to (i) a decrease in Acquisitions of property, plant and equipment of $134.8 million, (ii) higher proceedsProceeds from the sale of leasing equipment of $183.6$104.0 million and (ii) an increase in proceeds from the sale of aircraft and engine of $7.2 million, partially offset by (iii) an increase in acquisitionAcquisitions of leasing equipment of $61.7$146.3 million and (iv) an increase in purchase deposit for aircraft and enginesInvestment in unconsolidated entities of $14.8$12.2 million.

Net cash provided by financing activities decreased $122.0increased $151.8 million, primarily due to (i) an increasedecrease in capital contributions to ParentRepayments of $156.6debt of $654.5 million partially offset by (ii) an increase in receipt of maintenance deposits of $14.5 million and a decrease in the releaseDividend from spin-off of maintenance depositsFTAI Infrastructure, net of $18.7cash transferred of $500.6 million.

We also have current availability for borrowing of up to $50.0 million.
Cash Flow of Discontinued Operations
The cash flows related to discontinued operations have not been segregated and are included in the Consolidated Statements of Cash Flows for all periods presented.
The absence of cash flows from discontinued operations is not expected to adversely affect our liquidity or our ability to fund capital expenditures or working capital needs. The discontinued operations historically generated negative operating and investing cash flows.
Contractual Obligations

Our material cash requirements include the following contractual and other obligations:

LoanDebt Obligations—As of September 30, 2022 and December 31, 2021,2023, we had outstanding principal and interest payment obligations of $27.1 million$2.3 billion and $25.2 million,$0.5 billion, respectively, of which $0.0only interest payments of $164.2 million and $0.0 million, respectively, are due in the next twelve months. See Note 7 to the consolidated financial statements for additional information about our loandebt obligations.

Lease Obligations—As of September 30, 2022 and December 31, 2021,2023, we had outstanding operating and finance lease obligations of $3.1 million and $2.4$2.3 million, of which $0.8 million and $0.5$0.9 million is due in the next twelve months.

Other Cash Requirements—In addition to our contractual obligations, we pay quarterly cash dividends on our ordinary shares and preferred shares, which are subject to change at the discretion of our Board of Directors. During the last twelve months, we declared cash dividends of $119.7 million and $30.3 million on our ordinary shares and preferred shares, respectively.
We expect to meet our future short-term liquidity requirements through cash on hand, unused borrowing capacity or future financings and net cash provided by our current operations. We expect that our operating subsidiaries will generate sufficient cash flow to cover operating expenses and the payment of principal and interest on our indebtedness as they become due. We may elect to meet certain long-term liquidity requirements or to continue to pursue strategic opportunities through utilizing cash on hand, cash generated from our current operations and the issuance of securities in the future. Management believes adequate capital and borrowings are available from various sources to fund our commitments to the extent required.

Critical Accounting Estimates and Policies

The preparation of financial statements in conformity with U.S. GAAP requires managementThere were no material changes to makeour critical accounting estimates and assumptions that affect the reported amounts of assets and liabilities, the disclosure of contingent assets and liabilities at the date of the consolidated financial statements and the reported amounts of revenues and expenses during the reporting period. Actual results could differ from those estimates. Note 2 to the consolidated financial statements describes the significant accounting policies and methods used in the preparation of our consolidated financial statements.

Operating Leases—We lease equipment pursuant to net operating leases. Operating leases with fixed rentals and step rentals are recognized on a straight-line basis over the term of the lease, assuming no renewals. Revenue is not recognized when collection is not reasonably assured. When collectability is not reasonably assured, the customer is placed on non-accrual status and revenue is recognized when cash payments are received.

Generally, under our aircraft lease and engine agreements, the lessee is required to make periodic maintenance payments calculated based on the lessee’s utilization of the leased asset or at the end of the lease. Typically, under our aircraft lease agreements, the lessee is responsible for maintenance, repairs and other operating expenses throughout the term of the lease. These periodic maintenance payments accumulate over the term of the lease to fund major maintenance events, and we are contractually obligated to return maintenance payments to the lessee up to the amount paid by the lessee. In the event the total cost of maintenance events over the term of a lease is less than the cumulative maintenance payments, we are not required to return any unused or excess maintenance payments to the lessee.

Maintenance payments received for which we expect to repay to the lessee are presented as Maintenance Depositsdescribed in our Consolidated Balance Sheets. All excess maintenance payments received that we do not expect to repay to the lessee are recorded as Maintenance revenues. Estimates in recognizing revenue include mean time between removal, projected costs for engine maintenance and forecasted utilization of aircraft which are affected by historical usage patterns and overall industry, market and economic conditions. Significant changes to these estimates could have a material effectAnnual Report on the amount of revenue recognized in the period.
For purchase and lease back transactions, we accountForm 10-K for the transaction as a single arrangement. We allocate the consideration paid based on the fair value of the aircraft and lease. The fair value of the lease may include a lease premium or discount.year ended December 31, 2022.

44
Index
Finance Leases—From time to time we enter into finance lease arrangements that include a lessee obligation to purchase the leased equipment at the end of the lease term, a bargain purchase option, or provides for minimum lease payments with a present value that equals or exceeds substantially all of the fair value of the leased equipment at the date of lease inception. Net investment in finance lease represents the minimum lease payments due from lessee, net of unearned income. The lease payments are segregated into principal and interest components similar to a loan. Unearned income is recognized on an effective interest method over the lease term and is recorded as finance lease income. The principal component of the lease payment is reflected as a reduction to the net investment in finance leases. Revenue is not recognized when collection is not reasonably assured. When collectability is not reasonably assured, the customer is placed on non-accrual status and revenue is recognized when cash payments are received.

Maintenance Payments—Typically, under an operating lease of aircraft, the lessee is responsible for performing all maintenance and is generally required to make maintenance payments to us for heavy maintenance, overhaul or replacement of certain high-value components of the aircraft or engine. These maintenance payments are based on hours or cycles of utilization or on calendar time, depending on the component, and are generally required to be made monthly in arrears. If a lessee is making monthly maintenance payments, we would typically be obligated to reimburse the lessee for costs they incur for heavy maintenance, overhaul or replacement of certain high-value components to the extent of maintenance payments received in respect of the specific maintenance event, usually shortly following the completion of the relevant work.

We record the portion of maintenance payments paid by the lessee that are expected to be reimbursed as maintenance deposit liabilities in the Consolidated Balance Sheets. Reimbursements made to the lessee upon the receipt of evidence of qualifying maintenance work are recorded against the maintenance deposit liability.

In certain acquired leases, we or the lessee may be obligated to make a payment to the other party at lease termination based on redelivery conditions stipulated at the inception of the lease. When the lessee is required to return the aircraft in an improved maintenance condition, we record a maintenance right asset, as a component of other assets, for the estimated value of the end-of-life maintenance payment at acquisition. We recognize payments received as end-of-lease compensation adjustments, within lease revenue or as a reduction to the maintenance right asset, when payment is received or collectability is assured. In the event we are required to make payments at the end of the lease for redelivery conditions, amounts are accrued as additional maintenance liability and expensed when we are obligated and can reasonably estimate such payment.

Property, Plant and Equipment, Leasing Equipment and Depreciation—Property, plant and equipment and leasing equipment are stated at cost (inclusive of capitalized acquisition costs, where applicable) and depreciated using the straight-line method, over estimated useful lives, to estimated residual values which are summarized as follows:

AssetRange of Estimated Useful LivesResidual Value Estimates
Aircraft
25 years from date of manufacture
Generally not to exceed 15% of manufacturer’s list price when new
Aircraft engines
2 - 6 years, based on maintenance adjusted service life
Sum of engine core salvage value plus the estimated fair value of life limited parts
Aviation tooling and equipment
3 - 6 years from date of purchase
Scrap value at end of useful life
Furniture and fixtures
3 - 6 years from date of purchase
None

Impairment of Long-Lived Assets—We perform a recoverability assessment of each of our long-lived assets whenever events or changes in circumstances, or indicators, indicate that the carrying amount or net book value of an asset may not be recoverable. Indicators may include, but are not limited to, a significant lease restructuring or early lease termination; a significant change in market conditions; or the introduction of newer technology aircraft or engines. When performing a recoverability assessment, we measure whether the estimated future undiscounted net cash flows expected to be generated by the asset exceeds its net book value. The undiscounted cash flows consist of cash flows from currently contracted leases, future projected leases, transition costs, estimated down time and estimated residual or scrap values. In the event that an asset does not meet the recoverability test, the carrying value of the asset will be adjusted to fair value resulting in an impairment charge.

Management develops the assumptions used in the recoverability analysis based on its knowledge of active contracts, current and future expectations of the global demand for a particular asset and historical experience in the leasing markets, as well as information received from third party industry sources. The factors considered in estimating the undiscounted cash flows are impacted by changes in future periods due to changes in contracted lease rates, residual values, economic conditions, technology, demand for a particular asset type and other factors.

45
Index
Income Taxes—The Company is an exempted entity domiciled in the Cayman Islands where income taxes are not imposed. The Company is considered a Passive Foreign Investment Company for U.S. income tax purposes and certain income taxes are imposed on our owners. Taxable income or loss generated by our corporate subsidiaries is subject to U.S. federal, state and foreign corporate income tax in locations where they conduct business.

We account for these taxes using the asset and liability method under which deferred tax assets and liabilities are recognized for the future tax consequences attributable to differences between the financial statement carrying amounts of existing assets and liabilities and their respective tax bases. A valuation allowance is established when management believes it is more likely than not that a deferred tax asset will not be realized.

Recent Accounting Pronouncements

Please seeSee Note 2 to our consolidated financial statements included elsewhere in this filingConsolidated Financial Statements for recent accounting pronouncements.
48

Item 3.

Item 3. Quantitative and Qualitative Disclosures About Market Risk

Market risk represents the risk of changes in value of a financial instrument, caused by fluctuations in interest rates and foreign exchange rates. We believe that changesChanges in these factors would notcould cause significant fluctuations in our results of operations and cash flows. We are exposed to the market risks described below.

Interest Rate Risk
Item 4.
Interest rate risk is the exposure to loss resulting from changes in the level of interest rates and the spread between different interest rates. Interest rate risk is highly sensitive to many factors, including the U.S. government’s monetary and tax policies, global economic factors and other factors beyond our control. We are exposed to changes in the level of interest rates and to changes in the relationship or spread between interest rates. Our primary interest rate exposure relates to our term loan arrangements.
LIBOR and other indices which are deemed “benchmarks” are the subject of recent national, international, and other regulatory guidance and proposals for reform. The ICE Benchmark Administration ceased publication of one-week and two-month USD LIBOR settings after December 31, 2021 and the remaining USD LIBOR settings after June 30, 2023, other than certain USD LIBOR settings that are expected to continue to be published under a synthetic methodology until September 2024. In anticipation of LIBOR’s phase out, we amended our revolving credit facility to incorporate SOFR as the successor rate to LIBOR. We continue to monitor related reform proposals and evaluate the related risks; however, it is not possible to predict the effects of any of these developments, and any future initiatives to regulate, reform or change the manner of administration of LIBOR, SOFR or other benchmark indices could result in adverse consequences to the rate of interest payable and receivable on, market value of and market liquidity for financial instruments tied to variable interest rate indices.
Our borrowing agreements generally require payments based on a variable interest rate index, such as SOFR. Therefore, to the extent our borrowing costs are not fixed, increases in interest rates may reduce our net income by increasing the cost of our debt without any corresponding increase in rents or cash flow from our leases. We may elect to manage our exposure to interest rate movements through the use of interest rate derivatives (interest rate swaps and caps).
The following discussion about the potential effects of changes in interest rates is based on a sensitivity analysis, which models the effects of hypothetical interest rate shifts on our financial condition and results of operations. Although we believe a sensitivity analysis provides the most meaningful analysis permitted by the rules and regulations of the SEC, it is constrained by several factors, including the necessity to conduct the analysis based on a single point in time and by the inability to include the extraordinarily complex market reactions that normally would arise from the market shifts modeled. Although the following results of a sensitivity analysis for changes in interest rates may have some limited use as a benchmark, they should not be viewed as a forecast. This forward-looking disclosure also is selective in nature and addresses only the potential interest expense impacts on our financial instruments and, in particular, does not address the mark-to-market impact on our interest rate derivatives, if any. It also does not include a variety of other potential factors that could affect our business as a result of changes in interest rates. In addition, the following discussion does not take into account our Series A and Series B preferred shares, on which distributions currently accrue interest at a fixed rate but will accrue interest at a floating rate based on a certain variable interest rate index plus a spread from and after September 15, 2024.
As of September 30, 2023, assuming we do not hedge our exposure to interest rate fluctuations related to our outstanding floating rate debt, a hypothetical 100-basis point increase/decrease in our variable interest rate on our borrowings would result in an increase of approximately $2.5 million or a decrease of approximately $2.5 million in interest expense over the next 12 months.
Item 4. Controls and Procedures

Disclosure Controls and Procedures

As of the end of the period covered by this report, an evaluation was carried out under the supervision and with the participation of our management, including our Chief Executive Officer and Chief Financial Officer, of the effectiveness of our disclosure controls and procedures (as defined in Rule 13a-15(e) under the Securities Exchange Act of 1934 (the “Exchange Act”)). Based upon that evaluation, our Chief Executive Officer and Chief Financial Officer have concluded that our disclosure controls and procedures were effective as of and for the period covered by this report.

Internal Control over Financial Reporting

There have been no changes in our internal control over financial reporting (as such term is defined in Rules 13a-15(f) and 15d-15(f) under the Exchange Act) during the fiscal quarter to which this report relates that have materially affected, or are reasonably likely to materially affect, our internal control over financial reporting.
49


PART II—OTHER INFORMATION

Item 1.
Item 1. Legal Proceedings

We are and may become involved in legal proceedings, including but not limited to regulatory investigations and inquiries, in the ordinary course of our business. Although we are unable to predict with certainty the eventual outcome of any litigation, regulatory investigation or inquiry, in the opinion of management, we do not expect our current and any threatened legal proceedings to have a material adverse effect on our business, financial position or results of operations. Given the inherent unpredictability of these types of proceedings, however, it is possible that future adverse outcomes could have a material adverse effect on our financial results.

Item 1A.Risk Factors

Item 1A. Risk Factors
You should carefully consider the following risks and other information in this Form 10-Q in evaluating us and our shares. Any of the following risks, as well as additional risks and uncertainties not currently known to us or that we currently deem immaterial, could materially and adversely affect our results of operations or financial condition. The risk factors generally have been separated into the following categories: risks related to our business, risks related to our Manager, risks related to taxation and risks related to the Company’s shares. However, these categories do overlap and should not be considered exclusive.

46
Risks Related to Our Business

A pandemic, including COVID-19, could have an adverse impact on our business, financial condition, and results of operations.

In recent years, the outbreaks of certain highly contagious diseases have increased the risk of a pandemic resulting in economic disruptions. In particular, the ongoing COVID-19 pandemic has led to severe disruptions in the market and the global, U.S. and regional economies that may continue for a prolonged duration and trigger a recession or a period of economic slowdown. In response, various governmental bodies and private enterprises have implemented, and may in the future implement, numerous measures intended to mitigate the outbreak, such as travel bans and restrictions, quarantines, shutdowns and testing or vaccination mandates. The COVID-19 pandemic continues to be dynamic and evolving, including a resurgence of COVID-19 cases in certain geographies, and its ultimate scope, duration and impact, including the efficacy and availability of vaccines, remain uncertain.

We expect that this pandemic, and any future epidemic or pandemic crises, could result in direct and indirect adverse effects on our industries and customers, which in turn may impact our business, results of operations and financial condition. Effects of the current pandemic have included, or may in the future include, among others:

deterioration of worldwide, regional or national economic conditions and activity, which could adversely affect global demand for our services, and time charter and spot rates;

disruptions to our operations as a result of the potential health impact, such as the availability and efficacy of vaccines, on our employees and crew, and on the work forces of our customers and business partners;

disruptions to our business from, or additional costs related to, new regulations, directives or practices implemented in response to the pandemic, such as travel restrictions, increased inspection regimes, hygiene measures (such as quarantining and physical distancing) or increased implementation of remote working arrangements;

asset impairment charges and a decline in revenues;

a lack of air travel demand or an inability of airlines to operate to or from certain regions could impact demand for air travel and the financial health of certain airlines, including increasing the financial stress of our lessees;

any related off hire due to global supply chain disruptions resulting from quarantines, worker health, regulations or other impacts of the COVID-19 pandemic, which in turn could disrupt our operations and result in a reduction of revenue;

potential reduced cash flows and financial condition, including potential liquidity constraints;

reduced access to or increased cost of capital, including the ability to refinance any existing obligations, as a result of any credit tightening generally or due to continued declines in global financial markets, including potential interest rate increases and declines in the prices of publicly-traded securities of us, our peers and of listed companies generally; and

potential deterioration in the financial condition and prospects of our customers, joint venture partners or business partners, or attempts by customers or third parties to invoke force majeure contractual clauses as a result of delays or other disruptions.

As the COVID-19 pandemic continues to evolve, the extent to which COVID-19 impacts our operations will depend on future developments, which are highly uncertain and cannot be predicted with confidence, including the duration and severity of the outbreak, and the actions that may be required to try and contain COVID-19 or treat its impact. We continue to monitor the pandemic and, the extent to which the continued spread of the virus adversely affects our customer base and therefore revenue. As the COVID-19 pandemic is complex and rapidly evolving, our plans as described above may change. At this point, we cannot reasonably estimate the duration and severity of this pandemic, which could have a material adverse impact on our business, results of operations, financial position and cash flows.

Uncertainty relating to macroeconomic conditions may reduce the demand for our assets, result in non-performance of contracts by our lessees or charterers, limit our ability to obtain additional capital to finance new investments, or have other unforeseen negative effects.

Uncertainty and negative trends in general economic conditions in the United States and abroad, including significant tightening of credit markets and commodity price volatility, historically have created difficult operating environments for owners and operators in the aviationtransportation industries. Many factors, including factors that are beyond our control, may impact our operating results or financial condition and/or affect the lessees and charterers that form our customer base. For some years, the world has experienced weakened economic conditions and volatility following adverse changes in global capital markets. Excess supply in oil and gas markets can put significant downward pressure on prices for these commodities, and may affect demand for assets used in production, refining and transportation of oil and gas. In the past, a significant decline in oil prices has led to lower offshore exploration and production budgets worldwide. These conditions have resulted in significant contraction, deleveraging and reduced liquidity in the credit markets. A number of governments have implemented, or are considering implementing, a broad variety of governmental actions or new regulations for the financial markets. In addition, limitations on the availability of capital, higher costs of capital for financing expenditures or the desire to preserve liquidity, may cause our current or prospective customers to make reductions in future capital budgets and spending.

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Further, demand for our assets is related to passenger and cargo traffic growth, which in turn is dependent on general business and economic conditions. Global economic downturns could have an adverse impact on passenger and cargo traffic levels and consequently our lessees’ and charterers’ business, which may in turn result in a significant reduction in revenues, earnings and cash flows, difficulties accessing capital and a deterioration in the value of our assets. We have in the past been exposed to increased credit risk from our customers and third parties who have obligations to us, which resulted in non-performance of contracts by our lessees and adversely impacted our business, financial condition, results of operations and cash flows. We cannot assure you that similar loss events may not occur in the future.

Instability in geographies where we have assets or where we derive revenue could have a material adverse effect on our business, customers, operations and financial results.

Economic, civil, military and political uncertainty exists and may increase in regions where we operate and derive our revenue. Various countries in which we operate are experiencing and may continue to experience military action and civil and political unrest. We have assets in the emerging market economies of Eastern Europe, including some assets in Russia and Ukraine. In late February 2022, Russian military forces launched significant military action against Ukraine. Sustained conflict and disruption in the region is likely. The impact to Russia and Ukraine, as well as actions taken by other countries, including new and stricter export controls and sanctions by Canada, the United Kingdom, the European Union, the U.S. and other countries and organizations against officials, individuals, regions, and industries in Russia and Ukraine, and each country’s potential response to such sanctions, tensions and military actions, could have a material adverse effect on our business and delay or prevent us from accessing certain of our assets. We are actively monitoring the security of our remaining assets in the region.

The aviation industry has experienced periods of oversupply during which lease rates and asset values have declined, particularly during the most recent economic downturn, and any future oversupply could materially adversely affect our results of operations and cash flows.

The oversupply of a specific asset is likely to depress the lease or charter rates for and the value of that type of asset and result in decreased utilization of our assets, and the industries in which we operate have experienced periods of oversupply during which rates and asset values have declined, particularly during the most recent economic downturn. Factors that could lead to such oversupply include, without limitation:

•general demand for the type of assets that we purchase;

•general macroeconomic conditions, including market prices for commodities that our assets may serve;
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•geopolitical events, including war, prolonged armed conflict and acts of terrorism;

•outbreaks of communicable diseases and natural disasters;

•governmental regulation;

•interest rates;

•the availability of credit;

•potential reduced cash flows and financial condition, including potential liquidity restraints;

•restructurings and bankruptcies of companies in the industries in which we operate, including our customers;

•manufacturer production levels and technological innovation;

•manufacturers merging or exiting the industry or ceasing to produce certain asset types;

•retirement and obsolescence of the assets that we own;

•increases in supply levels of assets in the market due to the sale or merging of operating lessors; and

•reintroduction of previously unused or dormant assets into the industries in which we operate.

These and other related factors are generally outside of our control and could lead to persistence of, or increase in, the oversupply of the types of assets that we acquire or decreased utilization of our assets, either of which could materially adversely affect our results of operations and cash flow. In addition, aviation lessees may redeliver our assets to locations where there is oversupply, which may lead to additional repositioning costs for us if we move them to areas with higher demand. Positioning expenses vary depending on geographic location, distance, rates and other factors, and may not be fully covered by drop-off charges collected from the last lessees of the equipment or pick-up charges paid by the new lessees. Positioning expenses can be significant if a large portion of our assets are returned to locations with weak demand, which could materially adversely affect our business, prospects, financial condition, results of operations and cash flows.

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The airline industry is heavily regulated, and if we fail to comply with applicable requirements, our results of operations could suffer.

The Federal Aviation Administration (“FAA”) and equivalent regulatory agencies have increasingly focused on the need to assure that airline industry products are designed with sufficient cybersecurity controls to protect against unauthorized access or other unwanted compromise. A failure to meet these evolving expectations could negatively impact sales into the industry and expose us to legal or contractual liability.

Governmental agencies throughout the world, including the FAA, prescribe standards and qualification requirements for aircraft components, including virtually all commercial airline and general aviation products. Specific regulations vary from country to country, although compliance with FAA requirements generally satisfies regulatory requirements in other countries. If any material authorization or approval qualifying us to supply our products is revoked or suspended, then sale of the product would be prohibited by law, which would have an adverse effect on our business, financial condition and results of operations.

From time to time, the FAA or equivalent regulatory agencies in other countries propose new regulations or changes to existing regulations, which often are more stringent than existing regulations. If such proposals are adopted and enacted, we may incur significant additional costs to achieve compliance, which could have a material adverse effect on our business, financial condition and results of operations.

Recent trends by China’s aviation authority to relax restrictions on airspace may be reversed, and anticipated new regulations loosening airspace restrictions may not materialize, which could impact sales prospects in China for our commercial aerospace businesses.

The retirement or prolonged grounding of commercial aircraft could reduce our revenues and the value of any related inventory.

We sell aircraft components and replacement parts. If aircraft or engines for which we offer aircraft components and replacement parts are retired or grounded for prolonged periods of time and there are fewer aircraft that require these components or parts, our revenues may decline as well as the value of any related inventory.

Contractual defaults may adversely affect our business, prospects, financial condition, results of operations and cash flows by decreasing revenues and increasing storage, positioning, collection, recovery and lost equipment expenses.

The success of our business depends in large part on the success of the operators in the sectors in which we participate. Cash flows from our assets are substantially impacted by our ability to collect compensation and other amounts to be paid in respect of such assets from the customers with whom we enter into leases, charters or other contractual arrangements. Inherent in the nature of the leases, charters and other arrangements for the use of such assets is the risk that we may not receive, or may experience delay in realizing, such amounts to be paid. While we target the entry into contracts with credit-worthy counterparties, no assurance can be given that such counterparties will perform their obligations during the term of the leases, charters or other contractual arrangements. In addition, when counterparties default, we may fail to recover all of our assets, and the assets we do recover may be returned in damaged condition or to locations where we will not be able to efficiently lease, charter or sell them. In most cases, we maintain, or require our lessees to maintain, certain insurances to cover the risk of damages or loss of our assets. However, these insurance policies may not be sufficient to protect us against a loss.
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Depending on the specific sector, the risk of contractual defaults may be elevated due to excess capacity as a result of oversupply during the most recent economic downturn. We lease assets to our customers pursuant to fixed-price contracts, and our customers then seek to utilize those assets to transport goods and provide services. If the price at which our customers receive for their transportation services decreases as a result of an oversupply in the marketplace, then our customers may be forced to reduce their prices in order to attract business (which may have an adverse effect on their ability to meet their contractual lease obligations to us), or may seek to renegotiate or terminate their contractual lease arrangements with us to pursue a lower-priced opportunity with another lessor, which may have a direct, adverse effect on us. See “-The industries in which we operate have experienced periods of oversupply during which lease rates and asset values have declined, particularly during the most recent economic downturn, and any future oversupply could materially adversely affect our results of operations and cash flows.” Any default by a material customer would have a significant impact on our profitability at the time the customer defaulted, which could materially adversely affect our operating results and growth prospects. In addition, some of our counterparties may reside in jurisdictions with legal and regulatory regimes that make it difficult and costly to enforce such counterparties’ obligations.

If weWe acquire a high concentration of a particular type of asset, or concentrate our investments in a particular sector, and our business, prospects, financial condition, results of operations and cash flows could be adversely affected by changes in market demand or problems specific to that asset or sector.

If we acquire a high concentration of a particular asset, or concentrate our investments in a particular sector, and our business and financial results could be adversely affected by sector-specific or asset-specific factors. If we acquire a high concentration of a particular asset and the market demand for a particular asset declines, it is redesigned or replaced by its manufacturer or it experiences design or technical problems, the value and rates relating to such asset may decline, and we may be unable to lease such asset on favorable terms, if at all. Any decrease in the value and rates of our assets may have a material adverse effect on our business, prospects, financial condition, results of operations and cash flows.

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We operate in highly competitive markets.

The business of acquiring aviation assets is highly competitive. Market competition for opportunities includes traditional transportation companies, commercial and investment banks, as well as a growing number of non-traditional participants, such as hedge funds, private equity funds and other private investors, including Fortress-related entities. Some of these competitors may have access to greater amounts of capital and/or to capital that may be committed for longer periods of time or may have different return thresholds than us, and thus these competitors may have certain advantages not shared by us. In addition, competitors may have incurred, or may in the future incur, leverage to finance their debt investments at levels or on terms more favorable than those available to us. Strong competition for investment opportunities could result in fewer such opportunities for us, as certain of these competitors have established and are establishing investment vehicles that target the same types of assets that we intend to purchase.

In addition, some of our competitors may have longer operating histories, greater financial resources and lower costs of capital than us, and consequently, may be able to compete more effectively in one or more of our target markets. We likely will not always be able to compete successfully with our competitors and competitive pressures or other factors may also result in significant price competition, particularly during industry downturns, which could have a material adverse effect on our business, prospects, financial condition, results of operations and cash flows.

Certain liens may arise on our assets.

Certain of our assets are currently subject to liens under separate financing arrangements entered into by certain subsidiaries in connection with acquisitions of assets. In the event of a default under such arrangements by the applicable subsidiary, the lenders thereunder would be permitted to take possession of or sell such assets. In addition, our currently owned assets and assets that we purchase in the future may be subject to other liens based on the industry practices relating to such assets. Until they are discharged, these liens could impair our ability to repossess, re-lease or sell our assets, and to the extent our lessees or charterers do not comply with their obligations to discharge any liens on the applicable assets, we may find it necessary to pay the claims secured by such liens in order to repossess such assets. Such payments could materially adversely affect our operating results and growth prospects.

The values of our assets may fluctuate due to various factors.

The fair market values of our assets may decrease or increase depending on a number of factors, including the prevailing level of charter or lease rates from time to time, general economic and market conditions affecting our target markets, type and age of assets, supply and demand for assets, competition, new governmental or other regulations and technological advances, all of which could impact our profitability and our ability to lease, develop, operate, or sell such assets. In addition, our assets depreciate as they age and may generate lower revenues and cash flows. We must be able to replace such older, depreciated assets with newer assets, or our ability to maintain or increase our revenues and cash flows will decline. In addition, if we dispose of an asset for a price that is less than the depreciated book value of the asset on our balance sheet or if we determine that an asset’s value has been impaired, we will recognize a related charge in our consolidated statement of operations and such charge could be material.
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We may not generate a sufficient amount of cash or generate sufficient free cash flow to fund our operations or repay our indebtedness.

Our ability to make payments on our indebtedness as required depends on our ability to generate cash flow in the future. This ability, to a certain extent, is subject to general economic, financial, competitive, legislative, regulatory and other factors that are beyond our control. If we do not generate sufficient free cash flow to satisfy our debt obligations, including interest payments and the payment of principal at maturity, we may have to undertake alternative financing plans, such as refinancing or restructuring our debt, selling assets, reducing or delaying capital investments or seeking to raise additional capital. We cannot provide assurance that any refinancing would be possible, that any assets could be sold, or, if sold, of the timeliness and amount of proceeds realized from those sales, that additional financing could be obtained on acceptable terms, if at all, or that additional financing would be permitted under the terms of our various debt instruments then in effect. Furthermore, our ability to refinance would depend upon the condition of the finance and credit markets. Our inability to generate sufficient free cash flow to satisfy our debt obligations, or to refinance our obligations on commercially reasonable terms or on a timely basis, would materially affect our business, financial condition and results of operations.

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Our use of joint ventures or partnerships, and our Manager’s outsourcing of certain functions, may present unforeseen obstacles or costs.

We have acquired and may in the future acquire interests in certain assets in cooperation with third-party partners or co-investors through jointly-owned acquisition vehicles, joint ventures or other structures. In these co-investment situations, our ability to control the management of such assets depends upon the nature and terms of the joint arrangements with such partners and our relative ownership stake in the asset, each of which will be determined by negotiation at the time of the investment and the determination of which is subject to the discretion of our Manager. Depending on our Manager’s perception of the relative risks and rewards of a particular asset, our Manager may elect to acquire interests in structures that afford relatively little or no operational and/or management control to us. Such arrangements present risks not present with wholly-owned assets, such as the possibility that a co-investor becomes bankrupt, develops business interests or goals that conflict with our interests and goals in respect of the assets, all of which could materially adversely affect our business, prospects, financial condition, results of operations and cash flows.

In addition, our Manager expects to utilize third-party contractors to perform services and functions related to the operation and leasing of our assets. These functions may include billing, collections, recovery and asset monitoring. Because we and our Manager do not directly control these third parties, there can be no assurance that the services they provide will be delivered at a level commensurate with our expectations, or at all. The failure of any such third-party contractors to perform in accordance with our expectations could materially adversely affect our business, prospects, financial condition, results of operations and cash flows.

We are subject to the risks and costs of obsolescence of our assets.

Technological and other improvements expose us to the risk that certain of our assets may become technologically or commercially obsolete. For example, as manufacturers introduce technological innovations and new types of aircraft, some of our assets could become less desirable to potential lessees. Such technological innovations may increase the rate of obsolescence of existing aircraft faster than currently anticipated by us. In addition, the imposition of increased regulation regarding stringent noise or emissions restrictions may make some of our aircraft less desirable and less valuable in the marketplace. In our offshore energy business, development and construction of new, sophisticated, high-specification assets could cause our assets to become less desirable to potential charterers, and insurance rates may also increase with the age of a vessel, making older vessels less desirable to potential charterers. Any of these risks may adversely affect our ability to lease, charter or sell our assets on favorable terms, if at all, which could materially adversely affect our operating results and growth prospects.

The inability to obtain certain components from suppliers could harm our business.

Our business is affected by the availability and price of the component parts that we use to maintain our products or to manufacture our products. Our ability to manage inventory and meet delivery requirements may be constrained by our suppliers’ ability to adjust delivery of long-lead time products during times of volatile demand. The supply chains for our business could also be disrupted by external events such as natural disasters, extreme weather events, pandemics, labor disputes, governmental actions and legislative or regulatory changes. As a result, our suppliers may fail to perform according to specifications when required and we may be unable to identify alternate suppliers or to otherwise mitigate the consequences of their non-performance.

Transitions to new suppliers may result in significant costs and delays, including those related to the required recertification of parts obtained from new suppliers with our customers and/or regulatory agencies. Our inability to fill our supply needs could jeopardize our ability to fulfill obligations under customer contracts, which could result in reduced revenues and profits, contract penalties or terminations, and damage to customer relationships. Further, increased costs of such components could reduce our profits if we were unable to pass along such price in-creases to our customers.

We could be negatively impacted by environmental, social, and governance (ESG) and sustainability-related matters.

Governments, investors, customers, employees and other stakeholders are increasingly focusing on corporate ESG practices and disclosures, and expectations in this area are rapidly evolving. We have announced, and may in the future announce, sustainability-focused investments, partnerships and other initiatives and goals. These initiatives, aspirations, targets or
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objectives reflect our current plans and aspirations and are not guarantees that we will be able to achieve them. Our efforts to accomplish and accurately report on these initiatives and goals present numerous operational, regulatory, reputational, financial, legal, and other risks, any of which could have a material negative impact, including on our reputation and stock price.

In addition, the standards for tracking and reporting on ESG matters are relatively new, have not been harmonized and continue to evolve. Our selection of disclosure frameworks that seek to align with various voluntary reporting standards may change from time to time and may result in a lack of comparative data from period to period. Moreover, our processes and controls may not always align with evolving voluntary standards for identifying, measuring, and reporting ESG metrics, our interpretation of reporting standards may differ from those of others, and such standards may change over time, any of which could result in significant revisions to our goals or reported progress in achieving such goals. In this regard, the criteria by which our ESG practices and disclosures are assessed may change due to the quickly evolving landscape, which could result in greater expectations of us and cause us to undertake costly initiatives to satisfy such new criteria. The increasing attention to corporate ESG initiatives could also result in increased investigations and litigation or threats thereof. If we are unable to satisfy such new criteria, investors may conclude that our ESG and sustainability practices are inadequate. If we fail or are perceived to have failed to achieve previously announced initiatives or goals or to accurately disclose our progress on such initiatives or goals, our reputation, business, financial condition and results of operations could be adversely impacted.

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We may be affected by fluctuating prices for fuel and energy.

Volatility in energy prices could have a significant effect on a variety of items including, but not limited to:to, the economy and demand for transportation services.

International, political, and economic factors, events and conditions, including current sanctions against Russia related to its invasion of Ukraine, affect the volatility of fuel prices and supplies. Weather can also affect fuel supplies and limit domestic refining capacity. A severe shortage of, or disruption to, domestic fuel supplies could have a material adverse effect on our results of operations, financial condition, and liquidity.

Our assets generally require routine maintenance, and we may be exposed to unforeseen maintenance costs.

We may be exposed to unforeseen maintenance costs for our assets associated with a lessee’s or charterer’s failure to properly maintain the asset. We enter into leases and charters with respect to some of our assets pursuant to which the lessees are primarily responsible for many obligations, which generally include complying with all governmental requirements applicable to the lessee or charterer, including operational, maintenance, government agency oversight, registration requirements and other applicable directives. Failure of a lessee or charterer to perform required maintenance during the term of a lease or charter could result in a decrease in value of an asset, an inability to re-lease or charter an asset at favorable rates, if at all, or a potential inability to utilize an asset. Maintenance failures would also likely require us to incur maintenance and modification costs upon the termination of the applicable lease;lease or charter; such costs to restore the asset to an acceptable condition prior to re-leasing, charter or sale could be substantial. Any failure by our lessees or charterers to meet their obligations to perform required scheduled maintenance or our inability to maintain our assets could materially adversely affect our business, prospects, financial condition, results of operations and cash flows.

Some of our customers operate in highly regulated industries and changes in laws or regulations, including laws with respect to international trade, may adversely affect our ability to lease, charter or sell our assets.

Some of our customers operate in highly regulated industries.industries such as aviation and offshore energy. A number of our contractual arrangements-for example, our leasing aircraft engines or offshore energy equipment to third-party operators-require the operator (our customer) to obtain specific governmental or regulatory licenses, consents or approvals. These include consents for certain payments under such arrangements and for the export, import or re-export of the related assets. Failure by our customers or, in certain circumstances, by us, to obtain certain licenses and approvals could negatively affect our ability to conduct our business. In addition, the shipment of goods, services and technology across international borders subjects the operation of our assets to international trade laws and regulations. Moreover, many countries, including the United States, control the export and re-export of certain goods, services and technology and impose related export recordkeeping and reporting obligations. Governments also may impose economic sanctions against certain countries, persons and other entities that may restrict or prohibit transactions involving such countries, persons and entities. If any such regulations or sanctions affect the asset operators that are our customers, our business, prospects, financial condition, results of operations and cash flows may be materially adversely affected.

Certain of our assets are subject to purchase options held by the charterer or lessee of the asset which, if exercised, could reduce the size of our asset base and our future revenues.

We have granted purchase options to the charterers and lessees of certain of our assets. The market values of these assets may change from time to time depending on a number of factors, such as general economic and market conditions affecting the industries in which we operate, competition, cost of construction, governmental or other regulations, technological changes and prevailing levels of charter or lease rates from time to time. The purchase price under a purchase option may be less than the asset’s market value at the time the option may be exercised. In addition, we may not be able to obtain a replacement asset for the price at which the asset is sold. In such cases, our business, prospects, financial condition, results of operations and cash flows may be materially adversely affected.
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The profitability of our offshore energy assets may be impacted by the profitability of the offshore oil and gas industry generally, which is significantly affected by, among other things, volatile oil and gas prices.
Demand for assets in the offshore energy business and our ability to secure charter contracts for our assets at favorable charter rates following expiry or termination of existing charters will depend, among other things, on the level of activity in the offshore oil and gas industry. The offshore oil and gas industry is cyclical and volatile, and demand for oil-service assets depends on, among other things, the level of development and activity in oil and gas exploration, as well as the identification and development of oil and gas reserves and production in offshore areas worldwide. The availability of high quality oil and gas prospects, exploration success, relative production costs, the stage of reservoir development, political concerns and regulatory requirements all affect the level of activity for charterers of oil-service vessels. Accordingly, oil and gas prices and market expectations of potential changes in these prices significantly affect the level of activity and demand for oil-service assets. Oil and gas prices can be extremely volatile and are affected by numerous factors beyond our control, such as: worldwide demand for oil and gas; costs of exploring, developing, producing and delivering oil and gas; expectations regarding future energy prices; the ability of the Organization of Petroleum Exporting Countries (“OPEC”) to set and maintain production levels and impact pricing; the level of production in non-OPEC countries; governmental regulations and policies regarding development of oil and gas reserves; local and international political, economic and weather conditions; domestic and foreign tax or trade policies; political and military conflicts in oil-producing and other countries; and the development and exploration of alternative fuels. Any reduction in the demand for our assets due to these or other factors could materially adversely affect our operating results and growth prospects.
We may not be able to renew or obtain new or favorable charters or leases, which could adversely affect our business, prospects, financial condition, results of operations and cash flows.

Our operating leases are subject to greater residual risk than direct finance leases because we will own the assets at the expiration of an operating lease term and we may be unable to renew existing charters or leases at favorable rates, or at all, or sell the leased or chartered assets, and the residual value of the asset may be lower than anticipated. In addition, our ability to renew existing charters or leases or obtain new charters or leases will also depend on prevailing market conditions, and upon expiration of the contracts governing the leasing or charter of the applicable assets, we may be exposed to increased volatility in terms of rates and contract provisions. OurFor example, we do not currently have long-term charters for our construction support vessel and our ROV support vessel. Likewise, our customers may reduce their activity levels or seek to terminate or renegotiate their charters or leases with us. If we are not able to renew or obtain new charters or leases in direct continuation, or if new charters or leases are entered into at rates substantially below the existing rates or on terms otherwise less favorable compared to existing contractual terms, or if we are unable to sell assets for which we are unable to obtain new contracts or leases, our business, prospects, financial condition, results of operations and cash flows could be materially adversely affected.

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Litigation to enforce our contracts and recover our assets has inherent uncertainties that are increased by the location of our assets in jurisdictions that have less developed legal systems.

While some of our contractual arrangements are governed by New York law and provide for the non-exclusive jurisdiction of the courts located in the state of New York, our ability to enforce our counterparties’ obligations under such contractual arrangements is subject to applicable laws in the jurisdiction in which enforcement is sought. While some of our existing assets are used in specific jurisdictions, transportation and aviation assets by their nature generally move throughout multiple jurisdictions in the ordinary course of business. As a result, it is not possible to predict, with any degree of certainty, the jurisdictions in which enforcement proceedings may be commenced. Litigation and enforcement proceedings have inherent uncertainties in any jurisdiction and are expensive. These uncertainties are enhanced in countries that have less developed legal systems where the interpretation of laws and regulations is not consistent, may be influenced by factors other than legal merits and may be cumbersome, time-consuming and even more expensive. For example, repossession from defaulting lessees may be difficult and more expensive in jurisdictions whose laws do not confer the same security interests and rights to creditors and lessors as those in the United States and where the legal system is not as well developed. As a result, the remedies available and the relative success and expedience of collection and enforcement proceedings with respect to the owned assets in various jurisdictions cannot be predicted. To the extent more of our business shifts to areas outside of the United States and Europe, such as Asia and the Middle East, it may become more difficult and expensive to enforce our rights and recover our assets.

Our international operations involve additional risks, which could adversely affect our business, prospects, financial condition, results of operations and cash flows.

We and our customers operate in various regions throughout the world. As a result, we may, directly or indirectly, be exposed to political and other uncertainties, including risks of:

•terrorist acts, armed hostilities, war and civil disturbances;

•acts of piracy;

•potential cybersecurity attacks;

•significant governmental influence over many aspects of local economies;

•seizure, nationalization or expropriation of property or equipment;

•repudiation, nullification, modification or renegotiation of contracts;

•limitations on insurance coverage, such as war risk coverage, in certain areas;
•political unrest;
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political unrest;

•foreign and U.S. monetary policy and foreign currency fluctuations and devaluations;

•the inability to repatriate income or capital;

•complications associated with repairing and replacing equipment in remote locations;

•import-export quotas, wage and price controls, imposition of trade barriers;

•U.S. and foreign sanctions or trade embargoes;

•restrictions on the transfer of funds into or out of countries in which we operate;

•compliance with U.S. Treasury sanctions regulations restricting doing business with certain nations or specially designated nationals;

•regulatory or financial requirements to comply with foreign bureaucratic actions;

•compliance with applicable anti-corruption laws and regulations;

•changing taxation policies, including confiscatory taxation;

•other forms of government regulation and economic conditions that are beyond our control; and

•governmental corruption.

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Any of these or other risks could adversely impact our customers’ international operations which could materially adversely impact our operating results and growth opportunities.

We may make acquisitions in emerging markets throughout the world, and investments in emerging markets are subject to greater risks than developed markets and could adversely affect our business, prospects, financial condition, results of operations and cash flows.

To the extent that we acquire assets in emerging markets-which we may do throughout the world-additional risks may be encountered that could adversely affect our business. Emerging market countries have less developed economies and infrastructure and are often more vulnerable to economic and geopolitical challenges and may experience significant fluctuations in gross domestic product, interest rates and currency exchange rates, as well as civil disturbances, government instability, nationalization and expropriation of private assets and the imposition of taxes or other charges by government authorities. In addition, the currencies in which investments are denominated may be unstable, may be subject to significant depreciation and may not be freely convertible or may be subject to the imposition of other monetary or fiscal controls and restrictions.

Emerging markets are still in relatively early stages of their development and accordingly may not be highly or efficiently regulated. Moreover, emerging markets tend to be shallower and less liquid than more established markets which may adversely affect our ability to realize profits from our assets in emerging markets when we desire to do so or receive what we perceive to be their fair value in the event of a realization. In some cases, a market for realizing profits from an investment may not exist locally. In addition, issuers based in emerging markets are not generally subject to uniform accounting and financial reporting standards, practices and requirements comparable to those applicable to issuers based in more developed countries, thereby potentially increasing the risk of fraud and other deceptive practices. Settlement of transactions may be subject to greater delay and administrative uncertainties than in developed markets and less complete and reliable financial and other information may be available to investors in emerging markets than in developed markets. In addition, economic instability in emerging markets could adversely affect the value of our assets subject to leases or charters in such countries, or the ability of our lessees or charters, which operate in these markets, to meet their contractual obligations. As a result, lessees or charterers that operate in emerging market countries may be more likely to default under their contractual obligations than those that operate in developed countries. Liquidity and volatility limitations in these markets may also adversely affect our ability to dispose of our assets at the best price available or in a timely manner.

As we have and may continue to acquire assets located in emerging markets throughout the world, we may be exposed to any one or a combination of these risks, which could adversely affect our operating results.

We are actively evaluating potential acquisitions of assets and operating companies in other aviation sectors which could result in additional risks and uncertainties for our business and unexpected regulatory compliance costs.

While our existing portfolio primarily consists of assets in the aviation sector, we are actively evaluating potential acquisitions of assets and operating companies in other sectors of the aviation market in which we do not currently operate and we plan to be flexible as other attractive opportunities arise over time. To the extent we make acquisitions in other sectors, we will face numerous risks and uncertainties, including risks associated with the required investment of capital and other resources and with combining or integrating operational and management systems and controls. Entry into certain lines of business may subject us to new laws and regulations and may lead to increased litigation and regulatory risk. Many types of transportation assets, including certain airportaviation assets, are subject to registration requirements by U.S. governmental agencies, as well as foreign governments if such assets are to be used outside of the United States. Failing to register the assets, or losing such registration, could result in substantial penalties, forced liquidation of the assets and/or the inability to operate and, if applicable, lease the assets. We may need to incur significant costs to comply with the laws and regulations applicable to any such new acquisition. The failure to comply with these laws and regulations could cause us to incur significant costs, fines or penalties or require the assets to be removed from service for a period of time resulting in reduced income from these assets. In addition, if our acquisitions in other sectors produce insufficient revenues, or produce investment losses, or if we are unable to efficiently manage our expanded operations, our results of operations will be adversely affected, and our reputation and business may be harmed.
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The agreements governing our indebtedness place restrictions on us and our subsidiaries, reducing operational flexibility and creating default risks.

The agreements governing our indebtedness, including, but not limited to, the indentureindentures governing our Senior Notes and the second amended and restated revolving credit facility entered into on December 2, 2021 (asSeptember 20, 2022, as amended by Amendment No. 1, dated as of April 28,November 22, 2022 and Amendment No. 2 dated as of September 20, 2022, the(the “Revolving Credit Facility”), contain covenants that place restrictions on us and our subsidiaries. The indentures governing our Senior Notes and the Revolving Credit Facility restrict among other things, our and certain of our subsidiaries’ ability to:

•merge, consolidate or transfer all, or substantially all, of our assets;

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incur additional debt or issue preferred shares;

•make certain investments or acquisitions;

•create liens on our or our subsidiaries’ assets;

•sell assets;

•make distributions on or repurchase our shares;

•enter into transactions with affiliates; and

•create dividend restrictions and other payment restrictions that affect our subsidiaries.

These covenants could impair our ability to grow our business, take advantage of attractive business opportunities, pay dividends on our ordinary shares or successfully compete. A breach of any of these covenants could result in an event of default. Cross-default provisions in our debt agreements could cause an event of default under one debt agreement to trigger an event of default under our other debt agreements. Upon the occurrence of an event of default under any of our debt agreements, the lenders or holders thereof could elect to declare all outstanding debt under such agreements to be immediately due and payable.

Terrorist attacks or other hostilities could negatively impact our operations and our profitability and may expose us to liability and reputational damage.

Terrorist attacks may negatively affect our operations. Such attacks have contributed to economic instability in the United States and elsewhere, and further acts of terrorism, violence or war could similarly affect world trade and the industries in which we and our customers operate. In addition, terrorist attacks or hostilities may directly impact airports or aircraft or our physical facilities or those of our customers. In addition, it is also possible that our assets could be involved in a terrorist attack or other hostilities. The consequences of any terrorist attacks or hostilities are unpredictable, and we may not be able to foresee events that could have a material adverse effect on our operations. Although our lease and charter agreements generally require the counterparties to indemnify us against all damages arising out of the use of our assets, and we carry insurance to potentially offset any costs in the event that our customer indemnifications prove to be insufficient, our insurance does not cover certain types of terrorist attacks, and we may not be fully protected from liability or the reputational damage that could arise from a terrorist attack which utilizes our assets.

Our leases and charters typically require payments in U.S. dollars, but many of our customers operate in other currencies; if foreign currencies devalue against the U.S. dollar, our lessees or charterers may be unable to meet their payment obligations to us in a timely manner.

Our current leases and charters typically require that payments be made in U.S. dollars. If the currency that our lessees or charterers typically use in operating their businesses devalues against the U.S. dollar, our lessees or charterers could encounter difficulties in making payments to us in U.S. dollars. Furthermore, many foreign countries have currency and exchange laws regulating international payments that may impede or prevent payments from being paid to us in U.S. dollars. Future leases or charters may provide for payments to be made in euros or other foreign currencies. Any change in the currency exchange rate that reduces the amount of U.S. dollars obtained by us upon conversion of future lease payments denominated in euros or other foreign currencies, may, if not appropriately hedged by us, have a material adverse effect on us and increase the volatility of our earnings.

Our inability to obtain sufficient capital would constrain our ability to grow our portfolio and to increase our revenues.

Our business is capital intensive, and we have used and may continue to employ leverage to finance our operations. Accordingly, our ability to successfully execute our business strategy and maintain our operations depends on the availability and cost of debt and equity capital. Additionally, our ability to borrow against our assets is dependent, in part, on the appraised value of such assets. If the appraised value of such assets declines, we may be required to reduce the principal outstanding under our debt facilities or otherwise be unable to incur new borrowings.

We can give no assurance that the capital we need will be available to us on favorable terms, or at all. Our inability to obtain sufficient capital, or to renew or expand our credit facilities, could result in increased funding costs and would limit our ability to:

•meet the terms and maturities of our existing and future debt facilities;

•purchase new assets or refinance existing assets;

•fund our working capital needs and maintain adequate liquidity; and

•finance other growth initiatives.
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In addition, we conduct our operations so that neither we nor any of our subsidiaries are required to register as an investment company under the Investment Company Act of 1940 (the “Investment Company Act”). As such, certain forms of financing such as finance leases may not be available to us. Please see “Risks Related to Our Business.”“- If we are deemed an investment company“investment company” under the Investment Company Act, it could have a material adverse effect on our business, prospects, financial condition, results of operations and cash flows.”

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The effects of various environmental regulations may negatively affect the industries in which we operate which could have a material adverse effect on our financial condition, results of operations and cash flows.

We are subject to federal, state, local and foreign laws and regulations relating to the protection of the environment, including those governing the discharge of pollutants to air and water, the management and disposal of hazardous substances and wastes, the cleanup of contaminated sites and noise and emission levels and greenhouse gas emissions. Legislative and regulatory measures currently under consideration or being implemented by government authorities to address climate change could require reductions in our greenhouse gas or other emissions, establish a carbon tax or increase fuel or energy taxes. These legal requirements are expected to result in increased capital expenditures and compliance costs, and could result in higher costs and may require us to acquire emission credits or carbon offsets. These costs and restrictions could harm our business and results of operations by increasing our expenses or requiring us to alter our operations. The inconsistent international, regional and/or national requirements associated with climate change regulations also create economic and regulatory uncertainty.

Under some environmental laws in the United States and certain other countries, strict liability may be imposed on the owners or operators of assets, which could render us liable for environmental and natural resource damages without regard to negligence or fault on our part. We could incur substantial costs, including cleanup costs, fines and third-party claims for property damage and personal injury, as a result of violations of or liabilities under environmental laws and regulations in connection with our or our lessee’s or charterer’s current or historical operations, any of which could have a material adverse effect on our results of operations and financial condition. In addition, a variety of new legislation is being enacted, or considered for enactment, at the federal, state and local levels relating to greenhouse gas emissions and climate change. While there has historically been a lack of consistent climate change legislation, as climate change concerns continue to grow, further legislation and regulations are expected to continue in areas such as greenhouse gas emissions control, emission disclosure requirements and building codes or other infrastructure requirements that impose energy efficiency standards. Government mandates, standards or regulations intended to mitigate or reduce greenhouse gas emissions or projected climate change impacts could result in increased energy and transportation costs, and increased compliance expenses and other financial obligations to meet permitting or development requirements that we may be unable to fully recover (due to market conditions or other factors), any of which could result in reduced profits and adversely affect our results of operations. While we typically maintain liability insurance coverage and typically require our lessees to provide us with indemnity against certain losses, the insurance coverage is subject to large deductibles, limits on maximum coverage and significant exclusions and may not be sufficient or available to protect against any or all liabilities and such indemnities may not cover or be sufficient to protect us against losses arising from environmental damage. In addition, changes to environmental standards or regulations in the industries in which we operate could limit the economic life of the assets we acquire or reduce their value, and also require us to make significant additional investments in order to maintain compliance, which would negatively impact our cash flows and results of operations.

The discontinuation of the LIBOR benchmark interest rate may have an impact on our business.

On July 27, 2017, the U.K. Financial Conduct Authority (the "FCA"), which regulates LIBOR, announced that it will no longer persuade or compel banks to submit rates for the calculation of LIBOR rates after 2021. On November 30, 2020, ICE Benchmark Administration, or the IBA, the administrator of LIBOR, with the support of the United States Federal Reserve and the FCA, announced plans to consult on ceasing publication of LIBOR on December 31, 2021, for only the one-week and two-month LIBOR tenors, and on June 30, 2023, for all other LIBOR tenors. The U.S. Federal Reserve concurrently issued a statement advising banks to stop new LIBOR issuances by the end of 2021. The IBA ceased publication of one-week and two-month USD LIBOR settings after December 31, 2021, and intends to cease publishing the remaining USD LIBOR settings after June 30, 2023.

2023, other than certain USD LIBOR settings that are expected to continue to be published under a synthetic methodology until September 2024.
In the United States, the Alternative Reference Rate Committee (“ARRC”), a group of diverse private-market participants assembled by the Federal Reserve Board and the Federal Reserve Bank of New York, was tasked with identifying alternative reference rates to replace LIBOR. The Secured Overnight Finance Rate (“SOFR”) has emerged as the ARRC's preferred alternative rate for LIBOR. SOFR is a broad measure of the cost of borrowing cash overnight collateralized by Treasury securities in the repurchase agreement market. At this time, it is not possible to predict how markets will respond to SOFR or other alternative reference rates.

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A cyberattack that bypasses our information technology (“IT”), security systems or the IT security systems of our third-party providers, causing an IT security breach, may lead to a disruption of our IT systems and the loss of business information which may hinder our ability to conduct our business effectively and may result in lost revenues and additional costs.

Parts of our business depend on the secure operation of our IT systems and the IT systems of our third-party providers to manage, process, store, and transmit information associated with aircraft leasing. We have, from time to time, experienced threats to our data and systems, including malware and computer virus attacks. A cyberattack that bypasses our IT security systems or the IT security systems of our third-party providers, causing an IT security breach, could adversely impact our daily
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operations and lead to the loss of sensitive information, including our own proprietary information and that of our customers, suppliers and employees. Such losses could harm our reputation and result in competitive disadvantages, litigation, regulatory enforcement actions, lost revenues, additional costs and liabilities. While we devote substantial resources to maintaining adequate levels of cyber-security, our resources and technical sophistication may not be adequate to prevent all types of cyberattacks.

If we are deemed an “investment company” under the Investment Company Act, it could have a material adverse effect on our business, prospects, financial condition, results of operations and cash flows.

We conduct our operations so that neither we nor any of our subsidiaries are required to register as an investment company under the Investment Company Act. Section 3(a)(1)(A) of the Investment Company Act defines an investment company as any issuer that is or holds itself out as being engaged primarily, or proposes to engage primarily, in the business of investing, reinvesting or trading in securities. Section 3(a)(1)(C) of the Investment Company Act defines an investment company as any issuer that is engaged or proposes to engage in the business of investing, reinvesting, owning, holding or trading in securities and owns or proposes to acquire investment securities having a value exceeding 40% of the value of the issuer’s total assets (exclusive of U.S. government securities and cash items) on an unconsolidated basis. Excluded from the term “investment securities,” among other things, are U.S. government securities and securities issued by majority-owned subsidiaries that are not themselves investment companies and are not relying on the exception from the definition of investment company for certain privately-offered investment vehicles set forth in Section 3(c)(1) or Section 3(c)(7) of the Investment Company Act.

We are a holding company that is not an investment company because we are engaged in the business of holding securities of our wholly-owned and majority-owned subsidiaries, which are engaged in transportation and related businesses which lease assets pursuant to operating leases and finance leases. The Investment Company Act may limit our and our subsidiaries’ ability to enter into financing leases and engage in other types of financial activity because less than 40% of the value of our and our subsidiaries’ total assets (exclusive of U.S. government securities and cash items) on an unconsolidated basis can consist of “investment securities.”

If we or any of our subsidiaries were required to register as an investment company under the Investment Company Act, the registered entity would become subject to substantial regulation that would significantly change our operations, and we would not be able to conduct our business as described in this report. We have not obtained a formal determination from the SEC as to our status under the Investment Company Act and, consequently, any violation of the Investment Company Act would subject us to material adverse consequences.

Because we are incorporated under the laws of the Cayman Islands, you may face difficulties in protecting your interests, and your ability to protect your rights through the U.S. federal courts may be limited.

We are an exempted company incorporated under the laws of the Cayman Islands. As a result, it may be difficult for investors to effect service of process within the United States upon our directors or officers, or enforce judgments obtained in the United States courts against our directors or officers.

Our corporate affairs are governed by our amended and restated memorandum and articles of association (as amended from time to time, the ‘‘Articles’’),Articles, the Companies Act (As Revised) of the Cayman Islands (the ‘‘Cayman Companies Act’’) and the common law of the Cayman Islands. The rights of shareholders to take action against the directors, actions by minority shareholders and the fiduciary responsibilities of our directors to us under Cayman Islands law are to a large extent governed by the common law of the Cayman Islands. The common law of the Cayman Islands is derived in part from comparatively limited judicial precedent in the Cayman Islands as well as from English common law, the decisions of whose courts are of persuasive authority, but are not binding on a court in the Cayman Islands. The rights of our shareholders and the fiduciary responsibilities of our directors under Cayman Islands law are different from what they would be under statutes or judicial precedent in some jurisdictions in the United States. In particular, the Cayman Islands has a different body of securities laws as compared to the United States, and certain states, such as Delaware, may have more fully developed and judicially interpreted bodies of corporate law. In addition, Cayman Islands companies may not have standing to initiate a shareholders derivative action in a federal court of the United States.

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We have been advised by Maples and Calder (Cayman) LLP, our Cayman Islands legal counsel, that the courts of the Cayman Islands are unlikely (1) to recognize or enforce against us judgments of courts of the United States predicated upon the civil liability provisions of the federal securities laws of the United States or any state; and (2) in original actions brought in the Cayman Islands, to impose liabilities against us predicated upon the civil liability provisions of the federal securities laws of the United States or any state, so far as the liabilities imposed by those provisions are penal in nature. In those circumstances, although there is no statutory enforcement in the Cayman Islands of judgments obtained in the United States, the courts of the Cayman Islands will recognize and enforce a foreign money judgment of a foreign court of competent jurisdiction without retrial on the merits based on the principle that a judgment of a competent foreign court imposes upon the judgment debtor an obligation to pay the sum for which judgment has been given provided certain conditions are met. For a foreign judgment to be enforced in the Cayman Islands, such judgment must be final and conclusive and for a liquidated sum, and must not be in respect of taxes or a fine or penalty, inconsistent with a Cayman Islands judgment in respect of the same matter, impeachable on the grounds of fraud or obtained in a manner, or be of a kind the enforcement of which is, contrary to natural justice or the public policy of the Cayman Islands (awards of punitive or multiple damages may well be held to be contrary to public policy). A Cayman Islands Court may stay enforcement proceedings if concurrent proceedings are being brought elsewhere.
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As a result of all of the above, public shareholders may have more difficulty in protecting their interests in the face of actions taken by management, members of the board of directors or controlling shareholders than they would as public shareholders of a United States company.

The Financial Action Task Force has increased monitoring of the Cayman Islands.

In February 2021, the Cayman Islands was added to the Financial Action Task Force (‘‘FATF’’) list of jurisdictions whose anti-money laundering/counter-terrorist and proliferation financing practices are under increased monitoring, commonly referred to as the ‘‘FATF grey list.’’ The FATF was established in July 1989 by a Group of Seven (G-7) Summit and is a task force composed of member governments who agree to fund the FATF on temporary basis with specific goals and projects– it is an international policy-making body that sets international anti-money laundering standards and counter-terrorist financing measures. The FATF monitors countries to ensure they implement the FATF Standards fully and effectively and holds countries to account that do not comply. When the FATF places a jurisdiction under increased monitoring, it means the country has committed to resolve swiftly the identified strategic deficiencies within agreed timeframes and is subject to increased monitoring during that timeframe. In its October 2021 plenary,June 2023, the FATF positively recognized the ongoing efforts ofconfirmed that the Cayman Islands to improve itshad satisfied all FATF recommended actions, recognizing that the jurisdiction has a robust and effective anti-money laundering and/ counter-terrorist financing regime. DespiteFollowing successful completion of an on-site inspection by the progressFATF, the Cayman Islands is making on satisfyingwill be eligible to be removed from the final outstanding recommendations (being considered as compliant or largely compliant with all ofFATF grey list at the FATF’s 40 recommendations and having completed 60 out of 63 FATF recommendation actions), it is still unclear how long this designation will remainFATF's October 2023 plenary.
The Cayman Islands are included in place and what ramifications, if any, the designation will have for the Company.

EU AML High-Risk Third Countries List

List.
On March 13, 2022, the European Commission (‘‘EC’’) updated its list of ’high-risk third countries’ (‘‘EU AML List’’) identified as having strategic deficiencies in their anti-money laundering/counter-terrorist financing regimes to add nine countries, including the Cayman Islands. The EC has noted it is committed to there being a greater alignment between the EU AML List and the FATF listing process. The addition of the Cayman Islands to the EU AML List is a direct result of the inclusion of the Cayman Islands on the FATF grey list in February 2021. It is unclear how long this designation will remain in place and what ramifications, if any, the designation will have for the Company.

Our assets are exposed to unplanned interruptions caused by events outside of our control which may disrupt our business and cause damage or losses that may not be adequately covered by insurance.

Projects in the aerospace products and services sector are exposed to a variety of unplanned interruptions which could cause our results of operations to suffer.
Aviation projectsProjects in the aerospace products and services sector are exposed to unplanned interruptions caused by breakdown or failure of equipment, aging infrastructure, employee error or contractor or subcontractor failure, problems that delay or increase the cost of returning facilities to service after outages, limitations that may be imposed by equipment conditions or environmental, safety or other regulatory requirements, fuel supply or fuel transportation reductions or interruptions, labor disputes, difficulties with the implementation or operation of information systems, derailments, power outages, pipeline or electricity line ruptures, catastrophic events, such as hurricanes, cyclones, earthquakes, landslides, floods, explosions, fires, or other disasters. Any equipment or system outage or constraint can, among other things, reduce sales, increase costs and affect the ability to meet regulatory service metrics, customer expectations and regulatory reliability and security requirements. We have in the past experienced power outages at plants which disrupted their operations and negatively impacted our revenues. We cannot assure you that similar events may not occur in the future. Operational disruption, as well as supply disruption, and increased government oversight could adversely impact the cash flows available from these assets. In addition, the cost of repairing or replacing damaged assets could be considerable. Repeated or prolonged interruption may result in temporary or permanent loss of customers, substantial litigation or penalties for regulatory or contractual non-compliance, and any loss from such events may not be recoverable under relevant insurance policies. Although we believe that we are adequately insured against these types of events, either indirectly through our lessees through our own insurance policies, no assurance can be given that the occurrence of any such event will not materially adversely affect us. In addition, if a lessee is not obligated to maintain sufficient insurance, we may incur the costs of additional insurance coverage during the related lease. We can give no assurance that such insurance will be available at commercially reasonable rates, if at all.

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Risks Related to Our Manager

We are dependent on our Manager and other key personnel at Fortress and may not find suitable replacements if our Manager terminates the Management Agreement or if other key personnel depart.

Our officers and other individuals who perform services for us are employees of our Manager or other Fortress entities. We are completely reliant on our Manager, which has significant discretion as to the implementation of our operating policies and strategies, to conduct our business as a holding and operating company in the transportation sector.business. We are subject to the risk that our Manager will terminate the Management Agreement and that we will not be able to find a suitable replacement for our Manager in a timely manner, at a reasonable cost, or at all. Furthermore, we are dependent on the services of certain key employees of our Manager and certain key employees of Fortress entities whose compensation is partially or entirely dependent upon the amount of management fees earned by our Manager or the incentive payments distributed to the Master GP and whose continued service is not guaranteed, and the loss of such personnel or services could materially adversely affect our operations. We do not have key man insurance for any of the personnel of the Manager or other Fortress entities that are key to us. An inability to find a suitable replacement for any departing employee of our Manager or Fortress entities on a timely basis could materially adversely affect our ability to operate and grow our business.

In addition, our Manager may assign our Management Agreement to an entity whose business and operations are managed or supervised by Mr. Wesley R. Edens, who is a principal Co-Chief Executive Officer and a member of the board of directors of Fortress, an affiliate of our Manager, and a member of the management committee of Fortress since co-founding Fortress in May 1998. In the event of any such assignment to a non-affiliate of Fortress, the functions currently performed by our Manager’s current personnel may be performed by others. We can give you no assurance that such personnel would manage our operations in the same manner as our Manager currently does, and the failure by the personnel of any such entity to acquire assets generating attractive risk-adjusted returns could have a material adverse effect on our business, financial condition, results of operations and cash flows.

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In connection

On May 22, 2023, Fortress and Mubadala announced that they have entered into definitive agreements pursuant to which, among other things, certain members of Fortress management and affiliates of Mubadala will acquire 100% of the equity of Fortress that is currently indirectly held by SoftBank. While Fortress’s senior investment professionals are expected to remain at Fortress, including those individuals who perform services for us, there can be no assurance that the transaction will not have an impact on us or our relationship with the SoftBank Merger, Fortress operates within SoftBank as an independent business headquartered in New York.

our Manager.
There are conflicts of interest in our relationship with our Manager.

Our Management Agreement and the Services and Profit Sharing Agreement and our Articles were negotiated among affiliated parties, and their terms, including fees and other amounts payable, may not be as favorable to us as if they had been negotiated with an unaffiliated third-party.

There are conflicts of interest inherent in our relationship with our Manager insofar as our Manager and its affiliates invest in aviation assets and whose investment objectives overlap with our asset acquisition objectives. Certain opportunities appropriate for us may also be appropriate for one or more of these other investment vehicles. Certain members of our board of directors and employees of our Manager who are our officers also serve as officers and/or directors of these other entities. For example, some of our directors and officers are also directors or officers of FTAI Infrastructure.Infrastructure, Inc. (“FTAI Infrastructure”). Although we have the same Manager, we may compete with entities affiliated with our Manager or Fortress for certain target assets. From time to time, entities affiliated with or managed by our Manager or Fortress may focus on investments in assets with a similar profile as our target assets that we may seek to acquire. These affiliates may have meaningful purchasing capacity, which may change over time depending upon a variety of factors, including, but not limited to, available equity capital and debt financing, market conditions and cash on hand. Fortress has multiple existing and planned funds focused on investing in one or more of our target sectors, each with significant current or expected capital commitments. We have previously purchased and may in the future purchase assets from these funds, and have previously co-invested and may in the future co-invest with these funds in aviation assets. Fortress funds generally have a fee structure similar to ours, but the fees actually paid will vary depending on the size, terms and performance of each fund.

Our Management Agreement generally does not limit or restrict our Manager or its affiliates from engaging in any business or managing other operating companies similar to us or pooled investment vehicles that invest in assets that meet our asset acquisition objectives. Our Manager has also engaged in additional transportation and infrastructure related management with FTAI Infrastructure in our recent spin-off of our infrastructure assets, and may be involved in other investment opportunities in the future, any of which may compete with us for investments or result in a change in our current investment strategy. In addition, our Articles provide that if Fortress or an affiliate or any of their officers, directors or employees acquire knowledge of a potential transaction that could be a corporate opportunity, they have no duty, to the fullest extent permitted by law, to offer such corporate opportunity to us, our shareholders or our affiliates. In the event that any of our directors and officers who is also a director, officer or employee of Fortress or its affiliates acquires knowledge of a corporate opportunity or is offered a corporate opportunity, provided that this knowledge was not acquired solely in such person’s capacity as a director or officer of the CompanyFTAI Aviation Ltd. and such person acts in good faith, then to the fullest extent permitted by law such person is deemed to have fully satisfied such person’s fiduciary duties owed to us and is not liable to us if Fortress or its affiliates pursues or acquires the corporate opportunity or if such person did not present the corporate opportunity to us.

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The ability of our Manager and its officers and employees to engage in other business activities, subject to the terms of our Management Agreement, may reduce the amount of time our Manager, its officers or other employees spend managing us. In addition, we may engage (subject to our strategy) in material transactions with our Manager or another entity managed by our Manager or one of its affiliates, which may include, but are not limited to, certain acquisitions, financing arrangements, purchases of debt, co-investments, consumer loans, servicing advances and other assets that present an actual, potential or perceived conflict of interest. Our board of directors adopted a policy regarding the approval of any “related person transactions” pursuant to which certain of the material transactions described above may require disclosure to, and approval by, the independent members of our board of directors. Actual, potential or perceived conflicts have given, and may in the future give, rise to investor dissatisfaction, litigation or regulatory inquiries or enforcement actions. Appropriately dealing with conflicts of interest is complex and difficult, and our reputation could be damaged if we fail, or appear to fail, to deal appropriately with one or more potential, actual or perceived conflicts of interest. Regulatory scrutiny of, or litigation in connection with, conflicts of interest could have a material adverse effect on our reputation, which could materially adversely affect our business in a number of ways, including causing an inability to raise additional funds, a reluctance of counterparties to do business with us, a decrease in the prices of our equity securities and a resulting increased risk of litigation and regulatory enforcement actions.

The structure of our Manager’s and Master GP’s compensation arrangements may have unintended consequences for us. We have agreed to pay our Manager a management fee and Master GP is entitled to receive incentive payments from the Company or its subsidiaries that are each based on different measures of performance. Consequently, there may be conflicts in the incentives of our Manager to generate attractive risk-adjusted returns for us. In addition, because Master GP and our Manager are both affiliates of Fortress, the Income Incentive Paymentincome incentive payment paid to Master GP may cause our Manager to place undue emphasis on the maximization of earnings, including through the use of leverage, at the expense of other objectives, such as preservation of capital, to achieve higher incentive payments. Investments with higher yield potential are generally riskier or more speculative than investments with lower yield potential. This could result in increased risk to the value of our portfolio of assets and our ordinary shares.
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Our directors have approved a broad asset acquisition strategy for our Manager and will not approve each acquisition we make at the direction of our Manager. In addition, we may change our strategy without a shareholder vote, which may result in our acquiring assets that are different, riskier or less profitable than our current assets.

Our Manager is authorized to follow a broad asset acquisition strategy. We may pursue other types of acquisitions as market conditions evolve. Our Manager makes decisions about our investments in accordance with broad investment guidelines adopted by our board of directors. Accordingly, we may, without a shareholder vote, change our target sectors and acquire a variety of assets that differ from, and are possibly riskier than, our current asset portfolio. Consequently, our Manager has great latitude in determining the types and categories of assets it may decide are proper investments for us, including the latitude to invest in types and categories of assets that may differ from those in our existing portfolio. Our directors will periodically review our strategy and our portfolio of assets. However, our board will not review or pre-approve each proposed acquisition or our related financing arrangements. In addition, in conducting periodic reviews, the directors will rely primarily on information provided to them by our Manager. Furthermore, transactions entered into by our Manager may be difficult or impossible to reverse by the time they are reviewed by the directors even if the transactions contravene the terms of the Management Agreement. In addition, we may change our asset acquisition strategy, including our target asset classes, without a shareholder vote.

Our asset acquisition strategy may evolve in light of existing market conditions and investment opportunities, and this evolution may involve additional risks depending upon the nature of the assets we target and our ability to finance such assets on a short or long-term basis. Opportunities that present unattractive risk-return profiles relative to other available opportunities under particular market conditions may become relatively attractive under changed market conditions and changes in market conditions may therefore result in changes in the assets we target. Decisions to make acquisitions in new asset categories present risks that may be difficult for us to adequately assess and could therefore reduce or eliminate our ability to pay dividends on our ordinary shares or have adverse effects on our liquidity or financial condition. A change in our asset acquisition strategy may also increase our exposure to interest rate, foreign currency or credit market fluctuations. In addition, a change in our asset acquisition strategy may increase our use of non-match-funded financing, increase the guarantee obligations we agree to incur or increase the number of transactions we enter into with affiliates. Our failure to accurately assess the risks inherent in new asset categories or the financing risks associated with such assets could adversely affect our results of operations and our financial condition.

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Our Manager will not be liable to us for any acts or omissions performed in accordance with the Management Agreement, including with respect to the performance of our assets.

Pursuant to our Management Agreement, our Manager will not assume any responsibility other than to render the services called for thereunder in good faith and will not be responsible for any action of our board of directors in following or declining to follow its advice or recommendations. Our Manager, its members, managers, officers, employees, sub-advisers and any other person controlling or Manager, will not be liable to us or any of our subsidiaries, to our board of directors, or our or any subsidiary’s shareholders or partners for any acts or omissions by our Manager, its members, managers, officers, employees, sub-advisers and any other person controlling or Manager, except liability to us, our shareholders, directors, officers and employees and persons controlling us, by reason of acts constituting bad faith, willful misconduct, gross negligence or reckless disregard of our Manager’s duties under our Management Agreement. We will, to the full extent lawful, reimburse, indemnify and hold our Manager, its members, managers, officers and employees, sub-advisers and each other person, if any, controlling our Manager harmless of and from any and all expenses, losses, damages, liabilities, demands, charges and claims of any nature whatsoever (including attorneys’ fees) in respect of or arising from any acts or omissions of an indemnified party made in good faith in the performance of our Manager’s duties under our Management Agreement and not constituting such indemnified party’s bad faith, willful misconduct, gross negligence or reckless disregard of our Manager’s duties under our Management Agreement.

Our Manager’s due diligence of potential asset acquisitions or other transactions may not identify all pertinent risks, which could materially affect our business, financial condition, liquidity and results of operations.

Our Manager intends to conduct due diligence with respect to each asset acquisition opportunity or other transaction it pursues. It is possible, however, that our Manager’s due diligence processes will not uncover all relevant facts, particularly with respect to any assets we acquire from third parties. In these cases, our Manager may be given limited access to information about the asset and will rely on information provided by the seller of the asset. In addition, if asset acquisition opportunities are scarce, the process for selecting bidders is competitive, or the timeframe in which we are required to complete diligence is short, our ability to conduct a due diligence investigation may be limited, and we would be required to make decisions based upon a less thorough diligence process than would otherwise be the case. Accordingly, transactions that initially appear to be viable may prove not to be over time, due to the limitations of the due diligence process or other factors.
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Risks Related to Taxation

We expect the Company to be a passive foreign investment company (‘‘PFIC’’(“PFIC”) and it could be a controlled foreign corporation (‘‘CFC’’(“CFC”) for U.S. federal income tax purposes, which may result in adverse tax considerations for U.S. shareholders.

We expect the Company to be treated as a PFIC and it could be treated as a CFC for U.S. federal income tax purposes. If you are a U.S. person and do not make a valid qualified electing fund (‘‘QEF’’(“QEF”) election with respect to us and each of our PFIC subsidiaries, then, unless we are a CFC and you own 10% or more of our shares (by vote or value), you would generally be subject to special deferred tax with respect to certain distributions on our shares, any gain realized on a disposition of our shares, and certain other events. The effect of this deferred tax could be materially adverse to you. Alternatively, if you are such a shareholder and make a valid QEF election for us and each of our PFIC subsidiaries, or if we are a CFC and you own 10% or more of our shares (by vote or value), you will generally not be subject to those taxes, but could recognize taxable income in a taxable year with respect to our shares in excess of any distributions that we make to you in that year, thus giving rise to so-called ‘‘phantom income’’so called “phantom income” and to a potential out-of-pocket tax liability. No assurances can be given that any given shareholder will be able to make a valid QEF election with respect to us or our PFIC subsidiaries. See ‘‘U.S. “U.S. Federal Income Tax Considerations—Considerations —Considerations for U.S. Holders—PFIC Status and Related Tax Considerations.”’’

Assuming we are a PFIC, distributions made by us to a U.S. person will generally not be eligible for taxation at reduced tax rates generally applicable to ‘‘qualified dividends’’“qualified dividends” paid by certain U.S. corporations and ‘‘qualified“qualified foreign corporations’’corporations” to individuals. The more favorable rates applicable to other corporate dividends could cause individuals to perceive investment in our shares to be relatively less attractive than investment in the shares of other corporations, which could adversely affect the value of our shares.

Investors should consult their tax advisors regarding the potential impact of these rules on their investment in us.

To the extent we recognize income treated as effectively connected with a trade or business in the United States, we would be subject to U.S. federal income taxation on a net income basis, which could adversely affect our business and result in decreased cash available for distribution to our shareholders.

If we are treated as engaged in a trade or business in the United States, the portion of our net income, if any, that is ‘‘effectively connected’’“effectively connected” with such trade or business would be subject to U.S. federal income taxation at maximum corporate rates, currently 21%. In addition, we may be subject to an additional U.S. federal branch profits tax on our effectively connected earnings and profits at a rate of 30%. The imposition of such taxes could adversely affect our business and would result in decreased cash available for distribution to our shareholders. Although we (or one or more of our non-U.S. corporate subsidiaries) are expected to be treated as engaged in a U.S. trade or business, it is currently expected that only a small portion of our taxable income will be treated as effectively connected with such U.S. trade or business. However, no assurance can be given that the amount of effectively connected income will not be greater than currently expected, whether due to a change in our operations or otherwise.

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If there is not sufficient trading in our shares, or if 50% of our shares are held by certain 5% shareholders, we could lose our eligibility for an exemption from U.S. federal income taxation on rental income from our aircraft or ships used in ‘‘international traffic’’“international traffic” and could be subject to U.S. federal income taxation which would adversely affect our business and result in decreased cash available for distribution to our shareholders.

We expect that we will be eligible for an exemption under Section 883 of the Internal Revenue Code of 1986, as amended (the ‘‘Code’’“Code”), which provides an exemption from U.S. federal income taxation with respect to rental income derived from aircraft and ships used in international traffic by certain foreign corporations. No assurances can be given that we will continue to be eligible for this exemption as changes in our ownership or the amount of our shares that are traded could cause us to cease to be eligible for such exemption. To qualify for this exemption in respect of rental income, the lessor of the aircraft or ships must be organized in a country that grants a comparable exemption to U.S. lessors. The Cayman Islands and the Marshall Islands grant such exemptions. Additionally, certain other requirements must be satisfied. We can satisfy these requirements in any year if, for more than half the days of such year, our shares are primarily and regularly traded on a recognized exchange and certain shareholders, each of whom owns 5% or more of our shares (applying certain attribution rules), do not collectively own more than 50% of our shares. Our shares will be considered to be primarily and regularly traded on a recognized exchange in any year if: (i) the number of trades in our shares effected on such recognized stock exchanges exceed the number of our shares (or direct interests in our shares) that are traded during the year on all securities markets;markets; (ii) trades in our shares are effected on such stock exchanges in more than de minimis quantities on at least 60 days during every calendar quarter in the year;year; and (iii) the aggregate number of our shares traded on such stock exchanges during the taxable year is at least 10% of the average number of our shares outstanding in that class during that year. If we were not eligible for the exemption under Section 883 of the Code, we expect that our U.S. source rental income would generally be subject to U.S. federal taxation, on a gross income basis, at a rate of not in excess of 4% as provided in Section 887 of the Code. If, contrary to expectations, we or certain of our non-U.S. subsidiaries did not comply with certain administrative guidelines of the U.S. Internal Revenue Service (the ‘‘IRS’’“IRS”), such that 90% or more of the U.S. source rental income of the Company or any of such subsidiaries were attributable to the activities of personnel based in the United States (in the case of bareboat leases), or from ‘‘regularly“regularly scheduled transportation’’transportation” as defined in such administrative guidelines (in the case of time charter leases), our, or such subsidiary’s, U.S. source rental income would be treated as income effectively connected with the conduct of a trade or business in the United States. In such case, such U.S. source rental income would be subject to U.S. federal income taxation at the maximum corporate rate as well as state and local taxation. In addition, the Company or such subsidiary would be subject to the U.S. federal branch profits tax on its effectively
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connected earnings and profits at a rate of 30%. The imposition of such taxes could adversely affect our business and would result in decreased cash available for distribution to our shareholders.

We or our subsidiaries may become subject to unanticipated tax liabilities that may have a material adverse effect on our results of operations.

Some of our subsidiaries are subject to income, withholding or other taxes in certain non-U.S. jurisdictions by reason of their jurisdiction of incorporation, activities and operations, where their assets are used or where the lessees of their assets (or others in possession of their assets) are located, and it is also possible that taxing authorities in any such jurisdictions could assert that we or our subsidiaries are subject to greater taxation than we currently anticipate. Further, the Organisation for Economic Co operationCo-operation and Development (the ‘‘OECD’’“OECD”) is conducting a project focused on base erosion and profit shifting in international structures, which seeks to establish certain international standards for taxing the worldwide income of multinational companies. In addition, the OECD is working on a ‘‘BEPS 2.0’’“BEPS 2.0” initiative, which is aimed at (i) shifting taxing rights to the jurisdiction of the consumer and (ii) ensuring all companies pay a global minimum tax. On October 8, 2021, the OECD announced an agreement among over 140 countries delineating an implementation plan, and on December 20, 2021, the OECD released model rules for the domestic implementation of a 15% global minimum tax.tax, on December 15, 2022, the member states of the European Union unanimously voted to adopt the OECD’s minimum tax rules and phase them into national law, and on February 2, 2023 the OECD released technical guidance on the global minimum tax which was agreed by consensus of the BEPS 2.0 signatory jurisdictions. Legislatures in multiple countries outside of the EU have also drafted legislation consistent with the OECD’s minimum tax proposal. As a result of these developments, the tax laws of certain countries in which we and our affiliates do business could change on a prospective or retroactive basis, and any such changes could increase our liabilities for taxes, interest and penalties, and therefore could harm our business, cash flows, results of operations and financial position. In addition, a portion of certain of our or our non-U.S. corporate subsidiaries’ income is treated as effectively connected with a U.S. trade or business and is accordingly subject to U.S. federal income tax or may be subject to gross-basis U.S. withholding tax. It is possible that the IRS could assert that a greater portion of our or any such non-U.S. subsidiaries’ income is effectively connected income that should be subject to U.S. federal income tax or subject to withholding tax.

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Risks Related to Our Shares

The market price and trading volume of our ordinary and preferred shares may be volatile, which could result in rapid and substantial losses for our shareholders.

The market price of our ordinary and preferred shares may be highly volatile and could be subject to wide fluctuations. In addition, the trading volume in our ordinary and preferred shares may fluctuate and cause significant price variations to occur. If the market price of our ordinary or preferred shares declines significantly, you may be unable to resell your shares at or above your purchase price, if at all. The market price of our ordinary and preferred shares may fluctuate or decline significantly in the future. Some of the factors that could negatively affect our share price or result in fluctuations in the price or trading volume of our shares include:

•a shift in our investor base;

•our quarterly or annual earnings, or those of other comparable companies;

•actual or anticipated fluctuations in our operating results;

•changes in accounting standards, policies, guidance, interpretations or principles;

•announcements by us or our competitors of significant investments, acquisitions or dispositions;

•the failure of securities analysts to cover our ordinary shares;

•changes in earnings estimates by securities analysts or our ability to meet those estimates;

•the operating and share price performance of other comparable companies;

•prevailing interest rates or rates of return being paid by other comparable companies and the market for securities similar to our preferred shares;
•additional issuances of preferred shares;

•whether we declare distributions on our preferred shares;
•overall market fluctuations;

•general economic conditions; and

•developments in the markets and market sectors in which we participate.

Stock markets in the United States have experienced extreme price and volume fluctuations. Market fluctuations, as well as general political and economic conditions, such as acts of terrorism, prolonged economic uncertainty, a recession or interest rate or currency rate fluctuations, could adversely affect the market price of our ordinary and preferred shares.

An increase in market interest rates may have an adverse effect on the market price of our shares.

One of the factors that investors may consider in deciding whether to buy or sell our shares is our distribution rate as a percentage of our share price relative to market interest rates. If the market price of our shares is based primarily on the earnings and return that we derive from our investments and income with respect to our investments and our related distributions to shareholders, and not from the market value of the investments themselves, then interest rate fluctuations and capital market
64


conditions will likely affect the market price of our shares. For instance, if market interest rates rise without an increase in our distribution rate, the market price of our shares could decrease, as potential investors may require a higher distribution yield on our shares or seek other securities paying higher distributions or interest. In addition, rising interest rates would result in increased interest expense on our outstanding and future (variable and fixed) rate debt, thereby adversely affecting cash flows and our ability to service our indebtedness and pay distributions.

We are required by Section 404 of the Sarbanes-Oxley Act to evaluate the effectiveness of our internal controls, and the outcome of that effort may adversely affect our results of operations, financial condition and liquidity.

As a public company, we are required to comply with Section 404 (“Section 404”) of the Sarbanes-Oxley Act. Section 404 requires that we evaluate the effectiveness of our internal control over financial reporting at the end of each fiscal year and to include a management report assessing the effectiveness of our internal controls over financial reporting in our Annual Report on Form 10-K for that fiscal year. Section 404 also requires an independent registered public accounting firm to attest to, and report on, management’s assessment of our internal controls over financial reporting. The outcome of our review and the report of our independent registered public accounting firm may adversely affect our results of operations, financial condition and liquidity. During the course of our review, we may identify control deficiencies of varying degrees of severity, and we may incur significant costs to remediate those deficiencies or otherwise improve our internal controls. As a public company, we are required to report control deficiencies that constitute a “material weakness” in our internal control over financial reporting. If we discover a material weakness in our internal control over financial reporting, our share price could decline and our ability to raise capital could be impaired.

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Your percentage ownership in us may be diluted in the future.

Your percentage ownership in usFTAI Aviation Ltd. may be diluted in the future because of equity awards granted and may be granted to our Manager pursuant to the Management Agreement and the Nonqualified Shares Option and Incentive Award Plan (“Incentive Plan”).Plan. Since 2015, we granted our Manager an option to acquire 3,903,010 ordinary shares in connection with equity offerings. In the future, upon the successful completion of additional offerings of our ordinary shares or other equity securities (including securities issued as consideration in an acquisition), we will grant to our Manager options to purchase ordinary shares in an amount equal to 10% of the number of ordinary shares being sold in such offerings (or if the issuance relates to equity securities other than our ordinary shares, options to purchase a number of ordinary shares equal to 10% of the gross capital raised in the equity issuance divided by the fair market value of an ordinary share as of the date of the issuance), with an exercise price equal to the offering price per share paid by the public or other ultimate purchaser or attributed to such securities in connection with an acquisition (or the fair market value of an ordinary share as of the date of the equity issuance if it relates to equity securities other than our ordinary shares), and any such offering or the exercise of the option in connection with such offering would cause dilution.

Our board of directors has adopted the Incentive Plan, which provides for the grant of equity-based awards, including restricted shares, stock options, stock appreciation rights, performance awards, restricted share units, tandem awards and other equity-based and non-equity based awards, in each case to our Manager, to the directors, officers, employees, service providers, consultants and advisors of our Manager who perform services for us, and to our directors, officers, employees, service providers, consultants and advisors. We have initially reserved 30,000,000 ordinary shares for issuance under the Incentive Plan. As of September 30, 2022,2023, rights relating to 3,737,742616,177 of our ordinary shares were outstanding under the Incentive Plan. In the future on the date of any equity issuance by us during the remaining portion of the ten-year term of the Incentive Plan (including in respect of securities issued as consideration in an acquisition), the maximum number of shares available for issuance under the Incentive Plan will be increased to include an additional number of ordinary shares equal to ten percent (10%) of either (i) the total number of ordinary shares newly issued by us in such equity issuance or (ii) if such equity issuance relates to equity securities other than our ordinary shares, a number of our ordinary shares equal to 10% of (A) the gross capital raised in an equity issuance of equity securities other than ordinary shares during the remaining portion of the ten-year term of the Incentive Plan, divided by (B) the fair market value of an ordinary share as of the date of such equity issuance.

Sales or issuances of our ordinary shares could adversely affect the market price of our ordinary shares.

Sales of substantial amounts of our ordinary shares in the public market, or the perception that such sales might occur, could adversely affect the market price of our ordinary shares. The issuance of our ordinary shares in connection with property, portfolio or business acquisitions or the exercise of outstanding options or otherwise could also have an adverse effect on the market price of our ordinary shares.
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The incurrence or issuance of debt, which ranks senior to our ordinary shares upon our liquidation, and future issuances of equity or equity-related securities, which would dilute the holdings of our existing ordinary shareholders and may be senior to our ordinary shares for the purposes of making distributions, periodically or upon liquidation, may negatively affect the market price of our ordinary shares.

We have incurred and may in the future incur or issue debt or issue equity or equity-related securities to finance our operations, acquisitions or investments. Upon our liquidation, lenders and holders of our debt and holders of our preferred shares (if any) would receive a distribution of our available assets before ordinary shareholders. Any future incurrence or issuance of debt would increase our interest cost and could adversely affect our results of operations and cash flows. We are not required to offer any additional equity securities to existing ordinary shareholders on a preemptive basis. Therefore, additional issuances of ordinary shares, directly or through convertible or exchangeable securities (including limited partnership interests in our operating partnership), warrants or options, will dilute the holdings of our existing ordinary shareholders and such issuances, or the perception of such issuances, may reduce the market price of our ordinary shares. Any preferred shares issued by us would likely have a preference on distribution payments, periodically or upon liquidation, which could eliminate or otherwise limit our ability to make distributions to ordinary shareholders. Because our decision to incur or issue debt or issue equity or equity-related securities in the future will depend on market conditions and other factors beyond our control, we cannot predict or estimate the amount, timing, nature or success of our future capital raising efforts. Thus, ordinary shareholders bear the risk that our future incurrence or issuance of debt or issuance of equity or equity-related securities will adversely affect the market price of our ordinary shares.

Our determination of how much leverage to use to finance our acquisitions may adversely affect our return on our assets and may reduce funds available for distribution.

We utilize leverage to finance many of our asset acquisitions, which entitles certain lenders to cash flows prior to retaining a return on our assets. While our Manager targets using only what we believe to be reasonable leverage, our strategy does not limit the amount of leverage we may incur with respect to any specific asset. The return we are able to earn on our assets and funds available for distribution to our shareholders may be significantly reduced due to changes in market conditions, which may cause the cost of our financing to increase relative to the income that can be derived from our assets.

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While we currently intend to pay regular quarterly dividends to our shareholders, we may change our dividend policy at any time.

Although we currently intend to pay regular quarterly dividends to holders of our ordinary shares, we may change our dividend policy at any time. Our net cash provided by operating activities has been less than the amount of distributions to our shareholders. The declaration and payment of dividends to holders of our ordinary shares are at the discretion of our board of directors in accordance with applicable law after taking into account various factors, including actual results of operations, liquidity and financial condition, net cash provided by operating activities, restrictions imposed by applicable law, our taxable income, our operating expenses and other factors our board of directors deem relevant. There can be no assurance that we will continue to pay dividends in amounts or on a basis consistent with prior distributions to our investors, if at all. Because we are a holding company and have no direct operations, we will only be able to pay dividends from our available cash on hand and any funds we receive from our subsidiariessubsidiaries. Our indirect intermediate holding company subsidiary FTAI LLC is currently, and ourmay in the future be, subject to certain covenants included in its financing agreements that limit its ability to receivemake distributions from our subsidiaries may be limited by the financing agreements to which they are subject.us. In addition, our existing indebtedness does, and our future indebtedness may, limit our ability to pay dividends on our ordinary.ordinary and preferred shares. Moreover, pursuant to the Services and Profit Sharing Agreement, the Master GP is entitled to receive incentive payments before any amounts are distributed by us based both on our consolidated net income and capital gains income in each fiscal quarter and for each fiscal year, respectively.

 Furthermore, the terms of our preferred shares generally prevent us from declaring or paying dividends on or repurchasing our ordinary shares or other junior capital unless all accrued distributions on such preferred shares have been paid in full.
Anti-takeover provisions in our Articles could delay or prevent a change in control.

Provisions in our Articles may make it more difficult and expensive for a third party to acquire control of us even if a change of control would be beneficial to the interests of our shareholders. For example, our Articles provides for a staggered board, requires advance notice for proposals by shareholders and nominations, places limitations on convening shareholder meetings, and authorizes the issuance of preferred shares that could be issued by our board of directors to thwart a takeover attempt. The market price of our shares could be adversely affected to the extent that provisions of our operating agreement discourage potential takeover attempts that our shareholders may favor.

If securities or industry analysts do not publish research or reports about our business, or if they downgrade their recommendations regarding our ordinary shares, our share price and trading volume could decline.

The trading market for our ordinary shares are influenced by the research and reports that industry or securities analysts publish about us or our business. If any of the analysts who cover us downgrades our ordinary units or publishes inaccurate or unfavorable research about our business, our ordinary share price may decline. If analysts cease coverage of us or fail to regularly publish reports on us, we could lose visibility in the financial markets, which in turn could cause our ordinary share price or trading volume to decline and our ordinary shares to be less liquid.

Item 2.
Item 2. Unregistered Sales of Equity Securities and Use of Proceeds

None.
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Item 3.

Item 3. Defaults Upon Senior Securities

None.

Item 4.
Item 4. Mine Safety Disclosures

Not applicable.

Item 5.
Item 5. Other Information

None.
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Item 6. Exhibits
Item 6.Exhibits

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Exhibit No.Description
Exhibit No.Description
2.1
Agreement and Plan of Merger, dated as of August 12, 2022, by and among, FTAI, the Company and FTAI Aviation Merger Sub LLC (incorporated by reference to Annex A to FTAI’s Registration Statement on Form S-4, filed on October 11, 2022).
2.2
Separation and Distribution Agreement, dated as of August 1, 2022, between FTAI Infrastructure Inc. and Fortress Transportation and Infrastructure Investors LLCthe Company (incorporated by reference to Exhibit 2.1 of FTAI’sthe Company’s Current Report on Form 8-K, filed on August 1, 2022).
3.1
Amended and Restated Memorandum and Articles of Association of the Company (incorporated by reference to Exhibit 3.1 of the Company’s Current Report on Form 8-K, filed on November 14, 2022).
3.2
Share Designation with respect to the 8.25% Fixed-to-Floating Series A Cumulative Perpetual Redeemable Preferred Shares (included as part of Exhibit 3.1 hereto).
3.3
Share Designation with respect to the 8.00% Fixed-to-Floating Series B Cumulative Perpetual Redeemable Preferred Shares (included as part of Exhibit 3.1 hereto).
3.4
Share Designation with respect to the 8.25% Fixed-Rate Reset Series C Cumulative Perpetual Redeemable Preferred Shares (included as part of Exhibit 3.1 hereto).
3.5
Share Designation with respect to the 9.500% Fixed-Rate Reset Series D Cumulative Perpetual Redeemable Preferred Shares of FTAI Aviation Ltd. (incorporated by reference to Exhibit 4.1 of the Company’s Registration Statement on Form 8-A, filed on March 15, 2023).
3.6
Form of Certificate representing the 8.25% Fixed-to-Floating Rate Series A Cumulative Perpetual Redeemable Preferred Shares of FTAI Aviation Ltd. (included as part of Exhibit 3.1 hereto).
3.7
Form of Certificate representing the 8.00% Fixed-to-Floating Rate Series B Cumulative Perpetual Redeemable Preferred Shares of FTAI Aviation Ltd. (included as part of Exhibit 3.1 hereto).
3.8
Form of Certificate representing the 8.25% Fixed-Rate Reset Series C Cumulative Perpetual Redeemable Preferred Shares of FTAI Aviation Ltd. (included as part of Exhibit 3.1 hereto).
3.9
Form of certificate representing the 9.500% Fixed-Rate Reset Series D Cumulative Perpetual Redeemable Preferred Shares of FTAI Aviation Ltd. (incorporated by reference to Exhibit 4.2 of the Company’s Registration Statement on Form 8-A, filed on March 15, 2023).
4.1
Indenture, dated September 18, 2018, between the Company and U.S. Bank National Association, as trustee, relating to the Company’s 6.50% senior unsecured notes due 2025 (incorporated by reference to Exhibit 4.1 of the Company’s Current Report on Form 8-K, filed on September 18, 2018).
4.2
Form of global note representing the Company’s 6.50% senior unsecured notes due 2025 (included in Exhibit 4.1).
4.3
First Supplemental Indenture, dated May 21, 2019, between the Company and U.S. Bank National Association, as trustee, relating to the Company’s 6.50% senior unsecured notes due 2025 (incorporated by reference to Exhibit 4.1 of the Company’s Current Report on Form 8-K, filed on May 21, 2019).
4.4
Second Supplemental Indenture, dated December 23, 2020, between the Company and U.S. Bank National Association, as trustee, relating to the Company’s 6.50% senior unsecured notes due 2025 (incorporated by reference to Exhibit 4.1 of the Company’s Current Report on Form 8-K, filed on December 23, 2020).
4.5
2025 Notes Guarantee, dated November 10, 2022 (incorporated by reference to Exhibit 4.1 of the Company’s Current Report on Form 8-K, filed on November 14, 2022).
4.6
Indenture, dated April 12, 2021, between the Company and U.S. Bank National Association, as trustee, relating to the Company’s 5.50% senior unsecured notes due 2028 (incorporated by reference to Exhibit 4.1 to the Company’s Form 8-K, filed April 12, 2021).
4.7
Form of global note representing the Company’s 5.50% senior unsecured notes due 2028 (included in Exhibit 4.6).
4.8
First Supplemental Indenture, dated as of September 24, 2021, between the Company and U.S. Bank National Association, as trustee, relating to the Company’s 5.50% senior unsecured notes due 2028 (incorporated by reference to Exhibit 4.1 of the Company’s Current Report on Form 8-K, filed on September 24, 2021).
4.9
2028 Notes Guarantee, dated November 10, 2022 (incorporated by reference to Exhibit 4.3 of the Company’s Current Report on Form 8-K, filed on November 14, 2022).
4.10
Indenture, dated July 28, 2020, between the Company and U.S. Bank National Association, as trustee, relating to the Company’s 9.75% senior unsecured notes due 2027 (incorporated by reference to Exhibit 4.1 of the Company’s Current Report on Form 8-K, filed on July 28, 2020).
4.11
Form of global note representing the Company’s 9.75% senior unsecured notes due 2027 (included in Exhibit 4.10).
4.12
2027 Notes Guarantee, dated November 10, 2022 (incorporated by reference to Exhibit 4.2 of the Company’s Current Report on Form 8-K, filed on November 14, 2022).
4.13
Revolver Guarantee, dated November 10, 2022 (incorporated by reference to Exhibit 4.4 of the Company’s Current Report on Form 8-K, filed on November 14, 2022).
4.14
Description of Securities Registered under Section 12 of the Exchange Act.
†
10.1
Management and Advisory Agreement, dated as of July 31, 2022, between the Company, FTAI Aviation Ltd., the Subsidiaries that are party thereto and FIG LLC (incorporated by reference to Exhibit 10.1 of the Company’s Current Report on Form 8-K, filed on August 1, 2022).
10.2
Services and Profit Sharing Agreement, dated November 10, 2022, by and among FTAI Aviation Holdco Ltd., Fortress Transportation and Infrastructure Investors LLCthe Company and Fortress Worldwide Transportation and Infrastructure Master GP LLC (incorporated by reference to Exhibit 10.1 of the Company’s Current Report on Form 8-K, filed on November 14, 2022).
†
10.210.3
Management and Advisory Agreement, dated as of July 31, 2022, between FTAI, FTAI Aviation Ltd., the Subsidiaries of FTAI party thereto and FIG LLC (incorporated by reference to Exhibit 10.1 of FTAI’s Current Report on Form 8-K, filed on August 1, 2022).
†
10.3
Amended and Restated Registration Rights Agreement, dated November 10, 2022, by and among FTAI Aviation Ltd., Fortress Transportation and Infrastructure Investors LLC,the Company, Fortress Worldwide Transportation and Infrastructure Master GP LLC and FIG LLC (incorporated by reference to Exhibit 10.2 of the Company’s Current Report on Form 8-K, filed on November 14, 2022).
†
10.4
FTAI Aviation Ltd. Nonqualified Stock Option and Incentive Award Plan, (incorporated by reference to Exhibit 10.5 to the Company’s Registration Statement on Form S-4, filed on October 4, 2022).dated as of February 23, 2023.
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Exhibit No.Description
†
10.5
Form of FTAI Aviation Ltd. Director and Officer Indemnification Agreement (incorporated by reference to Exhibit 10.6 to the Company’s Registration Statement on Form S-4, filed on October 4, 2022).
†
10.6
Form of Director Award Agreement pursuant to the FTAI Aviation Ltd. Nonqualified Stock Option and Incentive Plan (incorporated by reference to Exhibit 10.7 to the Company’s Registration Statement on Form S-4, filed on October 4, 2022).
†
10.7
Form of Award Agreement under the FTAI Aviation Ltd. Nonqualified Stock Option and Incentive Award Plan (incorporated by reference to Exhibit 10.8 to the Company’s Registration Statement on Form S-4, filed on October 4, 2022).
10.8
Trademark License Agreement, dated as of August 1, 2022, between Fortress Transportation and Infrastructure Investors LLC and FTAI Infrastructure Inc. (incorporated by reference to Exhibit 10.3 of the Company’s Current Report on Form 8-K, filed August 1, 2022).
10.9
Second Amended and Restated Credit Agreement, dated as of September 20, 2022, between the Company, the lenders and issuing banks from time to time party thereto and JPMorgan Chase Bank, N.A., as administrative agent (incorporated by reference to Exhibit 10.1 of the Company's Current Report on Form 8-K, filed September 21, 2022).
10.10
Amendment No. 1 to the Second Amended and Restated Credit Agreement, dated as of November 22, 2022, between the Company, the lenders and issuing banks from time to time party thereto and JPMorgan Chase Bank, N.A., as administrative agent (incorporated by reference to Exhibit 10.10 of the Company’s Annual Report on Form 10-K, filed February 27, 2023).
10.11
Amendment No. 2 to the Second Amended and Restated Credit Agreement, dated as of April 10, 2023, between the Company, the lenders and issuing banks from time to time party thereto and JPMorgan Chase Bank, N.A., as administrative agent.
31.1
Certification of Chief Executive Officer pursuant to Rule 13a-14(a)/15d-14(a), as adopted pursuant to Section 302 of the Sarbanes-Oxley Act of 2002.
31.2
Certification of Chief Financial Officer pursuant to Rule 13a-14(a)/15d-14(a), as adopted pursuant to Section 302 of the Sarbanes-Oxley Act of 2002.
32.1
Certification of Chief Executive Officer pursuant to 18 U.S.C. Section 1350, as adopted pursuant to Section 906 of the Sarbanes-Oxley Act of 2002.
32.2
Certification of Chief Financial Officer pursuant to 18 U.S.C. Section 1350, as adopted pursuant to Section 906 of the Sarbanes-Oxley Act of 2002.
101
The following financial information from the Company’s Quarterly Report on Form 10-Q for the quarter ended September 30, 2022,2023, formatted in iXBRL (Inline Extensible Business Reporting Language): (i) Consolidated Balance Sheets; (ii) Consolidated Statements of Operations; (iii) Consolidated Statements of Comprehensive Income (Loss); (iv) Consolidated Statements of Changes in Equity; (v) Consolidated Statements of Cash Flows; and (vi) Notes to Consolidated Financial Statements.
104
Cover Page Interactive Data File (formatted as Inline XBRL and contained in Exhibit 101)
†Management contracts and compensatory plans or arrangements.

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SIGNATURES

Pursuant to the requirements of the Securities Exchange Act of 1934, the registrant has duly caused this report to be signed on its behalf by the undersigned thereunto duly authorized:

FTAI Aviation Ltd.

By:
By:/s/ Joseph P. Adams, Jr.
Date:
November 17, 2022October 26, 2023
Joseph P. Adams, Jr.
Chairman and Chief Executive Officer

By:
By:/s/ Eun (Angela) Nam
Date:
November 17, 2022October 26, 2023
Eun (Angela) Nam
Chief Financial Officer
and Chief Accounting Officer

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