SECURITIES AND EXCHANGE COMMISSION

Washington, D.C. 20549

Form 10-Q


☒	QUARTERLY REPORT UNDER SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934

For the quarterly period ended June 30, ~~2022~~2023


☐	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 0-14719

SKYWEST, INC.


Incorporated under the laws of Utah		87-0292166
		(I.R.S. Employer ID No.)

444 South River Road

St. George, Utah 84790

(435) 634-3000

(Address of principal executive offices and telephone number)

Securities registered pursuant to Section 12(b) of the Act:


Title of Each Class	Trading Symbol(s)	Name of Each Exchange on which Registered
Common Stock, No Par Value	SKYW	The 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 ⌧ No ◻

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 ⌧ No ◻

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 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 ⌧		Accelerated filer ◻

Non-accelerated filer ◻		Smaller reporting company ☐

Emerging growth company ☐

If an emerging growth company, indicate by check mark if the registrant has elected not to use the extended transition period for complying with any new or revised financial accounting standards provided pursuant to Section 13(a) of the Exchange Act. ◻

Indicate by check mark whether the registrant is a shell company (as defined in Rule 12b-2 of the Exchange Act). Yes ☐ No ⌧

Indicate the number of shares outstanding of each of the registrant’s classes of common stock, as of the latest practicable date.





Class		Outstanding at July ~~29, 2022~~28, 2023
Common stock, no par value		~~50,587,551~~42,062,796

Table of Contents

SKYWEST, INC.

QUARTERLY REPORT ON FORM 10-Q

TABLE OF CONTENTS


PART I	FINANCIAL INFORMATION:
	Item 1.	Financial Statements	3
		Consolidated Balance Sheets	3
		Consolidated Statements of Comprehensive Income (Loss)	5
		Consolidated Statements of Stockholders Equity	6
		Condensed Consolidated Statements of Cash Flows	78
		Notes to Condensed Consolidated Financial Statements	89
	Item 2.	Management’s Discussion and Analysis of Financial Condition and Results of Operations	2022
	Item 3.	Quantitative and Qualitative Disclosures About Market Risk	3638
	Item 4.	Controls and Procedures	3638

PART II	OTHER INFORMATION:
	Item 1.	Legal Proceedings	3739
	Item 1A.	Risk Factors	3739
	Item 2.	Unregistered Sales of Equity Securities and Use of Proceeds	39
	Item 6.	Exhibits	3740
		Signature	3841

Exhibit 31.1	Certification of Chief Executive Officer
Exhibit 31.2	Certification of Chief Financial Officer
Exhibit 32.1	Certification of Chief Executive Officer
Exhibit 32.2	Certification of Chief Financial Officer

Table of Contents

PART I. FINANCIAL INFORMATION

Item 1. Financial Statements

SKYWEST, INC. AND SUBSIDIARIES

CONSOLIDATED BALANCE SHEETS

(Dollars in Thousands)

ASSETS


	June 30,		December 31,
	2022		2021		June 30,		December 31,
	(unaudited)				2023		2022
CURRENT ASSETS:
Cash and cash equivalents	$	96,071	$	258,421	$	114,433	$	102,984
Marketable securities		878,608		601,989		747,916		944,231
Receivables, net		75,963		65,348		104,706		100,523
Inventories, net		115,142		104,093		123,572		123,209
Other current assets		51,100		38,742		92,506		100,334
Total current assets		1,216,884		1,068,593		1,183,133		1,371,281

PROPERTY AND EQUIPMENT:
Aircraft and rotable spares		8,052,327		7,848,100		8,233,312		8,143,614
Deposits on aircraft		91,813		124,964		23,931		23,931
Buildings and ground equipment		270,802		256,595		273,425		265,019
Total property and equipment, gross		8,414,942		8,229,659		8,530,668		8,432,564
Less-accumulated depreciation and amortization		(2,854,966)		(2,731,060)		(3,039,525)		(2,884,084)
Total property and equipment, net		5,559,976		5,498,599		5,491,143		5,548,480

OTHER ASSETS:
Operating lease right-of-use assets		207,845		238,516		92,803		151,928
Long-term receivables and other assets		351,942		320,239		348,695		342,864
Total other assets		559,787		558,755		441,498		494,792
Total assets	$	7,336,647	$	7,125,947	$	7,115,774	$	7,414,553

See accompanying notes to condensed consolidated financial statements.

Table of Contents

SKYWEST, INC. AND SUBSIDIARIES

CONSOLIDATED BALANCE SHEETS

(Dollars in Thousands)

LIABILITIES AND STOCKHOLDERS’ EQUITY


	June 30,		December 31,
	2022		2021		June 30,		December 31,
	(unaudited)				2023		2022
CURRENT LIABILITIES:
Current maturities of long-term debt	$	424,998	$	391,798	$	442,155	$	438,502
Accounts payable		437,838		496,333		457,310		422,001
Accrued salaries, wages and benefits		186,062		150,583		189,265		186,285
Current maturities of operating lease liabilities		75,609		78,886		18,715		71,726
Taxes other than income taxes		28,611		28,869		22,631		20,480
Other current liabilities		45,295		48,152		35,918		33,549
Total current liabilities		1,198,413		1,194,621		1,165,994		1,172,543

LONG-TERM DEBT, net of current maturities		2,864,483		2,717,420		2,743,804		2,941,772

DEFERRED INCOME TAXES PAYABLE		679,794		663,236		682,694		687,060

NONCURRENT OPERATING LEASE LIABILITIES		134,597		158,274		73,894		88,622

OTHER LONG-TERM LIABILITIES		114,329		124,882		292,149		176,925

COMMITMENTS AND CONTINGENCIES (Note 7)

STOCKHOLDERS’ EQUITY:
Preferred stock, 5,000,000 shares authorized; NaN issued		—		—
Common stock, 0 par value, 120,000,000 shares authorized; 82,514,936 and 82,335,970 shares issued as of June 30, 2022, and December 31, 2021, respectively		731,210		722,310
Preferred stock, 5,000,000 shares authorized; none issued						—		—
Common stock, no par value, 120,000,000 shares authorized; 82,800,633 and 82,592,830 shares issued as of June 30, 2023, and December 31, 2022, respectively						744,276		734,426
Retained earnings		2,235,601		2,163,916		2,230,217		2,236,869
Treasury stock, at cost, 31,993,144 and 31,956,047 shares as of June 30, 2022, and December 31, 2021, respectively		(619,835)		(618,712)
Treasury stock, at cost, 40,427,758 and 31,994,416 shares as of June 30, 2023, and December 31, 2022, respectively						(816,446)		(619,862)
Accumulated other comprehensive loss		(1,945)		—		(808)		(3,802)
Total stockholders’ equity		2,345,031		2,267,514		2,157,239		2,347,631
Total liabilities and stockholders’ equity	$	7,336,647	$	7,125,947	$	7,115,774	$	7,414,553

See accompanying notes to condensed consolidated financial statements.

Table of Contents

SKYWEST, INC. AND SUBSIDIARIES

CONSOLIDATED STATEMENTS OF COMPREHENSIVE INCOME (LOSS)

(UNAUDITED)

(Dollars and Shares in Thousands, Except per Share Amounts)



	Three months ended				Six months ended				Three months ended				Six months ended
	June 30,				June 30,				June 30,				June 30,
	2022		2021		2022		2021		2023		2022		2023		2022
OPERATING REVENUES:
Flying agreements	$	773,774	$	632,967	$	1,481,837	$	1,144,158	$	700,394	$	773,774	$	1,364,232	$	1,481,837
Lease, airport services and other		25,311		24,023		52,400		47,387		25,249		25,311		53,242		52,400
Total operating revenues		799,085		656,990		1,534,237		1,191,545		725,643		799,085		1,417,474		1,534,237
OPERATING EXPENSES:
Salaries, wages and benefits		288,562		233,423		588,620		453,265		322,441		288,562		657,642		588,620
Aircraft maintenance, materials and repairs		174,883		190,879		323,296		394,706		162,491		174,883		304,717		323,296
Depreciation and amortization		97,249		109,895		199,994		219,492		97,169		97,249		191,318		199,994
Aircraft fuel		31,820		25,867		56,910		45,061		18,279		31,820		39,243		56,910
Airport-related expenses		17,490		22,038		36,695		46,486		16,955		17,490		35,250		36,695
Aircraft rentals		16,024		15,723		32,020		31,213		2,428		16,024		21,956		32,020
Payroll support grant		—		(114,144)		—		(307,317)
Other operating expenses		84,455		58,286		156,052		112,774		74,020		84,455		140,192		156,052
Total operating expenses		710,483		541,967		1,393,587		995,680		693,783		710,483		1,390,318		1,393,587
OPERATING INCOME		88,602		115,023		140,650		195,865		31,860		88,602		27,156		140,650
OTHER INCOME (EXPENSE):
Interest income		2,559		210		2,984		494		10,494		2,559		20,527		2,984
Interest expense		(30,433)		(33,940)		(59,025)		(65,294)		(33,718)		(30,433)		(67,338)		(59,025)
Other income, net		12,019		80		12,899		296		9,001		12,019		11,175		12,899
Total other expense, net		(15,855)		(33,650)		(43,142)		(64,504)		(14,223)		(15,855)		(35,636)		(43,142)
INCOME BEFORE INCOME TAXES		72,747		81,373		97,508		131,361
PROVISION FOR INCOME TAXES		18,796		19,379		25,823		33,467
NET INCOME	$	53,951	$	61,994	$	71,685	$	97,894
INCOME (LOSS) BEFORE INCOME TAXES										17,637		72,747		(8,480)		97,508
PROVISION (BENEFIT) FOR INCOME TAXES										2,218		18,796		(1,828)		25,823
NET INCOME (LOSS)									$	15,419	$	53,951	$	(6,652)	$	71,685

BASIC EARNINGS PER SHARE	$	1.07	$	1.23	$	1.42	$	1.95
DILUTED EARNINGS PER SHARE	$	1.07	$	1.22	$	1.42	$	1.93
BASIC EARNINGS (LOSS) PER SHARE									$	0.35	$	1.07	$	(0.14)	$	1.42
DILUTED EARNINGS (LOSS) PER SHARE									$	0.35	$	1.07	$	(0.14)	$	1.42
Weighted average common shares:
Basic		50,522		50,346		50,501		50,316		43,837		50,522		46,614		50,501
Diluted		50,566		50,725		50,637		50,727		44,219		50,566		46,614		50,637

COMPREHENSIVE INCOME:
Net income	$	53,951	$	61,994	$	71,685	$	97,894
Net unrealized depreciation on marketable securities, net of taxes		(1,945)		—		(1,945)		—
TOTAL COMPREHENSIVE INCOME	$	52,006	$	61,994	$	69,740	$	97,894
COMPREHENSIVE INCOME (LOSS):
Net income (loss)									$	15,419	$	53,951	$	(6,652)	$	71,685
Net unrealized appreciation (depreciation) on marketable securities, net of taxes										1,514		(1,945)		2,994		(1,945)
TOTAL COMPREHENSIVE INCOME (LOSS)									$	16,933	$	52,006	$	(3,658)	$	69,740

See accompanying notes to condensed consolidated financial statements

Table of Contents

SKYWEST, INC. AND SUBSIDIARIES

CONSOLIDATED STATEMENTS OF STOCKHOLDERS EQUITY

(UNAUDITED)

(In Thousands)

Accumulated

Other

Common Stock

Retained

Treasury Stock

Comprehensive

Shares

Amount

Earnings

Shares

Amount

Loss

Total
Balance at December 31, 2021

82,336

$
722,310

$
2,163,916

(31,956)

$
(618,712)

$
—

$
2,267,514
Net income

—

—

17,734

—

—

—

17,734
Exercise of common stock options and vested employee stock awards

139

27

—

—

—

—

27
Employee income tax paid on vested equity awards

—

—

—

(37)

(1,123)

—

(1,123)
Sale of common stock under employee stock purchase plan

40

1,487

—

—

—

—

1,487
Stock based compensation expense

—

4,076

—

—

—

—

4,076
Balance at March 31, 2022

82,515

$
727,900

$
2,181,650

(31,993)

$
(619,835)

$
—

$
2,289,715
Net income

—

—

53,951

—

—

—

53,951
Stock based compensation expense

—

3,310

—

—

—

—

3,310
Net unrealized depreciation on marketable securities, net of tax of $628

—

—

—

—

—

(1,945)

(1,945)
Balance at June 30, 2022

82,515

$
731,210

$
2,235,601

(31,993)

$
(619,835)

$
(1,945)

$
2,345,031


									Accumulated
									Other
	Common Stock			Retained		Treasury Stock			Comprehensive
	Shares	Amount		Earnings		Shares	Amount		Loss		Total
Balance at December 31, 2022	82,593	$	734,426	$	2,236,869	(31,994)	$	(619,862)	$	(3,802)	$	2,347,631
Net income (loss)	—		—		(22,071)	—		—		—		(22,071)
Exercise of common stock options and vested employee stock awards	130		57		—	—		—		—		57
Employee income tax paid on vested equity awards	—		—		—	(32)		(585)		—		(585)
Sale of common stock under employee stock purchase plan	78		1,218		—	—		—		—		1,218
Stock based compensation expense	—		4,329		—	—		—		—		4,329
Treasury stock purchases	—		—		—	(5,067)		(100,001)		—		(100,001)
Net unrealized appreciation on marketable securities, net of tax of $476	—		—		—	—		—		1,480		1,480
Balance at March 31, 2023	82,801	$	740,030	$	2,214,798	(37,093)	$	(720,448)	$	(2,322)	$	2,232,058
Net income	—		—		15,419	—		—		—		15,419
Stock based compensation expense	—		4,246		—	—		—		—		4,246
Treasury stock purchases	—		—		—	(3,335)		(95,998)		—		(95,998)
Net unrealized appreciation on marketable securities, net of tax of $488	—		—		—	—		—		1,514		1,514
Balance at June 30, 2023	82,801	$	744,276	$	2,230,217	(40,428)	$	(816,446)	$	(808)	$	2,157,239

See accompanying notes to condensed consolidated financial statements.

Table of Contents

SKYWEST, INC. AND SUBSIDIARIES

CONSOLIDATED STATEMENTS OF STOCKHOLDERS EQUITY

(UNAUDITED)

(In Thousands)

Common Stock

Retained

Treasury Stock

Shares

Amount

Earnings

Shares

Amount

Total
Balance at December 31, 2020

82,095

$
704,675

$
2,052,006

(31,914)

$
(617,136)

$
2,139,545
Net income

—

—

35,900

—

—

35,900
Exercise of common stock options and vested employee stock awards

177

606

—

—

—

606
Employee income tax paid on vested equity awards

—

—

—

(42)

(1,573)

(1,573)
Sale of common stock under employee stock purchase plan

30

1,139

—

—

—

1,139
Stock based compensation expense

—

2,613

—

—

—

2,613
Warrants issued to U.S. Treasury

—

3,291

—

—

—

3,291
Balance at March 31, 2021

82,302

$
712,324

$
2,087,906

(31,956)

$
(618,709)

$
2,181,521
Net income

—

—

61,994

—

—

61,994
Stock based compensation expense

—

2,877

—

—

—

2,877
Warrants issued to U.S. Treasury

—

2,513

—

—

—

2,513
Balance at June 30, 2021

82,302

$
717,714

$
2,149,900

(31,956)

$
(618,709)

$
2,248,905


									Accumulated
									Other
	Common Stock			Retained		Treasury Stock			Comprehensive
	Shares	Amount		Earnings		Shares	Amount		Loss		Total
Balance at December 31, 2021	82,336	$	722,310	$	2,163,916	(31,956)	$	(618,712)	$	—	$	2,267,514
Net income	—		—		17,734	—		—		—		17,734
Exercise of common stock options and vested employee stock awards	139		27		—	—		—		—		27
Employee income tax paid on vested equity awards	—		—		—	(37)		(1,123)		—		(1,123)
Sale of common stock under employee stock purchase plan	40		1,487		—	—		—		—		1,487
Stock based compensation expense	—		4,076		—	—		—		—		4,076
Balance at March 31, 2022	82,515	$	727,900	$	2,181,650	(31,993)	$	(619,835)	$	—	$	2,289,715
Net income	—		—		53,951	—		—		—		53,951
Stock based compensation expense	—		3,310		—	—		—		—		3,310
Net unrealized depreciation on marketable securities, net of tax of $628	—		—		—	—		—		(1,945)		(1,945)
Balance at June 30, 2022	82,515	$	731,210	$	2,235,601	(31,993)	$	(619,835)		(1,945)	$	2,345,031

See accompanying notes to condensed consolidated financial statements.

Table of Contents

SKYWEST, INC. AND SUBSIDIARIES

CONDENSED CONSOLIDATED STATEMENTS OF CASH FLOWS

(UNAUDITED)

(In Thousands)

Six months ended

June 30,

2022

2021
NET CASH PROVIDED BY OPERATING ACTIVITIES

$
215,279

$
498,688

CASH FLOWS FROM INVESTING ACTIVITIES:

Purchases of marketable securities

(1,254,213)

(798,877)
Sales of marketable securities

975,649

799,241
Acquisition of property and equipment:

Aircraft and rotable spare parts

(301,004)

(63,450)
Buildings and ground equipment

(9,525)

(8,700)
Proceeds from the sale of property and equipment

6,275

2,282
Deposits on aircraft

(37,100)

(58,269)
Aircraft deposits applied towards acquired aircraft

70,501

—
Increase in other assets

(7,172)

(54,608)
NET CASH USED IN INVESTING ACTIVITIES

(556,589)

(182,381)

CASH FLOWS FROM FINANCING ACTIVITIES:

Proceeds from issuance of long-term debt

376,753

95,430
Principal payments on long-term debt

(196,961)

(281,778)
Net proceeds from issuance of common stock

1,514

1,745
Employee income tax paid on vested equity awards

(1,123)

(1,573)
Payment of debt issuance cost

(1,223)

—
NET CASH PROVIDED BY (USED IN) FINANCING ACTIVITIES

178,960

(186,176)

Increase (decrease) in cash and cash equivalents

(162,350)

130,131
Cash and cash equivalents at beginning of period

258,421

215,723
CASH AND CASH EQUIVALENTS AT END OF PERIOD

$
96,071

$
345,854

SUPPLEMENTAL DISCLOSURE OF CASH FLOW INFORMATION:

Non-cash investing and financing activities:

Acquisition of property and equipment

$
18,234

$
11,797
Warrants issued to U.S. Treasury

$
—

$
5,804
Cash paid during the period for:

Interest, net of capitalized amounts

$
60,197

$
66,767
Income taxes

$
217

$
457


	Six months ended
	June 30,
	2023		2022
NET CASH PROVIDED BY OPERATING ACTIVITIES	$	333,023	$	215,279

CASH FLOWS FROM INVESTING ACTIVITIES:
Purchases of marketable securities		(533,465)		(1,254,213)
Sales of marketable securities		732,774		975,649
Acquisition of property and equipment:
Aircraft and rotable spare parts		(122,529)		(301,004)
Buildings and ground equipment		(11,338)		(9,525)
Proceeds from the sale of property and equipment		3,815		6,275
Deposits on aircraft		—		(37,100)
Aircraft deposits applied towards acquired aircraft		—		70,501
Decrease (increase) in other assets		734		(7,172)
NET CASH PROVIDED BY (USED IN) INVESTING ACTIVITIES		69,991		(556,589)

CASH FLOWS FROM FINANCING ACTIVITIES:
Proceeds from issuance of long-term debt		25,000		376,753
Principal payments on long-term debt		(221,148)		(196,961)
Payment of debt issuance cost		(108)		(1,223)
Net proceeds from issuance of common stock		1,275		1,514
Employee income tax paid on vested equity awards		(585)		(1,123)
Purchase of treasury stock		(195,999)		—
NET CASH PROVIDED BY (USED IN) FINANCING ACTIVITIES		(391,565)		178,960

Increase (decrease) in cash and cash equivalents		11,449		(162,350)
Cash and cash equivalents at beginning of period		102,984		258,421
CASH AND CASH EQUIVALENTS AT END OF PERIOD	$	114,433	$	96,071

SUPPLEMENTAL DISCLOSURE OF CASH FLOW INFORMATION:
Non-cash investing and financing activities:
Acquisition of property and equipment	$	73	$	18,234
Derecognition of right of use assets	$	(35,062)	$	—
Derecognition of operating lease liabilities	$	35,062	$	—
Cash paid during the period for:
Interest, net of capitalized amounts	$	66,131	$	60,197
Income taxes	$	2,902	$	217

See accompanying notes to condensed consolidated financial statements.

Table of Contents

SKYWEST, INC. AND SUBSIDIARIES

NOTES TO CONDENSED CONSOLIDATED FINANCIAL STATEMENTS

(UNAUDITED)

(1) Condensed Consolidated Financial Statements

Basis of Presentation

The condensed consolidated financial statements of SkyWest, Inc. (“SkyWest” or the “Company”) ~~and~~, its operating subsidiary SkyWest Airlines, Inc. (“SkyWest Airlines”) ~~and~~, its leasing subsidiary SkyWest Leasing, Inc. (“SkyWest Leasing”) and its charter service subsidiary SkyWest Charter, LLC (“SWC”) included herein have been prepared, without audit, pursuant to the rules and regulations of the Securities and Exchange Commission (the “SEC”). The Company formed SWC in 2022, with the intent to offer on-demand charter service and public charter service to underserved communities in the United States. Certain information and disclosures normally included in financial statements prepared in accordance with accounting principles generally accepted in the United States of America (“GAAP”) have been condensed or omitted pursuant to such rules and regulations, although the Company believes that the following disclosures are adequate to make the information presented not misleading. These condensed consolidated financial statements reflect all adjustments that, in the opinion of management, are necessary to present fairly the results of operations for the interim periods presented. All adjustments are of a normal recurring nature, unless otherwise disclosed. These condensed consolidated financial statements should be read in conjunction with the consolidated financial statements and the notes thereto included in the Company’s Annual Report on Form 10-K for the year ended December 31, ~~2021.~~2022. Due in part to the uncertain rate of recovery from ~~the global COVID-19 pandemic and~~ workforce shortages, in addition to other factors, the results of operations for the three and six months ended June 30, ~~2022,~~2023, are not necessarily indicative of the results that may be expected for the year ending December 31, ~~2022.~~2023.

The preparation of financial statements in conformity with GAAP requires management to make estimates and assumptions that affect the reported amounts of assets and liabilities and disclosure of contingent assets and liabilities at the date of the financial statements and the reported amounts of revenues and expenses during the reporting period. Actual results could differ materially from those estimates and assumptions.

(2) Flying Agreements Revenue and Lease, Airport Services and Other Revenues

The Company recognizes revenue under its flying agreements ~~revenue~~ and ~~lease,~~ airport services and other ~~revenues~~service agreements when the service is provided under the applicable agreement. The Company recognizes revenue under its lease agreements ratably over the applicable lease term. Under the Company’s fixed-fee arrangements (referred to as “capacity ~~purchase agreements”)~~purchase” agreements) with United Airlines, Inc. (“United”), Delta Air Lines, Inc. (“Delta”), American Airlines, Inc. (“American”) and Alaska Airlines, Inc. (“Alaska”) (each, a “major airline partner”), the major airline partner generally pays the Company a fixed-fee for each departure, flight hour (measured from takeoff to landing, excluding taxi time) or block hour (measured from takeoff to landing, including taxi time) incurred, and an amount per aircraft in service each month with additional incentives based on flight completion and on-time performance. The major airline partner also directly pays for or reimburses the Company for certain direct expenses incurred under the capacity purchase agreement, such as fuel, airport landing fees and airport rents. Under the capacity purchase agreements, the Company’s performance obligation is met when each flight is completed, measured in completed block hours, and is reflected in flying agreements revenue. The transaction price for the capacity purchase agreements is determined from the fixed-fee consideration, incentive consideration and directly reimbursed expenses earned as flights are completed over the agreement term. For both the six months ended June 30, ~~2022~~2023 and ~~2021,~~2022, capacity purchase agreements represented approximately 88.3% ~~and 85.0%~~ of the Company’s flying agreements ~~revenue, respectively.~~revenue.

Under the Company’s prorate arrangements (also referred to as a “prorate” or “revenue-sharing” ~~agreement)~~agreements), the major airline partner and the Company negotiate a passenger fare proration formula, pursuant to which the Company receives a percentage of the ticket revenues for those passengers traveling for one portion of their trip on a Company airline and the other portion of their trip on the major airline partner. Under the Company’s prorate flying agreements, the performance obligation is met and revenue is recognized when each flight is completed based upon the portion of the prorate passenger fare the Company ~~anticipates~~determines that it will receive for each completed flight. The transaction price for the prorate agreements is determined from the proration formula derived from each passenger ticket amount on each completed flight over the agreement term. For the six months ended June 30, 2022 and 2021, prorate flying agreements represented approximately 11.7% and 15.0% of the Company’s flying agreements revenue, respectively.

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completed flight over the agreement term. Certain routes under the Company’s prorate arrangements are subsidized by the U.S. Department of Transportation under the Essential Air Service (“EAS”) program, a program created to ensure small communities in the United States maintain a minimum level of scheduled air service. The EAS contracts are generally two years in duration and the Company recognizes EAS revenue on a per-completed-flight basis pursuant to the terms of each contract. For both the six months ended June 30, 2023 and 2022, prorate flying agreements represented approximately 11.7% of the Company’s flying agreements revenue.

The following table represents the Company’s flying agreements revenue by type for the three and six months ended June 30, ~~2022~~2023 and ~~2021~~2022 (in thousands):


	For the three months ended June 30,				For the six months ended June 30,				For the three months ended June 30,				For the six months ended June 30,
	2022		2021		2022		2021		2023		2022		2023		2022
Capacity purchase agreements revenue: flight operations	$	387,456	$	273,176	$	735,930	$	484,228
Capacity purchase agreements revenue: aircraft lease and fixed revenue		291,585		256,559		572,004		488,050
Capacity purchase agreements flight operations revenue (non-lease component)									$	499,142	$	549,539	$	968,058	$	1,054,347
Capacity purchase agreements fixed aircraft lease revenue										74,042		129,502		148,522		253,587
Capacity purchase agreements variable aircraft lease revenue										44,984		—		88,089		—
Prorate agreements revenue		94,733		103,232		173,903		171,880		82,226		94,733		159,563		173,903
Flying agreements revenue	$	773,774	$	632,967	$	1,481,837	$	1,144,158	$	700,394	$	773,774	$	1,364,232	$	1,481,837

The Company allocates the total consideration received under its capacity purchase agreements between lease and non-lease components based on stand-alone selling prices. A portion of the Company’s compensation under its capacity purchase agreements is designed to reimburse the Company for certain aircraft ownership costs. The consideration for aircraft ownership costs varies by agreement but is intended to cover either the Company’s aircraft principal and interest debt service costs, its aircraft depreciation and interest expense or its aircraft lease expense costs while the aircraft is under contract. The consideration received for the use of the aircraft under the Company’s capacity purchase agreements is ~~reflected~~accounted for as lease revenue, inasmuch as the agreements identify the “right of use” of a specific type and number of aircraft over a stated period of time. The lease revenue associated with the Company’s capacity purchase agreements is accounted for as an operating lease and is reflected as flying agreements revenue on the Company’s consolidated statements of comprehensive ~~income.~~income (loss). During the three months ended December 31, 2022, the Company amended certain of its capacity purchase agreements resulting in a portion of the Company’s aircraft lease revenue becoming variable beginning in the fourth quarter of 2022. Additionally, as a result of these capacity purchase agreement amendments executed in 2022, during the six months ended June 30, 2023, the Company deferred recognizing lease revenue on $40.0 million of the allocated fixed monthly lease payments received during the six months ended June 30, 2023, under the straight-line method. The Company has not separately stated aircraft rental income and aircraft rental expense in the consolidated statement of comprehensive income ~~since~~(loss) because the use of the aircraft is not a separate activity of the total service ~~provided.~~provided under the capacity purchase agreements.

~~Under~~A portion of the Company’s compensation under its capacity purchase agreements relates to operating the ~~Company is paid a fixed amount per month per~~ aircraft, ~~over~~identified as the ~~contract term.~~ non-lease component of the capacity purchase agreement. The Company recognizes revenue attributed to the non-lease component received as fixed-fees for each departure, flight hour or block hour on an as-completed basis for each reporting period. The Company recognizes revenue attributed to the non-lease component received as fixed monthly payments per aircraft proportionate to the number of block hours completed during each reporting period, relative to the estimated number of block hours the Company anticipates completing over the remaining contract term. Due to the lower number of block hours completed during the COVID-19 pandemic compared to historical levels, the amount of cash collected for the fixed amount per aircraft exceeded the revenue recognized based on block hours completed. Accordingly, the Company deferred recognizing revenue on fixed monthly cash payments the Company received under its capacity purchase agreements beginning in 2020. Based on the number of completed block hours duringDuring the six months ended June 30, ~~2022,~~2023, the Company ~~recognized~~deferred $77.4 million of fixed monthly payments under certain agreements and decreased unbilled revenue by $6.0 million under certain other agreements, compared to recognizing $17.6 million of previously deferred revenue and $9.3 million of unbilled revenue ~~compared to deferring revenue of $26.8 million~~ during the six months ended June 30, ~~2021.~~ 2022.

The Company’s total deferred revenue balance ~~was $86.3 million~~ as of June 30, ~~2022,~~2023 was $262.1 million, including ~~$20.8~~$7.3 million in other current liabilities and ~~$65.5 million in other long-term liabilities. The Company’s deferred revenue balance was $103.9 million as of December 31, 2021, including $24.5 million in other current liabilities and $79.4~~$254.8 million in other long-term liabilities. The Company’s unbilled revenue balance was ~~$17.7~~$13.9 million as of June 30, ~~2022,~~2023, including $7.2 million in other current assets and ~~$8.4~~$6.7 million ~~as of December 31, 2021, and was included~~ in other long-term assets. The Company’s deferred revenue balance was $144.7 million as of December 31, 2022, including $5.2 million in other current liabilities and $139.5 million in other long-term liabilities. The Company’s unbilled revenue balance ~~will be recognized based on the number of block hours completed during each period relative to the estimated number of block hours the Company anticipates completing over the remaining contract term.~~

The Company’s capacity purchase and prorate agreements include weekly provisional cash payments from the respective major airline partner based on a projected level of flying each month. The Company and each major airline partner subsequently reconcile these payments to the actual completed flight activity on a monthly or quarterly basis.

As of June 30, 2022, the Company had 521 aircraft in scheduled service or under contract under code-share agreements. The following table summarizes the significant provisions of each code-share agreement SkyWest Airlines has with each major airline partner:

was

910

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$19.9 million as of December 31, 2022, including $9.9 million in other current assets and $10.0 million in other long-term assets.

As of June 30, 2023, the Company had 492 aircraft in scheduled service or under contract pursuant to code-share agreements. The following table summarizes the significant provisions of each code-share agreement the Company has with each major airline partner through SkyWest Airlines:


United Express Agreements
Agreement	Aircraft type	Number of Aircraft	Term / Termination Dates
United Express Agreements (~~Capacity~~capacity purchase agreement)	• E175 • CRJ 700 • CRJ 200	90 19 70	• Individual aircraft have scheduled removal dates from 2024 to 2029
United Express Prorate Agreement (~~Prorate~~prorate agreement)	• CRJ 200	4119*	• Terminable with ~~120-day~~120-days’ notice
Total under United Express Agreements		~~220~~198

Delta Connection Agreements
Agreement	Aircraft type	Number of Aircraft	Term / Termination Dates
Delta Connection Agreement (~~Capacity~~capacity purchase agreement)	• E175 • CRJ 900 • CRJ 700 • ~~CRJ 200~~	7383 4435 5 9	• Individual aircraft have scheduled removal dates from ~~2022~~2023 to ~~2032~~2033

Delta Connection Prorate Agreement (~~Prorate~~prorate agreement)	• CRJ 900 • CRJ 700 • CRJ 200	206* 1* 17*	• Terminable with ~~30-day~~30-days’ notice
Total under Delta Connection Agreements		~~151~~147


American Capacity Purchase Agreement
Agreement	Aircraft type	Number of Aircraft	Term / Termination Dates
American Agreement (~~Capacity~~capacity purchase agreement)	• E175 • CRJ 700	1820 9085	• Individual aircraft have scheduled removal dates from ~~2022~~2024 to 2032
Total under American ~~Agreements~~Agreement		~~108~~105

Alaska Capacity Purchase Agreement

Agreement

Aircraft type

Number of
Aircraft

Term / Termination Dates

Alaska Agreement

(~~Capacity~~capacity purchase agreement)

•

E175

•

Individual aircraft have scheduled removal dates from 2030 to 2034

*	The Company’s prorate agreements are based on specific routes, not a specific aircraft count. The number of aircraft listed above for each prorate agreement approximates the number of aircraft the Company uses to serve the prorate routes.

In addition to the contractual arrangements described above, as of June 30, 2022, SkyWest Airlines has a capacity purchase agreement with American to place 2 Embraer E175 dual-class regional jet aircraft (“E175”) into service. The delivery dates for the 2 new E175 aircraft are currently scheduled for the third quarter of 2022. SkyWest Airlines also has an agreement with American to place 11 used Canadair CRJ700 regional jet aircraft (“CRJ700”) under a multi-year capacity purchase agreement in 2023.

SkyWest Airlines has a capacity purchase agreement with Alaska to place an additional E175 aircraft into service. The delivery date for the new E175 aircraft is currently scheduled for the first half of 2023.

2023, SkyWest Airlines has a capacity purchase agreement with Delta to place 14a total of three additional E175 regional jet aircraft (“E175”) from Embraer, S.A. (“Embraer”) into service, with delivery dates currently scheduled in 2023 and 2024. SkyWest Airlines also has a capacity purchase agreement with Alaska to place one additional E175 aircraft into ~~service. The~~service with a delivery ~~dates for the 14 new E175 aircraft are~~date currently scheduled for ~~the second half of 2022.~~

2025. Final delivery and in-service dates for aircraft to be placed under contract may be adjusted based on various factors.

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When an aircraft is scheduled to be removed from a capacity purchase arrangement, the Company may, as practical under the circumstances, negotiate an extension with the respective major airline partner, negotiate the placement of the aircraft with another major airline partner, return the aircraft to the lessor if the aircraft is leased and the lease is expiring, place owned aircraft for sale or pursue other uses for the aircraft. Other uses for the aircraft may include placing the aircraft in a prorate agreement, leasing the aircraft to a third party or ~~parting out the~~disassembling aircraft ~~to use~~components such as the engines and parts to be used as spare inventory or to lease the engines to a third party.

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Lease, airport services and other revenues primarily ~~consists~~consist of revenue generated from aircraft and spare engines leased to third parties and airport customer services, such as gate and ramp agent services at applicable airports where the Company has agreements with third parties. The following table represents the Company’s lease, airport services and other revenues for the three and six months ended June 30, ~~2022~~2023 and ~~2021~~2022 (in thousands):

For the three months ended June 30,

For the six months ended June 30,


2022

2021

2022

2021
Operating lease revenue

$
16,450

$
16,458

$
33,005

$
31,408
Airport customer service and other revenue

8,861

7,565

19,395

15,979
Lease, airport services and other

$
25,311

$
24,023

$
52,400

$
47,387


	For the three months ended June 30,				For the six months ended June 30,
	2023		2022		2023		2022
Operating lease revenue	$	16,791	$	16,450	$	33,351	$	33,005
Airport customer service and other revenue		8,458		8,861		19,891		19,395
Lease, airport services and other	$	25,249	$	25,311	$	53,242	$	52,400

The following table summarizes future minimum rental income under operating leases primarily related to leased aircraft and engines that had remaining non-cancelable lease terms as of June 30, ~~2022~~2023 (in thousands):


July 2022 through December 2022	$	23,754
2023		47,084
July 2023 through December 2023			$	22,880
2024		45,053		45,553
2025		40,083		40,583
2026		34,516		35,017
2027				34,995
Thereafter		120,636		86,297
	$	311,126
Total future minimum rental income under operating leases			$	265,325

Of the Company’s ~~$5.6~~$5.5 billion of net property and equipment ~~net~~ as of June 30, ~~2022, $240.1~~2023, $211.8 million of regional jet aircraft and spare engines ~~was~~were leased to third parties under operating leases. The Company’s mitigation strategy for the residual asset risks of these assets includes leasing aircraft and engine types that can be operated by the Company in the event of a default. Additionally, the operating leases typically have specified lease return condition requirements paid by the lessee to the Company and the Company typically maintains inspection rights under the leases.

The transaction price for airport customer service agreements is determined from an agreed-upon rate by location applied to the applicable number of flights handled by the Company over the agreement term.

The Company’s operating revenues could be impacted by several factors, including changes to the Company’s code-share agreements with its major airline partners, changes in flight schedules, contract modifications resulting from contract renegotiations, the Company’s ability to earn incentive payments contemplated under the Company’s code-share agreements and settlement of reimbursement disputes with the Company’s major airline partners.

Other ancillary revenues commonly associated with airlines, such as baggage fee revenue, ticket change fee revenue and the marketing component of the sale of mileage credits, are retained by the Company’s major airline partners on flights that the Company operates under its code-share agreements.

Allowance for credit losses

The Company monitors publicly available credit ratings for entities for which the Company has a significant receivable balance. As of June 30, ~~2022,~~2023, the Company had gross receivables of ~~$97.0~~$123.1 million in current assets and gross receivables of ~~$234.4~~$201.7 million in other long-term assets. The Company has established credit loss reserves based on publicly available historic default rates issued by a third party for companies with similar credit ratings, factoring in the term of the respective accounts receivable or notes receivable. During the six months ended June 30, ~~2022, there were no significant changes in~~2023, the outstanding accounts receivable or notes receivable or the credit ratings of the entities. The Company’s credit loss reserve was $40.4 million at June 30, 2022, compared to $42.0 million at December 31, 2021. The $1.6 million decrease in the credit loss reserve for the six months ended June 30, 2022, was reflected as a decrease to the credit loss expense.Company

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wrote-off a $3.6 million receivable that was fully reserved as of December 31, 2022. There were no other significant changes in the outstanding accounts receivable, notes receivable or credit ratings of the entities.

The following table summarizes the changes in allowance for credit losses:


	Allowance for Credit Losses
Balance at December 31, 2022	$	37,385
Adjustments to credit loss reserves		2,086
Write-offs charged against allowance		(3,570)
Balance at June 30, 2023	$	35,901

(3) Stock-Based Compensation

During the six months ended June 30, ~~2022,~~2023, the Company granted ~~66,680~~125,780 restricted stock units and ~~221,942~~391,810 performance shares to certain employees of the Company under the SkyWest, Inc. 2019 Long-Term Incentive Plan. Both the restricted stock units and performance shares have a three-year vesting period, during which the recipient must remain employed with the Company. The number of performance shares awardable from the ~~2022~~2023 grants can range from 0% to 250% of the original amount granted depending on the Company’s performance over 3three one-year measurement periods against the pre-established targets. Upon vesting, each restricted stock unit and performance share will be replaced with 1one share of common stock. The weighted average fair value of these restricted stock units and performance shares on their date of grant was ~~$32.86~~$18.65 per share. During the six months ended June 30, ~~2022,~~2023, the Company did not grant any options to purchase shares of common stock to employees. Additionally, during the six months ended June 30, ~~2022,~~2023, the Company granted ~~24,423~~37,534 fully vested shares of common stock to the Company’s directors at a grant date fair value of ~~$32.86.~~$18.65.

The Company accounts for forfeitures of restricted stock units and performance shares when forfeitures occur. The estimated fair value of the restricted stock units and performance shares is amortized over the applicable vesting periods. Stock-based compensation expense for the performance shares is based on the Company’s anticipated outcome of achieving the performance metrics. During the six months ended June 30, ~~2022~~2023 and ~~2021,~~2022, the Company recorded pre-tax stock-based compensation expense of $8.6 million and $7.4 million, respectively.

(4) Stock Repurchase

The Company’s Board of Directors has adopted stock repurchase programs in both February 2019 and ~~$5.5~~May 2023, which authorize the Company to repurchase shares of the Company’s common stock in the public market or in private transactions, from time to time, at prevailing prices. The Company’s February 2019 stock repurchase program authorized the repurchase of up to $250.0 million ~~respectively.~~of the Company’s common stock. In May 2023, the Company’s Board of Directors authorized the repurchase of up to $250.0 million of the Company’s common stock, superseding the February 2019 authorization. At June 30, 2023, $185.9 million remains available under the May 2023 authorization.

During the six months ended June 30, 2023, the Company repurchased 8.4 million shares of common stock for $194.1 million at a weighted average price per share of $23.10. The Company also recorded $1.9 million of excise tax related to the stock repurchases as Treasury Stock in the Company’s Stockholders Equity for the six months ended June 30, 2023. The Company did not have any stock repurchases during the six months ended June 30, 2022.

~~(4)~~(5) Net Income (Loss) Per Common Share

Basic net income (loss) per common share (“Basic EPS”) excludes dilution and is computed by dividing net income (loss) by the weighted average number of common shares outstanding during the period. Diluted net income per common share (“Diluted EPS”) reflects the potential dilution that could occur if stock options or other contracts to issue common stock were exercised or converted into common stock. The computation of Diluted EPS does not assume exercise or conversion of securities that would have an anti-dilutive effect on net income (loss) per common share.

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Securities that could potentially dilute Basic EPS in the future, and which were excluded from the calculation of Diluted EPS because inclusion of such share would be anti-dilutive, are as follows (in thousands):

Three Months Ended

Six Months Ended

June 30,

June 30,

2022

2021

2022

2021
PSP1 and Treasury Loan Warrants ⁽¹⁾

582

—

291

—
PSP2 Warrants ⁽²⁾

125

—

125

—
PSP3 Warrants ⁽³⁾

78

78

78

39
Restricted Stock Units

65

—

32

—
Total antidilutive securities

850

78

526

39


	Three Months Ended				Six Months Ended
	June 30,				June 30,
	2023		2022		2023		2022
PSP1 and Treasury Loan Warrants ⁽¹⁾		—		582		582		291
PSP2 Warrants ⁽²⁾		125		125		125		125
PSP3 Warrants ⁽³⁾		78		78		78		78
Employee Stock Awards		—		65		676		32
Total antidilutive securities		203		850		1,461		526

(1)

Pursuant to the payroll support program established under the Coronavirus Aid, Relief, and Economic Security (CARES) Act (“PSP1”) and Loan and Guarantee Agreement with the U.S. Department of the Treasury (“U.S. Treasury”), SkyWest issued to U.S. Treasury warrants to purchase shares of SkyWest common stock for an exercise price of $28.38 per share.

(2)	Pursuant to the payroll support program established under the Consolidated Appropriations Act, 2021 ~~(the “2021 Appropriations Act”)~~ (“PSP2”), SkyWest issued to U.S. Treasury warrants to purchase shares of SkyWest common stock for an exercise price of $40.41 per share.

(3)	Pursuant to the payroll support program established under the American Rescue Plan Act of 2021 ~~(the “American Rescue Plan Act”)~~ (“PSP3”), SkyWest issued to U.S. Treasury warrants to purchase shares of SkyWest common stock for an exercise price of $57.47 per share.

Additionally, during the six months ended June 30, 2023 and 2022, 538,000 and 350,000 performance shares (at target performance) were excluded from the computation of Diluted EPS ~~since~~because the Company had not achieved the minimum target thresholds ~~as of June 30, 2022. During~~for the three and six months ended June 30, ~~2021, 295,000 performance shares (at target performance)~~

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~~were excluded from the computation of Diluted EPS since the Company had not achieved the minimum target thresholds as of June 30, 2021.~~2023 and 2022, respectively.

The calculation of the weighted average number of shares of common stock outstanding for Basic EPS and Diluted EPS are as follows for the periods indicated (in thousands, except per share data) ~~is as follows:~~:


	Three Months Ended				Six Months Ended				Three Months Ended				Six Months Ended
	June 30,				June 30,				June 30,				June 30,
	2022		2021		2022		2021		2023		2022		2023		2022
Numerator:
Net income	$	53,951	$	61,994	$	71,685	$	97,894
Net income (loss)									$	15,419	$	53,951	$	(6,652)	$	71,685
Denominator:
Basic earnings per share weighted average shares		50,522		50,346		50,501		50,316		43,837		50,522		46,614		50,501
Dilutive effect of employee stock awards and warrants		44		379		136		411		382		44		—		136
Diluted earnings per share weighted average shares		50,566		50,725		50,637		50,727		44,219		50,566		46,614		50,637

Basic earnings per share	$	1.07	$	1.23	$	1.42	$	1.95
Diluted earnings per share	$	1.07	$	1.22	$	1.42	$	1.93
Basic earnings (loss) per share									$	0.35	$	1.07	$	(0.14)	$	1.42
Diluted earnings (loss) per share									$	0.35	$	1.07	$	(0.14)	$	1.42

~~(5)~~(6) Segment Reporting

The Company’s 2two reporting segments consist of the operations of (1) SkyWest Airlines and SWC (collectively, “SkyWest Airlines and SWC”) and (2) SkyWest Leasing activities.

The Company’s chief operating decision maker analyzes the profitability of operating new aircraft financed through the issuance of debt, including the Company’s E175 fleet, separately from the profitability of the Company’s capital deployed for ownership and financing of such aircraft. The SkyWest Airlines and SWC segment includes revenue earned under the applicable capacity purchase agreements attributed to operating such aircraft and the respective operating costs. The SkyWest Leasing segment includes applicable revenue earned under the applicable capacity purchase agreements attributed to the ownership of new aircraft acquired through the issuance of debt and the respective depreciation and interest expense of such aircraft. The SkyWest Leasing segment also includes the activity of leasing regional jet aircraft and spare engines to third parties. The SkyWest Leasing segment’s total assets and capital expenditures include new aircraft acquired through the issuance of debt and assets leased to third parties.

~~The following represents the Company’s segment data for the three-month periods ended June 30, 2022 and 2021 (in thousands):~~

Three months ended June 30, 2022

SkyWest

SkyWest


Airlines

Leasing

Consolidated
Operating revenues ⁽¹⁾

$
664,203

$
134,882

$
799,085
Operating expense

636,245

74,238

710,483
Depreciation and amortization expense

44,982

52,267

97,249
Interest expense

2,650

27,783

30,433
Segment profit ⁽²⁾

25,308

32,861

58,169
Total assets (as of June 30, 2022)

3,011,236

4,325,411

7,336,647
Capital expenditures (including non-cash)

20,010

181,168

201,178

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Three months ended June 30, 2021

SkyWest

SkyWest


Airlines

Leasing

Consolidated
Operating revenues ⁽¹⁾

$
527,595

$
129,395

$
656,990
Operating expense

477,188

64,779

541,967
Depreciation and amortization expense

53,151

56,744

109,895
Interest expense

6,219

27,721

33,940
Segment profit ⁽²⁾

44,188

36,895

81,083
Total assets (as of June 30, 2021)

3,089,404

3,902,359

6,991,763
Capital expenditures (including non-cash)

21,822

4,617

26,439

earned under the applicable capacity purchase agreements attributed to operating such aircraft and the respective operating costs and revenue and operating expenses attributed to charter flight services. The SkyWest Leasing segment includes applicable revenue earned under the applicable capacity purchase agreements attributed to the ownership of new aircraft acquired through the issuance of debt and the respective depreciation and interest expense of such aircraft. The SkyWest Leasing segment also includes the activity of leasing regional jet aircraft and spare engines to third parties and other activities. The SkyWest Leasing segment’s total assets and capital expenditures include new aircraft acquired through the issuance of debt and assets leased to third parties. Additionally, aircraft removed from SkyWest Airlines’ operations and held for sale are included in the SkyWest Leasing segment.

The following represents the Company’s segment data for the three-month periods ended June 30, 2023 and 2022 (in thousands):


	Three months ended June 30, 2023
	SkyWest Airlines		SkyWest
	and SWC		Leasing		Consolidated
Operating revenues ⁽¹⁾	$	586,476	$	139,167	$	725,643
Operating expense		624,490		69,293		693,783
Depreciation and amortization expense		37,966		59,203		97,169
Interest expense		4,695		29,023		33,718
Segment profit (loss) ⁽²⁾		(42,709)		40,851		(1,858)
Total assets (as of June 30, 2023)		2,570,050		4,545,724		7,115,774
Capital expenditures (including non-cash)		25,609		410		26,019


	Three months ended June 30, 2022
	SkyWest Airlines		SkyWest
	and SWC		Leasing		Consolidated
Operating revenues ⁽¹⁾	$	664,203	$	134,882	$	799,085
Operating expense		636,245		74,238		710,483
Depreciation and amortization expense		44,982		52,267		97,249
Interest expense		2,650		27,783		30,433
Segment profit ⁽²⁾		25,308		32,861		58,169
Total assets (as of June 30, 2022)		3,011,236		4,325,411		7,336,647
Capital expenditures (including non-cash)		20,010		181,168		201,178

(1)	Prorate revenue and airport customer service revenue are primarily reflected in the SkyWest Airlines and SWC segment.

(2)	Segment profit (loss) is equal to operating income less interest expense.

The following represents the Company’s segment data for the six-month periods ended June 30, ~~2022~~2023 and ~~2021~~2022 (in thousands):


	Six months ended June 30, 2022						Six months ended June 30, 2023
	SkyWest		SkyWest				SkyWest Airlines		SkyWest
	Airlines		Leasing		Consolidated		and SWC		Leasing		Consolidated
Operating revenues ⁽¹⁾	$	1,267,252	$	266,985	$	1,534,237	$	1,154,649	$	262,825	$	1,417,474
Operating expense		1,257,273		136,314		1,393,587		1,257,882		132,436		1,390,318
Depreciation and amortization expense		92,676		107,318		199,994		76,224		115,094		191,318
Interest expense		4,439		54,586		59,025		8,757		58,581		67,338
Segment profit ⁽²⁾		5,540		76,085		81,625
Total assets (as of June 30, 2022)		3,011,236		4,325,411		7,336,647
Segment profit (loss) ⁽²⁾								(111,990)		71,808		(40,182)
Total assets (as of June 30, 2023)								2,570,050		4,545,724		7,115,774
Capital expenditures (including non-cash)		52,706		276,057		328,763		46,720		87,220		133,940

Six months ended June 30, 2021

SkyWest

SkyWest


Airlines

Leasing

Consolidated
Operating revenues ⁽¹⁾

$
934,045

$
257,500

$
1,191,545
Operating expense

865,058

130,622

995,680
Depreciation and amortization expense

103,477

116,015

219,492
Interest expense

9,348

55,946

65,294
Segment profit ⁽²⁾

59,639

70,932

130,571
Total assets (as of June 30, 2021)

3,089,404

3,902,359

6,991,763
Capital expenditures (including non-cash)

57,028

26,919

83,947

Table of Contents


	Six months ended June 30, 2022
	SkyWest Airlines		SkyWest
	and SWC		Leasing		Consolidated
Operating revenues ⁽¹⁾	$	1,267,252	$	266,985	$	1,534,237
Operating expense		1,257,273		136,314		1,393,587
Depreciation and amortization expense		92,676		107,318		199,994
Interest expense		4,439		54,586		59,025
Segment profit ⁽²⁾		5,540		76,085		81,625
Total assets (as of June 30, 2022)		3,011,236		4,325,411		7,336,647
Capital expenditures (including non-cash)		52,706		276,057		328,763

(1)	Prorate revenue and airport customer service revenue are primarily reflected in the SkyWest Airlines and SWC segment.

(2)	Segment profit (loss) is equal to operating income less interest expense.

~~Table of Contents~~

~~(6) Assets Held for Sale~~

During the three months ended June 30, 2022, the Company committed to a formal plan to sell 4 CRJ-700 aircraft. The aircraft are expected to be disposed of via sale within the next 12 months. Accordingly, the Company determined the aircraft met the criteria to be classified as assets held for sale. The Company presented the $13.5 million of assets held for sale at the lower of their current carrying value or their fair market value less costs to sell and included the amount in “Other current assets” on the Company’s consolidated balance sheet. The fair values are based upon observable and unobservable inputs, including market trends and conditions. The assumptions used to determine the fair value of the assets held for sale are subject to inherent uncertainty and could produce a wide range of outcomes which the Company will continue to monitor in future periods as new information becomes available. Prior to the ultimate sale of the assets, subsequent changes in the estimate of the fair value of the assets held for sale will be recorded as a gain or loss with a corresponding adjustment to the assets’ carrying value. In connection with the classification of these assets as held for sale, the Company recorded an impairment loss of $15.2 million, which is included in “Other operating expenses” on the Company’s consolidated statements of comprehensive income and in the SkyWest Leasing segment.

(7) Leases, Commitments, Guarantees and Contingencies

The Company leases property and equipment under operating leases. For leases with durations longer than 12 months, the Company recorded the related operating lease right-of-use asset and operating lease liability at the present value of lease payments over the term. The Company used its incremental borrowing rate to discount the lease payments based on information available at lease commencement.

Aircraft

During the six months ended June 30, 2023, the Company acquired 32 CRJ aircraft under an early lease buyout arrangement with the lessor for $125.5 million. As of June 30, ~~2022,~~2023, excluding aircraft financed by the Company’s major airline partners that the Company operates for them under contract, the Company ~~was the lessee on 43~~leased 11 aircraft under long-term lease agreements with remaining terms ranging from ~~two years~~one year to ~~eight~~seven years.

Airport facilities

The Company has operating leases for facility space including airport terminals, office space, cargo warehouses and maintenance facilities. The Company generally leases this space from government agencies that control the use of the various airports. The remaining lease terms for facility space vary from one month to 3433 years. The Company’s operating leases with lease rates that are variable based on airport operating costs, use of the facilities or other variable factors are excluded from the Company’s right-of-use assets and operating lease liabilities in accordance with accounting guidance.

Leases

As of June 30, ~~2022,~~2023, the Company’s right-of-use assets were ~~$207.8~~$92.8 million, the Company’s current maturities of operating lease liabilities were ~~$75.6~~$18.7 million, and the Company’s noncurrent lease liabilities were ~~$134.6~~$73.9 million. During the six months ended June 30, ~~2022,~~2023, the Company paid ~~$35.0~~$17.9 million inunder operating leases reflected as a reduction from operating cash flows.

The table below presents lease related terms and discount rates as of June 30, ~~2022.~~2023:


	~~As of June 30, 2022~~
Weighted-average remaining lease term for operating leases	~~6.3~~9.7 years
Weighted-average discount rate for operating leases	~~6.0%~~6.1%

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The Company’s lease costs for the three and six months ended June 30, ~~2022~~2023 and ~~2021~~2022 included the following components (in thousands):

For the three months ended June 30,

For the six months ended June 30,


2022

2021

2022

2021
Operating lease cost

$
21,822

$
22,085

$
43,663

$
44,211
Variable and short-term lease cost

805

1,056

1,822

2,280
Sublease income

(1,845)

(1,493)

(3,648)

(2,829)
Total lease cost

$
20,782

$
21,648

$
41,837

$
43,662


	For the three months ended June 30,				For the six months ended June 30,
	2023		2022		2023		2022
Operating lease cost	$	7,857	$	21,822	$	32,805	$	43,663
Variable and short-term lease cost		534		805		1,337		1,822
Sublease income		(1,351)		(1,845)		(2,701)		(3,648)
Total lease cost	$	7,040	$	20,782	$	31,441	$	41,837

As of June 30, ~~2022,~~2023, the Company leased aircraft, airport facilities, office space and other property and equipment under non-cancelable operating leases, which are generally on a long-term, triple-net lease basis pursuant to which the Company pays taxes, maintenance, insurance and certain other operating expenses applicable to the leased property. The Company expects that, in the normal course of business, such operating leases that expire may be renewed or replaced by other leases, or the property may be purchased rather than leased. The following table summarizes future minimum rental payments ~~primarily related to leased aircraft~~ required under operating leases that had initial or remaining non-cancelable lease terms as of June 30, ~~2022~~2023 (in thousands):

July 2022 through December 2022

$
45,893
2023

76,189
2024

32,796
2025

17,570
2026

15,491
Thereafter

72,850

$
260,789


July 2023 through December 2023	$	9,846
2024		22,266
2025		17,188
2026		13,509
2027		12,316
Thereafter		54,344
Total future minimum operating lease payments	$	129,469

As of June 30, ~~2022,~~2023, the Company had a firm purchase commitment for 17four E175 aircraft from Embraer ~~S.A. (“Embraer”)~~ with anticipated delivery dates through ~~the first half of 2023.~~2025.

The following table summarizes the Company’s commitments and obligations as noted for each of the next five years and thereafter (in thousands):


	Total		Jul - Dec 2022		2023		2024		2025		2026		Thereafter		Total		Jul - Dec 2023		2024		2025		2026		2027		Thereafter
Operating lease payments for aircraft and facility obligations	$	260,789	$	45,893	$	76,189	$	32,796	$	17,570	$	15,491	$	72,850	$	129,469	$	9,846	$	22,266	$	17,188	$	13,509	$	12,316	$	54,344
Firm aircraft and spare engine commitments		471,924		425,905		46,019		—		—		—		—		127,337		72,670		26,896		27,771		—		—		—
Interest commitments ⁽¹⁾		496,915		62,331		111,522		93,886		75,297		57,720		96,159		515,372		64,590		115,322		95,225		75,663		54,039		110,533
Principal maturities on long-term debt		3,320,191		219,437		436,307		432,701		500,677		455,898		1,275,171		3,212,622		223,985		444,898		529,506		507,629		461,083		1,045,521
Total commitments and obligations	$	4,549,819	$	753,566	$	670,037	$	559,383	$	593,544	$	529,109	$	1,444,180	$	3,984,800	$	371,091	$	609,382	$	669,690	$	596,801	$	527,438	$	1,210,398

(1)	At June 30, ~~2022,~~2023, the Company’s long-term debt had fixed interest rates.

Guarantees

~~During the three months ended June 30,~~In 2022, the Company agreed to guarantee ~~$17.0~~$19.8 million of debt for a 14 CFR Part 135 air carrier. The debt is secured by the Part 135 air carrier’s aircraft and engines and has a five-year term. The purpose of the arrangement is to increase the potential number of commercial pilots in the Company’s hiring pipeline. In exchange for providing the guarantee, the Company received 6.5% of the guaranteed amount as consideration, payable in common stock of the Part 135 air carrier, which will be recorded in “Other income, net” on the Company’s consolidated statements of comprehensive income over the term of the guarantee. The Company also recorded the estimated credit loss associated with the guarantee in “Other long-term liabilities” on the Company’s consolidated balance sheet based on publicly

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~~consolidated balance sheet based on publicly~~ available historical default rates issued by a third party for companies with similar credit ratings, factoring the collateral and guarantee term.

(8) Fair Value Measurements

The Company holds certain assets that are required to be measured at fair value in accordance with GAAP. The Company determined the fair value of these assets based on the following three levels of inputs:

As of June 30, ~~2022,~~2023, and December 31, ~~2021,~~2022, the Company held certain assets that are required to be measured at fair value on a recurring basis. The Company’s assets measured at fair value on a recurring basis are summarized below (in thousands):


	Fair Value Measurements as of June 30, 2022								Fair Value Measurements as of June 30, 2023
	Total		Level 1		Level 2		Level 3		Total		Level 1		Level 2		Level 3
Marketable Securities
Bonds and bond funds	$	484,794	$	—	$	484,794	$	—	$	525,707	$	—	$	525,707	$	—
Commercial paper		393,814		—		393,814		—		222,209		—		222,209		—
	$	878,608	$	—	$	878,608	$	—	$	747,916	$	—	$	747,916	$	—
Investments in Other Companies		19,524		6,200		—		13,324		29,251		10,480		—		18,771
Cash and Cash Equivalents		96,071		96,071		—		—		114,433		114,433		—		—
Total Assets Measured at Fair Value	$	994,203	$	102,271	$	878,608	$	13,324	$	891,600	$	124,913	$	747,916	$	18,771


	Fair Value Measurements as of December 31, 2021								Fair Value Measurements as of December 31, 2022
	Total		Level 1		Level 2		Level 3		Total		Level 1		Level 2		Level 3
Marketable Securities
Bonds and bond funds	$	54,673	$	—	$	54,673	$	—	$	624,254	$	—	$	624,254	$	—
Commercial paper		547,316		—		547,316		—		319,977		—		319,977		—
	$	601,989	$	—	$	601,989	$	—	$	944,231	$	—	$	944,231	$	—
Investments in Other Companies										21,380		7,200		—		14,180
Cash and Cash Equivalents		258,421		258,421		—		—		102,984		102,984		—		—
Total Assets Measured at Fair Value	$	860,410	$	258,421	$	601,989	$	—	$	1,068,595	$	110,184	$	944,231	$	14,180

The Company’s “marketable securities” classified as Level 2 securities primarily utilize broker quotes in a non-active market for valuation of these securities. See Note 10 ~~“Investment~~“Investments in Other Companies” regarding the Company’s investment in other companies, ~~during~~for the ~~three~~six months ended June 30, ~~2022.~~2023.

The Company did not make any significant transfers of securities between Level 1, Level 2 and Level 3 during the six months ended June 30, ~~2022.~~2023. The Company’s policy regarding the recording of transfers between levels is to record any such transfers at the end of the reporting period.

As of June 30, ~~2022,~~2023, and December 31, ~~2021,~~2022, the Company classified ~~$878.6~~$747.9 million and ~~$602.0~~$944.2 million of marketable securities, respectively, as short-term ~~since~~because it had the intent to maintain a liquid portfolio and the ability to redeem the securities within one year. As of June 30, ~~2022,~~2023, and December 31, ~~2021,~~2022, the cost of the Company’s ~~total cash and cash equivalents and~~ marketable securities was ~~$977.2~~$749.0 million and ~~$860.4~~$949.3 million, respectively.

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As of June 30, 2023, the Company had $56.7 million in held-for-sale assets included in “Other current assets” on the Company’s consolidated balance sheet related to 14 CRJ700 aircraft. The fair values were based upon observable and unobservable inputs, including a third-party valuation, market trends and conditions of the airframes and engines, considered Level 3 within the fair value hierarchy. The assumptions used to determine the fair value of the assets held for sale are subject to inherent uncertainty and could produce a wide range of outcomes, which the Company will continue to monitor in future periods as new information becomes available. The Company did not record a gain or loss associated with its assets held for sale during the six months ended June 30, 2023.

(9) Long-term Debt

Long-term debt consisted of the following as of June 30, ~~2022,~~2023, and December 31, ~~2021~~2022 (in thousands):


		June 30, 2022		December 31, 2021		June 30, 2023		December 31, 2022
Current portion of long-term debt	$	428,798	$	395,371	$	445,946	$	442,360
Current portion of unamortized debt issue cost, net		(3,800)		(3,573)		(3,791)		(3,858)
Current portion of long-term debt, net of debt issue costs	$	424,998	$	391,798	$	442,155	$	438,502

Long-term debt, net of current maturities	$	2,891,393	$	2,745,567	$	2,766,676	$	2,966,951
Long-term portion of unamortized debt issue cost, net		(26,910)		(28,147)		(22,872)		(25,179)
Long-term debt, net of current maturities and debt issue costs	$	2,864,483	$	2,717,420	$	2,743,804	$	2,941,772

Total long-term debt (including current portion)	$	3,320,191	$	3,140,938	$	3,212,622	$	3,409,311
Total unamortized debt issue cost, net		(30,710)		(31,720)		(26,663)		(29,037)
Total long-term debt, net of debt issue costs	$	3,289,481	$	3,109,218	$	3,185,959	$	3,380,274

As of June 30, 2023, the Company had $3.2 billion of total long-term debt, which consisted of $3.0 billion of debt used to finance aircraft and spare engines and $200.6 million of unsecured debt payable to U.S. Treasury. The average effective interest rate on the Company’s debt was approximately 4.1% at June 30, 2023.

During ~~the~~ six months ended June 30, ~~2022,~~2023, the Company ~~took delivery of 12 new E175 aircraft that the Company financed through $248.9 million of long-term debt.~~ executed a promissory note for $25.0 million. The ~~debt associated with the E175 aircraft~~promissory note has an eight-year~~5-year~~ to ~~12-year~~ ~~terms,~~ term, is due in monthly ~~or quarterly~~ installments, has a fixed annual interest rate of 5.6% and is secured by ~~the E175 aircraft.~~spare engines.

~~During the six months ended~~As of June 30, 2023 and December 31, 2022, the Company ~~executed promissory notes for $127.9 million. The promissory notes have~~ ~~three- to four-year terms, are due in monthly installments with fixed annual interest rates of 3.6% to 4.7%~~had $59.6 million and ~~are secured by spare engines.~~

~~As of both June 30, 2022, and December 31, 2021, the Company had $61.4~~$59.2 million, respectively, in letters of credit and surety bonds outstanding with various banks and surety institutions.

As of June 30, ~~2022,~~2023, SkyWest Airlines had a ~~$100~~$100.0 million line of ~~credit with an expiration date of March 25, 2025.~~credit. The line of credit includes minimum liquidity and profitability covenants and is secured by certain assets. As of June 30, ~~2022,~~2023, SkyWest Airlines had ~~0 amount~~no amounts outstanding under the facility. However, at June 30, ~~2022,~~2023, SkyWest Airlines had ~~$31.4~~$29.9 million in letters of credit issued under the facility, which reduced the amount available under the facility to ~~$68.6~~$70.1 million. The line of credit expires March 25, 2025 and has a variable interest rate of 3.5% plus the one month SOFR rate.

The Company’s debt agreements are not traded on an active market and are recorded at carrying value on the Company’s consolidated balance sheet. The fair value of the Company’s long-term debt is estimated based on current rates offered to the Company for similar debt. Debt is primarily classified as Level 2 within the fair value hierarchy. The carrying value and fair value of the Company’s long-term debt as of June 30, ~~2022~~2023 and December 31, 2022, were as follows (in thousands):

June 30, 2022

December 31, 2021
Carrying value
$
3,320,191

$
3,140,938
Fair value
$
3,205,455

$
3,132,072

~~(10) Investment in Other Companies~~


	June 30, 2023		December 31, 2022
Carrying value	$	3,212,622	$	3,409,311
Fair value	$	3,103,757	$	3,264,704

During 2019, the Company created a joint venture with Regional One, Inc. (“Regional One”) by investing $22.3 million for a 75% ownership interest in Aero Engines, LLC. (“Aero Engines”). The Company invested an additional $1.0 million into Aero Engines in 2020 and $3.3 million during the first quarter of 2022 and retained a 75% ownership interest. The primary purpose of Aero Engines is to lease engines to third parties. Aero Engines requires unanimous approval from the Company and Regional One for its engine purchases, dispositions, lease agreements with third parties and all other material transactions. The Company determined Aero Engines is a variable interest entity as the Company has a 75% ownership interest in Aero Engines and all material decisions require unanimous approval from the Company and Regional One, resulting in disproportionate ownership rights relative to voting rights. As unanimous approval is

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~~required~~(10) Investments in Other Companies

Equity Method Investment

During 2019, the Company created a joint venture with Regional One, Inc. and, as of June 30, 2023, has invested a total of $26.6 million for ~~all Aero Engines’ material activities.~~an ownership interest in Aero Engines, ~~has no~~LLC. (“Aero Engines”). The primary ~~beneficiary.~~purpose of Aero Engines is to lease engines to third parties. The Company accounts for its investment in Aero Engines under the equity method. The Company’s exposure in its investment in Aero Engines primarily consists of the Company’s portion of income or loss from Aero Engines’ engine lease agreements with third parties and the Company’s ownership percentage in Aero Engines’ engines book value. Aero Engines had 0no debt outstanding as of June 30, ~~2022.~~2023. As of June 30, ~~2022,~~2023, the Company’s investment balance in Aero Engines was ~~$24.3 million. The Company’s investment in Aero Engines~~$24.9 million and has been recorded in “Other Assets” on the Company’s consolidated balance sheet. The Company’s portion of ~~earnings~~loss generated by Aero Engines for the six months ended June 30, ~~2022,~~2023, was ~~$0.8~~$0.1 million, which is recorded in “Other income, net” on the Company’s consolidated statements of comprehensive income.

Fair Value Method Investments

In 2021, the Company entered into a strategic partnership with Eve UAM, LLC (“Eve UAM”), to develop a network of deployment for Eve UAM’s electric vertical takeoff and landing ~~(“eVTOL”) aircraft. The Company signed a non-binding letter of intent to purchase 100 eVTOL~~(eVTOL) aircraft.

~~During the quarter ended June 30,~~In 2022, the Company acquired 1,000,000 ~~Class A~~shares of common ~~shares~~stock of Eve Holding, Inc. (“Eve”) and a warrant giving the Company the right to acquire 1,500,000 ~~Class A~~shares of common ~~shares~~stock of Eve at an exercise price of $0.01 per share. The Company also received a put option from an Eve shareholder for the 1,000,000 ~~Class A~~ shares of common stock of Eve payable in aircraft parts credits. The intent of the put option ~~reduces~~is to reduce the Company’s investment risk in Eve. The warrant expires in May 2032, and the put option expires in December 2031. The Company acquired the shares of common ~~shares,~~stock, warrant and put option (collectively the “Eve Investments”) for $10.0 million. The Company evaluated the Eve Investments under ~~ASC~~Accounting Standard Codification (“ASC”) Topic 321, ~~– Investments~~“Investments – Equity ~~Securities~~Securities” and ASC Topic 815, ~~– Derivatives~~“Derivatives and Hedging,” and recorded the Eve Investments based on their pro rata share of the consideration paid using the fair value of the Eve Investments on the acquisition date, with subsequent changes in the fair value reported in earnings. The shares of common ~~shares~~stock of Eve are classified as Level 1 within the fair value hierarchy as Eve stock is actively traded on the New York Stock Exchange, and the value is determined using quoted market prices for the equity security. The warrant and put option are classified as Level 3 within the fair value hierarchy, and the Company used the Black Scholes Option Pricing Model to determine the estimated fair market value of the warrant and put option, including an expected volatility of ~~49%~~50%, which is a significant unobservable input that was derived from historical volatility of comparable companies.

The table below shows the reconciliation of the Level 3 warrant and put option Eve Investments (in thousands):

Balance at March 31, 2022

$
—
Purchases

6,551
Unrealized gains

6,773
Balance at June 30, 2022

$
13,324


Level 3 Investments:
Balance at December 31, 2022	$	14,180
Purchases		—
Unrealized gains		4,591
Balance at June 30, 2023	$	18,771

The Company recognized an unrealized ~~gain~~gains of ~~$9.5~~$7.9 million in “Other income, net” on the Company’s consolidated statements of comprehensive income for the six months ended June 30, ~~2022,~~2023, related to the Eve Investments. As of June 30, ~~2022,~~2023, the fair value of the Eve Investments was ~~$19.5~~$29.3 million and was recorded in “Other Assets” on the Company’s consolidated balance sheet.

(11) Income Taxes

The Company’s effective tax rate for the ~~three~~six months ended June 30, ~~2022~~2023 was ~~25.8%~~21.6%. The Company’s effective tax rate for the ~~three~~six months ended June 30, ~~2022~~2023 varied from the federal statutory rate of 21.0% primarily due to the impact of non-deductible expenses and a discrete tax expense on employee equity transactions that occurred during the six months ended June 30, 2023, partially offset by the provision for state income ~~taxes and the impact~~taxes.

Table of ~~non-deductible expenses.~~Contents

The Company’s effective tax rate for the six months ended June 30, 2022 was 26.5%. The Company’s effective tax rate for the six months ended June 30, 2022 varied from the federal statutory rate of 21.0% primarily due to the provision for state income taxes, the impact of non-deductible expenses and a discrete tax expense on employee equity transactions that occurred during the six months ended June 30, 2022.

The Company’s effective tax rate for the three and six months ended June 30, 2021 was 23.8% and 25.5%, respectively. The Company’s effective tax rate for the three and six months ended June 30, 2021 varied from the federal statutory rate of 21.0% primarily due to the provision for state income taxes and the impact of non-deductible expenses.

~~Table of Contents~~

(12) Legal Matters

The Company is subject to certain legal actions which it considers routine to its business activities. As of June 30, ~~2022,~~2023, the Company’s management believed, after consultation with legal counsel, that the ultimate outcome of such legal matters was not likely to have a material adverse effect on the Company’s financial position, liquidity or results of operations.

Table of Contents

ITEM 2: MANAGEMENT’S DISCUSSION AND ANALYSIS OF FINANCIAL CONDITION AND RESULTS OF OPERATIONS

The following discussion and analysis presents factors that had a material effect on the results of operations of SkyWest, Inc. (“SkyWest” “we” or “us”) during the three- and six-month periods ended June 30, ~~2022~~2023 and ~~2021.~~2022. Also discussed is our financial condition as of June 30, ~~2022,~~2023, and December 31, ~~2021.~~2022. You should read this discussion in conjunction with our condensed consolidated financial statements for the three and six months ended June 30, ~~2022,~~2023, including the notes thereto, appearing elsewhere in this Report. This discussion and analysis contains forward-looking statements. Please refer to the section of this Report entitled “Cautionary Statement Concerning Forward-Looking Statements” for discussion of uncertainties, risks and assumptions associated with these statements.

Cautionary Statement Concerning Forward-Looking Statements

Certain of the statements contained in this Report should be considered “forward-looking statements” within the meaning of the Private Securities Litigation Reform Act of 1995. These forward-looking statements may be identified by words such as “may,” “will,” “expect,” “intend,” “anticipate,” “believe,” “estimate,” “plan,” “project,” “could,” “should,” “hope,” “likely,” and “continue” and similar terms used in connection with statements regarding our outlook, anticipated operations, the revenue environment, our contractual relationships, and our anticipated financial performance. These statements include, but are not limited to, statements ~~regarding~~about the continued demand for our product, the impact of the COVID-19 pandemic, economic conditions and the captain shortage on ~~our~~SkyWest’s business, financial condition and results of operations, ~~and financial condition~~the scheduled aircraft deliveries for SkyWest in upcoming periods and the ~~impact~~related execution of ~~any measures, including travel restrictions, taken~~SkyWest’s fleet transition strategy and expected timing thereof, expected production levels in future periods and associated staffing challenges, pilot attrition trends, SkyWest’s coordination with United Airlines, Inc. (“United”), Delta Air Lines, Inc. (“Delta”), American Airlines, Inc. (“American”) and Alaska Airlines, Inc. (“Alaska”) (each, a “major airline partner” and together, “major airline partners”) to ~~mitigate~~optimize the ~~effect~~delivery of aircraft under previously announced agreements, the ~~pandemic, our future growth~~expected terms, timing and ~~development~~benefits related to SkyWest’s leasing and joint venture transactions, SkyWest’s plans ~~including our~~to operate public charter service to underserved communities in the United States and the expected timing thereof, as well as SkyWest’s future financial and operating results, ~~our~~ plans, objectives, expectations, estimates, intentions and ~~intentions~~outlook, and other statements that are not historical facts. ~~Readers should keep~~All forward-looking statements included in ~~mind that all forward-looking statements~~this Report are made as of the date hereof and are based on ~~our existing beliefs about present~~information available to SkyWest as of such date. SkyWest assumes no obligation to update any forward-looking statements unless required by law. Readers should note that many factors could affect the future operating and ~~future events outside~~financial results of ~~our control~~SkyWest and ~~on assumptions that may prove~~could cause actual results to ~~be incorrect. If one or more risks identified~~vary materially from those expressed in forward-looking statements set forth in this ~~Report materializes,~~Report. These factors include, but are not limited to, uncertainty regarding the COVID-19 pandemic and other potential future outbreaks of infectious diseases or ~~any~~ other ~~underlying assumption proves incorrect,~~health concerns, and the consequences of such outbreaks to the travel industry and our ~~actual~~major partners in general and the financial condition and operating results of SkyWest in particular, the prospects of entering into agreements with existing or other carriers to fly new aircraft, ongoing negotiations between SkyWest and its major partners regarding their contractual obligations, uncertainties regarding operation of new aircraft, the ability to attract and retain qualified pilots, including captains, and related staffing challenges, the impact of regulatory issues such as pilot rest rules and qualification requirements, and the ability to obtain aircraft financing.

Actual operational and financial results of SkyWest will likely also vary, and may vary materially, from those anticipated, estimated, projected or ~~intended~~expected for a number of other reasons, including, but not limited to: the uncertainty of the duration, scope and impact of COVID-19; a further spread or worsening of COVID-19 or other potential future outbreaks of infectious diseases or other health concerns; the consequences of the COVID-19 pandemicin addition to ~~global economic conditions, the travel industry and our major airline partners in general and our financial condition and results of operations in particular;~~those identified above: the challenges of competing successfully in a highly competitive and rapidly changing industry; developments associated with fluctuations in the economy and the demand for air travel, including ~~as a result of~~related to the COVID-19 pandemic, inflationary pressures, and ~~due to inflationary pressures;~~related decreases in customer demand and spending; the financial stability of ~~United Airlines, Inc. (“United”), Delta Air Lines, Inc. (“Delta”), American Airlines, Inc. (“American”) and Alaska Airlines, Inc. (“Alaska”) (each, a “major~~SkyWest’s major airline ~~partner”)~~partners and any potential impact of their financial condition on ~~our operations;~~the operations of SkyWest; fluctuations in flight schedules, which are determined by the major airline partners for whom SkyWest conducts flight operations; variations in market and economic conditions; significant aircraft lease and debt commitments; ~~realization~~estimated useful life of ~~manufacturer residual value guarantees on applicable SkyWest aircraft;~~long-lived assets, residual aircraft values and related impairment charges; labor relations and costs and labor shortages; the impact of global ~~instability, including the ongoing military conflict between Russia and the Ukraine; labor relations and costs; potential fluctuations in~~instability; rapidly fluctuating fuel costs and potential fuel shortages; the impact of weather-related or other natural disasters on air travel and airline costs; ~~new~~ aircraft deliveries; uncertainty regarding ongoing hostility between Russia and the ~~ability to attract~~Ukraine and ~~retain qualified pilots,~~the related impacts on macroeconomic conditions and on the international operations of any of our major airline partners as a result of such conflict; the existing global COVID-19 pandemic and the outbreak of any other disease or similar public health threat that affects travel demand or travel behavior; as well as

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the other factors identified under the heading “Risk Factors” in Part I, Item 1A of our Annual Report on Form 10-K for the year ended December 31, ~~2021,~~2022, under the heading “Risk Factors” in Part II, Item 1A of this Report, elsewhere in this Report, in our other filings with the Securities and Exchange Commission (the “SEC”) and other unanticipated factors.

There may be other factors that may affect matters discussed in forward-looking statements set forth in this Report, which factors may also cause actual results to differ materially from those discussed. ~~Additionally, the risks, uncertainties and other factors set forth above or otherwise referred to in the reports that we have filed with the SEC may~~

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~~be further amplified by the global impact of the COVID-19 pandemic.~~ We assume no obligation to publicly update any forward-looking statement to reflect actual results, changes in assumptions or changes in other factors affecting these statements other than as required by applicable law.

Overview

We have the largest regional airline operation in the United States through our operating subsidiary SkyWest Airlines, Inc. (“SkyWest Airlines”). As of June 30, ~~2022,~~2023, we offered scheduled passenger and air freight service with approximately ~~2,200~~1,930 total daily departures to destinations in the United States, Canada and Mexico. Our fleet of Embraer E175 regional jet aircraft (“E175”), Canadair CRJ900 regional jet aircraft (“CRJ900”) and Canadair CRJ700 regional jet aircraft (“CRJ700”) have a multiple-class seat configuration, whereas our Canadair CRJ200 regional jet aircraft (“CRJ200”) aircraft have a single-class seat configuration. As of June 30, ~~2022,~~2023, we had ~~638~~616 total aircraft in our fleet, including ~~521~~492 aircraft in scheduled service or under contract under our code-share agreements, summarized as follows:


	E175	CRJ900	CRJ700	CRJ200	Total	E175	CRJ900	CRJ700	CRJ200	Total
United	90	—	19	111	220	90	—	19	89	198
Delta	73	44	5	29	151	83	41	6	17	147
American	18	—	90	—	108	20	—	85	—	105
Alaska	42	—	—	—	42	42	—	—	—	42
Aircraft in scheduled service or under contract	223	44	114	140	521	235	41	110	106	492
SWC						—	—	—	9	9
Leased to third parties	—	5	35	—	40	—	5	35	—	40
Other*	—	—	18	59	77	—	3	22	50	75
Total Fleet	223	49	167	199	638	235	49	167	165	616

* As of June 30, 2022, other aircraft included: supplemental spare aircraft supporting our code-share agreements that may be used in future code-share or leasing arrangements, aircraft transitioning between code-share agreements with our major airline partners, aircraft held-for-sale, or aircraft that are scheduled to be disassembled for use as spare parts.

As of June 30, 2023, other aircraft included: supplemental spare aircraft supporting our code-share agreements that may be used in future code-share or leasing arrangements, aircraft transitioning between code-share agreements with our major airline partners, aircraft held-for-sale or aircraft that are scheduled to be disassembled for use as spare parts.

Our business model is based on providing scheduled regional airline service under code-share agreements (commercial ~~agreements, typically in the form of capacity purchase agreements or prorate~~ agreements between airlines that, among other things, allow one airline to use another airline’s flight designator codes on its flights) with our major airline partners. Our success is principally ~~dependent~~centered on our ability to meet the needs of our major airline partners by providing a reliable and safe operation at attractive economics. From June 30, ~~2021,~~2022, to June 30, ~~2022,~~2023, we made ~~several~~ changes to our fleet count under our flying agreements, ~~primarily consisting of~~including the addition of 3013 new E175 ~~aircraft and 10 used CRJ700~~ aircraft.

We anticipate our fleet will continue to evolve, as we are scheduled to add ~~two new E175 aircraft with American in the third quarter~~a total of ~~2022, 14~~three new E175 aircraft with Delta ~~by the end of 2022,~~in 2023 and 2024 and one new E175 aircraft with Alaska ~~by the first half~~in 2025. Timing of ~~2023. We also anticipate adding 11 used CRJ700 aircraft with American by the end of 2023. Anticipated delivery and in-service dates~~these anticipated deliveries may be subject to change as we are coordinating ~~timing~~ with our major airline ~~partners.~~partners in response to labor availability or other factors. Our primary objective in the fleet changes is to improve our profitability by adding new E175 aircraft and used CRJ aircraft to capacity purchase agreements, and potentially removing older aircraft from service that typically require higher maintenance costs.

As of June 30, ~~2022,~~2023, approximately ~~42.2%~~40.3% of our aircraft in scheduled service or under contract were operated for United, approximately ~~29.0%~~29.9% were operated for Delta, approximately ~~20.7%~~21.3% were operated for American and approximately ~~8.1%~~8.5% were operated for Alaska.

Historically, multiple contractual relationships with major airlines have enabled us to reduce our reliance on any single major airline code and to enhance and stabilize operating results through a mix of fixed-fee arrangements (referred

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to as “capacity ~~purchase agreements”)~~purchase” agreements) and revenue-sharing arrangements (referred to as “prorate” agreements). For the six months ended June 30, ~~2022,~~2023, capacity purchase revenue and prorate revenue represented approximately 88.3% and 11.7%, respectively, of our total flying agreements revenue. On ~~contract~~capacity purchase routes, the major airline partner controls scheduling, ticketing, pricing and seat inventories and we are compensated by the major airline partner at contracted rates based on completed block hours (measured from takeoff to landing, including taxi time), flight departures, the

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number of aircraft under contract and other operating measures. On prorate routes, we have more control over scheduling, pricing and seat inventories, and we share passenger fares with our major airline partners according to prorate formulas. Our prorate revenue and profitability may fluctuate based on ticket prices and passenger loads, and we are responsible for the operating costs of the prorate flights, including fuel and airport costs.

Second Quarter Summary

We had total operating revenues of $725.6 million for the three months ended June 30, 2023, a 9.2% decrease compared to total operating revenues of $799.1 million for the three months ended June 30, ~~2022, a 21.6% increase compared to total operating revenues~~2022. We had net income of ~~$657.0~~$15.4 million, or $0.35 per diluted share, for the three months ended June 30, ~~2021. We had~~2023, compared to net income of $54.0 million, or $1.07 per diluted share, for the three months ended June 30, ~~2022, compared to net income of $62.0 million, or $1.22 per diluted share, for the three months ended June 30, 2021.~~2022. The significant items affecting our revenue and operating expenses during the three months ended June 30, ~~2022,~~2023, are outlined below:

Revenue

The number of aircraft we have in scheduled service or under contract pursuant to our code-share agreements and the number of block hours we incur on our flights are primary drivers of our flying agreements revenue under our capacity purchase agreements. The number of flights we operate and the corresponding number of passengers we carry are the primary drivers of our revenue under our prorate flying agreements. ~~As a result of higher passenger demand, the~~The number of aircraft we ~~operated increased~~have in scheduled service or under contract under code-share agreements decreased from ~~478 as of June 30, 2021 to~~ 521 as of June 30, ~~2022;~~2022 to 492 as of June 30, 2023; and the number of block hours ~~increased~~decreased from ~~324,045 for the three months ended June 30, 2021 to~~ 334,753 for the three months ended June 30, 2022 ~~or by 3.3%; and the number of passengers we carried increased from 9.3 million~~to 282,617 for the three months ended June 30, ~~2021~~2023, or by 15.6%, due to ~~11.1~~a reduction in scheduled daily utilization of our aircraft primarily caused by pilot availability constraints.

Our capacity purchase revenue decreased $60.9 million, ~~for~~or 9.0%, from the three months ended June 30, 2022 ~~or by 19.6%.~~

~~As a result of additional aircraft operating under our capacity purchase agreements for~~to the three months ended June 30, ~~2022,~~2023, primarily as ~~compared~~a result of a reduction in completed block hours for the comparable periods and amendments to ~~three months ended~~certain capacity purchase agreements since June 30, ~~2021, our capacity purchase~~2022 that resulted in deferring the recognition of revenue ~~increased $149.3 million, or 28.2%. Additionally,~~on fixed monthly payments we ~~provided temporary rate reductions to our major airline partners under our capacity purchase agreements~~received during the three months ended June 30, 2021, in response to the COVID-19 demand reduction experienced by our major airline partners in 2021. We did not provide our major airline partners temporary rate reductions during the three months ended June 30, 2022.2023. As a result of fewer ~~aircraft operating~~departures under our prorate agreements and fewer passengers carried on our prorate routes, our prorate revenue decreased ~~$8.5~~$12.5 million, or ~~8.2%~~13.2%, for the three months ended June 30, ~~2022,~~2023, as compared to the three months ended June 30, ~~2021.~~2022.

Operating Expenses

Our total operating expenses ~~increased $168.5~~decreased $16.7 million, or ~~31.1%~~2.4%, for the three months ended June 30, ~~2022,~~2023, compared to the three months ended June 30, ~~2021.~~2022. The ~~increase~~decrease in operating expenses was primarily due to ~~$114.1 million~~decreases in ~~payroll support program grants received from U.S. Treasury reflected~~operating costs as a result of lower production, offset by an ~~offset to operating expenses~~increase in salaries, wages and benefits for the three months ended June 30, ~~2021 and an increase in the number of flights we operated for the three months ended June 30, 2022, as~~2023, compared to the three months ended June 30, ~~2021.~~2022. Departures ~~increased~~decreased from ~~185,498 for the three months ended June 30, 2021 to~~ 199,678 for the three months ended June 30, 2022 to 173,837 for the three months ended June 30, 2023, or by ~~7.6%~~12.9%. Additional details regarding the increase in our operating expenses are described in the section of this Report entitled “Results of Operations.”

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Fleet Activity

The following table summarizes our fleet scheduled for service or under contract as of:

Aircraft in Service or Under Contract

June 30, 2022

December 31, 2021

June 30, 2021
E175s

223

211

193
CRJ900s

44

44

40
CRJ700s

114

114

104
CRJ200s

140

140

141
Total

521

509

478

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Aircraft in Service or Under Contract	June 30, 2023	December 31, 2022	June 30, 2022
E175s	235	236	223
CRJ900s	41	41	44
CRJ700s	110	104	114
CRJ200s	106	136	140
Total	492	517	521

Critical Accounting Policies and Estimates

Our significant accounting policies are summarized in Note 1 to our consolidated financial statements for the year ended December 31, ~~2021~~2022, and Item 7, “Management’s Discussion and Analysis of Financial Condition and Results of Operations,” which are presented in our Annual Report on Form 10-K for the year ended December 31, ~~2021.~~2022. Critical accounting policies are those policies that are most important to the preparation of our consolidated financial statements and require management’s subjective and complex judgments due to the need to make estimates about the effect of matters that are inherently uncertain. Our critical accounting policies relate to revenue recognition, long-lived assets, and income tax. The application of these accounting policies involves the exercise of judgment and the use of assumptions as to future uncertainties and, as a result, actual results will likely differ, and may differ materially, from such estimates. There have been no significant changes in our critical accounting estimates during the six months ended June 30, ~~2022.~~2023.

Results of Operations

Three Months Ended June 30, ~~2022~~2023 and ~~2021~~2022

Operational Statistics

The following table sets forth our major operational statistics and the associated percentage changes for the periods identified below. The ~~increase~~decrease in block hours, departures and passengers carried during the three months ended June 30, ~~2022,~~2023, compared to the three months ended June 30, ~~2021,~~2022, was primarily due to ~~additional E175 aircraft operating under our capacity purchase agreements and~~labor constraints, including the ~~continued demand recovery from reduced flight schedules in 2021 resulting from~~number of available captains during the ~~COVID-19 pandemic.~~three months ended June 30, 2023, compared to the three months ended June 30, 2022.


	For the three months ended June 30,						For the three months ended June 30,
Block hours by aircraft type:	2022		2021		% Change		2023		2022		% Change
E175s	165,224		149,226		10.7	%	168,416		165,224		1.9	%
CRJ900s	27,479		29,713		(7.5)	%	19,698		27,479		(28.3)	%
CRJ700s	72,120		73,380		(1.7)	%	50,094		72,120		(30.5)	%
CRJ200s	69,930		71,726		(2.5)	%	44,409		69,930		(36.5)	%
Total block hours	334,753		324,045		3.3	%	282,617		334,753		(15.6)	%


Departures	199,678		185,498		7.6	%	173,837		199,678		(12.9)	%
Passengers carried	11,124,468		9,301,873		19.6	%	9,887,779		11,124,468		(11.1)	%
Passenger load factor	86.0	%	76.4	%	9.6	pts	85.5	%	86.0	%	(0.5)	pts
Average passenger trip length (miles)	491		533		(7.9)	%	451		491		(8.1)	%

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Operating Revenues

The following table summarizes our operating revenue for the periods indicated (dollar amounts in thousands):


	For the three months ended June 30,								For the three months ended June 30,
	2022		2021		$ Change		% Change		2023		2022		$ Change		% Change
Flying agreements	$	773,774	$	632,967	$	140,807	22.2	%	$	700,394	$	773,774	$	(73,380)	(9.5)	%
Lease, airport services and other		25,311		24,023		1,288	5.4	%		25,249		25,311		(62)	(0.2)	%
Total operating revenues	$	799,085	$	656,990	$	142,095	21.6	%	$	725,643	$	799,085	$	(73,442)	(9.2)	%

Flying agreements revenue primarily consists of revenue earned on flights we operate under our capacity purchase agreements and prorate agreements with our major airline partners. Lease, airport services and other revenues consist of revenue earned from leasing aircraft and spare engines to third parties, separate from our capacity purchase agreements, and providing airport counter, gate and ramp services.

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We disaggregate our flying agreements revenue into the following categories (dollar amounts in thousands):


	For the three months ended June 30,								For the three months ended June 30,
	2022		2021		$ Change		% Change		2023		2022		$ Change		% Change
Capacity purchase agreements revenue: flight operations	$	387,456	$	273,176	$	114,280	41.8	%
Capacity purchase agreements revenue: aircraft lease and fixed revenue		291,585		256,559		35,026	13.7	%
Capacity purchase agreements flight operations revenue									$	499,142	$	549,539	$	(50,397)	(9.2)	%
Capacity purchase agreements aircraft lease revenue										119,026		129,502		(10,476)	(8.1)	%
Prorate agreements revenue		94,733		103,232		(8,499)	(8.2)	%		82,226		94,733		(12,507)	(13.2)	%
Flying agreements revenue	$	773,774	$	632,967	$	140,807	22.2	%	$	700,394	$	773,774	$	(73,380)	(9.5)	%

The ~~increase~~decrease in “Capacity purchase agreements revenue: flight operations” of ~~$114.3~~$50.4 million, or 9.2%, was primarily due to an increase in ~~the number of aircraft we operated~~deferred revenue related to fixed monthly payments for flight operations received under our capacity purchase agreements ~~with our major airline partners during~~for the three months ended June 30, ~~2022,~~2023, compared to the three months ended June 30, 2021. From June 30, 2021, to June 30, 2022, we added 53 aircraft under capacity purchase agreements. Our completed departures increased 7.6% and completed block hours increased 3.3% during the three months ended June 30, 2022, compared to the three months ended June 30, 2021. Additionally, we provided temporary rate reductions to our major airline partners under our capacity purchase agreements during the three months ended June 30, 2021, in response to the COVID-19 demand reduction experienced by our major airline partners in 2021. We did not provide our major airline partners temporary rate reductions during the three months ended June 30, 2022.

The increase in “Capacity purchase agreements revenue: aircraft lease and fixed revenue” of $35.0 million was primarily due to recognizing previously deferred revenue and unbilled revenue during the three months ended June 30, 2022, compared to the three months ended June 30, 2021. Under our capacity purchase agreements, we are paid a fixed amount per month per aircraft over the contract term. We recognize the fixed amount per aircraft as revenue proportionately to the number of block hours we complete for each reporting period. Under our capacity purchase agreements, the performance obligation of each completed flight is measured in block hours incurred for each completed flight. Based on the number of completed block hours during the three months ended June 30, ~~2022,~~2023, we ~~recognized $10.1~~deferred recognizing $40.7 million of ~~previously deferred~~ revenue, ~~and $5.6 million~~net of unbilled revenue, onrelated to fixed monthly payments we received associated with our ~~capacity purchase agreements.~~flight operations revenues. For the three months ended June 30, ~~2021,~~2022, we ~~deferred recognizing revenue on $5.6~~recognized $15.7 million of previously deferred revenue, net of unbilled revenue, related to fixed monthly ~~cash~~ payments we received ~~under~~associated with our ~~capacity purchase agreements. Our deferred~~flight operations revenues. The timing of our revenue ~~and unbilled revenue~~recognition related to the fixed payments associated with our flight operations will ~~adjust~~be adjusted over the remaining contract term for each capacity purchase agreement based on the number of block hours we complete each reporting period relative to the number of block hours we anticipate completing over the remaining contract term of each capacity purchase agreement. Additionally, the decrease in “Capacity purchase agreements revenue: flight operations” was also attributed to a decrease in block hour production during the three months ended June 30, 2023, compared to the three months ended June 30, 2022, which was largely offset by block hour rate increases in certain capacity purchase agreements since June 30, 2022.

The decrease in “Capacity purchase agreements aircraft lease revenue” of $10.5 million, or 8.1%, was primarily due to an increase in deferred revenue for the three months ended June 30, 2023, compared to the three months ended June 30, 2022, offset by lease revenue from the 13 additional E175 aircraft placed under contract since June 30, 2022. Under our capacity purchase agreements, a portion of the consideration we are paid is designed as reimbursement for certain aircraft ownership costs. Recent amendments to our capacity purchase agreements with certain major airline partners reduced certain future contractual fixed monthly payments and increased future contractual variable payments. As a result of these amendments, we deferred recognizing lease revenue on $19.5 million of the allocated fixed monthly lease payments received during the three months ended June 30, 2023, under the straight-line method.

The deferred revenue balance applicable to each contract will be recorded as revenue byover the ~~end~~term of each respective ~~contract term.~~contract. Our total deferred revenue ~~and~~balance, net of unbilled revenue, ~~balances were $86.3 million and $17.7~~was $248.2 million as of June 30, ~~2022, respectively. Additionally, our aircraft lease and fixed rate revenue increased as a result~~2023.

Table of ~~the 30 E175 aircraft added to our fleet since June 30, 2021.~~Contents

The decrease in prorate agreements revenue of ~~$8.5~~$12.5 million, or 13.2%, was primarily due to the decrease in prorate ~~aircraft~~passengers and passenger revenue we received on routes we operated under our prorate ~~agreements during the three months ended June 30, 2022, compared to the three months ended June 30, 2021.~~agreements. Due to labor constraints, including the number of available captains, we operated fewer aircraft under our prorate agreements during the three months ended June 30, ~~2022,~~2023, compared to the three months ended June 30, ~~2021.~~2022.

The ~~increase~~decrease in lease, airport services and other revenues of ~~$1.3~~$0.1 million, or 0.2%, was primarily due to an ~~increase~~decrease in airport service revenue ~~due to the increase~~driven by a decrease in the number of flights operated at locations where we were contracted to provide airport customer service during the three months ended June 30, ~~2022,~~2023, compared to the three months ended June 30, ~~2021.~~2022.

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Operating Expenses

Individual expense components attributable to our operations are set forth in the following table (dollar amounts in thousands):


	For the three months ended June 30,								For the three months ended June 30,
	2022		2021		$ Change		% Change		2023		2022		$ Change		% Change
Salaries, wages and benefits	$	288,562	$	233,423	$	55,139	23.6	%	$	322,441	$	288,562	$	33,879	11.7	%
Aircraft maintenance, materials and repairs		174,883		190,879		(15,996)	(8.4)	%		162,491		174,883		(12,392)	(7.1)	%
Depreciation and amortization		97,249		109,895		(12,646)	(11.5)	%		97,169		97,249		(80)	(0.1)	%
Aircraft fuel		31,820		25,867		5,953	23.0	%		18,279		31,820		(13,541)	(42.6)	%
Airport-related expenses		17,490		22,038		(4,548)	(20.6)	%		16,955		17,490		(535)	(3.1)	%
Aircraft rentals		16,024		15,723		301	1.9	%		2,428		16,024		(13,596)	(84.8)	%
Payroll support grant		—		(114,144)		114,144	(100.0)	%
Other operating expenses		84,455		58,286		26,169	44.9	%		74,020		84,455		(10,435)	(12.4)	%
Total operating expenses	$	710,483	$	541,967	$	168,516	31.1	%	$	693,783	$	710,483	$	(16,700)	(2.4)	%
Interest expense		30,433		33,940		(3,507)	(10.3)	%
Total airline expenses	$	740,916	$	575,907	$	165,009	28.7	%

Salaries, wages and benefits. The ~~$55.1~~$33.9 million, or ~~23.6%~~11.7%, increase in salaries, wages and benefits was due to ~~increased costs to retain aviation professionals and increased direct labor costs resulting from the~~an increase in employee compensation, including higher ~~number of flights we operated during~~pilot pay scales, for the three months ended June 30, ~~2022,~~2023, compared to the three months ended June 30, ~~2021~~2022.

Aircraft maintenance, materials and repairs. The ~~$16.0~~$12.4 million, or ~~8.4%~~7.1%, decrease in aircraft maintenance expense was primarily due to ~~reliability improvement costs~~ ~~incurred on a portion of SkyWest Airlines’ CRJ700 and CRJ200 fleets, including engine maintenance expense, throughout the 2021 year, including~~lower production for the three months ended June 30, ~~2021.~~2023, compared to the three months ended June 30, 2022.

Depreciation and amortization. The ~~$12.6~~$0.1 million, or ~~11.5%~~0.1%, decrease in depreciation and amortization expense was primarily due to certain ~~CRJ200~~CRJ aircraft and engines that ~~became fully~~were depreciated to their estimated residual value since June 30, ~~2021.~~2022. This reduction in depreciation on our ~~CRJ200~~CRJ fleet was partially offset by an increase in depreciation expense due to the acquisition of 3013 new E175 aircraft and spare engines since June 30, ~~2021.~~2022.

Aircraft fuel. The ~~$6.0~~$13.5 million, or ~~23.0%~~42.6%, ~~increase~~decrease in fuel cost was primarily due to ~~an increase in our average fuel cost per gallon from $2.36 for the three months ended June 30, 2021, to $4.67 for the three months ended June 30, 2022, offset by~~ a decrease in the number of flights we operated under our prorate arrangements and the corresponding decrease in gallons of fuel we ~~purchased.~~purchased, combined with a decrease in our average fuel cost per gallon from $4.67 for the three months ended June 30, 2022, to $3.30 for the three months ended June 30, 2023. We purchase and incur expense for all fuel on flights operated under our prorate agreements. All fuel costs incurred under our capacity purchase agreements are either purchased directly by our major airline partner, or if purchased by us, we record the direct reimbursement as a reduction to our fuel expense. The following table summarizes the gallons of fuel we purchased under our prorate agreements, for the periods indicated:

For the three months ended June 30,
(in thousands)

2022

2021

% Change
Fuel gallons purchased

6,816

10,982

(37.9)
%
Fuel expense

$
31,820

$
25,867

23.0
%


	For the three months ended June 30,
(in thousands)	2023		2022		% Change
Fuel gallons purchased		5,538		6,816	(18.8)	%
Fuel expense	$	18,279	$	31,820	(42.6)	%

Airport-related expenses. Airport-related expenses include airport-related customer service costs such as outsourced airport gate and ramp agent services, airport security fees, passenger interruption costs, deicing, landing fees and station rents. For clarity, our employee airport customer service labor costs are reflected in salaries, wages and benefits and the customer service labor costs we outsource to third parties are included in airport-related expenses. The ~~$4.5~~$0.5 million, or ~~20.6%~~3.1%, decrease in airport-related expenses for the three months ended June 30, ~~2022,~~

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2023, compared to the three months ended June 30, ~~2021,~~2022, was primarily due to a decrease in subcontracted airport services and ~~deicing events~~landing fees as a result of a decrease in the number of flights we operated under our prorate arrangements.

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Aircraft rentals. The ~~$0.3~~$13.6 million, or ~~1.9%~~84.8%, ~~increase~~decrease in aircraft rentals was primarily ~~due~~related to ~~an increase~~a decrease in ~~engines we~~our leased aircraft since ~~June 30, 2021.~~

~~Payroll support grant.~~In April 2021, we entered into an agreement with U.S. Treasury and received $250.0 million in emergency relief through the American Rescue Plan Act payroll support program, of which $205.0 million was in the form of payroll support grants that were recognized as a reduction in labor expense over the periods the grants intended to compensate. We recognized $114.1 million in payroll support grant proceeds we received as a reduction to our operating expenses for the three months ended June 30, ~~2021. We did not have~~2022 as a ~~comparable payroll support grant during the three months ended June 30, 2022.~~result of our March 2023 acquisition of 24 CRJ700 aircraft and eight CRJ200 aircraft under an early lease buyout.

Other operating expenses. Other operating expenses primarily consist of property taxes, hull and liability insurance, simulator costs, crew per diem and crew hotel ~~costs and credit loss reserves.~~costs. The ~~$26.2~~$10.4 million, or ~~44.9%~~12.4%, ~~increase in other operating expenses~~decrease was primarily related to ~~an impairment charge of $15.2 million to write down assets held for sale at June 30, 2022, as well as an increase~~a decrease in other operating costs ~~that correspond to~~as a result of the ~~higher~~lower number of flights we operated during the three months ended June 30, ~~2022,~~2023, compared to the three months ended June 30, ~~2021,~~2022, such as crew per diem and crew hotel ~~costs~~costs.

Summary of interest expense, interest income, other income, net and ~~simulator costs.~~provision for income taxes

Interest Expense. The ~~$3.5~~$3.3 million, or ~~10.3%~~10.8%, ~~decrease~~increase in interest expense was primarily related to ~~an overall lower effective~~higher interest ~~rate during~~rates on debt issued since June 30, 2022.

Interest income. Interest income increased $7.9 million, from $2.6 million for the three months ended June 30, 2022, ~~compared~~ to ~~the three months ended June 30, 2021.~~

~~Total airline expenses.~~~~Our total airline expenses, comprised of our total operating expenses and interest expense, increased $165.0~~$10.5 million ~~or 28.7%, primarily due the payroll support program grant reflected as an offset to operating expenses~~ for the three months ended June 30, ~~2021 and an increase in direct operating costs attributed to the higher number of completed flights during the three months ended June 30, 2022, compared to the three months ended June 30, 2021.~~

As our interest expense is primarily attributed to debt associated with financing aircraft under our capacity purchase agreements and as revenue earned under our capacity purchase agreements is intended to compensate us for our aircraft ownership costs, including interest expense, we believe our total airline expense is a meaningful expense measure for management discussion and analysis purposes.

~~Summary of interest income, other income (expense) and provision for income taxes:~~

~~Interest income.~~ ~~Interest income increased $2.3 million, or 1,118.6%, during the three months ended June 30, 2022, compared to the three months ended June 30, 2021.~~2023. The increase in interest income was primarily related to an increase in our average investment in marketable securities for the three months ended June 30, 2023, compared to the three months ended June 30, 2022, and an increase in average interest rates attributed to our marketable securities ~~subsequent to June 30, 2021.~~for the same comparable periods.

Other income, ~~(expense),~~ net. Other income, ~~increased $11.9~~net decreased $3.0 million during the three months ended June 30, ~~2022,~~2023, compared to the three months ended June 30, ~~2021. The increase~~2022. Other income, net primarily consists of the unrealized gains on our investments in other ~~income was primarily a result of an increase in the fair market value of our equity investments and~~companies, income related to our investment in a joint venture with a third ~~party.~~party and gains or losses on the sale of assets. The decrease in other income, net was primarily a result of a decrease in unrealized gains on our investments in other companies for the three months ended June 30, 2023, compared to the three months ended June 30, 2022.

Provision for income taxes. For the three months ended June 30, ~~2022~~2023 and ~~2021,~~2022, our effective income tax rates were ~~25.8%~~12.6% and ~~23.8%~~25.8%, respectively, which ~~include~~included the statutory federal income tax rate of 21% and other reconciling income tax items, including state income taxes and the impact of non-deductible expenses. The decrease in the effective tax rate primarily related to lower pre-tax income for the three months ended June 30, 2023, compared to the three months ended June 30, 2022 and the impact of increases in non-deductible expenses and a benefit related to a change in estimate of the projected full year effective tax rate from the prior quarterfor the three months ended June 30, 2023, compared the three months ended June 30, 2022.

Net income. Primarily due to the factors described above, we generated net income of $15.4 million, or $0.35 per diluted share, for the three months ended June 30, 2023, compared to net income of $54.0 million, or $1.07 per diluted share, for the three months ended June 30, ~~2022, compared to net income of $62.0 million, or $1.22 per diluted share, for the three months ended June 30, 2021.~~2022.

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Six Months Ended June 30, ~~2022~~2023 and ~~2021~~2022

Operational Statistics

The following table sets forth our major operational statistics and the associated percentage changes for the periods identified below. The ~~increase~~decrease in block hours, departures and passengers carried during the six months ended June 30, ~~2022,~~2023, compared to the six months ended June 30, ~~2021,~~2022, was primarily due to ~~additional aircraft operating under our capacity purchase agreements and~~labor constraints, including a smaller number of available captains during the ~~continued demand recovery from reduced flight schedules in 2021 resulting from~~six months ended June 30, 2023, compared to the ~~COVID-19 pandemic.~~six months ended June 30, 2022.

For the six months ended June 30,
Block hours by aircraft type:

2022

2021

% Change
E175s

311,401

277,724

12.1
%
CRJ900s

53,334

53,719

(0.7)
%
CRJ700s

139,998

136,475

2.6
%
CRJ200s

141,013

132,309

6.6
%
Total block hours

645,746

600,227

7.6
%

Departures

375,889

340,392

10.4
%
Passengers carried

19,911,835

15,010,462

32.7
%
Passenger load factor

82.1
%
67.6
%
14.5
pts
Average passenger trip length (miles)

503

536

(6.2)
%

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	For the six months ended June 30,
Block hours by aircraft type:	2023		2022		% Change
E175s	329,167		311,401		5.7	%
CRJ900s	40,411		53,334		(24.2)	%
CRJ700s	102,122		139,998		(27.1)	%
CRJ200s	87,159		141,013		(38.2)	%
Total block hours	558,859		645,746		(13.5)	%


Departures	334,460		375,889		(11.0)	%
Passengers carried	18,463,649		19,911,835		(7.3)	%
Passenger load factor	83.0	%	82.1	%	0.9	pts
Average passenger trip length (miles)	461		503		(8.3)	%

Operating Revenues

The following table summarizes our operating revenue for the periods indicated (dollar amounts in thousands):


	For the six months ended June 30,								For the six months ended June 30,
	2022		2021		$ Change		% Change		2023		2022		$ Change		% Change
Flying agreements	$	1,481,837	$	1,144,158	$	337,679	29.5	%	$	1,364,232	$	1,481,837	$	(117,605)	(7.9)	%
Lease, airport services and other		52,400		47,387		5,013	10.6	%		53,242		52,400		842	1.6	%
Total operating revenues	$	1,534,237	$	1,191,545	$	342,692	28.8	%	$	1,417,474	$	1,534,237	$	(116,763)	(7.6)	%

Flying agreements revenue primarily consists of revenue earned on flights we operate under our capacity purchase agreements and prorate agreements with our major airline partners. Lease, airport services and other revenues consist of revenue earned from leasing aircraft and spare engines to third parties separate from our capacity purchase agreements and providing airport counter, gate and ramp services.

We disaggregate our flying agreements revenue into the following categories (dollar amounts in thousands):


	For the six months ended June 30,								For the six months ended June 30,
	2022		2021		$ Change		% Change		2023		2022		$ Change		% Change
Capacity purchase agreements revenue: flight operations	$	735,930	$	484,228	$	251,702	52.0	%
Capacity purchase agreements revenue: aircraft lease and fixed revenue		572,004		488,050		83,954	17.2	%
Capacity purchase agreements flight operations revenue									$	968,058	$	1,054,347	$	(86,289)	(8.2)	%
Capacity purchase agreements aircraft lease revenue										236,611		253,587		(16,976)	(6.7)	%
Prorate agreements revenue		173,903		171,880		2,023	1.2	%		159,563		173,903		(14,340)	(8.2)	%
Flying agreements revenue	$	1,481,837	$	1,144,158	$	337,679	29.5	%	$	1,364,232	$	1,481,837	$	(117,605)	(7.9)	%

The ~~increase~~decrease in “Capacity purchase agreements revenue: flight operations” of ~~$251.7~~$86.3 million, or 8.2%, was primarily due to an increase in ~~the number of aircraft we operated~~deferred revenue related to fixed monthly payments for flight operations received under our ~~contracts with our major airline partners during~~capacity purchase agreements for the six months ended June 30, ~~2022,~~2023, compared to the six months ended June 30, 2021. From June 30, 2021, to June 30, 2022, we added 53 aircraft under capacity purchase agreements. Our completed departures increased 10.4% and completed block hours increased 7.6% during the six months ended June 30, 2022, compared to the six months ended June 30, 2021. Additionally, in response to the COVID-19 demand reduction experienced by our major airline partners in 2021, we provided temporary rate reductions to our major airline partners under our capacity purchase agreements during the

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~~six months ended June 30, 2021. We did not provide our major airline partners temporary rate reductions during the six months ended June 30,~~ 2022.

The increase in “Capacity purchase agreements revenue: aircraft lease and fixed revenue” of $84.0 million was primarily due to recognizing previously deferred revenue and unbilled revenue during the six months ended June 30, 2022, compared to the six months ended June 30, 2021. Under our capacity purchase agreements, we are paid a fixed amount per month per aircraft over the contract term. We recognize the fixed amount per aircraft as revenue proportionately to the number of block hours we complete for each reporting period. Under our capacity purchase agreements, the performance obligation of each completed flight is measured in block hours incurred for each completed flight. Based on the number of completed block hours during the six months ended June 30, ~~2022,~~2023, we ~~recognized $17.6~~deferred recognizing $83.4 million of ~~previously deferred~~ revenue, ~~and $9.3 million~~net of unbilled revenue, onrelated to fixed monthly payments we received associated with our ~~capacity purchase agreements.~~flight operations revenues. For the six months ended June 30, ~~2021,~~2022, we ~~deferred recognizing revenue on $26.8~~recognized $26.9 million of previously deferred revenue, net of unbilled revenue, related to fixed monthly ~~cash~~ payments we received ~~under~~associated with our ~~capacity purchase agreements. Our deferred~~flight operations revenues. The timing of our revenue ~~and unbilled revenue~~recognition related to the fixed payments associated with our flight operations will ~~adjust~~be adjusted over the remaining contract term for each capacity purchase agreement based on the number of block hours we complete each reporting period relative to the number of block hours we anticipate completing over the remaining contract term of each capacity purchase agreement. Additionally, the decrease in “Capacity purchase agreements revenue: flight operations” was also attributed to a decrease in block hour production during the six months ended June 30, 2023, compared to the six months ended June 30, 2022, which was largely offset by block hour rate increases in certain capacity purchase agreements since June 30, 2022.

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The decrease in “Capacity purchase agreements aircraft lease revenue” of $17.0 million, or 6.7%, was primarily due to an increase in deferred revenue for the six months ended June 30, 2023, compared to the six months ended June 30, 2022, offset by lease revenue from the 13 additional E175 aircraft placed under contract since June 30, 2022. Under our capacity purchase agreements, a portion of the consideration we are paid is designed as reimbursement for certain aircraft ownership costs. Recent amendments to our capacity purchase agreements with certain major airline partners reduced certain future contractual fixed monthly payments and increased future contractual variable payments. As a result of these amendments, we deferred recognizing lease revenue on $40.0 million of the allocated fixed monthly lease payments received during the six months ended June 30, 2023, under the straight-line method.

The ~~increase~~decrease in prorate agreements revenue of ~~$2.0~~$14.3 million, or 8.2%, was primarily due to the ~~increase~~decrease in prorate passengers and passenger revenue we received on routes we operated under our prorate ~~agreements, offset by a decrease in~~agreements. Due to labor constraints, including the number of ~~aircraft~~available captains, we operated fewer aircraft under our prorate agreements during the six months ended June 30, ~~2022,~~2023, compared to the six months ended June 30, 2021. Due to the ongoing COVID-19 demand recovery, our prorate passenger load factors increased during the six months ended June 30, 2022, compared to the six months ended June 30, 2021, despite operating fewer prorate flights for the six months ended June 30, 2022.

The increase in lease, airport services and other revenues of ~~$5.0~~$0.8 million, or 1.6%, was primarily due to an increase in airport service revenue ~~due to the~~driven by an increase in the number of flights operated at locations where we were contracted to provide airport customer service during the six months ended June 30, ~~2022,~~2023, compared to the six months ended June 30, ~~2021.~~2022.

Operating Expenses

Individual expense components attributable to our operations are set forth in the following table (dollar amounts in thousands):


	For the six months ended June 30,								For the six months ended June 30,
	2022		2021		$ Change		% Change		2023		2022		$ Change		% Change
Salaries, wages and benefits	$	588,620	$	453,265	$	135,355	29.9	%	$	657,642	$	588,620	$	69,022	11.7	%
Aircraft maintenance, materials and repairs		323,296		394,706		(71,410)	(18.1)	%		304,717		323,296		(18,579)	(5.7)	%
Depreciation and amortization		199,994		219,492		(19,498)	(8.9)	%		191,318		199,994		(8,676)	(4.3)	%
Aircraft fuel		56,910		45,061		11,849	26.3	%		39,243		56,910		(17,667)	(31.0)	%
Airport-related expenses		36,695		46,486		(9,791)	(21.1)	%		35,250		36,695		(1,445)	(3.9)	%
Aircraft rentals		32,020		31,213		807	2.6	%		21,956		32,020		(10,064)	(31.4)	%
Payroll support grant		—		(307,317)		307,317	(100.0)	%
Other operating expenses		156,052		112,774		43,278	38.4	%		140,192		156,052		(15,860)	(10.2)	%
Total operating expenses	$	1,393,587	$	995,680	$	397,907	40.0	%	$	1,390,318	$	1,393,587	$	(3,269)	(0.2)	%
Interest expense		59,025		65,294		(6,269)	(9.6)	%
Total airline expenses	$	1,452,612	$	1,060,974	$	391,638	36.9	%

Salaries, wages and benefits. The ~~$135.4~~$69.0 million, or ~~29.9%~~11.7%, increase in salaries, wages and benefits was due to ~~increased costs to retain aviation professionals and increased direct labor costs resulting from the~~an increase in employee compensation, including higher ~~number of flights we operated during~~pilot pay scales, for the six months ended June 30, ~~2022,~~2023, compared to the six months ended June 30, ~~2021~~2022.

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Aircraft maintenance, materials and repairs. The ~~$71.4~~$18.6 million, or ~~18.1%~~5.7%, decrease in aircraft maintenance expense was primarily due to ~~reliability improvement costs~~ ~~incurred on a portion of SkyWest Airlines’ CRJ700 and CRJ200 fleets, such as engine maintenance expense, throughout the 2021 year, including~~lower production for the six months ended June 30, ~~2021.~~2023, compared to the six months ended June 30, 2022.

Depreciation and amortization. The ~~$19.5~~$8.7 million, or ~~8.9%~~4.3%, decrease in depreciation and amortization expense was primarily due to certain ~~CRJ200~~CRJ aircraft and engines that ~~became fully~~were depreciated to their estimated residual value since June 30, ~~2021.~~2022. This reduction in depreciation on our ~~CRJ200~~CRJ fleet was partially offset by an increase in depreciation expense due to the acquisition of 3013 new E175 aircraft and spare engines since June 30, ~~2021.~~2022.

Aircraft fuel. The ~~$11.8~~$17.7 million, or ~~26.3%~~31.0%, ~~increase~~decrease in fuel cost was primarily due to ~~an increase in our average fuel cost per gallon from $2.25 for the six months ended June 30, 2021, to $4.01 for the six months ended June 30, 2022, offset by~~ a decrease in the number of flights we operated under our prorate arrangements and the corresponding decrease in gallons of fuel we ~~purchased.~~purchased, combined with a decrease in our average fuel cost per gallon from $4.01 for the six months ended June 30, 2022, to $3.65 for the six months ended June 30, 2023. We purchase and incur expense for all fuel on flights operated under our prorate agreements. All fuel costs incurred under our capacity purchase agreements are either purchased directly by our

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major airline partner, or if purchased by us, we record the direct reimbursement as a reduction to our fuel expense. The following table summarizes the gallons of fuel we purchased under our prorate agreements, for the periods indicated:


	For the six months ended June 30,						For the six months ended June 30,
(in thousands)	2022		2021		% Change		2023		2022		% Change
Fuel gallons purchased		14,196		19,992	(29.0)	%		10,766		14,196	(24.2)	%
Fuel expense	$	56,910	$	45,061	26.3	%	$	39,243	$	56,910	(31.0)	%

Airport-related expenses. Airport-related expenses include airport-related customer service costs such as outsourced airport gate and ramp agent services, airport security fees, passenger interruption costs, deicing, landing fees and station rents. The ~~$9.8~~$1.4 million, or ~~21.1%~~3.9%, decrease in airport-related expenses for the six months ended June 30, ~~2022,~~2023, compared to the six months ended June 30, ~~2021,~~2022, was primarily due to a decrease in subcontracted airport services and ~~deicing events~~landing fees as a result of a decrease in the number of flights we operated under our prorate arrangements.

Aircraft rentals. The ~~$0.8~~$10.1 million, or ~~2.6%~~31.4%, ~~increase~~decrease in aircraft rentals was primarily ~~due~~related to ~~an increase~~a decrease in ~~engines we~~our leased aircraft since ~~June 30, 2021.~~

~~Payroll support grant.~~In January 2021, we entered into an agreement with U.S. Treasury and received $233.1 million in emergency relief through the 2021 Appropriations Act payroll support program, of which $193.2 million was in the form of payroll support grants that were recognized as a reduction in labor expense over the periods the grants intended to compensate. In April 2021, we entered into an agreement with U.S. Treasury and received $250.0 million in emergency relief through the American Rescue Plan Act payroll support program, of which $205.0 million was in the form of payroll support grants that were recognized as a reduction in labor expense over the periods the grants intended to compensate. We recognized $307.3 million in payroll support grant proceeds we received as a reduction to our operating expenses for the six months ended June 30, ~~2021. We did not have a comparable payroll support grant during the six months ended June 30,~~ 2022. In March 2023, we acquired 24 CRJ700 aircraft and eight CRJ200 aircraft under an early lease buyout for $125.5 million, of which $86.9 million was capitalized as fixed assets and $38.6 million was applied towards previously recorded lease liabilities.

Other operating expenses. Other operating expenses primarily consist of property taxes, hull and liability insurance, simulator costs, crew per diem and crew hotel ~~costs and credit loss reserves.~~costs. The ~~$43.3~~$15.9 million, or ~~38.4%~~10.2%, decrease was primarily related to ~~an increase~~a decrease in other operating costs ~~that correspond to~~as a result of the ~~higher~~lower number of flights we operated during the six months ended June 30, ~~2022,~~2023, compared to the six months ended June 30, ~~2021,~~2022, such as crew per diem and crew hotel ~~costs~~costs.

Summary of interest expense, interest income, other income, net and ~~simulator costs, as well as an impairment charge of $15.2 million to write down assets held~~provision for ~~sale at June 30, 2022.~~income taxes

Interest Expense. The ~~$6.3~~$8.3 million, or ~~9.6%~~14.1%, ~~decrease~~increase in interest expense was primarily related to ~~an overall lower effective~~higher interest ~~rate during~~rates on debt issued since June 30, 2022.

Interest income. Interest income increased $17.5 million, from $3.0 million for the six months ended June 30, 2022, ~~compared~~ to $20.5 million for the six months ended June 30, ~~2021.~~

~~Total airline expenses.~~Our total airline expenses, comprised of our total operating expenses and interest expense, increased $391.6 million, or 36.9%, during the six months ended June 30, 2022, compared to the six months ended June 30, 2021, primarily due the payroll support program grant reflected as an offset to operating expenses for the

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~~six months ended June 30, 2021 and an increase in direct operating costs attributed to the higher number of completed flights.~~

~~Summary of interest income, other income (expense) and provision for income taxes:~~

~~Interest income.~~ ~~Interest income increased $2.5 million, or 504.0%, during the six months ended June 30, 2022, compared to the six months ended June 30, 2021.~~2023. The increase in interest income was primarily related to an increase in our average investment in marketable securities for the three and six months ended June 30, 2023, compared to the three and six months ended June 30, 2022, and an increase in average interest rates attributed to our marketable securities ~~subsequent to June 30, 2021.~~for the same comparable periods.

Other income, ~~(expense),~~ net. Other income, ~~increased $12.6~~net decreased $1.7 million during the six months ended June 30, ~~2022,~~2023, compared to the six months ended June 30, ~~2021. The increase~~2022. Other income, net primarily consists of the unrealized gains on our investments in other ~~income was primarily a result of an increase in the fair market value of our equity investments and~~companies, income related to our investment in a joint venture with a third ~~party.~~party and gains or losses on the sale of assets. The decrease in other income, net was primarily a result of a decrease in unrealized gains on our investments in other companies for the six months ended June 30, 2023, compared to the six months ended June 30, 2022.

Provision (benefit) for income taxes. For the six months ended June 30, ~~2022~~2023 and ~~2021,~~2022, our effective income tax rates were ~~26.5%~~21.6% and ~~25.5%~~26.5%, respectively, which ~~include~~included the statutory federal income tax rate of 21% and other reconciling income tax items, including state income taxes, the impact of non-deductible expenses and ~~the~~a discrete tax expense ~~or benefit~~ on employee equity transactions. The ~~increase~~decrease in the effective tax rate primarily ~~relates~~related to ~~a discrete tax expense~~pre-tax loss for ~~employee equity transactions that occurred during~~the six months ended June 30, 2023, compared to pre-tax income for the six months ended June 30, 2022 and the impact of increases in non-deductible expenses for the six months ended June 30, 2023, compared the six months ended June 30, ~~2021.~~2022.

Net ~~income.~~income (loss). Primarily due to the factors described above, we generated a net loss of $6.7 million, or $0.14 loss per share, for the six months ended June 30, 2023, compared to net income of $71.7 million, or $1.42 per diluted share, for the six months ended June 30, ~~2022, compared to net income~~2022.

Table of ~~$97.9 million, or $1.93 per diluted share, for the six months ended June 30, 2021.~~Contents

Our Business Segments

Three Months Ended June 30, ~~2022~~2023 and ~~2021~~2022

For the three months ended June 30, ~~2022,~~2023, we had two ~~reportable~~reporting segments, which were the basis of our internal financial reporting: SkyWest Airlines and SWC (collectively, “SkyWest Airlines and SWC”) and SkyWest Leasing. Our segment disclosure relates to components of our business for which separate financial information is available to, and regularly evaluated by, our chief operating decision maker.

For the three months ended June 30,

(dollar amounts in thousands)


2022

2021

$ Change

% Change
Operating Revenues:

SkyWest Airlines operating revenue

$
664,203

$
527,595

$
136,608

25.9
%
SkyWest Leasing operating revenues

134,882

129,395

5,487

4.2
%
Total Operating Revenues

$
799,085

$
656,990

$
142,095

21.6
%
Airline Expenses:

SkyWest Airlines airline expense

$
638,895

$
483,407

$
155,488

32.2
%
SkyWest Leasing airline expense

102,021

92,500

9,521

10.3
%
Total Airline Expenses ⁽¹⁾

$
740,916

$
575,907

$
165,009

28.7
%
Segment profit:

SkyWest Airlines segment profit

$
25,308

$
44,188

$
(18,880)

(42.7)
%
SkyWest Leasing profit

32,861

36,895

(4,034)

(10.9)
%
Total Segment Profit

$
58,169

$
81,083

$
(22,914)

(28.3)
%
Interest Income

2,559

210

2,349

1,118.6
%
Other Income, net

12,019

80

11,939

14,923.8
%
Consolidated Income Before Taxes

$
72,747

$
81,373

$
(8,626)

(10.6)
%


	For the three months ended June 30,
	(dollar amounts in thousands)
	2023		2022		$ Change		% Change
Operating Revenues:
SkyWest Airlines and SWC	$	586,476	$	664,203	$	(77,727)	(11.7)	%
SkyWest Leasing		139,167		134,882		4,285	3.2	%
Total Operating Revenues	$	725,643	$	799,085	$	(73,442)	(9.2)	%
Operating Expenses and Interest Expense:
SkyWest Airlines and SWC	$	629,185	$	638,895	$	(9,710)	(1.5)	%
SkyWest Leasing		98,316		102,021		(3,705)	(3.6)	%
Total Operating Expenses and Interest Expense ⁽¹⁾	$	727,501	$	740,916	$	(13,415)	(1.8)	%
Segment profit (loss):
SkyWest Airlines and SWC	$	(42,709)	$	25,308	$	(68,017)	(268.8)	%
SkyWest Leasing		40,851		32,861		7,990	24.3	%
Total Segment Profit (Loss)	$	(1,858)	$	58,169	$	(60,027)	(103.2)	%
Interest Income		10,494		2,559		7,935	310.1	%
Other Income (Expense), net		9,001		12,019		(3,018)	(25.1)	%
Consolidated Income Before Taxes	$	17,637	$	72,747	$	(55,110)	(75.8)	%

(1)

~~Total Airline Expenses includes operating~~We include interest expense in our segment profit (loss) given our interest expense is primarily attributed to debt associated with financing aircraft under our capacity purchase agreements, and revenue earned under our capacity purchase agreements is intended to compensate us for our aircraft ownership costs, including interest expense.

SkyWest Airlines and SWC Segment ~~Profit.~~Loss. SkyWest Airlines and SWC segment ~~profit decreased $18.9~~loss was $42.7 million for the three months ended June 30, 2023, compared to segment income of $25.3 million for the three months ended June 30, 2022.

SkyWest Airlines and SWC block hour production decreased to 282,617, or 15.6%, for the three months ended June 30, 2023, from 334,753 for the three months ended June 30, 2022, primarily due to labor constraints, including the number of available captains. Significant items contributing to the SkyWest Airlines and SWC segment loss for the three months ended June 30, 2023 are set forth below.

SkyWest Airlines and SWC operating revenues decreased $77.7 million, or 11.7%, from the three months ended June 30, 2022, to the three months ended June 30, 2023. SkyWest Airlines recognizes revenue attributed to flight operations received as fixed monthly payments per aircraft proportionate to the number of block hours completed during each reporting period, relative to the estimated number of block hours we anticipate completing over the remaining contract term. During the three months ended June 30, 2023, SkyWest Airlines deferred recognizing $40.7 million of revenue, net of unbilled revenue, related to fixed monthly payments we received associated with our flight operations revenues, compared to recognizing $15.7 million of previously deferred revenue, net of unbilled revenue, related to fixed monthly payments received associated with our flight operations revenues during the three months ended June 30, 2022. Additionally, the decrease in SkyWest Airlines and SWC operating revenues was attributed to a decrease in block hour production during the three months ended June 30, 2023, compared to the three months ended June 30, ~~2021.~~2022, and a decrease in prorate revenue for the same comparable periods. The decrease in revenue was partially offset by block hour rate increases in certain capacity purchase agreements since June 30, 2022.

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SkyWest Airlines ~~block hour production increased to 334,753, or 3.3%, for the three months ended June 30, 2022, from 324,045 for the three months ended June 30, 2021, primarily due to additional aircraft~~and SWC operating ~~under our capacity purchase agreements~~expenses and ~~demand recovery from reduced flight schedules in response to the COVID-19 pandemic. Significant items contributing to the SkyWest Airlines segment profit are set forth below.~~

~~SkyWest Airlines operating revenues increased $136.6~~interest expense decreased $9.7 million, or ~~25.9%~~1.5%, from the three months ended June 30, ~~2021,~~2022, to the three months ended June 30, 2022, due to additional aircraft operating under our capacity purchase agreements, increased flight schedules, and more flights we handled under our airport service agreements, collectively as a result of the demand recovery from the COVID-19 pandemic. SkyWest Airlines also provided COVID-19 related temporary rate reductions to our major airline partners under our capacity purchase agreements during the three months ended June 30, 2021. Additionally, during the three months ended June 30, 2022, SkyWest Airlines recognized $10.1 million of previously deferred revenue and $5.6 million of unbilled revenue on our capacity purchase agreements, compared to deferring revenue of $5.6 million during the three months ended June 30, 2021.

~~SkyWest Airlines airline expense increased $155.5 million, or 32.2%, from the three months ended June 30, 2021, to the three months ended June 30, 2022,~~2023, due to the following primary factors:

●

SkyWest ~~Airlines’~~Airlines and SWC’s salaries, wages and benefits expense increased ~~by $55.1~~$33.9 million, or ~~23.7%~~11.8%, primarily due to increased ~~costs to retain aviation professionals and increased direct labor costs resulting from the~~employee compensation, including higher ~~number of flights we operated~~pilot pay scales, during the three months ended June 30, ~~2022,~~2023, compared to the three months ended June 30, ~~2021.~~2022.

●

SkyWest ~~Airlines’~~Airlines and SWC’s aircraft maintenance, materials and repairs expense decreased by ~~$14.1~~$12.7 million, or ~~7.6%~~7.4%, primarily due to ~~reliability improvement costs incurred on a portion of SkyWest Airlines’ CRJ700 and CRJ200 fleets throughout the 2021 year, such as engine maintenance expense, including~~lower block hour production for the three months ended June 30, ~~2021.~~2023, compared to the three months ended June 30, 2022.

●

SkyWest ~~Airlines’~~Airlines and SWC’s depreciation and amortization expense decreased by ~~$8.2~~$7.0 million, or ~~15.4%~~15.6%, primarily due to certain ~~CRJ200~~CRJ aircraft and engines that ~~became fully~~were depreciated to their estimated residual value since June 30, ~~2021, partially offset by an increase in depreciation expense related to the acquisition of used CRJ700 aircraft~~ ~~since June 30, 2021.~~2022.

●

SkyWest ~~Airlines’~~Airlines and SWC’s fuel expense ~~increased $6.0~~decreased $13.5 million, or ~~23.0%~~42.6%, due to ~~an increase in our average fuel cost per gallon from $2.36 for the three months ended June 30, 2021, to $4.67 for the three months ended June 30, 2022, offset by~~ a decrease in the number of flights we operated under our prorate arrangements and the corresponding decrease in gallons of fuel we ~~purchased.~~

●

~~SkyWest Airlines recognized $114.1 million~~purchased, combined with a decrease in ~~payroll support grant proceeds as a reduction to~~ our ~~operating expenses~~average fuel cost per gallon from $4.67 for the three months ended June 30, ~~2021. SkyWest Airlines did not have a comparable grant~~2022, to $3.30 for the three months ended June 30, ~~2022.~~2023.

●

SkyWest ~~Airlines’~~Airlines and SWC’s remaining airline ~~expenses increased $2.5~~expense decreased $10.4 million, or ~~2.5%~~10.0%, primarily related to ~~an increase~~a decrease in other operating costs that correspond to the ~~higher~~lower number of flights we operated ~~for~~during the three months ended June 30, ~~2022,~~2023, compared to the three months ended June 30, ~~2021,~~2022, such as crew per diem and crew hotel costs ~~and simulator costs.~~.

SkyWest Leasing Segment Profit. SkyWest Leasing profit ~~decreased $4.0~~increased $8.0 million, or ~~10.9%~~24.3%, during the three months ended June 30, ~~2022,~~2023, compared to the three months ended June 30, ~~2021,~~2022. The increase in SkyWest Leasing profit was primarily due to additional lease revenue from the ~~$15.2 million impairment charge related to the write down of assets held for sale,~~13 E175 aircraft placed under contract since June 30, 2022, offset by an increase in deferred revenue. Recent amendments to our capacity purchase agreements with certain major airline partners reduced certain future contractual fixed monthly payments and increased future contractual variable payments. As a result of these amendments, the ~~acquisition~~SkyWest Leasing segment deferred recognizing lease revenue on $19.5 million of 30 ~~new E175 aircraft added to our fleet subsequent to~~the allocated fixed monthly lease payments received during the three months ended June 30, ~~2021.~~2023, under the straight-line method.

Six Months Ended June 30, ~~2022~~2023 and ~~2021~~2022

For the six months ended June 30, ~~2022,~~2023, we had two ~~reportable~~reporting segments, which were the basis of our internal financial reporting: SkyWest Airlines and SWC and SkyWest Leasing. Our segment disclosure relates to components of our

~~Table of Contents~~

business for which separate financial information is available to, and regularly evaluated by, our chief operating decision maker.

For the six months ended June 30,

(dollar amounts in thousands)


2022

2021

$ Change

% Change
Operating Revenues:

SkyWest Airlines operating revenue

$
1,267,252

$
934,045

$
333,207

35.7
%
SkyWest Leasing operating revenues

266,985

257,500

9,485

3.7
%
Total Operating Revenues

$
1,534,237

$
1,191,545

$
342,692

28.8
%
Airline Expenses:

SkyWest Airlines airline expense

$
1,261,712

$
874,406

$
387,306

44.3
%
SkyWest Leasing airline expense

190,900

186,568

4,332

2.3
%
Total Airline Expenses ⁽¹⁾

$
1,452,612

$
1,060,974

$
391,638

36.9
%
Segment profit:

SkyWest Airlines segment profit

$
5,540

$
59,639

$
(54,099)

(90.7)
%
SkyWest Leasing profit

76,085

70,932

5,153

7.3
%
Total Segment Profit

$
81,625

$
130,571

$
(48,946)

(37.5)
%
Interest Income

2,984

494

2,490

504.0
%
Other Income, net

12,899

296

12,603

4,257.8
%
Consolidated Income Before Taxes

$
97,508

$
131,361

$
(33,853)

(25.8)
%

Table of Contents


	For the six months ended June 30,
	(dollar amounts in thousands)
	2023		2022		$ Change		% Change
Operating Revenues:
SkyWest Airlines and SWC	$	1,154,649	$	1,267,252	$	(112,603)	(8.9)	%
SkyWest Leasing		262,825		266,985		(4,160)	(1.6)	%
Total Operating Revenues	$	1,417,474	$	1,534,237	$	(116,763)	(7.6)	%
Operating Expenses and Interest Expense:
SkyWest Airlines and SWC	$	1,266,639	$	1,261,712	$	4,927	0.4	%
SkyWest Leasing		191,017		190,900		117	0.1	%
Total Operating Expenses and Interest Expense ⁽¹⁾	$	1,457,656	$	1,452,612	$	5,044	0.3	%
Segment profit (loss):
SkyWest Airlines and SWC	$	(111,990)	$	5,540	$	(117,530)	(2,121.5)	%
SkyWest Leasing		71,808		76,085		(4,277)	(5.6)	%
Total Segment Profit (Loss)	$	(40,182)	$	81,625	$	(121,807)	(149.2)	%
Interest Income		20,527		2,984		17,543	587.9	%
Other Income, net		11,175		12,899		(1,724)	(13.4)	%
Consolidated Income (Loss) Before Taxes	$	(8,480)	$	97,508	$	(105,988)	(108.7)	%

(1)

SkyWest Airlines and SWC Segment ~~Profit.~~Loss. SkyWest Airlines and SWC segment ~~profit decreased $54.1~~loss was $112.0 million for the six months ended June 30, 2023, compared to segment profit of $5.5 million for the six months ended June 30, 2022.

SkyWest Airlines and SWC block hour production decreased to 558,859, or 13.5%, for the six months ended June 30, 2023, from 645,746 for the six months ended June 30, 2022, primarily due to labor constraints, including the number of available captains. Significant items contributing to the SkyWest Airlines and SWC segment loss for the six months ended June 30, 2023 are set forth below.

SkyWest Airlines and SWC operating revenues decreased $112.6 million, or 8.9%, from the six months ended June 30, 2022, to the six months ended June 30, 2023. SkyWest Airlines recognizes revenue attributed to flight operations received as fixed monthly payments per aircraft proportionate to the number of block hours completed during each reporting period, relative to the estimated number of block hours we anticipate completing over the remaining contract term. During the six months ended June 30, 2023, SkyWest Airlines deferred recognizing $83.4 million of revenue, net of unbilled revenue, related to fixed monthly payments we received associated with our flight operations revenues, compared to recognizing $26.9 million of previously deferred revenue, net of unbilled revenue, related to fixed monthly payments received associated with our flight operations revenues during the six months ended June 30, 2022. Additionally, the decrease in SkyWest Airlines and SWC operating revenues was also attributed to a decrease in block hour production during the six months ended June 30, 2023, compared to the six months ended June 30, ~~2021.~~2022, and a decrease in prorate revenue for the same comparable periods. The decrease in revenue was partially offset by block hour rate increases in certain capacity purchase agreements since June 30, 2022.

SkyWest Airlines ~~block hour production~~and SWC operating expenses and interest expense increased to 645,746, or 7.6%, for the six months ended June 30, 2022, from 600,227 for the six months ended June 30, 2021, primarily due to additional aircraft operating under our capacity purchase agreements and demand recovery from reduced flight schedules in response to the COVID-19 pandemic. Significant items contributing to the SkyWest Airlines segment profit (loss) are set forth below.

~~SkyWest Airlines operating revenues increased $333.2~~$4.9 million, or ~~35.7%~~0.4%, from the six months ended June 30, ~~2021,~~2022, to the six months ended June 30, 2022, due to additional aircraft operating under our capacity purchase agreements, increased flight schedules, and more flights we handled under our airport service agreements, collectively as a result of the demand recovery from the COVID-19 pandemic. SkyWest Airlines also provided COVID-19 related temporary rate reductions to our major airline partners under our capacity purchase agreements during the six months ended June 30, 2021. Additionally, during the six months ended June 30, 2022, SkyWest Airlines recognized $17.6 million of previously deferred revenue and $9.3 million of unbilled revenue on our capacity purchase agreements, compared to deferring revenue of $26.8 million during the six months ended June 30, 2021.

~~SkyWest Airlines airline expense increased $387.3 million, or 44.3%, from the six months ended June 30, 2021, to the six months ended June 30, 2022,~~2023, due to the following primary factors:

●

SkyWest ~~Airlines’~~Airlines and SWC’s salaries, wages and benefits expense increased ~~by $135.4~~$69.0 million, or ~~30.0%~~11.8%, primarily due to increased ~~costs to retain aviation professionals and increased direct labor costs resulting from the~~employee compensation, including higher ~~number of flights we operated~~pilot pay scales, during the six months ended June 30, ~~2022,~~2023, compared to the six months ended June 30, ~~2021.~~2022.

●

SkyWest ~~Airlines’~~Airlines and SWC’s aircraft maintenance, materials and repairs expense decreased by ~~$69.4~~$19.0 million, or ~~18.1%~~6.0%, primarily due to ~~reliability improvement costs incurred on a portion of SkyWest Airlines’ CRJ700~~lower block hour production for the three and ~~CRJ200 fleets throughout the 2021 year, such as engine maintenance expense, including~~six months ended June 30, 2023, compared to the six months ended June 30, ~~2021.~~2022.

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●

SkyWest ~~Airlines’~~Airlines and SWC’s depreciation and amortization expense decreased by ~~$10.8~~$16.5 million, or ~~10.4%~~17.8%, primarily due to certain ~~CRJ200~~CRJ aircraft and engines that ~~became fully~~were depreciated to their estimated residual value since June 30, ~~2021, partially offset by an increase in depreciation expense related to the acquisition of used CRJ700 aircraft~~ ~~since June 30, 2021.~~2022.

●

SkyWest ~~Airlines’~~Airlines and SWC’s fuel expense ~~increased $11.8~~decreased $17.7 million, or ~~26.3%~~31.0%, due to ~~an increase in our average fuel cost per gallon from $2.25 for the six months ended June 30, 2021, to $4.01 for the six months ended June 30, 2022, offset by~~ a decrease in the number of flights we operated under our prorate arrangements and the corresponding decrease in gallons of fuel we ~~purchased.~~

●

~~SkyWest Airlines recognized $307.3 million~~purchased, combined with a decrease in ~~payroll support grant proceeds as a reduction to~~ our ~~operating expenses~~average fuel cost per gallon from $4.01 for the six months ended June 30, ~~2021. SkyWest Airlines did not have a comparable grant~~2022, to $3.65 for the six months ended June 30, ~~2022.~~2023.

●

SkyWest ~~Airlines’~~Airlines and SWC’s remaining airline ~~expenses increased $13.0~~expense decreased $10.9 million, or ~~6.6%~~5.2%, primarily related to ~~an increase~~a decrease in other operating costs ~~that correspond to~~as a result of the ~~higher~~lower number of flights we operated ~~for~~during the six months ended June 30, ~~2022,~~2023, compared to the six months ended June 30, ~~2021,~~2022, such as crew per diem and crew hotel ~~costs and simulator~~ costs.

SkyWest Leasing Segment Profit. SkyWest Leasing profit ~~increased $5.2~~decreased $4.3 million, or ~~7.3%~~5.6%, during the six months ended June 30, ~~2022,~~2023, compared to the six months ended June 30, ~~2021, primarily due~~2022. Recent amendments to our capacity purchase agreements with certain major airline partners reduced certain future contractual fixed monthly payments and increased future contractual variable payments. As a result of these amendments, the ~~acquisition~~SkyWest Leasing segment deferred recognizing lease revenue on $40.0 million of the allocated fixed monthly lease payments received during the six months ended June 30, ~~new~~ 2023, under the straight-line method. The decrease in SkyWest Leasing profit attributed to deferred revenue was partially offset by additional lease revenue from the 13 E175 aircraft ~~added to our fleet subsequent to~~placed under contract since June 30, ~~2021, offset by the $15.2 million impairment charge related to the write down of assets held for sale.~~2022.

Liquidity and Capital Resources

As of June 30, ~~2022,~~2023, we had ~~$974.7~~$862.3 million in cash and cash equivalents and marketable securities. As of June 30, ~~2022,~~2023, we had ~~$68.6~~$70.1 million available for borrowings under our line of credit. Given our available liquidity as of June 30, ~~2022, and given the measures we have implemented to reduce the impact of the COVID-19 pandemic on our financial position and operations,~~2023, we believe the working capital currently available to us will be sufficient to meet our present financial requirements, including planned capital expenditures, scheduled lease payments and debt service obligations for at least the next 12 months.

Our total cash and marketable securities ~~increased~~decreased from ~~$860.4 million~~$1.0 billion as of December 31, ~~2021,~~2022, to ~~$974.7~~$862.3 million as of June 30, ~~2022,~~2023, or by ~~$114.3~~$184.9 million. At June 30, ~~2022,~~2023, our total capital mix was ~~45.0%~~44.0% equity and ~~55.0%~~56.0% long-term debt, compared to ~~45.5%~~44.4% equity and ~~54.5%~~55.6% long-term debt at December 31, ~~2021.~~2022. During the six months ended June 30, 2023, we repurchased 8.4 million shares of our common stock for $194.1 million under share repurchase programs authorized by our Board of Directors.

As of June 30, ~~2022,~~2023, and December 31, ~~2021,~~2022, we had ~~$61.4~~$59.6 million and $59.2 million, respectively, in letters of credit and surety bonds outstanding with various banks and surety institutions. We had no restricted cash as of June 30, ~~2022,~~2023, and December 31, ~~2021.~~2022.

Sources and Uses of Cash

Cash Position and Liquidity. The following table provides a summary of the net cash provided by (used in) our operating, investing and financing activities for the six months ended June 30, ~~2022~~2023 and ~~2021,~~2022, and our total cash and marketable securities positions as of June 30, ~~2022,~~2023, and December 31, ~~2021~~2022 (in thousands):


	For the six months ended June 30,								For the six months ended June 30,
	2022		2021		$ Change		% Change		2023		2022		$ Change		% Change
Net cash provided by operating activities	$	215,279	$	498,688	$	(283,409)	(56.8)	%	$	333,023	$	215,279	$	117,744	54.7	%
Net cash used in investing activities		(556,589)		(182,381)		(374,208)	205.2	%
Net cash provided by (used in) investing activities										69,991		(556,589)		626,580	(112.6)	%
Net cash provided by (used in) financing activities		178,960		(186,176)		365,136	(196.1)	%		(391,565)		178,960		(570,525)	(318.8)	%

3335

Table of Contents


	June 30,		December 31,						June 30,		December 31,
	2022		2021		$ Change		% Change		2023		2022		$ Change		% Change
Cash and cash equivalents	$	96,071	$	258,421	$	(162,350)	(62.8)	%	$	114,433	$	102,984	$	11,449	11.1	%
Marketable securities		878,608		601,989		276,619	46.0	%		747,916		944,231		(196,315)	(20.8)	%
Total	$	974,679	$	860,410	$	114,269	13.3	%	$	862,349	$	1,047,215	$	(184,866)	(17.7)	%

Cash Flows provided by Operating Activities

Our cash flows provided by operating activities was $333.0 million for the six months ended June 30, 2023, compared to $215.3 million for the six months ended June 30, ~~2022, compared to $498.7 million for the six months ended June 30, 2021.~~2022. Our operating cash flows are typically impacted by various factors including our net income, adjusted for non-cash expenses and gains such as depreciation expense, stock-based compensation expense and gains or losses on the disposal of assets; and timing of cash payments and cash receipts attributed to our various current asset and liability accounts, such as accounts receivable, inventory, accounts payable, accrued liabilities, deferred revenue and ~~deferred payroll support grant proceeds.~~unbilled revenue.

The ~~decrease~~increase in our cash flow from operations for the six months ended June 30, ~~2022,~~2023, compared to the six months ended June 30, ~~2021,~~2022, was primarily due to the timing of cash payments on our current liability accounts and ~~changes~~cash received in ~~our deferred and unbilled~~excess of revenue ~~accounts~~recognized for the six months ended June 30, ~~2022,~~2023, compared to ~~the six months ended June 30, 2021, combined with a decrease in net income from $97.9 million for the six months ended June 30, 2021, to $71.7 million for~~ the six months ended June 30, 2022.

Cash Flows ~~used in~~provided by (used in) Investing Activities

Our cash flows provided by investing activities was $70.0 million for the six months ended June 30, 2023, compared to cash flows used in investing activities ~~was~~of $556.6 million for the six months ended June 30, ~~2022, compared to cash flows used in investing activities of $182.4 million for the six months ended June 30, 2021.~~2022. Our investing cash flows are typically impacted by various factors including our capital expenditures, such as the acquisition of aircraft and spare engines; deposit payments and refunds of previously made deposits on new aircraft; purchase and sales of marketable securities; proceeds from the sale of assets; and timing of cash payments and cash receipts attributed to our various long-term asset and long-term liability accounts.

For the six months ended June 30, 2023, cash provided by the sale of marketable securities, net of purchases of marketable securities, was $199.3 million, an increase of $477.9 million from cash used for the purchase of marketable securities, net of sales of marketable securities of $278.6 million, for the six months ended June 30, 2022. Cash used for aircraft deposits decreased $37.1 million for the six months ended June 30, 2023, compared to the six months ended June 30, 2022, based on the timing of new aircraft orders and deliveries. Additionally, cash used for the acquisition of property and equipment, net of aircraft deposits applied towards acquired aircraft, ~~increased by $167.0 million from $63.5~~decreased $106.2 million for the six months ended June 30, ~~2021,~~2023, compared to ~~$230.5 million for~~ the six months ended June 30, 2022, primarily due to the purchase of twelve new E175 aircraft during the six months ended June 30, ~~2022, compared to the purchase of six used CRJ700 aircraft during the six months ended June 30, 2021.~~

Cash used for purchases of marketable securities, net of sales of marketable securities, increased from $0.4 million for the six months ended June 30, 2021, to $278.6 million for the six months ended June 30, 2022.Additionally, the reduction in the cash used in other long-term assets for the six months ended June 30, 2022, compared to the six months ended June 30, 2021, resulted from the timing of payments received from our major airline partners attributed to our long-term receivables.

Cash Flows provided by (used in) Financing Activities

Our cash flows used in financing activities was $391.6 million for the six months ended June 30, 2023, compared to cash provided by financing activities ~~was~~of $179.0 million for the six months ended June 30, ~~2022, compared to cash used in financing activities of $186.2 million for the six months ended June 30, 2021.~~2022. Our financing cash flows are typically impacted by various factors including proceeds from issuance of debt, principal payments on debt obligations, repurchases of our common stock and payment of cash dividends.

The ~~$365.1~~$570.5 million increase in cash ~~provided by~~used for financing activities for the six months ended June 30, ~~2022,~~2023, compared to the six months ended June 30, ~~2021,~~2022, was primarily due to ~~an increase~~a decrease of ~~$281.3~~$351.8 million in proceeds from the issuance of long-term debt, ~~primarily related to the acquisition~~an increase of ~~twelve E175 aircraft and $127.9~~$24.2 million in principal payments on long-term debt ~~secured by engines~~and $196.0 million of cash used to purchase treasury stock during the six months ended June 30, 2022. Additionally, cash used for principal payments on long-term debt decreased $84.8 million from the six months ended June 30, 2021, to the six months ended June 30, 2022, primarily due to paying off a portion of our long-term debt during the six months ended June 30, 2021.2023.

~~Table of Contents~~

Significant Commitments and Obligations

General

See Note 7, "Leases, Commitments and Contingencies," to the condensed consolidated financial statements for our commitments and obligations for each of the next five years and thereafter.

Table of Contents

Purchase Commitments and Options

As of June 30, ~~2022,~~2023, we had a firm purchase commitment for 17four new E175 aircraft from Embraer with delivery dates anticipated into ~~the first half of 2023.~~2025.

At the time of each aircraft acquisition, we evaluate the financing alternatives available to us, and select one or more of these methods to fund the acquisition. In recent years, we have issued long-term debt to finance our new aircraft. At present, we intend to fund our aircraft purchase commitments through cash on hand and debt financing. Based on current market conditions and discussions with prospective leasing organizations and financial institutions, we currently believe that we will be able to obtain financing for our committed acquisitions, as well as additional aircraft. We intend to finance the firm purchase commitment for 17four E175 aircraft with approximately 80-85% debt and the remaining balance with cash.

Aircraft Lease and Facility Obligations

We also have significant long-term lease obligations, primarily relating to our ~~aircraft fleet.~~maintenance and other facilities. Excluding aircraft financed by our major airline partners that we operate for them under contract, we had 4311 aircraft under lease with remaining terms ranging from ~~two years~~one year to ~~eight~~seven years as of June 30, ~~2022.~~2023. Future minimum lease payments due under all long-term operating leases were approximately ~~$260.8~~$129.5 million at June 30, ~~2022.~~2023. Assuming a ~~6.0%~~6.1% discount rate, which is the average incremental borrowing rate we anticipate we would have incurred on debt obtained over a similar term to acquire these assets, the present value of these lease obligations would have been equal to approximately ~~$210.2~~$92.6 million at June 30, ~~2022.~~2023.

Long-term Debt Obligations

As of June 30, ~~2022,~~2023, we had ~~$3.0~~$3.2 billion of long-term debt, ~~obligations related~~which consisted of $3.0 billion of debt used to finance aircraft and spare engines and $200.6 million of unsecured debt payable to U.S. Department of the ~~acquisition of aircraft.~~Treasury. The average effective interest rate on ~~those long-term~~our debt ~~obligations~~ was approximately ~~3.9%~~4.1% at June 30, 2022. We also had $200.6 million of long-term debt obligations under the Payroll Support Program Agreement, PSP Extension Agreement, and Payroll Support Program 3 Agreement with U.S. Treasury and $124.6 million of long-term debt secured by spare engines.2023.

Under our capacity purchase agreements, ~~the~~our major airline partners compensate us for our costs of owning or leasing the aircraft on a monthly basis. The aircraft compensation structure varies by agreement, but is intended to cover either our aircraft principal and interest debt service costs, our aircraft depreciation and interest expense or our aircraft lease expense costs while the aircraft is under contract.

Guarantees

We have guaranteed the obligations of SkyWest Airlines under the United Express Agreement and the Delta Connection Agreement for the E175 aircraft. In addition, we have guaranteed certain other obligations under SkyWest Airlines’ aircraft financing and leasing agreements.

We have guaranteed ~~$17.0~~$19.8 million in promissory notes of a third party in the event the third party defaults on its payments. The third party’s loans are secured by aircraft and engines.

Seasonality

Our results of operations for any interim period are not necessarily indicative of those for an entire year, ~~since~~because the airline industry is subject to seasonal fluctuations and general economic conditions. Our operations are somewhat favorably affected by increased travel on our prorate routes, historically occurring during the summer months, and

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unfavorably affected by decreased travel during the months of November through February and by inclement weather, which may occasionally or frequently, depending on the severity of the inclement weather in any given winter, result in cancelled flights during the winter months.

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ITEM 3: QUANTITATIVE AND QUALITATIVE DISCLOSURES ABOUT MARKET RISK

Aircraft Fuel

In the past, we have not experienced sustained material difficulties with fuel availability, and we currently expect to be able to obtain fuel at prevailing prices in quantities sufficient to meet our future needs. Pursuant to our contract flying arrangements, United, Delta, American and Alaska have agreed to bear the economic risk of fuel price fluctuations on our contracted flights. We bear the economic risk of fuel price fluctuations on our prorate operations. For the six months ended June 30, ~~2022,~~2023, approximately 11.7% of our total flying agreements revenue was derived from prorate agreements. For the six months ended June 30, ~~2022,~~2023, the average price per gallon of aircraft fuel was ~~$4.01.~~$3.65. For illustrative purposes only, we have estimated the impact of the market risk of fuel price fluctuations on our prorate operations using a hypothetical increase of 25% in the price per gallon we purchase. Based on this hypothetical assumption, we would have incurred an additional ~~$14.2~~$9.8 million in fuel expense for the six months ended June 30, ~~2022.~~2023.

Interest Rates

As of June 30, ~~2022,~~2023, our long-term debt had fixed interest rates. We currently intend to finance the acquisition of ~~new~~ aircraft through manufacturer financing or long-term borrowings. Changes in interest rates may impact ~~the~~our actual cost ~~to us~~ to acquire future aircraft. To the extent we place new aircraft in service under our capacity purchase agreements with United, Delta, American, Alaska or other carriers, our capacity purchase agreements currently provide that reimbursement rates will be adjusted to reflect the interest rates effective at the closing of the respective aircraft financing. A hypothetical 50 basis point change in market interest rates would not have a material effect on our financial results.

Labor and Inflation Risk

IfThe global economy has experienced, and continues to experience high rates of inflation. We cannot predict how long these inflationary pressures will continue, or how they may change over time, but we expect to see continued impacts on the global economy and our Company.

As a result, our costs have become, and we expect they will continue to be, subject to significant inflationary pressures, and we may not be able to fully offset such higher costs through price increases under our capacity purchase agreements. Salaries, wages and benefits expense represented ~~42.2%~~47.3% of our total operating expense for the six months ended June 30, ~~2022.~~2023. For illustrative purposes, a hypothetical increase of 25% into our salaries, wages and benefits during the six months ended June 30, ~~2022,~~2023, would have increased our operating expenses by approximately ~~$147.2~~$164.4 million. Our collective bargaining agreement with our pilots becomes amendable December 31, 2022. We intend to negotiate a new agreement with our pilots prior to December 31, 2022, which would likely result in an increase to our salaries, wages and benefits expense.

Our inability or failure to offset a material increase in costs due to inflation and/or labor costs could harm our business, financial condition and operating results. Additionally, in the event we are unable to hire and retain qualified pilots or other operational personnel, including flight attendants and maintenance technicians, we may be unable to operate requested flight schedules under our capacity purchase agreements, which could result in a reduction in revenue and operating inefficiencies, such as incremental new-hire training costs, and could harm our business, financial condition and operating results.

ITEM 4. CONTROLS AND PROCEDURES

Disclosure Controls and Procedures

Our management, including our Chief Executive Officer and Chief Financial Officer, performed an evaluation of our disclosure controls and procedures, which have been designed to ensure that information we are required to disclose in the reports we file or submit under the Securities Exchange Act of 1934, as amended (the “Exchange Act”), is recorded, processed, summarized and reported, within the time periods specified in the rules and forms of the SEC. Our management, including our Chief Executive Officer and Chief Financial Officer, concluded that, as of June 30, ~~2022,~~2023, those controls and procedures were effective to ensure that information we are required to disclose in the reports we file or submit under the Exchange Act is accumulated and communicated to our management, including our Chief Executive Officer and Chief Financial Officer, as appropriate to allow timely decisions regarding required disclosure.

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Changes in Internal Control

During the six months ended June 30, ~~2022,~~2023, there were no changes in our internal control over financial reporting that materially affected, or are reasonably likely to materially affect, our internal control over financial reporting (as defined in Exchange Act Rules 13a-15(f) and 15d-15(f) under the Exchange Act).

PART II. OTHER INFORMATION

ITEM 1. LEGAL PROCEEDINGS

We are subject to certain legal actions which we consider routine to our business activities. As of June 30, ~~2022,~~2023, our management believed, after consultation with legal counsel, that the ultimate outcome of such legal matters was not likely to have a material adverse effect on our financial position, liquidity or results of operations.

ITEM 1A. RISK FACTORS

In addition to the other information set forth in this Report, you should carefully consider the factors discussed in Part I, Item 1A, “Risk Factors” in our Annual Report on Form 10-K for the year ended December 31, ~~2021,~~2022, and in our other filings with the SEC, which factors could materially affect our business, financial condition and results of operations. The risks described in our reports filed with the SEC are not the only risks facing our company. Additional risks and uncertainties not currently known to us or that we currently deem to be immaterial also may materially adversely affect our business, financial condition and results of operations.

ITEM 2. UNREGISTERED SALES OF EQUITY SECURITIES AND USE OF PROCEEDS

Our Board of Directors has adopted stock repurchase programs which authorize us to repurchase shares of our common stock in the public market or in private transactions, from time to time, at prevailing prices. Our stock repurchase programs were authorized in February 2019 for the repurchase of up to $250.0 million of our common stock and in May 2023 for the repurchase of up to $250.0 million of our common stock. The following table summarizes the repurchases under our stock purchase programs during the three months ended June 30, 2023:


	Total Number of Shares Purchased	Average Price Paid Per Share		Total Number of Shares Purchased as Part of a Publicly Announced Program⁽¹⁾	Maximum Dollar Value of Shares that May Yet Be Purchased Under the Program (in Thousands)
April 1, 2023 - April 30, 2023	1,273,112	$	23.56	1,273,112	$	9,590
May 1, 2023 - May 31, 2023	1,248,510	$	28.03	1,248,510	$	215,000
June 1, 2023 - June 30, 2023	813,062	$	35.76	813,062	$	185,922
Total	3,334,684	$	28.21	3,334,684	$	185,922

(1)

In February 2019, our Board of Directors authorized a stock purchase program to repurchase up to $250.0 million of our common stock. Purchases are made at management’s discretion based on market conditions and financial resources. As of April 30, 2023, we had repurchased 6,340,256 shares of our common stock for $240.4 million under the February 2019 authorization. In May 2023, our Board of Directors approved a new share repurchase program, which superseded our prior repurchase program and authorized us to repurchase up to $250.0 million of our common stock. As of June 30, 2023, we had repurchased 2,061,572 shares of our common stock for $64.1 million under the May 2023 authorization.

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ITEM 6. EXHIBITS


31.1		Certification of Chief Executive Officer
31.2		Certification of Chief Financial Officer
32.1		Certification of Chief Executive Officer
32.2		Certification of Chief Financial Officer
101.INS		Inline XBRL Instance Document - the instance document does not appear in the Interactive Data File because its XBRL tags are embedded within the Inline XBRL document.
101.SCH		Inline XBRL Taxonomy Extension Schema Document
101.CAL		Inline XBRL Taxonomy Extension Calculation Linkbase Document
101.DEF		Inline XBRL Taxonomy Extension Definition Linkbase Document
101.LAB		Inline XBRL Taxonomy Extension Label Linkbase Document
101.PRE		Inline XBRL Taxonomy Extension Presentation Linkbase Document
104		Cover Page Interactive Data File (formatted as Inline XBRL and contained in Exhibit 101)

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SIGNATURE

Pursuant to the requirements of the Securities Exchange Act of 1934, as amended, the Registrant has duly caused this Quarterly Report on Form 10-Q for the quarter ended June 30, ~~2022,~~2023, to be signed on its behalf by the undersigned, thereunto duly authorized, on August ~~4, 2022.~~3, 2023.


	SKYWEST, INC.

	By	/s/ Robert J. Simmons
		Robert J. Simmons
		Chief Financial Officer

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Level 1	—	Quoted prices in active markets for identical assets or liabilities.
Level 2	—	Observable inputs other than Level 1 prices such as quoted prices for similar assets or liabilities; quoted prices in markets that are not active; or other inputs that are observable or can be corroborated by observable market data for substantially the full term of the assets or liabilities. Some of the Company’s marketable securities primarily utilize broker quotes in a non-active market for valuation of these securities.
Level 3	—	Unobservable inputs that are supported by little or no market activity and that are significant to the fair value of the assets or liabilities, therefore requiring an entity to develop its own assumptions.


	Three months ended June 30, 2021
	SkyWest		SkyWest
	Airlines		Leasing		Consolidated
Operating revenues ⁽¹⁾	$	527,595	$	129,395	$	656,990
Operating expense		477,188		64,779		541,967
Depreciation and amortization expense		53,151		56,744		109,895
Interest expense		6,219		27,721		33,940
Segment profit ⁽²⁾		44,188		36,895		81,083
Total assets (as of June 30, 2021)		3,089,404		3,902,359		6,991,763
Capital expenditures (including non-cash)		21,822		4,617		26,439


	Six months ended June 30, 2021
	SkyWest		SkyWest
	Airlines		Leasing		Consolidated
Operating revenues ⁽¹⁾	$	934,045	$	257,500	$	1,191,545
Operating expense		865,058		130,622		995,680
Depreciation and amortization expense		103,477		116,015		219,492
Interest expense		9,348		55,946		65,294
Segment profit ⁽²⁾		59,639		70,932		130,571
Total assets (as of June 30, 2021)		3,089,404		3,902,359		6,991,763
Capital expenditures (including non-cash)		57,028		26,919		83,947


Balance at March 31, 2022	$	—
Purchases		6,551
Unrealized gains		6,773
Balance at June 30, 2022	$	13,324