~~(Former name, former address and former fiscal year, if changed since last report)~~

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 ~~and posted on its corporate Web site, if any,~~ every Interactive Data File required to be submitted ~~and posted~~ pursuant to Rule 405 of Regulation S-T (§232.405 of this chapter) during the preceding 12 months (or for such shorter period that the registrant was required to submit ~~and post~~ such files).Yes ☒ No ☐

Indicate by check mark 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 ☒

As of ~~November 1, 2017,~~April 30, 2020, there were ~~25,283,100~~26,126,559 shares of the registrant’s Common Stock outstanding.

	September 30, 2017			December 31, 2016			March 31, 2020			December 31, 2019
Assets
Current Assets
Cash and cash equivalents	$	165,250		$	123,890		$	225,160		$	103,029
Short-term investments		10,676			4,313			-			879
Restricted cash		11,030			14,360			10,459			10,401
Accounts receivable, net of allowance of $1,230 and $997, respectively		172,205			166,486
Prepaid maintenance		13,181			4,418
Prepaid expenses and other current assets		77,434			44,603
Accounts receivable, net of allowance of $1,182 and $1,822, respectively								274,202			290,119
Prepaid expenses, assets held for sale and other current assets								187,739			228,103
Total current assets		449,776			358,070			697,560			632,531
Property and Equipment
Flight equipment		4,267,704			3,886,714			4,911,265			4,880,424
Ground equipment		73,653			68,688			85,163			83,584
Less: accumulated depreciation		(670,443	)		(568,946	)		(1,026,946	)		(977,883	)
Flight equipment modifications in progress		228,040			154,226			62,953			67,101
Property and equipment, net		3,898,954			3,540,682			4,032,435			4,053,226
Other Assets
Long-term investments and accrued interest		19,234			27,951
Operating lease right-of-use assets								215,099			231,133
Deferred costs and other assets		210,611			204,647			385,170			391,895
Intangible assets, net and goodwill		108,727			116,029			75,348			76,856
Total Assets	$	4,687,302		$	4,247,379		$	5,405,612		$	5,385,641

Liabilities and Equity
Current Liabilities
Accounts payable	$	62,540		$	59,543		$	91,092		$	79,683
Accrued liabilities		421,670			320,887			447,379			481,725
Current portion of long-term debt and capital lease		196,509			184,748
Current portion of long-term debt and finance leases								283,066			395,781
Current portion of long-term operating leases								142,668			141,973
Total current liabilities		680,719			565,178			964,205			1,099,162
Other Liabilities
Long-term debt and capital lease		1,908,835			1,666,663
Long-term debt and finance leases								2,148,200			1,984,902
Long-term operating leases								357,533			392,832
Deferred taxes		318,171			298,165			80,933			74,040
Financial instruments and other liabilities		204,408			200,035			21,991			42,526
Total other liabilities		2,431,414			2,164,863			2,608,657			2,494,300
Commitments and contingencies
Equity
Stockholders’ Equity
Preferred stock, $1 par value; 10,000,000 shares authorized; no shares issued		-			-
Common stock, $0.01 par value; 100,000,000 shares authorized; 30,090,510 and 29,633,605 shares issued, 25,283,100 and 25,017,242 shares outstanding (net of treasury stock), as of September 30, 2017 and December 31, 2016, respectively		301			296
Preferred stock, $1 par value; 10,000,000 shares authorized; 0 shares issued								-			-
Common stock, $0.01 par value; 100,000,000 shares authorized; 31,483,409 and 31,048,842 shares issued, 26,126,232 and 25,870,876 shares outstanding (net of treasury stock), as of March 31, 2020 and December 31, 2019, respectively								315			310
Additional paid-in-capital		710,446			657,082			782,517			761,715
Treasury stock, at cost; 4,807,410 and 4,616,363 shares, respectively		(193,426	)		(183,119	)
Treasury stock, at cost; 5,357,177 and 5,177,966 shares, respectively								(217,705	)		(213,871	)
Accumulated other comprehensive loss		(4,249	)		(4,993	)		(2,573	)		(2,818	)
Retained earnings		1,062,097			1,048,072			1,270,196			1,246,843
Total equity		1,575,169			1,517,338
Total stockholders’ equity								1,832,750			1,792,179
Total Liabilities and Equity	$	4,687,302		$	4,247,379		$	5,405,612		$	5,385,641

	For the Three Months Ended						For the Nine Months Ended						For the Three Months Ended
	September 30, 2017			September 30, 2016			September 30, 2017			September 30, 2016			March 31, 2020			March 31, 2019

Operating Revenue	$	535,748		$	448,015		$	1,528,508		$	1,309,902		$	643,502		$	679,683

Operating Expenses
Salaries, wages and benefits		114,505			125,978			330,080			321,365			147,744			145,474
Aircraft fuel		74,048			65,409			239,966			189,982			108,318			106,321
Maintenance, materials and repairs		74,457			49,761			212,042			162,220			94,152			103,620
Depreciation and amortization		42,033			37,509			120,913			109,722			57,584			64,481
Travel		38,260			31,958			105,510			94,291			42,391			45,029
Passenger and ground handling services														31,959			32,160
Navigation fees, landing fees and other rent														31,401			40,216
Aircraft rent		33,873			35,730			103,738			109,490			23,967			41,888
Navigation fees, landing fees and other rent		33,468			15,640			77,258			56,391
Passenger and ground handling services		28,491			21,673			77,187			64,571
Loss (gain) on disposal of aircraft		211			(11	)		64			(11	)
Special charge		-			-			-			6,631
Gain on disposal of aircraft														(6,717	)		-
Transaction-related expenses		1,092			3,905			3,403			21,486			521			2,527
Other		42,598			34,465			123,121			106,885			51,112			51,093
Total Operating Expenses		483,036			422,017			1,393,282			1,243,023			582,432			632,809

Operating Income		52,712			25,998			135,226			66,879			61,070			46,874

Non-operating Expenses (Income)
Interest income		(1,688	)		(1,316	)		(4,286	)		(4,325	)		(480	)		(2,044	)
Interest expense		26,553			21,355			72,747			63,595			29,275			30,353
Capitalized interest		(1,922	)		(1,059	)		(5,633	)		(2,106	)		(193	)		(463	)
Loss on early extinguishment of debt		167			-			167			132			-			245
Unrealized loss (gain) on financial instruments		44,775			1,462			36,225			(25,013	)
Other income		(1,165	)		(180	)		(357	)		(372	)
Unrealized (gain) loss on financial instruments														(924	)		46,575
Other (income) expense, net														1,206			(2,975	)
Total Non-operating Expenses (Income)		66,720			20,262			98,863			31,911			28,884			71,691

Income (loss) from continuing operations before income taxes		(14,008	)		5,736			36,363			34,968
Income (loss) before income taxes														32,186			(24,817	)
Income tax expense		10,187			13,237			21,479			21,079			8,833			4,893

Income (loss) from continuing operations, net of taxes		(24,195	)		(7,501	)		14,884			13,889

Income (loss) from discontinued operations, net of taxes		33			(445	)		(859	)		(790	)

Net Income (Loss)	$	(24,162	)	$	(7,946	)	$	14,025		$	13,099		$	23,353		$	(29,710	)

Earnings (loss) per share from continuing operations:
Basic	$	(0.96	)	$	(0.30	)	$	0.59		$	0.56

Diluted	$	(0.96	)	$	(0.30	)	$	0.58		$	(0.49	)

Earnings (loss) per share from discontinued operations:
Basic	$	0.00		$	(0.02	)	$	(0.03	)	$	(0.03	)

Diluted	$	0.00		$	(0.02	)	$	(0.03	)	$	(0.03	)

Earnings (loss) per share:
Basic	$	(0.96	)	$	(0.32	)	$	0.56		$	0.53		$	0.90		$	(1.15	)

Diluted													$	0.90		$	(1.15	)
Weighted average shares:
Basic														25,966			25,735
Diluted	$	(0.96	)	$	(0.32	)	$	0.54		$	(0.52	)		25,966			25,735

Weighted average shares:
Basic		25,262			24,840			25,229			24,788

Diluted		25,262			24,840			25,822			25,116

	For the Nine Months Ended						For the Three Months Ended
	September 30, 2017			September 30, 2016			March 31, 2020			March 31, 2019

Operating Activities:
Income (loss) from continuing operations, net of taxes	$	14,884		$	13,889
Less: Loss from discontinued operations, net of taxes		(859	)		(790	)
Net Income		14,025			13,099
Net Income (Loss)							$	23,353		$	(29,710	)

Adjustments to reconcile Net Income to net cash provided by operating activities:
Adjustments to reconcile Net Income (Loss) to net cash provided by operating activities:
Depreciation and amortization		142,042			124,198			74,352			78,988
Accretion of debt securities discount		(892	)		(968	)		(2	)		(127	)
Provision for allowance for doubtful accounts		304			267
Special charge, net of cash payments		-			6,631
Provision for expected credit losses								(73	)		34
Loss on early extinguishment of debt		167			132			-			245
Unrealized loss (gain) on financial instruments		36,225			(25,013	)		(924	)		46,575
Loss (gain) on disposal of aircraft		64			(11	)
Gain on disposal of aircraft								(6,717	)		-
Deferred taxes		21,106			20,794			7,352			4,751
Stock-based compensation expense		17,030			27,919
Stock-based compensation								3,860			5,621
Changes in:
Accounts receivable		(12,004	)		32,767			16,515			9,686
Prepaid expenses, current assets and other assets		(53,343	)		(19,287	)		(5,476	)		(42,309	)
Accounts payable and accrued liabilities		30,382			(79,684	)		(40,393	)		(19,985	)
Net cash provided by operating activities		195,106			100,844			71,847			53,769
Investing Activities:
Capital expenditures		(66,395	)		(36,872	)		(8,291	)		(30,584	)
Payments for flight equipment and modifications		(338,524	)		(237,093	)		(26,000	)		(57,332	)
Acquisition of business, net of cash acquired		-			(107,498	)
Proceeds from insurance								-			38,133
Proceeds from investments		3,247			8,843			881			4,961
Net cash used for investing activities		(401,672	)		(372,620	)
Proceeds from disposal of aircraft								44,110			-
Net cash provided by (used for) investing activities								10,700			(44,822	)
Financing Activities:
Proceeds from debt issuance		447,865			84,790			164,000			19,723
Payment of debt issuance costs								(2,386	)		(955	)
Payments of debt and finance lease obligations								(193,644	)		(90,907	)
Proceeds from revolving credit facility		150,000			-			75,000			-
Payment of revolving credit facility		(150,000	)		-
Customer maintenance reserves and deposits received		22,006			11,172			2,586			4,144
Customer maintenance reserves paid		(18,538	)		-			(2,080	)		-
Proceeds from sale of convertible note warrants		38,148			-
Payments for convertible note hedges		(70,140	)		-
Purchase of treasury stock		(10,307	)		(11,071	)		(3,834	)		(9,189	)
Excess tax benefit from stock-based compensation expense		-			443
Payment of debt issuance costs		(11,146	)		(1,078	)
Payments of debt		(153,292	)		(135,843	)
Net cash provided by (used for) financing activities		244,596			(51,587	)		39,642			(77,184	)
Net increase (decrease) in cash, cash equivalents and restricted cash		38,030			(323,363	)		122,189			(68,237	)
Cash, cash equivalents and restricted cash at the beginning of period		138,250			438,931			113,430			232,741
Cash, cash equivalents and restricted cash at the end of period	$	176,280		$	115,568		$	235,619		$	164,504

Noncash Investing and Financing Activities:

Acquisition of flight equipment included in Accounts payable and accrued liabilities	$	61,734		$	18,510		$	16,368		$	7,752
Acquisition of flight equipment under capital lease	$	32,380		$	10,650
Acquisition of property and equipment acquired under operating leases							$	670		$	-
Customer maintenance reserves settled with sale of aircraft							$	6,497		$	-

Accumulated

Additional

Other

Total

Common

Treasury

Paid-In

Comprehensive

Retained

Stockholders'

Stock

Stock

Capital

Loss

Earnings

Equity

Balance at December 31, 2016

$
296

$
(183,119
)

$
657,082

$
(4,993
)

$
1,048,072

$
1,517,338

Net Income

-

-

-

-

14,025

14,025

Other comprehensive income

-

-

-

744

-

744

Stock-based compensation

-

-

17,030

-

-

17,030

Purchase of 191,047 shares of treasury stock

-

(10,307
)

-

-

-

(10,307
)
Issuance of 456,905 shares of restricted stock

5

-

(5
)

-

-

-

Equity component of convertible note, net of tax

-

-

43,256

-

-

43,256

Purchase of convertible note hedges, net of tax

-

-

(45,065
)

-

-

(45,065
)
Issuance of convertible note warrants

-

-

38,148

-

-

38,148

Balance at September 30, 2017

$
301

$
(193,426
)

$
710,446

$
(4,249
)

$
1,062,097

$
1,575,169

	As of and for the Three Months Ended March 31, 2020
						Additional								Total
	Common		Treasury			Paid-In			Accumulated Other			Retained		Stockholders'
	Stock		Stock			Capital			Comprehensive Loss			Earnings		Equity
Balance at December 31, 2019	$	310	$	(213,871	)	$	761,715		$	(2,818	)	$	1,246,843	$	1,792,179
Net Income (Loss)		-		-			-			-			23,353		23,353
Other comprehensive income		-		-			-			245			-		245
Stock-based compensation		-		-			3,860			-			-		3,860
Customer warrant		-		-			2,394			-			-		2,394
Cumulative effect of change in accounting principle		-		-			14,553			-			-		14,553
Purchase of 179,211 shares of treasury stock		-		(3,834	)		-			-			-		(3,834	)
Issuance of 434,567 shares of restricted stock		5		-			(5	)		-			-		-
Balance at March 31, 2020	$	315	$	(217,705	)	$	782,517		$	(2,573	)	$	1,270,196	$	1,832,750

Accumulated

Additional

Other

Total

Common

Treasury

Paid-In

Comprehensive

Retained

Stockholders'

Stock

Stock

Capital

Loss

Earnings

Equity

Balance at December 31, 2015

$
290

$
(171,844
)

$
625,244

$
(6,063
)

$
1,006,556

$
1,454,183

Net Income

-

-

-

-

13,099

13,099

Other comprehensive income

-

-

-

817

-

817

Stock-based compensation

-

-

27,919

-

-

27,919

Purchase of 293,257 shares of treasury stock

-

(11,071
)

-

-

-

(11,071
)
Issuance of 665,747 shares of restricted stock

6

-

(6
)

-

-

-

Tax expense on restricted stock and stock options

-

-

(994
)

-

-

(994
)
Balance at September 30, 2016

$
296

$
(182,915
)

$
652,163

$
(5,246
)

$
1,019,655

$
1,483,953

	As of and for the Three Months Ended March 31, 2019
						Additional									Total
	Common		Treasury			Paid-In			Accumulated Other			Retained			Stockholders'
	Stock		Stock			Capital			Comprehensive Loss			Earnings			Equity
Balance at December 31, 2018	$	306	$	(204,501	)	$	736,035		$	(3,832	)	$	1,539,956		$	2,067,964
Net Income (Loss)		-		-			-			-			(29,710	)		(29,710	)
Other comprehensive income		-		-			-			263			-			263
Stock-based compensation		-		-			5,621			-			-			5,621
Purchase of 179,339 shares of treasury stock		-		(9,189	)		-			-			-			(9,189	)
Issuance of 439,544 shares of restricted stock		4		-			(4	)		-			-			-
Balance at March 31, 2019	$	310	$	(213,690	)	$	741,652		$	(3,569	)	$	1,510,246		$	2,034,949

Our consolidated financial statements include the accounts of the holding company, Atlas Air Worldwide Holdings, Inc. (“AAWW”), and its consolidated subsidiaries. AAWW is the parent company of Atlas Air, Inc. (“Atlas”) and Southern Air Holdings, Inc. (“Southern Air”). AAWW is also the parent company of several subsidiaries related to our dry leasing services (collectively referred to as “Titan”). AAWW has a 51% equity interest and 75% voting interest in Polar Air Cargo Worldwide, Inc. (“Polar”). We record our share of Polar’s results under the equity method of accounting.

The terms “we,” “us,” “our,” and the “Company” mean AAWW and all entities included in its consolidated financial statements.

We provide outsourced aircraft and aviation operating services throughout the world, serving Africa, Asia, Australia, Europe, the Middle East, North America and South America through: (i) contractual service arrangements, including those through which we provide aircraft to customers and value-added services, including crew, maintenance and insurance (“ACMI”), as well as those through which we provide crew, maintenance and insurance, but not the aircraft (“CMI”); (ii) cargo and passenger charter services (“Charter”); and (iii) dry leasing aircraft and engines (“Dry Leasing” or “Dry Lease”).

The accompanying unaudited consolidated financial statements and related notes (the “Financial Statements”) have been prepared in accordance with the U.S. Securities and Exchange Commission (the “SEC”) requirements for quarterly reports on Form 10-Q, and consequently exclude certain disclosures normally included in audited consolidated financial statements prepared in conformity with accounting principles generally accepted in the United States of America (“GAAP”). Intercompany accounts and transactions have been eliminated. The Financial Statements should be read in conjunction with the audited consolidated financial statements and the notes included in the AAWW Annual Report on Form 10-K for the year ended December 31, ~~2016,~~2019, which includes additional disclosures and a summary of our significant accounting policies. The December 31, ~~2016~~2019 balance sheet data was derived from that Annual Report. In our opinion, the Financial Statements contain all adjustments, consisting of normal recurring items, necessary to fairly state the financial position of AAWW and its consolidated subsidiaries as of ~~September 30, 2017,~~March 31, 2020, the results of operations for the three ~~and nine~~ months ended ~~September 30, 2017~~March 31, 2020 and ~~2016,~~2019, comprehensive income (loss) for the three ~~and nine~~ months ended ~~September 30, 2017~~March 31, 2020 and ~~2016,~~2019, cash flows for the ~~nine~~three months ended ~~September 30, 2017~~March 31, 2020 and ~~2016,~~2019, and ~~shareholders’~~stockholders’ equity as of and for the ~~nine~~three months ended ~~September 30, 2017~~March 31, 2020 and ~~2016.~~2019.

Our quarterly results are subject to seasonal and other fluctuations, including fluctuations resulting from the global COVID-19 pandemic (see Note 2 for further discussion), and the operating results for any quarter are therefore not necessarily indicative of results that may be otherwise expected for the entire year.

Except for per share data, all dollar amounts are in thousands unless otherwise noted.

Common stock warrants that are classified as a liability are marked-to-market at the end of each reporting period with changes in fair value recorded in Unrealized (gain) loss on financial instruments. We utilize a Monte Carlo simulation approach to estimate the fair value of the warrant liability, which requires inputs such as our common stock price, the warrant strike price, estimated common stock price volatility and risk-free interest rate, among others. Our earnings are affected by changes in our common stock price due to the impact those changes have on the fair value of our warrant liability (see Note 4 for further discussion).

Except for engines used on our 747-8F aircraft, we account for heavy maintenance costs for airframes and engines used in our ACMI and Charter segments using the direct expense method. Under this method, heavy maintenance costs are charged to expense upon induction, based on our best estimate of the costs.

We account for heavy maintenance costs for airframes and engines used in our Dry Leasing segment and engines used on our 747-8F aircraft using the deferral method. Under this method, we defer the expense recognition of scheduled heavy maintenance events, which are amortized over the estimated period until the next scheduled heavy maintenance event is required. Amortization of deferred maintenance expense included in Depreciation and amortization was ~~$1.8~~$7.9 million and ~~zero~~$4.4 million for the three months ended ~~September 30, 2017~~March 31, 2020 and ~~September 30, 2016, respectively, and was $3.7 million and zero for the nine months ended September 30, 2017 and September 30, 2016,~~2019, respectively.

Deferred maintenance included within Deferred costs and other assets is as follows:

~~The following table provides~~In December 2019, COVID-19 was first reported in China and has since spread to most other regions of the world. In March 2020, COVID-19 was determined to be a ~~reconciliation~~global pandemic by the World Health Organization. During the first quarter of ~~cash, cash equivalents~~2020, this public health crisis disrupted global manufacturing, supply chains, passenger travel and ~~restricted cash reported within~~consumer spending, resulting in flight cancellations by our ACMI customers and lower U.S. Military Air Mobility Command (“AMC”) passenger flying as the ~~consolidated balance sheets that sum~~military took precautionary measures to limit the movement of personnel. A reduction of available cargo capacity in the market and increased demand for transporting goods due to the ~~total shown~~COVID-19 pandemic also resulted in increased commercial cargo charter yields, net of fuel, during the ~~consolidated statements~~quarter. We have incurred and expect to incur significant additional costs, including premium pay; other operational costs, including costs for continuing to provide a safe working environment for our employees; and higher crew costs related to increased pay rates resulting from our recent interim agreement with the pilots. In addition, the availability of hotels and restaurants; evolving COVID-19-related travel restrictions and health screenings; and cancellations of passenger flights by other airlines globally or airport closures have impacted and could further impact our ability to position crewmembers for operating our aircraft. In March 2020, as a precautionary measure due to uncertainty arising from the COVID-19 pandemic, we drew $75.0 million under our revolving credit facility and had $19.8 million of unused availability as of March 31, 2020.

Our ability to continue to service our debt and meet our lease and other obligations as they come due is dependent on our continued ability to generate earnings and cash ~~flows:~~flows. To mitigate the impact of any continuation or worsening of the COVID-19 pandemic disruptions, we have significantly reduced nonessential employee travel, reduced the use of contractors, limited ground staff hiring, implemented a number of other cost reduction initiatives and taken other actions, such as the sale of certain nonessential assets. If we are unable to implement these or additional initiatives, it could have a material adverse effect on our financial position, results of operations, and cash flows. We believe the Company will generate sufficient liquidity to satisfy its obligations over the next twelve months.

In ~~March 2016,~~November 2019, the Financial Accounting Standards Board (“FASB”) amended its accounting guidance for share-based payment awards issued to a customer. The amended guidance requires share-based payment awards issued to a customer to be recorded as a reduction of the transaction price in revenue based on the fair value at grant date and to be classified on the balance sheet using accounting guidance for stock-based compensation. The amended guidance was effective for fiscal years beginning after December 15, 2019. Effective January 1, 2020, we adopted the amended guidance and applied the modified retrospective approach to the most current period presented. As a result, $14.6 million, or approximately 60% of our customer warrant liability of $24.3 million related to revenue contracts, which was included in Financial instruments and other liabilities as of December 31, 2019, was reclassified as Additional paid-in-capital within Total stockholders’ equity on January 1, 2020. As a result, these customer warrants are no longer marked-to-market at the end of each reporting period with changes ~~how companies account for certain aspects of share-based payment awards to employees, including~~in fair value recorded as an unrealized (gain) loss on financial instruments. The amended guidance did not impact the accounting for ~~income taxes, forfeitures, and statutory tax withholding requirements,~~the remaining portion of our customer warrant liability related to Dry Lease contracts, which was approximately $9.7 million or approximately 40% of the total customer warrant liability as ~~well as classification in~~of December 31, 2019. The new guidance did not impact how we account for the ~~statement~~amortization of ~~cash flows. We adopted this amended guidance on January 1, 2017 on a prospective basis. As a result, we recognized $1.8 million of excess tax benefits during~~ the nine months ended September 30, 2017 as a reduction of income tax expense in our consolidated statements of operations. Excess tax benefits were previously recognized within equity. Additionally, our consolidated statements of cash flows present such excess tax benefits, which were previously presented as a financing activity, as an operating activity.customer incentive asset (see Note 4 for further discussion).

In ~~February~~June 2016, the FASB amended its accounting guidance for ~~leases.~~the measurement of credit losses on financial instruments. The guidance requires ~~a lessee~~entities to utilize an expected credit loss model for certain financial instruments, including most trade receivables, which replaces the incurred credit loss model previously used. Under this new model, we are required to recognize ~~assets~~estimated credit losses expected to occur over time using a broad range of information including historical information, current conditions and ~~liabilities on~~reasonable and supportable forecasts. Receivables related to lease contracts are not within the balance sheet arising from leases with terms greater than twelve months. While lessor accounting guidance is relatively unchanged, certain amendments were made to conform with changes made to lessee accounting andscope of this amended ~~revenue recognition~~ guidance. The new guidance will continue to classify leases as either finance or operating, with classification affecting the presentation and pattern of expense and income recognition, in the statement of operations. It also requires additional quantitative and qualitative disclosures about leasing arrangements. The amended guidance is effective as of the beginning of 2019, with early adoption permitted. WhileEffective January 1, 2020, we ~~are still assessing the impact~~adopted the amended guidance will have on our financial statements, we expect that recognizing the right-of-use asset and related lease liability will impact our balance sheet materially. We have developed and are implementing a plan for adopting this amended guidance.

In May 2014, the FASB amended its accounting guidance for revenue recognition. Subsequently, the FASB has issued several clarifications and updates. The fundamental principles of the new guidance are that companies should recognize revenue in a manner that reflects the timing of the transfer of services to customers and consideration that a company expects to receive for the services provided. It also requires additional disclosures necessary for the financial statement users to understand the nature, amount, timing and uncertainty of revenue and cash flows arising from contracts with customers. The two permitted transition methods under ~~the guidance are the full retrospective approach, under which the guidance is applied to all periods presented, or~~ the modified retrospective approach ~~under which the guidance is applied only to the most current period presented. While we believe the amended guidance will~~and it did not have a material ~~effect~~impact on our consolidated financial statements ~~we expect that revenue currently recognized based on flight departure will be recognized over time as the services are performed. In addition, we expect that revenue under certain ACMI~~ and ~~CMI contracts, such as revenue~~ related to contracted minimum block hour guarantees, will be recognized in later periods and that some revenue adjustments related to meeting or exceeding on-time performance targets will be recognized in earlier periods. The implementation of our plan to adopt this amended guidance is progressing as expected and we plan to adopt the new guidance on its required effective date of January 1, 2018 using the modified retrospective approach.disclosures (see Note 5).

AAWW has a 51% equity interest and 75% voting interest in Polar. DHL Network Operations (USA), Inc. (“DHL”), a subsidiary of Deutsche Post AG, ~~(“DP”),~~ holds a 49% equity interest and a 25% voting interest in Polar. Polar is a variable interest entity that

we do not consolidate because we are not the primary beneficiary as the risks associated with the direct costs of operation are with DHL. Under a 20-year blocked space agreement, ~~(the “BSA”),~~which began in 2008, Polar provides air cargo capacity to DHL. Atlas has several agreements with Polar to provide ACMI, CMI, Dry Leasing, administrative, sales and ground support services to one another. We do not have any financial exposure to fund debt obligations or operating losses of Polar, except for any liquidated damages that we could incur under these agreements.

~~GATS~~In addition to the amounts in the table above, Atlas recognized revenue of $27.5 million and $23.0 million for the three months ended March 31, 2020 and 2019, respectively, from flying on behalf of Polar.

We hold a 10% interest in a joint venture with an unrelated third party, which we entered into in December 2019, to develop a diversified freighter aircraft dry leasing portfolio. Through Titan, we provide aircraft and lease management services to the joint venture for fees based upon aircraft assets under management, among other things. Our investment in the joint venture is accounted for under the equity method of accounting. Under the joint venture, we have a commitment to provide up to $40.0 million of capital contributions before December 2022. Our investment in the joint venture was $0.5 million and $1.5 million as of March 31, 2020 and December 31, 2019, respectively, and our maximum exposure to losses from the entity is limited to our investment. The joint venture does not currently have any third-party debt obligations and 0 capital contributions have been made as of March 31, 2020. We had Accounts receivable from the joint venture of $1.3 million as of March 31, 2020 related to the reimbursement of certain expenses by the joint venture. We have recognized 0 service fee income for the three months ended March 31, 2020.

We hold a 50% interest in ~~GATS GP (BVI) Ltd. (“GATS”),~~ a joint venture with an unrelated third ~~party.~~party to purchase rotable parts and provide repair services for those parts, primarily for 747-8F aircraft. Our investment in the joint venture is accounted for under the equity method of accounting. As of ~~September 30, 2017~~March 31, 2020 and December 31, ~~2016,~~2019, our investment in ~~GATS~~the joint venture was ~~$22.1~~$19.3 million and ~~$22.2~~$20.0 million, respectively. We had Accounts payable to ~~GATS~~the joint venture of ~~$0.3~~$1.0 million as of ~~September 30, 2017~~March 31, 2020 and ~~$2.4~~$0.5 million as of December 31, ~~2016.~~2019.

On April 7, 2016, we completed the acquisition of Southern Air and its subsidiaries, including Southern Air Inc. and Florida West International Airways, Inc. (“Florida West”). The acquisition of Southern Air provided us with immediate entry into 777 and 737 aircraft operating platforms, with the potential for developing additional business with existing and new customers. We believe this augments our ability to offer the broadest array of aircraft and services for domestic, regional and international operations. For the three and nine months ended September 30, 2017, we incurred Transaction-related expenses of $1.1 million and $3.4 million, respectively. For the three and nine months ended September 30, 2016, we incurred Transaction-related expenses of $3.1 million and $17.2 million, respectively. Transaction-related expenses are primarily related to: compensation costs, including employee termination benefits; professional fees; and integration costs associated with the acquisition.

The unaudited estimated pro forma operating revenue for AAWW, including Southern Air, for the three and nine months ended September 30, 2016 was $448.0 million and $1,337.0 million, respectively, including adjustments to conform with our accounting policies. The earnings of Southern Air were not material for the three and nine months ended September 30, 2016 and, accordingly, pro forma and actual earnings information have not been presented.

As part of integrating Southern Air, management decided and committed to pursue a plan to sell Florida West. As a result, the financial results for Florida West were presented as a discontinued operation and the assets and liabilities of Florida West were classified as held for sale from the date of acquisition through December 31, 2016. In February 2017, management determined that a sale was no longer likely to occur and committed to a plan to wind-down the Florida West operations. The wind-down of operations was completed during the first quarter of 2017.

~~A summary of the employee termination benefit liabilities, which are expected to be paid by the first quarter of 2018, is as follows:~~

During the first quarter of 2016, we classified four CF6-80 engines as held for sale, recognized an impairment loss of $6.5 million and ceased depreciation on the engines. All four of those engines were traded in during 2016. During the fourth quarter of 2016, we classified two CF6-80 engines as held for sale, recognized an impairment loss of $3.5 million and ceased depreciation on the

engines. One of those engines was traded in during the first quarter of 2017. The carrying value of the remaining CF6-80 engine held for sale at September 30, 2017 was $1.4 million, and of the two CF6-80 engines held for sale at December 31, 2016 was $2.8 million, which was included within Prepaid expenses and other current assets in the consolidated balance sheets. The remaining CF6-80 engine classified as held for sale is expected to be sold during the fourth quarter of 2017.

In May 2016, we entered into certain agreements with Amazon.com, Inc. and its subsidiary, Amazon Fulfillment Services, Inc., (collectively “Amazon”), which involves, among other things, CMI operation of up to 20 Boeing 767-300 freighter aircraft for Amazon by Atlas, as well as Dry Leasing by Titan. The Dry Leases ~~will~~ have a term of ten years from the commencement of each ~~lease,~~agreement, while the CMI operations ~~will be~~are for seven years from the commencement of each agreement (with an option for Amazon to extend the term to ~~a total of~~ ten years). ~~We placed the first seven aircraft in service between~~Between August 2016 and ~~August 2017. In October 2017,~~November 2018, we ~~began flying three additional aircraft and we expect to be operating~~placed all 20 by767-300 freighter aircraft into service for Amazon. In February 2019, the ~~end~~number of ~~2018.~~767-300 freighters in CMI and Dry Lease service for Amazon was reduced to 19 with the loss of an aircraft. In September 2019, the number of 767-300 freighters in CMI service for Amazon was reduced to 17 with the early termination of CMI services for two aircraft, which remain under dry lease.

In conjunction with ~~these~~the agreements entered into in May 2016, we granted Amazon a warrant providing the right to acquire up to 20% of our outstanding common shares, after giving effect to the issuance of shares pursuant to the warrants, at an exercise price of $37.50 per ~~share. A portion~~share (“Warrant A”). As of ~~the~~December 31, 2018, this warrant ~~representing the right~~ to purchase ~~3.75~~7.5 million shares had vested ~~immediately upon issuance of the warrant and the remainder of the warrant, representing the right to purchase 3.75 million shares, will vest~~ in ~~increments of 375,000 as the lease and operation of each of the 11~~^th ~~through 20~~^th ~~aircraft commences. The warrant will be~~full. Warrant A is exercisable in accordance with its terms through May 2021. As of ~~September 30, 2017, no warrants have~~March 31, 2020, 0 portion of Warrant A has been exercised.

The agreements entered into in May 2016 also ~~provide~~provided incentives for future growth of the relationship as Amazon may increase its business with us. In that regard, we granted Amazon a warrant to acquire up to an additional 10% of our outstanding common shares, after giving effect to the issuance of shares pursuant to the warrants, for an exercise price of $37.50 per ~~share.~~share

(“Warrant B”). This warrant to purchase 3.75 million shares will vest in ~~conjunction with payments by~~increments of 37,500 shares each time Amazon has paid $4.2 million of revenue to us, up to a total of $420.0 million, for ~~additional~~incremental business ~~with us. The warrant will be~~beyond the original 20 767-300 freighters. As of March 31, 2020, 187,500 shares of Warrant B have vested. Upon vesting, Warrant B becomes exercisable in accordance with its terms through May 2023. As of March 31, 2020, 0 portion of Warrant B has been exercised.

In March 2019, we amended the agreements entered into in 2016 with Amazon, pursuant to which we began providing CMI services using Boeing 737-800 freighter aircraft provided by Amazon. The 737-800 CMI operations are for a ~~special meeting on September 20, 2016,~~term of seven years from the ~~Company’s shareholders,~~commencement of each agreement (with an option for Amazon to extend the term to ten years). As of March 31, 2020, five 737-800 freighter aircraft entered CMI service. Amazon may, in its sole discretion, place up to 15 additional 737-800 freighter aircraft into service with us by May 31, 2021.

In connection with the amended agreements, we granted Amazon a ~~vote of approximately 99.9% of the votes cast, approved the issuance of warrants~~warrant to acquire up to ~~30%~~an additional 9.9% of our outstanding common ~~shares. This approval constituted~~shares, after giving effect to the issuance of shares pursuant to the warrants, for an exercise price of $52.90 per share (“Warrant C”). When combined with Warrant A and Warrant B, this would allow Amazon to acquire up to a ~~change~~total of 39.9% (after the issuance) of our outstanding common shares and Amazon would be entitled to vote the shares it owns up to 14.9% of our outstanding common shares, in ~~control, as defined under certain~~its discretion. Amazon would be required to vote any shares it owns in excess of 14.9% of our outstanding common shares in accordance with the ~~Company’s benefit plans.~~recommendation of our board of directors. After Warrant B has vested in full, this warrant to purchase 6.6 million shares would vest in increments of 45,428 shares each time Amazon has paid $6.9 million of revenue to us, up to a total of $1.0 billion, for incremental business beyond Warrant A and Warrant B. As a result, we recognized $26.2 million in expense, including accelerated compensation expense for restricted and performance share and cash awards, during the three and nine month periods ended September 30, 2016. The share-basedof March 31, 2020, 0 portion of Warrant C has vested. Upon vesting, Warrant C would become exercisable in accordance with its terms through March 2026.

~~The $92.9 million fair value~~vesting of Warrant A in previous years, the ~~vested portion of the warrant issued to Amazon as of May 4, 2016 was recorded as a warrant liability within Financial instruments and other liabilities (the “Amazon Warrant”). This initial~~ fair value of the warrant was ~~also~~ recognized as a customer incentive asset within Deferred costs and other assets, net and is ~~being~~ amortized as a reduction of ~~revenue~~Operating Revenue in proportion to the amount of revenue recognized over the terms of the Dry Leases and CMI agreements. ~~We amortized $1.5 million and $2.9 million of~~Determining the customer incentive asset for the three and nine months ended September 30, 2017, respectively. We amortized $0.2 million of the customer incentive asset for the three and nine month periods ended September 30, 2016. The balance of the customer incentive asset, netamount of amortization related to the CMI agreements requires significant judgment to estimate the total number of Block Hours expected over the terms of those agreements. The fair value of Warrant A was ~~$89.5 million~~also initially recorded as ~~of September 30, 2017~~a warrant liability within Financial instruments and ~~$92.4 million as of December 31, 2016.~~

other liabilities (the “Amazon Warrant”). The Amazon Warrant liability is marked-to-market at the end of each reporting period with changes in fair value recorded in Unrealized (gain) loss ~~(gain)~~ on financial instruments. ~~We utilize~~

As described in Note 2, we adopted the new accounting guidance for share-based payment awards issued to a ~~Monte Carlo simulation approach to estimate~~customer as of January 1, 2020. Under the ~~fair value~~amended guidance, approximately 60% of the Amazon Warrant ~~which requires inputs such~~liability related to the CMI agreements as ~~our common stock price,~~of January 1, 2020 was reclassified to Additional paid-in-capital and will no longer be marked-to-market at the ~~warrant strike price, estimated common stock price volatility and risk-free interest rate, among others.~~end of each reporting period. The amended guidance does not impact the accounting for the remaining portion of the Amazon Warrant liability related to Dry Lease contracts. We recognized a net unrealized gain of $0.9 million and an unrealized loss of ~~$44.8 million and $36.2~~$46.6 million on the Amazon Warrant liability during the three ~~and nine~~ months ended ~~September 30, 2017, respectively. We recognized a net unrealized loss of $1.5 million~~March 31, 2020 and ~~a net unrealized gain of $25.0 million on the Amazon Warrant during the three and nine months ended September 30, 2016,~~2019, respectively. The fair value of the Amazon Warrant liability was ~~$132.0~~$8.9 million as of ~~September 30, 2017~~March 31, 2020 and ~~$95.8~~$24.3 million as of December 31, ~~2016.~~2019.

When it becomes probable that an increment of either Warrant B or C will vest and the related revenue begins to be recognized, the grant date fair value of such portion is recognized as a customer incentive asset within Deferred costs and other assets, net and is amortized as a reduction of Operating Revenue in proportion to the amount of related revenue recognized. The grant date fair value of such increment is also recorded as Additional paid-in-capital. At the time of vesting, any amounts recorded in Additional paid-in-capital related to Dry Lease contracts would be reclassified to the Amazon Warrant liability.

We amortized $9.0 million and $6.3 million of the customer incentive asset as a reduction of Operating Revenue for the three months ended March 31, 2020 and 2019, respectively.

Customer incentive asset included within Deferred costs and other assets is as follows:

Accounts receivable, net of allowance for expected credit losses related to customer contracts, excluding Dry Leasing contracts, was $212.5 million as of March 31, 2020 and $247.5 million as of December 31, 2019.

7. Allowance for expected credit losses, included within Accounts receivable, is as follows:

	September 30, 2017		December 31, 2016		March 31, 2020		December 31, 2019
Maintenance	$	143,941	$	54,495	$	122,253	$	136,315
Customer maintenance reserves		85,256		81,830		104,747		110,355
Salaries, wages and benefits		48,879		55,063		56,268		75,719
U.S. class action settlement		30,000		35,000
Aircraft fuel		22,638		16,149		24,077		28,821
Deferred revenue		22,565		10,298		30,582		26,357
Other		68,391		68,052		109,452		104,158
Accrued liabilities	$	421,670	$	320,887	$	447,379	$	481,725

Deferred revenue for customer contracts, excluding Dry Leasing contracts, represents amounts collected from, or invoiced to, customers in advance of revenue recognition. The balance of Deferred revenue will increase or decrease based on the timing of invoices and recognition of revenue.

Significant changes in our Revenue contract liability balances during the three months ended March 31, 2020 were as follows:

The following table provides a reconciliation of cash, cash equivalents and restricted cash reported within the consolidated balance sheets that sum to the total shown in the consolidated statements of cash flows:

As of December 31, 2019, we had 2 737-400 passenger aircraft previously used for training purposes, certain spare CF6-80 engines and 3 aircraft in our Dry Leasing portfolio classified as held for sale. During the three months ended March 31, 2020, we received net proceeds of $44.1 million from the completion of the sales of some of the spare CF6-80 engines and two aircraft in our Dry Leasing portfolio and recognized a net gain of $6.7 million. The carrying value of the assets held for sale as of March 31, 2020 and December 31, 2019 was $111.6 million and $155.9 million, respectively, which was included within Prepaid expense, held for sale and other current assets in the consolidated balance sheets. Sales of the remaining aircraft and engines held for sale are expected to be completed in 2020.

During the three months ended March 31, 2020, we recognized a refund of $1.4 million related to aircraft rent paid in previous years within Other (income) expense, net. In April 2020, we received a refund of $31.5 million related to aircraft rent paid in previous years, which will be recognized during the second quarter of 2020 within Other (income) expense, net.

~~We have entered into various~~In February 2020, we refinanced two secured term loans, ~~during 2017 to finance~~that were originally due later in 2020, with 2 new term loans. One term loan is for 126 months in the ~~purchase and passenger-to-freighter conversion~~amount of ~~767-300~~$82.0 million at a fixed interest rate of 3.27% with a final payment of $12.5 million due in July 2030. The other term loan is for 130 months in the amount of $82.0 million at a fixed interest rate of 3.28% with a final payment of $12.5 million due in November 2030. The new term loans are each secured by a mortgage against a 777-200LRF aircraft and ~~for~~subject to usual and customary fees, covenants and events of default, with principal and interest payable quarterly.

In April 2020, we borrowed $14.6 million related to GEnx engine performance upgrade kits and ~~overhauls. Each~~overhauls under an unsecured five-year term loan requires payment of principal and interest quarterly in arrears. Funds available under each term loan are subject to usual and customary fees, and funds drawn typically bear interest at a fixed rate based on LIBOR, plus a margin. Each facility is guaranteed by us and subject to customary covenants and events of default.

~~The following table summarizes the terms and principal balances for each term loan entered into during 2017 (in millions):~~

In March 2017, we amended and extended a lease for a 747-400 freighter aircraft to June 2032 at a lower monthly lease payment. As a result of the extension, we determined that the lease qualifies as a capital lease. The present value of the future minimum lease payments was $32.4 million.

In September 2017, we entered into a debt facility for up to $146.5 million through a private placement to finance the purchase and passenger-to-freighter conversion of up to six 767-300 freighter aircraft dry leased to Amazon (the “Private Placement Facility”). The Private Placement Facility consists of six separate loans (the “Private Placement Loans”). Each Private Placement Loan is comprised of an equipment note and an equipment term loan, both secured by the cash flows from a 767-300 freighter aircraft dry lease and the underlying aircraft. The equipment notes require payment of principal and interest at a fixed interest ~~rate. The equipment term loans accrue interest, at a fixed~~ rate ~~which is added to the principal balance outstanding until each equipment note is paid in full. Subsequently, the equipment term loans require payment~~ of principal and interest over the remaining term of the loans. The Private Placement Loans are cross-collateralized, but not cross-defaulted, with each other and, except for certain specified events, are not cross-defaulted with other debt facilities of the Company.1.15%.

In connection with entry into the Private Placement Facility, we have agreed to pay usual and customary commitment and other fees associated with this type of financing. The Private Placement Facility is guaranteed by us and subject to customary covenants and events of default.

~~In October 2017, we completed the following financings for the first three aircraft under the Private Placement Facility:~~

In May 2017, we issued $289.0 million aggregate principal amount of 1.875% convertible senior notes that mature on June 1, 2024 (the “2017 Convertible Notes”) in an underwritten public offering. In June 2015, we issued $224.5 million aggregate principal amount of 2.25% convertible senior notes that mature on June 1, 2022 (the “2015 Convertible Notes”) in an underwritten public offering. The 2017 Convertible Notes and the 2015 Convertible Notes (collectively, the “Convertible Notes”) are senior unsecured obligations and accrue interest payable semiannually on June 1 and December 1 of each ~~year at a fixed rate of 1.875%.~~year. The ~~2017~~ Convertible Notes ~~will mature~~are due on ~~June 1, 2024,~~their respective maturity dates, unless earlier converted or repurchased pursuant to their respective terms.

~~We used the majority of the net proceeds in May 2017 to repay $150.0 million then outstanding under our revolving credit facility and to fund the cost of the convertible note hedges described below.~~

~~Each $1,000 of principal of the 2017 Convertible Notes will initially be convertible into 16.3713 shares of our common stock, which is equal to an initial conversion price of $61.08 per share.~~ The conversion rate will be subject to adjustment upon the occurrence of certain specified events but will not be adjusted for accrued and unpaid interest, except in certain limited circumstances. Upon the occurrence of a “make-whole fundamental change,” we will, in certain circumstances, increase the conversion rate by a number of additional shares of our common stock for the 2017 Convertible Notes converted in connection with such “make-whole fundamental change”. Additionally, if we undergo a “fundamental change,” a holder will have the option to require us to repurchase all or a portion of its 2017 Convertible Notes for cash at a price equal to 100% of the principal amount of the 2017 Convertible Notes being repurchased plus any accrued and unpaid interest through, but excluding, the fundamental change repurchase date.

In connection with the offering of the 2017 Convertible Notes, we entered into convertible note hedge transactions whereby we have the option to purchase initially (subject to adjustment for certain specified events) a total of 4,731,306 shares of our common stock at a price of $61.08 per share. The total cost of the convertible note hedge transactions was $70.1 million. In addition, we sold warrants to the option counterparties whereby the holders of the warrants have the option to purchase initially (subject to adjustment for certain specified events) a total of 4,731,306 shares of our common stock at a price of $92.20. We received $38.1 million in cash proceeds from the sale of these warrants.

Taken together, the purchase of the convertible note hedges and the sale of warrants are intended to offset any economic dilution from the conversion of the 2017 Convertible Notes when the stock price is below $92.20 per share and to effectively increase the overall conversion price from $61.08 to $92.20 per share. However, for purposes of the computation of diluted earnings per share in accordance with GAAP, dilution typically occurs when the average share price of our common stock for a given period exceeds the conversion price of the 2017 Convertible Notes. The $32.0 million net cost incurred in connection with the convertible note hedges and warrants was recorded as a reduction to additional paid-in capital, net of tax, in the consolidated balance sheet.

On or after September 1, 2023 until the close of business on the second scheduled trading day immediately preceding the maturity date, a holder may convert all or a portion of its 2017 Convertible Notes.

Upon conversion, the 2017 Convertible Notes will be settled, at our election, in cash, shares of our common stock, or a combination of cash and shares of our common stock. Our current intent and policy is to settle conversions with a combination of cash and shares of common stock with the principal amount of the 2017 Convertible Notes paid in cash.

~~Holders may only convert their 2017 Convertible Notes at their option at any time prior to September 1, 2023, under the following circumstances:~~

We separately account for the liability and equity components of convertible notes. The carrying amount of the liability component was determined by measuring the fair value of a similar liability that does not have an associated conversion feature, assuming our nonconvertible unsecured debt borrowing rate. The carrying value of the equity component, the conversion option, which is recognized as additional paid-in-capital, net of tax, creates a debt discount on the convertible notes. The debt discount was determined by deducting the relative fair value of the liability component from the proceeds of the convertible notes and is amortized to interest expense using an effective interest rate of 6.14% over the term of the 2017 Convertible Notes. The equity component will not be remeasured as long as it continues to meet the conditions for equity classification.

The debt issuance costs related to the issuance of the 2017 Convertible Notes were allocated to the liability and equity components based on their relative values, as determined above. Total debt issuance costs were $7.5 million, of which $5.7 million was allocated to the liability component and $1.8 million was allocated to the equity component. The debt issuance costs allocated to the liability component are amortized to interest expense using the effective interest method over the term of the 2017 Convertible Notes.

In June 2015, we issued $224.5 million aggregate principal amount of convertible senior notes (the “2015 Convertible Notes”) in an underwritten public offering. The 2015 Convertible Notes are senior unsecured obligations and accrue interest payable semiannually on June 1 and December 1 of each year at a fixed rate of 2.25%. The 2015 Convertible Notes will mature on June 1, 2022, unless earlier converted or repurchased pursuant to their terms.

~~As of September 30, 2017, the 2017 Convertible Notes and the 2015~~ Convertible Notes consisted of the following: as of March 31, 2020:

	2017 Convertible Note			2015 Convertible Note			2017 Convertible Notes			2015 Convertible Notes
Remaining life in months		80			56			50			26
Liability component:
Gross proceeds	$	289,000		$	224,500		$	289,000		$	224,500
Less: debt discount, net of amortization		(67,245	)		(37,862	)		(45,194	)		(18,993	)
Less: debt issuance cost, net of amortization		(5,394	)		(3,623	)		(3,512	)		(1,766	)
Net carrying amount	$	216,361		$	183,015		$	240,294		$	203,741

Equity component ⁽¹⁾	$	70,140		$	52,903		$	70,140		$	52,903

The following table presents the amount of interest expense recognized related to the ~~2017 Convertible Notes and the 2015~~ Convertible Notes:

	For the Three Months Ended				For the Nine Months Ended				For the Three Months Ended
	September 30, 2017		September 30, 2016		September 30, 2017		September 30, 2016		March 31, 2020		March 31, 2019
Contractual interest coupon	$	2,618	$	1,263	$	5,730	$	3,788	$	2,618	$	2,618
Amortization of debt discount		3,752		1,618		7,990		4,777		4,388		4,121
Amortization of debt issuance costs		352		170		776		505		387		372
Total interest expense recognized	$	6,722	$	3,051	$	14,496	$	9,070	$	7,393	$	7,111

~~In December 2016, we entered into~~We have a ~~three-year $150.0~~ $200.0 million secured revolving credit facility that matures in December 2022 (the “Revolver”) ~~for general corporate purposes, including financing the acquisition and conversion~~. As of ~~767 aircraft prior to obtaining permanent financing for the~~

~~converted aircraft. There were no amounts~~March 31, 2020, there was $175.0 million outstanding and we had ~~$142.3~~$19.8 million of unused availability under the Revolver, based on the collateral borrowing ~~base, as of September 30, 2017.~~base.

~~As of September 30, 2017, our estimated payments remaining for flight equipment purchase commitments are $143.8 million, of which $63.5 million are expected to be made during the remainder of 2017.~~

~~Our~~The effective income tax ~~expense~~ rates were ~~72.7%~~27.4% and ~~230.8%~~19.7% for the three months ended ~~September 30, 2017~~March 31, 2020 and ~~2016, respectively. Our effective income tax expense rates were 59.1% and 60.3% for the nine months ended September 30, 2017 and 2016,~~2019, respectively. The ~~effective income tax expense rates~~rate for the three ~~and nine~~ months ended ~~September 30, 2017~~March 31, 2020 differed from the U.S. statutory rate primarily due to tax expense from the vesting of share-based compensation. The rate for the three months ended March 31, 2019 differed from the U.S. statutory rate primarily due to nondeductible changes in the fair value of the ~~Amazon Warrant~~customer warrant liability (see Note ~~6 to our Financial Statements). In addition, the effective income tax expense rate~~4 for the nine months ended September 30, 2017 differed from the U.S. statutory rate due to the impact of the 2017 adoption of the amended accounting guidance for share-based compensation which requires that excess tax benefits associated with share-based compensation be recognized within income tax expense in our consolidated statement of operations. The effective income tax expense rates for the three and nine months ended September 30, 2016 differed from the U.S. federal statutory rate primarily due to nondeductible expenses resulting from a change in control, as defined under certain of the Company’s benefit plans, related to the Amazon transaction (see Note 6 to our Financial Statements)further discussion). ~~The effective rates for all periods were impacted by our assertion to indefinitely reinvest the net earnings of foreign subsidiaries outside the U.S.~~ For interim accounting purposes, we recognize income taxes using an estimated annual effective tax rate.

Fair value is the price that would be received to sell an asset or paid to transfer a liability in an orderly transaction between market participants at the measurement date (exit price). Inputs used to measure fair value are classified in the following hierarchy:

The carrying value of Cash and cash equivalents, Short-term investments and Restricted cash is based on cost, which approximates fair value.

Long-term investments consist of debt securities, maturing within five years, for which we have both the ability and the intent to hold until maturity. These investments are classified as held-to-maturity and reported at amortized cost. The fair value of our Long-term investments is based on a discounted cash flow analysis using the contractual cash flows of the investments and a discount rate derived from unadjusted quoted interest rates for debt securities of comparable risk. Such debt securities represent investments in Pass-Through Trust Certificates (“PTCs”) related to enhanced equipment trust certificates (“EETCs”) issued by Atlas in 1998, 1999 and 2000.

Term loans and notes consist of term loans, notes guaranteed by the Export-Import Bank of the United States (“Ex-Im Bank”)~~, the Revolver~~ and ~~EETCs.~~equipment enhanced trust certificates. The fair values of these debt instruments and the Revolver are based on a discounted cash flow analysis using current borrowing rates for instruments with similar terms.

The fair value of our ~~convertible notes~~Convertible Notes is based on unadjusted quoted market prices for these securities.

The fair value of ~~the Amazon Warrant is~~a customer warrant liability and certain long-term performance-based restricted shares are based on a Monte Carlo simulation which requires inputs such as our common stock price, the warrant strike price, estimated common stock price volatility, and risk-free interest rate, among others.

The following table summarizes the carrying value, estimated fair value and classification of our financial instruments as of:

	September 30, 2017										March 31, 2020
	Carrying Value		Fair Value		Level 1		Level 2		Level 3		Carrying Value		Fair Value		Level 1		Level 2		Level 3
Assets
Cash and cash equivalents	$	165,250	$	165,250	$	165,250	$	-	$	-	$	225,160	$	225,160	$	225,160	$	-	$	-
Short-term investments		10,676		10,676		-		-		10,676
Restricted cash		11,030		11,030		11,030		-		-		10,459		10,459		10,459		-		-
Long-term investments and accrued interest		19,234		22,442		-		-		22,442
	$	206,190	$	209,398	$	176,280	$	-	$	33,118	$	235,619	$	235,619	$	235,619	$	-	$	-

Liabilities
Term loans and notes	$	1,674,311	$	1,747,582	$	-	$	-	$	1,747,582	$	1,772,178	$	1,749,135	$	-	$	-	$	1,749,135
Convertible notes		399,377		632,740		632,740		-		-
Amazon Warrant		132,000		132,000		-		132,000		-
Revolver												175,000		160,993		-		-		160,993
Convertible notes (1)												444,035		414,978		414,978		-
Customer warrant												8,869		8,869		-		8,869
	$	2,205,688	$	2,512,322	$	632,740	$	132,000	$	1,747,582	$	2,400,082	$	2,333,975	$	414,978	$	8,869	$	1,910,128

	December 31, 2016										December 31, 2019
	Carrying Value		Fair Value		Level 1		Level 2		Level 3		Carrying Value		Fair Value		Level 1		Level 2		Level 3
Assets
Cash and cash equivalents	$	123,890	$	123,890	$	123,890	$	-	$	-	$	103,029	$	103,029	$	103,029	$	-	$	-
Short-term investments		4,313		4,313		-		-		4,313		879		879		-		-		879
Restricted cash		14,360		14,360		14,360		-		-		10,401		10,401		10,401		-		-
Long-term investments and accrued interest		27,951		33,161		-		-		33,161
	$	170,514	$	175,724	$	138,250	$	-	$	37,474	$	114,309	$	114,309	$	113,430	$	-	$	879

Liabilities
Term loans and notes	$	1,674,013	$	1,739,744	$	-	$	-	$	1,739,744	$	1,800,911	$	1,885,750	$	-	$	-	$	1,885,750
Revolver												100,000		103,575		-		-		103,575
Convertible notes(1)		177,398		228,429		228,429		-		-		439,261		450,668		450,668		-		-
Amazon Warrant		95,775		95,775		-		95,775		-
Customer warrant												24,345		24,345		-		24,345		-
	$	1,947,186	$	2,063,948	$	228,429	$	95,775	$	1,739,744	$	2,364,517	$	2,464,338	$	450,668	$	24,345	$	1,989,325

~~Gross unrealized gains on our long-term investments~~(1) Carrying value is net of debt discounts and ~~accrued interest were $3.2 million at September 30, 2017 and $5.2 million at December 31, 2016.~~debt issuance costs (see Note 7).

Our business is organized into ~~three~~3 operating segments based on our service offerings: ACMI, Charter and Dry Leasing. All segments are directly or indirectly engaged in the business of air transportation services but have different commercial and economic characteristics. Each operating segment is separately reviewed by our chief operating decision maker to assess operating results and make resource allocation decisions. We do not aggregate our operating segments and, therefore, our operating segments are our reportable segments.

We use an economic performance metric (“called Direct ~~Contribution”) that~~Contribution, which shows the profitability of each segment after allocation of direct operating and ownership costs. Direct Contribution ~~represents~~includes Income (loss) from continuing operations before income taxes ~~excluding~~and excludes the following: Special charges, Transaction-related expenses, nonrecurring items, ~~Losses (gains)~~Gains on the disposal of aircraft, Losses on early extinguishment of debt, Unrealized losses (gains) on financial instruments, Gains on investments and Unallocated income and expenses, net. Direct operating and ownership costs include crew costs, maintenance, fuel, ground operations, sales costs, aircraft rent, interest expense on the portion of debt used for financing aircraft, interest income on debt securities and aircraft depreciation. Unallocated income and expenses, net include corporate overhead, nonaircraft depreciation, noncash expenses and income, interest expense on the portion of debt used for general corporate purposes, interest income on nondebt securities, capitalized interest, foreign exchange gains and losses, other revenue and other non-operating costs.

The following table sets forth Operating Revenue and Direct Contribution for our reportable segments reconciled to Operating Income and Income ~~from continuing operations~~(loss) before income taxes:

	For the Three Months Ended						For the Nine Months Ended						For the Three Months Ended
	September 30, 2017			September 30, 2016			September 30, 2017			September 30, 2016			March 31, 2020			March 31, 2019
Operating Revenue:
ACMI	$	258,109		$	206,310		$	687,982		$	600,772		$	278,744		$	306,567
Charter		243,583			212,040			743,302			616,794			327,629			305,114
Dry Leasing		30,804			25,907			86,120			79,165			41,926			69,946
Customer incentive asset amortization		(1,531	)		(174	)		(2,873	)		(174	)		(9,022	)		(6,286	)
Other		4,783			3,932			13,977			13,345			4,225			4,342
Total Operating Revenue	$	535,748		$	448,015		$	1,528,508		$	1,309,902		$	643,502		$	679,683

Direct Contribution:
ACMI	$	51,647		$	51,607		$	141,134		$	121,837		$	52,306		$	40,006
Charter		34,808			32,948			88,877			78,580			50,781			29,133
Dry Leasing		10,245			7,413			29,629			24,699			10,698			35,527
Total Direct Contribution for Reportable Segments		96,700			91,968			259,640			225,116			113,785			104,666

Unallocated income and expenses, net		(64,463	)		(80,876	)		(183,418	)		(186,923	)
Unallocated expenses and (income), net														(88,719	)		(80,136	)
Loss on early extinguishment of debt		(167	)		-			(167	)		(132	)		-			(245	)
Unrealized loss (gain) on financial instruments		(44,775	)		(1,462	)		(36,225	)		25,013
Special charge		-			-			-			(6,631	)
Unrealized gain (loss) on financial instruments														924			(46,575	)
Transaction-related expenses		(1,092	)		(3,905	)		(3,403	)		(21,486	)		(521	)		(2,527	)
Loss (gain) on disposal of aircraft		(211	)		11			(64	)		11
Income (loss) from continuing operations before income taxes		(14,008	)		5,736			36,363			34,968
Gain on disposal of aircraft														6,717			-
Income (loss) before income taxes														32,186			(24,817	)

Add back (subtract):
Interest income		(1,688	)		(1,316	)		(4,286	)		(4,325	)		(480	)		(2,044	)
Interest expense		26,553			21,355			72,747			63,595			29,275			30,353
Capitalized interest		(1,922	)		(1,059	)		(5,633	)		(2,106	)		(193	)		(463	)
Loss on early extinguishment of debt		167			-			167			132			-			245
Unrealized loss (gain) on financial instruments		44,775			1,462			36,225			(25,013	)
Other income		(1,165	)		(180	)		(357	)		(372	)
Unrealized (gain) loss on financial instruments														(924	)		46,575
Other (income) expense, net														1,206			(2,975	)
Operating Income	$	52,712		$	25,998		$	135,226		$	66,879		$	61,070		$	46,874

The following table disaggregates our Charter segment revenue by customer and service type:

Given the nature of our business and international flying, geographic information for revenue, long-lived assets and total assets is not presented because it is impracticable to do so.

We are exposed to a concentration of revenue from the ~~U.S. Military Air Mobility Command (the “AMC”),~~AMC, Polar and DHL (see above and Note 3 to our Financial Statements for further discussion regarding Polar). No other customer accounted for more than 10.0% of our Total Operating Revenue. Revenue from ~~the AMC~~DHL was ~~$124.9~~$98.4 million for the three months ended ~~September 30, 2017~~March 31, 2020 and ~~$116.2~~$89.7 million for the three months ended September 30, 2016. Revenue from the AMC was $397.5 million for the nine months ended September 30, 2017 and $346.8 million for the nine months ended September 30, 2016. Revenue from DHL was $62.1 million for the three months ended September 30, 2017 and $57.4 million for the three months ended September 30, 2016. Revenue from DHL was $177.6 million for the nine months ended September 30, 2017 and $128.0 million for the nine months ended September 30, 2016.March 31, 2019. We have not experienced any credit issues with ~~either of~~ these customers.

Pilots of Atlas and Southern Air, and flight dispatchers of Atlas and Polar are represented by the International Brotherhood of Teamsters (the “IBT”). We have a five-year collective bargaining agreement (“CBA”) with our Atlas pilots, which became amendable in September 2016 and a four-year CBA with the Southern Air pilots, which became amendable in November 2016. We also have a five-year CBA with our Atlas and Polar dispatchers, which was extended in April 2017 for an additional four years, making the CBA amendable in November 2021.

After we completed the acquisition of Southern Air in April 2016, we informed the IBT of our intention to pursue (and we have been pursuing) a complete operational merger of Atlas and Southern Air. The Atlas and Southern Air CBAs both have a defined and streamlined process for negotiating a joint CBA (“JCBA”) when a merger occurs, as in the case with the Atlas and Southern Air merger. Pursuant to the merger provisions in both ~~the Atlas and Southern Air~~ CBAs, joint negotiations for a single CBA for Atlas and Southern Air should commence promptly. Further, ~~to this process,~~ once aan integrated seniority list (“ISL”) of Atlas and Southern Air pilots is presented to usthe Company by the ~~unions,~~union, it triggers ana nine month agreed-upon ~~time frame~~timeframe to negotiate a new ~~joint CBA~~JCBA with any unresolved issues promptly submitted to binding arbitration.

The IBT has refused to follow the merger provisions in the Atlas and Southern Air CBAs. This has resulted in significant litigation, arbitrations and delay. As more fully stated below, the Company has prevailed in all of the merger related proceedings.

After the merger process began, the IBT also filed an application for mediation with the National Mediation Board (“NMB”) on behalf of the Atlas pilots, and subsequently the IBT filed a similar application on behalf of Southern Air pilots. We have opposed both mediation applications as they are not in accordance with the merger provisions in the parties’ existing CBAs. The ~~Atlas and Southern Air CBAs have a defined and streamlined process for negotiating a joint CBA when a merger occurs, as in the case with the Atlas and Southern Air merger. The~~ NMB conducted a ~~pre-mediation~~premediation investigation on the IBT’s Atlas application in June 2016, which ~~is currently~~has remained pending (along with the IBT’s Southern Air application). since 2016.

Due to ~~a lack~~the IBT’s refusal to adhere to the merger provisions of ~~meaningful progress in such merger discussions,~~the respective CBAs, in February 2017, wethe Company filed a lawsuit against the IBT to compel arbitration on the issue of whether the merger provisions in Atlas and Southern Air's CBAs apply to the bargaining process. ~~While this lawsuit is pending in~~On March 13, 2018, the U.S. District Court for the Southern District ~~Court~~ of New York (“NY District Court”) ruled in the Company’s favor and ordered arbitration of this issue. The IBT appealed the NY District Court’s decision, and on November 21, 2019, the U.S. Court of Appeals for the Second Circuit Court issued its decision in the Company’s favor affirming the NY District Court’s decision.

The Company and the IBT ~~have reached~~conducted the Atlas and Southern Air arbitrations for this issue in October 2018. The Company prevailed in both the Atlas and Southern Air management grievance arbitrations against the IBT, with decisions rendered on June 12, 2019 and August 26, 2019, respectively. Both arbitrators ruled that the IBT violated the CBAs by refusing to follow merger provisions in the parties’ respective CBAs, which require formulation of a JCBA covering the combined pilot group. The arbitrators each ordered the IBT to promptly comply with the CBAs by submitting an ~~interim agreement on a process~~ISL to ~~proceed~~the Company within 45 days of each arbitration decision, respectively. The IBT failed to comply with ~~negotiations~~both deadlines for ~~a new joint CBA. These negotiations commenced~~submitting the ISL, which passed on July ~~6, 2017~~27, 2019 for Southern Air, and ~~the parties have continued to meet regularly since then and bargain~~on October 10, 2019 for Atlas. As a ~~new joint CBA.~~

~~In September 2017,~~result, on October 25, 2019, the Company ~~requested~~filed an action in the U.S. District Court for the District of Columbia ~~(the “Court”~~(“DC District Court”) to enforce the Atlas and Southern Air arbitration decisions. On March 31, 2020, the DC District Court ruled in the Company’s favor, enforcing the arbitration decisions and directing the IBT to produce the ISL by May 15, 2020.

The IBT subsequently requested additional time from the Company to complete the ISL and the parties agreed to a joint stipulation. As a result, on April 24, 2020, the DC District Court issued an order modifying its March 31st order, providing that the nine month timeframe to bargain for a new JCBA will be triggered on May 15, 2020 and that the IBT must produce the ISL by March 31, 2021. Any remaining open issues will then be determined by binding interest arbitration pursuant to the merger provisions in the CBAs. On April 28, 2020, the IBT and Local 2750 filed a Notice of Appeal of the DC District Court’s March 31st order, which remains in place pending appeal.

In connection with its opposition to application of the merger provisions, the IBT commenced lawsuits in the DC District Court seeking to vacate both arbitration awards. On January 28, 2020, the DC District Court ruled in the Company’s favor, granting its motions to dismiss both of the IBT’s lawsuits. On April 28, 2020, the IBT and Local 2750 filed a Notice of Appeal of the DC District Court’s January 28th orders, which remains in place pending appeal.

The Company and the IBT continue to meet virtually to move the process forward and bargain in good faith for a new JCBA. Substantive progress has been made with tentative agreements for more than half of the articles in a new JCBA. Despite repeated requests from the Company, the IBT has yet to provide the Company with a comprehensive economic proposal.

In late September 2019, the Atlas pilots represented by the IBT formed a new local union, IBT Local 2750 to represent them. The Southern Air pilots continue to be represented by IBT Local 1224. The Company continues to work with both Local 2750 and Local 1224 leadership groups.

On May 7, 2020, the Company announced that Atlas and Southern Air reached an agreement with IBT Locals 2750 and 1224, which provides for an interim 10 percent pay increase for all pilots, effective as of May 1, 2020.

In late November 2017, the DC District Court granted the Company’s request to issue a preliminary injunction to stop an illegal work slowdown and require the IBT to meet its obligations under the Railway Labor ~~Act and stop~~Act. Specifically, the ~~illegal intentional work slowdowns and service interruptions. In its filing, the Company states that~~DC District Court ordered the IBT isto stop “authorizing, encouraging, permitting, calling, engaging in, ~~unlawful, concerted work slowdowns~~or continuing” any illegal pilot slowdown activities, which were intended to gain leverage in pilot contract negotiations with the Company. ~~The Company seeks to have~~In addition, the Court ~~compel~~ordered the IBT to ~~stop~~take affirmative action to prevent and to refrain from continuing any form of interference with the ~~illegal work actions~~Company’s operations or any other concerted refusal to perform normal pilot operations consistent with its status quo obligations under the Railway Labor Act. In December 2017, the IBT appealed the District Court’s decision to the U.S. Court of Appeals for the District of Columbia Circuit (“Court of Appeals”). On July 5, 2019, the Court of Appeals, in a unanimous three judge panel, affirmed the DC District Court’s ruling and ~~return to normal operations. The hearing was completed in early November and a ruling on~~denied the IBT’s appeal. Therefore, the preliminary injunction ~~is expected during the fourth quarter of 2017.~~remains in full force and effect.

We are subject to risks of work interruption or stoppage as permitted by the Railway Labor Act and may incur additional administrative expenses associated with union representation of our employees.

The Company and Polar Air Cargo, LLC (“Old Polar”), a consolidated subsidiary, were named defendants, along with a number of other cargo carriers, in several class actions in the U.S. arising from allegations about the pricing practices of Old Polar and a number of air cargo carriers. These actions were all centralized in the U.S. District Court for the Eastern District of New York. Polar was later joined as an additional defendant. The consolidated complaint alleged, among other things, that the defendants, including the Company and Old Polar, manipulated the market price for air cargo services sold domestically and abroad through the use of surcharges, in violation of U.S., state, and European Union antitrust laws. The suit sought treble damages and attorneys’ fees.

On January 7, 2016, the Company, Old Polar, and Polar entered into a settlement agreement to settle all claims by participating class members against the Company, Old Polar and Polar. The Company, Polar, and Old Polar deny any wrongdoing, and there is no admission of any wrongdoing in the settlement agreement. Pursuant to the settlement agreement, the Company, Old Polar and Polar have agreed to make installment payments over three years to settle the plaintiffs’ claims, with payments of $35.0 million paid in January 2016 and 2017, and $30.0 million due on or before January 15, 2018. The U.S. District Court for the Eastern District of New York issued an order granting preliminary approval of the settlement on January 12, 2016. On October 6, 2016, the final judgment was issued and the settlement was approved.

In the United Kingdom, several groups of named claimants have brought suit against British Airways in connection with the same alleged pricing practices at issue in the proceedings described above and are seeking damages allegedly arising from that conduct. British Airways has filed claims in the lawsuit against Old Polar and a number of air cargo carriers for contribution should British Airways be found liable to claimants. Old Polar’s formal statement of defense was filed on March 2, 2015. On October 14, 2015, the U.K. Court of Appeal released decisions favorable to the defendant and contributory defendants on two matters under appeal. Permission was sought to appeal the U.K. Court of Appeal's decisions to the U.K. Supreme Court. Permission was denied. In December 2015, certain claimants settled with British Airways removing a significant portion of the claim against British Airways and therefore reducing the potential contribution required by the other airlines, including Old Polar. On December 16, 2015, the European General Court released decisions annulling decisions that the European Commission made against the majority of the air cargo carriers. The European Commission did not appeal the General Court decision but has, in early 2017, reissued a revised decision to which Old Polar is, again, not an addressee. On April 13, 2017, Old Polar and claimants represented by Hausfeld & Co. LLP (the “Hausfeld Claimants”) entered into a bilateral settlement agreement in relation to the English proceedings (the “Settlement Agreement”). The Settlement Agreement contains a mechanism by which the Hausfeld Claimants will release Old Polar and remove from the English proceedings all claims for damages alleged by the Hausfeld Claimants to be attributable to air cargo purchases from Old Polar (and each of Old Polar’s parents, subsidiaries, affiliates, predecessors, successors, agents and assignees). The amount of the settlement, which is tax deductible and was previously accrued for, was paid during the second quarter of 2017 and did not have a material adverse impact on the Company’s financial condition,

~~results of operations or cash flows.Old Polar remains a contributory defendant in the proceedings and, as such, is subject to certain continuing evidentiary obligations.~~

In the Netherlands, Stichting Cartel Compensation, successor in interest to claims of various shippers, has filed suit in the district court in Amsterdam against British Airways, KLM, Martinair, Air France, Lufthansa and Singapore Airlines seeking recovery for damages purportedly arising from ~~the same~~allegedly unlawful pricing practices ~~at issue in the proceedings described above.~~of such defendants. In response, British Airways, KLM, Martinair, Air France and Lufthansa filed third-party indemnification lawsuits against Polar Air Cargo, LLC (“Old ~~Polar~~Polar”), a consolidated subsidiary of the Company, and Polar, seeking indemnification in the event the defendants are found to be liable in the main proceedings. ~~Old Polar and Polar entered their initial court appearances~~Another defendant, Thai Airways, filed a similar indemnification claim. Activities in the case have focused on ~~September 30, 2015. Various~~various procedural issues, some of which are ~~undergoing~~awaiting court ~~review. Like the U.K. proceedings, the~~determination. The Netherlands proceedings are likely to be affected by a decision readopted by the European ~~Commission’s revised decision. We are unable to reasonably predict the outcome of the litigation.~~Commission in March 2017, finding EU competition law violations by British Airways, KLM, Martinair, Air France and Lufthansa, among others, but not Old Polar or Polar. If the Company, Old Polar or Polar were to incur an unfavorable outcome, ~~in connection with this proceeding,~~ such outcome may have a material adverse impact on our business, financial condition, results of operations or cash flows. We are unable to reasonably estimate a range of possible loss for this matter at this time.

Old Polar was cited for two alleged customs violations in Sao Paulo, Brazil, relating to shipments of goods dating back to 1999 and 2000. Each claim asserts that goods listed on the flight manifest of two separate Old Polar scheduled service flights were not on board the aircraft upon arrival and therefore were improperly brought into Brazil. The two claims, which also seek unpaid customs duties, taxes and penalties from the date of the alleged infraction, are approximately ~~$9.6~~$4.0 million in aggregate based on ~~September 30, 2017~~March 31, 2020 exchange rates.

In both cases, we believe that the amounts claimed are substantially overstated due to a calculation error when considering the type and amount of goods allegedly missing, among other things. ~~Furthermore, we may seek appropriate indemnity from the shipper in each claim as may be feasible.~~ In the pending claim for one of the cases, we have received an administrative decision dismissing the claim in its entirety, which remains subject to a mandatory appeal by the Brazil customs authorities. In the other case, we received an administrative decision in favor of the Brazil customs authorities and we are in the process of appealing this decision to the Brazil courts. As required to defend such claims, we have made deposits pending resolution of these matters. The balance was ~~$5.3~~$3.2 million as of ~~September 30, 2017~~March 31, 2020 and $4.1 million as of December 31, ~~2016,~~2019, and is included in Deferred costs and other assets.

We are currently defending these and other Brazilian customs claims and the ultimate disposition of these claims, either individually or in the aggregate, is not expected to materially affect our financial condition, results of operations or cash flows.

~~As of September 30, 2017, the Company had an accrual of $30.0 million related~~In addition to the ~~U.S. class action settlement that was recognized~~matters described in ~~2015.~~

Wethis note, we have certain other contingencies incident to the ordinary course of business. ~~Management believes~~Unless disclosed otherwise, management does not expect that the ultimate disposition of such other contingencies ~~is not expected to~~or matters will materially affect our financial condition, results of operations or cash flows.

Basic earnings per share (“EPS”) represents income (loss) divided by the weighted average number of common shares outstanding during the measurement period. Diluted EPS represents income (loss) divided by the weighted average number of common shares outstanding during the measurement period while also giving effect to all potentially dilutive common shares that were outstanding during the period using the treasury stock method. Anti-dilutive shares related to warrants and stock options that were out of the money and excluded were 3.0 million for the three and nine months ended September 30, 2017 and 2016. Anti-dilutive shares related to restricted share units and warrants that were excluded from the calculation of diluted EPS due to losses incurred were 2.2 million for the three months ended September 30, 2017 and were 0.4 million for the three months ended September 30, 2016.

	For the Three Months Ended						For the Nine Months Ended						For the Three Months Ended
Numerator:	September 30, 2017			September 30, 2016			September 30, 2017			September 30, 2016			March 31, 2020		March 31, 2019
Income (loss) from continuing operations, net of taxes	$	(24,195	)	$	(7,501	)	$	14,884		$	13,889
Less: Unrealized loss (gain) on financial instruments, net of tax		-			-			-			(26,109	)
Diluted income (loss) from continuing operations, net of tax	$	(24,195	)	$	(7,501	)	$	14,884		$	(12,220	)
Net Income (Loss)													$	23,353	$	(29,710	)

Denominator:
Basic EPS weighted average shares outstanding		25,262			24,840			25,229			24,788			25,966		25,735
Effect of dilutive warrant		-			-			-			141
Effect of dilutive convertible notes		-			-			36			-
Effect of dilutive stock options and restricted stock		-			-			557			187
Diluted EPS weighted average shares outstanding		25,262			24,840			25,822			25,116			25,966		25,735

Earnings (loss) per share from continuing operations:
Basic	$	(0.96	)	$	(0.30	)	$	0.59		$	0.56
Diluted	$	(0.96	)	$	(0.30	)	$	0.58		$	(0.49	)
Earnings (loss) per share from discontinued operations:
Basic	$	0.00		$	(0.02	)	$	(0.03	)	$	(0.03	)
Diluted	$	0.00		$	(0.02	)	$	(0.03	)	$	(0.03	)
Earnings (loss) per share:
Basic	$	(0.96	)	$	(0.32	)	$	0.56		$	0.53		$	0.90	$	(1.15	)
Diluted	$	(0.96	)	$	(0.32	)	$	0.54		$	(0.52	)	$	0.90	$	(1.15	)

Antidilutive shares related to warrants issued in connection with our Convertible Notes and warrants issued to a customer that were out of the money and excluded from the calculation of diluted EPS were 15.5 million for the three months ended March 31, 2020 and 7.8 million for the three months ended March 31, 2019. Diluted shares reflect the potential dilution that could occur from restricted shares using the treasury stock method. The calculation of EPS does not include restricted share units and customer warrants in which performance or market conditions were not satisfied of ~~7.6~~10.5 million for the three ~~and nine~~ months ended ~~September 30, 2017~~March 31, 2020 and ~~7.5~~10.6 million for the three ~~and nine~~ months ended ~~September 30, 2016.~~March 31, 2019.

The following table summarizes the components of Accumulated other comprehensive income (loss):

	Interest Rate			Foreign Currency					Interest Rate			Foreign Currency
	Derivatives			Translation		Total			Derivatives			Translation		Total
Balance as of December 31, 2015	$	(6,072	)	$	9	$	(6,063	)
Balance as of December 31, 2018									$	(3,841	)	$	9	$	(3,832	)
Reclassification to interest expense		1,334			-		1,334			344			-		344
Tax effect		(517	)		-		(517	)		(81	)		-		(81	)
Balance as of September 30, 2016	$	(5,255	)	$	9	$	(5,246	)
Balance as of March 31, 2019									$	(3,578	)	$	9	$	(3,569	)

Balance as of December 31, 2016	$	(5,002	)	$	9	$	(4,993	)
Balance as of December 31, 2019									$	(2,827	)	$	9	$	(2,818	)
Reclassification to interest expense		1,216			-		1,216			308			-		308
Tax effect		(472	)		-		(472	)		(63	)		-		(63	)
Balance as of September 30, 2017	$	(4,258	)	$	9	$	(4,249	)
Balance as of March 31, 2020									$	(2,582	)	$	9	$	(2,573	)

As of ~~September 30, 2017,~~March 31, 2020, there was ~~$6.9~~$3.4 million of unamortized net realized loss before taxes remaining in Accumulated other comprehensive income (loss) related to terminated forward-starting interest rate swaps, which had been designated as cash flow hedges to effectively fix the interest rates on two 747-8F financings in 2011 and three 777-200LRF financings in 2014. The net loss is amortized and reclassified into Interest expense over the remaining life of the related debt. Net realized losses reclassified into earnings were ~~$0.4~~$0.3 million for both the three months ended ~~September 30, 2017~~March 31, 2020 and ~~2016, respectively. Net realized losses reclassified~~

~~into earnings were $1.2 million and $1.3 million for the nine months ended September 30, 2017 and 2016, respectively.~~2019. Net realized losses expected to be reclassified into earnings within the next 12 months are ~~$1.5~~$1.1 million as of ~~September 30, 2017.~~

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

The following discussion and analysis should be read in conjunction with our Financial Statements appearing in this report and our audited consolidated financial statements and related notes included in our ~~2016~~2019 Annual Report on Form 10-K.

The following represents terms and statistics specific to our business and industry. They are used by management to evaluate and measure operations, results, productivity and efficiency.

We are a leading global provider of outsourced aircraft and aviation operating services. We operate the world’s largest fleet of 747 freighters and provide customers a broad array of 747, 777, 767 ~~757~~ and 737 aircraft for domestic, regional and international cargo and passenger ~~applications.~~operations. We provide unique value to our customers by giving them access to highly reliable new production freighters that deliver the lowest unit cost in the marketplace combined with outsourced aircraft operating services that we believe lead the industry in terms of quality and global scale. Our customers include express delivery providers, e-commerce retailers, airlines, freight forwarders, the U.S. military and charter brokers. We provide global services with operations in Africa, Asia, Australia, Europe, the Middle East, North America and South America.

See “Business Overview” and “Business Strategy” in our ~~2016~~2019 Annual Report on Form 10-K for additional information.

In December 2019, COVID-19 was first reported in China and has since spread to many other regions of the world. In March 2020, COVID-19 was determined to be a global pandemic by the World Health Organization. During the first quarter of 2020, this public health crisis disrupted global manufacturing, supply chains, passenger travel and consumer spending, resulting in flight cancellations by our ACMI customers and lower AMC passenger flying as the military took precautionary measures to limit the movement of personnel, as well as increased operating costs. A reduction of available cargo capacity in the market and increased demand for transporting goods due to the COVID-19 pandemic also resulted in increased commercial cargo charter Yields, net of fuel, and demand during the quarter.

Safety is our top priority. We are closely monitoring the COVID-19 pandemic and taking numerous precautions to ensure the safety of our operations around the world, including:

In March 2020, the Department of Homeland Security stated that transportation is an essential critical infrastructure sector, which includes all aviation workers. As such, we play an important role in facilitating the movement of essential goods around the world during this challenging time, including the delivery of pharmaceuticals, medical equipment, education supplies, food and other daily necessities.

Given the dynamic nature of these circumstances, the duration of business disruption, the extent of customer cancellations and the related financial impact cannot be reasonably estimated at this time. We have incurred and expect to incur significant additional costs, including premium pay; other operational costs, including costs for continuing to provide a safe working environment for our employees; and higher crew costs related to increased pay rates resulting from our recent interim agreement with the pilots. In addition, the availability of hotels and restaurants; evolving COVID-19-related travel restrictions and health screenings; and cancellations of passenger flights by other airlines globally or airport closures have impacted and could further impact our ability to position crewmembers for operating our aircraft. In response to these challenging times, we have significantly reduced nonessential employee travel, reduced the use of contractors, limited ground staff hiring, implemented a number of other cost reduction initiatives and taken actions to increase liquidity and strengthen our financial position. The continuation or worsening of the aforementioned and other factors, including restrictions on travel and transportation, could materially affect our ACMI and Charter segment results for the duration of the crisis.

In April 2020, we reactivated three 747-400BCF aircraft that had been temporarily parked and began operating a 777-200 freighter aircraft that was previously in our Dry Leasing segment to meet the increased cargo demand. We continually assess our aircraft requirements and will make adjustments to our capacity as necessary. Some of these actions may involve grounding or disposing of aircraft or engines, which could result in asset impairments or other charges in future periods.

Our ACMI results for the first ~~three quarters~~quarter of ~~2017,~~2020, compared with ~~2016,~~2019, were also impacted by ~~the following events:~~

During the third quarter of 2017, both ACMI and Charter segment results were negatively impacted by Hurricanes Irma and Harvey and work slowdowns and service interruptions for which the Company is seeking a preliminary injunction (See Note 13 to our Financial Statements).

~~Charter results for the first three quarters of 2017 also reflected increased commercial cargo demand, increased cargo and passenger demand~~ from the ~~AMC, higher commercial cargo Yields and the temporary redeployment of 747-8F aircraft from the ACMI segment, partially offset by lower cargo and passenger rates from the AMC.~~following:

During the third quarter of 2017, we entered into two operating leases for 747-400 freighter aircraft to meet increased customer demand in our ACMI and Charter businesses. One aircraft entered service in late September and the other is expected to enter service during the fourth quarter of 2017.

In February 2016, we began Dry Leasing one 767-300 converted freighter aircraft to DHL on a long-term basis. As described above, between August 2016 and August 2017, we began Dry Leasing seven 767-300 converted freighter aircraft to Amazon on a long-term basis.

The following discussion should be read in conjunction with our Financial Statements and other financial information appearing and referred to elsewhere in this report.

The following tables compare our Segment Operating Fleet (average aircraft equivalents during the period) and total Block Hours operated for the three months ended ~~September 30:~~March 31:

Segment Operating Fleet	2017			2016			Inc/(Dec)			2020			2019			Inc/(Dec)
ACMI*
747-8F Cargo		9.5			7.9			1.6			9.0			9.0			-
747-400 Cargo		15.1			12.9			2.2			12.9			17.6			(4.7	)
747-400 Dreamlifter		3.1			2.8			0.3			3.6			3.6			-
777-200 Cargo		5.0			5.0			-			8.0			6.0			2.0
767-300 Cargo		12.2			4.6			7.6			24.0			25.6			(1.6	)
767-200 Cargo		9.0			9.0			-			9.0			9.0			-
767-200 Passenger											1.0			1.0			-
737-800 Cargo											5.0			-			5.0
737-400 Cargo		5.0			5.0			-			5.0			5.0			-
747-400 Passenger		1.0			1.0			-
767-200 Passenger		1.0			1.0			-
Total		60.9			49.2			11.7			77.5			76.8			0.7

Charter
747-8F Cargo		0.5			2.1			(1.6	)		1.0			1.0			-
747-400 Cargo		9.0			9.8			(0.8	)		18.3			15.0			3.3
747-400 Passenger		1.9			2.0			(0.1	)		5.0			4.0			1.0
767-300 Passenger		4.8			4.0			0.8			4.8			4.9			(0.1	)
Total		16.2			17.9			(1.7	)		29.1			24.9			4.2

Dry Leasing
777-200 Cargo		6.0			6.0			-			7.0			8.0			(1.0	)
767-300 Cargo		8.6			2.6			6.0			21.0			21.6			(0.6	)
757-200 Cargo		1.0			1.0			-			0.5			1.0			(0.5	)
737-300 Cargo		1.0			1.0			-			1.0			1.0			-
737-800 Passenger		1.0			1.0			-			0.6			1.0			(0.4	)
Total		17.6			11.6			6.0			30.1			32.6			(2.5	)

Less: Aircraft Dry Leased to CMI customers		(8.6	)		(2.6	)		(6.0	)		(21.0	)		(23.6	)		2.6
Total Operating Average Aircraft Equivalents		86.1			76.1			10.0			115.7			110.7			5.0

Out-of-service**											5.4			-			5.4

The following table compares our Operating Revenue for the three months ended ~~September 30~~March 31 (in thousands):

	2017			2016			Inc/(Dec)			% Change			2020			2019			Inc/(Dec)			% Change
Operating Revenue
ACMI	$	258,109		$	206,310		$	51,799			25.1	%	$	278,744		$	306,567		$	(27,823	)		(9.1	)%
Charter		243,583			212,040			31,543			14.9	%		327,629			305,114			22,515			7.4	%
Dry Leasing		30,804			25,907			4,897			18.9	%		41,926			69,946			(28,020	)		(40.1	)%
Customer incentive asset amortization		(1,531	)		(174	)		(1,357	)	NM				(9,022	)		(6,286	)		2,736			43.5	%
Other		4,783			3,932			851			21.6	%		4,225			4,342			(117	)		(2.7	)%
Total Operating Revenue	$	535,748		$	448,015		$	87,733			19.6	%	$	643,502		$	679,683

ACMI revenue ~~increased $51.8~~decreased $27.8 million or ~~25.1%~~9.1%, primarily due to ~~increased~~decreased flying. The ~~increase~~decrease in Block Hours flown was primarily driven by the ~~startup~~redeployment of ~~767 flying for Amazon, 747-8F flying for Cathay Pacific Cargo~~747-400 aircraft to Charter following their return from customers and ~~747-400 flying for Nippon Cargo Airlines, Asiana Cargo and Suparna Airlines, as well as higher aircraft utilization.~~flight cancellations by our ACMI customers caused by the COVID-19 pandemic, partially offset by an increase in CMI flying. Revenue per Block Hour ~~decreased slightly primarily due to the impact of increased 767 and 747-400 CMI flying. In addition, ACMI revenue in the third quarter of 2017~~ was ~~negatively impacted by the aforementioned labor-related operational disruptions.~~relatively unchanged.

	2017		2016		Inc/(Dec)			% Change			2020		2019		Inc/(Dec)			% Change
Charter Block Hours:
Cargo		8,680		9,797		(1,117	)		(11.4	)%		13,539		11,479		2,060			17.9	%
Passenger		5,447		4,474		973			21.7	%		4,726		5,181		(455	)		(8.8	)%
Total		14,127		14,271		(144	)		(1.0	)%		18,265		16,660		1,605			9.6	%

Charter Revenue Per Block Hour:
Cargo	$	17,660	$	13,926	$	3,734			26.8	%	$	17,502	$	17,976	$	(474	)		(2.6	)%
Passenger	$	16,577	$	16,899	$	(322	)		(1.9	)%	$	19,184	$	19,063	$	121			0.6	%
Charter	$	17,242	$	14,858	$	2,384			16.0	%	$	17,938	$	18,314	$	(376	)		(2.1	)%

Charter revenue increased ~~$31.5~~$22.5 million, or ~~14.9%~~7.4%, primarily due to ~~an increase~~increased flying, partially offset by a decrease in Revenue per Block Hour. The increase in Charter Block Hours flown was primarily driven by the redeployment of 747-400 aircraft from ACMI and the strong demand for commercial cargo driven by a reduction of available capacity in the market, the increased demand for transporting goods and the disruption of global supply chains due to the COVID-19 pandemic. Partially offsetting these improvements was lower AMC passenger flying as the military took precautionary measures to limit the movement of personnel. Revenue per Block Hour decreased primarily ~~reflects the impact of~~due to a reduction in Charter capacity purchased from ~~our~~ ACMI customers that had no associated Charter Block Hours ~~higher~~and lower average fuel ~~prices and higher~~cost per gallon, partially offset by an increase in commercial cargo Yields. ~~In addition, Charter~~The increase in commercial cargo Yields was primarily driven by the factors impacting commercial cargo demand noted above.

Dry Leasing revenue decreased $28.0 million, or 40.1%, primarily due to $22.3 million of revenue in 2019 from maintenance payments related to the ~~third~~scheduled return of a 777-200 freighter aircraft and a reduction in revenue during the first quarter of ~~2017 was negatively impacted by Hurricanes Irma and Harvey.~~ 2020 related to certain nonessential Dry Leased aircraft sold or held for sale.

The following table compares our Operating Expenses for the three months ended ~~September 30~~March 31 (in thousands):

	2017		2016			Inc/(Dec)			% Change			2020			2019		Inc/(Dec)			% Change
Operating Expenses
Salaries, wages and benefits	$	114,505	$	125,978		$	(11,473	)		(9.1	)%	$	147,744		$	145,474	$	2,270			1.6	%
Aircraft fuel		74,048		65,409			8,639			13.2	%		108,318			106,321		1,997			1.9	%
Maintenance, materials and repairs		74,457		49,761			24,696			49.6	%		94,152			103,620		(9,468	)		(9.1	)%
Depreciation and amortization		42,033		37,509			4,524			12.1	%		57,584			64,481		(6,897	)		(10.7	)%
Travel		38,260		31,958			6,302			19.7	%		42,391			45,029		(2,638	)		(5.9	)%
Passenger and ground handling services													31,959			32,160		(201	)		(0.6	)%
Navigation fees, landing fees and other rent													31,401			40,216		(8,815	)		(21.9	)%
Aircraft rent		33,873		35,730			(1,857	)		(5.2	)%		23,967			41,888		(17,921	)		(42.8	)%
Navigation fees, landing fees and other rent		33,468		15,640			17,828			114.0	%
Passenger and ground handling services		28,491		21,673			6,818			31.5	%
Loss (gain) on disposal of aircraft		211		(11	)		(200	)	NM
Gain on disposal of aircraft													(6,717	)		-		6,717		NM
Transaction-related expenses		1,092		3,905			(2,813	)		(72.0	)%		521			2,527		(2,006	)	NM
Other		42,598		34,465			8,133			23.6	%		51,112			51,093		19			0.0	%
Total Operating Expenses	$	483,036	$	422,017								$	582,432		$	632,809

Salaries, wages and benefits ~~decreased $11.5~~ increased $2.3 million, or ~~9.1%~~1.6%, primarily ~~driven~~due to higher crew costs, including premium pay for crew operating in certain areas significantly impacted by ~~a 2016 change in control, as defined under certain benefit plans, related to the Amazon transaction (see Note 6 to our Financial Statements),~~COVID-19, partially offset by ~~increased~~decreased flying. ~~In addition, crewmember costs were negatively impacted by the aforementioned labor-related operational disruptions.~~

Aircraft fuel increased ~~$8.6~~$2.0 million, or ~~13.2%~~1.9%, primarily due to an increase in consumption related to increased Charter flying, partially offset by a decrease in the average fuel cost per gallon. We do not incur fuel expense in our ACMI or Dry Leasing businesses as the cost of fuel is borne by the customer. Average fuel cost per gallon and fuel consumption for the three months ended ~~September 30~~March 31 were:

	2017		2016		Inc/(Dec)			% Change			2020		2019		Inc/(Dec)			% Change
Average fuel cost per gallon	$	1.84	$	1.61	$	0.23			14.3	%	$	2.00	$	2.22	$	(0.22	)		(9.9	)%
Fuel gallons consumed (000s)		40,275		40,718		(443	)		(1.1	)%		54,279		47,872		6,407			13.4	%

Maintenance, materials and repairs ~~increased by $24.7~~ decreased $9.5 million, or ~~49.6%~~9.1%, ~~primarily~~ reflecting ~~$13.3~~$6.2 million of ~~increased~~decreased Line Maintenance expense due to ~~increased~~decreased flying, ~~and additional repairs performed, and $10.1~~$1.7 million of decreased Non-heavy Maintenance expense and $1.6 million of decreased Heavy Maintenance expense. The ~~higher~~lower Line Maintenance primarily reflected ~~increases~~decreases of ~~$5.8 million for 767 aircraft, $4.9~~$5.3 million for 747-400 aircraft and $2.7 million for 767 aircraft, partially offset by a $1.0 million increase for 747-8F aircraft. Heavy Maintenance expense on 747-400 aircraft ~~increased $4.0~~decreased $1.9 million primarily due to ~~an increase~~a decrease in the number of engine overhauls and ~~additional repairs performed. Heavy Maintenance expense on 747-8F aircraft increased $3.1 million primarily due to~~C Checks, partially offset by an increase in the number of ~~C Checks. Heavy Maintenance expense on 767 aircraft increased $2.9 million primarily due to an increase in the number of C~~D Checks. Heavy airframe maintenance checks and engine overhauls impacting Maintenance, materials and repairs for the three months ended ~~September 30~~March 31 were:

Heavy Maintenance Events	2017		2016		Inc/(Dec)		2020		2019		Inc/(Dec)
747-8F C Checks		4		2		2		-		2		(2	)
747-400 C Checks		2		2		-		4		5		(1	)
767 C Checks		2		-		2		3		1		2
747-400 D Checks		1		1		-		3		-		3
CF6-80 engine overhauls		1		-		1		1		5		(4	)

Depreciation and amortization ~~increased $4.5~~ decreased $6.9 million, or ~~12.1%~~10.7%, primarily due to ~~additional~~a reduction in depreciation related to the 747-400 freighter asset group that was written down during the fourth quarter of 2019, and certain spare CF6-80 engines and aircraft ~~operating in 2017 and~~that were classified as held for sale during the fourth quarter of 2019. Partially offsetting these decreases was an increase in the amortization of deferred maintenance costs related to 747-8F engine overhauls (see Note 2 to our Financial Statements).

Travel ~~increased $6.3~~ decreased $2.6 million, or ~~19.7%~~5.9%, primarily due to ~~increased flying.~~

~~Aircraft rent~~decreased ~~$1.9 million, or 5.2%, primarily due~~flying related to the ~~amendment and extension~~impact of ~~a lease for a 747-400 freighter aircraft to a lower monthly lease rate (see Note 8 to our Financial Statements) and a reduction in~~ the ~~number of spare engines leased.~~COVID-19 pandemic.

Navigation fees, landing fees and other rent ~~increased $17.8~~ decreased $8.8 million, or ~~114.0%~~21.9%, primarily due to ~~an increase~~a decrease in purchased ~~capacity.~~capacity, which is a component of other rent.

~~Passenger and ground handling services~~ ~~increased $6.8~~Aircraft rent decreased $17.9 million, or ~~31.5%~~42.8%, primarily due to ~~increased Charter flying.~~

~~Transaction-related expenses~~a reduction in ~~2017~~the amortization of operating lease right-of-use assets related to the ~~Southern Air acquisition, which primarily included professional fees~~747-400 freighter asset group that were written down during the fourth quarter of 2019 and ~~integration costs. Transaction-related expenses~~ lower usage-based rental costs from reduced flying.

Gain on disposal of aircraft in ~~2016 related to~~2020 represents a net gain of $6.7 million from the ~~Southern Air acquisition and our transaction with Amazon and primarily included: compensation costs, including employee termination benefits; professional fees; and integration costs~~sale of certain nonessential assets that were classified as held for sale during the fourth quarter of 2019 (see ~~Notes 4 and~~Note 6 to our Financial Statements).

~~Other~~ increased $8.1 million, or 23.6%, primarily due to increased commission expense on higher revenue from the AMC, the impact of growth initiatives, and higher legal and professional fees related to our request for a preliminary injunction to stop the aforementioned labor-related operational disruptions.

The following table compares our Non-operating Expenses (Income) for the three months ended ~~September 30~~March 31 (in thousands):

	2017			2016			Inc/(Dec)			% Change			2020			2019			Inc/(Dec)			% Change
Non-operating Expenses (Income)
Interest income	$	(1,688	)	$	(1,316	)	$	372			28.3	%	$	(480	)	$	(2,044	)	$	(1,564	)		(76.5	)%
Interest expense		26,553			21,355			5,198			24.3	%		29,275			30,353			(1,078	)		(3.6	)%
Capitalized interest		(1,922	)		(1,059	)		863			81.5	%		(193	)		(463	)		(270	)		(58.3	)%
Loss on early extinguishment of debt		167			-			(167	)	NM				-			245			(245	)	NM
Unrealized loss (gain) on financial instruments		44,775			1,462			43,313		NM
Other income		(1,165	)		(180	)		985		NM
Unrealized (gain) loss on financial instruments														(924	)		46,575			(47,499	)		(102.0	)%
Other (income) expense, net														1,206			(2,975	)		(4,181	)		(140.5	)%

~~Interest expense~~ ~~increased $5.2 million, or 24.3%, primarily due to the issuance of the 2017 Convertible Notes and the financing of 767-300 aircraft purchases and conversions.~~

~~Capitalized interest~~ ~~increased $0.9 million, or 81.5%, primarily due to an increase in the number of 767-300 aircraft undergoing passenger-to-freighter conversion.~~

Unrealized (gain) loss ~~(gain)~~ on financial instruments represents the change in fair value of ~~the Amazon Warrant~~a customer warrant liability (see Note 64 to our Financial Statements) primarily due to changes in our common stock price.

Income taxes. ~~Our~~The effective income tax ~~expense~~ rates were ~~72.7%~~27.4% and ~~230.8%~~19.7% for the three months ended ~~September 30, 2017~~March 31, 2020 and ~~2016,~~2019, respectively. The ~~effective income tax expense~~ rate for the three months ended ~~September 30, 2017~~March 31, 2020 differed from the U.S. statutory rate primarily due to tax expense from the vesting of share-based compensation. The rate for the three months ended March 31, 2019 differed from the U.S. statutory rate primarily due to nondeductible changes in the fair value of ~~the Amazon Warrant~~a customer warrant liability (see Note 64 to our Financial Statements). The effective income tax expense rate for the three months ended September 30, 2016 differed from the U.S. federal statutory rate primarily due to nondeductible expenses resulting from a change in control, as defined under certain of the Company’s benefit plans, related to the Amazon transaction. The effective rates for both periods were impacted by our assertion to indefinitely reinvest the net earnings of foreign subsidiaries outside the U.S.

The following table compares the Direct Contribution for our reportable segments for the three months ended ~~September 30~~March 31 (see Note 1210 to our Financial Statements for the reconciliation to Operating income) (in thousands):

	2017		2016		Inc/(Dec)			% Change			2020		2019		Inc/(Dec)			% Change
Direct Contribution:
ACMI	$	51,647	$	51,607	$	40			0.1	%	$	52,306	$	40,006	$	12,300			30.7	%
Charter		34,808		32,948		1,860			5.6	%		50,781		29,133		21,648			74.3	%
Dry Leasing		10,245		7,413		2,832			38.2	%		10,698		35,527		(24,829	)		(69.9	)%
Total Direct Contribution	$	96,700	$	91,968	$	4,732			5.1	%	$	113,785	$	104,666	$	9,119			8.7	%

Unallocated income and expenses, net	$	64,463	$	80,876	$	(16,413	)		(20.3	)%
Unallocated expenses and (income), net											$	88,719	$	80,136	$	8,583			10.7	%

ACMI Direct Contribution increased $12.3 million, or 30.7%, primarily due to an increase in CMI flying and a reduction in aircraft rent and depreciation. Partially offsetting these improvements was ~~relatively unchanged, as~~a decrease in Direct Contribution related to the ~~impact~~redeployment of ~~increased flying was largely offset by higher Heavy and Line Maintenance costs and amortization of deferred maintenance costs.~~747-400 aircraft to Charter. In addition, ~~ACMI~~ Direct Contribution was negatively impacted by the ~~aforementioned labor-related operational disruptions.~~COVID-19 pandemic resulting in flight cancellations by our ACMI customers and increased operating costs, including premium pay for crew operating in certain areas significantly impacted by the virus.

Charter Direct Contribution increased ~~$1.9~~$21.6 million, or 5.6%, primarily due to higher commercial cargo Yields, partially offset by higher Heavy Maintenance costs and the redeployment of 747-8F aircraft to the ACMI segment. In addition, Charter Direct Contribution was negatively impacted by Hurricanes Irma and Harvey and the aforementioned labor-related operational disruptions.

Dry Leasing Direct Contribution increased $2.8 million, or 38.2%, primarily related to lower interest expense due to the scheduled repayment of debt for Dry Leased 777-200LRF aircraft and the placement of 767-300 converted freighter aircraft.

Unallocated income and expenses, net decreased $16.4 million, or 20.3%, primarily due to a 2016 change in control, as defined under certain benefit plans, related to the Amazon transaction (see Note 6 to our Financial Statements). Partially offsetting this item were higher costs in 2017 due to unallocated interest expense, growth initiatives, amortization of the Amazon customer incentive asset, and legal and professional fees related to our request for a preliminary injunction to stop the aforementioned labor-related operational disruptions.

~~The following tables compare our Segment Operating Fleet (average aircraft equivalents during the period) and total Block Hours operated for the nine months ended September 30:~~

Segment Operating Fleet

2017

2016

Inc/(Dec)

ACMI*

747-8F Cargo

8.1

8.2

(0.1
)
747-400 Cargo

14.0

13.0

1.0

747-400 Dreamlifter

3.1

2.9

0.2

777-200 Cargo

5.0

3.2

1.8

767-300 Cargo

8.7

4.0

4.7

767-200 Cargo

9.0

9.0

-

737-400 Cargo

5.0

3.2

1.8

747-400 Passenger

1.0

1.0

-

767-200 Passenger

1.0

1.0

-

Total

54.9

45.5

9.4

Charter

747-8F Cargo

1.9

1.8

0.1

747-400 Cargo

9.9

9.7

0.2

747-400 Passenger

2.0

2.0

-

767-300 Passenger

4.8

3.4

1.4

Total

18.6

16.9

1.7

Dry Leasing

777-200 Cargo

6.0

6.0

-

767-300 Cargo

6.0

2.0

4.0

757-200 Cargo

1.0

1.0

-

737-300 Cargo

1.0

1.0

-

737-800 Passenger

1.0

1.0

-

Total

15.0

11.0

4.0

Less: Aircraft Dry Leased to CMI customers

(6.0
)

(2.0
)

(4.0
)
Total Operating Average Aircraft Equivalents

82.5

71.4

11.1

~~The following table compares our Operating Revenue for the nine months ended September 30 (in thousands):~~

ACMI revenue increased $87.2 million, or 14.5%, primarily due to increased flying. The increase in Block Hours reflects the impact from the Southern Air acquisition, the startup of 767 flying for Amazon, 747-400 flying for Nippon Cargo Airlines, Asiana Cargo and Suparna Airlines, and 747-8F flying for Cathy Pacific Cargo, as well as higher aircraft utilization. Partially offsetting these items was the temporary redeployment of 747-8F aircraft to the Charter segment during the first quarter of 2017. Revenue per Block Hour decreased primarily due to the impact of 777-200 and 737-400 CMI flying from the Southern Air acquisition, increased 767 and 747-400 CMI flying and the temporary redeployment of 747-8F aircraft to Charter during the first quarter of 2017.

Charter revenue increased $126.5 million, or 20.5%, primarily due to increased flying. The increase in Charter Block Hours was primarily driven by increased commercial cargo demand, increased cargo and passenger demand from the AMC and the temporary redeployment of 747-8F aircraft from the ACMI segment during the first quarter of 2017. Revenue per Block Hour increased primarily due to higher Yields for commercial cargo, higher fuel prices and the impact of Charter capacity purchased from our ACMI customers that had no associated Charter Block Hours, partially offset by lower cargo and passenger rates from the AMC.

~~The following table compares our Operating Expenses for the nine months ended September 30 (in thousands):~~

2017

2016

Inc/(Dec)

% Change

Operating Expenses

Salaries, wages and benefits

$
330,080

$
321,365

$
8,715

2.7
%
Aircraft fuel

239,966

189,982

49,984

26.3
%
Maintenance, materials and repairs

212,042

162,220

49,822

30.7
%
Depreciation and amortization

120,913

109,722

11,191

10.2
%
Travel

105,510

94,291

11,219

11.9
%
Aircraft rent

103,738

109,490

(5,752
)

(5.3
)%
Navigation fees, landing fees and other rent

77,258

56,391

20,867

37.0
%
Passenger and ground handling services

77,187

64,571

12,616

19.5
%
Loss (gain) on disposal of aircraft

64

(11
)

(53
)

NM

Special charge

-

6,631

(6,631
)

NM

Transaction-related expenses

3,403

21,486

(18,083
)

(84.2
)%
Other

123,121

106,885

16,236

15.2
%
Total Operating Expenses

$
1,393,282

$
1,243,023

~~Salaries, wages and benefits~~ increased $8.7 million, or 2.7%, primarily driven by the impact of the Southern Air acquisition, growth initiatives and increased flying. Partially offsetting these items were a 2016 change in control, as defined under certain benefit plans, related to the Amazon transaction (see Note 6 to our Financial Statements) and lower costs related to crew training. In addition, crewmember costs were negatively impacted by the aforementioned labor-related operational disruptions.

~~Aircraft fuel~~ increased $50.0 million, or 26.3%, primarily due to increased fuel consumption reflecting the increase in Charter Block Hours operated and an increase in the average fuel cost per gallon. We do not incur fuel expense in our ACMI or Dry Leasing businesses as the cost of fuel is borne by the customer. Average fuel cost per gallon and fuel consumption for the nine months ended September 30 were:

~~Maintenance, materials and repairs~~ increased by $49.8 million, or 30.7%, primarily reflecting $31.0 million of higher Line Maintenance expense due to increased flying and additional repairs performed, the Southern Air acquisition, and $21.1 million of Heavy Maintenance expense, partially offset by a $3.0 million decrease in Non-heavy Maintenance expense on 747-400 aircraft. The higher Line Maintenance primarily reflected increases of $11.9 million for 767 aircraft, $9.9 million for 747-400 aircraft and $6.1 million for 747-8F aircraft. Heavy Maintenance expense on 747-400 aircraft increased $19.1 million primarily due to an increase in the number of D Checks, engine overhauls and additional repairs performed, partially offset by a decrease in the number of C Checks. Heavy Maintenance expense on 767 aircraft increased $4.2 million primarily due to an increase in the number of C Checks. Heavy Maintenance expense on 747-8F aircraft decreased $3.4 million primarily due to a decrease in unscheduled engine repairs, partially offset by an increase in the number of C Checks. Non-heavy Maintenance on 747-400 aircraft decreased $3.0 million as a result of fewer events. Heavy airframe maintenance checks and engine overhauls impacting Maintenance, materials and repairs for the nine months ended September 30 were:

~~Depreciation and amortization~~ increased $11.2 million, or 10.2%, primarily due to additional aircraft operating in 2017 and an increase in the amortization of deferred maintenance costs related to 747-8F engine overhauls (see Note 2 to our Financial Statements).

~~Travel~~ ~~increased $11.2 million, or 11.9%, primarily due to the impact of the Southern Air acquisition and increased flying, partially offset by lower rates for crewmember travel.~~

~~Aircraft rent~~ decreased $5.8 million, or 5.3%, primarily due to the amendment and extension of a lease for a 747-400 freighter aircraft to a lower monthly lease rate (see Note 8 to our Financial Statements) and a reduction in the number of spare engines leased.

~~Navigation fees, landing fees and other rent~~ ~~increased $20.9 million, or 37.0%~~74.3%, primarily due to an increase in ~~purchased~~commercial cargo Yields, net of fuel, and demand reflecting a reduction of available capacity in the market, the increased demand for transporting goods and ~~increased flying.~~

~~Passenger and ground handling services~~ ~~increased $12.6 million, or 19.5%, primarily~~the disruption of global supply chains due to ~~increased Charter flying.~~

~~Special charge~~the COVID-19 pandemic. In addition, Direct Contribution benefited from a reduction in 2016 primarily represented a $6.5 million loss on engines held for sale (see Note 5 to our Financial Statements). We may sell additional flight equipment, which could result in additional charges in future periods.

~~Transaction-related expenses~~ ~~in 2017 related to~~aircraft rent and depreciation, and the Southern Air acquisition, which primarily included professional fees and integration costs. Transaction-related expenses in 2016 related to the Southern Air acquisition and our transaction with Amazon and primarily included: compensation costs, including employee termination benefits; professional fees; and integration costs (see Notes 4 and 6 to our Financial Statements).

~~Other~~ ~~increased $16.2 million, or 15.2%, primarily due to increased commission expense on higher revenue~~redeployment of 747-400 aircraft from the AMC, the impact of the Southern Air acquisition and other growth initiatives, and higher legal and professional fees related to our request for a preliminary injunction to stop the aforementioned labor-related operational disruptions.ACMI. Partially offsetting these ~~items~~improvements was ~~an accrual~~lower AMC passenger flying as the military took precautionary measures to limit the movement of personnel and increased COVID-19 pandemic related operating costs, including premium pay for ~~legal matters~~crew operating in ~~2016 (see Note 13 to our Financial Statements).~~certain areas significantly impacted by the virus.

~~The following table compares our Non-operating Expenses (Income) for the nine months ended September 30 (in thousands):~~

~~Interest expense~~ ~~increased $9.2 million, or 14.4%, primarily due to the issuance of the 2017 Convertible Notes and the financing of 767-300 aircraft purchases and conversions.~~

~~Capitalized interest~~ ~~increased $3.5 million, primarily due to an increase in the number of 767-300 aircraft undergoing passenger-to-freighter conversion.~~

~~Unrealized loss (gain) on financial instruments~~ ~~represents the change in fair value of the Amazon Warrant (see Note 6 to our Financial Statements) primarily due to changes in our common stock price.~~

~~Income taxes~~. Our effective income tax expense rates were 59.1% and 60.3% for the nine months ended September 30, 2017 and 2016, respectively. The effective income tax expense rate for the nine months ended September 30, 2017 differed from the U.S. statutory rate primarily due to nondeductible changes in the value of the Amazon Warrant liability (see Note 6 to our Financial Statements) and by the impact of the 2017 adoption of the amended accounting guidance for share-based compensation which requires that excess tax benefits associated with share-based compensation be recognized within income tax expense in our consolidated statement of operations. The effective income tax expense rate for the nine months ended September 30, 2016 differed from the U.S. federal statutory rate primarily due to nondeductible expenses resulting from a change in control, as defined under certain of the Company’s benefit plans, related to the Amazon transaction. The effective rates for both periods were impacted by our assertion to indefinitely reinvest the net earnings of foreign subsidiaries outside the U.S.

The following table compares the Direct Contribution for our reportable segments for the nine months ended September 30 (see Note 12 to our Financial Statements for the reconciliation to Operating income) (in thousands):

ACMI Direct Contribution increased $19.3 million, or 15.8%, primarily due to the Southern Air acquisition, increased flying and lower costs related to crew training. Partially offsetting these items were higher Heavy and Line Maintenance costs, the amortization of deferred maintenance costs and the temporary redeployment of 747-8F aircraft to the Charter segment during the first quarter of 2017.

Charter Direct Contribution increased $10.3 million, or 13.1%, primarily due to increased commercial cargo demand, increased cargo and passenger demand from the AMC, lower costs related to crew training and higher commercial cargo Yields. Partially offsetting these items were higher Heavy Maintenance costs and lower cargo and passenger rates from the AMC.

Dry Leasing Direct Contribution ~~increased $4.9~~decreased $24.8 million, or ~~20.0%~~69.9%, primarily due to ~~lower interest expense due to the scheduled repayment~~$22.3 million of ~~debt related to Dry Leased 777-200LRF aircraft and the placement of 767-300 converted freighter aircraft. Partially offsetting these items were~~revenue in 2019 from maintenance payments ~~received~~ related to the scheduled return of ana 777-200 freighter aircraft and a reduction in revenue during the first ~~three quarters~~quarter of ~~2016. There were no~~2020 related to certain nonessential Dry Leased aircraft ~~returned during the first three quarters of 2017.~~sold or held for sale.

Unallocated ~~income~~expenses and ~~expenses,~~(income), net ~~decreased $3.5~~increased $8.6 million, or ~~1.9%~~10.7%, primarily due to ~~a 2016 change~~an insurance recovery in ~~control, as defined under certain benefit plans, related to the Amazon transaction (see Note 6 to our Financial Statements)~~2019 and ~~a 2016 accrual for legal matters. Partially offsetting these items were higher costs in 2017 due to the Southern Air acquisition, unallocated interest expense, growth initiatives,~~increased amortization of ~~the Amazon~~a customer incentive asset ~~and legal and professional fees related to our request for~~in 2020, partially offset by a ~~preliminary injunction to stop the aforementioned labor-related operational disruptions.~~refund in 2020 of aircraft rent that was paid in previous years.

To supplement our Financial Statements presented in accordance with GAAP, we present certain non-GAAP financial measures to assist in the evaluation of our business performance. These non-GAAP financial measures include Adjusted Net Income, ~~from continuing operations, net of taxes and~~ Adjusted Diluted EPS ~~from continuing operations, net of~~and Adjusted earnings before interest, taxes, depreciation and amortization (“Adjusted EBITDA”), which exclude certain noncash income and expenses, and items impacting year-over-year comparisons of our results. These non-GAAP financial measures may not be comparable to similarly titled measures used by other companies and should not be considered in isolation or as a substitute for Income from continuing operations, net of taxes and Diluted EPS from continuing operations, net of taxes which are the most directly comparable measures of performance prepared in accordance with GAAP. Effective during the three months ended September 30, 2019, we changed our method of calculating Adjusted EBITDA to include Other non-operating expenses (income) to enhance the usefulness for investors and analysts, and the comparability of the calculation to that of other companies. Prior period amounts have been adjusted for comparability.

We use these non-GAAP financial measures in assessing the performance of our ongoing operations and in planning and forecasting future periods. These adjusted measures provide a more comparable basis to analyze operating results and earnings and are measures commonly used by shareholders to measure our performance. In addition, management’s incentive compensation ~~will be~~is determined, in part, by using Adjusted Net Income ~~from continuing operations, net of taxes.~~and Adjusted EBITDA. We believe that these adjusted measures, when considered together with the corresponding GAAP financial measures and the reconciliations to those measures, provide meaningful supplemental information to assist investors and analysts in understanding our business results and assessing our prospects for future performance.

The following is a reconciliation of Net Income ~~from continuing operations, net of taxes~~(Loss) and Diluted EPS ~~from continuing operations, net of taxes~~ to the corresponding non-GAAP financial measures (in thousands, except per share data):

For the Three Months Ended

September 30, 2017

September 30, 2016

Percent Change

Income (loss) from continuing operations, net of taxes

$
(24,195
)

$
(7,501
)

222.6
%
Impact from:

Loss (gain) on disposal of aircraft

211

(11
)

Costs associated with transactions (a)

1,355

30,074

Accrual for legal matters and professional fees

1,264

(210
)

Noncash expenses and income, net (b)

5,474

2,081

Charges associated with refinancing debt

167

-

Unrealized loss (gain) on financial instruments

44,775

1,462

Income tax effect of reconciling items (c)

643

1,531

Adjusted income from continuing operations, net of taxes

$
29,694

$
27,426

8.3
%

Weighted average diluted shares outstanding

25,262

24,840

Add: dilutive warrant

1,501

150

dilutive convertible notes

109

-

effect of convertible notes hedges (d)

(109
)

-

dilutive restricted stock

636

285

Adjusted weighted average diluted shares outstanding

27,399

25,275

Adjusted Diluted EPS from continuing operations, net of taxes

$
1.08

$
1.09

(0.9
)%

	For the Three Months Ended
	March 31, 2020			March 31, 2019			Percent Change

Net Income (Loss)	$	23,353		$	(29,710	)	NM
Impact from:
Customer incentive asset amortization		9,022			6,286
Costs associated with transactions (a)		521			2,527
Leadership transition costs		601			-
Certain contract start-up costs (b)		-			369
Noncash expenses and income, net (c)		4,386			4,468
Unrealized (gain) loss on financial instruments		(924	)		46,575
Other, net (d)		(6,382	)		(3,163	)
Income tax effect of reconciling items		(697	)		(30	)
Adjusted Net Income	$	29,880		$	27,322			9.4	%

Weighted average diluted shares outstanding		25,966			25,735
Add: dilutive warrant (e)		-			1,943
dilutive restricted stock		-			242
Adjusted weighted average diluted shares outstanding		25,966			27,920

Adjusted Diluted EPS	$	1.15		$	0.98			17.3	%

For the Nine Months Ended

September 30, 2017

September 30, 2016

Percent Change

Income from continuing operations, net of taxes

$
14,884

$
13,889

7.2
%
Impact from:

Loss (gain) on disposal of aircraft

64

(11
)

Special charge

-

6,631

Costs associated with transactions (a)

3,666

47,655

Accrual for legal matters and professional fees

1,600

6,777

Noncash expenses and income, net (b)

11,537

5,807

Charges associated with refinancing debt

167

132

Unrealized loss (gain) on financial instruments

36,225

(25,013
)

Income tax effect of reconciling items  (c)

(1,061
)

(535
)

Adjusted income from continuing operations, net of taxes

$
67,082

$
55,332

21.2
%

Weighted average diluted shares outstanding

25,822

25,116

        Add: dilutive warrant

1,230

-

                 effect of convertible note hedges (d)

(36
)

-

Adjusted weighted average diluted shares outstanding

27,016

25,116

Adjusted Diluted EPS from continuing operations, net of taxes

$
2.48

$
2.20

12.7
%

The most significant liquidity events during the first ~~three quarters~~quarter of ~~2017~~2020 were as follows:

In May 2017, we issued $289.0 million of 2017 Convertible Notes with a cash coupon of 1.875%. In May 2017, we used the majority of the proceeds to repay $150.0 million then outstanding under the Revolver.

In ~~June 2017,~~February 2020, we ~~borrowed $18.7 million related to GEnx engine performance upgrade kits and overhauls under an unsecured~~refinanced two secured term loans, that were originally due later in 2020, with two new term loans. One term loan is for 126 months in the amount of $82.0 million at a fixed interest rate of ~~2.17%.~~

~~During~~3.27% with a final payment of $12.5 million due in July 2030. The other term loan is for 130 months in the ~~second and third quarter~~amount of ~~2017, we borrowed an aggregate~~$82.0 million at a fixed interest rate of ~~$140.1~~3.28% with a final payment of $12.5 million ~~through seven separate~~due in November 2030. The new term loans ~~related~~are each secured by a mortgage against a 777-200LRF aircraft and contain customary covenants and events of default with principal and interest payable quarterly (see Note 7 to ~~the purchase and passenger-to-freighter conversion of 767-300 aircraft at fixed rates ranging from 3.02% to 3.62%~~our Financial Statements).

In ~~September 2017,~~March 2020, as a precautionary measure due to uncertainty arising from the COVID-19 pandemic, we ~~entered into the Private Placement Facility to finance up to $146.5~~drew $75.0 million ~~for the purchase~~under our revolving credit facility and ~~passenger-to-freighter conversion~~had $19.8 million of ~~up to six 767-300 aircraft dry leased to Amazon. In October 2017, we borrowed $72.6 million for the first three aircraft under the facility.~~unused availability as of March 31, 2020.

Operating Activities. Net cash provided by operating activities was ~~$195.1~~$71.8 million for the first ~~three quarters~~quarter of ~~2017,~~2020, which primarily reflected ~~$14.0 million of~~ Net Income of $23.4 million, noncash adjustments of ~~$142.0~~$74.4 million for Depreciation and amortization and ~~$36.2~~$7.4 million for ~~Unrealized loss on financial instruments,~~Deferred taxes and a ~~$30.4~~$16.5 million ~~increase~~decrease in Accounts receivable, partially offset by a $40.4 million decrease in Accounts payable and accrued ~~liabilities. Partially offsetting these items was~~liabilities, and a ~~$53.3~~$5.5 million increase in Prepaid expenses, current assets and other assets. Net cash provided by operating activities was ~~$100.8~~$53.8 million for the first ~~three quarters~~quarter of ~~2016,~~2019, which primarily reflected ~~$13.1~~a Net Loss of $29.7 million, ~~of Net Income,~~ noncash adjustments of ~~$124.2~~$79.0 million for Depreciation and amortization and ~~$27.9~~$46.6 million for ~~Stock-based compensation expense,~~Unrealized loss on financial instruments, and a ~~$32.8~~$9.7 million decrease in ~~Accounts~~ receivable. Partially offsetting these items ~~were~~was a ~~$79.7~~$42.3 million increase in Prepaid expenses, current assets and other assets and a $20.0 million decrease in Accounts payable and accrued ~~liabilities and a noncash adjustment of $25.0~~liabilities.

Investing Activities. Net cash provided by investing activities was $10.7 million for ~~Unrealized gain on financial instruments.~~the first quarter of 2020, consisting primarily of $44.1 million of proceeds from disposal of aircraft, partially offset by $26.0 million of payments for flight equipment and

~~Investing Activities.~~$8.3 million of payments for core capital expenditures, excluding flight equipment. Payments for flight equipment and modifications during the first quarter of 2020 were primarily related to spare engines and GEnx engine performance upgrade kits. All capital expenditures for 2020 were funded through working capital. Net cash used for investing activities was ~~$401.7~~$44.8 million for the first ~~three quarters~~quarter of ~~2017,~~2019, consisting primarily of ~~$338.5~~$57.3 million of payments for flight equipment and modifications and ~~$66.4~~$30.6 million of core capital expenditures, excluding flight ~~equipment.~~equipment, partially offset by $38.1 million of proceeds from insurance. Payments for flight equipment and modifications during the first ~~three quarters~~quarter of ~~2017~~2019 were primarily related to ~~the purchase of~~ 767-300 passenger aircraft and related freighter conversion costs, spare engines and GEnx engine performance upgrade kits. All capital expenditures for 2017 were funded through working capital and the term loans discussed above. Net cash used for investing activities was $372.6 million for the first three quarters of 2016, consisting primarily of $237.1 million of purchase deposits and payments for flight equipment, $107.5 million related to the Southern Air acquisition, and $36.9 million of core capital expenditures, excluding flight equipment. Partially offsetting these investing activities were $8.8 million of proceeds from investments.

Financing Activities. Net cash provided by financing activities was ~~$244.6~~$39.6 million for the first ~~three quarters~~quarter of ~~2017,~~2020, which primarily reflected ~~proceeds~~$164.0 million from debt issuance ~~of $447.9 million, $38.1 million from the sale of convertible note warrants~~ and ~~$22.0~~$75.0 million of ~~customer maintenance reserves and deposits received,~~proceeds from our revolving credit facility, partially offset by ~~$153.3~~$193.6 million of payments on debt ~~obligations~~ and ~~$70.1~~$3.8 million ~~for~~related to the purchase of ~~convertible note hedges.~~treasury stock. Net cash used for financing activities was ~~$51.6~~$77.2 million for the first ~~three quarters~~quarter of ~~2016,~~2019, which primarily reflected ~~$135.8~~$90.9 million of payments on debt, including a $20.7 million repayment of two term loans, and $9.2 million related to the purchase of treasury stock, partially offset by ~~$84.8~~$19.7 million of proceeds from debt issuance.

In response to the COVID-19 pandemic, we have significantly reduced nonessential employee travel, reduced the use of contractors, limited ground staff hiring, implemented a number of other cost reduction initiatives and taken actions to increase liquidity and strengthen our financial position. We consider Cash and cash equivalents, ~~Short-term investments,~~ Restricted cash, ~~and~~ Net cash provided by operating activities, availability under our revolving credit facility and the proceeds from the sale of nonessential assets to be sufficient to meet our debt and lease obligations, and to fund core capital expenditures for ~~2017, and to pay amounts due related to the settlement of the U.S. class action litigation.~~2020. Core capital expenditures for the remainder of ~~2017~~2020 are expected to range between ~~$10.0~~$75.0 to ~~$15.0~~$85.0 million, which excludes flight equipment and capitalized interest. Our payments remaining for flight equipment purchase and passenger-to-freighter conversion commitments are expected to be approximately $143.8 million, of which approximately $63.5 million is expected to be made during 2017. We expect to finance the acquisition and conversion of this flight equipment with working capital prior to obtaining permanent financing for the converted aircraft.

We may access external sources of capital from time to time depending on our cash requirements, assessments of current and anticipated market conditions, and the after-tax cost of capital. To that end, we filed a shelf registration statement with the SEC in ~~May 2017~~April 2020 that enables us to sell ~~a yet to be determined amount of~~ debt and/or equity securities on a registered basis over the subsequent three years, depending on market conditions, our capital needs and other factors. Our access to capital markets can be adversely impacted by prevailing economic conditions and by financial, business and other factors, some of which are beyond our control. Additionally, our borrowing costs are affected by market conditions and may be adversely impacted by a tightening in credit markets.

We do not expect to pay any significant U.S. federal income tax ~~until 2025~~in this or ~~later.~~the next decade. Our business operations are subject to income tax in several foreign jurisdictions. We do not expect to pay any significant cash income taxes in foreign jurisdictions for at least several years. We ~~currently do not intend to~~may repatriate ~~cash from certain~~the unremitted earnings of our foreign subsidiaries ~~that is indefinitely reinvested outside~~to the ~~U.S. Any repatriation of cash from these subsidiaries or certain changes in U.S. tax laws could result in additional tax expense.~~extent taxes are insignificant.

See Note 87 to our Financial Statements for a description of our new ~~debt obligations.~~debt. See our ~~2016~~2019 Annual Report on Form 10-K for a tabular disclosure of our contractual obligations as of December 31, ~~2016~~2019 and a description of our other debt obligations and amendments thereto.

There were no material changes in our off-balance sheet arrangements during the ~~nine~~three months ended ~~September 30, 2017.~~March 31, 2020.

See Note 2 to our Financial Statements for a discussion of recent accounting pronouncements.

This Quarterly Report on Form 10-Q (this “Report”), as well as other reports, releases and written and oral communications issued or made from time to time by or on behalf of AAWW, contain statements that may constitute “forward-looking statements” within the meaning of the Private Securities Litigation Reform Act of 1995. Those statements are based on management’s beliefs, plans, expectations and assumptions, and on information currently available to management. Generally, the words “will,” “may,” “should,” “expect,” “anticipate,” “intend,” “plan,” “continue,” “believe,” “seek,” “project,” “estimate” and similar expressions used in this Report that do not relate to historical facts are intended to identify forward-looking statements.

The forward-looking statements in this Report are not representations or guarantees of future performance and involve certain risks, uncertainties and assumptions. Such risks, uncertainties and assumptions include, but are not limited to, those described in our Annual Report on Form 10-K for the year ended December 31, ~~2016.~~2019. Many of such factors are beyond AAWW’s control and are difficult to predict. As a result, AAWW’s future actions, financial position, results of operations and the market price for shares of AAWW’s common stock could differ materially from those expressed in any forward-looking statements. Readers are therefore

cautioned not to place undue reliance on forward-looking statements. Such forward-looking statements speak only as of the date of this report. AAWW does not intend to publicly update any forward-looking statements that may be made from time to time by, or on behalf of, AAWW, whether as a result of new information, future events or otherwise, except as required by ~~law.~~law and expressly disclaims any obligation to revise or update publicly any forward-looking statement to reflect future events or circumstances.

There have been no material changes to our market risk during the ~~nine~~three months ended ~~September 30, 2017.~~March 31, 2020. For additional discussion of our exposure to market risk, refer to Part II, Item 7A “Quantitative and Qualitative Disclosures About Market Risk” included in our ~~2016~~2019 Annual Report on Form 10-K.

An evaluation was performed under the supervision and with the participation of our management, including our Chief Executive Officer, or CEO, and Chief Financial Officer, or CFO, of the effectiveness of our disclosure controls and procedures (as defined in Rule 13a-15(e) and 15d - 15(e) under the Exchange Act) as of ~~September 30, 2017.~~March 31, 2020. Based on that evaluation, our CEO and CFO concluded that our disclosure controls and procedures are effective to ensure that information required to be disclosed by us in

reports that we file or submit under the Exchange Act is recorded, processed, summarized and reported within the time periods specified in the SEC's rules and forms, and is accumulated and communicated to our management, including our CEO and CFO, to allow timely decisions regarding required disclosure.

~~There~~There has been no change in our internal control over financial reporting (as defined in Rule 13a-15(f) and 15d-15(f) under the Exchange Act) during the three months ended ~~September 30, 2017~~March 31, 2020 that has materially affected, or is reasonably likely to materially affect, our internal control over financial reporting.

With respect to the fiscal quarter ended ~~September 30, 2017,~~March 31, 2020, the information required in response to this Item is set forth in Note 1311 to our Financial Statements and such information is incorporated herein by reference. Such description contains all of the information required with respect hereto.

There have been no material changes in our risk factors ~~that may cause actual results to differ materially~~ from those ~~anticipated, please refer to~~disclosed in our ~~2016~~2019 Annual Report on Form 10-K.

See accompanying Exhibit Index included ~~after~~before the signature page of this report for a list of exhibits filed or furnished with this report.

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

Delaware		13-4146982
(State or other jurisdiction of incorporation)		(IRS Employer Identification No.)

2000 Westchester Avenue, Purchase, New York		10577
(Address of principal executive offices)		(Zip Code)

		Page

Part I. FINANCIAL INFORMATION

Item 1.	Financial Statements

	~~Consolidated Balance Sheets as of September 30, 2017 and December 31, 2016 (unaudited)~~	3

	Consolidated Balance Sheets as of March 31, 2020 and December 31, 2019 (unaudited)	3

	Consolidated Statements of Operations for the Three ~~and Nine~~ Months Ended ~~September 30, 2017~~March 31, 2020 and ~~2016~~2019 (unaudited)	4

	Consolidated Statements of Comprehensive Income (Loss) for the Three ~~and Nine~~ Months Ended ~~September 30, 2017~~March 31, 2020 and ~~2016~~2019 (unaudited)	5

	Consolidated Statements of Cash Flows for the ~~Nine~~Three Months ended ~~September 30, 2017~~March 31, 2020 and ~~2016~~2019 (unaudited)	6

	Consolidated Statements of Stockholders’ Equity as of and for the ~~Nine~~Three Months ended ~~September 30, 2017~~March 31, 2020 and ~~2016~~2019 (unaudited)	7

	Notes to Unaudited Consolidated Financial Statements	8

Item 2.	Management’s Discussion and Analysis of Financial Condition and Results of Operations	2219

Item 3.	Quantitative and Qualitative Disclosures About Market Risk	3628

Item 4.	Controls and Procedures	3628

PART II. OTHER INFORMATION

Item 1.	Legal Proceedings	3829

Item 1A.	Risk Factors	3829

Item 6.	Exhibits	3829

	Exhibit Index	3930

	Signatures	4031

	Deferred Maintenance
Balance as of December 31, 2016	$	19,100
Deferred maintenance costs		33,910
Amortization of deferred maintenance		(3,710	)
Balance as of September 30, 2017	$	49,300

Balance as of December 31, 2019	$	184,279
Deferred maintenance costs		13,710
Amortization of deferred maintenance		(7,939	)
Balance as of March 31, 2020	$	190,050

									Accumulated
						Additional			Other					Total
	Common		Treasury			Paid-In			Comprehensive			Retained		Stockholders'
	Stock		Stock			Capital			Loss			Earnings		Equity
Balance at December 31, 2016	$	296	$	(183,119	)	$	657,082		$	(4,993	)	$	1,048,072	$	1,517,338
Net Income		-		-			-			-			14,025		14,025
Other comprehensive income		-		-			-			744			-		744
Stock-based compensation		-		-			17,030			-			-		17,030
Purchase of 191,047 shares of treasury stock		-		(10,307	)		-			-			-		(10,307	)
Issuance of 456,905 shares of restricted stock		5		-			(5	)		-			-		-
Equity component of convertible note, net of tax		-		-			43,256			-			-		43,256
Purchase of convertible note hedges, net of tax		-		-			(45,065	)		-			-		(45,065	)
Issuance of convertible note warrants		-		-			38,148			-			-		38,148
Balance at September 30, 2017	$	301	$	(193,426	)	$	710,446		$	(4,249	)	$	1,062,097	$	1,575,169

	For the Three Months Ended
Revenue and Expenses:	March 31, 2020		March 31, 2019
Revenue from Polar	$	76,234	$	98,467
Ground handling and airport fees to Polar		526		518

Accounts receivable/payable as of:	March 31, 2020		December 31, 2019
Receivables from Polar	$	21,416	$	10,855
Payables to Polar		3,233		2,161

Aggregate Carrying Value of Polar Investment as of:	March 31, 2020		December 31, 2019
Aggregate Carrying Value of Polar Investment	$	4,870	$	4,870

	Employee Termination Benefits
Liability as of December 31, 2016	$	1,214
Wind-down expenses		766
Cash payments		(1,718	)
Liability as of September 30, 2017	$	262

Balance at December 31, 2019	$	152,534
Initial value for estimate of vested or expected to vest warrants		2,394
Amortization of customer incentive asset		(9,022	)
Balance at March 31, 2020	$	145,906

Balance as of December 31, 2019	$	1,822
Bad debt expense		(73	)
Amounts written off, net of recoveries		(567	)
Balance as of March 31, 2020	$	1,182

	Issue	Face		Collateral	Original	Interest Rate	Interest
	Date	Value		Type	Term	Type	Rate
First 2017 Term Loan	April 2017	$	20.1	767-300	91 months	Fixed		3.02%
Second 2017 Term Loan	April 2017		21.3	767-300	91 months	Fixed		3.16%
Third 2017 Term Loan	May 2017		21.5	767-300	91 months	Fixed		3.16%
Fourth 2017 Term Loan	June 2017		21.3	767-300	91 months	Fixed		3.09%
Fifth 2017 Term Loan	June 2017		21.7	767-300	91 months	Fixed		3.11%
Sixth 2017 Term Loan	June 2017		21.7	767-300	91 months	Fixed		3.11%
Seventh 2017 Term Loan	June 2017		18.7	None	58 months	Fixed		2.17%
Eighth 2017 Term Loan	July 2017		12.5	767-300	60 months	Fixed		3.62%
Total		$	158.8

Block Hour		The time interval between when an aircraft departs the terminal until it arrives at the destination terminal.

C Check		~~High-level or “heavy”~~“Heavy” airframe maintenance checks, which are more intensive in scope than Line Maintenance and are generally performed between 18 and 24 months depending on aircraft type.

D Check		~~High-level or “heavy”~~“Heavy” airframe maintenance checks, which are the most extensive in scope and are generally performed every six and eight years depending on aircraft type.

Heavy Maintenance		Scheduled maintenance activities ~~which~~that are ~~the most~~ extensive in scope and are primarily based on time or usage intervals, which include, but are not limited to, C Checks, D Checks and engine overhauls. In addition, unscheduled engine repairs involving the removal of the engine from the aircraft are considered to be Heavy Maintenance.

Line Maintenance		Maintenance events occurring during normal day-to-day operations.

Non-heavy Maintenance		Discrete maintenance activities for the overhaul and repair of specific aircraft components, including landing gear, auxiliary power units and engine thrust reversers.

Utilization		The average number of Block Hours operated per day per aircraft.

Yield		The average amount a customer pays to fly one tonne of cargo one mile.

Block Hours		2017				2016				Inc/(Dec)				% Change
Total Block Hours**			64,837				54,175				10,662				19.7	%

Exhibit Number		Description


10.1		Atlas Air Worldwide Holdings, Inc. 2020 Long Term Cash Incentive Program.

10.2		Form of Performance Share Unit Agreement.

10.3		Form of Restricted Stock Unit Agreement.

31.1		Rule 13a-14(a)/15d-14(a) Certification of the Chief Executive Officer.

31.2		Rule 13a-14(a)/15d-14(a) Certification of the Chief Financial Officer.

32.1		Section 1350 Certifications.

101.INS		Inline XBRL Instance ~~Document.~~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 Labels Linkbase Document. *

101.PRE		Inline XBRL Taxonomy Extension Presentation Linkbase Document. *

104		Cover Page Interactive Data File – the cover page interactive data file does not appear in the Interactive Data File because its XBRL tags are embedded within the Inline XBRL document (included in Exhibit 101).

		Atlas Air Worldwide Holdings, Inc.

Dated: ~~November~~May 7, ~~2017~~2020		/s/ ~~William J. Flynn~~John W. Dietrich
		~~William J. Flynn~~John W. Dietrich
		President and Chief Executive Officer

Dated: ~~November~~May 7, ~~2017~~2020		/s/ Spencer Schwartz
		Spencer Schwartz
		Executive Vice President and Chief Financial Officer

~~Large accelerated filer~~

~~Accelerated filer~~

~~Non-accelerated filer~~

☐ ~~(Do not check if a smaller reporting company)~~

~~Smaller reporting company~~

~~Emerging growth company~~