UNITED STATES SECURITIES AND EXCHANGE COMMISSION
WASHINGTON, D.C. 20549
FORM 10-Q
☑
☑QUARTERLY REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934
 
For the quarterly period ended JuneSeptember 30, 2022
OR
☐
☐TRANSITION REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934

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

ftai-20220630_g1.jpgFTAI AVIATION LTD.
FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
(Exact name of registrant as specified in its charter)charter)

Cayman Islands
98-1420784
Delaware32-0434238
(State or other jurisdiction of incorporation or organization)(I.R.S. Employer Identification No.)

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


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

Indicate by check mark whether the registrant (1) has filed all reports required to be filed by Section 13 or 15(d) of the Securities Exchange Act of 1934 during the preceding 12 months (or for such shorter period that the registrant was required to file such reports), and (2) has been subject to such filing requirements for the past 90 days. Yes ☑ þNo¨ ☐
Indicate by check mark whether the registrant has submitted electronically every Interactive Data File required to be submitted pursuant to Rule 405 of Regulation S-T (§232.405 of this chapter) during the preceding 12 months (or for such shorter period that the registrant was required to submit such files). Yes ☑ þNo¨ ☐
Indicate by check mark whether the registrant is a large accelerated filer, an accelerated filer, a non-accelerated filer, a smaller reporting company, or an emerging growth company. See the definitions of “large accelerated filer,” “accelerated filer,” “smaller reporting company,” and “emerging growth company” in Rule 12b-2 of the Exchange Act.
Large accelerated filer
þ☑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 ☐ ☐Noþ ☑

There were 99,378,771 common99,664,223 ordinary shares outstanding representing limited liability company interests at July 25,as of November 14, 2022.


FORWARD-LOOKING STATEMENTS AND RISK FACTORS SUMMARY

This report contains “forward-looking statements” within the meaning of the Private Securities Litigation Reform Act of 1995. Forward-looking statements are not statements of historical fact but instead are based on our present beliefs and assumptions and on information currently available to us. You can identify these forward-looking statements by the use of forward-looking words such as “outlook,” “believes,” “expects,” “potential,” “continues,” “may,” “will,” “should,” “could,” “seeks,” “approximately,” “predicts,” “intends,” “plans,” “estimates,” “anticipates,” “target,” “projects,” “contemplates” or the negative version of those words or other comparable words. Any forward-looking statements contained in this report are based upon our historical performance and on our current plans, estimates and expectations in light of information currently available to us. The inclusion of this forward-looking information should not be regarded as a representation by us, that the future plans, estimates or expectations contemplated by us will be achieved.
Such forward-looking statements are subject to various risks and uncertainties and assumptions relating to our operations, financial results, financial condition, business, prospects, growth strategy and liquidity. Accordingly, there are or will be important factors that could cause our actual results to differ materially from those indicated in these statements. The following is a summary of the principal risk factors that make investing in our securities risky and may materially adversely affect our business, financial condition, results of operations and cash flows. This summary should be read in conjunction with the more complete discussion of the risk factors we face, which are set forth in Part II, Item 1A. “Risk Factors” of this report. We believe that these factors include, but are not limited to:
•
changes in economic conditions generally and specifically in our industry sectors, and other risks relating to the global economy, including, but not limited to, the Russia-Ukraine conflict, the ongoing COVID-19 pandemic and other public health crises, and any related responses or actions by businesses and governments;
•
reductions in cash flows received from our assets, as well as contractual limitations on the use of our aviation assets to secure debt for borrowed money;
•
our ability to take advantage of acquisition opportunities at favorable prices;
•changes in our asset composition, investment strategy and liquidity as a result of the previously announced spin-off of our infrastructure business or other factors;
•
a lack of liquidity surrounding our assets, which could impede our ability to vary our portfolio in an appropriate manner;
•
the relative spreads between the yield on the assets we acquire and the cost of financing;
•
adverse changes in the financing markets we access affecting our ability to finance our acquisitions;
•
customer defaults on their obligations;
•
our ability to renew existing contracts and enter into new contracts with existing or potential customers;
•
the availability and cost of capital for future acquisitions;
•
concentration of a particular type of asset or in a particular sector;
•
competition within the aviation energy and intermodal transport sectors;sector;
•
the competitive market for acquisition opportunities;
•
risks related to operating through joint ventures, partnerships, consortium arrangements or other collaborations with third parties;
•
our ability to successfully integrate acquired businesses;
•
obsolescence of our assets or our ability to sell, re-lease or re-charter our assets;
•
exposure to uninsurable losses and force majeure events;
•infrastructure operations and maintenance may require substantial capital expenditures;
•
the legislative/regulatory environment and exposure to increased economic regulation;
•
exposure to the oil and gas industry’s volatile oil and gas prices;
•
difficulties in obtaining effective legal redress in jurisdictions in which we operate with less developed legal systems;
•
our ability to maintain our exemption from registration under the Investment Company Act of 1940 and the fact that maintaining such exemption imposes limits on our operations;
•
our ability to successfully utilize leverage in connection with our investments;
•
foreign currency risk and risk management activities;
•
effectiveness of our internal control over financial reporting;
•
2
exposure to environmental risks, including natural disasters, increasing environmental legislation and the broader impacts of climate change;
•
changes in interest rates and/or credit spreads, as well as the success of any hedging strategy we may undertake in relation to such changes;
•
actions taken by national, state, or provincial governments, including nationalization, or the imposition of new taxes, could materially impact the financial performance or value of our assets;
2


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


FTAI AVIATION LTD.
FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
INDEX TO FORM 10-Q

PART I - FINANCIAL INFORMATION
Item 1.
5
5
6
7
Consolidated Statement of Changes in Equity for the three and six nine months ended June 30,September 30, 2022 and 2021
8
7
10
8
12
10
Note 1: OrganizationBackground and Basis of Presentation
12
10
Note 2: Summary of Significant Accounting Policies
12
11
Note 3: Leasing Equipment, net
16
15
Note 4: Property, Plant and Equipment,Finance Leases, net
17
16
Note 5: Investments
17
16
Note 6: Intangible Assets and Liabilities, net
20
17
Note 7: Debt, netLoan Payable to Affiliate
22
18
Note 8: Fair Value Measurements
22
18
Note 9: Revenues
24
19
Note 10: Equity-Based CompensationIncome Taxes
26
21
Note 11: Retirement Benefit Plans
27
Note 12: Income Taxes
28
Note 13: Management Agreement and Affiliate Transactions
28
21
Note 14:12: Segment Information
31
24
Note 15:13: Earnings per Share and Equity
41
31
Note 16:14: Commitments and Contingencies
41
31
Note 17:15: Subsequent Events
41
31
Item 2.
43
32
Item 3.
65
46
Item 4.
66
46
PART II - OTHER INFORMATION
Item 1.
67
46
Item 1A.
67
46
Item 2.
91
65
Item 3.
91
65
Item 4.
65
Item 5.
91
65
Item 5.6.
91
65
Item 6.
92



4
Index


PART I—FINANCIAL INFORMATION
Item 1. Financial Statements

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
Item 1.Financial Statements

FTAI AVIATION LTD.
CONSOLIDATED BALANCE SHEETS
(Dollars in thousands, except share and per share data)
(Unaudited)
NotesJune 30, 2022December 31, 2021
Assets
Cash and cash equivalents2$118,854 $188,078 
Restricted cash2177,951 251,983 
Accounts receivable, net166,562 175,225 
Leasing equipment, net31,844,095 1,891,649 
Operating lease right-of-use assets, net73,549 75,344 
Property, plant, and equipment, net41,642,536 1,555,857 
Investments599,543 77,325 
Intangible assets, net695,845 98,699 
Goodwill262,819 257,137 
Other assets2400,394 292,557 
Total assets$4,882,148 $4,863,854 
Liabilities
Accounts payable and accrued liabilities$253,207 $202,669 
Debt, net73,497,566 3,220,211 
Maintenance deposits58,553 106,836 
Security deposits27,761 40,149 
Operating lease liabilities72,140 73,594 
Other liabilities283,650 96,295 
Total liabilities$4,192,877 $3,739,754 
Commitments and contingencies1600
Equity
Common shares ($0.01 par value per share; 2,000,000,000 shares authorized; 99,200,196 and 99,180,385 shares issued and outstanding as of June 30, 2022 and December 31, 2021, respectively)$992 $992 
Preferred shares ($0.01 par value per share; 200,000,000 shares authorized; 13,320,000 and 13,320,000 shares issued and outstanding as of June 30, 2022 and December 31, 2021, respectively)133 133 
Additional paid in capital1,332,968 1,411,940 
Accumulated deficit(336,345)(132,392)
Accumulated other comprehensive loss(298,874)(156,381)
Shareholders' equity698,874 1,124,292 
Non-controlling interest in equity of consolidated subsidiaries(9,603)(192)
Total equity689,271 1,124,100 
Total liabilities and equity$4,882,148 $4,863,854 


See accompanying notes to consolidated financial statements.
5

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
CONSOLIDATED STATEMENTS OF OPERATIONS (unaudited)
(Dollars in thousands, except share and per share data)
     
(Unaudited)
September 30,
  December 31, 
  Notes  2022  2021 
Assets         
Cash and cash equivalents 2  $15,597  $2,158 
Accounts receivable, net 2   82,877   121,257 
Leasing equipment, net 3   1,559,575   1,714,136 
Finance leases, net 4   7,094   7,583 
Investments 5   22,280   22,917 
Intangible assets, net 6   29,416   30,962 
Inventory, net 2   160,019   100,308 
Other assets 2   141,294   97,531 
Total assets    $2,018,152  $2,096,852 
            
Liabilities           
Accounts payable and accrued liabilities    $26,982  $32,058 
Management fees payable to affiliate 11   46,095   43,477 
Loans payable to affiliate 7   27,090   25,181 
Maintenance deposits 2   51,430   106,164 
Security deposits 2   25,905   38,639 
Other liabilities     47,383   31,274 
Total liabilities    $224,885  $276,793 
            
Commitments and contingencies 14       
            
Equity           
Ordinary shares ($1.00 par value per share; 50,000 shares authorized; 105.2 and 100.0 shares issued and outstanding as of September 30, 2022 and December 31, 2021, respectively)
     —   — 
Additional paid in capital     1,087,534   1,139,628 
Retained earnings     705,733   680,431 
Total equity     1,793,267   1,820,059 
Total liabilities and equity    $2,018,152  $2,096,852 
Three Months Ended June 30,Six Months Ended June 30,
Notes2022202120222021
Revenues
Equipment leasing revenues$112,064 $81,571 $203,755 $138,178 
Infrastructure revenues65,868 15,344 112,016 35,886 
Total revenues9177,932 96,915 315,771 174,064 
Expenses
Operating expenses284,004 31,183 192,920 56,180 
General and administrative5,004 3,655 10,695 7,907 
Acquisition and transaction expenses9,626 4,399 15,650 6,042 
Management fees and incentive allocation to affiliate133,062 4,113 7,226 8,103 
Depreciation and amortization3, 4, 656,622 47,371 114,923 91,906 
Asset impairment886 89 123,676 2,189 
Interest expense54,373 37,504 104,971 70,494 
Total expenses213,577 128,314 570,061 242,821 
Other income (expense)
Equity in losses of unconsolidated entities5(13,823)(7,152)(37,836)(5,778)
Gain on sale of assets, net63,645 3,987 79,933 4,798 
Loss on extinguishment of debt— (3,254)— (3,254)
Interest income590 454 1,246 739 
Other expense(1,596)(884)(2,055)(703)
Total other income (expense)48,816 (6,849)41,288 (4,198)
Income (loss) before income taxes13,171 (38,248)(213,002)(72,955)
Provision for (benefit from) income taxes123,411 (1,640)6,897 (1,471)
Net income (loss)9,760 (36,608)(219,899)(71,484)
Less: Net loss attributable to non-controlling interests in consolidated subsidiaries(8,480)(6,625)(15,946)(11,586)
Less: Dividends on preferred shares6,791 6,551 13,582 11,176 
Net income (loss) attributable to shareholders$11,449 $(36,534)$(217,535)$(71,074)
Income (loss) per share:15
Basic$0.12 $(0.42)$(2.19)$(0.83)
Diluted$0.11 $(0.42)$(2.19)$(0.83)
Weighted average shares outstanding:
Basic99,370,301 86,030,652 99,367,597 86,029,305 
Diluted99,805,455 86,030,652 99,367,597 86,029,305 



See accompanying notes to consolidated financial statements.

65
Index
FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLCFTAI AVIATION LTD.
CONSOLIDATED STATEMENTS OF COMPREHENSIVE LOSS OPERATIONS (unaudited)
(Dollars in thousands)
thousands, except share and per share data)
Three Months Ended June 30,Six Months Ended June 30,
2022202120222021
Net income (loss)$9,760 $(36,608)$(219,899)$(71,484)
Other comprehensive loss:
Other comprehensive loss related to equity method investees, net (1)
(47,714)(32,832)(142,493)(22,878)
Comprehensive loss(37,954)(69,440)(362,392)(94,362)
Comprehensive loss attributable to non-controlling interest(8,480)(6,625)(15,946)(11,586)
Comprehensive loss attributable to shareholders$(29,474)$(62,815)$(346,446)$(82,776)

     
Three Months Ended
September 30,
  
Nine Months Ended
September 30,
 
  Notes  2022  2021  2022  2021 
Revenues 9  $218,249  $93,938  $412,205  $228,482 
                    
Expenses                   
Operating expenses 2   14,612   10,130   83,651   20,641 
Cost of sales 2   95,948   5,367   120,139   8,577 
General and administrative     3,354   2,862   9,125   7,166 
Acquisition and transaction expenses     2,848   1,132   5,449   3,710 
Management fees and incentive allocation to affiliate 11   539   2,116   4,692   7,027 
Depreciation and amortization 3   32,877   34,825   106,567   102,194 
Asset impairment 3   4,495   859   128,171   3,048 
Interest expense     644   584   1,910   1,734 
Total expenses     155,317   57,875   459,704   154,097 
                    
Other income (expense)                   
Equity in losses of unconsolidated entities 5   (358)  (369)  (125)  (1,050)
Gain on sale of assets, net     —   12,685   79,933   17,467 
Other income (expense)     42   (1,341)  245   (717)
Total other income (expense)     (316)  10,975   80,053   15,700 
Income before income taxes     62,616   47,038   32,554   90,085 
Provision for income taxes 10   3,818   500   7,252   1,037 
Net income attributable to shareholders    $58,798  $46,538  $25,302  $89,048 
                    
Earnings per share: 13                 
Basic    $558.92  $465.38  $244.46  $890.48 
Diluted    $558.92  $465.38  $244.46  $890.48 
Weighted average shares outstanding:                   
Basic     105.2   100.0   103.5   100.0 
Diluted     105.2   100.0   103.5   100.0 
(1) Net of deferred tax benefit of $— and $(7,118) for the three months ended June 30, 2022 and 2021, respectively, and $— and $(4,472) for the six months ended June 30, 2022 and 2021, respectively.



See accompanying notes to consolidated financial statements.

76
Index
FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLCFTAI AVIATION LTD.
CONSOLIDATED STATEMENTSTATEMENTS OF CHANGES IN EQUITY (unaudited)
(Dollars in thousands)

  Three and Nine Months Ended September 30,2022 
  
Additional Paid In
Capital
  
Retained
Earnings
  Total Equity 
Equity - December 31, 2021 $1,139,628  $680,431  $1,820,059 
Net loss  —   (33,496)  (33,496)
Capital contributions  230,766   —   230,766 
Capital distributions  (104,821)  —   (104,821)
Equity - June 30, 2022 $1,265,573  $646,935  $1,912,508 
Net income  —   58,798   58,798 
Capital contributions  11,365   —   11,365 
Capital distributions  (189,404)  —   (189,404)
Equity - September 30, 2022 $1,087,534  $705,733  $1,793,267 

  Three and Nine Months Ended September 30,2021 
  
Additional Paid In
Capital
  
Retained
Earnings
  Total Equity 
Equity - December 31, 2020 $897,089  $550,560  $1,447,649 
Net income  —   42,510   42,510 
Capital contributions  140,273   —   140,273 
Capital distributions  (88,159)  —   (88,159)
Equity - June 30, 2021 $949,203  $593,070  $1,542,273 
Net income  —   46,538   46,538 
Capital contributions  109,191   —   109,191 
Capital distributions  (56,803)  —   (56,803)
Equity - September 30, 2021 $1,001,591  $639,608  $1,641,199 
Three and Six Months Ended June 30, 2022
Common SharesPreferred SharesAdditional Paid In CapitalAccumulated Deficit Accumulated Other Comprehensive Loss Non-Controlling Interest in Equity of Consolidated SubsidiariesTotal Equity
Equity - December 31, 2021$992 $133 $1,411,940 $(132,392)$(156,381)$(192)$1,124,100 
Net loss(222,193)(7,466)(229,659)
Other comprehensive loss(94,779)(94,779)
Total comprehensive loss(222,193)(94,779)(7,466)(324,438)
Issuance of common shares164 164 
Dividends declared - common shares(32,749)(32,749)
Dividends declared - preferred shares(6,791)(6,791)
Equity-based compensation709 709 
Equity - March 31, 2022$992 $133 $1,372,564 $(354,585)$(251,160)$(6,949)$760,995 
Net income (loss)18,240 (8,480)9,760 
Other comprehensive loss(47,714)(47,714)
Total comprehensive income (loss)18,240 (47,714)(8,480)(37,954)
Acquisition of consolidated subsidiary3,054 3,054 
Contributions from non-controlling interest1,187 1,187 
Issuance of common shares235 235 
Dividends declared - common shares(33,040)(33,040)
Dividends declared - preferred shares(6,791)(6,791)
Equity-based compensation1,585 1,585 
Equity - June 30, 2022$992 $133 $1,332,968 $(336,345)$(298,874)$(9,603)$689,271 

8

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
CONSOLIDATED STATEMENT OF CHANGES IN EQUITY (unaudited)
(Dollars in thousands)

Three and Six Months Ended June 30, 2021
Common SharesPreferred SharesAdditional Paid In CapitalAccumulated Deficit Accumulated Other Comprehensive (Loss) Income Non-Controlling Interest in Equity of Consolidated SubsidiariesTotal Equity
Equity - December 31, 2020$856 $91 $1,130,106 $(28,158)$(26,237)$22,663 $1,099,321 
Net loss(29,915)(4,961)(34,876)
Other comprehensive income9,954 09,954 
Total comprehensive (loss) income(29,915)9,954 (4,961)(24,922)
Settlement of equity-based compensation(183)(183)
Issuance of common shares150 150 
Dividends declared - common shares(28,383)(28,383)
Issuance of preferred shares42 101,138 101,180 
Dividends declared - preferred shares(4,625)(4,625)
Equity-based compensation1,114 1,114 
Equity - March 31, 2021$856 $133 $1,198,386 $(58,073)$(16,283)$18,633 $1,143,652 
Net loss(29,983)(6,625)(36,608)
Other comprehensive loss(32,832)(32,832)
Total comprehensive loss(29,983)(32,832)(6,625)(69,440)
Issuance of common shares305 305 
Dividends declared - common shares(28,412)(28,412)
Issuance of preferred shares20 20 
Dividends declared - preferred shares(6,551)(6,551)
Equity-based compensation1,439 1,439 
Equity - June 30, 2021$856 $133 $1,163,748 $(88,056)$(49,115)$13,447 $1,041,013 


See accompanying notes to consolidated financial statements.

97
Index
FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLCFTAI AVIATION LTD.
CONSOLIDATED STATEMENTS OF CASH FLOWS (unaudited)
(Dollars in thousands)
Six Months Ended June 30,
20222021
Cash flows from operating activities:
Net loss$(219,899)$(71,484)
Adjustments to reconcile net loss to net cash used in operating activities:
Equity in losses of unconsolidated entities37,836 5,778 
Gain on sale of assets, net(79,933)(4,798)
Security deposits and maintenance claims included in earnings(30,208)(15,413)
Loss on extinguishment of debt— 3,254 
Equity-based compensation2,294 2,553 
Depreciation and amortization114,923 91,906 
Asset impairment123,676 2,189 
Change in deferred income taxes6,200 (1,632)
Change in fair value of non-hedge derivative(748)(6,573)
Amortization of lease intangibles and incentives23,818 14,905 
Amortization of deferred financing costs13,328 4,489 
Provision for (benefit from) credit losses47,218 (733)
Other(407)(117)
Change in:
 Accounts receivable(47,061)(86,661)
 Other assets(37,692)(44,639)
 Accounts payable and accrued liabilities5,045 47,320 
 Management fees payable to affiliate(1,829)(631)
 Other liabilities(5,130)(3,637)
Net cash used in operating activities(48,569)(63,924)
Cash flows from investing activities:
Investment in unconsolidated entities(2,232)(1,105)
Principal collections on finance leases575 1,269 
Acquisition of business, net of cash acquired(3,819)— 
Acquisition of leasing equipment(320,766)(170,132)
Acquisition of property, plant and equipment(118,729)(84,134)
Acquisition of lease intangibles(5,282)(517)
Purchase deposits for acquisitions(7,100)(9,180)
Proceeds from sale of leasing equipment138,020 57,155 
Proceeds from sale of property, plant and equipment4,304 — 
Proceeds for deposit on sale of aircraft and engine8,245 1,425 
Return of purchase deposits— 1,010 
Net cash used in investing activities$(306,784)$(204,209)

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



See accompanying notes to consolidated financial statements.

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Index
FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLCFTAI AVIATION LTD.
CONSOLIDATED STATEMENTS OF CASH FLOWS (unaudited)
(Dollars in thousands)

  
Nine Months Ended
September 30,
 
  2022  2021 
Cash flows from financing activities:      
Receipt of security deposits 
2,636   1,390 
Return of security deposits  (935)  (1,034)
Receipt of maintenance deposits  37,586   23,075 
Release of maintenance deposits  (878)  (19,615)
Capital contributions from Parent  242,131   249,464 
Capital distributions to Parent  (294,225)  (144,962)
Net cash (used in) provided by financing activities  (13,685)  108,318 
         
Net increase in cash and cash equivalents  13,439   700 
Cash and cash equivalents, beginning of period  2,158   1,388 
Cash and cash equivalents, end of period $15,597  $2,088 
         
Supplemental disclosure of non-cash investing and financing activities:        
Acquisition and transfers of leasing equipment $124,932  $66,988 
Assumed and settled security deposits  (12,161)  (1,909)
Assumed and settled maintenance deposits  (73,136)  (30,302)
Six Months Ended June 30,
20222021
Cash flows from financing activities:
Proceeds from debt$503,980 $776,100 
Repayment of debt(224,724)(552,704)
Payment of deferred financing costs(14,405)(10,653)
Receipt of security deposits1,890 1,020 
Return of security deposits— (1,034)
Receipt of maintenance deposits24,418 16,255 
Capital contributions from non-controlling interests1,187 — 
Release of maintenance deposits(878)(12,071)
Proceeds from issuance of preferred shares, net of underwriter's discount and issuance costs— 101,201 
Settlement of equity-based compensation— (183)
Cash dividends - common shares(65,789)(56,795)
Cash dividends - preferred shares(13,582)(11,176)
Net cash provided by financing activities212,097 249,960 
Net decrease in cash and cash equivalents and restricted cash(143,256)(18,173)
Cash and cash equivalents and restricted cash, beginning of period440,061 161,418 
Cash and cash equivalents and restricted cash, end of period$296,805 $143,245 
Supplemental disclosure of non-cash investing and financing activities:
Acquisition of leasing equipment$105,635 $23,299 
Acquisition of property, plant and equipment(1,346)(891)
Settled and assumed security deposits(12,055)(1,042)
Billed, assumed and settled maintenance deposits(55,108)(22,123)
Non-cash change in equity method investment(142,493)(22,878)
Conversion of interests in unconsolidated entities(21,302)— 
Issuance of common shares399 455 



See accompanying notes to consolidated financial statements.

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FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLCFTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)


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

In connection with the consummation of the merger, the Company’s corporate name was changed to FTAI Aviation Ltd., and the Company replaced the Parent as the publicly traded company. We consist of an equipment leasing business that owns and leases aviation equipment and also ownsdevelops, manufactures, repairs and operates (i) a multi-modal crude oil and refined products terminal in Beaumont, Texas (“Jefferson Terminal”), (ii) a deep-water port located along the Delaware River with an underground storage cavern and multiple industrial development opportunities (“Repauno”), (iii) an equity method investment in a multi-modal terminal located along the Ohio River with multiple industrial development opportunities, including a power plant in operation (“Long Ridge”) and (iv) five freight railroads and one switching company (“Transtar”) that provide rail service to certain manufacturing and production facilities. Additionally, we own and lease offshore energy equipment and shipping containers.sells aftermarket components for aircraft engines. We have 4two reportable segments, (i) Aviation Leasing and (ii) Jefferson Terminal, (iii) Ports and Terminals and (iv) Transtar, which operate in 2 primary businesses, Equipment Leasing and InfrastructureAerospace Products (see Note 14)12).
During the third quarter of 2021, the Parent announced its plan to spin off its infrastructure business and separate into two distinct, publicly traded companies (the ‘‘Separation’’) comprising the infrastructure business and the equipment leasing business. As part of a restructuring for the Separation, the Company, the Parent and its subsidiaries completed a series of transactions which included the contribution of remaining interests in aviation legal entities to the Company. As a result, on March 31, 2022 the Company acquired a 100% interest in FTAI CHR JV Holdings LLC, a subsidiary that owns a 25% ownership interest in the Advanced Engine Repair JV, and a 100% interest in WWTAI Aviation LLC, a subsidiary that owns aviation assets. The Parent completed the spin-off of its infrastructure business into an independent publicly traded company on August 1, 2022.
Basis of Presentation
The accompanying consolidated financial statements were prepared on a standalone legal entity basis. These financial statements reflect the consolidated historical results of operations, financial position and cash flows of FTAI Aviation Ltd. in accordance with U.S. generally accepted accounting principles (“U.S. GAAP”).
The transfer of a business between entities under common control that result in a change in reporting entity require retrospective combination of the entities for all periods presented as if the combination had been in effect since the inception of common control. The transfer of remaining aviation legal entities, as described above, represents a transfer of a business under a common control transaction which has been recorded at carrying value and accounted for retrospectively for all periods presented.
Historically, separate financial statements have not been prepared for the Company and it has not operated as a standalone business separate from the Parent. The accompanying consolidated financial statements have been prepared from Parent’s historical accounting records and are presented on a standalone basis as if the operations had been conducted independently from Parent. The historical results of operations, financial position, and cash flows of FTAI Aviation Ltd. represented in the consolidated financial statements may not be indicative of what they would have been had the Company actually been a separate standalone entity during such periods, nor are they necessarily indicative of our future results of operations, financial position, and cash flows.
The assets and liabilities in the consolidated financial statements have been reflected on a historical cost basis.
Corporate Function
The consolidated financial statements include all revenues and costs directly attributable to FTAI Aviation Ltd. and an allocation of certain expenses. The Parent is externally managed by Fortress Investment Group LLC (the ‘‘Manager’’), which performs the Parent’s corporate function (‘‘Corporate’’), and incurs a variety of expenses including, but not limited to, information technology, accounting, treasury, tax, legal, corporate finance and communications. For purposes of the Consolidated Statements of Operations, an allocation of these expenses is included to reflect our portion of such corporate overhead from the Parent. The charges reflected have either been specifically identified or allocated based on an estimate of time spent on the Company. These allocated costs are recorded in General and administrative, and Acquisition and transaction expenses in the Consolidated Statements of Operations. We believe the assumptions regarding allocations of the Parent’s corporate expenses are reasonable. Nevertheless, the allocations may not be indicative of the actual expense that would have been incurred had FTAI Aviation Ltd. operated as an independent, standalone public entity, nor are they indicative of FTAI Aviation Ltd.’s future expenses. Actual costs that may have been incurred if we had been a standalone company would depend on a number of factors, including the organizational structure, what functions were outsourced or performed by employees and strategic decisions made in areas such as information technology and infrastructure. The Parent funded our operating and investing activities as needed. Cash transfers to and from the Parent are reflected in the Consolidated Statements of Cash Flows as ‘‘Capital contributions from Parent” and “Capital distributions to Parent”. Refer to Note 11 for additional discussion on corporate costs allocated from the Parent that are included in these consolidated financial statements.

Unaudited interim financial information

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

10
Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)

2.  SUMMARY OF SIGNIFICANT ACCOUNTING POLICIES
Basis of Accounting—The accompanying consolidated financial statements are prepared in accordance with U.S. generally accepted accounting principles (“GAAP”) and include theboth our accounts and those of us and our subsidiaries.
Principles of Consolidation—We consolidate all entities in which we have a controlling financial interest and control over significant operating decisions, as well as variable interest entities (“VIEs”) in which we are the primary beneficiary.decisions. All significant intercompany transactions and balances have been eliminated. All adjustments (consisting of normal recurring accruals) considered necessary for a fair presentation have been included. The ownership interest of other investors in consolidated subsidiaries is recorded as non-controlling interest.
We use the equity method of accounting for investments in entities in which we exercise significant influence, but which do not meet the requirements for consolidation. Under the equity method, we record our proportionate share of the underlying net income (loss) of these entities as well as the proportionate interest in adjustments to other comprehensive income (loss).entities.
Use of Estimates—The preparation of financial statements in conformity with U.S. GAAP requires management to make estimates and assumptions that affect the reported amounts of assets and liabilities, the disclosure of contingent assets and liabilities at the date of the consolidated financial statements and the reported amounts of revenues and expenses during the reporting period.period, including allocations from the Parent. Actual results could differ from those estimates.
Risks and Uncertainties—In the normal course of business, we encounter several significant types of economic risk including credit, market, and capital market risks. Credit risk is the risk of the inability or unwillingness of a lessee customer, or derivative counterpartycustomer to make contractually required payments or to fulfill its other contractual obligations. Market risk reflects the risk of a downturn or volatility in the underlying industry segments in which we operate, which could adversely impact the pricing of the services offered by us or a lessee’s or customer’s ability to make payments, increase the risk of unscheduled lease terminations and depress lease rates and the value of our leasing equipment or operating assets. Capital market risk is the risk that we are unable to obtain capital at reasonable rates to fund the growth of our business or to refinance existing debt facilities.business. We, through our subsidiaries, also conduct operations outside of the United States; such international operations are subject to the same risks as those associated with our United States operations as well as additional risks, including unexpected changes in regulatory requirements, heightened risk of political and economic instability, potentially adverse tax consequences and the burden of complying with foreign laws. We do not have significant exposure to foreign currency risk as all of our leasing arrangements and the majority of terminal services revenuecustomer arrangements are denominated in U.S. dollars.
Variable Interest Entities—The assessment of whether an entity is a VIE and the determination of whether to consolidate a VIE requires judgment. VIEs are defined as entities in which equity investors do not have the characteristics of a controlling financial interest or do not have sufficient equity at risk for the entity to finance its activities without additional subordinated financial support from other parties. A VIE is required to be consolidated by its primary beneficiary, and only by its primary beneficiary, which is defined as the party who has the power to direct the activities of a VIE that most significantly impact its economic performance and who has the obligation to absorb losses or the right to receive benefits from the VIE that could potentially be significant to the VIE.
Delaware River Partners LLC
During 2016, through Delaware River Partners LLC (“DRP”), a consolidated subsidiary, we purchased the assets of Repauno, which consisted primarily of land, a storage cavern, and riparian rights for the acquired land, site improvements and rights. Upon acquisition there were no operational processes that could be applied to these assets that would result in outputs without significant green field development. We currently hold an approximately 98% economic interest, and a 100% voting interest in DRP. DRP is solely reliant on us to finance its activities and therefore is a VIE. We concluded that we were the primary beneficiary; and accordingly, DRP has been presented on a consolidated basis in the accompanying financial statements. Total VIE assets of DRP were $331.2 million and $316.5 million, and total VIE liabilities of DRP were $48.2 million and $32.6 million as of June 30, 2022 and December 31, 2021, respectively.
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FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Cash and Cash Equivalents—We consider all highly liquid short-term investments with a maturity of 90 days or less when purchased to be cash equivalents.
Restricted Cash—Restricted cash consists of prepaid interest and principal pursuant to the requirements of certain of our debt agreements (see Note 7) and other qualifying construction projects at Jefferson Terminal.
Inventory, net—We hold aircraft engine modules, spare parts and used material inventory for trading and to support operations within our Aviation Leasing segment. Aviation inventoryoperations. Inventory, net is carried at the lower of cost or net realizable value on our balance sheet. We had Aviation inventoryConsolidated Balance Sheets.
Property, Plant and Equipment, Leasing Equipment and Depreciation—Property, plant and equipment and leasing equipment are stated at cost (inclusive of $112.7 millioncapitalized acquisition costs, where applicable) and $100.3 milliondepreciated using the straight-line method, over estimated useful lives, to estimated residual values which are summarized as follows:

AssetRange of Estimated Useful LivesResidual Value Estimates
Aircraft
25 years from date of manufacture
Generally not to exceed 15% of manufacturer’s list price when new
Aircraft engines
2 - 6 years, based on maintenance adjusted service life
Sum of engine core salvage value plus the estimated fair value of life limited parts
Aviation tooling and equipment
3 - 6 years from date of purchase
Scrap value at end of useful life
Furniture and fixtures
3 - 6 years from date of purchase
None
Major improvements and modifications incurred in connection with the acquisition of June 30, 2022property, plant and December 31, 2021, respectively, whichequipment and leasing equipment that are required to get the asset ready for initial service are capitalized and depreciated over the remaining life of the asset. Property, plant and equipment is included in Other assets in the Consolidated Balance Sheets.
Commodities inventory is carried at the lower of cost or net realizable value on our balance sheet. Commodities are removed from inventory based on the average cost at the time of sale. We had commodities inventory of $5.9 million and $6.8 million as of June 30, 2022 and December 31, 2021, respectively, which is included in Other assetsAssets in the Consolidated Balance Sheets.
We review our depreciation policies on a regular basis to determine whether changes have taken place that would suggest that a change in our depreciation policies, useful lives of our equipment or the assigned residual values is warranted.
For planned major maintenance or component overhaul activities for aviation equipment off lease, the cost of such major maintenance or component overhaul event is capitalized and depreciated on a straight-line basis over the period until the next maintenance or component overhaul event is required.

11
Deferred Financing CostsIndex
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
In accounting for leasing equipment, we make estimates about the expected useful lives, residual values and the fair value of acquired in-place leases and acquired maintenance liabilities. In making these estimates, we rely upon observable market data for the same or similar types of equipment and our own estimates with respect to a lessee’s anticipated utilization of the aircraft or engine. When we acquire leasing equipment subject to an in-place lease, determining the fair value of the in-place lease requires us to make assumptions regarding the current fair values of leases for identical or similar equipment, in order to determine if the in-place lease is within a fair value range of current lease rates. If a lease is below or above the range of current lease rates, the resulting lease discount or premium is recognized as a lease intangible and amortized into lease income over the remaining term of the lease.
Impairment of Long-Lived Assets—We perform a recoverability assessment of each of our long-lived assets whenever events or changes in circumstances, or indicators, indicate that the carrying amount or net book value of an asset may not be recoverable. Indicators may include, but are not limited to, a significant lease restructuring or early lease termination; a significant change in market conditions; or the introduction of newer technology aircraft or engines. When performing a recoverability assessment, we measure whether the estimated future undiscounted net cash flows expected to be generated by the asset exceeds its net book value. The undiscounted cash flows consist of cash flows from currently contracted leases, future projected leases, transition costs, estimated down time and estimated residual or scrap values. In the event that an asset does not meet the recoverability test, the carrying value of the asset will be adjusted to fair value resulting in an impairment charge.
Management develops the assumptions used in the recoverability analysis based on its knowledge of active contracts, current and future expectations of the global demand for a particular asset and historical experience in the leasing markets, as well as information received from third party industry sources. The factors considered in estimating the undiscounted cash flows are impacted by changes in future periods due to changes in contracted lease rates, residual values, economic conditions, technology, demand for a particular asset type and other factors.
Security DepositsCosts incurred—Our operating leases generally require the lessee to pay a security deposit or provide a letter of credit. Security deposits are held until specified return dates stipulated in connection with obtaining long term financingthe lease or lease expiration.
Maintenance Payments—Typically, under an operating lease of aircraft, the lessee is responsible for performing all maintenance and is generally required to make maintenance payments to us for heavy maintenance, overhaul or replacement of certain high-value components of the aircraft or engine. These maintenance payments are based on hours or cycles of utilization or on calendar time, depending on the component, and are generally required to be made monthly in arrears. If a lessee is making monthly maintenance payments, we would typically be obligated to reimburse the lessee for costs they incur for heavy maintenance, overhaul or replacement of certain high-value components to the extent of maintenance payments received in respect of the specific maintenance event, usually shortly following the completion of the relevant work.
We record the portion of maintenance payments paid by the lessee that are expected to be reimbursed as maintenance deposit liabilities in the Consolidated Balance Sheets. Reimbursements made to the lessee upon the receipt of evidence of qualifying maintenance work are recorded against the maintenance deposit liability.
In certain acquired leases, we or the lessee may be obligated to make a payment to the other party at lease termination based on redelivery conditions stipulated at the inception of the lease. When the lessee is required to return the aircraft in an improved maintenance condition, we record a maintenance right asset, as a component of other assets, for the estimated value of the end-of-life maintenance payment at acquisition. We recognize payments received as end-of-lease compensation adjustments, within lease revenue or as a reduction to the maintenance right asset, when payment is received or collectability is assured. In the event we are required to make payments at the end of the lease for redelivery conditions, amounts are accrued as additional maintenance liability and expensed when we are obligated and can reasonably estimate such payment.
Lease Incentives and Amortization—Lease incentives, which include lease acquisition costs related to reconfiguration of the aircraft cabin, other lessee specific modifications and other direct costs, are capitalized and amortized to interest expenseas a reduction of lease income over the primary term of the underlying loans. Unamortized deferred financing costslease, assuming no lease renewals.
Intangibles and Amortization—Intangibles include the value of $66.0 millionacquired favorable and $64.5 million asunfavorable leases.
In accounting for acquired leasing equipment, we make estimates about the fair value of June 30, 2022 and December 31, 2021, respectively, are recordedthe acquired leases. In determining the fair value of these leases, we make assumptions regarding the current fair values of leases for identical or similar equipment in order to determine if the acquired lease is within a fair value range of current lease rates. If a lease is below or above the range of current lease rates, the resulting lease discount or premium is recognized as a componentlease intangible and amortized into lease income over the remaining term of debtthe lease.

12
Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in the Consolidated Balance Sheets.tables in thousands, unless otherwise noted)
We also have unamortized deferred revolver fees related to our revolving debt of $2.5 million and $2.9 million as of June 30, 2022 and December 31, 2021, respectively, which are included in Other assets in the Consolidated Balance Sheets.Revenues
Amortization expense was $7.6 million and $2.2 million for the three months ended June 30, 2022 and 2021, respectively, and $13.3 million and $4.5 million for the six months ended June 30, 2022 and 2021, respectively, and is included in Interest expense in the Consolidated Statements of Operations.
Revenue Recognition
Equipment Leasing Revenues
Operating LeasesLeases——We lease equipment pursuant to operatingoperating leases. Operating leases with fixed rentals and step rentals are recognized on a straight-line basis over the term of the lease, assuming no renewals. Revenue is not recognized when collection is not reasonably assured. When collectability is not reasonably assured, the customer is placed on non-accrual status and revenue is recognized when cash payments are received.
Generally, under our aircraft lease and engine agreements, the lessee is required to make periodic maintenance payments calculated based on the lessee’s utilization of the leased asset or at the end of the lease. Typically, under our aircraft lease agreements, the lessee is responsible for maintenance, repairs and other operating expenses throughout the term of the lease. These periodic maintenance payments accumulate over the term of the lease to fund major maintenance events, and we are contractually obligated to return maintenance payments to the lessee up to the cost of maintenance events paid by the lessee. In the event the total cost of maintenance events over the term of a lease is less than the cumulative maintenance payments, we are not required to return any unused or excess maintenance payments to the lessee.
Maintenance payments received for which we expect to repay to the lessee are presented as Maintenance Deposits in our Consolidated Balance Sheets. All excess maintenance payments received that we do not expect to repay to the lessee are recorded as Maintenance revenues. Estimates in recognizing revenue include mean time between removal, projected costs for engine maintenance and forecasted utilization of aircraft which are affected by historical usage patterns and overall industry, market and economic conditions. Significant changes to these estimates could have a material effect on the amount of revenue recognized in the period.
For purchase and lease back transactions, we account for the transaction as a single arrangement. We allocate the consideration paid based on the relative fair value of the aircraft and lease. The fair value of the lease may include a lease premium or discount which is recorded as a favorable or unfavorable lease intangible.
Finance Leases—From time to time we enter into finance lease arrangements that include a lessee obligation to purchase the leased equipment at the end of the lease term, a bargain purchase option, or provides for minimum lease payments with a present value that equals or exceeds substantially all of the fair value of the leased equipment at the date of lease inception. Net investment in finance leases represents the minimum lease payments due from lessee, net of unearned income. The lease payments are segregated into principal and interest components similar to a loan. Unearned income is recognized on an effective interest method over the lease term and is recorded as finance lease income. The principal component of the lease payment is reflected as a reduction to the net investment in finance leases. Revenue is not recognized when collection is not reasonably assured. When collectability is not reasonably assured, the customer is placed on non-accrual status and revenue is recognized when cash payments are received.
Other RevenueAsset sales revenue—OtherAsset sales revenue primarily consists of revenuethe transaction price related to the sale of engine modules, spare partsaircraft and used material inventory and other income. Revenues foraircraft engines from our Aviation Leasing segment. From time to time, the Company may assign the related lease agreements to the customer as part of the sale of engine modules, spare partsthese assets. We routinely sell leasing equipment to customers and used material inventorysuch transactions are considered recurring and ordinary in nature to our business. As such, these sales are accounted for within the scope of ASC 606. Revenue is recognized when a performance obligation is satisfied by transferring control of inventoryover an asset to a customer.
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FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Infrastructure Revenues
Terminal Services Revenues—Terminal services are provided to customers for the receipt and redelivery Revenue is recorded with corresponding costs of various commodities. These revenues relate to performance obligations that are recognized over time using the right to invoice practical expedient, i.e., invoiced as the services are rendered and the customer simultaneously receives and consumes the benefit over the contract term. The Company’s performance of service and right to invoice corresponds with the value delivered to our customers. Revenues are typically invoiced and paidsales, presented on a monthly basis.
Rail Revenues—Rail revenues generally consist of the following performance obligations: industrial switching, interline services, demurrage and storage. Switching revenues are derived from the performance of switching services, which involve the movement of cars from one point to another within the limits of an individual plant, industrial area, or a rail yard. Switching revenues are recognized as the services are performed, and the services are generally completed on the same day they are initiated.
Interline revenues are derived from transportation services for railcars that originate or terminate at our railroads and involve one or more other carriers. For interline traffic, one railroad typically invoices a customer on behalf of all railroads participatinggross basis in the route directed by the customer. The invoicing railroad then pays the other railroads its portionConsolidated Statements of the total amount invoiced on a monthly basis. We record revenue related to interline trafficOperations. See Note 9 for transportation service segments provided by carriers along railroads that are not owned or controlled by us on a net basis. Interline revenues are recognized as the transportation movements occur.additional information.
Our ancillary services revenue primarily relates to demurrage and storage services. Demurrage represents charges assessed by railroads for the detention of cars by shippers or receivers of freight beyond a specified free time and is recognized on a per day basis. Storage services revenue is earned for the provision of storage of shippers’ railcars and is generally recognized on a per day, per car basis, as the storage services are provided.
Lease IncomeAerospace Products revenue—Lease income consists of rental income from tenants for storage space. Lease income is recognized on a straight-line basis over the terms of the relevant lease agreement.
Other Revenue—OtherAerospace Products revenue primarily consists of revenuethe transaction price related to the handling, storage and sale of raw materials. Revenuesrepaired CFM56-7B and CFM56-5B engines, engine modules, spare parts and used material inventory, and are accounted for the handling and storage of raw materials relate to performance obligations that are recognized over time using the right to invoice practical expedient, i.e., invoiced as the services are rendered and the customer simultaneously receives and consumes the benefit over the contract term. Our performance of service and right to invoice corresponds with the value delivered to our customers. Revenues for the sale of raw materials relate to contracts that contain performance obligations to deliver the product over the term of the contract. The revenues are recognized when the control of the product is transferred to the customer, based on the volume delivered and the price within the contract. Other revenues are typically invoiced and paid on a monthly basis.
Additionally, other revenue consistsscope of revenue related to derivative trading activities. See Commodity Derivatives below for additional information.
Other revenue also includes revenue related to providing roadside assistance services to customers in the intermodal and over-the-road trucking industries.ASC 606. Revenue is recognized when a performance obligation is satisfied by completingtransferring control over the related asset to a repair service atcustomer. Revenue is recorded with corresponding costs of sales, presented on a pointgross basis in time. Revenues are typically invoiced for each repair and generally have 30-day payment terms.the Consolidated Statements of Operations.
Payment terms for Infrastructure Revenues are generally short term in nature.
Leasing Arrangements—At contract inception, we evaluate whether an arrangement is or contains a lease for which we are the lessee (that is, arrangements which provide us with the right to control a physical asset for a period of time). Operating lease right-of-use (“ROU”) assets and lease liabilities are recognizedincluded in Operating lease right-of-useOther assets net and Operating lease liabilities in our Consolidated Balance Sheets, respectively. Finance lease ROU assets are recognized in Property, plant and equipment, net and lease liabilities are recognized in Other liabilities in our Consolidated Balance Sheets.

13
Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
All lease liabilities are measured at the present value of the unpaid lease payments, discounted using our incremental borrowing rate based on the information available at commencement date of the lease. ROU assets,, for both operating and finance leases,, are initially measured based on the lease liability, adjusted for prepaid rent and lease incentives. Operating lease ROU assets are subsequently measured at the carrying amount of the lease liability adjusted for prepaid or accrued lease payments and lease incentives. The finance lease ROU assets are subsequently amortized using the straight-line method.
Operating lease expenses are recognized on a straight-line basis over the lease term. With respect to finance leases, amortization of the ROU asset is presented separately from interest expense related to the finance lease liability.liability and is recorded in Operating expenses in the Consolidated Statements of Operations. Variable lease payments, which are primarily based on usage, are recognized when the associated activity occurs.
We have elected to combine lease and non-lease components for all lease contracts where we are the lessee. Additionally, for arrangements with lease terms of 12 months or less, we do not recognize ROU assets, and lease liabilities and lease payments are recognized on a straight-line basis over the lease term with variable lease payments recognized in the period in which the obligation is incurred.incurred.
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FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Concentration of Credit Risk—We are subject to concentrations of credit risk with respect to amounts due from customers on our finance leases and operating leases.customers. We attempt to limit our credit risk by performing ongoing credit evaluations and, when deemed necessary, enter into collateral arrangements. During the three and sixnine months ended JuneSeptember 30, 2022, oneno customer in the Transtar segment accounted for approximately 20% and 22%more than 10% of total revenue, respectively.revenue. During the three and sixnine months ended JuneSeptember 30, 2021, one customer in the Aviation Leasing segment accounted for approximately 10% and 11%14% of total revenue respectively.in both periods.
As of JuneSeptember 30, 2022, there was one customer in the Aviation Leasing segmentwere two customers that represented 14% of total Accounts receivable, net, one customer in the Ports32% and Terminals segment that represented 12% of total Accounts receivable, net, and one customer in the Transtar segment that represented 11%14% of total Accounts receivable, net. As of December 31, 2021, Accounts receivable fromthere were two customers in the Aviation Leasing segmentthat represented 36%52% and 13% of total Accounts receivable, net, respectively. As of December 31, 2021, no other customers in other segments represented more than 10%19% of total Accounts receivable, net.
We maintain cash and restricted cash balances, which generally exceed federally insured limits, and subject us to credit risk, in high credit quality financial institutions. We monitor the financial condition of these institutions and have not experienced any losses associated with these accounts.
Allowance for Doubtful Accounts—We determine the allowance for doubtful accounts based on our assessment of the collectability of our receivables on a customer-by-customer basis. The allowance for doubtful accounts was $55.6$54.7 million and $16.9$16.0 million as of JuneSeptember 30, 2022 and December 31, 2021, respectively. There were bad debt reversalswas no provision for credit losses and $1.5 million of $0.7 million and $0.2 millionprovision for credit losses for the three months ended JuneSeptember 30, 2022 and 2021, respectively. There was a provisionwere provisions for credit losses of $47.2$47.1 million and a bad debt reversal of $0.7$0.8 million for the sixnine months ended JuneSeptember 30, 2022 and 2021, respectively, and is included in Operating expenses in the Consolidated Statements of Operations.
Economic sanctions and export controls against Russia and Russia’s aviation industry werehave been imposed due to its invasion of Ukraine during the first quarter of 2022. As a result of the sanctions imposed on Russian airlines, we terminated all lease agreements with Russian airlines during the first quarter of 2022 and recognized approximately $47.2$47.1 million in bad debt expenseprovision for credit losses during the sixnine months ended JuneSeptember 30, 2022. Our allowance for doubtful accounts at Juneas of September 30, 2022 includes all accounts receivable exposure to Russian and Ukrainian customers.
Comprehensive Income (Loss)Expense Recognition—Expenses are recognized on an accrual basis as incurred.
Acquisition and Transaction ExpensesComprehensive income (loss)—Acquisition and transaction expenses is defined as the change in equitycomprised of a business enterprise during a period from transactionsindirect costs related to asset acquisitions, dispositions and terminated deal costs, including salaries, advisory, legal, accounting, valuation and other eventsprofessional or consulting fees.
Foreign Currency—Our functional and circumstances, excluding those resulting from investments byreporting currency is the U.S. dollar. Purchases and distributions to owners. Our comprehensivesales of assets and income (loss) represents net income (loss), as presentedand expense items denominated in foreign currencies are translated into U.S. dollar amounts on the respective dates of such transactions.
Income Taxes—The Company is an exempted entity domiciled in the Consolidated Statements of Operations, adjustedCayman Islands where income taxes are not imposed. The Company is considered a Passive Foreign Investment Company for fair value changes forU.S. income tax purposes and certain income taxes are imposed on our pension and other postretirement benefits and other comprehensiveowners. Taxable income related to cash flow hedges of our equity method investees.
Derivative Financial Instruments
Electricity Derivatives—Through our equity method investment in Long Ridge, we enter into derivative contracts as part of a risk management program to mitigate price risk associated with certain electricity price exposures. We primarily use swap derivative contracts, which are agreements to buy or sell a quantity of electricity at a predetermined future date and at a predetermined price.
Cash Flow Hedges
Certain of these derivative instruments are designated and qualify as cash flow hedges. Our share of the derivative's gain or loss generated by our corporate subsidiaries is reported as Other comprehensivesubject to U.S. federal, state and foreign corporate income (loss) related to equity method investees, nettax in our Consolidated Statements of Comprehensive Loss and recorded in Accumulated other comprehensive income in our Consolidated Balance Sheets.locations where they conduct business.
Derivatives Not Designated As Hedging Instruments
Certain of these derivative instruments are not designated as hedging instruments for accounting purposes. Our share of the change in fair value of these contracts is recognized in Equity in earnings (losses) in unconsolidated entities in the Consolidated Statements of Operations. The cash flow impact of derivative contracts that are not designated as hedging instruments is recognized in Equity in losses (earnings) in unconsolidated entities in our Consolidated Statements of Cash Flows.
Commodity Derivatives—Depending on market conditions, we enter into short-term forward purchase and sales contracts for butane. Gains and losses related to our butane derivatives are recorded on a net basis and are included in Other revenue in our Consolidated Statements of Operations, as these contracts are considered part of central operating activities. The cash flow impact of these derivatives is recognized in Change in fair value of non-hedge derivatives in our Consolidated Statements of Cash Flows.
We record all derivativeaccount for these taxes using the asset and liability method under which deferred tax assets and liabilities on a gross basis at fair value, which are included in Otherrecognized for the future tax consequences attributable to differences between the financial statement carrying amounts of existing assets and Other liabilities respectively, in our Consolidated Balance Sheets.and their respective tax bases. A valuation allowance is established when management believes it is more likely than not that a deferred tax asset will not be realized.
14
Index
15FTAI AVIATION LTD.

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
We file income tax returns in the U.S. federal jurisdiction, various state jurisdictions and in certain foreign jurisdictions. The income tax returns filed by us and our subsidiaries are subject to examination by the U.S. federal, state and foreign tax authorities. We recognize tax benefits for uncertain tax positions only if it is more likely than not that the position is sustainable based on its technical merits. Interest and penalties on uncertain tax positions are included as a component of the provision for income taxes in the Consolidated Statements of Operations.
Other Assets—Other assets is primarily comprised of lease incentives of $37.1$35.5 million and $46.9$46.2 million, purchase deposits of $7.2$28.6 million and $13.7 million, prepaid expenses of $26.1$0.7 million and $21.4$3.1 million, notes receivable of $112.6$56.0 million and $40.4$22.9 million, maintenance right assets of $9.1$12.4 million and $5.1 million, aircraft engine modules, spare parts and used material inventoryoperating lease right-of-use assets, net of $112.7$3.2 million and $100.3 million, commodities inventory of $5.9 million and $6.8 million, and finance leases, net of $6.5 million and $7.6$2.3 million, as of JuneSeptember 30, 2022 and December 31, 2021, respectively. As a result of the sanctions imposed on Russian airlines, we terminated all lease agreements with Russian airlines and recognized approximately $7.5 million in amortization for the remaining lease incentives during the three and sixnine months ended JuneSeptember 30, 2022.
Dividends—Accounts Payable and Accrued Liabilities—Dividends are recorded ifAccounts payable and when declared by the Board of Directors. For both the threeaccrued liabilities primarily include payables relating to aviation leasing equipment maintenance and six months ended June 30, 2022aircraft engine modules, spare parts, used material inventory, accrued compensation and 2021, the Board of Directors declared cash dividends of $0.33 per common share.operating expenses.
Additionally, in the quarter ended June 30, 2022, the Board of Directors declared cash dividends on the Series A Preferred Shares, Series B Preferred Shares and Series C Preferred Shares of $0.52, $0.50 and $0.52 per share, respectively.
Recent Accounting Pronouncements—In July 2021, the FASB issued ASU 2021-05, Leases (Topic 842): Lessors—Certain Leases with Variable Lease Payments. This ASU requires lessors to classify and account for a lease with variable lease payments that do not depend on a reference index or a rate as an operating lease if (i) the lease would have been classified as a sales-type lease or a direct financing lease under Topic 842 and (ii) the lessor would have otherwise recognized a day-one loss. This standard is effective for all reporting periods beginning after December 15, 2021. We adopted this guidance in the first quarter of 2022, which did not have a material impact on our consolidated financial statements.
3.  LEASING EQUIPMENT, NET
Leasing equipment, net is summarized as follows:
  September 30,  December 31, 
  2022  2021 
Leasing equipment  1,990,115  $2,122,428 
Less: Accumulated depreciation  (430,540)  (408,292)
Leasing equipment, net $1,559,575  $1,714,136 
June 30, 2022December 31, 2021
Leasing equipment$2,354,087 $2,356,219 
Less: Accumulated depreciation(509,992)(464,570)
Leasing equipment, net$1,844,095 $1,891,649 
Economic sanctions and export controls against Russia and Russia’s aviation industry have been imposed due to its invasion of Ukraine during the sixnine months ended JuneSeptember 30, 2022. As a result of the sanctions imposed on Russian airlines, we terminated all lease agreements with Russian airlines. As of JuneSeptember 30, 2022, four aircraft and two engines were still located in Ukraine and eight aircraft and seventeen engines were still located in Russia. We determined that it is unlikely that we will regain possession of the aircraft and engines that have not yet been recovered from Ukraine and Russia. As a result, we recognized an impairment charge totaling $120.0 million, net of maintenance deposits, to write-off the entire carrying value of leasing equipment assets that we do not expect to recover from Ukraine and Russia. Additionally, we identified certain assets in our leasing equipment portfolio with indicators of impairment. As a result, we adjusted the carrying value of these assets to fair value and recognized transactionaltransaction impairment charges of $3.7$8.2 million, net of redelivery compensation during the sixnine months ended JuneSeptember 30, 2022.

The following table presents information related to our acquisitions and dispositions of aviation leasing equipment during the sixnine months ended JuneSeptember 30, 2022:
Acquisitions:
Acquisitions:Aircraft23
AircraftEngines22 45
EnginesDispositions:37 
Dispositions:Aircraft5
AircraftEngines4 
Engines29 50
15
Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Depreciation expense for leasing equipment is summarized as follows:
Three Months Ended June 30,Six Months Ended June 30,
2022202120222021
Depreciation expense for leasing equipment$39,444 $35,899 $80,923 $70,594 
  
Three Months Ended
September 30,
  
Nine Months Ended
September 30,
 
  2022  2021  2022  2021 
Depreciation expense for leasing equipment $32,728  $34,718  $106,180  $101,992 
16

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)

4.  PROPERTY, PLANT AND EQUIPMENT,FINANCE LEASES, NET
Property, plant and equipment,
Finance leases, net isare summarized as follows:
June 30, 2022December 31, 2021
Land, site improvements and rights$168,786 $149,914 
Construction in progress243,552 154,859 
Bridges and tunnels177,337 174,889 
Buildings and improvements16,114 19,164 
Terminal machinery and equipment972,123 962,552 
Track and track related assets100,067 100,014 
Railroad equipment8,364 8,331 
Railcars and locomotives105,614 111,574 
Computer hardware and software10,635 5,335 
Furniture and fixtures3,190 3,119 
Other11,481 10,548 
1,817,263 1,700,299 
Less: Accumulated depreciation(174,727)(144,442)
Property, plant and equipment, net$1,642,536 $1,555,857 

  September 30,  December 31, 
  2022  2021 
Finance leases $7,697  $8,358 
Unearned revenue  (603)  (775)
Finance leases, net $7,094  $7,583 
During the sixthree months ended JuneSeptember 30, 2022, we added property, plant and equipment of $117.0 million, which primarily consisted of land, terminal machinery and equipment placed in service or under development at Jefferson Terminal.entered into a 36-month sales-type lease arrangement for two airframes.
Depreciation expense for property, plant and equipment is summarized as follows:
Three Months Ended June 30,Six Months Ended June 30,
2022202120222021
Depreciation expense$15,293 $10,583 $30,240 $19,535 

5.  INVESTMENTS
The following table presents the ownership interests and carrying values of our investments:
Carrying Value
InvestmentOwnership PercentageJune 30, 2022December 31, 2021
Advanced Engine Repair JVEquity method25%$20,752 $21,317 
Falcon MSN 177 LLCEquity method50%1,886 1,600 
Intermodal Finance I, Ltd.Equity method51%— — 
Long Ridge Terminal LLC (1)
Equity method50%— — 
FYX Trust Holdco LLCEquity at
December 31, 2021
65% and 14% as of June 30, 2022 and December 31, 2021, respectively (2)
— 1,255 
GM-FTAI Holdco LLCEquity methodSee below72,475 52,295 
Clean Planet Energy USA LLCEquity method50%4,430 858 
$99,543 $77,325 
________________________________________________________
      Carrying Value 

 Investment Ownership Percentage  
September 30,
2022
  
December 31,
2021
 
Advanced Engine Repair JVEquity method  25%
 $20,439  $21,317 
Falcon MSN 177 LLCEquity method  50%
  1,841   1,600 
       $22,280  $22,917 
(1) The carrying value of $188.0 million and $17.5 million as of June 30, 2022 and December 31, 2021 is included in Other liabilities in the Consolidated Balance Sheets.
(2) See “Equity Investments - FYX Holdco LLC” below for additional information regarding the FYX Trust Holdco LLC acquisition in May 2022.
We did not recognize any other-than-temporary impairments for the three and sixnine months ended JuneSeptember 30, 2022 and 2021.
17

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
The following table presents our proportionate share of equity in (losses) income:losses:
Three Months Ended June 30,Six Months Ended June 30,
2022202120222021
Advanced Engine Repair JV$(212)$(341)$(566)$(681)
Falcon MSN 177 LLC247 — 799 — 
Intermodal Finance I, Ltd.45 204 89 376 
Long Ridge Terminal LLC(12,971)(7,015)(36,520)(5,473)
GM-FTAI Holdco LLC(688)— (1,121)— 
Clean Planet Energy USA LLC(244)— (517)— 
Total$(13,823)$(7,152)$(37,836)$(5,778)
  Three Months Ended September 30,  Nine Months Ended September 30, 
  2022  2021  2022  2021 
Advanced Engine Repair JV $(314) $(369) $(879) $(1,050)
Falcon MSN 177 LLC  (44)  —   754   — 
Total $(358) $(369) $(125) $(1,050)
Equity Method InvestmentsAdvanced Engine Repair JV
Clean Planet Energy USA LLC
In November 2021,December 2016, we acquired 50% of the Class A shares of Clean Planet Energy USA LLC (“CPE”) withinvested $15.0 million for a 25% interest in an initialadvanced engine repair joint venture. We focus on developing new costs savings programs for engine repairs. We exercise significant influence over this investment of $1.0 million. CPE intends on building waste plastic-to-fuel plants in the United States. The plants will convert various grades of non-recyclable waste plastic to renewable diesel in the form of jet fuel, diesel, naphtha, and low sulfur fuel oil. We account for ourthis investment in CPE as an equity method investment asinvestment.
In August 2019, we have significant influence throughexpanded the scope of our ownership of Class A shares.joint venture and invested an additional $13.5 million and maintained a 25% interest.

16
Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Falcon MSN 177 LLC
In November 2021, we invested $1.6 million for a 50% interest in Falcon MSN 177 LLC, an entity that consists of one Dassault Falcon 2000 aircraft. Falcon MSN 177 LLC leases the aircraft to charter operators on aircraft, crew maintenance, and insurance contracts. We account for our investment in Falcon as an equity method investment as we have significant influence through our interest.
GM-FTAI Holdco LLC
In September 2021, we acquired 1% of the Class A shares and 50% of the Class B shares of GM-FTAI Holdco LLC for $52.5 million. GM-FTAI Holdco LLC owns 100% interest in Gladieux Metals Recycling (“GMR”) and Aleon Renewable Metals LLC (“Aleon”). GMR specializes in recycling spent catalyst produced in the petroleum refining industry.
Aleon plans to develop a lithium-ion battery recycling business across the United States. Each planned location will collect, discharge and disassemble lithium-ion batteries to extract various metals in high-purity form for resale into the lithium-ion battery production market. Aleon and GMR are governed by separate boards of directors. Our ownership of Class A and B shares in GM-FTAI Holdco LLC provides us with 1% and 50% economic interest in GMR and Aleon, respectively. We account for our investment in GM-FTAI Holdco LLC as an equity method investment as we have significant influence through our ownership of Class A and Class B shares of GM-FTAI Holdco LLC.
On June 15, 2022, we exchanged our Class B shares which gave us economic interest in Aleon for an additional 20% interest in Class A shares. In addition, we also terminated our credit agreements with GMR and Aleon in exchange for an approximate 8.5% of additional interest in Class A shares. At June 30, 2022 as a result of these exchange transactions, we own approximately 27% of GM-FTAI Holdco LLC, which owns 100% of both GMR and Aleon.
Long Ridge Terminal LLC
In December 2019, Ohio River Shareholder LLC (“ORP”), a wholly owned subsidiary, contributed its equity interests in Long Ridge into Long Ridge Terminal LLC and sold a 49.9% interest (the “Long Ridge Transaction”) for $150 million in cash, plus an earn out. We no longer have a controlling interest in Long Ridge but still maintain significant influence through our retained interest and, therefore, now account for this investment in accordance with the equity method. Following the sale, we deconsolidated ORP, which held the assets of Long Ridge.
18

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
The tables below present summarized financial information for Long Ridge Terminal LLC:
June 30, 2022December 31, 2021
Balance Sheet
Assets
Cash and cash equivalents$2,470 $2,932 
Restricted cash25,096 32,469 
Accounts receivable, net24,876 17,896 
Property, plant, and equipment, net788,215 764,607 
Intangible assets, net4,750 4,940 
Goodwill89,390 89,390 
Other assets16,975 14,441 
Total assets$951,772 $926,675 
Liabilities
Accounts payable and accrued liabilities$46,338 $16,121 
Debt, net606,174 604,261 
Derivative liabilities671,577 339,033 
Other liabilities2,979 2,246 
Total liabilities1,327,068 961,661 
Equity
Shareholders’ equity(272,779)(1,035)
Accumulated deficit(102,517)(33,951)
Total equity(375,296)(34,986)
Total liabilities and equity$951,772 $926,675 
Three Months Ended June 30,Six Months Ended June 30,
Income Statement2022202120222021
Total revenues$19,801 $8,849 $15,043 $17,270 
Expenses
Operating expenses19,909 6,715 32,356 10,987 
Depreciation and amortization12,454 3,683 24,998 7,436 
Interest expense13,181 627 26,042 946 
Total expenses45,544 11,025 83,396 19,369 
Total other expense(149)(11,825)(213)(8,826)
Net loss$(25,892)$(14,001)$(68,566)$(10,925)
Advanced Engine Repair JV
In December 2016, we invested $15 million for a 25% interest in an advanced engine repair joint venture. We focus on developing new cost savings programs for engine repairs. We exercise significant influence over this investment and account for this investment as an equity method investment.
In August 2019, we expanded the scope of our joint venture and invested an additional $13.5 million and maintained a 25% interest.
19

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Equity Investments
FYX Trust Holdco LLC
In July 2020, we invested $1.3 million for a 14% interest in an operating company that provides roadside assistance services for the intermodal and over-the-road trucking industries. FYX Trust Holdco LLC (“FYX”) has developed a mobile and web-based application that connects fleet managers, owner-operators, and drivers with repair vendors to efficiently and reliably quote, dispatch, monitor, and bill roadside repair services.
In May 2022, we purchased an additional 51% interest in FYX from an unrelated third party for a purchase price of $4.6 million, which resulted in our ownership of a majority stake in the entity. From the purchase date in May 2022 through and as of June 30, 2022, FYX is presented on a consolidated basis in the Consolidated Statement of Operations and the Consolidated Balance Sheet. $4.2 million is recorded as non-controlling interest for interest held by other parties at June 30, 2022. At the purchase date, assets of FYX were $13.7 million, liabilities were $10.1 million, and goodwill of $5.4 million was recorded. Since purchase, we have recorded total revenue from FYX of $10.1 million and net loss from FYX of $0.4 million.

6.  INTANGIBLE ASSETS AND LIABILITIES, NET
Intangible
Our intangible assets and liabilities, net are summarized as follows:
June 30, 2022
Aviation LeasingJefferson TerminalTranstarTotal
Intangible assets
Acquired favorable lease intangibles$75,726 $— $— $75,726 
Less: Accumulated amortization(43,858)— — (43,858)
Acquired favorable lease intangibles, net31,868 — — 31,868 
Customer relationships— 35,513 60,000 95,513 
Less: Accumulated amortization— (27,814)(3,722)(31,536)
Acquired customer relationships, net— 7,699 56,278 63,977 
Total intangible assets, net$31,868 $7,699 $56,278 $95,845 
Intangible liabilities
Acquired unfavorable lease intangibles$18,227 $— $— $18,227 
Less: Accumulated amortization(6,906)— — (6,906)
Acquired unfavorable lease intangibles, net$11,321 $— $— $11,321 
December 31, 2021
Aviation LeasingJefferson TerminalTranstarTotal September 30, 2022  December 31, 2021 
Intangible assetsIntangible assets      
Acquired favorable lease intangiblesAcquired favorable lease intangibles$67,013 $— $— $67,013  $59,789  $67,013 
Less: Accumulated amortizationLess: Accumulated amortization(36,051)— — (36,051)  (30,373)  (36,051)
Acquired favorable lease intangibles, net30,962 — — 30,962 
Customer relationships— 35,513 60,000 95,513 
Less: Accumulated amortization— (26,038)(1,738)(27,776)
Acquired customer relationships, net— 9,475 58,262 67,737 
Total intangible assets, netTotal intangible assets, net$30,962 $9,475 $58,262 $98,699  $29,416  $30,962 
        
Intangible liabilitiesIntangible liabilities        
Acquired unfavorable lease intangiblesAcquired unfavorable lease intangibles$14,795 $— $— $14,795  $13,114  $14,795 
Less: Accumulated amortizationLess: Accumulated amortization(6,068)— — (6,068)  (2,216)  (6,068)
Acquired unfavorable lease intangibles, netAcquired unfavorable lease intangibles, net$8,727 $— $— $8,727  $10,898  $8,727 
20

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Intangible assets and liabilities are all held within the Aviation Leasing segment. Intangible liabilities relate to unfavorable lease intangibles and are included as a component of Other liabilities in the Consolidated Balance Sheets.
Amortization of intangible assets and liabilities is as follows:
Classification in Consolidated Statements of OperationsThree Months Ended June 30,Six Months Ended June 30,
2022202120222021
Lease intangiblesEquipment leasing revenues$3,310 $1,198 $6,968 $1,950 
Customer relationshipsDepreciation and amortization1,885 889 3,760 1,777 
Total$5,195 $2,087 $10,728 $3,727 
 
Classification in Consolidated
Statements of Operations
 
Three Months Ended
September 30,
  
Nine Months Ended
September 30,
 
2022  20212022  2021
Lease intangiblesRevenues $3,291  $1,266  $10,259  $3,216 
As of JuneSeptember 30, 2022,  estimated net annual amortization of intangiblesintangible assets and liabilities is as follows:
Remainder of 2022Remainder of 2022$9,508  
3,323 
2023202315,462   8,398 
2024202411,063   4,848 
202520255,948   1,962 
202620264,518   519 
ThereafterThereafter38,025   (532)
TotalTotal$84,524  $18,518 
17
Index
21FTAI AVIATION LTD.

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)

7.  DEBT, NETLOANS PAYABLE TO AFFILIATE
Our debt, net is summarized as follows:
June 30, 2022December 31, 2021
Outstanding BorrowingsStated Interest RateMaturity DateOutstanding Borrowings
Loans payable
Revolving Credit
Facility (1)
$220,000 
(i) Base Rate + 2.00%; or
(ii) Adjusted Term SOFR Rate + 3.00%
12/2/24$189,473 
DRP Revolver (2)
25,000 
(i) Base Rate + 2.75%; or
(ii) Base Rate + 3.75% (Eurodollar)
11/5/2425,000 
EB-5 Loan Agreement35,550 5.75%1/25/2626,100 
2021 Bridge Loans339,805 
(i) Base Rate + 1.75%; or
(ii) Adjusted Term SOFR Rate + 2.75%
12/15/22100,527 
Total loans payable620,355 341,100 
Bonds payable
Series 2020 Bonds263,980 
(i) Tax Exempt Series 2020A Bonds: 3.625%
(ii) Tax Exempt Series 2020A Bonds: 4.00%
(iii) Taxable Series 2020B Bonds: 6.00%
(i) 1/1/35
(ii) 1/1/50
(iii) 1/1/25
263,980 
Series 2021 Bonds425,000 
(i) Series 2021A Bonds: 1.875% to 3.000%
(ii) Series 2021B Bonds: 4.100%
(i) 1/1/26 to 1/1/50
(ii) 1/1/28
425,000 
Senior Notes due
2025 (3)
851,951 6.50%10/1/25852,198 
Senior Notes due 2027400,000 9.75%8/1/27400,000 
Senior Notes due 2028 (4)
1,002,255 5.50%5/1/281,002,416 
Total bonds payable2,943,186 2,943,594 
Debt3,563,541 3,284,694 
Less: Debt issuance costs(65,975)(64,483)
Total debt, net$3,497,566 $3,220,211 
Total debt due within one year$339,805 $100,527 

(1)FTAI CHR JV Promissory Note Requires—On December 28, 2016, the Company entered into a quarterly commitment feeLoan Agreement (the “Loan”) with Fortress Worldwide Transportation and Infrastructure General Partnership, an affiliate, pursuant to which it borrowed an initial aggregate amount of $9.0 million in connection with its investment in the Advanced Engine Repair JV. In 2019, the Company made additional borrowings of $8.1 million. Borrowings under the Loan are unsecured and bear payment-in-kind accrued interest at a rate of 0.50% on the average daily unused portion,10% per year. The outstanding loan amount, including payment-in-kind accrued interest, was $27.1 million and $25.2 million as well as customary letter of credit fees and agency fees.
(2) Requires a quarterly commitment fee at a rate of 1.00% on the average daily unused portion, as well as customary letter of credit fees and agency fees.
(3) Includes an unamortized discount of $3,090 and $3,509 at JuneSeptember 30, 2022 and December 31, 2021, respectively,respectively. Interest expense on the Loan was $0.6 million, $0.6 million, $1.9 million, and an unamortized premium of $5,041$1.7 million for the three and $5,707 at Junenine months ended September 30, 2022 and December 31, 2021, respectively. The maturity date of the loan, including payment-in-kind accrued interest, is December 26, 2026.
(4) Includes an unamortized premium of $2,255 and $2,416 at June 30, 2022 and December 31, 2021, respectively.
We were in compliance with all debt covenants as of June 30, 2022.

8.  FAIR VALUE MEASUREMENTS
Fair value measurements and disclosures require the use of valuation techniques to measure fair value that maximize the use of observable inputs and minimize use of unobservable inputs. These inputs are prioritized as follows:
•
Level 1: Observable inputs such as quoted prices in active markets for identical assets or liabilities.
•
Level 2: Inputs other than quoted prices included within Level 1 that are observable, either directly or indirectly, such as quoted prices for similar assets or liabilities or market corroborated inputs.
•
Level 3: Unobservable inputs for which there is little or no market data and which require us to develop our own assumptions about how market participants price the asset or liability.
The valuation techniques that may be used to measure fair value are as follows:
22

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
•Market approach—Uses prices and other relevant information generated by market transactions involving identical or comparable assets or liabilities.
•
Income approach—Uses valuation techniques to convert future amounts to a single present amount based on current market expectations about those future amounts.
•
Cost approach—Based on the amount that currently would be required to replace the service capacity of an asset (replacement cost).
The following tables set forth our financial assets measured at fair value on a recurring basis as of June 30, 2022 and December 31, 2021, by level within the fair value hierarchy. Assets measured at fair value are classified in their entirety based on the lowest level of input that is significant to their fair value measurement.
Fair Value as ofFair Value Measurements Using Fair Value Hierarchy as of
June 30, 2022June 30, 2022
TotalLevel 1Level 2Level 3Valuation Technique
Assets
Cash and cash equivalents$118,854 $118,854 $— $— Market
Restricted cash177,951 177,951 — — Market
Derivative assets748 — 748 — Income
Total assets$297,553 $296,805 $748 $— 
Fair Value as ofFair Value Measurements Using Fair Value Hierarchy as of
December 31, 2021December 31, 2021
TotalLevel 1Level 2Level 3Valuation Technique
Assets
Cash and cash equivalents$188,078 $188,078 $— $— Market
Restricted cash251,983 251,983 — — Market
Derivative assets2,220 — 2,220 — Income
Total$442,281 $440,061 $2,220 $— 
Our cash and cash equivalents and restricted cash consist largely of demand deposit accounts with maturities of 90 days or less when purchased that are considered to be highly liquid. These instruments are valued using inputs observable in active markets for identical instruments and are therefore classified as Level 1 within the fair value hierarchy.
The fair value of our commodity derivative assets are classified as Level 2 measurements are estimated by applying the income and market approaches, based on quotesloan payable to affiliate cannot be objectively determined due to the nature of observable market transactions, and adjusted for estimated differential factors based on quality and delivery locations.the affiliate transaction.
Except as discussed below, our financial instruments other than cash and cash equivalents and restricted cash consist principally of accounts receivable, notesnote receivable, accounts payable and accrued liabilities, loans payable, security deposits and maintenance deposits, and management fees payable, whose fair values approximatevalue approximates their carrying values based on an evaluation of pricing data, vendor quotes, and historical trading activity orvalue due to their short maturity profiles.
23

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
The fair value of our bonds and notes payable reported as Debt, net in the Consolidated Balance Sheets are presented in the table below:
June 30, 2022December 31, 2021
Series 2020 A Bonds (1)
$143,857 $189,773 
Series 2020 B Bonds (1)
80,014 81,637 
Series 2021 A Bonds (1)
161,095 222,023 
Series 2021 B Bonds (1)
177,616 194,278 
Senior Notes due 2025802,766 881,408 
Senior Notes due 2027396,668 448,848 
Senior Notes due 2028829,500 1,019,470 

(1) Fair value is based upon market prices for similar municipal securities.
The fair value of all other items reported as Debt, net in the Consolidated Balance Sheets approximate their carrying values due to their bearing market rates of interest and are classified as Level 2 within the fair value hierarchy.
We measure the fair value of certain assets and liabilities on a non-recurring basis when U.S. GAAP requires the application of fair value, including events or changes in circumstances that indicate that the carrying amounts of assets may not be recoverable. Assets subject to these measurements include goodwill, intangible assets, property, plant and equipment and leasing equipment. We record such assets at fair value when it is determined the carrying value may not be recoverable. Fair value measurements for assets subject to impairment tests are based on an income approach which uses Level 3 inputs, which include our assumptions as to future cash flows from operation of the underlying businesses and the leasing and eventual sale of assets.

18
Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
9.  REVENUES
We disaggregate our revenue from contracts with customers by products and services provided for each of our segments, as we believe it best depicts the nature, amount, timing and uncertainty of our revenue. Revenues attributed to our Equipment Leasing business unit are within the scope of ASC 842, Leasesand ASC 606, while revenues attributed to our Infrastructure business unit are within the scope of ASC 606,Revenue from contracts with customers, unless otherwise noted. We have elected to exclude sales and other similar taxes from revenues.

Three Months Ended June 30, 2022
Equipment LeasingInfrastructure
Aviation LeasingJefferson TerminalPorts and TerminalsTranstarCorporate and OtherTotal
Equipment leasing revenues
Lease income$37,196 $— $— $— $2,342 $39,538 
Maintenance revenue39,932 — — — — 39,932 
Finance lease income102 — — — — 102 
Other revenue31,701 — — — 791 32,492 
Total equipment leasing revenues108,931 — — — 3,133 112,064 
Infrastructure revenues
Lease income— 314 — 553 — 867 
Rail revenues— — — 37,507 — 37,507 
Terminal services revenues— 14,214 13 — — 14,227 
Other revenue— — 1,627 — 11,640 13,267 
Total infrastructure revenues— 14,528 1,640 38,060 11,640 65,868 
Total revenues$108,931 $14,528 $1,640 $38,060 $14,773 $177,932 
During the three months ended September 30, 2022, we updated our corporate strategy based on the opportunities available in the market such that the sale of aircraft and engines is now an output of our recurring, ordinary activities. As a result of this update, the transaction price allocated to the sale of assets is included in Revenues in the Consolidated Statement of Operations for the three months ended September 30, 2022 and are accounted for in accordance with ASC 606. The corresponding net book values of the assets sold are recorded in Cost of sales in the Consolidated Statement of Operations for the three months ended September 30, 2022. Sales transactions of aircraft and engines prior to the three months ended September 30, 2022 were accounted for in accordance with ASC 610-20, Gains and losses from the derecognition of nonfinancial assets and were included inGain on sale of assets, net on the Consolidated Statement of Operations, as we were previously only occasionally selling these assets. Generally, assets sold were under leasing arrangements with customers prior to sales and are included in Leasing equipment, net, on the Consolidated Balance Sheets.
  Three Months Ended September 30, 2022 
  
Aviation
Leasing
  
Aerospace
Products
  Total 
Revenues         
Lease income $40,273  $—  $40,273 
Maintenance revenue  35,507   —   35,507 
Finance lease income  119   —   119 
Asset sales revenue  85,488   —   85,488 
Aerospace products revenue  —   53,401   53,401 
Other revenue  3,461   —   3,461 
Total revenues $164,848  $53,401  $218,249 
  Three Months Ended September 30, 2021 
  
Aviation
Leasing
  
Aerospace
Products
  Total 
Revenues         
Lease income $40,392  $—  $40,392 
Maintenance revenue  40,252   —   40,252 
Finance lease income  439   —   439 
Aerospace products revenue  —   7,730   7,730 
Other revenue  5,125   —   5,125 
Total revenues $86,208  $7,730  $93,938 
19
Index
24FTAI AVIATION LTD.

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Three Months Ended June 30, 2021
Equipment LeasingInfrastructure
Aviation LeasingJefferson TerminalPorts and TerminalsTranstarCorporate and OtherTotal
Equipment leasing revenues
Lease income$40,208 $— $— $— $2,694 $42,902 
Maintenance revenue32,003 — — — — 32,003 
Finance lease income443 — — — — 443 
Other revenue5,789 — — — 434 6,223 
Total equipment leasing revenues78,443 — — — 3,128 81,571 
Infrastructure revenues
Lease income— 432 — — — 432 
Terminal services revenues— 11,095 25 — — 11,120 
Other revenue— — 2,319 — 1,473 3,792 
Total infrastructure revenues— 11,527 2,344 — 1,473 15,344 
Total revenues$78,443 $11,527 $2,344 $— $4,601 $96,915 

Six Months Ended June 30, 2022
Equipment LeasingInfrastructure
Aviation LeasingJefferson TerminalPorts and TerminalsTranstarCorporate and OtherTotal
Equipment leasing revenues
Lease income$71,043 $— $— $— $7,709 $78,752 
Maintenance revenue76,664 — — — — 76,664 
Finance lease income213 — — — — 213 
Other revenue46,036 — — — 2,090 48,126 
Total equipment leasing revenues193,956 — — — 9,799 203,755 
Infrastructure revenues
Lease income— 666 — 1,041 — 1,707 
Rail revenues— — 86 71,089 — 71,175 
Terminal services revenues— 26,908 103 — — 27,011 
Other revenue— — (535)— 12,658 12,123 
Total infrastructure revenues— 27,574 (346)72,130 12,658 112,016 
Total revenues$193,956 $27,574 $(346)$72,130 $22,457 $315,771 
25

  Nine Months Ended September 30, 2022 
  
Aviation
Leasing
  
Aerospace
Products
  Total 
Revenues         
Lease income $111,316  $—  $111,316 
Maintenance revenue  112,171   —   112,171 
Finance lease income  332   —   332 
Asset sales revenue  85,488   —   85,488 
Aerospace products revenue  —   94,211   94,211 
Other revenue  8,687   —   8,687 
Total revenues $317,994  $94,211  $412,205 
  Nine Months Ended September 30, 2021 
  
Aviation
Leasing
  
Aerospace
Products
  Total 
Revenues         
Lease income $120,389  $—  $120,389 
Maintenance revenue  87,763   —   87,763 
Finance lease income  1,285   —   1,285 
Aerospace products revenue  —   13,284   13,284 
Other revenue  5,761   —   5,761 
Total revenues $215,198  $13,284  $228,482 
FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Six Months Ended June 30, 2021
Equipment LeasingInfrastructure
Aviation LeasingJefferson TerminalPorts and TerminalsTranstarCorporate and OtherTotal
Equipment leasing revenues
Lease income$79,997 $— $— $— $3,132 $83,129 
Maintenance revenue47,511 — — — — 47,511 
Finance lease income846 — — — — 846 
Other revenue6,190 — — — 502 6,692 
Total equipment leasing revenues134,544 — — — 3,634 138,178 
Infrastructure revenues
Lease income— 862 — — — 862 
Terminal services revenues— 21,384 157 — — 21,541 
Crude marketing revenues— — — — — — 
Other revenue— — 10,283 — 3,200 13,483 
Total infrastructure revenues— 22,246 10,440 — 3,200 35,886 
Total revenues$134,544 $22,246 $10,440 $— $6,834 $174,064 
Presented below are the contracted minimum future annual revenues to be received under existing operating leases across several market sectors as of June 30, 2022:
Operating Leases
Remainder of 2022$78,238 
2023108,931 
202472,467 
202545,869 
202626,816 
Thereafter67,740 
Total$400,061 
and finance leases:
  September 30, 2022 
Remainder of 2022 $32,414 
2023  104,995 
2024  70,428 
2025  43,890 
2026  24,835 
Thereafter  65,820 
Total $342,382 

10. EQUITY-BASED COMPENSATION
20
In 2015, we established a Nonqualified Stock Option and Incentive Award Plan (“Incentive Plan”) which provides for the ability to grant equity compensation awards in the form of stock options, stock appreciation rights, restricted stock, and performance awards to eligible employees, consultants, directors, and other individuals who provide services to us, each as determined by the Compensation Committee of the Board of Directors.
As of June 30, 2022, the Incentive Plan provides for the issuance of up to 29.8 million shares. We account for equity-based compensation expense in accordance with ASC 718 IndexCompensation-Stock Compensation and is reported within operating expenses and general and administrative in the Consolidated Statements of Operations.
The Consolidated Statements of Operations includes the following expense related to our stock-based compensation arrangements:
Three Months Ended June 30,Six Months Ended June 30,Remaining Expense To Be Recognized, If All Vesting Conditions Are MetWeighted Average Remaining Contractual Term (in years)
2022202120222021
Restricted Shares$538 $1,270 $1,076 $2,111 $2,655 0.8 years
Common Units1,047 169 1,218 442 3,599 1.2 years
Total$1,585 $1,439 $2,294 $2,553 $6,254 
Options
During the six months ended June 30, 2022, FIG LLC (the “Manager”), an affiliate of Fortress Investment Group LLC, transferred 336,862 of its options to certain of the Manager’s employees.
26FTAI AVIATION LTD.

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Common Units
During the six months ended June 30, 2022, we issued common units of our subsidiary that had a grant date fair value of $1.9 million and vest over three years. These awards are subject to continued employment, and the compensation expense is recognized ratably over the vesting periods. The fair value of these awards was based on the fair value of the operating subsidiary on the grant date, which was estimated using a discounted cash flow analysis that requires the application of discount factors and terminal multiples to projected cash flows. Discount factors and terminal multiples were based on market-based inputs and transactions, as available at the measurement date.
Additionally, during the six months ended June 30, 2022, we issued separate common units of our subsidiary that had a grant date fair value of $1.9 million and vest over three years. These awards are subject to performance targets based on EBITDA as defined in the agreements, and the total expected compensation expense is recognized ratably over the vesting periods if it is probable that the performance conditions will be met. The fair value of these awards was based on the fair value of the operating subsidiary on the grant date, which was estimated using a discounted cash flow analysis that requires the application of discount factors and terminal multiples to projected cash flows. Discount factors and terminal multiples were based on market-based inputs and transactions, as available at the measurement date.
11. RETIREMENT BENEFIT PLANS
In connection with the acquisition of Transtar, we established a defined benefit pension plan as well as a postretirement benefit plan to assume certain retirement benefit obligations related to eligible Transtar employees.
Defined Benefit Pensions
Our partially funded pension plan is a tax qualified plan. Our pension plan covers certain eligible Transtar employees. These plans are noncontributory. Pension benefits earned are generally based on years of service and compensation during active employment.
Postretirement Benefits
Our unfunded postretirement plan provides healthcare and life insurance benefits for eligible retirees and dependents of Transtar. Depending on retirement date and employee classification, certain healthcare plans contain contribution and cost-sharing features such as deductibles and co-insurance. The remaining healthcare and life insurance plans are non-contributory.
The following table summarizes our retirement benefit plan costs for the three and six months ended June 30, 2022. Service costs and interest costs are recorded in Operating expenses and Other (expense) income, respectively, in the Consolidated Statements of Operations.
Three Months Ended June 30, 2022Six Months Ended June 30, 2022
Pension BenefitsPostretirement BenefitsPension BenefitsPostretirement Benefits
Service costs$438 $538 $876 $1,075 
Interest costs74 225 148 450 
Total$512 $763 $1,024 $1,525 
The total amount of employer contributions paid for the six months ended June 30, 2022 was $0.3 million, and the expected remaining scheduled employer contributions for the fiscal year ending December 31, 2022 is $1.2 million.

27

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
12.10.  INCOME TAXES
The current and deferred components of the income tax provision (benefit) included in the Consolidated Statements of Operations are as follows:
Three Months Ended June 30,Six Months Ended June 30, Three Months Ended September 30,  Nine Months Ended September 30, 
2022202120222021 2022  2021  2022  2021 
Current:Current:            
Cayman Islands $—  $—  $—  $— 
United States:                
FederalFederal$36 $37 $413 $56   247   336   581   793 
State and localState and local(213)90 215 161   (437)  54   69   218 
Foreign(224)(64)69 (56)
Non-U.S.  3   32   (12)  49 
Total current (benefit) provisionTotal current (benefit) provision(401)63 697 161   (187)  422   638   1,060 
Deferred:Deferred:                
Cayman Islands $—  $—  $—  $— 
United States:                
FederalFederal3,346 (1,622)4,967 (1,467)  3,029   45   4,560   45 
State and localState and local475 — 930 —   346   14   608   14 
Foreign(9)(81)303 (165)
Non-U.S.  630   19   1,446   (82)
Total deferred provision (benefit)Total deferred provision (benefit)3,812 (1,703)6,200 (1,632)  4,005   78   6,614   (23)
Provision for (benefit from) income taxes$3,411 $(1,640)$6,897 $(1,471)
Total $3,818  $500  $7,252  $1,037 

WeThe Company is an exempted entity domiciled in the Cayman Islands where income taxes are taxed asnot imposed. The Company is considered a flow-through entityPassive Foreign Investment Company for U.S. income tax purposes and our taxablecertain income or loss generated is the responsibility oftaxes are imposed on our owners. Taxable income or loss generated by our corporate subsidiaries is subject to U.S. federal, state and foreign corporate income tax in locations where they conduct business.
Our effective tax rate differs from the U.S. federal tax rate of 21% primarily due to a significant portion of our income not being subject to U.S. corporate tax rates, or being deemed to be foreign sourced and thus either not taxable or taxable at effectively lower tax rates.
As of and for the sixnine months ended JuneSeptember 30, 2022, we had not established a liability for uncertain tax positions as no such positions existed. In general, our tax returns and the tax returns of our corporate subsidiaries are subject to U.S. federal, state, local and foreign income tax examinations by tax authorities. Generally, we are not subject to examination by taxing authorities for tax years prior to 2018. We do not believe that it is reasonably possible that the total amount of unrecognized tax benefits will significantly change within 12 months of the reporting date of June 30, 2022.date.
13.

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

21
Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
The Manager is entitled to a management fee, incentive allocations (comprised of income incentive allocationIncome Incentive Allocation and capital gains incentive allocation,Capital Gains Incentive Allocation, defined below) and reimbursement of certain expenses. The management fee is determined by taking the average value of total equity (excluding non-controlling interests) determined on a consolidated basis in accordance with U.S. GAAP at the end of the two most recently completed months multiplied by an annual rate of 1.50%1.5% and is payable monthly in arrears in cash.
The income incentive allocation is calculated and distributable quarterly in arrears based on the pre-incentive allocation net income for the immediately preceding calendar quarter (the “Income Incentive Allocation”). For this purpose, pre-incentive allocation net income means, with respect to a calendar quarter, net income attributable to shareholders during such quarter calculated in accordance with U.S. GAAP excluding ourthe Parent’s pro rata share of (1) realized or unrealized gains and losses, and (2) certain non-cash or one-time items, and (3) any other adjustments as may be approved by ourthe Parent’s independent directors. Pre-incentive allocation net income does not include any Income Incentive Allocation or Capital Gains Incentive Allocation (described below) paid to the Master GP during the relevant quarter.
28

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
One of our subsidiaries allocates and distributes to theThe Master GP is entitled to an Income Incentive Allocation with respect to its pre-incentive allocation net income in each calendar quarter as follows: (1) no Income Incentive Allocation in any calendar quarter in which pre-incentive allocation net income, expressed as a rate of return on the average value of our net equity capital (excluding non-controlling interests) at the end of the two most recently completed calendar quarters, does not exceed 2% for such quarter (8% annualized); (2) 100% of pre-incentive allocation net income with respect to that portion of such pre-incentive allocation net income, if any, that is equal to or exceeds 2% but does not exceed 2.2223% for such quarter; and (3) 10% of the amount of pre-incentive allocation net income, if any, that exceeds 2.2223% for such quarter. These calculations will be prorated for any period of less than three months.
 
Capital Gains Incentive Allocation is calculated and distributable in arrears as of the end of each calendar year and is equal to 10% of ourthe Parent’s pro rata share of cumulative realized gains from the date of the Parent’s IPO through the end of the applicable calendar year, net of ourthe Parent’s pro rata share of cumulative realized or unrealized losses, the cumulative non-cash portion of equity-based compensation expenses and all realized gains upon which prior performance-based Capital Gains Incentive Allocation payments were made to the Master GP.
A portion of the management fee, income incentive allocation, and capital gains incentive allocation that are attributable to the operations of FTAI Aviation Ltd. is recorded in the Management fees and incentive allocation to affiliate on the Consolidated Statement of Operations. These amounts are allocated on the following basis:
Management fee—Management fee is allocated to FTAI Aviation Ltd. from the Parent by applying the calculation methodology described above to the equity of FTAI Aviation Ltd. included in these consolidated financial statements.
Income Incentive Allocation and Capital Gains Incentive Allocation—The Income Incentive Allocation and Capital Gains Incentive Allocation are allocated to FTAI Aviation Ltd., from the Parent, by applying the calculation methodology described above to FTAI Aviation Ltd.’s financial results in each respective period.
 
The following table summarizes the management fees incomeand incentive allocation and capital gains incentive allocation:allocations included in these consolidated financial statements:
Three Months Ended June 30,Six Months Ended June 30, Three Months Ended September 30,  Nine Months Ended September 30, 
2022202120222021 2022  2021  2022  2021 
Management feesManagement fees$3,062 $4,113 $7,226 $8,103  $539  2,116  $4,692  7,027 
Income incentive allocationIncome incentive allocation— — — —  —  —  —  — 
Capital gains incentive allocationCapital gains incentive allocation— — — —   —   —   —   — 
TotalTotal$3,062 $4,113 $7,226 $8,103  $539  $2,116  $4,692  $7,027 
We pay
22
Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
The Parent pays all of ourits operating expenses, except those specifically required to be borne by the Manager under the Management Agreement. The expenses required to be paid by usthe Parent include, but are not limited to, issuance and transaction costs incident to the acquisition, disposition and financing of ourits assets, legal and auditing fees and expenses, the compensation and expenses of ourthe Parent’s independent directors, the costs associated with the establishment and maintenance of any credit facilities and other indebtedness of oursthe Parent (including commitment fees, legal fees, closing costs, etc.), expenses associated with other securities offerings of ours,the Parent, costs and expenses incurred in contracting with third parties (including affiliates of the Manager), the costs of printing and mailing proxies and reports to ourthe Parent’s shareholders, costs incurred by the Manager or its affiliates for travel on ourthe Parent’s behalf, costs associated with any computer software or hardware that is used for us,by the Parent, costs to obtain liability insurance to indemnify ourthe Parent’s directors and officers and the compensation and expenses of ourthe Parent’s transfer agent.
We
The Parent will pay or reimburse the Manager and its affiliates for performing certain legal, accounting, due diligence tasks and other services that outside professionals or outside consultants otherwise would perform, provided that such costs and reimbursements are no greater than those which would be paid to outside professionals or consultants. The Manager is responsible for all of its other costs incident to the performance of its duties under the Management Agreement, including compensation of the Manager’s employees, rent for facilities and other “overhead” expenses; we do not reimburseexpenses. A portion of the Parent’s reimbursement to the Manager foris allocated to FTAI Aviation Ltd. based on an estimate of time incurred by the Manager’s employees on activities related to our operations.

A portion of these expenses.
29

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
The following table summarizes our reimbursements toreimbursable expenses that the Manager:
Three Months Ended June 30,Six Months Ended June 30,
2022202120222021
Classification in the Consolidated Statements of Operations:
General and administrative$2,817 $1,978 $5,695 $4,211 
Acquisition and transaction expenses381 554 729 971 
Total$3,198 $2,532 $6,424 $5,182 
If we terminate the Management Agreement, we will generally be required to pay the Manager a termination fee. The termination fee is equal to the amount of the management fee during the 12 months immediately preceding the date of the termination. In addition, an Incentive Allocation Fair Value Amount will be distributable to the Master GP if the Master GP is removed due to the termination of the Management Agreement in certain specified circumstances. The Incentive Allocation Fair Value Amount is an amount equal to the Income Incentive Allocation and the Capital Gains Incentive Allocation that would beParent paid to the Master GP if our assets were sold for cash at their then current fair market value (as determined by an appraisal, taking into account, among other things, the expected future value of the underlying investments).
Upon the successful completion of an offering of our common shares or other equity securities (including securities issued as consideration in an acquisition), we grant the Manager optionsand are attributable to purchase common shares in an amount equal to 10% of the number of common shares being soldFTAI Aviation Ltd. are included in the offering (or ifconsolidated financial statements as follows:
  Three Months Ended September 30,  Nine Months Ended September 30, 
  2022  2021  2022  2021 
Classification in the Consolidated Statements of Operations:            
General and administrative expenses $1,466  $1,195  $4,160  $3,584 
Acquisition and transaction expenses  1,025   273   1,677   820 
Total $2,491  $1,468  $5,837  $4,404 
 
In addition to the issuance relates to equity securities other than our common shares, options to purchase a number of common shares equal to 10% ofabove, the gross capital raisedfollowing corporate expenses, which were allocated from the Parent, are also included in the equity issuance divided by the fair market value of a common share as of the date of issuance), with an exercise price equal to the offering price per share paid by the public or other ultimate purchaser or attributed to such securities in connection with an acquisition (or the fair market value of a common share as of the date of the equity issuance if it relates to equity securities other than our common shares). Any ultimate purchaser of common shares for which such options are granted may be an affiliate of Fortress.consolidated financial statements:
  Three Months Ended September 30,  Nine Months Ended September 30, 
  2022  2021  2022  2021 
Classification in the Consolidated Statements of Operations:            
General and administrative expenses $1,888  $1,667  $4,965  $3,582 
The following table summarizes amounts due to the Manager,Parent, which are included within AccountsManagement fees payable and accrued liabilitiesto affiliate in the Consolidated Balance Sheets:
June 30, 2022December 31, 2021
Accrued management fees$929 $1,495 
Other payables1,063 2,326 
  September 30, 2022  December 31, 2021 
Management fees payable to affiliate $46,095  $43,477 

As of June 30, 2022 and December 31, 2021, there were no receivables from the Manager.
23

Other Affiliate Transactions
As of June 30, 2022 and December 31, 2021, affiliates of our Manager own an approximately 20% interest in Jefferson Terminal which has been accounted for as a component of non-controlling interest in consolidated subsidiaries in the consolidated financial statements. The carrying amount of this non-controlling interest at June 30, 2022 and December 31, 2021 was $(24.3) million and $(9.1) million, respectively.
The following table presents the amount of this non-controlling interest share of net loss:
Three Months Ended June 30,Six Months Ended June 30,
2022202120222021
Non-controlling interest share of net loss$(8,135)$(6,538)$(15,271)$(11,554)
On June 21, 2018, we, through a wholly owned subsidiary, completed a private offering with several third parties (the “Holders”) to tender their approximately 20% stake in Jefferson Terminal. We increased our majority interest in Jefferson Terminal in exchange for Class B Units of another wholly owned subsidiary, which provide the right to convert such Class B Units to a fixed amount of our shares, equivalent to approximately 1.9 million shares, at a Holder’s request. We have the option to satisfy any exchange request by delivering either common shares or cash. The Holders are entitled to receive distributions equivalent to the distributions paid to our shareholders. This transaction resulted in a purchase of non-controlling interest shares.
In July 2020, we purchased a 14% interest in FYX from an affiliate of our Manager, which retained a non-controlling interest in FYX subsequent to the transaction. IndexIn May 2022, we purchased an additional 51% interest in FYX from an unrelated third party for a purchase price of $4.6 million, which resulted in our ownership of a majority stake in the entity. From the purchase date in May 2022 through and as of June 30, 2022, FYX is presented on a consolidated basis in the Consolidated Statement of Operations and the Consolidated Balance Sheet.Additionally, other investors in FYX are also affiliates of our Manager.
30FTAI AVIATION LTD.

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
14.

12.  SEGMENT INFORMATION
Our
During the third quarter of 2022, as a result of the Parent’s spin-off of its infrastructure business effective on August 1, 2022 and its reevaluation of segments, the Company reevaluated its operating segments. The key factors used to identify the reportable segments represent strategic business units comprisedare the organization and alignment of investments in different typesour internal operations and the nature of transportationour products and infrastructure assets. We have 4 reportable segments which operate in the Equipment Leasing and Infrastructure businesses across several market sectors.services. Our two reportable segments are (i) Aviation Leasing and (ii) Jefferson Terminal, (iii) Ports and Terminals and (iv) Transtar.Aerospace Products. The Aviation Leasing segment consists ofowns and manages aviation assets, including aircraft and aircraft engines, heldwhich it leases and sells to customers. The Aerospace Products segment develops, manufactures, repairs, and sells aircraft engines and aftermarket components for lease and are typically held long-term.aircraft engines. The Jefferson Terminal segment consistsinterim periods disclose the reportable segments under this basis with prior periods restated to reflect the change in accordance with the requirements of a multi-modal crude oil and refined products terminal and other related assets. The Ports and Terminals segment consists of Repauno, which is a 1,630-acre deep-water port located along the Delaware River with an underground storage cavern, a new multipurpose dock, a rail-to-ship transloading system and multiple industrial development opportunities, and an equity method investment in Long Ridge, which is a 1,660-acre multi-modal port located along the Ohio River with rail, dock, and multiple industrial development opportunities, including a power plant in operation.ASC 280.
In July 2021, we acquired Transtar and it operates as a separate reportable segment within our Infrastructure business. Transtar is comprised of 5 freight railroads and one switching company that provide rail service to certain manufacturing and production facilities.
Corporate and Other primarily consists of debt, unallocatedallocated corporate general and administrative expenses, shared services costs, and management fees. Additionally, Corporate and Other includes (i) offshore energy related assets, which consist of vessels and equipment that support offshore oil and gas activities and production which are typically subject to operating leases, (ii) an investment in an unconsolidated entity engaged in the acquisition and leasing of shipping containers and (iii) railroad assets which consist of equipment that support a railcar cleaning business and (iv) various clean technology and sustainability investments (see Note 5 for additional information).
The accounting policies of the segments are the same as those described in the summary of significant accounting policies; however, financial information presented by segment includes the impact of intercompany eliminations. Our Chief Executive Officer is our Chief Operating Decision Maker (“CODM”). Segment information is presented in the same manner that our CODM reviews the operating results in assessing performance and allocating resources. The chief operating decision makerCODM evaluates investment performance for each reportable segment primarily based on Adjusted EBITDA. Historically, the CODM’s assessment of segment performance included asset information. During the third quarter of 2022, the CODM determined that segment asset information is not a key factor in measuring performance or allocating resources. Therefore, segment asset information is not included in the tables below as it is not provided to or reviewed by our CODM.
Adjusted EBITDA is defined as net income (loss) attributable to shareholders, adjusted (a) to exclude the impact of provision for (benefit from) income taxes, equity-based compensation expense, acquisition and transaction expenses, losses on the modification or extinguishment of debt and capital lease obligations, changes in fair value of non-hedge derivative instruments, asset impairment charges, incentive allocations, depreciation and amortization expense, and interest expense, (b) to include the impact of our pro-rata share of Adjusted EBITDA from unconsolidated entities, and (c) to exclude the impact of equity in earnings (losses) of unconsolidated entities and the non-controlling share of Adjusted EBITDA.
We believe that net income (loss) attributable to shareholders, as defined by GAAP, is the most appropriate earnings measurement with which to reconcile Adjusted EBITDA. Adjusted EBITDA should not be considered as an alternative to net income (loss) attributable to shareholders as determined in accordance with GAAP.

3124

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLCIndex
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
The following tables set forth certain information for each reportable segment:
I. For the Three Months Ended JuneSeptember 30, 2022
Three Months Ended June 30, 2022
Equipment LeasingInfrastructure
Aviation LeasingJefferson TerminalPorts and TerminalsTranstarCorporate and OtherTotal
Revenues
Equipment leasing revenues$108,931 $— $— $— $3,133 $112,064 
Infrastructure revenues— 14,528 1,640 38,060 11,640 65,868 
Total revenues108,931 14,528 1,640 38,060 14,773 177,932 
Expenses
Operating expenses26,226 14,261 4,283 19,826 19,408 84,004 
General and administrative— — — — 5,004 5,004 
Acquisition and transaction expenses919 — — 149 8,558 9,626 
Management fees and incentive allocation to affiliate— — — — 3,062 3,062 
Depreciation and amortization37,328 9,739 2,376 4,696 2,483 56,622 
Asset impairment886 — — — — 886 
Interest expense— 6,127 342 15 47,889 54,373 
Total expenses65,359 30,127 7,001 24,686 86,404 213,577 
Other income (expense)
Equity in earnings (losses) of unconsolidated entities35 — (12,971)— (887)(13,823)
Gain on sale of assets, net63,645 — — — — 63,645 
Interest income38 — — — 552 590 
Other expense— (1,291)— (305)— (1,596)
Total other income (expense)63,718 (1,291)(12,971)(305)(335)48,816 
Income (Loss) before income taxes107,290 0(16,890)(18,332)13,069 (71,966)13,171 
Provision for (benefit from) income taxes1,963 68 — 2,217 (837)3,411 
Net income (loss)105,327 (16,958)(18,332)10,852 (71,129)9,760 
Less: Net loss attributable to non-controlling interests in consolidated subsidiaries— (8,135)(320)— (25)(8,480)
Less: Dividends on preferred shares— — — — 6,791 6,791 
Net income (loss) attributable to shareholders$105,327 $(8,823)$(18,012)$10,852 $(77,895)$11,449 

  Three Months Ended September 30, 2022 
  
Aviation
Leasing
  
Aerospace
Products
  
Corporate
and Other
  Total 
Revenues $164,848  $53,401  $—  $218,249 
                 
Expenses                
Operating expenses  10,533   3,491   588   14,612 
Cost of sales  64,855   31,093   —   95,948 
General and administrative  —   —   3,354   3,354 
Acquisition and transaction expenses  247   15   2,586   2,848 
Management fees and incentive allocation to affiliate  —   —   539   539 
Depreciation and amortization  32,728   77   72   32,877 
Asset impairment  4,495   —   —   4,495 
Interest expense  —   —   644   644 
Total expenses  112,858   34,676   7,783   155,317 
                 
Other expense                
Equity in losses of unconsolidated entities  (45)  (313)  —
   (358)
Other income  42   —   —   42 
Total other expense  (3)  (313)  —   (316)
Income (loss) before income taxes  51,987   18,412   (7,783)  62,616 
Provision for income taxes  1,232   2,586   —   3,818 
Net income (loss) attributable to shareholders $50,755  $15,826  $(7,783) $58,798 
32

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Thefollowing table sets forth a reconciliation of Adjusted EBITDA to net income attributable to shareholders:
  Three Months Ended September 30, 2022 
  
Aviation
Leasing
  
Aerospace
Products
  
Corporate
and Other
  Total 
Adjusted EBITDA $95,994  $18,560  $(4,481) $110,073 
Add: Equity in losses of unconsolidated entities              (358)
Less: Pro-rata share of Adjusted EBITDA from unconsolidated entities              241 
Less: Interest expense              (644)
Less: Depreciation and amortization expense              (39,353)
Less: Asset impairment charges              (4,495)
Less: Acquisition and transaction expenses              (2,848)
Less: Provision for income taxes              (3,818)
Net income attributable to shareholders             $58,798 
25
Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
Three Months Ended June 30, 2022
Equipment LeasingInfrastructure
Aviation LeasingJefferson TerminalPorts and TerminalsTranstarCorporate and OtherTotal
Adjusted EBITDA$158,345 $4,158 $3,675 $18,826 $(19,677)$165,327 
Add: Non-controlling share of Adjusted EBITDA3,716 
Add: Equity in losses of unconsolidated entities(13,823)
Less: Pro-rata share of Adjusted EBITDA from unconsolidated entities(6,977)
Less: Interest expense(54,373)
Less: Depreciation and amortization expense(68,427)
Less: Incentive allocations— 
Less: Asset impairment charges(886)
Less: Changes in fair value of non-hedge derivative instruments1,514 
Less: Losses on the modification or extinguishment of debt and capital lease obligations— 
Less: Acquisition and transaction expenses(9,626)
Less: Equity-based compensation expense(1,585)
Less: Provision for income taxes(3,411)
Net income attributable to shareholders$11,449 
(Dollars in tables in thousands, unless otherwise noted)
Summary information with respect to our geographic sources of revenue, based on location of customer, is as follows:
Three Months Ended June 30, 2022
Equipment LeasingInfrastructure Three Months Ended September 30, 2022 
Aviation LeasingJefferson TerminalPorts and TerminalsTranstarCorporate and OtherTotal 
Aviation
Leasing
  
Aerospace
Products
  
Corporate
and Other
  Total 
RevenuesRevenues            
Africa $250  $—  $—  $250 
AsiaAsia$20,953 $— $— $— $3,133 $24,086  23,496  1,200     24,696 
EuropeEurope32,060 — — — — 32,060  41,869  15,511  —  57,380 
North AmericaNorth America40,902 14,528 1,640 38,060 11,640 106,770  90,183  36,690     126,873 
South AmericaSouth America15,016 — — — — 15,016   9,050   —   —   9,050 
Total$108,931 $14,528 $1,640 $38,060 $14,773 $177,932 
Total revenues $164,848  $53,401  $—  $218,249 
 
II. For the Nine Months Ended September 30, 2022
  Nine Months Ended September 30, 2022 
  
Aviation
Leasing
  
Aerospace
Products
  
Corporate
and Other
  Total 
Revenues $317,994  $94,211  $—  $412,205 
                 
Expenses                
Operating expenses  72,135   8,094   3,422   83,651 
Cost of sales  64,855   55,284   —   120,139 
General and administrative  —   —   9,125   9,125 
Acquisition and transaction expenses  624   15   4,810   5,449 
Management fees and incentive allocation to affiliate  —   —   4,692   4,692 
Depreciation and amortization  106,180   178   209   106,567 
Asset impairment  128,171   —   —   128,171 
Interest expense  —   —   1,910   1,910 
Total expenses  371,965   63,571   24,168   459,704 
                 
Other expense                
Equity in earnings (losses) of unconsolidated entities  753   (878)  —   (125)
Gain on sale of assets, net  61,371   18,562   —   79,933 
Other income  245   —   —   245 
Total other income  62,369   17,684   —   80,053 
Income (loss) before income taxes  8,398   48,324   (24,168)  32,554 
Provision for income taxes  2,197   5,055   —   7,252 
Net income (loss) attributable to shareholders $6,201  $43,269  $(24,168) $25,302 
26
Index
33FTAI AVIATION LTD.

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
II. For the Six Months Ended June 30, 2022
Six Months Ended June 30, 2022
Equipment LeasingInfrastructure
Aviation LeasingJefferson TerminalPorts and TerminalsTranstarCorporate and OtherTotal
Revenues
Equipment leasing revenues$193,956 $— $— $— $9,799 $203,755 
Infrastructure revenues— 27,574 (346)72,130 12,658 112,016 
Total revenues193,956 27,574 (346)72,130 22,457 315,771 
Expenses
Operating expenses92,428 27,384 8,166 38,889 26,053 192,920 
General and administrative— — — — 10,695 10,695 
Acquisition and transaction expenses1,949 — — 355 13,346 15,650 
Management fees and incentive allocation to affiliate— — — — 7,226 7,226 
Depreciation and amortization76,657 19,439 4,745 9,455 4,627 114,923 
Asset impairment123,676 — — — — 123,676 
Interest expense— 12,237 629 75 92,030 104,971 
Total expenses294,710 59,060 13,540 48,774 153,977 570,061 
Other income (expense)
Equity in earnings (losses) of unconsolidated entities233 — (36,520)— (1,549)(37,836)
Gain on sale of assets, net79,933 — — — — 79,933 
Interest income203 — — — 1,043 1,246 
Other expense— (1,390)— (665)— (2,055)
Total other income (expense)80,369 (1,390)(36,520)(665)(506)41,288 
(Loss) income before income taxes(20,385)0(32,876)(50,406)22,691 (132,026)(213,002)
Provision for (benefit from) income taxes3,020 137 — 4,296 (556)6,897 
Net (loss) income(23,405)(33,013)(50,406)18,395 (131,470)(219,899)
Less: Net loss attributable to non-controlling interests in consolidated subsidiaries— (15,271)(650)— (25)(15,946)
Less: Dividends on preferred shares— — — — 13,582 13,582 
Net (loss) income attributable to shareholders$(23,405)$(17,742)$(49,756)$18,395 $(145,027)$(217,535)
34

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
The following table sets forth a reconciliation of Adjusted EBITDA to net lossincome attributable to shareholders:
Six Months Ended June 30, 2022
Equipment LeasingInfrastructure
Aviation LeasingJefferson TerminalPorts and TerminalsTranstarCorporate and OtherTotal
Adjusted EBITDA$205,888 $7,964 $5,044 33,473 $(35,481)$216,888 
Add: Non-controlling share of Adjusted EBITDA7,532 
Add: Equity in losses of unconsolidated entities(37,836)
Less: Pro-rata share of Adjusted EBITDA from unconsolidated entities(12,638)
Less: Interest expense(104,971)
Less: Depreciation and amortization expense(138,741)
Less: Incentive allocations— 
Less: Asset impairment charges(123,676)
Less: Changes in fair value of non-hedge derivative instruments748 
Less: Losses on the modification or extinguishment of debt and capital lease obligations— 
Less: Acquisition and transaction expenses(15,650)
Less: Equity-based compensation expense(2,294)
Less: Provision for income taxes(6,897)
Net loss attributable to shareholders$(217,535)
Summary information with respect to our geographic sources of revenue, based on location of customer, is as follows:
Six Months Ended June 30, 2022
Equipment LeasingInfrastructure
Aviation LeasingJefferson TerminalPorts and TerminalsTranstarCorporate and OtherTotal
Revenues
Africa$850 $— $— $— $— $850 
Asia38,016 — — — 9,799 47,815 
Europe64,036 — — — — 64,036 
North America66,674 27,574 (346)72,130 12,658 178,690 
South America24,380 — — — — 24,380 
Total$193,956 $27,574 $(346)$72,130 $22,457 $315,771 
  Nine Months Ended September 30, 2022 
  
Aviation
Leasing
  
Aerospace
Products
  
Corporate
and Other
  Total 
Adjusted EBITDA $273,788  $48,685  $(17,239) $305,234 
Add: Equity in losses of unconsolidated entities              (125)
Less: Pro-rata share of Adjusted EBITDA from unconsolidated entities              (165)
Less: Interest expense              (1,910)
Less: Depreciation and amortization expense              (136,860)
Less: Asset impairment charges              (128,171)
Less: Acquisition and transaction expenses              (5,449)
Less: Provision for income taxes              (7,252)
Net income attributable to shareholders             $25,302 
35

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
III. For the Three Months Ended June 30, 2021
Three Months Ended June 30, 2021
Equipment LeasingInfrastructure
Aviation LeasingJefferson TerminalPorts and TerminalsTranstarCorporate and OtherTotal
Revenues
Equipment leasing revenues$78,443 $— $— $— $3,128 $81,571 
Infrastructure revenues— 11,527 2,344 — 1,473 15,344 
Total revenues78,443 11,527 2,344 — 4,601 96,915 
Expenses
Operating expenses9,145 11,777 3,828 — 6,433 31,183 
General and administrative— — — — 3,655 3,655 
Acquisition and transaction expenses836 — — — 3,563 4,399 
Management fees and incentive allocation to affiliate— — — — 4,113 4,113 
Depreciation and amortization33,732 9,315 2,216 — 2,108 47,371 
Asset impairment89 — — — — 89 
Interest expense— 3,213 295 — 33,996 37,504 
Total expenses43,802 24,305 6,339 — 53,868 128,314 
Other income
Equity in (losses) earnings of unconsolidated entities(341)— (7,015)— 204 (7,152)
Gain on sale of assets, net3,971 — 16 — — 3,987 
Loss on extinguishment of debt— — — — (3,254)(3,254)
Interest income357 — 91 — 6 454 
Other (expense) income— (886)— — 2 (884)
Total other income (expense)3,987 (886)(6,908)— (3,042)(6,849)
Income (loss) before income taxes38,628 (13,664)(10,903)— (52,309)(38,248)
(Benefit from) provision for income taxes(4)59 (1,621)— (74)(1,640)
Net income (loss)38,632 (13,723)(9,282)— (52,235)(36,608)
Less: Net loss attributable to non-controlling interests in consolidated subsidiaries— (6,538)(87)— — (6,625)
Less: Dividends on preferred shares— — — — 6,551 6,551 
Net income (loss) attributable to shareholders$38,632 $(7,185)$(9,195)$— $(58,786)$(36,534)











36

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)

Thefollowing table sets forth a reconciliation of Adjusted EBITDA to net loss attributable to shareholders:
Three Months Ended June 30, 2021
Equipment LeasingInfrastructure
Aviation LeasingJefferson TerminalPorts and TerminalsTranstarCorporate and OtherTotal
Adjusted EBITDA$80,137 $3,555 $376 $— $(16,114)$67,954 
Add: Non-controlling share of Adjusted EBITDA3,257 
Add: Equity in income of unconsolidated entities(7,152)
Less: Pro-rata share of Adjusted EBITDA from unconsolidated entities11 
Less: Interest expense(37,504)
Less: Depreciation and amortization expense(54,168)
Less: Incentive allocations— 
Less: Asset impairment charges(89)
Less: Changes in fair value of non-hedge derivative instruments(1,391)
Less: Losses on the modification or extinguishment of debt and capital lease obligations(3,254)
Less: Acquisition and transaction expenses(4,399)
Less: Equity-based compensation expense(1,439)
Less: Benefit from income taxes1,640 
Net loss attributable to shareholders$(36,534)
Summary information with respect to our geographic sources of revenue, based on location of customer, is as follows:
Three Months Ended June 30, 2021
Equipment LeasingInfrastructure Nine Months Ended September 30, 2022 
Aviation LeasingJefferson TerminalPorts and TerminalsTranstarCorporate and OtherTotal 
Aviation
Leasing
  
Aerospace
Products
  
Corporate
and Other
  Total 
RevenuesRevenues            
AfricaAfrica$235 $— $— $— $— $235  $250  $850  $—  $1,100 
AsiaAsia32,479 — — — 3,128 35,607  60,111  2,601  —  62,712 
EuropeEurope30,662 — — — — 30,662  94,751  26,410  —  121,161 
North AmericaNorth America13,358 11,527 2,344 — 1,473 28,702  130,362  64,350  —  194,712 
South AmericaSouth America1,709 — — — — 1,709   32,520   —   —   32,520 
Total$78,443 $11,527 $2,344 $— $4,601 $96,915 
Total revenues $317,994  $94,211  $—  $412,205 
27
Index
37FTAI AVIATION LTD.

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
IV.III. For the SixThree Months Ended JuneSeptember 30, 2021
Six Months Ended June 30, 2021
Equipment LeasingInfrastructure
Aviation LeasingJefferson TerminalPorts and TerminalsTranstarCorporate and OtherTotal
Revenues
Equipment leasing revenues$134,544 $— $— $— $3,634 $138,178 
Infrastructure revenues— 22,246 10,440 — 3,200 35,886 
Total revenues134,544 22,246 10,440 — 6,834 174,064 
Expenses
Operating expenses13,395 23,498 6,930 — 12,357 56,180 
General and administrative— — — — 7,907 7,907 
Acquisition and transaction expenses2,032 — — — 4,010 6,042 
Management fees and incentive allocation to affiliate— — — — 8,103 8,103 
Depreciation and amortization66,295 17,033 4,427 — 4,151 91,906 
Asset impairment2,189 — — — — 2,189 
Interest expense— 4,416 574 — 65,504 70,494 
Total expenses83,911 44,947 11,931 — 102,032 242,821 
Other income (expense)
Equity in (losses) income of unconsolidated entities(681)— (5,473)— 376 (5,778)
Gain on sale of assets, net4,782 — 16 — — 4,798 
Loss on extinguishment of debt— — — 0(3,254)(3,254)
Interest income624 — 91 — 24 739 
Other (expense) income— (705)— — 2 (703)
Total other income (expense)4,725 (705)(5,366)— (2,852)(4,198)
Income (loss) before income taxes55,358 (23,406)(6,857)— (98,050)(72,955)
(Benefit from) provision for income taxes(46)116 (1,467)— (74)(1,471)
Net income (loss)55,404 (23,522)(5,390)— (97,976)(71,484)
Less: Net loss attributable to non-controlling interests in consolidated subsidiaries— (11,554)(32)— — (11,586)
Less: Dividends on preferred shares— — — — 11,176 11,176 
Net income (loss) attributable to shareholders$55,404 $(11,968)$(5,358)$— $(109,152)$(71,074)
  Three Months Ended September 30, 2021 
  
Aviation
Leasing
  
Aerospace
Products
  
Corporate
and Other
  Total 
Revenues $86,208  $7,730  $—  $93,938 
                 
Expenses                
Operating expenses  7,282   1,774   1,074   10,130 
Cost of sales  —   5,367   —   5,367 
General and administrative  —   —   2,862   2,862 
Acquisition and transaction expenses  234   —   898   1,132 
Management fees and incentive allocation to affiliate  —   —   2,116   2,116 
Depreciation and amortization  34,718   40   67   34,825 
Asset impairment  859   —   —   859 
Interest expense  —   —   584   584 
Total expenses  43,093   7,181   7,601   57,875 
                 
Other income (expense)                
Equity in losses of unconsolidated entities  —   (369)  —   (369)
Gain on sale of assets, net  10,961   1,724   —   12,685 
Other expense  (1,341)  —   —   (1,341)
Total other income  9,620   1,355   —   10,975 
Income (loss) before income taxes  52,735   1,904   (7,601)  47,038 
Provision for (benefit from) income taxes  610   (110)  —   500 
Net income (loss) $52,125  $2,014  $(7,601) $46,538 
38

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
The following table sets forth a reconciliation of Adjusted EBITDA to net lossincome attributable to shareholders:
Six Months Ended June 30, 2021
Equipment LeasingInfrastructure
Aviation LeasingJefferson TerminalPorts and TerminalsTranstarCorporate and OtherTotal
Adjusted EBITDA$140,866 $6,383 $508 $— $(32,649)$115,108 
Add: Non-controlling share of Adjusted EBITDA5,286 
Add: Equity in losses of unconsolidated entities(5,778)
Less: Pro-rata share of Adjusted EBITDA from unconsolidated entities(2,391)
Less: Interest expense(70,494)
Less: Depreciation and amortization expense(106,811)
Less: Incentive allocations— 
Less: Asset impairment charges(2,189)
Less: Changes in fair value of non-hedge derivative instruments6,573 
Less: Losses on the modification or extinguishment of debt and capital lease obligations(3,254)
Less: Acquisition and transaction expenses(6,042)
Less: Equity-based compensation expense(2,553)
Less: Benefit from income taxes1,471 
Net loss attributable to shareholders$(71,074)
  Three Months Ended September 30, 2021 
  
Aviation
Leasing
  
Aerospace
Products
  
Corporate
and Other
  Total 
Adjusted EBITDA $94,990  $2,001  $(6,052) $90,939 
Add: Equity in losses of unconsolidated entities              (369)
Less: Pro-rata share of Adjusted EBITDA from unconsolidated entities              312 
Less: Interest expense              (584)
Less: Depreciation and amortization expense              (41,269)
Less: Asset impairment charges              (859)
Less: Acquisition and transaction expenses              (1,132)
Less: Provision for income taxes              (500)
Net income attributable to shareholders             $46,538 
28
Index
FTAI AVIATION LTD.
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Summary information with respect to our geographic sources of revenue, based on location of customer, is as follows:
Six Months Ended June 30, 2021
Equipment LeasingInfrastructure
Aviation LeasingJefferson TerminalPorts and TerminalsTranstarCorporate and OtherTotal
Revenues
Africa$235 $— $— $— $— $235 
Asia57,503 — — — 3,634 61,137 
Europe53,401 — — — — 53,401 
North America20,950 22,246 10,440 — 3,200 56,836 
South America2,455 — — — — 2,455 
Total$134,544 $22,246 $10,440 $— $6,834 $174,064 
  Three Months Ended September 30, 2021 
  
Aviation
Leasing
  
Aerospace
Products
  
Corporate
and Other
  Total 
Revenues            
Asia $
36,420  $
—  $
—  $
36,420 
Europe  35,709   —   —   35,709 
North America  10,422   7,730   —   18,152 
South America  3,657   —   —   3,657 
Total revenues $86,208  $7,730  $—  $93,938 
IV. For the Nine Months Ended September 30, 2021
  Nine Months Ended September 30, 2021 
  
Aviation
Leasing
  
Aerospace
Products
  
Corporate
and Other
  Total 
Revenues $215,198  $13,284  $—  $228,482 
                 
Expenses                
Operating expenses  14,177   3,519   2,945 �� 20,641 
Cost of sales  —   8,577   —   8,577 
General and administrative  —   —   7,166   7,166 
Acquisition and transaction expenses  804   —   2,906   3,710 
Management fees and incentive allocation to affiliate  —   —   7,027   7,027 
Depreciation and amortization  101,992   40   162   102,194 
Asset impairment  3,048   —   —   3,048 
Interest expense  —   —   1,734   1,734 
Total expenses  120,021   12,136   21,940   154,097 
                 
Other (expense) income                
Equity in losses of unconsolidated entities  —   (1,050)  —   (1,050)
Gain on sale of assets, net  15,751   1,716   —   17,467 
Other expense  (717)  —   —   (717)
Total other income  15,034   666   —   15,700 
Income (loss) before income taxes  110,211   1,814   (21,940)  90,085 
Provision (benefit from) for income taxes  1,048   (11)  —   1,037 
Net income (loss) attributable to shareholders $109,163  $1,825  $(21,940) $89,048 

29
Index
39FTAI AVIATION LTD.

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

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

V. Balance Sheet and Location of Long-Lived Assets
The following tables setsset forth summarized balance sheet information and the geographic location of property, plant and equipment and leasing equipment, net:
June 30, 2022
Equipment LeasingInfrastructure
Aviation LeasingJefferson TerminalPorts and TerminalsTranstarCorporate and OtherTotal
Total assets$2,124,335 $1,304,515 $331,843 $748,210 $373,245 $4,882,148 
Debt, net— 704,410 25,000 — 2,768,156 3,497,566 
Total liabilities150,085 835,714 236,890 110,761 2,859,427 4,192,877 
Non-controlling interests in equity of consolidated subsidiaries— (16,799)1,559 897 4,740 (9,603)
Total equity1,974,250 468,801 94,953 637,449 (2,486,182)689,271 
Total liabilities and equity$2,124,335 $1,304,515 $331,843 $748,210 $373,245 $4,882,148 
  September 30, 2022 
  Total 
Leasing equipment, net   
Africa $17,776 
Asia 
222,830 
Europe  602,833 
North America  391,219 
South America  324,917 
Total leasing equipment, net $1,559,575 
  December 31, 2021 
  Total 
Leasing equipment, net   
Asia $365,331 
Europe  839,555 
North America  263,718 
South America  245,532 
Total leasing equipment, net $1,714,136 

June 30, 2022
Equipment LeasingInfrastructure
Aviation LeasingJefferson TerminalPorts and TerminalsTranstarCorporate and OtherTotal
Property, plant and equipment and leasing equipment, net
Africa$21,253 $— $— $— $— $21,253 
Asia275,387 — — — 176,114 451,501 
Europe688,800 — — — — 688,800 
North America321,148 874,719 280,733 469,654 9,336 1,955,590 
South America369,487 — — — — 369,487 
Total$1,676,075 $874,719 $280,733 $469,654 $185,450 $3,486,631 
30
December 31, 2021
Equipment LeasingInfrastructure
Aviation LeasingJefferson TerminalPorts and TerminalsTranstarCorporate and OtherTotal
Total assets$2,098,979 $1,284,432 $316,899 $762,294 $401,250 $4,863,854 
Debt, net— 693,624 25,000 — 2,501,587 3,220,211 
Total liabilities214,564 820,725 50,651 109,325 2,544,489 3,739,754 
Non-controlling interests in equity of consolidated subsidiaries— (2,604)1,888 — 524 (192)
Total equity1,884,415 463,707 266,248 652,969 (2,143,239)1,124,100 
Total liabilities and equity$2,098,979 $1,284,432 $316,899 $762,294 $401,250 $4,863,854 
December 31, 2021
Equipment LeasingInfrastructure
Aviation LeasingJefferson TerminalPorts and TerminalsTranstarCorporate and OtherTotal
Property, plant and equipment and leasing equipment, net
Asia$368,298 $— $— $— $175,313 $543,611 
Europe839,555 — — — — 839,555 
North America265,203 786,566 280,210 481,826 5,003 1,818,808 
South America245,532 — — — — 245,532 
Total$1,718,588 $786,566 $280,210 $481,826 $180,316 $3,447,506 
Index
40FTAI AVIATION LTD.

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
15.

13.  EARNINGS PER SHARE AND EQUITY
Basic earnings per common share (“EPS”) is calculated by dividing net income (loss) attributable to shareholders by the weighted average number of common shares outstanding, plus any participating securities. Diluted EPS is calculated by dividing net income attributable to shareholders by the weighted average number of common shares outstanding, plus any participating securities and potentially dilutive securities. Potentially dilutive securities are calculated using the treasury stock method.
The calculation of basic and diluted EPS is presented below:below.
Three Months Ended June 30,Six Months Ended June 30,
(in thousands, except share and per share data)2022202120222021
Net income (loss)$9,760 $(36,608)(219,899)(71,484)
Less: Net loss attributable to non-controlling interests in consolidated subsidiaries(8,480)(6,625)(15,946)(11,586)
Less: Dividends on preferred shares6,791 6,551 13,582 11,176 
Net income (loss) attributable to shareholders$11,449 $(36,534)$(217,535)$(71,074)
Weighted Average Common Shares Outstanding - Basic (1)
99,370,301 86,030,652 99,367,597 86,029,305 
Weighted Average Common Shares Outstanding - Diluted (1)
99,805,455 86,030,652 99,367,597 86,029,305 
Income (loss) per share:
Basic$0.12 $(0.42)$(2.19)$(0.83)
Diluted$0.11 $(0.42)$(2.19)$(0.83)

  
Three Months Ended
September 30,
  
Nine Months Ended
September 30,
 
(in thousands, except share data) 2022  2021  2022  2021 
Net income attributable to shareholders $58,798  $46,538  $25,302  $89,048 
Weighted average shares outstanding:                
Basic  105.2   100.0   103.5   100.0 
Diluted  105.2   100.0   103.5   100.0 
Basic and Diluted Net earnings per share $558.92  $465.38  $244.46  $890.48 
(1) Three

14.  COMMITMENTS AND CONTINGENCIES
From time to time, the Company may be subject to various legal proceedings and six months ended Juneclaims that arise in the ordinary course of business. As of September 30, 2022 and December 31, 2021,include participating securities which can be converted into a fixed amount the Company was not subject to any material litigation and the Company was not aware of our shares.any material litigation.
For the three months ended June 30, 2022 and 2021, 407,124 and 964,696 shares, respectively, and
Rent expense, primarily for the six months ended June 30, 2022corporate office facilities, was $0.3 million and 2021, 595,047 and 890,300 shares, respectively, have been excluded from the calculation of Diluted EPS because the impact would be anti-dilutive.
During the six months ended June 30, 2022, we issued 19,811 common shares to certain directors as compensation.
16. COMMITMENTS AND CONTINGENCIES
In the normal course of business we, and our subsidiaries, may be involved in various claims, legal proceedings, or may enter into contracts that contain a variety of representations and warranties and which provide general indemnifications. Within our offshore energy business, a lessee did not fulfill its obligation under its charter arrangement, therefore we are pursuing rights afforded to us under the charter and the range of potential losses against the obligation is $0.0 million to $3.3 million. Our maximum exposure under other arrangements is unknown as no additional claims have been made. We believe the risk of loss in connection with such arrangements is remote.
We have also entered into an arrangement with our non-controlling interest holder of Repauno, as part of the initial acquisition, whereby the non-controlling interest holder may receive additional payments contingent upon the achievement of certain conditions, not to exceed $15.0 million. We will account for such amounts when and if such conditions are achieved. The contingency related to $5.0 million of the total $15.0 million was resolved during the year ended December 31, 2021. The $5.0 million payment was included in the cost of the asset acquisition.
Jefferson entered into a two-year pipeline capacity agreement for a recently completed pipeline. Under the agreement, which took effect in the second quarter of 2021, Jefferson is obligated to pay fixed marketing fees over the two-year agreement, which totals a minimum of $9.2$0.8 million for the next twelve months.three and nine months ended September 30, 2022. Rent expense, primarily for the corporate office facilities, was $0.2 million and $0.8 million for the three and nine months ended September 30, 2021.
17.As of September 30, 2022, the Company is obligated under non-cancelable operating leases relating principally to the office facilities in Miami and New York City for future minimum lease payments as follows:
  
September 30,
2022
 
2022 $203 
2023  831 
2024  858 
2025  864 
2026  321 
Thereafter  — 
Total $3,077 

15.  SUBSEQUENT EVENTS
Dividends
Merger Transaction
On July 26,November 10, 2022, our Board of Directors declared a cash dividend on our common shares and eligible participating securities of $0.33 per share for the quarter ended June 30, 2022, payable on August 29, 2022pursuant to the holdersAgreement and Plan of record onMerger dated August 15, 2022.
Additionally, on July 26,12, 2022, our Board of Directors also declared cash dividends on the Series A Preferred Shares, Series B Preferred Sharesby and Series C Preferred Shares of $0.52, $0.50 and $0.52 per share, respectively, payable on September 15, 2022 to the holders of record on September 1, 2022.
41

FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS (unaudited)
(Dollars in tables in thousands, unless otherwise noted)
Spin-off of Infrastructure Business
On July 11, 2022, the Board of Directors unanimously approved the details and timing of the previously announced and approved spin-off. The spin-off will be effected as a distribution of all of the shares owned byamong the Company, of common stock ofthe Parent, and FTAI Infrastructure,Aviation Merger Sub LLC, the Parent became a majority-ownedwholly-owned subsidiary of the Company, to the holders of the Company’s common shares as of July 21, 2022. The distribution is expected to occur on or about August 1, 2022, subject to certain conditions.Company.


42

31


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

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

Overview

We own and acquire high quality infrastructure and relatedaviation equipment that is essential for the transportation of goods and people globally. We target assets that, on a combined basis, generate strong cash flows with potential for earnings growth and asset appreciation.growth. We believe that there is a large number of acquisition opportunities in our marketsmarket, and that ourthe Manager’s expertise and business and financing relationships, together with our Parent’s access to capital, will allow us to take advantage of these opportunities. We areOur Parent is externally managed by FIG LLC (the “Manager”),the Manager, an affiliate of Fortress, Investment Group LLC (“Fortress”), which has a dedicated team of experienced professionals focused on the acquisition of transportation and infrastructureaviation assets since 2002. As of JuneSeptember 30, 2022 we had total consolidated assets of $4.9$2.0 billion and total equity of $0.7$1.8 billion.

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

Impact of Russia’s InvasionRussia invasion of Ukraine

Due to Russia’s invasion of Ukraine during the first quarter of 2022, the United States, European Union, United Kingdom, and others have imposed economic sanctions and export controls against Russia and Russia’s aviation industry. The sanctions include but are not limited to the ban on the export and sale or lease of all aircraft, engines, and equipment and on all related repair and maintenance services to Russia and Russian airlines. We have complied, and will continue to comply, with all applicable sanctions and we have terminated the leases of all our aircraft and engines with Russian airlines. As a result of the sanctions imposed on Russian airlines and related lease terminations, we recognized approximately $47.2$47.1 million in bad debt expenseprovision for credit losses during the sixnine months ended JuneSeptember 30, 2022.

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

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

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

Impact of COVID-19

Due to the outbreak of COVID-19, we have taken measures to protect the health and safety of our employees, including having employees work remotely, where possible. Market conditions due to the outbreak of COVID-19 resulted in asset impairment charges and a decline in our equipment leasing revenues during the years ended December 31, 2021 and 2020. However, our equipment leasing revenues have continued to recover during the sixnine months ended June 30, 2022. A number of our lessees continue to experience increased financial stress due to the significant decline in travel demand, particularly as various regions experience spikes in COVID-19 cases. A number of these lessees have been placed on non-accrual status as of June 30, 2022; however, we believe our overall portfolio exposure is limited by maintenance reserves and security deposits which are secured against lessee defaults. The value of these deposits was $84.8 million as of JuneSeptember 30, 2022. The extent of the impact of the COVID-19 pandemic on our operational and financial performance will depend on future developments, including the duration, severity and spread of the pandemic, as well as additional waves of COVID-19 infections and the ultimate impact of related restrictions imposed by the U.S. and international governments, all of which remain uncertain. For additional detail, see Liquidity and Capital Resources and Part II, Item 1A. Risk Factors—“The COVID-19 pandemic has severely disrupted the global economy and may have, and the emergence of similar crises could have, material adverse effects on our business, results of operations or financial condition.”

32
Operating Segments
Our operations consist
During the third quarter of two primary strategic2022, as a result of the Parent’s spin-off of the infrastructure business units – Infrastructureon August 1, 2022, and Equipment Leasing. Our Infrastructure Business acquires long-lived assets that provide mission-critical services or functionsits reevaluation of segments, the Company reevaluated its operating segments. The key factors used to transportation networks and typically
43


have high barriers to entry. We target or develop operating businesses with strong margins, stable cash flows and upside from earnings growth and asset appreciation driven by increased use and inflation. Our Equipment Leasing Business acquires assets that are designed to carry cargo or people or provide functionality to transportation infrastructure. Transportation equipment assets are typically long-lived, moveable and leased by us on either operating leases or finance leases to companies that provide transportation services. Our leases generally provide for long-term contractual cash flow with high cash-on-cash yields and include structural protections to mitigate credit risk.
Ouridentify the reportable segments are comprisedthe organization and alignment of interests in different typesour internal operations and the nature of infrastructureour products and equipment leasing assets. We currently conduct our business through the following fourservices. Our two reportable segments:segments are (i) Aviation Leasing which is within the Equipment Leasing Business, and (ii) Jefferson Terminal, (iii) Ports and Terminals and (iv) Transtar, which together comprise our Infrastructure Business.Aerospace Products. The Aviation Leasing segment consists ofowns and manages aviation assets, including aircraft and aircraft engines, heldwhich it leases and sells to customers. The Aerospace Products segment develops, manufactures, repairs, and sells aircraft engines and aftermarket components for lease and are typically held long-term.aircraft engines. The Jefferson Terminal segment consistsinterim periods disclose the reportable segments under this basis with prior periods restated to reflect the change in accordance with the requirements of a multi-modal crude and refined products terminal and other related assets. The Ports and Terminals segment consists of Repauno, which is a 1,630-acre deep-water port located along the Delaware River with an underground storage cavern, a new multipurpose dock, a rail-to-ship transloading system and multiple industrial development opportunities, and an equity method investment (“Long Ridge”), which is a 1,660-acre multi-modal port located along the Ohio River with rail, dock, and multiple industrial development opportunities, including a power plant in operation.ASC 280.
In July 2021, we acquired Transtar and it operates as a separate reportable segment within our Infrastructure business. Transtar is comprised of five freight railroads and one switching company that provide rail service to certain manufacturing and production facilities.
Corporate and Other primarily consists of debt, unallocatedallocated corporate general and administrative expenses, shared services costs, and management fees. Additionally, Corporate and Other includes (i) offshore energy related assets which consist of vessels and equipment that support offshore oil and gas activities and are typically subject to operating leases, (ii) an investment in an unconsolidated entity engaged in the leasing of shipping containers and (iii) railroad assets which consist of equipment that support a railcar cleaning business and (iv) various clean technology and sustainability investments.
Our reportable segments are comprised of investments in different types of transportation infrastructure and equipment. Each segment requires different investment strategies. The accounting policies of the segments are the same as those described in Note 2 to the consolidated financial statements; however, financial information presented by segment includes the impact of intercompany eliminations.
Spin-Off of FTAI Infrastructure
The Board of Directors delegated to a special committee comprised solely of independent and disinterested board members the full power and responsibility to, among other things, (i) review, evaluate and negotiate certain transactions relating to the management agreements, the treatment of certain income incentive allocations and capital gains incentive allocations and the treatment of certain outstanding options held by the Manager and the non-employee directors of the Company (collectively, the “Specified Matters”) and (ii) act with respect to the Specified Matters. The special committee, after consultation with its independent legal and financial advisors, unanimously approved the terms of, and the entry into the agreements providing for, the Specified Matters. Following the determination of the special committee, on April 28, 2022, the Board of Directors unanimously approved the previously announced spin-off of the Company’s infrastructure business (“FTAI Infrastructure”), subject to the Board of Directors declaring the distribution prior to the closing of the transaction. FTAI Infrastructure has been approved to list its common stock on The Nasdaq Global Select Market under the symbol “FIP.” On July 11, 2022, the Board of Directors unanimously approved the details and timing of the spin-off. The spin-off will be effected as a distribution of all of the shares owned by the Company of common stock of FTAI Infrastructure, a majority-owned subsidiary of the Company, to the holders of the Company’s common shares as of July 21, 2022. The distribution is expected to occur on or about August 1, 2022, subject to certain conditions.
FTAI Infrastructure is expected to be spun out in an entity taxed as a corporation for U.S. federal income tax purposes and will hold, among other things, the Company’s (i) Jefferson Terminal business, (ii) Repauno business, (iii) Long Ridge investment, and (iv) Transtar business. FTAI Infrastructure will retain all related project-level debt of those entities. In connection with the spin-off, FTAI Infrastructure entered into subscription agreements to issue $300.0 million of preferred stock and warrants and sold $500.0 million of senior secured notes due 2027, the net proceeds of which will be remitted to the Company in connection with the separation. The Company expects to use the proceeds received from FTAI Infrastructure to repay all outstanding borrowings under its 2021 bridge loans and a portion of borrowings under its revolving credit facility with the remaining proceeds to repay a portion of its 6.50% senior unsecured notes due 2025 (the “2025 Notes”). On June 30, 2022, the Company issued a conditional notice of partial redemption to redeem $200 million aggregate principal amount of its outstanding 2025 Notes. FTAI expects to retain the aviation business and certain other assets and FTAI’s remaining outstanding corporate indebtedness.
FTAI Infrastructure will be externally managed by the Manager. In connection with the spin-off, the Company and the Manager have agreed to assign the Company’s existing management agreement to FTAI Infrastructure, and FTAI Infrastructure and the Manager have agreed to amend and restate the agreement in connection with the closing of the spin-off. The amended and restated management agreement will have an initial term of six years. Similar to the Company’s existing management arrangements, the Manager will be entitled to a management fee, incentive allocations (comprised of income incentive allocation and capital gains incentive allocation) and reimbursement of certain expenses on substantially similar terms as the existing
44


arrangements with the Manager, except that all fees will be paid pursuant to the amended and restated management agreement rather than by one of FTAI Infrastructure’s subsidiaries.
The Company and certain of its subsidiaries will enter into a new management agreement with the Manager. The new management agreement will have an initial term of six years. The Manager will be entitled to a management fee and reimbursement of certain expenses on substantially similar terms as the existing arrangements with the Manager. Prior to the merger described below, our Manager will remain entitled to incentive allocations (comprised of income incentive allocation and capital gains incentive allocation) on the same terms as they exist today. Following the merger, the Company will enter into a Services and Profit Sharing Agreement (the “Services Agreement”), with a subsidiary of the Company and Fortress Worldwide Transportation and Infrastructure Master GP LLC (“Master GP”), pursuant to which Master GP will be entitled to incentive allocations on substantially similar terms as the existing arrangements. Following the completion of the spin-off, the Company plans to pursue a merger transaction with a subsidiary of the Company pursuant to which the Company will become a wholly-owned subsidiary of a company organized under the laws of the Cayman Islands and shareholders of the Company would become shareholders of the Cayman Islands entity. This merger transaction will be subject to approval by holders of the Company’s common shares.
Our Manager
On December 27, 2017, SoftBank Group Corp. (“SoftBank”) completed its acquisition of Fortress (the “SoftBank Merger”). In connection with the Softbank Merger, Fortress operates within SoftBank as an independent business headquartered in New York.
Results of Operations

Adjusted EBITDA (Non-GAAP)(non-GAAP)

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

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

4533

Comparison of the three and sixnine months ended JuneSeptember 30, 2022 and 2021

The following table presents our consolidated results of operations:
Three Months Ended June 30,ChangeSix Months Ended
June 30,		Change
(in thousands)2022202120222021
Revenues
Equipment leasing revenues
Lease income$39,538 $42,902 $(3,364)$78,752 $83,129 $(4,377)
Maintenance revenue39,932 32,003 7,929 76,664 47,511 29,153 
Finance lease income102 443 (341)213 846 (633)
Other revenue32,492 6,223 26,269 48,126 6,692 41,434 
Total equipment leasing revenues112,064 81,571 30,493 203,755 138,178 65,577 
Infrastructure revenues
Lease income867 432 435 1,707 862 845 
Rail revenues37,507 — 37,507 71,175 — 71,175 
Terminal services revenues14,227 11,120 3,107 27,011 21,541 5,470 
Other revenue13,267 3,792 9,475 12,123 13,483 (1,360)
Total infrastructure revenues65,868 15,344 50,524 112,016 35,886 76,130 
Total revenues177,932 96,915 81,017 315,771 174,064 141,707 
Expenses
Operating expenses84,004 31,183 52,821 192,920 56,180 136,740 
General and administrative5,004 3,655 1,349 10,695 7,907 2,788 
Acquisition and transaction expenses9,626 4,399 5,227 15,650 6,042 9,608 
Management fees and incentive allocation to affiliate3,062 4,113 (1,051)7,226 8,103 (877)
Depreciation and amortization56,622 47,371 9,251 114,923 91,906 23,017 
Asset impairment886 89 797 123,676 2,189 121,487 
Interest expense54,373 37,504 16,869 104,971 70,494 34,477 
Total expenses213,577 128,314 85,263 570,061 242,821 327,240 
Other income (expense)
Equity in losses of unconsolidated entities(13,823)(7,152)(6,671)(37,836)(5,778)(32,058)
Gain on sale of assets, net63,645 3,987 59,658 79,933 4,798 75,135 
Loss on extinguishment of debt— (3,254)3,254 — (3,254)3,254 
Interest income590 454 136 1,246 739 507 
Other (expense) income(1,596)(884)(712)(2,055)(703)(1,352)
Total other income (expense)48,816 (6,849)55,665 41,288 (4,198)45,486 
Income (loss) from before income taxes13,171 (38,248)51,419 (213,002)(72,955)(140,047)
Provision for (benefit from) income taxes3,411 (1,640)5,051 6,897 (1,471)8,368 
Net income (loss)9,760 (36,608)46,368 (219,899)(71,484)(148,415)
Less: Net loss attributable to non-controlling interest in consolidated subsidiaries(8,480)(6,625)(1,855)(15,946)(11,586)(4,360)
Less: Dividends on preferred shares6,791 6,551 240 13,582 11,176 2,406 
Net income (loss) attributable to shareholders$11,449 $(36,534)$47,983 $(217,535)$(71,074)$(146,461)


  
Three Months Ended
September 30,
  
  
Nine Months Ended
September 30,
  
 
(in thousands) 2022  2021  Change  2022  2021  Change 
Revenues                  
Lease income $40,273  $40,392  $(119) $111,316  $120,389  $(9,073)
Maintenance revenue  35,507   40,252   (4,745)  112,171   87,763   24,408 
Finance lease income  119   439   (320)  332   1,285   (953)
Aerospace products revenue  53,401   7,730   45,671   94,211   13,284   80,927 
Asset sales revenue  85,488   —   85,488   85,488   —   85,488 
Other revenue  3,461   5,125   (1,664)  8,687   5,761   2,926 
Total revenues  218,249   93,938   124,311   412,205   228,482   183,723 
                         
Expenses                        
Operating expenses  14,612   10,130   4,482   83,651   20,641   63,010 
Cost of sales  95,948   5,367   90,581   120,139   8,577   111,562 
General and administrative  3,354   2,862   492   9,125   7,166   1,959 
Acquisition and transaction expenses  2,848   1,132   1,716   5,449   3,710   1,739 
Management fees and incentive allocation to affiliate  539   2,116   (1,577)  4,692   7,027   (2,335)
Depreciation and amortization  32,877   34,825   (1,948)  106,567   102,194   4,373 
Asset impairment  4,495   859   3,636   128,171   3,048   125,123 
Interest expense  644   584   60   1,910   1,734   176 
Total expenses  155,317   57,875   97,442   459,704   154,097   305,607 
                         
Other (expense) income                        
Equity in losses of unconsolidated entities  (358)  (369)  11   (125)  (1,050)  925 
Gain on sale of assets, net  —   12,685   (12,685)  79,933   17,467   62,466 
Other income (expense)  42   (1,341)  1,383   245   (717)  962 
Total other (expense) income  (316)  10,975   (11,291)  80,053   15,700   64,353 
Income before income taxes  62,616   47,038   15,578   32,554   90,085   (57,531)
Provision for income taxes  3,818   500   3,318   7,252   1,037   6,215 
Net income attributable to shareholders  58,798   46,538   12,260   25,302   89,048   (63,746)
46


The following table sets forth a reconciliation of net income (loss) attributable to shareholders to Adjusted EBITDA:
Three Months Ended June 30,ChangeSix Months Ended
June 30,		Change
(in thousands)2022202120222021
Net income (loss) attributable to shareholders$11,449 $(36,534)$47,983 $(217,535)$(71,074)$(146,461)
Add: Provision for (benefit from) income taxes3,411 (1,640)5,051 6,897 (1,471)8,368 
Add: Equity-based compensation expense1,585 1,439 146 2,294 2,553 (259)
Add: Acquisition and transaction expenses9,626 4,399 5,227 15,650 6,042 9,608 
Add: Losses on the modification or extinguishment of debt and capital lease obligations— 3,254 (3,254)— 3,254 (3,254)
Add: Changes in fair value of non-hedge derivative instruments(1,514)1,391 (2,905)(748)(6,573)5,825 
Add: Asset impairment charges886 89 797 123,676 2,189 121,487 
Add: Incentive allocations— — — — — — 
Add: Depreciation and amortization expense (1)
68,427 54,168 14,259 138,741 106,811 31,930 
Add: Interest expense54,373 37,504 16,869 104,971 70,494 34,477 
Add: Pro-rata share of Adjusted EBITDA from unconsolidated entities (2)
6,977 (11)6,988 12,638 2,391 10,247 
Less: Equity in losses of unconsolidated entities13,823 7,152 6,671 37,836 5,778 32,058 
Less: Non-controlling share of Adjusted EBITDA (3)
(3,716)(3,257)(459)(7,532)(5,286)(2,246)
Adjusted EBITDA (non-GAAP)$165,327 $67,954 $97,373 $216,888 $115,108 $101,780 

(1)
  Three Months Ended
September 30,		  
  
Nine Months Ended
September 30,
  
 
(in thousands) 2022  2021  Change  2022  2021  Change 
Net income attributable to shareholders $58,798  $46,538  $12,260  $25,302  $89,048  $(63,746)
Add: Provision for income taxes  3,818   500   3,318   7,252   1,037   6,215 
Add: Acquisition and transaction expenses  2,848   1,132   1,716   5,449   3,710   1,739 
Add: Asset impairment charges  4,495   859   3,636   128,171   3,048   125,123 
Add: Depreciation and amortization expense (1)
  39,353   41,269   (1,916)  136,860   123,543   13,317 
Add: Interest expense  644   584   60   1,910   1,734   176 
Add: Pro-rata share of Adjusted EBITDA from unconsolidated entities (2)
  (241)  (312)  71   165   (906)  1,071 
Less: Equity in losses of unconsolidated entities  358   369   (11)  125   1,050   (925)
Adjusted EBITDA (non-GAAP) $110,073  $90,939  $19,134  $305,234  $222,264  $82,970 


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

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

34
Revenues

Presentation of assets sales

During the three months ended September 30, 2022, we updated our corporate strategy based on the opportunities available in the market such that the sale of aircraft and engines is now an output of our recurring, ordinary activities. As a result of this update, the transaction price allocated to the sale of assets is included in Revenues in the Consolidated Statement of Operations for the three months ended JuneSeptember 30, 2022 and 2021: (i) depreciation and amortization expenseare accounted for in accordance with ASC 606. The corresponding net book values of $56,622 and $47,371, (ii) lease intangible amortizationthe assets sold are recorded in Cost of $3,310 and $1,198 and (iii) amortization for lease incentivessales in the Consolidated Statement of $8,495 and $5,599, respectively. Includes the following items for the six months ended June 30, 2022 and 2021: (i) depreciation and amortization expense of $114,923 and $91,906, (ii) lease intangible amortization of $6,968 and $1,950 and (iii) amortization for lease incentives of $16,850 and $12,955, respectively.
(2) Includes the following itemsOperations for the three months ended JuneSeptember 30, 20222022. Sales transactions of aircraft and 2021: (i) net loss of $(13,883) and $(7,353), (ii) interest expense of $6,795 and $340, (iii) depreciation and amortization expense of $6,465 and $1,900, (iv) acquisition and transaction expenses of $387 and $—, (v) changes in fair value of non-hedge derivative instruments of $7,118 and $5,078, (vi) equity-based compensation of $95 and $— and (vii) asset impairment of $— and $24, respectively. Includes the following items for the six months ended June 30, 2022 and 2021: (i) net loss of $(35,773) and $(6,173), (ii) interest expense of $13,258 and $527, (iii) depreciation and amortization expense of $12,805 and $3,812, (iv) acquisition and transaction expenses of $391 and $—, (v) changes in fair value of non-hedge derivative instruments of $21,732 and $4,201, (vi) equity-based compensation of $193 and $— and (vii) asset impairment of $32 and $24, respectively.
(3) Includes the following items forengines prior to the three months ended JuneSeptember 30, 2022 were accounted for in accordance with ASC 610-20, Gains and 2021: (i) equity-based compensationlosses from the derecognition of $124nonfinancial assets and $292, (ii) provision for income taxeswere included inGain on sale of $14assets, net on the Consolidated Statement of Operations, as we were previously only occasionally selling these assets. Generally, assets sold were under leasing arrangements with customers prior to sales and $13, (iii) interest expense of $1,319 and $732, (iv) depreciation and amortization expense of $2,321 and $2,172 and (v) changesare included in fair value of non-hedge derivative instruments of $(62) and $48, respectively. IncludesLeasing equipment, net, on the following items for the six months ended June 30, 2022 and 2021: (i) equity-based compensation of $250 and $490, (ii) provision for income taxes of $30 and $26, (iii) interest expense of $2,703 and $1,013, (iv) depreciation and amortization expense of $4,585 and $3,983 and (v) changes in fair value of non-hedge derivative instruments of $(36) and $(226), respectively.Consolidated Balance Sheets.
Revenues
Comparison of the three months ended JuneSeptember 30, 2022 and 2021

Total revenues increased $81.0$124.3 million driven by an increase in (i) asset sales revenue and (ii) Aerospace Products revenue partially offset by decreases in (iii) lease income, (iv) maintenance revenue and (v) other revenue.

Asset sales revenue increased $85.5 million primarily due to higher revenues of $50.5 millionan increase in the Infrastructure business mostly attributablesale of commercial aircraft and engines in our Aviation Leasing segment during 2022. See above discussion regarding presentation of asset sales.

Aerospace Products revenue increased $45.7 million driven by an increase in sales relating to the Transtar segmentCFM56-7B and $30.5 millionCFM56-5B engines, engine modules, spare parts and used material inventory as operations continue to ramp-up in the Aviation Leasing segment.2022. See above discussion regarding presentation of asset sales.
Equipment Leasing
OtherMaintenance revenue increased $26.3 million, which primarily reflects an increase of $25.9decreased $4.7 million in the Aviation Leasing segment, primarily due to the early redelivery of aircraft and lower maintenance billings related to the early termination of aircraft leases with Russian airlines as a result of the sanctions imposed on Russian airlines, partially offset by an increase in the number of aircraft and engines placed on lease and higher aircraft and engine utilization.

Other revenue decreased $1.7 million in the Aviation Leasing segment due to lower end-of lease redelivery compensation.

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

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

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

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

Maintenance revenue increased $7.9$24.4 million in the Aviation Leasing segment, primarily due to an increase in the number of aircraft and engines placed on lease, higher aircraft and engine utilization and higher end-of-lease return compensation, partially offset by a decrease in the recognition of maintenance deposits due to the early redelivery of aircraft and lower maintenance billings related to the early termination of aircraft leases with Russian airlines as a result of the sanctions imposed on Russian airlines.

Other revenue increased $2.9 million in the Aviation Leasing segment due to an increase in end-of lease redelivery compensation.
Lease income decreased $3.4$9.1 million, which primarily reflects (i) a decrease of $3.0$9.1 million in the Aviation Leasing segment primarily due to the early termination of aircraft and engine leases as a result of the sanctions imposed on Russian airlines. Basic lease revenues from our owned aircraft and engines leased to Russian airlines and (ii) awould have been approximately $30.2 million for the nine months ended September 30, 2022. This decrease of $0.4 millionis partially offset by an increase in the offshore energy business as onenumber of our vessels was on-hire longer in 2021 compared to 2022 due to a necessary crane repair in 2022.aircraft and engines placed on lease.

4735

Expenses
Infrastructure
Rail revenues increased $37.5 million due to our acquisition of Transtar in July 2021.
Other revenue increased $9.5 million, primarily due to the acquisition of a majority stake in and consolidation of FYX during the quarter.
Comparison of the sixthree months ended JuneSeptember 30, 2022 and 2021

Total revenuesexpenses increased $141.7$97.4 million, primarily due to higher (i) cost of sales, (ii) operating expenses (iii) asset impairment and (iv) acquisition and transaction expenses, partially offset by lower (v) depreciation and amortization and (vi) management fees and incentive allocation to affiliate.

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

Operating expenses increased $4.5 million which primarily reflects:

an increase of $72.1 million in the Transtar segment, $59.4$3.3 million in the Aviation Leasing segment, $10.1 million attributable to the acquisitionSegment primarily as a result of FYX,an increase in insurance expense, shipping and storage fees, professional fees and other operating expenses, partially offset by lower revenuesa decrease in provision for credit losses.

an increase of $10.8$1.7 million in the Ports and Terminals segment.
Equipment Leasing
Other revenue increased $41.4 million, which primarily reflects an increase of $39.8 million in the Aviation Leasing segmentAerospace Products Segment primarily due to an increase in engine modules, spare parts andcommission expenses due to the increase in sales from the used material inventory sales.program as well as an increase in professional fees and other operating expenses due to the ramp-up of Aerospace Products.
Maintenance revenue
Asset impairment increased $29.2$3.6 million for the adjustment of the carrying value of leasing equipment to fair value in our Aviation Leasing segment. See Note 3 to the consolidated financial statements for additional information.

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

Depreciation and amortization decreased $1.9 million primarily due to an increase in the number of aircraft redelivered and engines placed on lease,parted out into our engine leasing pool.

Management fees and incentive allocation to affiliate decreased $1.6 million driven by lower management fees allocated to the Company.

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

Total expenses increased $305.6 million, primarily due to higher aircraft(i) asset impairment charges, (ii) cost of sales, (iii) operating expenses, (iv) depreciation and engine utilization and higher end-of-lease return compensation,amortization, partially offset by a decrease in the recognition of maintenance depositslower (v) management fees and incentive allocation to affiliate.

Asset impairment increased $125.1 million primarily due to the early redeliverywrite down of aircraft and lower maintenance billings relatedengines located in Ukraine and Russia that may not be recoverable. See Note 3 to the early terminationconsolidated financial statements for additional information.

Cost of aircraft leases with Russian airlinessales increased $111.6 million primarily as a result of an increase in asset sales and the sanctions imposed on Russian airlines.gross presentation of asset sales revenue and Aerospace Product revenues as described above.
Lease income decreased $4.4
Operating expenses increased $63.0 million which primarily reflects (i) a decreasereflects:

an increase of $9.0$58.0 million in the Aviation Leasing segment primarily due to the early terminationas a result of aircraft and engine leasesan increase in provision for credit losses as a result of the sanctions imposed on Russian airlines, partially offset by (ii) an increase in insurance expense, shipping and storage fees, professional fees and repairs and maintenance expenses.

an increase of $4.6 million in the offshore energy business as two of our vessels were on-hire longer in 2022 compared to 2021.
Infrastructure
Rail revenues increased $71.2 million due to our acquisition of Transtar in July 2021.
Other revenue decreased $1.4 million,Aerospace Products segment primarily due to a loss on butane forward purchase contracts at Repauno, partially offset by the acquisition of a majority stake in and consolidation of FYX during the second quarter.
Expenses
Comparison of the three months ended June 30, 2022 and 2021
Total expenses increased $85.3 million, primarily due to higher (i) operating expenses, (ii) interest expense, (iii) depreciation and amortization and (iv) acquisition and transaction expenses.
Operating expenses increased $52.8 million which primarily reflects:
•an increase in compensation and benefits of $12.7 million primarilycommission expenses due to the acquisition of Transtarincrease in July 2021;
•sales from the used material program as well as an increase in professional fees and other operating expenses due to the ramp-up of $21.1Aerospace Products.

Depreciation and amortization increased $4.4 million in costs of sales which primarily reflects (i)driven by an increase in the number of $13.5 million in costs associated with the sale of inventoryassets owned and on lease in the Aviation Leasing segment, and (ii) an increase of $7.8 in Corporate and Other related to the acquisition and consolidation of FYX in the second quarter; and
•an increase of $8.2 million in facility operating expense which primarily reflects (i) an increase of $6.9 million due to the acquisition of Transtar in July 2021 and (ii) an increase of $1.3 million in the Jefferson Terminal segment due to increased activity.
Interest expense increased $16.9 million, primarily due to:
•an increase of $13.9 million in Corporate and Other which reflectspartially offset by an increase in the average outstanding debtnumber of approximately $830.4aircraft redelivered and parted out into our engine leasing pool.

Management fees and incentive allocation to affiliate decreased $2.3 million due to increases in (i) the Senior Notes due 2028 of $502.3 million, (ii) the 2021 Bridge Loans of $339.8 million and (iii) the Revolving Credit Facility of $121.8 million, partially offsetdriven by a decrease in (iv) the Senior Notes due 2022 of $133.1 million, which was redeemed in full in May 2021; and
•an increase of $2.9 million at Jefferson Terminal duelower management fees allocated to the issuance of the Series 2021 Bonds in August 2021 and additional borrowings related to the EB-5 Loan Agreement.Company.
Depreciation and amortization increased $9.3 million primarily due to (i) additional assets acquired in the Aviation Leasing segment, (ii) the acquisition of Transtar in July 2021 and (ii) assets placed into service at Jefferson Terminal.
Acquisition and transaction expenses increased $5.2 million primarily due to professional fees related to strategic transactions.
Comparison of the six months ended June 30, 2022 and 2021
Total expenses increased $327.2 million, primarily due to higher (i) asset impairment charges, (ii) operating expenses, (iii) interest expense, (iv) depreciation and amortization and (v) acquisition and transaction expenses.
Asset impairment increased $121.5 million due to impairment charges related to assets held in Ukraine and Russia.
Operating expenses increased $136.7 million which primarily reflects:
48


•an increase in bad debt of $48 million which mainly reflects the write-off of receivables related to assets in Russia and Ukraine;
•an increase in compensation and benefits of $23.6 million primarily due to the acquisition of Transtar in July 2021;
•an increase of $23.3 million in costs associated with the sale of inventory in the Aviation Leasing segment; and
•an increase of $14.6 million in facility operating expense which primarily reflects (i) an increase of $12.1 million due to the acquisition of Transtar in July 2021, and (ii) an increase of $2.7 million in the Jefferson Terminal segment due to increased activity.
Interest expense increased $34.5 million, primarily due to:
•an increase of $26.5 million in Corporate and Other which reflects an increase in the average outstanding debt of approximately $893.3 million due to increases in (i) the Senior Notes due 2028 of $752.3 million, (ii) the 2021 Bridge Loans of $299.9 million and (iii) the Revolving Credit Facility of $107.6 million, partially offset by a decrease in (iv) the Senior Notes due 2022 of $266.1 million, which was redeemed in full in May 2021; and
•an increase of $7.8 million at Jefferson Terminal due to the issuance of the Series 2021 Bonds in August 2021 and additional borrowings related to the EB-5 Loan Agreement.
Depreciation and amortization increased $23.0 million primarily due to (i) additional assets acquired in the Aviation Leasing segment, (ii) the acquisition of Transtar in July 2021 and (ii) assets placed into service at Jefferson Terminal.
Acquisition and transaction expenses increased $9.6 million primarily due to professional fees related to strategic transactions.
Other income (expense)

Total other income increased $55.7decreased $11.3 million during three months ended JuneSeptember 30, 2022 which primarily reflects an increasea decrease of $59.7$12.7 million in gain on sale of assets, net in the Aviation Leasing segment, partially offset by an increaseand Aerospace Products segments from less opportunistic asset sales. See above discussion regarding presentation of $6.7 million in equity in losses of unconsolidated entities primarily due to unrealized losses on power swaps at Long Ridge.asset sales.

Total other income increased $45.5$64.4 million during sixnine months ended JuneSeptember 30, 2022 which primarily reflects an increase of  $75.1$62.5 million in gain on sale of assets, net in the Aviation Leasing segment, partially offset by an increaseand Aerospace Products segments from opportunistic asset sales transactions. See above discussion regarding presentation of $32.1 million in equity in losses of unconsolidated entities primarily due to unrealized losses on power swaps at Long Ridge.asset sales.

36
Net income (loss)attributable to shareholders

Net loss decreased $46.4income increased $12.3 million for the  three months ended JuneSeptember 30, 2022 and increased $148.4decreased $63.7 million for the sixnine months ended JuneSeptember 30, 2022 as compared to the same periods during the prior yearsyear primarily due to the changes noted above.

Adjusted EBITDA (Non-GAAP)

Adjusted EBITDA increased $97.4$19.1 million and $101.8$83.0 million during the three and sixnine months ended JuneSeptember 30, 2022, respectively, primarily due to the changes noted above.
49


Aviation Leasing Segment

As of JuneSeptember 30, 2022, in our Aviation Leasing segment, we own and manage 351325 aviation assets, consisting of 10796 commercial aircraft and 244229 engines, including four aircraft and two engines that were still located in Ukraine and eight aircraft and seventeen engines that were still located in Russia.

As of JuneSeptember 30, 2022, 7873 of our commercial aircraft and 135124 of our engines were leased to operators or other third parties. Aviation assets currently off lease are either undergoing repair and/or maintenance, being prepared to go on lease or held in short term storage awaiting a future lease. Our aviation equipment was approximately 73%72% utilized during the three months ended JuneSeptember 30, 2022, based on the percent of days on-lease in the quarter weighted by the monthly average equity value of our aviation leasing equipment, excluding airframes. Our aircraft currently have a weighted average remaining lease term of 4139 months, and our engines currently on-lease have an average remaining lease term of 1413 months. The table below provides additional information on the assets in our Aviation Leasing segment:
Aviation AssetsWidebodyNarrowbodyTotal
Aircraft
Assets at January 1, 202213 95 108 
Purchases1 21 22 
Sales(3)(1)(4)
Transfers(2)(17)(19)
Assets at June 30, 20229 98 107 
Engines
Assets at January 1, 202268 139 207 
Purchases1 36 37 
Sales(10)(19)(29)
Transfers5 24 29 
Assets at June 30, 202264 180 244 

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

5037

The following table presents our results of operations:
Three Months Ended June 30,ChangeSix Months Ended
June 30,		Change
(in thousands)2022202120222021
Equipment leasing revenues
Lease income$37,196 $40,208 $(3,012)$71,043 $79,997 $(8,954)
Maintenance revenue39,932 32,003 7,929 76,664 47,511 29,153 
Finance lease income102 443 (341)213 846 (633)
Other revenue31,701 5,789 25,912 46,036 6,190 39,846 
Total revenues108,931 78,443 30,488 193,956 134,544 59,412 
Expenses
Operating expenses26,226 9,145 17,081 92,428 13,395 79,033 
Acquisition and transaction expenses919 836 83 1,949 2,032 (83)
Depreciation and amortization37,328 33,732 3,596 76,657 66,295 10,362 
Asset impairment886 89 797 123,676 2,189 121,487 
Total expenses65,359 43,802 21,557 294,710 83,911 210,799 
Other income
Equity in earnings (losses) of unconsolidated entities35 (341)376 233 (681)914 
Gain on sale of assets, net63,645 3,971 59,674 79,933 4,782 75,151 
Interest income38 357 (319)203 624 (421)
Total other income63,718 3,987 59,731 80,369 4,725 75,644 
Income (loss) before income taxes107,290 38,628 68,662 (20,385)55,358 (75,743)
Provision for (benefit from) income taxes1,963 (4)1,967 3,020 (46)3,066 
Net income (loss)105,327 38,632 66,695 (23,405)55,404 (78,809)
Less: Net loss attributable to non-controlling interest in consolidated subsidiaries— — — — — — 
Net income (loss) attributable to shareholders$105,327 $38,632 $66,695 $(23,405)$55,404 $(78,809)


  
Three Months Ended
September 30,
  
  
Nine Months Ended
September 30,
  
 
(in thousands) 2022  2021  Change  2022  2021  Change 
Revenues                  
Lease income $40,273  $40,392  $(119) $111,316  $120,389  $(9,073)
Maintenance revenue  35,507   40,252   (4,745)  112,171   87,763   24,408 
Finance lease income  119   439   (320)  332   1,285   (953)
Asset sales revenue  85,488   —   85,488   85,488   —   85,488 
Other revenue  3,461   5,125   (1,664)  8,687   5,761   2,926 
Total revenues  164,848   86,208   78,640   317,994   215,198   102,796 
                         
Expenses                        
Operating expenses  10,533   7,282   3,251   72,135   14,177   57,958 
Cost of sales  64,855   —   64,855   64,855   —   64,855 
Acquisition and transaction expenses  247   234   13   624   804   (180)
Depreciation and amortization  32,728   34,718   (1,990)  106,180   101,992   4,188 
Asset impairment  4,495   859   3,636   128,171   3,048   125,123 
Total expenses  112,858   43,093   69,765   371,965   120,021   251,944 
                         
Other (expense) income                        
Equity in (losses) earnings of unconsolidated entities  (45)  —   (45)  753   —   753 
Gain on sale of assets, net  —   10,961   (10,961)  61,371   15,751   45,620 
Other income (expense)  42   (1,341)  1,383   245   (717)  962 
Total other (expense) income  (3)  9,620   (9,623)  62,369   15,034   47,335 
Income before income taxes  51,987   52,735   (748)  8,398   110,211   (101,813)
Provision for income taxes  1,232   610   622   2,197   1,048   1,149 
Net income attributable to shareholders  50,755   52,125   (1,370)  6,201   109,163   (102,962)
51


The following table sets forth a reconciliation of net income (loss) attributable to shareholders to Adjusted EBITDA:
Three Months Ended June 30,ChangeSix Months Ended
June 30,		Change
(in thousands)2022202120222021
Net income (loss) attributable to shareholders$105,327 $38,632 $66,695 $(23,405)$55,404 $(78,809)
Add: Provision for (benefit from) income taxes1,963 (4)1,967 3,020 (46)3,066 
Add: Equity-based compensation expense— — — — — — 
Add: Acquisition and transaction expenses919 836 83 1,949 2,032 (83)
Add: Losses on the modification or extinguishment of debt and capital lease obligations— — — — — — 
Add: Changes in fair value of non-hedge derivative instruments— — — — — — 
Add: Asset impairment charges886 89 797 123,676 2,189 121,487 
Add: Incentive allocations— — — — — — 
Add: Depreciation and amortization expense (1)
49,133 40,529 8,604 100,475 81,200 19,275 
Add: Interest expense— — — — — — 
Add: Pro-rata share of Adjusted EBITDA from unconsolidated entities (2)
152 (286)438 406 (594)1,000 
Less: Equity in (earnings) losses of unconsolidated entities(35)341 (376)(233)681 (914)
Less: Non-controlling share of Adjusted EBITDA— — — — — — 
Adjusted EBITDA (non-GAAP)$158,345 $80,137 $78,208 $205,888 $140,866 $65,022 

(1) Includes the following items for the three months ended June 30, 2022 and 2021: (i) depreciation expense of $37,328 and $33,732, (ii) lease intangible amortization of $3,310 and $1,198 and (iii) amortization for lease incentives of $8,495 and $5,599, respectively. Includes the following items for the six months ended June 30, 2022 and 2021: (i) depreciation expense of $76,657 and $66,295, (ii) lease intangible amortization of $6,968 and $1,950 and (iii) amortization for lease incentives of $16,850 and $12,955, respectively.
(2) Includes the following items for the three months ended June 30, 2022 and 2021: (i) net income (loss) of $36 and $(341) and (ii) depreciation and amortization of $116 and $55, respectively. Includes the following items for the six months ended June 30, 2022 and 2021: (i) net income (loss) of $234 and $(681) and (ii) depreciation and amortization of $172 and $87, respectively.
  Three Months Ended September 30,  
  
Nine Months Ended
September 30,
  
 
(in thousands) 2022  2021  Change  2022  2021  Change 
Net income attributable to shareholders $50,755  $52,125  $(1,370) $6,201  $109,163  $(102,962)
Add: Provision for income taxes  1,232   610   622   2,197   1,048   1,149 
Add: Acquisition and transaction expenses  247   234   13   624   804   (180)
Add: Asset impairment charges  4,495   859   3,636   128,171   3,048   125,123 
Add: Depreciation and amortization expense (1)
  39,204   41,162   (1,958)  136,473   123,341   13,132 
Add: Pro-rata share of Adjusted EBITDA from unconsolidated entities (2)
  16   —   16   875   —   875 
Less: Equity in (earnings) losses of unconsolidated entities  45   —   45   (753)  —   (753)
Adjusted EBITDA (non-GAAP) $95,994  $94,990  $1,004  $273,788  $237,404  $36,384 


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

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

Revenues

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

Total revenue increased $30.5$78.6 million driven by higher other revenue and maintenancean increase in asset sales revenue, partially offset by lower lease income.maintenance revenue and other revenue.
•Other
Asset sales revenue increased $25.9$85.5 million primarily due to an increase in the sale of commercial aircraft and engines during 2022. See above discussion regarding presentation of asset sales.

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

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

Comparison of the nine months ended September 30, 2022 and used material inventory sales;2021
•
Total revenue increased $102.8 million driven by an increase in asset sales revenue, maintenance revenue and other revenue, partially offset by a decrease in lease income.

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

Maintenance revenue increased $7.9$24.4 million primarily due to an increase in the number of aircraft and engines placed on lease, higher aircraft and engine utilization and higher end-of-lease return compensation, partially offset by a decrease in the recognition of maintenance deposits due to the early redelivery of aircraft and lower maintenance billings related to the early termination of aircraft leases with Russian airlines as a result of the sanctions imposed on Russian airlines; andairlines.
•Lease income decreased $3.0 million primarily due to the early termination of aircraft and engine leases as a result of the sanctions imposed on Russian airlines. Basic lease revenues from our owned aircraft and engines leased to Russian airlines would have been approximately $10.1 million for the three months ended June 30, 2022. This decrease is partially offset by an increase in the number of aircraft and engines placed on lease.
Comparison of the six months ended June 30, 2022 and 2021
Total revenue increased $59.4 million driven by higher other revenue and maintenance revenue, partially offset by lower lease income.
•Other revenue increased $39.8$2.9 million primarily due to an increase in engine modules, spare parts and used material inventory sales;end-of lease redelivery compensation.
•Maintenance revenue increased $29.2 million primarily due to an increase in the number of aircraft and engines placed on lease, higher aircraft and engine utilization and higher end-of-lease return compensation, partially offset by a decrease in the recognition of maintenance deposits due to the early redelivery of aircraft and lower maintenance
52


billings related to the early termination of aircraft leases with Russian airlines as a result of the sanctions imposed on Russian airlines; and
•Lease income decreased $9.0$9.1 million primarily due to the early termination of aircraft and engine leases as a result of the sanctions imposed on Russian airlines. Basic lease revenues from our owned aircraft and engines leased to Russian airlines would have been approximately $20.9$30.2 million for the sixnine months ended JuneSeptember 30, 2022. This decrease is partially offset by an increase in the number of aircraft and engines placed on lease.

Expenses

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

Total expenses increased $21.6$69.8 million primarily due todriven by an increase in the cost of sales, asset impairment and operating expenses, andpartially offset by a decrease in depreciation and amortization expense.
•Operating expenses
Cost of sales increased $17.1$64.9 million primarily as a result of an increase in costs associated withasset sales and the salegross presentation of engine modules, spare partsasset sales revenues and used material inventory and increasesrelated cost of sales as described above.

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

Operating expenses increased $3.3 million primarily as a result of an increase in insurance expense, shipping and storage fees, professional fees and other operating expenses.expenses, partially offset by a decrease in provision for credit losses.
•
Depreciation and amortization expense decreased $2.0 million driven by an increase in the number of aircraft redelivered and parted out into our engine leasing pool.

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

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

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

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

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

Depreciation and amortization expense increased $3.6$4.2 million driven by an increase in the number of assets owned and on lease, partially offset by an increase in the number of aircraft redelivered and parted out into our engine leasing pool.
Comparison of the six months ended June 30, 2022 and 2021
Total expenses increased $210.8 million primarily due to an increase in asset impairment expense, operating expenses and depreciation and amortization expense.
•Asset impairment increased $121.5 million for the adjustment of the carrying value of leasing equipment to fair value, primarily due to the write down of aircraft and engines located in Ukraine and Russia that may not be recoverable. See Note 3 to the consolidated financial statements for additional information;
•Operating expenses increased $79.0 million primarily as a result of an increase in bad debt expense as a result of the sanctions imposed on Russian airlines, an increase in costs associated with the sale of engine modules, spare parts and used material inventory and increases in shipping and storage fees, professional fees, repairs and maintenance fees and other operating expenses; and
•Depreciation and amortization expense increased $10.4 million driven by an increase in the number of assets owned and on lease, partially offset by an increase in the number of aircraft redelivered and parted out into our engine leasing pool.
Other income (expense)

Total other income increased $59.7decreased $9.6 million during the three months ended JuneSeptember 30, 2022 primarily due to a decrease of $11.0 million in gain on sale of assets, net. See above discussion regarding presentation of asset sales.

Total other income increased $47.3 million during the nine months ended September 30, 2022 primarily due to (i) an increase of $59.7$45.6 million in gain on the sale of leasing equipment in 2022.
Total other income increased $75.6 million during the six months ended June 30, 2022 primarilyassets, net due to more opportunistic sales transactions and (ii) an increase of $75.2$0.8 million in gain on the sale of leasing equipment in 2022 and an increase of $0.9 million in Aviation Leasing’sour proportionate share of unconsolidated entities’ net income.

39
Index
Adjusted EBITDA (Non-GAAP)

Adjusted EBITDA increased $78.2$1.0 million and $65.0$36.4 million during the three and sixnine months ended JuneSeptember 30, 2022, respectively, primarily due to the changes noted above.
53

Aerospace Products Segment

Jefferson Terminal SegmentThe Aerospace Products segment develops, manufactures, repairs, and sells aircraft engines and aftermarket components primarily for the CFM56-7B and CFM56-5B commercial aircraft engines. Our engine and module sales are facilitated through The Module Factory, a dedicated commercial maintenance center designed to focus on modular repair and refurbishment of CFM56-7B and CFM56-5B engines. Used serviceable material is sold through our exclusive partnership with AAR Corp, who is responsible for the teardown, repair, marketing and sales of spare parts from our CFM56 engine pool. We also hold a 25% interest in the Advanced Engine Repair JV which focuses on developing new cost savings programs for engine repairs.

The following table presents our results of operations:
Three Months Ended June 30,ChangeSix Months Ended
June 30,		Change
(in thousands)2022202120222021
Infrastructure revenues
Lease income$314 $432 $(118)$666 $862 $(196)
Terminal services revenues14,214 11,095 3,119 26,908 21,384 5,524 
Total revenues14,528 11,527 3,001 27,574 22,246 5,328 
Expenses
Operating expenses14,261 11,777 2,484 27,384 23,498 3,886 
Depreciation and amortization9,739 9,315 424 19,439 17,033 2,406 
Interest expense6,127 3,213 2,914 12,237 4,416 7,821 
Total expenses30,127 24,305 5,822 59,060 44,947 14,113 
Other expense
Other expense(1,291)(886)(405)(1,390)(705)(685)
Total other expense(1,291)(886)(405)(1,390)(705)(685)
Loss before income taxes(16,890)(13,664)(3,226)(32,876)(23,406)(9,470)
Provision for income taxes68 59 9 137 116 21 
Net loss(16,958)(13,723)(3,235)(33,013)(23,522)(9,491)
Less: Net loss attributable to non-controlling interest in consolidated subsidiaries(8,135)(6,538)(1,597)(15,271)(11,554)(3,717)
Net loss attributable to shareholders$(8,823)$(7,185)$(1,638)$(17,742)$(11,968)$(5,774)

  Three Months Ended September 30,  
  
Nine Months Ended
September 30,
  
 
(in thousands) 2022  2021  Change  2022  2021  Change 
Aerospace products revenue $53,401  $7,730  $45,671  $94,211  $13,284  $80,927 
                         
Expenses                        
Operating expenses  3,491   
1,774
   
1,717
   8,094   
3,519
   
4,575
 
Cost of sales  31,093   
5,367
   
25,726
   55,284   
8,577
   
46,707
 
Acquisition and transaction expenses  15   
—
   
15
   15   
—
   
15
 
Depreciation and amortization  77   
40
   
37
   178   
40
   
138
 
Total expenses  34,676   
7,181
   
27,495
   63,571   
12,136
   
51,435
 
                         
Other (expense) income                        
Equity in losses of unconsolidated entities  (313)  
(369
)
  
56
   (878)  
(1,050
)
  
172
 
Gain on sale of assets, net  —   
1,724
   
(1,724
)
  18,562   
1,716
   
16,846
 
Total other (expense) income  (313)  
1,355
   
(1,668
)
  17,684   
666
   
17,018
 
Income before income taxes  18,412   
1,904
   
16,508
   48,324   
1,814
   
46,510
 
Provision for (benefit from) income taxes  2,586   
(110
)
  
2,696
   5,055   
(11
)
  
5,066
 
Net income attributable to shareholders  15,826   
2,014
   
13,812
   43,269   
1,825
   
41,444
 
54


The following table sets forth a reconciliation of net loss attributable to shareholders to Adjusted EBITDA:
Three Months Ended June 30,ChangeSix Months Ended
June 30,		Change
(in thousands)2022202120222021
Net loss attributable to shareholders$(8,823)$(7,185)$(1,638)$(17,742)$(11,968)$(5,774)
Add: Provision for income taxes68 59 9 137 116 21 
Add: Equity-based compensation expense538 1,270 (732)1,076 2,111 (1,035)
Add: Acquisition and transaction expenses— — — — — — 
Add: Losses on the modification or extinguishment of debt and capital lease obligations— — — — — — 
Add: Changes in fair value of non-hedge derivative instruments— — — — — — 
Add: Asset impairment charges— — — — — — 
Add: Incentive allocations— — — — — — 
Add: Depreciation and amortization expense9,739 9,315 424 19,439 17,033 2,406 
Add: Interest expense6,127 3,213 2,914 12,237 4,416 7,821 
Add: Pro-rata share of Adjusted EBITDA from unconsolidated entities— — — — — — 
Less: Equity in earnings of unconsolidated entities— — — — — — 
Less: Non-controlling share of Adjusted EBITDA (1)
(3,491)(3,117)(374)(7,183)(5,325)(1,858)
Adjusted EBITDA (non-GAAP)$4,158 $3,555 $603 $7,964 $6,383 $1,581 

(1) Includes the following items for the three months ended June 30, 2022 and 2021: (i) equity-based compensation of $115 and $286, (ii) provision for income taxes of $14 and $13, (iii) interest expense of $1,299 and $722 and (iv) depreciation and amortization expense of $2,063 and $2,096, respectively. Includes the following items for the six months ended June 30, 2022 and 2021: (i) equity-based compensation of $235 and $475, (ii) provision for income taxes of $30 and $26, (iii) interest expense of $2,673 and $993 and (iv) depreciation and amortization expense of $4,245 and $3,831, respectively.
Revenues
Total revenues increased $3.0 million during the three months ended June 30, 2022 which reflects an increase in terminal services revenue of $3.1 million primarily due to higher volumes.
Total revenues increased $5.3 million during the six months ended June 30, 2022 which reflects an increase in terminal services revenue of $5.5 million primarily due to higher volumes.
Expenses
Total expenses increased $5.8 million during the three months ended June 30, 2022, which reflects:
•an increase in interest expense of $2.9 million due to the issuance of the Series 2021 Bonds in August 2021 and additional borrowings related to the EB-5 Loan Agreement;
•an increase in operating expenses of $2.5 million primarily due to increased terminal activity; and
•an increase in depreciation and amortization of $0.4 million due to additional assets being placed into service.
Total expenses increased $14.1 million during the six months ended June 30, 2022, which reflects:
•an increase in interest expense of $7.8 million due to the issuance of the Series 2021 Bonds in August 2021 and additional borrowings related to the EB-5 Loan Agreement;
•an increase in operating expenses of $3.9 million primarily due to increased terminal activity; and
•an increase in depreciation and amortization of $2.4 million due to additional assets being placed into service.
Adjusted EBITDA (Non-GAAP)
Adjusted EBITDA increased $0.6 million and $1.6 million during the three and six months endedJune 30, 2022, respectively, primarily due to the changes noted above.
55


Ports and Terminals
The following table presents our results of operations:
Three Months Ended June 30,ChangeSix Months Ended
June 30,		Change
(in thousands)2022202120222021
Revenues
Rail revenues$— $— $— $86 $— $86 
Terminal services revenues13 25 (12)103 157 (54)
Other revenue1,627 2,319 (692)(535)10,283 (10,818)
Total revenues1,640 2,344 (704)(346)10,440 (10,786)
Expenses
Operating expenses4,283 3,828 455 8,166 6,930 1,236 
Depreciation and amortization2,376 2,216 160 4,745 4,427 318 
Interest expense342 295 47 629 574 55 
Total expenses7,001 6,339 662 13,540 11,931 1,609 
Other expense
Equity in losses of unconsolidated entities(12,971)(7,015)(5,956)(36,520)(5,473)(31,047)
Gain on sale of equipment, net— 16 (16)— 16 (16)
Interest income— 91 (91)— 91 (91)
Total other expense(12,971)(6,908)(6,063)(36,520)(5,366)(31,154)
Loss before income taxes(18,332)(10,903)(7,429)(50,406)(6,857)(43,549)
Benefit from income taxes— (1,621)1,621 — (1,467)1,467 
Net loss(18,332)(9,282)(9,050)(50,406)(5,390)(45,016)
Less: Net loss attributable to non-controlling interest in consolidated subsidiaries(320)(87)(233)(650)(32)(618)
Net loss attributable to shareholders$(18,012)$(9,195)$(8,817)$(49,756)$(5,358)$(44,398)
56


The following table sets forth a reconciliation of net loss attributable to shareholders to Adjusted EBITDA:
Three Months Ended June 30,ChangeSix Months Ended
June 30,		Change
(in thousands)2022202120222021
Net loss attributable to shareholders$(18,012)$(9,195)$(8,817)$(49,756)$(5,358)$(44,398)
Add: Benefit from income taxes— (1,621)1,621 — (1,467)1,467 
Add: Equity-based compensation expense150 169 (19)321 442 (121)
Add: Acquisition and transaction expenses— — — — — — 
Add: Losses on the modification or extinguishment of debt and capital lease obligations— — — — — — 
Add: Changes in fair value of non-hedge derivative instruments(1,514)1,391 (2,905)(748)(6,573)5,825 
Add: Asset impairment charges— — — — — — 
Add: Incentive allocations— — — — — — 
Add: Depreciation and amortization expense2,376 2,216 160 4,745 4,427 318 
Add: Interest expense342 295 47 629 574 55 
Add: Pro-rata share of Adjusted EBITDA from unconsolidated entities (1)
7,472 246 7,226 13,567 2,951 10,616 
Less: Equity in losses of unconsolidated entities12,971 7,015 5,956 36,520 5,473 31,047 
Less: Non-controlling share of Adjusted EBITDA (2)
(110)(140)30 (234)39 (273)
Adjusted EBITDA (non-GAAP)$3,675 $376 $3,299 $5,044 $508 $4,536 

(1) Includes the following items for the three months ended June 30, 2022 and 2021: (i) net (loss) of $(12,972) and $(7,015), (ii) interest expense of $6,604 and $314, (iii) depreciation and amortization expense of $6,240 and $1,845, (iv) acquisition and transaction expenses of $387 and $—, (v) changes in fair value of non-hedge derivative instruments of $7,118 and $5,078, (vi) equity-based compensation of $95 and $—, and (vii) asset impairment of $— and $24, respectively. Includes the following items for the six months ended June 30, 2022 and 2021: (i) net loss of $(34,352) and $(5,473), (ii) interest expense of $13,047 and $474, (iii) depreciation and amortization expense of $12,524 and $3,725, (iv) acquisition and transaction expenses of $391 and $—, (v) changes in fair value of non-hedge derivative instruments of $21,732 and $4,201, (vi) equity-based compensation of $193 and $— and (vii) asset impairment of $32 and $24, respectively.
(2) Includes the following items for the three months ended June 30, 2022 and 2021: (i) equity-based compensation of $9 and $6, (ii) interest expense of $20 and $10, (iii) depreciation and amortization expense of $143 and $76 and (iv) changes in fair value of non-hedge derivative instruments of $(62) and $48, respectively. Includes the following items for the six months ended June 30, 2022 and 2021: (i) equity-based compensation of $15 and $15, (ii) interest expense of $30 and $20, (iii) depreciation and amortization expense of $225 and $152 and (iv) changes in fair value of non-hedge derivative instruments of $(36) and $(226), respectively.
Revenues
Total revenue decreased $0.7 million during the three months ended June 30, 2022primarily due to a loss on butane forward purchase contracts at Repauno.
Total revenue decreased $10.8 million during the six months ended June 30, 2022primarily due to a loss on butane forward purchase contracts at Repauno.
Expenses
Total expenses increased $0.7 million during the three months ended June 30, 2022 which reflects (i) higher operating expenses of $0.5 million due to increased activity at Repauno and (ii) higher depreciation and amortization of $0.2 million due to additional assets placed into service at Repauno.
Total expenses increased $1.6 million during the six months ended June 30, 2022 which reflects (i) higher operating expenses of $1.2 million due to increased activity at Repauno and (ii) higher depreciation and amortization of $0.3 million due to additional assets placed into service at Repauno.
Other expense
Total other expense increased $6.1 million and $31.2 million during the three and six months endedJune 30, 2022, respectively, which reflects an increase in equity method losses from unconsolidated entities primarily due to unrealized and realized losses on power swaps at Long Ridge.
Adjusted EBITDA (Non-GAAP)
Adjusted EBITDA increased $3.3 million and $4.5 million during the three and six months endedJune 30, 2022, respectively, primarily due to the changes noted above.
57


Transtar
The following table presents our results of operations:
Three Months Ended June 30,ChangeSix Months Ended
June 30,		Change
(in thousands)2022202120222021
Infrastructure revenues
Lease income$553 $— $553 $1,041 $— $1,041 
Rail revenues37,507 — 37,507 71,089 — 71,089 
Total revenues38,060 — 38,060 72,130 — 72,130 
Expenses
Operating expenses19,826 — 19,826 38,889 — 38,889 
Acquisition and transaction expenses149 — 149 355 — 355 
Depreciation and amortization4,696 — 4,696 9,455 — 9,455 
Interest expense15 — 15 75 — 75 
Total expenses24,686 — 24,686 48,774 — 48,774 
Other expense
Other expense(305)— (305)(665)— (665)
Total other expense(305)— (305)(665)— (665)
Income before income taxes13,069 — 13,069 22,691 — 22,691 
Provision for income taxes2,217 — 2,217 4,296 — 4,296 
Net income10,852 — 10,852 18,395 — 18,395 
Less: Net income attributable to non-controlling interest in consolidated subsidiaries— — — — — — 
Net income attributable to shareholders$10,852 $— $10,852 $18,395 $— $18,395 
The following table sets forth a reconciliation of net income attributable to shareholders to Adjusted EBITDA:
Three Months Ended June 30,ChangeSix Months Ended
June 30,		Change
(in thousands)2022202120222021
Net income attributable to shareholders$10,852 $— $10,852 $18,395 $— $18,395 
Add: Provision for income taxes2,217 — 2,217 4,296 — 4,296 
Add: Equity-based compensation expense897 — 897 897 — 897 
Add: Acquisition and transaction expenses149 — 149 355 — 355 
Add: Losses on the modification or extinguishment of debt and capital lease obligations— — — — — — 
Add: Changes in fair value of non-hedge derivative instruments— — — — — — 
Add: Asset impairment charges— — — — — — 
Add: Incentive allocations— — — — — — 
Add: Depreciation and amortization expense4,696 — 4,696 9,455 — 9,455 
Add: Interest expense15 — 15 75 — 75 
Add: Pro-rata share of Adjusted EBITDA from unconsolidated entities— — — — — — 
Less: Equity in earnings of unconsolidated entities— — — — — — 
Less: Non-controlling share of Adjusted EBITDA— — — — — — 
Adjusted EBITDA$18,826 $— $18,826 $33,473 $— $33,473 

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

58
(1)Includes the following items for the three months ended September 30, 2022 and 2021: (i) net loss of $313 and $369 and (ii) depreciation and amortization of $56 and $57, respectively. Includes the following items for the nine months ended September 30, 2022 and 2021: (i) net loss of  $878 and $1,050 and (ii) depreciation and amortization of $168 and $144, respectively.

40
Index

Revenues

Financial results forComparison of the three and sixnine months ended JuneSeptember 30, 2022 and 2021
Revenues
Total revenues were $38.1Aerospace Products revenue increased $45.7 million and $72.1 million for during the three and six months endedJune September 30, 2022 respectively, which primarily consistsdriven by an increase in sales relating to the CFM56-7B and CFM56-5B engines, engine modules, spare parts and used material inventory as operations continue to ramp-up in 2022. See above discussion regarding presentation of switching, interline,asset sales.

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

Expenses

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

Total expenses were $24.7increased $27.5 million primarily due to an increase in costs of sales and operating expenses.

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

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

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

Total expenses increased $51.4 million primarily due to an increase in costs of sales and operating expenses.

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

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

Other income (expense)

Total other income decreased $1.7 million during three months ended September 30, 2022 which primarily reflects a decrease of $1.7 million in gain on sale of assets, net.  See above discussion regarding presentation of asset sales.

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

Adjusted EBITDA (Non-GAAP)

Adjusted EBITDA increased $16.6 million and $48.8$46.7 million during the three and sixnine months endedJune 30, 2022, respectively. Expenses primarily consist of (i) operating expenses of $19.8 million and $38.9 million during the three and six months endedJune 30, 2022, respectively, comprised of mostly compensation and benefits of $11.8 million and $23.6 million, respectively, and facility operating expense of $6.9 million and $12.1 million, respectively, and (ii) depreciation and amortization of $4.7 million and $9.5 million, respectively.
Adjusted EBITDA (Non-GAAP)
Adjusted EBITDA was $18.8 million and $33.5 million during the three and six months endedJune September 30, 2022, respectively, primarily due to the activitychanges noted above.

5941

Corporate and Other

The following table presents our results of operations:
Three Months Ended June 30,ChangeSix Months Ended
June 30,		Change
(in thousands)2022202120222021
Revenues
Equipment leasing revenues
Lease income$2,342 $2,694 $(352)$7,709 $3,132 $4,577 
Other revenue791 434 357 2,090 502 1,588 
Total equipment leasing revenues3,133 3,128 5 9,799 3,634 6,165 
Infrastructure revenues
Other revenue11,640 1,473 10,167 12,658 3,200 9,458 
Total infrastructure revenues11,640 1,473 10,167 12,658 3,200 9,458 
Total revenues14,773 4,601 10,172 22,457 6,834 15,623 
Expenses
Operating expenses19,408 6,433 12,975 26,053 12,357 13,696 
General and administrative5,004 3,655 1,349 10,695 7,907 2,788 
Acquisition and transaction expenses8,558 3,563 4,995 13,346 4,010 9,336 
Management fees and incentive allocation to affiliate3,062 4,113 (1,051)7,226 8,103 (877)
Depreciation and amortization2,483 2,108 375 4,627 4,151 476 
Interest expense47,889 33,996 13,893 92,030 65,504 26,526 
Total expenses86,404 53,868 32,536 153,977 102,032 51,945 
Other (expense) income
Equity in (losses) earnings of unconsolidated entities(887)204 (1,091)(1,549)376 (1,925)
Loss on extinguishment of debt— (3,254)3,254 — (3,254)3,254 
Interest income552 6 546 1,043 24 1,019 
Other (expense) income— 2 (2)— 2 (2)
Total other expense(335)(3,042)2,707 (506)(2,852)2,346 
Loss before income taxes(71,966)(52,309)(19,657)(132,026)(98,050)(33,976)
Benefit from income taxes(837)(74)(763)(556)(74)(482)
Net loss(71,129)(52,235)(18,894)(131,470)(97,976)(33,494)
Less: Net loss attributable to non-controlling interest in consolidated subsidiaries(25)— (25)(25)— (25)
Less: Dividends on preferred shares6,791 6,551 240 13,582 11,176 2,406 
Net loss attributable to shareholders$(77,895)$(58,786)$(19,109)$(145,027)$(109,152)$(35,875)

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


The following table sets forth a reconciliation of net loss attributable to shareholders to Adjusted EBITDA:
Three Months Ended June 30,ChangeSix Months Ended
June 30,		Change
(in thousands)2022202120222021
Net loss attributable to shareholders$(77,895)$(58,786)$(19,109)$(145,027)$(109,152)$(35,875)
Add: Benefit from income taxes(837)(74)(763)(556)(74)(482)
Add: Equity-based compensation expense— — — — — — 
Add: Acquisition and transaction expenses8,558 3,563 4,995 13,346 4,010 9,336 
Add: Losses on the modification or extinguishment of debt and capital lease obligations— 3,254 (3,254)— 3,254 (3,254)
Add: Changes in fair value of non-hedge derivative instruments— — — — — — 
Add: Asset impairment charges— — — — — — 
Add: Incentive allocations— — — — — — 
Add: Depreciation and amortization expense2,483 2,108 375 4,627 4,151 476 
Add: Interest expense47,889 33,996 13,893 92,030 65,504 26,526 
Add: Pro-rata share of Adjusted EBITDA from unconsolidated entities (1)
(647)29 (676)(1,335)34 (1,369)
Less: Equity in losses (earnings) of unconsolidated entities887 (204)1,091 1,549 (376)1,925 
Less: Non-controlling share of Adjusted EBITDA (2)
(115)— (115)(115)— (115)
Adjusted EBITDA (non-GAAP)$(19,677)$(16,114)$(3,563)$(35,481)$(32,649)$(2,832)

  
Three Months Ended
September 30,
  
  
Nine Months Ended
September 30,
  
 
(in thousands) 2022  2021  Change  2022  2021  Change 
Net loss attributable to shareholders $(7,783) $(7,601) $(182) $(24,168) $(21,940) $(2,228)
Add: Acquisition and transaction expenses  2,586   
898
   
1,688
   4,810   
2,906
   
1,904
 
Add: Depreciation and amortization expense  72   
67
   
5
   209   
162
   
47
 
Add: Interest expense  644   
584
   
60
   1,910   
1,734
   
176
 
Adjusted EBITDA (non-GAAP) $(4,481) $(6,052) $1,571  $(17,239) $(17,138) $(101)
(1) Includes the following items for the three months ended June 30, 2022 and 2021: (i) net (loss) income of $(947) and $3, (ii) interest expense of $191 and $26 and (iii) depreciation and amortization expense of $109 and $—, respectively. Includes the following items for the six months ended June 30, 2022 and 2021: (i) net loss of $(1,655) and $(19), (ii) interest expense of $211 and $53 and (iii) depreciation and amortization expense of $109 and $—, respectively.
(2) Includes the following items for the three months ended June 30, 2022 and 2021: depreciation and amortization expense of $115 and $— respectively. Includes the following items for the six months ended June 30, 2022 and 2021: depreciation and amortization expense of $115 and $—, respectively.
Revenues
Total revenues increased $10.2 million during the three months ended June 30, 2022 primarily due to an increase of $10.2 million in the other revenues from the acquisition of a majority interest in and consolidation of FYX during the second quarter of 2022.
Total revenues increased $15.6 million during the six months ended June 30, 2022 primarily due to (i) an increase of $10.2 million in the other revenues from the acquisition of a majority interest in and consolidation of FYX during the second quarter of 2022 and (ii) an increase of $4.6 million in the offshore energy business as two of our vessels were on-hire longer in 2022 compared to 2021.
Expenses

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

Total expenses increased $32.5$0.2 million primarily due to higher (i) interest expense, (ii)an increase in acquisition and transaction expenses driven by higher compensation and (iii) operating expenses.
Interest expense increased $13.9 million, which reflects an increase inrelated costs associated with acquisitions and the average outstanding debt of approximately $830.4 million due to increases in (i) the Senior Notes due 2028 of $502.3 million, (ii) the 2021 Bridge Loans of $339.8 million and (iii) the Revolving Credit Facility of $121.8 million,merger with FTAI, partially offset by a decrease in (iv) the Senior Notes due 2022 of $133.1 million, which was redeemed in full in May 2021.
Acquisitionmanagement fees and transaction expense increased $5.0 million primarily dueincentive allocation to professionalaffiliate driven by lower management fees related to strategic transactions.
Operating expenses increased $13.0 million which reflects increases of (i) cost of sales of $7.8 million, (ii) project costs of $1.9 million and (iii) compensation and benefits of $1.5 million primarily relatedallocated to the consolidation of FYX during the second quarter of 2022.Company.

Comparison of the sixnine months ended JuneSeptember 30, 2022 and 2021

Total expenses increased $51.9$2.2 million primarily due to higher (i) interest expensedriven by an increase in general and (ii)administrative expenses and acquisition and transaction expenses driven by higher compensation and (iii) operating expenses.
61


Interest expense increased $26.5 million, which reflects an increase inrelated costs associated with acquisitions and the average outstanding debt of approximately $893.3 million due to increases in (i) the Senior Notes due 2028 of $752.3 million, (ii) the 2021 Bridge Loans of $299.9 million and (iii) the Revolving Credit Facility of $107.6 million,merger with FTAI, partially offset by a decrease in (iv)management fees and incentive allocation to affiliate driven by lower management fees allocated to the Senior Notes due 2022 of $266.1 million, which was redeemed in full in May 2021.Company.
Acquisition and transaction expense
Adjusted EBITDA (Non-GAAP)

Adjusted EBITDA increased $9.3 million primarily due to professional fees related to strategic transactions.
Operating expenses increased $13.7 million which reflects increases of (i) cost of sales of $7.8 million, (ii) project costs of $3.6$1.6 million and (iii) compensation and benefits of $1.7 million primarily related to the consolidation of FYX during the second quarter of 2022.
Other expense
Total other expense decreased $2.7 million and $2.3$0.1 million during the three and sixnine months endedJune 30, 2022, respectively, primarily due to (i) a loss on extinguishment of debt of $3.3 million related to the redemption of the Senior Notes due 2022 in May 2021, partially offset by (ii) an increase of $1.1 million and $1.9 million in equity in losses of unconsolidated entities during the three and six months endedJune 30, 2022, respectively.
Adjusted EBITDA (Non-GAAP)
Adjusted EBITDA decreased $3.6 million and $2.8 million during the three and six months endedJune September 30, 2022, respectively, primarily due to the changes noted above.


42
Liquidity and Capital Resources

The Boardliquidity required to fund our working capital, capital expenditures and other cash needs is provided from a combination of Directors delegated to a special committee comprised solely of independentinternally generated cash flows, capital contributions from Parent and disinterested board members the full power and responsibility to, among other things, (i) review, evaluate and negotiate certain transactions relating to the management agreements, the treatment of certain income incentive allocations and capital gains incentive allocations and the treatment of certain outstanding options held by the Manager and the non-employee directors of the Company (collectively, the “Specified Matters”) and (ii) act with respect to the Specified Matters. The special committee, after consultation with its independent legal and financial advisors, unanimously approved the terms of, and the entry into the agreements providing for, the Specified Matters. Following the determination of the special committee, on April 28, 2022, the Board of Directors unanimously approved the previously announced spin-off of the Company’s infrastructure business, subject to the Board of Directors declaring the distribution prior to the closing of the transaction. On July 11, 2022, the Board of Directors unanimously approved the details and timing of the previously announced and approved spin-off. The spin-off will be effected as a distribution of all of the shares owned by the Company of common stock of FTAI Infrastructure, a majority-owned subsidiary of the Company, to the holders of the Company’s common shares as of July 21, 2022. The distribution is expected to occur on or about August 1, 2022, subject to certain conditions. The Company expects to use the proceeds received from FTAI Infrastructure to repay all outstanding borrowings under its 2021 bridge loans and its revolving credit facility with the remaining proceeds to repay a portion of the 2025 Notes. On June 30, 2022, the Company issued a conditional notice of partial redemption to redeem $200 million aggregate principal amount of its outstanding 2025 Notes. See “Spin-off of FTAI Infrastructure” above for more information related to our liquidity plans.loan financing.

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

Our principal uses of liquidity have been and continue to be (i) acquisitions of transportation infrastructureaircraft and equipment,engines, (ii) dividendscapital distributions to Parent, (iii) release of maintenance and security deposits to our shareholderslessees, and holders of eligible participating securities, (iii)(iv) expenses associated with our operating activities, and (iv) debt service obligations associated with our investments.activities.
•
Cash used for the purpose of making investments was $457.9$396.2 million and $265.1$321.2 million during the sixnine months ended JuneSeptember 30, 2022 and 2021, respectively.
•Dividends
Capital distributions to shareholders and holders of eligible participating securitiesParent were $79.4$294.2 million and $68.0$145.0 million during the sixnine months ended JuneSeptember 30, 2022 and 2021, respectively.
•
Release of maintenance and security deposits were $0.9 million and $19.6 million during the nine months ended September 30, 2022 and 2021, respectively.

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

Our principal sources of liquidity to fund these uses have been and continue to be (i) revenues from our transportation infrastructure and equipmentaviation assets (including finance lease collections and maintenance reserve collections) net of operating expenses, (ii) proceedscapital contributions from borrowings or the issuance of securitiesParent and (iii) proceeds from asset sales.
•
Cash flows used inprovided by operating activities, plus the principal collections on finance leases and maintenance reserve collections were $23.6$191.1 million and $46.4$156.6 million during the sixnine months ended JuneSeptember 30, 2022 and 2021, respectively.
•During
Capital contributions from Parent were $242.1 million and $249.5 million during the sixnine months ended JuneSeptember 30, 2022 additional borrowings were obtained in connection with the (i)and 2021, Bridge Loans of $239.5 million, (ii) Revolving Credit Facility of $255.0 million and (iii) EB-5 Loan Agreement of $9.5 million. Werespectively.

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made total principal repayments of $224.5 million relating to the Revolving Credit Facility. During the six months ended June 30, 2021, additional borrowings were obtained in connection with the (i) Senior Notes due 2028 of $500.0 million, (ii) Revolving Credit Facility of $250.0 million and (iii) EB-5 Loan Agreement of $26.1 million. We made total principal repayments of $552.7 million relating to the Senior Notes due 2022 and Revolving Credit Facility.
•Proceeds from the sale of assetsaviation equipment were $142.3$262.1 million and $57.2$78.5 million during the sixnine months ended JuneSeptember 30, 2022 and 2021, respectively.
•Proceeds from the issuance of preferred shares, net of underwriter’s discount and issuance costs were $101.2 million during the six months ended June 30, 2021.
We are currently evaluating several potential Equipment Leasingaviation transactions, and related financings, which could occur within the next 12 months. None of these potential transactions, negotiations, or financings are definitive or included within our planned liquidity needs. We cannot assure if or when any such transaction will be consummated or the terms of any such transaction or related financing.transaction.

Historical Cash Flow

Comparison of the sixnine months ended JuneSeptember 30, 2022 and 2021

The following table compares the historical cash flow for the sixnine months ended JuneSeptember 30, 2022 and 2021:
Six Months Ended June 30,
(in thousands)20222021
Cash Flow Data:
Net cash used in operating activities$(48,569)$(63,924)
Net cash used in investing activities(306,784)(204,209)
Net cash provided by financing activities212,097 249,960 

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

Net cash used inprovided by operating activities decreased $15.4increased $19.5 million, which primarily reflects (i) a decrease in net income of $63.7 million, and certain adjustments to reconcile net lossincome to cash used inprovided by operating activities including asset impairment(ii) an increase in gain on sale of $121.5 million, bad debt expenseassets of $48.0$88.7 million, and equity in losses of unconsolidated entities of $32.1 million and (ii)(iii) changes in working capital of $1.6$18.0 million, partially offset by (iii) an increaseand (iv) increases in our net lossasset impairment of $148.4$125.1 million.

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Index
Net cash used in investing activities increased $102.6decreased $115.3 million, primarily due to (i) an increase in acquisitions of leasing equipment of $150.6 million and (ii) an increase in acquisitions of property, plant and equipment of $34.6 million, partially offset by (iii) higher proceeds from the sale of leasing equipment of $80.9$183.6 million and (ii) an increase in proceeds from the sale of aircraft and engine of $7.2 million, partially offset by (iii) an increase in acquisition of leasing equipment of $61.7 million and (iv) an increase in purchase deposit for aircraft and engines of $14.8 million.

Net cash provided by financing activities decreased $37.9$122.0 million, primarily due to (i) an increase in capital contributions to Parent of $156.6 million, partially offset by (ii) an increase in receipt of maintenance deposits of $14.5 million and a decrease in repaymentsthe release of debtmaintenance deposits of $328.0 million and (ii) a decrease in proceeds from the issuance of preferred shares of $101.2 million, and (iii) a decrease in proceeds from debt of $272.1$18.7 million.
We use Funds Available for Distribution (“FAD”) in evaluating our ability to meet our stated dividend policy. FAD is not a financial measure in accordance with GAAP. The GAAP measure most directly comparable to FAD is net cash provided by operating activities. We believe FAD is a useful metric for investors and analysts for similar purposes.
We define FAD as: net cash provided by operating activities plus principal collections on finance leases, proceeds from sale of assets, and return of capital distributions from unconsolidated entities, less required payments on debt obligations and capital distributions to non-controlling interest, and excludes changes in working capital. The following table sets forth a reconciliation of Net Cash (Used in) Provided by Operating Activities to FAD:
Six Months Ended June 30,
(in thousands)20222021
Net Cash Used in Operating Activities$(48,569)$(63,924)
Add: Principal Collections on Finance Leases575 1,269 
Add: Proceeds from Sale of Assets142,324 57,155 
Add: Return of Capital Distributions from Unconsolidated Entities— — 
Less: Required Payments on Debt Obligations (1)
(251)— 
Less: Capital Distributions to Non-Controlling Interest— — 
Exclude: Changes in Working Capital86,667 88,248 
Funds Available for Distribution (FAD)$180,746 $82,748 

(1) Required payments on debt obligations for the six months ended June 30, 2022 exclude repayments of $224,473 for the Revolving Credit Facility. Required payments on debt obligations for the six months ended June 30, 2021 exclude repayments of $402,704 for the Senior Notes due 2022 and $150,000 for the Revolving Credit Facility
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Limitations
FAD is subject to a number of limitations and assumptions and there can be no assurance that we will generate FAD sufficient to meet our intended dividends. FAD has material limitations as a liquidity measure because such measure excludes items that are required elements of our net cash provided by operating activities as described below. FAD should not be considered in isolation nor as a substitute for analysis of our results of operations under GAAP, and it is not the only metric that should be considered in evaluating our ability to meet our stated dividend policy. Specifically:
•FAD does not include equity capital called from our existing limited partners, proceeds from any debt issuance or future equity offering, historical cash and cash equivalents and expected investments in our operations.
•FAD does not give pro forma effect to prior acquisitions, certain of which cannot be quantified.
•While FAD reflects the cash inflows from sale of certain assets, FAD does not reflect the cash outflows to acquire assets as we rely on alternative sources of liquidity to fund such purchases.
•FAD does not reflect expenditures related to capital expenditures, acquisitions and other investments as we have multiple sources of liquidity and intend to fund these expenditures with future incurrences of indebtedness, additional capital contributions and/or future issuances of equity.
•FAD does not reflect any maintenance capital expenditures necessary to maintain the same level of cash generation from our capital investments.
•FAD does not reflect changes in working capital balances as management believes that changes in working capital are primarily driven by short term timing differences, which are not meaningful to our distribution decisions.
•Management has significant discretion to make distributions, and we are not bound by any contractual provision that requires us to use cash for distributions.
If such factors were included in FAD, there can be no assurance that the results would be consistent with our presentation of FAD.
Debt Obligations
Refer to Note 7 of the Consolidated Financial Statements for additional information.
Contractual Obligations

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

DebtLoan Obligations—As of JuneSeptember 30, 2022 and December 31, 2021, we had outstanding principal and interest payment obligations of $3.6 billion$27.1 million and $1.1 billion,$25.2 million, respectively, of which, $339.8$0.0 million and $198.4$0.0 million, respectively, are due in the next twelve months. See Note 7 to the consolidated financial statements for additional information about our debtloan obligations.

Lease Obligations—As of JuneSeptember 30, 2022 and December 31, 2021, we had outstanding operating and finance lease obligations of $176.6$3.1 million and $2.4 million, of which, $9.2$0.8 million and $0.5 million is due in the next twelve months.
Other Obligations—As of June 30, 2022, in connection with a pipeline capacity agreement at Jefferson Terminal, we had an obligation to pay a minimum of $9.2 million in marketing fees in the next twelve months.
Other Cash Requirements—In addition to our contractual obligations, we pay quarterly cash dividends on our common shares and preferred shares, which are subject to change at the discretion of our Board of Directors. During the last twelve months, we declared cash dividends of $127.0 million and $27.2 million on our common shares and preferred shares, respectively.
We expect to meet our future short-term liquidity requirements through cash on hand unused borrowing capacity or future financings and net cash provided by our current operations. We expect that our operating subsidiaries will generate sufficient cash flow to cover operating expenses and the payment of principal and interest on our indebtedness as they become due. We may elect to meet certain long-term liquidity requirements or to continue to pursue strategic opportunities through utilizing cash on hand, cash generated from our current operations and the issuance of securities in the future. Management believes adequate capital and borrowings are available from various sources to fund our commitments to the extent required.

Critical Accounting Estimates and Policies

The preparation of financial statements in conformity with U.S. GAAP requires management to make estimates and assumptions that affect the reported amounts of assets and liabilities, the disclosure of contingent assets and liabilities at the date of the consolidated financial statements and the reported amounts of revenues and expenses during the reporting period. Actual results could differ from those estimates. Note 2 to the consolidated financial statements describes the significant accounting policies and methods used in the preparation of our consolidated financial statements.

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

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

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

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

Maintenance Payments—Typically, under an operating lease of goodwill was approximately $262.8 millionaircraft, the lessee is responsible for performing all maintenance and $257.1 million asis generally required to make maintenance payments to us for heavy maintenance, overhaul or replacement of June 30, 2022certain high-value components of the aircraft or engine. These maintenance payments are based on hours or cycles of utilization or on calendar time, depending on the component, and December 31, 2021, respectively.are generally required to be made monthly in arrears. If a lessee is making monthly maintenance payments, we would typically be obligated to reimburse the lessee for costs they incur for heavy maintenance, overhaul or replacement of certain high-value components to the extent of maintenance payments received in respect of the specific maintenance event, usually shortly following the completion of the relevant work.

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

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

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

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

Impairment of goodwill at least annually to assess impairment since these assets are not amortized. An annual impairment review is conducted as of October 1stLong-Lived Assets—We perform a recoverability assessment of each year. Additionally, we review the carrying value of goodwillour long-lived assets whenever events or changes in circumstances, or indicators, indicate that itsthe carrying amount or net book value of an asset may not be recoverable. Indicators may include, but are not limited to, a significant lease restructuring or early lease termination; a significant change in market conditions; or the introduction of newer technology aircraft or engines. When performing a recoverability assessment, we measure whether the estimated future undiscounted net cash flows expected to be generated by the asset exceeds its net book value. The determinationundiscounted cash flows consist of cash flows from currently contracted leases, future projected leases, transition costs, estimated down time and estimated residual or scrap values. In the event that an asset does not meet the recoverability test, the carrying value of the asset will be adjusted to fair value involves significantresulting in an impairment charge.

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

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

We account for these taxes using the asset and liability method under which deferred tax assets and liabilities are recognized for the future tax consequences attributable to differences between the financial statement carrying amounts of existing assets and liabilities and their respective tax bases. A valuation allowance is established when management judgment.
For an annual goodwill impairment assessment, an optional qualitative analysis may be performed. If the option is not elected or ifbelieves it is more likely than not that the fair value of a reporting unit is less than its carrying amount, then a goodwill impairment test isdeferred tax asset will not be realized.
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performed to identify potential goodwill impairment and measure an impairment loss. A qualitative analysis was not elected for the year ended December 31, 2021.
A goodwill impairment assessment compares the fair value of the respective reporting unit with its carrying amount, including goodwill. The estimate of fair value of the respective reporting unit is based on the best information available as of the date of assessment, which primarily incorporates certain factors including our assumptions about operating results, business plans, income projections, anticipated future cash flows and market data. If the estimated fair value of the reporting unit is less than the carrying amount, a goodwill impairment is recorded to the extent that the carrying value of the reporting unit exceeds its fair value.
We estimate the fair value of the Jefferson and Transtar reporting units using an income approach, specifically a discounted cash flow analysis. This analysis requires us to make significant assumptions and estimates about the forecasted revenue growth rates, EBITDA margins, capital expenditures, the timing of future cash flows, and discount rates. The estimates and assumptions used consider historical performance if indicative of future performance and are consistent with the assumptions used in determining future profit plans for the reporting units.
In connection with our impairment analysis, although we believe the estimates of fair value are reasonable, the determination of certain valuation inputs is subject to management's judgment. Changes in these inputs, including as a result of events beyond our control, could materially affect the results of the impairment review. If the forecasted cash flows or other key inputs are negatively revised in the future, the estimated fair value of the reporting unit could be adversely impacted, potentially leading to an impairment in the future that could materially affect our operating results. Due to the acquisition of Transtar in 2021, the estimated fair value of that reporting unit approximates the book value. The Jefferson reporting unit had an estimated fair value that exceeded its carrying value by more than 10% but less than 20%. The Jefferson Terminal segment forecasted revenue is dependent on the ramp up of volumes under current and expected future contracts for storage and throughput of heavy and light crude and refined products and is subject to obtaining rail capacity for crude, expansion of refined product distribution to Mexico and movements in future oil spreads. At October 31, 2021, approximately 4.3 million barrels of storage was currently operational with 1.9 million barrels currently under construction for new contracts which will complete our storage development for our main terminal. Our discount rate for our 2021 goodwill impairment analysis was 9.0% and our assumed terminal growth rate was 2.0%. If our strategy changes from planned capacity downward due to an inability to source contracts or expand volumes, the fair value of the reporting unit would be negatively affected, which could lead to an impairment. The expansion of refineries in the Beaumont/Port Arthur area, as well as growing crude oil production in the U.S. and Canada, are expected to result in increased demand for storage on the U.S. Gulf Coast. Although we do not have significant direct exposure to volatility of crude oil prices, changes in crude oil pricing that affect long term refining planned output could impact Jefferson Terminal operations.
We expect the Jefferson Terminal segment to continue to generate positive Adjusted EBITDA in future years. Although certain of our anticipated contracts or expected volumes from existing contracts for Jefferson Terminal have been delayed, we continue to believe our projected revenues are achievable. Further delays in executing these contracts or achieving our projections could adversely affect the fair value of the reporting unit. The impact of the COVID-19 global pandemic during 2020 and 2021 negatively affected refining volumes and therefore Jefferson Terminal crude throughput but we have seen the activity starting to normalize and are expected to ramp back to normal during 2022. Furthermore, we anticipate strengthening macroeconomic demand for storage and the increasing spread between Western Canadian Crude and Western Texas Intermediate as Canadian crude pipeline apportionment increases. Also, as our pipeline connections became fully operational during 2021, we remain positive for the outlook of Jefferson Terminal's earnings potential.
There was no impairment of goodwill for the year ended December 31, 2021.
Recent Accounting Pronouncements
See
Please see Note 2 to our Consolidated Financial Statementsconsolidated financial statements included elsewhere in this filing for recent accounting pronouncements.

Item 3.
Item 3.Quantitative and Qualitative Disclosures About Market Risk

Market risk represents the risk of changes in value of a financial instrument, caused by fluctuations in interest rates and foreign exchange rates. ChangesWe believe that changes in these factors couldwould not cause significant fluctuations in our results of operations and cash flows. We are exposed to the market risks described below.

Item 4.Controls and Procedures
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Interest Rate Risk
Interest rate risk is the exposure to loss resulting from changes in the level of interest rates and the spread between different interest rates. Interest rate risk is highly sensitive to many factors, including the U.S. government’s monetary and tax policies, global economic factors and other factors beyond our control. We are exposed to changes in the level of interest rates and to changes in the relationship or spread between interest rates. Our primary interest rate exposure relates to our term loan arrangements.
LIBOR and other indices which are deemed “benchmarks” are the subject of recent national, international, and other regulatory guidance and proposals for reform. The ICE Benchmark Administration ceased publication of one-week and two-month USD LIBOR settings after December 31, 2021 and intends to cease publishing the remaining USD LIBOR settings after June 30, 2023. We are monitoring related reform proposals and evaluating the related risks and, as a result of LIBOR’s phase out, amended our revolving credit facility to incorporate SOFR as the successor rate to LIBOR; however, it is not possible to predict the effects of any of these developments, and any future initiatives to regulate, reform or change the manner of administration of LIBOR, SOFR or other benchmark indices could result in adverse consequences to the rate of interest payable and receivable on, market value of and market liquidity for financial instruments tied to variable interest rate indices.
Our borrowing agreements generally require payments based on a variable interest rate index, such as SOFR. Therefore, to the extent our borrowing costs are not fixed, increases in interest rates may reduce our net income by increasing the cost of our debt without any corresponding increase in rents or cash flow from our leases. We may elect to manage our exposure to interest rate movements through the use of interest rate derivatives (interest rate swaps and caps).
The following discussion about the potential effects of changes in interest rates is based on a sensitivity analysis, which models the effects of hypothetical interest rate shifts on our financial condition and results of operations. Although we believe a sensitivity analysis provides the most meaningful analysis permitted by the rules and regulations of the SEC, it is constrained by several factors, including the necessity to conduct the analysis based on a single point in time and by the inability to include the extraordinarily complex market reactions that normally would arise from the market shifts modeled. Although the following results of a sensitivity analysis for changes in interest rates may have some limited use as a benchmark, they should not be viewed as a forecast. This forward-looking disclosure also is selective in nature and addresses only the potential interest expense impacts on our financial instruments and, in particular, does not address the mark-to-market impact on our interest rate derivatives, if any. It also does not include a variety of other potential factors that could affect our business as a result of changes in interest rates. In addition, the following discussion does not take into account our Series A and Series B preferred shares, on which distributions currently accrue interest at a fixed rate but will accrue interest at a floating rate based on a certain variable interest rate index plus a spread from and after September 15, 2024.
As of June 30, 2022, assuming we do not hedge our exposure to interest rate fluctuations related to our outstanding floating rate debt, a hypothetical 100-basis point increase/decrease in our variable interest rate on our borrowings would result in an increase of approximately $4.4 million or a decrease of approximately $4.4 million in interest expense over the next 12 months.
Item 4. Controls and Procedures
Disclosure Controls and Procedures

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

Internal Control over Financial Reporting

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

Item 1.
Item 1.Legal Proceedings

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

Item 1A.Risk Factors
Item 1A. Risk Factors
You should carefully consider the following risks and other information in this Form 10-Q in evaluating us and our shares. Any of the following risks, as well as additional risks and uncertainties not currently known to us or that we currently deem immaterial, could materially and adversely affect our results of operations or financial condition. The risk factors generally have been separated into the following categories: risks related to our business, risks related to our Manager, risks related to taxation and risks related to our common shares and general risks.the Company’s shares. However, these categories do overlap and should not be considered exclusive.
Risks Related to the Spin-Off of Our Infrastructure Business
The proposed plan to spin-off our infrastructure business into a separate, publicly traded company may not be completed on the currently contemplated timeline or terms, or at all, and may not achieve the intended benefits.
The Board of Directors delegated to a special committee comprised solely of independent and disinterested board members the full power and responsibility to, among other things, (x) review, evaluate and negotiate certain transactions relating to the management agreements, the treatment of certain income incentive allocations and capital gains incentive allocations and the treatment of certain outstanding options held by the Manager and the non-employee directors of the Company (collectively, the “Specified Matters”) and (y) act with respect to the Specified Matters. The special committee, after consultation with its independent legal and financial advisors, unanimously approved the terms of, and the entry into the agreements providing for, the Specified Matters. Following the determination of the special committee, on April 28, 2022, our board of directors unanimously approved the previously announced plan to spin off our infrastructure business, subject to the Board of Directors declaring the distribution prior to the closing of the transaction. On July 11, 2022, the Board of Directors unanimously approved the details and timing of the previously announced and approved spin-off. We expect the spin-off to be completed on or around August 1, 2022, subject to certain conditions, through a pro-rata distribution to the Company’s common shareholders of all of the shares of common stock of FTAI Infrastructure Inc. that the Company owns as of July 21, 2022. The infrastructure business is expected to be spun out in an entity taxed as a corporation for U.S. federal income tax purposes and will hold, among other things, our Jefferson, Repauno, Long Ridge and Transtar assets, and will retain all related project-level debt of those entities. FTAI Infrastructure’s common stock has been approved to be listed on The Nasdaq Global Select Market under the ticker symbol “FIP”. We expect to retain our aviation business and certain other assets and our remaining outstanding corporate indebtedness.
The spin-off poses risks and challenges that could negatively impact our business, and there can be no assurance that the spin-off will be completed as anticipated or at all. Our ability to complete the spin-off is subject to, among other things, the formal declaration of the distribution by our board of directors. Such conditions and other unforeseen developments, including in the debt or equity markets or general market conditions, could delay or prevent the spin-off or cause the spin-off to occur on terms or conditions that are less favorable and/or different than anticipated. Moreover, even if all the conditions have been satisfied, if our board of directors determines, in its sole discretion, that the spin-off is not in the best interests of the Company and its shareholders, our board may terminate the spin-off. Failure to complete the spin-off could negatively affect the price of our common shares.
In addition, the spin-off may not have the full or any strategic and financial benefits that we expect, or such benefits may be delayed or may not materialize at all. The anticipated benefits of the spin-off are based on a number of assumptions, which may prove incorrect. For example, the Company believes that having two independent companies with distinct investment profiles will maximize the strategic focus and financial flexibility of each company to grow and return capital to shareholders. In the event that the spin-off does not have these and other expected benefits, the costs associated with the transaction could have a negative effect on our financial condition and ability to make distributions to shareholders. There may also be disruptions to our business as a result of the separation, including a diversion of management’s time and attention from our regular business operations, which could result in a loss of revenue. We and FTAI Infrastructure are expected to incur significant one-time costs and ongoing costs in connection with, or as a result of, the spin-off, including costs of operating each business as an independent, publicly traded company and paying separate management and incentive fees, among others. Further, the combined value of the shares of the two publicly traded companies may not be equal to or greater than the value of the Company’s common shares if the spin-off had not occurred. These costs, disruptions and uncertainties, or others, may exceed our estimates or could negate some or all of the benefits we expect to realize from the spin-off, which could have a material adverse effect on our business, financial condition, results of operations and prospects, whether the proposed spin-off is completed or not.
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Index
Risks Related to Our Business

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

In recent years, the outbreaks of certain highly contagious diseases have increased the risk of a pandemic resulting in economic disruptions. In particular, the ongoing COVID-19 pandemic has led to severe disruptions in the market and the global, U.S. and regional economies that may continue for a prolonged duration and trigger a recession or a period of economic slowdown. In response, various governmental bodies and private enterprises have implemented, and may in the future implement, numerous measures intended to mitigate the outbreak, such as travel bans and restrictions, quarantines, shutdowns and testing or vaccination mandates. The COVID-19 pandemic continues to be dynamic and evolving, including a resurgence of COVID-19 cases in certain geographies, and its ultimate scope, duration and impact, including the efficacy and availability of vaccines, remain uncertain.
The ongoing COVID-19 pandemic adversely affected our Jefferson Terminal business in several material ways during the years ended December 31, 2020 and 2021. Although difficult to quantify the impact, the pandemic adversely affected macro trends in refinery utilization rates in the United States and the global consumption of petroleum and liquid fuels in 2020 and part of 2021, which adversely affected our revenue potential at our Jefferson Terminal business. In addition, we were unable to complete anticipated new customer contracts and certain of our existing customers did not increase volumes as anticipated which also adversely affected our revenue potential for those periods.
We expect that this pandemic, and any future epidemic or pandemic crises, could result in direct and indirect adverse effects on our industryindustries and customers, which in turn may impact our business, results of operations and financial condition. Effects of the current pandemic have included, or may in the future include, among others:
•
deterioration of worldwide, regional or national economic conditions and activity, which could adversely affect global demand for crude oil and petroleum products, demand for our services, and time charter and spot rates;
•
disruptions to our operations as a result of the potential health impact, such as the availability and efficacy of vaccines, on our employees and crew, and on the workforceswork forces of our customers and business partners;
•
disruptions to our business from, or additional costs related to, new regulations, directives or practices implemented in response to the pandemic, such as travel restrictions, increased inspection regimes, hygiene measures (such as quarantining and physical distancing) or increased implementation of remote working arrangements;
•
asset impairment charges and a decline in revenues;

a lack of air travel demand or an inability of airlines to operate to or from certain regions could impact demand for air travel and the financial health of certain airlines, including increasing the financial stress of our lessees;
•potential delays in the loading and discharging of cargo on or from our vessels, and
any related off hire due to global supply chain disruptions resulting from quarantines, worker health, regulations or other impacts of the COVID-19 pandemic, which in turn could disrupt our operations and result in a reduction of revenue;
•potential shortages or a lack of access to required spare parts for our vessels, or potential delays in any repairs to, scheduled or unscheduled maintenance or modifications;
•potential delays in vessel inspections and related certifications by class societies, customers or government agencies;
•potential reduced cash flows and financial condition, including potential liquidity constraints;
•
reduced access to or increased cost of capital, including the ability to refinance any existing obligations, as a result of any credit tightening generally or due to continued declines in global financial markets, including potential interest rate increases and declines in the prices of publicly-traded securities of us, our peers and of listed companies generally; and
•
potential deterioration in the financial condition and prospects of our customers, joint venture partners or business partners, or attempts by customers or third parties to invoke force majeure contractual clauses as a result of delays or other disruptions.

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

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

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

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

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

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

The oversupply of a specific asset is likely to depress the lease or charter rates for and the value of that type of asset and result in decreased utilization of our assets, and the industries in which we operate have experienced periods of oversupply during which rates and asset values have declined, particularly during the most recent economic downturn. Factors that could lead to such oversupply include, without limitation:
•
general demand for the type of assets that we purchase;
•
general macroeconomic conditions, including market prices for commodities that our assets may serve;
•
geopolitical events, including war, prolonged armed conflict and acts of terrorism;
•
outbreaks of communicable diseases and natural disasters;
•
governmental regulation;
•
interest rates;
•
the availability of credit;
•
potential reduced cash flows and financial condition, including potential liquidity restraints;

restructurings and bankruptcies of companies in the industries in which we operate, including our customers;
•
manufacturer production levels and technological innovation;
•
manufacturers merging or exiting the industry or ceasing to produce certain asset types;
•
retirement and obsolescence of the assets that we own;
•
increases in supply levels of assets in the market due to the sale or merging of operating lessors; and
•
reintroduction of previously unused or dormant assets into the industries in which we operate.

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

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

Governmental agencies throughout the world, including the FAA, prescribe standards and qualification requirements for aircraft components, including virtually all commercial airline and general aviation products. Specific regulations vary from country to country, although compliance with FAA requirements generally satisfies regulatory requirements in other countries. If any material authorization or approval qualifying us to supply our products is revoked or suspended, then sale of the product would be no assurance that any target returns will be achieved.
Our target returns for assets are targets only and are not forecasts of future profits. We develop target returns basedprohibited by law, which would have an adverse effect on our Manager’s assessmentbusiness, financial condition and results of appropriate expectations for returns on assetsoperations.

From time to time, the FAA or equivalent regulatory agencies in other countries propose new regulations or changes to existing regulations, which often are more stringent than existing regulations. If such proposals are adopted and the ability of our Manager to enhance the return generated by those assets through active management. There can be no assurance that these assessments and expectations will be achieved and failureenacted, we may incur significant additional costs to achieve any or all of them may materially adversely impact our ability to achieve any target return with respect to any or all of our assets.
In addition, our target returns are based on estimates and assumptions regarding a number of other factors, including, without limitation, holding periods, the absence of material adverse events affecting specific investments (whichcompliance, which could include, without limitation, natural disasters, terrorism, social unrest or civil disturbances), general and local economic and market conditions, changes in law, taxation, regulation or governmental policies and changes in the political approach to transportation investment, either generally or in specific countries in which we may invest or seek to invest. Many of these factors, as well as the other risks described elsewhere in this report, are beyond our control and all could adversely affect our ability to achieve a target return with respect to an asset. Further, target returns are targets for the return generated by specific assets and not by us. Numerous
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factors could prevent us from achieving similar returns, notwithstanding the performance of individual assets, including, without limitation, taxation and fees payable by us or our operating subsidiaries, including fees and incentive allocation payable to our Manager.
There can be no assurance that the returns generated by any of our assets will meet our target returns, or any other level of return, or that we will achieve or successfully implement our asset acquisition objectives, and failure to achieve the target return in respect of any of our assets could, among other things, have a material adverse effect on our business, prospects, financial condition and results of operationsoperations.

Recent trends by China’s aviation authority to relax restrictions on airspace may be reversed, and cash flows. Further, even if the returns generated by individual assets meet target returns, there can be no assurance that the returns generated by other existinganticipated new regulations loosening airspace restrictions may not materialize, which could impact sales prospects in China for our commercial aerospace businesses.

The retirement or future assets would do so,prolonged grounding of commercial aircraft could reduce our revenues and the historical performancevalue of any related inventory.

We sell aircraft components and replacement parts. If aircraft or engines for which we offer aircraft components and replacement parts are retired or grounded for prolonged periods of time and there are fewer aircraft that require these components or parts, our revenues may decline as well as the assets in our existing portfolio should not be considered as indicativevalue of future results with respect to any assets.related inventory.

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

The success of our business depends in large part on the success of the operators in the sectors in which we participate. Cash flows from our assets are substantially impacted by our ability to collect compensation and other amounts to be paid in respect of such assets from the customers with whom we enter into leases charters or other contractual arrangements. Inherent in the nature of the leases charters and other arrangements for the use of such assets is the risk that we may not receive, or may experience delay in realizing, such amounts to be paid. While we target the entry into contracts with credit-worthy counterparties, no assurance can be given that such counterparties will perform their obligations during the term of the leases charters or other contractual arrangements. In addition, when counterparties default, we may fail to recover all of our assets, and the assets we do recover may be returned in damaged condition or to locations where we will not be able to efficiently lease charter or sell them. In most cases, we maintain, or require our lessees to maintain, certain insurances to cover the risk of damages or loss of our assets. However, these insurance policies may not be sufficient to protect us against a loss.

Depending on the specific sector, the risk of contractual defaults may be elevated due to excess capacity as a result of oversupply during the most recent economic downturn. We lease assets to our customers pursuant to fixed-price contracts, and our customers then seek to utilize those assets to transport goods and provide services. If the price at which our customers receive for their transportation services decreases as a result of an oversupply in the marketplace, then our customers may be forced to reduce their prices in order to attract business (which may have an adverse effect on their ability to meet their contractual lease obligations to us), or may seek to renegotiate or terminate their contractual lease arrangements with us to pursue a lower-priced opportunity with another lessor, which may have a direct, adverse effect on us. See “-The industries in which we operate have experienced periods of oversupply during which lease rates and asset values have declined, particularly during the most recent economic downturn, and any future oversupply could materially adversely affect our results of operations and cash flows.” Any default by a material customer would have a significant impact on our profitability at the time the customer defaulted, which could materially adversely affect our operating results and growth prospects. In addition, some of our counterparties may reside in jurisdictions with legal and regulatory regimes that make it difficult and costly to enforce such counterparties’ obligations.

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

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

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We operate in highly competitive markets.

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

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

Certain liens may arise on our assets.

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

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

The fair market values of our assets may decrease or increase depending on a number of factors, including the prevailing level of charter or lease rates from time to time, general economic and market conditions affecting our target markets, type and age of assets, supply and demand for assets, competition, new governmental or other regulations and technological advances, all of which could impact our profitability and our ability to lease, charter, develop, operate, or sell such assets. In addition, our assets depreciate as they age and may generate lower revenues and cash flows. We must be able to replace such older, depreciated assets with newer assets, or our ability to maintain or increase our revenues and cash flows will decline. In addition, if we dispose of an asset for a price that is less than the depreciated book value of the asset on our balance sheet or if we determine that an asset’s value has been impaired, we will recognize a related charge in our consolidated statement of operations and such charge could be material.

We may not generate a sufficient amount of cash or generate sufficient free cash flow to fund our operations or repay our indebtedness.

Our ability to make payments on our indebtedness as required depends on our ability to generate cash flow in the future. This ability, to a certain extent, is subject to general economic, financial, competitive, legislative, regulatory and other factors that are beyond our control. If we do not generate sufficient free cash flow to satisfy our debt obligations, including interest payments and the payment of principal at maturity, we may have to undertake alternative financing plans, such as refinancing or restructuring our debt, selling assets, reducing or delaying capital investments or seeking to raise additional capital. We cannot provide assurance that any refinancing would be possible, that any assets could be sold, or, if sold, of the timeliness and amount of proceeds realized from those sales, that additional financing could be obtained on acceptable terms, if at all, or that additional financing would be permitted under the terms of our various debt instruments then in effect. Furthermore, our ability to refinance would depend upon the condition of the finance and credit markets. Our inability to generate sufficient free cash flow to satisfy our debt obligations, or to refinance our obligations on commercially reasonable terms or on a timely basis, would materially affect our business, financial condition and results of operations.
We may acquire operating businesses, including businesses whose operations are not fully matured and stabilized. These businesses may be subject to significant operating and development risks, including increased competition, cost overruns and delays, and difficulties in obtaining approvals or financing. These factors could materially affect our business, financial condition, liquidity and results of operations.
We have acquired, and may in the future acquire, operating businesses, including businesses whose operations are not fully matured and stabilized (including, but not limited to, our businesses within the Jefferson Terminal, Ports and Terminals and Transtar segments). While we have deep experience in the construction and operation of these companies, we are nevertheless subject to significant risks and contingencies of an operating business, and these risks are greater where the operations of such businesses are not fully matured and stabilized. Key factors that may affect our operating businesses include, but are not limited to:
•competition from market participants;
•general economic and/or industry trends, including pricing for the products or services offered by our operating businesses;
•the issuance and/or continued availability of necessary permits, licenses, approvals and agreements from governmental agencies and third parties as are required to construct and operate such businesses;
•changes or deficiencies in the design or construction of development projects;
•unforeseen engineering, environmental or geological problems;
•potential increases in construction and operating costs due to changes in the cost and availability of fuel, power, materials and supplies;
•the availability and cost of skilled labor and equipment;
•our ability to enter into additional satisfactory agreements with contractors and to maintain good relationships with these contractors in order to construct development projects within our expected cost parameters and time frame, and the ability of those contractors to perform their obligations under the contracts and to maintain their creditworthiness;
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•potential liability for injury or casualty losses which are not covered by insurance;
•potential opposition from non-governmental organizations, environmental groups, local or other groups which may delay or prevent development activities;
•local and economic conditions;
•changes in legal requirements; and
•force majeure events, including catastrophes and adverse weather conditions.
Any of these factors could materially affect our business, financial condition, liquidity and results of operations.
Our use of joint ventures or partnerships, and our Manager’s outsourcing of certain functions, may present unforeseen obstacles or costs.

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

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

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

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

The North American rail sectorinability to obtain certain components from suppliers could harm our business.

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

Transitions to new suppliers may result in significant costs and delays, including those related to the required recertification of parts obtained from new suppliers with our customers and/or regulatory agencies. Our inability to fill our supply needs could jeopardize our ability to fulfill obligations under customer contracts, which could result in reduced revenues and profits, contract penalties or terminations, and damage to customer relationships. Further, increased costs of compliance with, or liability for violation of, existing or future laws, regulations and other requirementssuch components could significantly increasereduce our operational costs of doing business, thereby adversely affecting our profitability.
The rail sector is subject to extensive laws, regulations and other requirements including, but not limited to, those relating to the environment, safety, rates and charges, service obligations, employment, labor, immigration, minimum wages and overtime pay, health care and benefits, working conditions, public accessibility and other requirements. These laws and regulations are enforced by U.S. federal agencies including the U.S. Environmental Protection Agency (the “U.S. EPA”), the U.S. Department of Transportation (the “DOT”), the Occupational Safety and Health Act (the “OSHA”), the U.S. Federal Railroad Administration (the “FRA”), and the U.S. Surface Transportation Board (the “STB”), as well as numerous other state, provincial, local and federal agencies. Ongoing compliance with, or a violation of, these laws, regulations and other requirements could have a material adverse effect on our business, financial condition and results of operations.
We believe that our rail operations are in substantial compliance with applicable laws and regulations. However, these laws and regulations, and the interpretation or enforcement thereof, are subject to frequent change and varying interpretation by regulatory authorities, andprofits if we arewere unable to predict the ongoing costpass along such price in-creases to us of complying with these laws and regulations or the future impact of these laws and regulations on our operations. In addition, from time to time we are subject to inspections and investigations by various regulators. Violation of environmental or other laws, regulations and permits can result in the imposition of significant administrative, civil and criminal penalties, injunctions and construction bans or delays.customers.
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Legislation passed by the U.S. Congress or Canadian Parliament or new regulations issued by federal agencies can significantly affect the revenues, costs and profitability of our business. For instance, more recently proposed bills such as the “Rail Shipper Fairness Act of 2017,” or competitive access proposals under consideration by the STB, if adopted, could increase government involvement in railroad pricing, service and operations and significantly change the federal regulatory framework of the railroad industry. Several of the changes under consideration could have a significant negative impact on the Company’s ability to determine prices for rail services, meet service standards and could force a reduction in capital spending. Statutes imposing price constraints or affecting rail-to-rail competition could adversely affect the Company’s profitability.
Under various U.S. and Canadian federal, state, provincial and local environmental requirements, as the owner or operator of terminals or other facilities, we may be liable for the costs of removal or remediation of contamination at or from our existing locations, whether we knew of, or were responsible for, the presence of such contamination. The failure to timely report and properly remediate contamination may subject us to liability to third parties and may adversely affect our ability to sell or rent our property or to borrow money using our property as collateral. Additionally, we may be liable for the costs of remediating third-party sites where hazardous substances from our operations have been transported for treatment or disposal, regardless of whether we own or operate that site. In the future, we may incur substantial expenditures for investigation or remediation of contamination that has not yet been discovered at our current or former locations or locations that we may acquire.
A discharge of hydrocarbons or hazardous substances into the environment associated with operating our rail assets could subject us to substantial expense, including the cost to recover the materials spilled, restore the affected natural resources, pay fines and penalties, and natural resource damages and claims made by employees, neighboring landowners, government authorities and other third parties, including for personal injury and property damage. We may experience future catastrophic sudden or gradual releases into the environment from our facilities or discover historical releases that were previously unidentified or not assessed. Although our inspection and testing programs are designed to prevent, detect and address any such releases promptly, the liabilities incurred due to any future releases into the environment from our assets, have the potential to substantially affect our business. Such events could also subject us to media and public scrutiny that could have a negative effect on our operations and also on the value of our common shares.
We could be negatively impacted by environmental, social, and governance (ESG) and sustainability-related matters.

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

In addition, the standards for tracking and reporting on ESG matters are relatively new, have not been harmonized and continue to evolve. Our selection of disclosure frameworks that seek to align with various voluntary reporting standards may change from time to time and may result in a lack of comparative data from period to period. Moreover, our processes and controls may not always align with evolving voluntary standards for identifying, measuring, and reporting ESG metrics, our interpretation of reporting standards may differ from those of others, and such standards may change over time, any of which could result in significant revisions to our goals or reported progress in achieving such goals. In this regard, the criteria by which our ESG practices and disclosures are assessed may change due to the quickly evolving landscape, which could result in greater expectations of us and cause us to undertake costly initiatives to satisfy such new criteria. The increasing attention to corporate ESG initiatives could also result in increased investigations and litigation or threats thereof. If we are unable to satisfy such new criteria, investors may conclude that our ESG and sustainability practices are inadequate. If we fail or are perceived to have failed to achieve previously announced initiatives or goals or to accurately disclose our progress on such initiatives or goals, our reputation, business, financial condition and results of operations could be adversely impacted.
We transport hazardous materials.
We transport certain hazardous materials and other materials, including crude oil and toxic inhalation hazard (TIH) materials, such as ammonia, that pose certain risks in the event of a release or combustion. Additionally, U.S. laws impose common carrier obligations on railroads that require us to transport certain hazardous materials regardless of risk or potential exposure to loss. In addition, insurance premiums charged for, or the self-insured retention associated with, some or all of the coverage currently maintained by us could increase dramatically or certain coverage may not be available to us in the future if there is a catastrophic event related to rail transportation of these materials. A rail accident or other incident or accident on our network, at our facilities, or at the facilities of our customers involving the release or combustion of hazardous materials could involve significant costs and claims for personal injury, property damage, and environmental penalties and remediation in excess of our insurance coverage for these risks, which could have a material adverse effect on our results of operations, financial condition, and liquidity.
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Our business could be adversely affected if service on the railroads is interrupted or if more stringent regulations are adopted regarding railcar design or the transportation of crude oil by rail.
As a result of hydraulic fracturing and other improvements in extraction technologies, there has been a substantial increase in the volume of crude oil and liquid hydrocarbons produced and transported in North America, and a geographic shift in that production versus historical production. The increase in volume and shift in geography has resulted in increased pipeline congestion and a corresponding growth in crude oil being transported by rail from Canada and across the U.S. High-profile accidents involving crude-oil-carrying trains in Quebec, North Dakota and Virginia, and more recently in Saskatchewan, West Virginia and Illinois, have raised concerns about derailments and the environmental and safety risks associated with crude oil transport by rail and the associated risks arising from railcar design. In Canada, the transport of hazardous products is receiving greater scrutiny which could impact our customers and our business.
In May 2015, the DOT issued new production standards and operational controls for rail tank cars used in “High-Hazard Flammable Trains” (i.e., trains carrying commodities such as ethanol, crude oil and other flammable liquids). Similar standards have been adopted in Canada. The new standard applies for all cars manufactured after October 1, 2015, and existing tank cars must be retrofitted within the next three to eight years. The applicable operational controls include reduced speed restrictions, and maximum lengths on trains carrying these materials. Retrofitting our tank cars will be required under these new standards to the extent we elect to move certain flammable liquids in the future. While we may be able to pass some of these costs on to our customers, there may be costs that we cannot pass on to them. We continue to monitor the railcar regulatory landscape and remain in close contact with railcar suppliers and other industry stakeholders to stay informed of railcar regulation rulemaking developments. It is unclear how these regulations will impact the crude-by-rail industry, and any such impact would depend on a number of factors that are outside of our control. If, for example, overall volume of crude-by-rail decreases, or if we do not have access to a sufficient number of compliant cars to transport required volumes under our existing contracts, our operations may be negatively affected. This may lead to a decrease in revenues and other consequences.
The adoption of additional federal, state, provincial or local laws or regulations, including any voluntary measures by the rail industry regarding railcar design or crude oil and liquid hydrocarbon rail transport activities, or efforts by local communities to restrict or limit rail traffic involving crude oil, could affect our business by increasing compliance costs and decreasing demand for our services, which could adversely affect our financial position and cash flows. Moreover, any disruptions in the operations of railroads, including those due to shortages of railcars, weather-related problems, flooding, drought, accidents, mechanical difficulties, strikes, lockouts or bottlenecks, could adversely impact our customers’ ability to move their product and, as a result, could affect our business.
Because we depend on Class I railroads for a significant portion of our operations in North America, our results of operations, financial condition and liquidity may be adversely affected if our relationships with these carriers deteriorate.
The railroad industry in the United States and Canada is dominated by seven Class I carriers that have substantial market control and negotiating leverage. In addition, Class I carriers also traditionally have been significant sources of business for us, and may be future sources of potential acquisition candidates as they divest branch lines. A decision by any of these Class I carriers to cease or re-route certain freight movements or to alter existing business relationships, including operational or relationship changes, could have a material adverse effect on our results of operations. The overall impact of any such decision would depend on which Class I carrier is involved, the routes and freight movements affected, as well as the nature of any changes.
We may be affected by fluctuating prices for fuel and energy.

Volatility in energy prices could have a significant effect on a variety of items including, but not limited to: the economy;economy and demand for transportation services; business related to the energy sector, including the production and processing of crude oil, natural gas, and coal; fuel prices; and, fuel surcharges. Particularly in our rail business, fuel costs constitute a significant portion of our expenses. Diesel fuel prices and availability can be subject to dramatic fluctuations, and significant price increases could have a material adverse effect on our operating results. If a severe fuel supply shortage arose from production curtailments, disruption of oil imports or domestic oil production, disruption of domestic refinery production, damage to refinery or pipeline infrastructure, political unrest, war, terrorist attack or otherwise, diesel fuel may not be readily available and may be subject to rationing regulations. Currently, we receive fuel surcharges and other rate adjustments to offset fuel prices, although there may be a significant delay in our recovery of fuel costs based on the terms of the fuel surcharge program. If Class I railroads change their policies regarding fuel surcharges, the compensation we receive for increases in fuel costs may decrease, which could have a negative effect on our profitability; in fact, we cannot be certain that we will always be able to mitigate rising or elevated fuel costs through fuel surcharges at all, as future market conditions or legislative or regulatory activities could adversely affect our ability to apply fuel surcharges or adequately recover increased fuel costs through fuel surcharges.services.

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

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

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

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

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

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

We have granted purchase options to the lessees of certain of our assets. The market values of these assets may change from time to time depending on a number of factors, such as general economic and market conditions affecting the industries in which we operate, competition, cost of construction, governmental or other regulations, technological changes and prevailing levels of lease rates from time to time. The purchase price under a purchase option may be less than the asset’s market value at the time the option may be exercised. In addition, we may not be able to obtain a replacement asset for the price at which the asset is sold. In such cases, our business, prospects, financial condition, results of operations and cash flows may be materially adversely affected.

We may not be able to renew or obtain new or favorable leases, which could adversely affect our business, prospects, financial condition, results of operations and cash flows.

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

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

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

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

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

terrorist acts, armed hostilities, war and civil disturbances;

acts of piracy;

potential cybersecurity attacks;

significant governmental influence over many aspects of local economies;

seizure, nationalization or expropriation of property or equipment;

repudiation, nullification, modification or renegotiation of contracts;

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

political unrest;

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

the inability to repatriate income or capital;

complications associated with repairing and replacing equipment in remote locations;

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

U.S. and foreign sanctions or trade embargoes;

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

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

regulatory or financial requirements to comply with foreign bureaucratic actions;

compliance with applicable anti-corruption laws and regulations;

changing taxation policies, including confiscatory taxation;

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

governmental corruption.

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

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

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

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

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

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

While our existing portfolio consists of assets in the aviation sector, we are actively evaluating potential acquisitions of assets and operating companies in other sectors of the aviation market and we plan to be flexible as other attractive opportunities arise over time. To the extent we make acquisitions in other sectors, we will face numerous risks and uncertainties, including risks associated with the required investment of capital and other resources and with combining or integrating operational and management systems and controls. Entry into certain lines of business may subject us to new laws and regulations and may lead to increased litigation and regulatory risk. Many types of transportation assets, including certain airport assets, are subject to registration requirements by U.S. governmental agencies, as well as foreign governments if such assets are to be used outside of the United States. Failing to register the assets, or losing such registration, could result in substantial penalties, forced liquidation of the assets and/or the inability to operate and, if applicable, lease the assets. We may need to incur significant costs to comply with the laws and regulations applicable to any such new acquisition. The failure to comply with these laws and regulations could cause us to incur significant costs, fines or penalties or require the assets to be removed from service for a period of time resulting in reduced income from these assets. In addition, if our acquisitions in other sectors produce insufficient revenues, or produce investment losses, or if we are unable to efficiently manage our expanded operations, our results of operations will be adversely affected, and our reputation and business may be harmed.

The agreements governing our indebtedness place restrictions on us and our subsidiaries, reducing operational flexibility and creating default risks.

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

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

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incur additional debt or issue preferred shares;

make certain investments or acquisitions;

create liens on our or our subsidiaries’ assets;

sell assets;

make distributions on or repurchase our shares;

enter into transactions with affiliates; and

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

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

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

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

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

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

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

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

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

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

purchase new assets or refinance existing assets;

fund our working capital needs and maintain adequate liquidity; and

finance other growth initiatives.

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

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

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

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

The discontinuation of the LIBOR benchmark interest rate may have an advantage over railroadsimpact on our business.

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

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

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

Parts of transporting goodsour business depend on the environment and public infrastructure. Additionally, we must build or acquire and maintain our rail system, while trucks, barges, and maritime operators are able to use public rights-of-way maintained by public entities. Any of the following could also affect the competitivenesssecure operation of our rail services, whichIT systems and the IT systems of our third-party providers to manage, process, store, and transmit information associated with aircraft leasing. We have, from time to time, experienced threats to our data and systems, including malware and computer virus attacks. A cyberattack that bypasses our IT security systems or the IT security systems of our third-party providers, causing an IT security breach, could adversely impact our daily operations and lead to the loss of sensitive information, including our own proprietary information and that of our customers, suppliers and employees. Such losses could harm our reputation and result in competitive disadvantages, litigation, regulatory enforcement actions, lost revenues, additional costs and liabilities. While we devote substantial resources to maintaining adequate levels of cyber-security, our resources and technical sophistication may not be adequate to prevent all types of cyberattacks.

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

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

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

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

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

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

Our corporate affairs are governed by our amended and restated memorandum and articles of these alternative modesassociation (as amended from time to time, the ‘‘Articles’’), the Companies Act (As Revised) of transportation,the Cayman Islands (the ‘‘Cayman Companies Act’’) and the common law of the Cayman Islands. The rights of shareholders to take action against the directors, actions by minority shareholders and the fiduciary responsibilities of our directors to us under Cayman Islands law are to a large extent governed by the common law of the Cayman Islands. The common law of the Cayman Islands is derived in part from comparatively limited judicial precedent in the Cayman Islands as well as from English common law, the decisions of whose courts are of persuasive authority, but are not binding on a court in the Cayman Islands. The rights of our shareholders and the fiduciary responsibilities of our directors under Cayman Islands law are different from what they would be under statutes or judicial precedent in some jurisdictions in the United States. In particular, the Cayman Islands has a different body of securities laws as compared to the United States, and certain states, such as autonomous orDelaware, may have more fuel efficient trucks, (ii) legislation that eliminates or significantly increases the size or weight limitations appliedfully developed and judicially interpreted bodies of corporate law. In addition, Cayman Islands companies may not have standing to motor carriers, or (iii) legislation or regulatory changes that impose operating restrictions on railroads or that adversely affect the profitability of some or all railroad traffic. Additionally, any future consolidationinitiate a shareholders derivative action in a federal court of the rail industry could materially affectUnited States.

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

As a result of all of the above, public shareholders may have more difficulty in protecting their interests in the face of actions taken by management, members of the board of directors or controlling shareholders than they would as public shareholders of a United States company.

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

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

EU AML High-Risk Third Countries List

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

Our assets are exposed to unplanned interruptions caused by events outside of our control which may disrupt our business and cause damage or losses that may not be adequately covered by insurance.
The operations of transportation and infrastructure
Aviation projects are exposed to unplanned interruptions caused by breakdown or failure of equipment, or plants, aging infrastructure, employee error or contractor or subcontractor failure, problems that delay or increase the cost of returning facilities to service after outages, limitations that may be imposed by equipment conditions or environmental, safety or other regulatory requirements, fuel supply or fuel transportation reductions or interruptions, labor disputes, difficulties with the implementation or operation of information systems, derailments, power outages, pipeline or electricity line ruptures, catastrophic events, such as hurricanes, cyclones, earthquakes, landslides, floods, explosions, fires, or other disasters. Any equipment or system outage or constraint can, among other things, reduce sales, increase costs and affect the ability to meet regulatory service metrics, customer expectations and regulatory reliability and security requirements. We have in the past experienced power outages at plants which disrupted their operations and negatively impacted our revenues. We cannot assure you that similar events may not occur in the future. Operational disruption, as well as supply disruption, and increased government oversight could adversely impact the cash flows available from these assets. In addition, the cost of repairing or replacing damaged assets could be considerable. Repeated or prolonged interruption may result in temporary or permanent loss of customers, substantial litigation or penalties for regulatory or contractual non-compliance, and any loss from such events may not be recoverable under relevant insurance policies. Although we believe that we are adequately insured against these types of events, either indirectly through our lessees or charterers or through our own insurance policies, no assurance can be given that the occurrence of any such event will not materially adversely affect us. In addition, if a lessee or charterer is not obligated to maintain sufficient insurance, we may incur the costs of additional insurance coverage during the related lease or charter.lease. We can give no assurance that such insurance will be available at commercially reasonable rates, if at all.
Our assets generally require routine maintenance, and we may be exposed to unforeseen maintenance costs.
We may be exposed to unforeseen maintenance costs for our assets associated with a lessee’s or charterer’s failure to properly maintain the asset. We enter into leases and charters with respect to some of our assets pursuant to which the lessees are primarily responsible for many obligations, which generally include complying with all governmental requirements applicable to the lessee or charterer, including operational, maintenance, government agency oversight, registration requirements and other applicable directives. Failure of a lessee or charterer to perform required maintenance during the term of a lease or charter could result in a decrease in value of an asset, an inability to re-lease or charter an asset at favorable rates, if at all, or a potential inability to utilize an asset. Maintenance failures would also likely require us to incur maintenance and modification costs upon the termination of the applicable lease or charter; such costs to restore the asset to an acceptable condition prior to re-leasing, charter or sale could be substantial. Any failure by our lessees or charterers to meet their obligations to perform required scheduled maintenance or our inability to maintain our assets could materially adversely affect our business, prospects, financial condition, results of operations and cash flows.
Some of our customers operate in highly regulated industries and changes in laws or regulations, including laws with respect to international trade, may adversely affect our ability to lease, charter or sell our assets.
Some of our customers operate in highly regulated industries such as aviation and offshore energy. A number of our contractual arrangements-for example, our leasing aircraft engines or offshore energy equipment to third-party operators-require the operator (our customer) to obtain specific governmental or regulatory licenses, consents or approvals. These include consents for certain payments under such arrangements and for the export, import or re-export of the related assets. Failure by our customers or, in certain circumstances, by us, to obtain certain licenses and approvals could negatively affect our ability to conduct our business. In addition, the shipment of goods, services and technology across international borders subjects the operation of our assets to international trade laws and regulations. Moreover, many countries, including the United States, control the export and re-export of certain goods, services and technology and impose related export recordkeeping and reporting obligations. Governments also may impose economic sanctions against certain countries, persons and other entities that may restrict or prohibit transactions involving such countries, persons and entities. If any such regulations or sanctions affect the asset operators that are our customers, our business, prospects, financial condition, results of operations and cash flows may be materially adversely affected.
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Index

Certain of our assets are subject to purchase options held by the charterer or lessee of the asset which, if exercised, could reduce the size of our asset base and our future revenues.
We have granted purchase options to the charterers and lessees of certain of our assets. The market values of these assets may change from time to time depending on a number of factors, such as general economic and market conditions affecting the industries in which we operate, competition, cost of construction, governmental or other regulations, technological changes and prevailing levels of charter or lease rates from time to time. The purchase price under a purchase option may be less than the asset’s market value at the time the option may be exercised. In addition, we may not be able to obtain a replacement asset for the price at which the asset is sold. In such cases, our business, prospects, financial condition, results of operations and cash flows may be materially adversely affected.
The profitability of our offshore energy assets may be impacted by the profitability of the offshore oil and gas industry generally, which is significantly affected by, among other things, volatile oil and gas prices.
Demand for assets in the offshore energy business and our ability to secure charter contracts for our assets at favorable charter rates following expiry or termination of existing charters will depend, among other things, on the level of activity in the offshore oil and gas industry. The offshore oil and gas industry is cyclical and volatile, and demand for oil-service assets depends on, among other things, the level of development and activity in oil and gas exploration, as well as the identification and development of oil and gas reserves and production in offshore areas worldwide. The availability of high quality oil and gas prospects, exploration success, relative production costs, the stage of reservoir development, political concerns and regulatory requirements all affect the level of activity for charterers of oil-service vessels. Accordingly, oil and gas prices and market expectations of potential changes in these prices significantly affect the level of activity and demand for oil-service assets. Oil and gas prices can be extremely volatile and are affected by numerous factors beyond our control, such as: worldwide demand for oil and gas; costs of exploring, developing, producing and delivering oil and gas; expectations regarding future energy prices; the ability of the Organization of Petroleum Exporting Countries (“OPEC”) to set and maintain production levels and impact pricing; the level of production in non-OPEC countries; governmental regulations and policies regarding development of oil and gas reserves; local and international political, economic and weather conditions; domestic and foreign tax or trade policies; political and military conflicts in oil-producing and other countries; and the development and exploration of alternative fuels. Any reduction in the demand for our assets due to these or other factors could materially adversely affect our operating results and growth prospects.
We may not be able to renew or obtain new or favorable charters or leases, which could adversely affect our business, prospects, financial condition, results of operations and cash flows.
Our operating leases are subject to greater residual risk than direct finance leases because we will own the assets at the expiration of an operating lease term and we may be unable to renew existing charters or leases at favorable rates, or at all, or sell the leased or chartered assets, and the residual value of the asset may be lower than anticipated. In addition, our ability to renew existing charters or leases or obtain new charters or leases will also depend on prevailing market conditions, and upon expiration of the contracts governing the leasing or charter of the applicable assets, we may be exposed to increased volatility in terms of rates and contract provisions. For example, we do not currently have long-term charters for our construction support vessel and our ROV support vessel. Likewise, our customers may reduce their activity levels or seek to terminate or renegotiate their charters or leases with us. If we are not able to renew or obtain new charters or leases in direct continuation, or if new charters or leases are entered into at rates substantially below the existing rates or on terms otherwise less favorable compared to existing contractual terms, or if we are unable to sell assets for which we are unable to obtain new contracts or leases, our business, prospects, financial condition, results of operations and cash flows could be materially adversely affected.
Litigation to enforce our contracts and recover our assets has inherent uncertainties that are increased by the location of our assets in jurisdictions that have less developed legal systems.
While some of our contractual arrangements are governed by New York law and provide for the non-exclusive jurisdiction of the courts located in the state of New York, our ability to enforce our counterparties’ obligations under such contractual arrangements is subject to applicable laws in the jurisdiction in which enforcement is sought. While some of our existing assets are used in specific jurisdictions, transportation and transportation-related infrastructure assets by their nature generally move throughout multiple jurisdictions in the ordinary course of business. As a result, it is not possible to predict, with any degree of certainty, the jurisdictions in which enforcement proceedings may be commenced. Litigation and enforcement proceedings have inherent uncertainties in any jurisdiction and are expensive. These uncertainties are enhanced in countries that have less developed legal systems where the interpretation of laws and regulations is not consistent, may be influenced by factors other than legal merits and may be cumbersome, time-consuming and even more expensive. For example, repossession from defaulting lessees may be difficult and more expensive in jurisdictions whose laws do not confer the same security interests and rights to creditors and lessors as those in the United States and where the legal system is not as well developed. As a result, the remedies available and the relative success and expedience of collection and enforcement proceedings with respect to the owned assets in various jurisdictions cannot be predicted. To the extent more of our business shifts to areas outside of the United States and Europe, such as Asia and the Middle East, it may become more difficult and expensive to enforce our rights and recover our assets.
Our international operations involve additional risks, which could adversely affect our business, prospects, financial condition, results of operations and cash flows.
We and our customers operate in various regions throughout the world. As a result, we may, directly or indirectly, be exposed to political and other uncertainties, including risks of:
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•terrorist acts, armed hostilities, war and civil disturbances;
•acts of piracy;
•potential cybersecurity attacks;
•significant governmental influence over many aspects of local economies;
•seizure, nationalization or expropriation of property or equipment;
•repudiation, nullification, modification or renegotiation of contracts;
•limitations on insurance coverage, such as war risk coverage, in certain areas;
•political unrest;
•foreign and U.S. monetary policy and foreign currency fluctuations and devaluations;
•the inability to repatriate income or capital;
•complications associated with repairing and replacing equipment in remote locations;
•import-export quotas, wage and price controls, imposition of trade barriers;
•U.S. and foreign sanctions or trade embargoes;
•restrictions on the transfer of funds into or out of countries in which we operate;
•compliance with U.S. Treasury sanctions regulations restricting doing business with certain nations or specially designated nationals;
•regulatory or financial requirements to comply with foreign bureaucratic actions;
•compliance with applicable anti-corruption laws and regulations;
•changing taxation policies, including confiscatory taxation;
•other forms of government regulation and economic conditions that are beyond our control; and
•governmental corruption.
Any of these or other risks could adversely impact our customers’ international operations which could materially adversely impact our operating results and growth opportunities.
We may make acquisitions in emerging markets throughout the world, and investments in emerging markets are subject to greater risks than developed markets and could adversely affect our business, prospects, financial condition, results of operations and cash flows.
To the extent that we acquire assets in emerging markets-which we may do throughout the world-additional risks may be encountered that could adversely affect our business. Emerging market countries have less developed economies and infrastructure and are often more vulnerable to economic and geopolitical challenges and may experience significant fluctuations in gross domestic product, interest rates and currency exchange rates, as well as civil disturbances, government instability, nationalization and expropriation of private assets and the imposition of taxes or other charges by government authorities. In addition, the currencies in which investments are denominated may be unstable, may be subject to significant depreciation and may not be freely convertible or may be subject to the imposition of other monetary or fiscal controls and restrictions.
Emerging markets are still in relatively early stages of their development and accordingly may not be highly or efficiently regulated. Moreover, emerging markets tend to be shallower and less liquid than more established markets which may adversely affect our ability to realize profits from our assets in emerging markets when we desire to do so or receive what we perceive to be their fair value in the event of a realization. In some cases, a market for realizing profits from an investment may not exist locally. In addition, issuers based in emerging markets are not generally subject to uniform accounting and financial reporting standards, practices and requirements comparable to those applicable to issuers based in more developed countries, thereby potentially increasing the risk of fraud and other deceptive practices. Settlement of transactions may be subject to greater delay and administrative uncertainties than in developed markets and less complete and reliable financial and other information may be available to investors in emerging markets than in developed markets. In addition, economic instability in emerging markets could adversely affect the value of our assets subject to leases or charters in such countries, or the ability of our lessees or charters, which operate in these markets, to meet their contractual obligations. As a result, lessees or charterers that operate in emerging market countries may be more likely to default under their contractual obligations than those that operate in developed countries. Liquidity and volatility limitations in these markets may also adversely affect our ability to dispose of our assets at the best price available or in a timely manner.
As we have and may continue to acquire assets located in emerging markets throughout the world, we may be exposed to any one or a combination of these risks, which could adversely affect our operating results.
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We are actively evaluating potential acquisitions of assets and operating companies in other transportation and infrastructure sectors which could result in additional risks and uncertainties for our business and unexpected regulatory compliance costs.
While our existing portfolio consists of assets in the aviation, energy, intermodal transport and port and rail sectors, we are actively evaluating potential acquisitions of assets and operating companies in other sectors of the transportation and transportation-related infrastructure and equipment markets and we plan to be flexible as other attractive opportunities arise over time. To the extent we make acquisitions in other sectors, we will face numerous risks and uncertainties, including risks associated with the required investment of capital and other resources and with combining or integrating operational and management systems and controls. Entry into certain lines of business may subject us to new laws and regulations and may lead to increased litigation and regulatory risk. Many types of transportation assets, including certain rail, airport and seaport assets, are subject to registration requirements by U.S. governmental agencies, as well as foreign governments if such assets are to be used outside of the United States. Failing to register the assets, or losing such registration, could result in substantial penalties, forced liquidation of the assets and/or the inability to operate and, if applicable, lease the assets. We may need to incur significant costs to comply with the laws and regulations applicable to any such new acquisition. The failure to comply with these laws and regulations could cause us to incur significant costs, fines or penalties or require the assets to be removed from service for a period of time resulting in reduced income from these assets. In addition, if our acquisitions in other sectors produce insufficient revenues, or produce investment losses, or if we are unable to efficiently manage our expanded operations, our results of operations will be adversely affected, and our reputation and business may be harmed.
The agreements governing our indebtedness place restrictions on us and our subsidiaries, reducing operational flexibility and creating default risks.
The agreements governing our indebtedness, including, but not limited to, the indenture governing our Senior Notes and the revolving credit facility entered into on June 16, 2017 (“Revolving Credit Facility”), contain covenants that place restrictions on us and our subsidiaries. The indentures governing our Senior Notes and the Revolving Credit Facility restrict among other things, our and certain of our subsidiaries’ ability to:
•merge, consolidate or transfer all, or substantially all, of our assets;
•incur additional debt or issue preferred shares;
•make certain investments or acquisitions;
•create liens on our or our subsidiaries’ assets;
•sell assets;
•make distributions on or repurchase our shares;
•enter into transactions with affiliates; and
•create dividend restrictions and other payment restrictions that affect our subsidiaries.
These covenants could impair our ability to grow our business, take advantage of attractive business opportunities, pay dividends on our common and preferred shares or successfully compete. A breach of any of these covenants could result in an event of default. Cross-default provisions in our debt agreements could cause an event of default under one debt agreement to trigger an event of default under our other debt agreements. Upon the occurrence of an event of default under any of our debt agreements, the lenders or holders thereof could elect to declare all outstanding debt under such agreements to be immediately due and payable.
Terrorist attacks or other hostilities could negatively impact our operations and our profitability and may expose us to liability and reputational damage.
Terrorist attacks may negatively affect our operations. Such attacks have contributed to economic instability in the United States and elsewhere, and further acts of terrorism, violence or war could similarly affect world trade and the industries in which we and our customers operate. In addition, terrorist attacks or hostilities may directly impact airports or aircraft, ports where our containers and vessels travel, or our physical facilities or those of our customers. In addition, it is also possible that our assets could be involved in a terrorist attack or other hostilities. The consequences of any terrorist attacks or hostilities are unpredictable, and we may not be able to foresee events that could have a material adverse effect on our operations. Although our lease and charter agreements generally require the counterparties to indemnify us against all damages arising out of the use of our assets, and we carry insurance to potentially offset any costs in the event that our customer indemnifications prove to be insufficient, our insurance does not cover certain types of terrorist attacks, and we may not be fully protected from liability or the reputational damage that could arise from a terrorist attack which utilizes our assets.
Our leases and charters require payments in U.S. dollars, but many of our customers operate in other currencies; if foreign currencies devalue against the U.S. dollar, our lessees or charterers may be unable to meet their payment obligations to us in a timely manner.
Our current leases and charters require that payments be made in U.S. dollars. If the currency that our lessees or charterers typically use in operating their businesses devalues against the U.S. dollar, our lessees or charterers could encounter difficulties in making payments to us in U.S. dollars. Furthermore, many foreign countries have currency and exchange laws regulating international payments that may impede or prevent payments from being paid to us in U.S. dollars. Future leases or charters may provide for payments to be made in euros or other foreign currencies. Any change in the currency exchange rate that
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reduces the amount of U.S. dollars obtained by us upon conversion of future lease payments denominated in euros or other foreign currencies, may, if not appropriately hedged by us, have a material adverse effect on us and increase the volatility of our earnings.
Our inability to obtain sufficient capital would constrain our ability to grow our portfolio and to increase our revenues.
Our business is capital intensive, and we have used and may continue to employ leverage to finance our operations. Accordingly, our ability to successfully execute our business strategy and maintain our operations depends on the availability and cost of debt and equity capital. Additionally, our ability to borrow against our assets is dependent, in part, on the appraised value of such assets. If the appraised value of such assets declines, we may be required to reduce the principal outstanding under our debt facilities or otherwise be unable to incur new borrowings.
We can give no assurance that the capital we need will be available to us on favorable terms, or at all. Our inability to obtain sufficient capital, or to renew or expand our credit facilities, could result in increased funding costs and would limit our ability to:
•meet the terms and maturities of our existing and future debt facilities;
•purchase new assets or refinance existing assets;
•fund our working capital needs and maintain adequate liquidity; and
•finance other growth initiatives.
In addition, we conduct our operations so that neither we nor any of our subsidiaries are required to register as an investment company under the Investment Company Act of 1940 (the “Investment Company Act”). As such, certain forms of financing such as finance leases may not be available to us. Please see “- If we are deemed an investment company under the Investment Company Act, it could have a material adverse effect on our business, prospects, financial condition, results of operations and cash flows.”
The effects of various environmental regulations may negatively affect the industries in which we operate which could have a material adverse effect on our financial condition, results of operations and cash flows.
We are subject to federal, state, local and foreign laws and regulations relating to the protection of the environment, including those governing the discharge of pollutants to air and water, the management and disposal of hazardous substances and wastes, the cleanup of contaminated sites and noise and emission levels and greenhouse gas emissions. Under some environmental laws in the United States and certain other countries, strict liability may be imposed on the owners or operators of assets, which could render us liable for environmental and natural resource damages without regard to negligence or fault on our part. We could incur substantial costs, including cleanup costs, fines and third-party claims for property or natural resource damage and personal injury, as a result of violations of or liabilities under environmental laws and regulations in connection with our or our lessee’s or charterer’s current or historical operations, any of which could have a material adverse effect on our results of operations and financial condition. In addition, a variety of new legislation is being enacted, or considered for enactment, at the federal, state and local levels relating to greenhouse gas emissions and climate change. While there has historically been a lack of consistent climate change legislation, as climate change concerns continue to grow, further legislation and regulations are expected to continue in areas such as greenhouse gas emissions control, emission disclosure requirements and building codes or other infrastructure requirements that impose energy efficiency standards. Government mandates, standards or regulations intended to mitigate or reduce greenhouse gas emissions or projected climate change impacts could result in prohibitions or severe restrictions on infrastructure development in certain areas, increased energy and transportation costs, and increased compliance expenses and other financial obligations to meet permitting or development requirements that we may be unable to fully recover (due to market conditions or other factors), any of which could result in reduced profits and adversely affect our results of operations. While we typically maintain liability insurance coverage and typically require our lessees to provide us with indemnity against certain losses, the insurance coverage is subject to large deductibles, limits on maximum coverage and significant exclusions and may not be sufficient or available to protect against any or all liabilities and such indemnities may not cover or be sufficient to protect us against losses arising from environmental damage. In addition, changes to environmental standards or regulations in the industries in which we operate could limit the economic life of the assets we acquire or reduce their value, and also require us to make significant additional investments in order to maintain compliance, which would negatively impact our cash flows and results of operations.
Our Repauno site and Long Ridge property are subject to environmental laws and regulations that may expose us to significant costs and liabilities.
Our Repauno site is subject to ongoing environmental investigation and remediation by the former owner that sold Repauno to us (the “Repauno Seller”) related to historic industrial operations. The Repauno Seller is responsible for completion of this work, and we benefit from a related indemnity and insurance policy. If the Repauno Seller fails to fulfill its investigation and remediation, or indemnity obligations and the related insurance, which are subject to limits and conditions, fail to cover our costs, we could incur losses. Redevelopment of the property in those areas undergoing investigation and remediation must await state environmental agency confirmation that no further investigation or remediation is required before redevelopment activities can occur in such areas of the property. Therefore, any delay in the Repauno Seller’s completion of the environmental work or receipt of related approvals in an area of the property could delay our redevelopment activities. In addition, once received, permits and approvals may be subject to litigation, and projects may be delayed or approvals reversed or modified in litigation. If there is a delay in obtaining any required regulatory approval, it could delay projects and cause us to incur costs.
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In connection with our acquisition of Long Ridge, the former owner that sold Long Ridge to us (the “Long Ridge Seller”) is obligated to perform certain post-closing demolition activities, remove specified containers, equipment and structures and conduct investigation, removal, cleanup and decontamination related thereto. The Long Ridge Seller is responsible for ongoing environmental remediation related to historic industrial operations on and off Long Ridge. In addition, Long Ridge is located adjacent to the former Ormet Corporation Superfund site (the “Ormet site”), which is owned and operated by the Long Ridge Seller. Pursuant to an order with the U.S. EPA, the Long Ridge Seller is obligated to pump groundwater that has been impacted by the adjacent Ormet site beneath our site and discharge it to the Ohio River and monitor the groundwater annually. Long Ridge is also subject to an environmental covenant related to the adjacent Ormet site that, inter alia, restricts the use of groundwater beneath our site and requires U.S. EPA consent for activities on Long Ridge that could disrupt the groundwater monitoring or pumping. The Long Ridge Seller is contractually obligated to complete its regulatory obligations on Long Ridge and we benefit from a related indemnity and insurance policy. If the Long Ridge Seller fails to fulfill its demolition, removal, investigation, remediation, monitoring, or indemnity obligations, and if the related insurance, which is subject to limits and conditions, fails to cover our costs, we could incur losses. Redevelopment of the property in those areas undergoing investigation and remediation pursuant to the Ohio EPA order must await state environmental agency confirmation that no further investigation or remediation is required before redevelopment activities can occur in such area of the property. Therefore, any delay in the Long Ridge Seller’s completion of the environmental work or receipt of related approvals or consents from Ohio EPA or U.S. EPA could delay our redevelopment activities.
In addition, a portion of Long Ridge was recently redeveloped as a combined cycle gas-fired electric generating facility, and other portions will likely be redeveloped in the future. Although we have not identified material impacts to soils or groundwater that reasonably would be expected to prevent or delay further redevelopment projects, impacted materials could be encountered that require special handling and/or result in delays to those projects. Any additional projects may require environmental permits and approvals from federal, state and local environmental agencies. Once received, permits and approvals may be subject to litigation, and projects may be delayed or approvals reversed or modified in litigation. If there is a delay in obtaining any required regulatory approval, it could delay projects and cause us to incur costs.
Moreover, new, stricter environmental laws, regulations or enforcement policies, including those imposed in response to climate change, could be implemented that significantly increase our compliance costs, or require us to adopt more costly methods of operation. If we are not able to transform Repauno or Long Ridge into hubs for industrial and energy development in a timely manner, their future prospects could be materially and adversely affected, which may have a material adverse effect on our business, operating results and financial condition.
The discontinuation of the LIBOR benchmark interest rate may have an impact on our business.
On July 27, 2017, the U.K. Financial Conduct Authority (the "FCA"), which regulates LIBOR, announced that it will no longer persuade or compel banks to submit rates for the calculation of LIBOR rates after 2021. On November 30, 2020, ICE Benchmark Administration, or the IBA, the administrator of LIBOR, with the support of the United States Federal Reserve and the FCA, announced plans to consult on ceasing publication of LIBOR on December 31, 2021, for only the one-week and two-month LIBOR tenors, and on June 30, 2023, for all other LIBOR tenors. The U.S. Federal Reserve concurrently issued a statement advising banks to stop new LIBOR issuances by the end of 2021. The IBA ceased publication of one-week and two-month USD LIBOR settings after December 31, 2021, and intends to cease publishing the remaining USD LIBOR settings after June 30, 2023.
In the United States, the Alternative Reference Rate Committee (“ARRC”), a group of diverse private-market participants assembled by the Federal Reserve Board and the Federal Reserve Bank of New York, was tasked with identifying alternative reference rates to replace LIBOR. The Secured Overnight Finance Rate (“SOFR”) has emerged as the ARRC's preferred alternative rate for LIBOR. SOFR is a broad measure of the cost of borrowing cash overnight collateralized by Treasury securities in the repurchase agreement market. At this time, it is not possible to predict how markets will respond to SOFR or other alternative reference rates.
As of June 30, 2022, we had $245.0 million of total debt outstanding under facilities with interest rates based on floating-rate indices. As a result of LIBOR’s phase out, our revolving credit facility was amended to incorporate SOFR as the successor rate to LIBOR, and our December 2021 bridge loan bears interest based on SOFR. There are significant differences between how LIBOR and SOFR are calculated, which could result in increased borrowing costs. We cannot predict to what extent the withdrawal and replacement of LIBOR will impact us. However, the implementation of alternative underlying floating-rate indices and reference rates may have an adverse impact on our business, results of operations or financial condition.
A cyberattack that bypasses our information technology (“IT”), security systems or the IT security systems of our third-party providers, causing an IT security breach, may lead to a disruption of our IT systems and the loss of business information which may hinder our ability to conduct our business effectively and may result in lost revenues and additional costs.
Parts of our business depend on the secure operation of our IT systems and the IT systems of our third-party providers to manage, process, store, and transmit information associated with aircraft leasing. We have, from time to time, experienced threats to our data and systems, including malware and computer virus attacks. A cyberattack that bypasses our IT security systems or the IT security systems of our third-party providers, causing an IT security breach, could adversely impact our daily operations and lead to the loss of sensitive information, including our own proprietary information and that of our customers, suppliers and employees. Such losses could harm our reputation and result in competitive disadvantages, litigation, regulatory
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enforcement actions, lost revenues, additional costs and liabilities. While we devote substantial resources to maintaining adequate levels of cyber-security, our resources and technical sophistication may not be adequate to prevent all types of cyberattacks.
If we are deemed an “investment company” under the Investment Company Act, it could have a material adverse effect on our business, prospects, financial condition, results of operations and cash flows.
We conduct our operations so that neither we nor any of our subsidiaries are required to register as an investment company under the Investment Company Act. Section 3(a)(1)(A) of the Investment Company Act defines an investment company as any issuer that is or holds itself out as being engaged primarily, or proposes to engage primarily, in the business of investing, reinvesting or trading in securities. Section 3(a)(1)(C) of the Investment Company Act defines an investment company as any issuer that is engaged or proposes to engage in the business of investing, reinvesting, owning, holding or trading in securities and owns or proposes to acquire investment securities having a value exceeding 40% of the value of the issuer’s total assets (exclusive of U.S. government securities and cash items) on an unconsolidated basis. Excluded from the term “investment securities,” among other things, are U.S. government securities and securities issued by majority-owned subsidiaries that are not themselves investment companies and are not relying on the exception from the definition of investment company for certain privately-offered investment vehicles set forth in Section 3(c)(1) or Section 3(c)(7) of the Investment Company Act.
We are a holding company that is not an investment company because we are engaged in the business of holding securities of our wholly-owned and majority-owned subsidiaries, which are engaged in transportation and related businesses which lease assets pursuant to operating leases and finance leases. The Investment Company Act may limit our and our subsidiaries’ ability to enter into financing leases and engage in other types of financial activity because less than 40% of the value of our and our subsidiaries’ total assets (exclusive of U.S. government securities and cash items) on an unconsolidated basis can consist of “investment securities.”
If we or any of our subsidiaries were required to register as an investment company under the Investment Company Act, the registered entity would become subject to substantial regulation that would significantly change our operations, and we would not be able to conduct our business as described in this report. We have not obtained a formal determination from the SEC as to our status under the Investment Company Act and, consequently, any violation of the Investment Company Act would subject us to material adverse consequences.
Risks Related to Our Acquisition of Transtar, LLC
Our acquisition of Transtar, LLC (“Transtar”) may not achieve its intended results and we may be unable to successfully integrate the operations of Transtar.
On July 28, 2021, we completed our previously announced acquisition of 100% of the equity interests of Transtar (the “Transtar Acquisition”), a wholly-owned short-line railroad subsidiary of United States Steel Corporation (the “Seller”). Transtar is comprised of five short-line freight railroads and one switching company, including two that connect to Seller’s largest production facilities in North America: the Gary Railway Company, Indiana; The Lake Terminal Railroad Company, Ohio; Union Railroad Company LLC, Pennsylvania; Fairfield Southern Company Inc., Alabama (switching company); Delray Connecting Railroad Company, Michigan; and the Texas & Northern Railroad Company, Texas. We are subject to certain risks relating to the Transtar Acquisition, which could have a material adverse effect on our business, results of operations and financial condition. Such risks may include, but are not limited to:
•failure to successfully integrate Transtar in a manner that permits us to realize the anticipated benefits of the acquisition;
•difficulties and delays integrating Transtar’s personnel, operations and systems and retaining key employees;
•higher than anticipated costs incurred in connection with the integration of the business and operations of Transtar;
•challenges in operating and managing rail lines across geographically disparate regions;
•disruptions to our ongoing business and diversions of our management’s attention caused by transition or integration activities involving Transtar;
•challenges with implementing adequate and appropriate controls, procedures and policies in Transtar’s business;
•Transtar’s dependence on the Seller as its primary customer;
•difficulties expanding our customer base;
•difficulties arising from Transtar’s dependence on the Seller to provide a variety of necessary transition services to Transtar and any failure by the Seller to adequately provide such services;
•assumption of pre-existing contractual relationships of Transtar that we may not have otherwise entered into, the termination or modification of which may be costly or disruptive to our business;
•incurring debt to finance the Transtar Acquisition, which increased our debt service requirements, expense and leverage;
•any potential litigation arising from the transaction; and
•other risks described in Item 1A, “Risk Factors” of this Annual Report on Form 10-K.
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The successful integration of a new business also depends on our ability to manage the new business, realize forecasted synergies and full value from the combined business. Our business, results of operations, financial condition and cash flows could be materially adversely affected if we are unable to successfully integrate Transtar.
We have material customer concentration with respect to the Transtar business, with a limited number of customers accounting for a material portion of our revenues.
We earned approximately 12% of our revenue from one customer in the Transtar segment during the year ended December 31, 2021 (based on our period of ownership of Transtar).
There are inherent risks whenever a large percentage of total revenues are concentrated with a limited number of customers. It is not possible for us to predict the future level of demand for our services that will be generated by these customers or the future demand for the products and services of these customers in the end-user marketplace. In addition, revenues from these customers may fluctuate from time to time based on the commencement and completion of projects, the timing of which may be affected by market conditions or other factors, some of which may be outside of our control. If any of these customers experience declining or delayed sales due to market, economic or competitive conditions, we could be pressured to reduce the prices we charge for our services or we could lose a major customer. Any such development could have an adverse effect on our margins and financial position, and would negatively affect our revenues and results of operations and/or trading price of our shares.
Risks Related to Our Manager

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

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

In addition, our Manager may assign our Management Agreement to an entity whose business and operations are managed or supervised by Mr. Wesley R. Edens, who is a principal, Co-Chief Executive Officer and a member of the board of directors of Fortress, an affiliate of our Manager, and a member of the management committee of Fortress since co-founding Fortress in May 1998. In the event of any such assignment to a non-affiliate of Fortress, the functions currently performed by our Manager’s current personnel may be performed by others. We can give you no assurance that such personnel would manage our operations in the same manner as our Manager currently does, and the failure by the personnel of any such entity to acquire assets generating attractive risk-adjusted returns could have a material adverse effect on our business, financial condition, results of operations and cash flows.
On December 27, 2017, SoftBank completed its acquisition of Fortress (the “SoftBank Merger”).
In connection with the SoftBank Merger, Fortress operates within SoftBank as an independent business headquartered in New York.

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

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

There are conflicts of interest inherent in our relationship with our Manager insofar as our Manager and its affiliates — including investment funds, private investment funds, or businesses managed by our Manager, including Seacastle Inc., Florida East Coast Industries, LLC (“FECI”) and FYX Trust Holdco LLC (“FYX”) — invest in transportation and transportation-related infrastructureaviation assets and whose investment objectives overlap with our asset acquisition objectives. Certain opportunities appropriate for us may also be appropriate for one or more of these other investment vehicles. Certain members of our board of directors and employees of our Manager who are our officers also serve as officers and/or directors of these other entities. For example, we have some of the sameour directors and officers as Seacastle Inc. and FYX.are also directors or officers of FTAI Infrastructure. Although we have the same Manager, we may compete with entities affiliated with our Manager or Fortress including Seacastle Inc., FECI and FYX, for certain target assets. From time to time, affiliates ofentities affiliated with or managed by our Manager or Fortress may focus on investments in assets with a similar profile as our target assets that we may seek to acquire. These affiliates may have meaningful purchasing capacity, which may change over time depending upon a variety of factors, including, but not limited to, available equity capital and debt financing, market conditions and cash on hand. Fortress has multiple existing and planned funds focused on investing in one or more of our target sectors, each with significant current or expected capital commitments. We have previously purchased and may in the future purchase assets from these funds, and have previously co-invested and may in the future co-invest with these funds in transportation and transportation-related infrastructureaviation assets. Fortress funds generally have a fee structure similar to ours, but the fees actually paid will vary depending on the size, terms and performance of each fund.
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Our Management Agreement generally does not limit or restrict our Manager or its affiliates from engaging in any business or managing other operating companies similar to us or pooled investment vehicles that invest in assets that meet our asset acquisition objectives. Our Manager intends to engagehas also engaged in additional transportation and infrastructure related management with FTAI Infrastructure in our recent spin-off of our infrastructure assets, and may be involved in other investment opportunities in the future, including, but not limited to, the previously announced spin-offany of our infrastructure business, which may compete with us for investments or result in a change in our current investment strategy. In addition, our operating agreement providesArticles provide that if Fortress or an affiliate or any of their officers, directors or employees acquire knowledge of a potential transaction that could be a corporate opportunity, they have no duty, to the fullest extent permitted by law, to offer such corporate opportunity to us, our shareholders or our affiliates. In the event that any of our directors and officers who is also a director, officer or employee of Fortress or its affiliates acquires knowledge of a corporate opportunity or is offered a corporate opportunity, provided that this knowledge was not acquired solely in such person’s capacity as a director or officer of FTAIthe Company and such person acts in good faith, then to the fullest extent permitted by law such person is deemed to have fully satisfied such person’s fiduciary duties owed to us and is not liable to us if Fortress or its affiliates pursues or acquires the corporate opportunity or if such person did not present the corporate opportunity to us.

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

The structure of our Manager’s and the General Partner’sMaster GP’s compensation arrangements may have unintended consequences for us. We have agreed to pay our Manager a management fee and the General PartnerMaster GP is entitled to receive incentive allocationspayments from Holdcothe Company or its subsidiaries that are each based on different measures of performance. Consequently, there may be conflicts in the incentives of our Manager to generate attractive risk-adjusted returns for us. In addition, because the General PartnerMaster GP and our Manager are both affiliates of Fortress, the Income Incentive AllocationPayment paid to the General PartnerMaster GP may cause our Manager to place undue emphasis on the maximization of earnings, including through the use of leverage, at the expense of other objectives, such as preservation of capital, to achieve higher incentive allocations.payments. Investments with higher yield potential are generally riskier or more speculative than investments with lower yield potential. This could result in increased risk to the value of our portfolio of assets and our commonordinary shares.
If the spin-off of FTAI Infrastructure is completed, we expect that our Management Agreement will be amended and assigned to FTAI Infrastructure and that we will enter into a new management agreement under terms substantially similar to the terms of the Management Agreement.
Our directors have approved a broad asset acquisition strategy for our Manager and will not approve each acquisition we make at the direction of our Manager. In addition, we may change our strategy without a shareholder vote, which may result in our acquiring assets that are different, riskier or less profitable than our current assets.

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

Our asset acquisition strategy may evolve in light of existing market conditions and investment opportunities, and this evolution may involve additional risks depending upon the nature of the assets we target and our ability to finance such assets on a short or long-term basis. As part of our continuing efforts to provide value to our shareholders, we are currently considering a spin-off of our infrastructure business from the remainder of our asset portfolio. Our board has not formally evaluated any such transaction, and there can be no assurance as to the timing, terms, structure or completion of any such transaction. Any such transaction would be subject to a number of risks and uncertainties, could have tax implications for the holders of our common
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shares, and could adversely affect the price of our common shares and our liquidity. Opportunities that present unattractive risk-return profiles relative to other available opportunities under particular market conditions may become relatively attractive under changed market conditions and changes in market conditions may therefore result in changes in the assets we target. Decisions to make acquisitions in new asset categories present risks that may be difficult for us to adequately assess and could therefore reduce or eliminate our ability to pay dividends on our commonordinary shares or have adverse effects on our liquidity or financial condition. A change in our asset acquisition strategy may also increase our exposure to interest rate, foreign currency or credit market fluctuations. In addition, a change in our asset acquisition strategy may increase our use of non-match-funded financing, increase the guarantee obligations we agree to incur or increase the number of transactions we enter into with affiliates. Our failure to accurately assess the risks inherent in new asset categories or the financing risks associated with such assets could adversely affect our results of operations and our financial condition.

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

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

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

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

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

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

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

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

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

If we are treated as engaged in a trade or business in the United States, the portion of our net income, if any, that is ‘‘effectively connected’’ with such trade or business would be subject to U.S. federal income taxation at maximum corporate rates, currently 21%. In addition, we may be subject to an additional U.S. federal branch profits tax on their shareour effectively connected earnings and profits at a rate of 30%. The imposition of such taxes could adversely affect our business and would result in decreased cash available for distribution to our shareholders. Although we (or one or more of our non-U.S. corporate subsidiaries) are expected to be treated as engaged in a U.S. trade or business, it is currently expected that only a small portion of our taxable income regardlesswill be treated as effectively connected with such U.S. trade or business. However, no assurance can be given that the amount of whether they receive any cash distributions from us.
So long as we wouldeffectively connected income will not be requiredgreater than currently expected, whether due to register as an investment company under the Investment Company Act of 1940a change in our operations or otherwise.

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If there is not sufficient trading in our shares, or if we were a U.S. Corporation and 90%50% of our grossshares are held by certain 5% shareholders, we could lose our eligibility for an exemption from U.S. federal income taxation on rental income from our aircraft or ships used in ‘‘international traffic’’ and could be subject to U.S. federal income taxation which would adversely affect our business and result in decreased cash available for each taxable year constitutes “qualifying income” within the meaningdistribution to our shareholders.

We expect that we will be eligible for an exemption under Section 883 of the Internal Revenue Code of 1986, as amended (the “Code”‘‘Code’’), on a continuing basis, FTAI will be treated, forwhich provides an exemption from U.S. federal income tax purposes, as a partnership and not as an association or publicly traded partnership taxable as a corporation. Holders of our common shares may be subject to U.S. federal, state, local and, in some cases, non-U.S. income taxation on their allocable share of our items of income, gain, loss, deduction and credit (including our allocable share of those items of Holdco or any other entity in which we invest that is treated as a partnership or is otherwise subject to tax on a flow through basis) for each of our taxable years ending with or within their taxable year, regardless of whether they receive cash distributions from us. Such shareholders may not receive cash distributions equal to their allocable share of our net taxable income or even the tax liability that results from that income.
We may hold or acquire certain investments through entities classified as CFCs or PFICs for U.S. federal income tax purposes.
Many of our investments are in non-U.S. corporations or are held through non-U.S. subsidiaries that are classified as corporations for U.S. federal income tax purposes. Some of these foreign entities may be classified as controlled foreign corporations (“CFCs”) or passive foreign investment companies (“PFICs”) (each as defined in the Code). Shareholders subject to U.S. federal income tax may experience adverse U.S. federal income tax consequences related to the indirect ownership of CFC or PFIC shares. For example, such shareholders may be required to take into account U.S. taxable income with respect to rental income derived from aircraft used in international traffic by certain foreign corporations. No assurances can be given that we will continue to be eligible for this exemption as changes in our ownership or the amount of our shares that are traded could cause us to cease to be eligible for such CFCs or PFICs withoutexemption. To qualify for this exemption in respect of rental income, the lessor of the aircraft must be organized in a corresponding receiptcountry that grants a comparable exemption to U.S. lessors. The Cayman Islands and the Marshall Islands grant such exemptions. Additionally, certain other requirements must be satisfied. We can satisfy these requirements in any year if, for more than half the days of cash from us. In addition, under the CFC rules, certain capital gainssuch year, our shares are treated as ordinary dividend incomeprimarily and regularly traded on a recognized exchange and certain shareholders, couldeach of whom owns 5% or more of our shares (applying certain attribution rules), do not collectively own more than 50% of our shares. Our shares will be subjectconsidered to income inclusionsbe primarily and regularly traded on a recognized exchange in respectany year if: (i) the number of trades in our shares effected on such recognized stock exchanges exceed the “subpart F income”number of our shares (or direct interests in our shares) that are traded during the year on all securities markets; (ii) trades in our shares are effected on such stock exchanges in more than de minimis quantities on at least 60 days during every calendar quarter in the year; and "global intangible low-taxed income" (“GILTI”)(iii) the aggregate number of our shares traded on such stock exchanges during the CFC. Treasury regulations, which are already effective with respect to GILTI and that will generally be effective beginning in 2023 with respect to subpart F income, generally have the effect of limiting certain adverse consequences of the CFC rules to shareholders treated for U.S. federal income tax purposes as
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owning indirectly or constructively (including through other partnerships) stock possessing less thantaxable year is at least 10% of the voting power or value of such CFCs through their ownership in FTAI.
Under the PFIC rules, indirect ownership of PFIC shares by U.S. persons generally gives rise to materially adverse U.S. federal income tax consequences, which may be mitigated by electing to treat the PFIC as a qualified electing fund (“QEF”). We currently anticipate using commercially reasonable efforts to make such an election (a “QEF Election”) with respect to each PFIC in which we hold a material interest, directly or indirectly, in the first year during which we hold shares in such entity, provided such PFIC is not also a CFC. As a result, U.S. holders of our common shares will generally be subject to tax on a current basis on their respective shares of each such PFIC’s undistributed ordinary earnings and net capital gains for each year in which the entity is a PFIC, regardless of whether such holders receive a corresponding distribution of cash from us. In certain cases, however, we may be unable to make a QEF Election with respect to a PFIC because, for example, we are unable to obtain the necessary information. In such event, U.S. holders of our common shares will be subject to imputed interest charges and other disadvantageous tax treatment with respect to certain “excess distributions” from the PFIC and gain realized upon the direct or indirect sale of the PFIC (including through the sale our common shares). Treasury Regulations have been proposed that would require partners in a partnership – rather than the partnership itself – to make a QEF election with respect to stock of a PFIC held indirectly through a partnership, if a partner so chooses. A partner that makes such an election generally would be subject to tax on a current basis on its share of such PFIC’s undistributed ordinary earnings and net capital gains for each year in which the entity is a PFIC, regardless of whether such holders receive a corresponding distribution of cash from the PFIC or from us. In addition, under the proposed regulations, the PFIC rules would apply with respect to a partner’s indirect interest in a PFIC that is held through a partnership even if such entity is also a CFC with respect to the partnership. As a result, if finalized in substantially their current form, these regulations would generally result in the PFIC rules applying to FTAI investors with respect to foreign corporations that are majority- or wholly-owned by us.
Prospective investors should consult their tax advisors regarding the potential impact of the rules regarding CFCs and PFICs before investing in our shares.
Certain tax consequences of the ownership of our preferred shares, including treatment of distributions as guaranteed payments for the use of capital, are uncertain.
The tax treatment of distributions on our preferred shares is uncertain. We intend to treat the holders of our preferred shares as partners for tax purposes and we intend to treat distributions on the shares as guaranteed payments for the use of capital that will generally be taxable to the holders of our preferred shares as ordinary income. Although a holder of our preferred shares will recognize taxable income from the accrual of such a guaranteed payment (even in the absence of a contemporaneous cash distribution), we anticipate accruing and making the guaranteed payment distributions quarterly. Except in the case of any loss recognized in connection with our liquidation, we do not anticipate allocating any items of our income, gain, loss or deduction to holders of our preferred shares, nor do we anticipate allocating them any share of our nonrecourse liabilities. If our preferred shares were treated as indebtedness for tax purposes, rather than as guaranteed payments for the use of capital, distributions in respect of the preferred coupon likely would be treated as payments of interest by us to the holders of our preferred shares. Finally, if holders of our preferred shares were entitled to an allocation of income from FTAI, the risk factors applicable to holders of common shares would generally apply.
Shareholders that are not U.S. persons could be subject to U.S. federal income tax, including a 10% withholding tax, on the disposition of our shares.
If the Internal Revenue Service (the “IRS”) were to determine that we, Holdco, or any other entity in which we invest that is subject to tax on a flow-through basis, is engaged in a U.S. trade or business for U.S. federal income tax purposes, any gain recognized by a foreign transferor on the sale, exchange or other dispositionaverage number of our shares would generally be treated as “effectively connected” with such trade or business tooutstanding in that class during that year. If we were not eligible for the extent it does not exceed the effectively connected gain that would be allocable to the transferor if we sold all of our assets at their fair market value asexemption under Section 883 of the date of the transferor’s disposition. Under current law, any such gainCode, we expect that is treated as effectively connected willour U.S. source rental income would generally be subject to U.S. federal income tax. In addition, after December 31, 2022, certain brokers effecting transfers of our shares are required to deduct and withhold a tax equal to 10% of the amount realized by the transferor on the disposition, which would include an allocable portion of our liabilities and would therefore generally exceed the amount of transferred cash received by transferor in the disposition, unless the transferor provides an IRS Form W-9 or an affidavit stating the transferor’s taxpayer identification number and that the transferor is not a foreign person or certain exceptions apply. Additionally, we (or certain qualified intermediaries) may be required to deduct and withhold certain amounts with respect to distributions to the transferees of our shares. Although we do not believe that we are currently engaged in a U.S. trade or business (directly or indirectly through pass-through subsidiaries), we are not required to manage our operations in a manner that is intended to avoid the conduct of a U.S. trade or business.
Tax gain or losstaxation, on a sale or other disposition of our common shares could be more or less than expected.
If a sale of our common shares by a shareholder is taxable in the United States, the shareholder will generally recognize gain or loss equal to the difference between the amount realized by such shareholder in the sale and such shareholder’s adjusted tax basis in those shares. A shareholder’s adjusted tax basis in the shares at the time of sale will generally be lower than the shareholder’s original tax basis in the shares to the extent that prior distributions to such shareholder exceed the total taxable income allocated to such shareholder or in certain other instances. A shareholder may therefore recognize a gain in a sale of our common shares even if the shares are sold at a price that is less than their original cost. A portion of the amount realized, whether or not representing gain, may be treated as ordinary income to such shareholder.
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Our ability to make distributions depends on our receiving sufficient cash distributions from our subsidiaries, and we cannot assure our shareholders that we will be able to make cash distributions to them in amounts that are sufficient to fund their tax liabilities.
Our subsidiaries may be subject to local taxes in each of the relevant territories and jurisdictions in which they operate, including taxes on income, profits or gains and withholding taxes. As a result, our funds available for distribution are indirectly reduced by such taxes, and the post-tax return to our shareholders is similarly reduced by such taxes.
In general, a shareholder that is subject to U.S. federal income tax must include in income its allocable share of FTAI’s items of income, gain, loss, deduction, and credit (including, so long as Holdco is treated as a partnership for U.S. federal income tax purposes, FTAI’s allocable share of those items of Holdco and any pass-through subsidiaries of Holdco) for each of our taxable years ending with or within such shareholder’s taxable year. However, the cash distributed by FTAI to a shareholder may not be sufficient to pay the full amount of such shareholder’s tax liability in respect of its investment in us.
If we are treated as a corporation for U.S. federal income tax purposes, the value of the shares could be adversely affected.
We have not requested, and do not plan to request, a ruling from the IRS on our treatment as a partnership for U.S. federal income tax purposes, or on any other matter affecting us. As of the date of the consummation of our initial public offering, under then current law and assuming full compliance with the terms of our operating agreement (and other relevant documents) and based upon factual statements and representations made by us, our outside counsel opined that we will be treated as a partnership, and not as an association or a publicly traded partnership taxable as a corporation for U.S. federal income tax purposes. However, opinions of counsel are not binding upon the IRS or any court, and the IRS may challenge this conclusion and a court may sustain such a challenge. The factual representations made by us upon which our outside counsel relied relate to our organization, operation, assets, activities, income, and present and future conduct of our operations. In general, if an entity that would otherwise be classified as a partnership for U.S. federal income tax purposes is a “publicly traded partnership” (as defined in the Code) it will be nonetheless treated as a corporation for U.S. federal income tax purposes, unless the exception described below, and upon which we intend to rely, applies. A publicly traded partnership will, however, be treated as a partnership, and not as a corporation for U.S. federal income tax purposes, so long as 90% or more of its gross income for each taxable year constitutes “qualifying income” within the meaning of the Code and it is not required to register as an investment company under the Investment Company Act of 1940. We refer to this exception as the “Qualifying Income Exception.”
Qualifying income generally includes dividends, interest, capital gains from the sale or other disposition of stocks and securities and certain other forms of investment income. We believe that our return from investments will include interest, dividends, capital gains and other types of qualifying income, but no assurance can be given as to the types of income that will be earned in any given year.
If we fail to satisfy the Qualifying Income Exception, we would be required to pay U.S. federal income tax at regular corporate rates on our income, which could adversely affect our business, operating results and financial condition. In addition, we would likely be liable for state and local income and/or franchise taxes on our income. Finally, distributions of cash to shareholders would constitute qualified dividend income taxable to such shareholders to the extent of our earnings and profits and would not be deductible by us. Taxation of us as a publicly traded partnership taxable as a corporation could result in a material adverse effect on our cash flow and the after-tax returns for shareholders and thus could result in a substantial reduction in the value of our shares.
Shareholders that are not U.S. persons should also anticipate being required to file U.S. tax returns and may be required to pay U.S. tax solely on account of owning our shares.
We may be, or may become, engaged in a U.S. trade or business for U.S. federal income tax purposes (directly or indirectly through pass-through subsidiaries), in which case some portion of our income would be treated as effectively connected income with respect to non-U.S. persons. Moreover, we may, in the future, sell interests in U.S. real holding property corporations (each a “USRPHC”) and therefore be deemed to be engaged in a U.S. trade or business at such time. If we were to realize gain from the sale or other disposition of a U.S. real property interest (including a USRPHC) or were otherwise engaged in a U.S. trade or business, non-U.S. persons holding our common shares generally would be required to file U.S. federal income tax returns and would be subject to U.S. federal withholding tax on their allocable share of the effectively connected income or gain at the regular U.S. federal income tax rates. Likewise, non-U.S. persons holding our preferred shares, by virtue of receiving guaranteed payments, may be required to file U.S. federal income tax returns and may be subject to U.S. federal withholding tax on their guaranteed payments, irrespective of our operations or investments. In both cases, non-U.S. persons that are corporations may also be subject to a branch profits tax on their allocable share of such income. Non-U.S. persons should anticipate being required to file U.S. tax returns and may be required to pay U.S. tax solely on account of owning our shares. Non-U.S. shareholders are urged to consult their tax advisors regarding the tax consequences of an investment in our shares.
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Non-U.S. persons that hold (or are deemed to hold) more than 5% of any class of our shares (or held, or were deemed to hold, more than 5% of any class of our shares) may be subject to U.S. federal income tax upon the disposition of some or all their shares.
If a non-U.S. person held more than 5% of any class of our shares at any time during the 5-year period preceding such non-U.S. person’s disposition of such shares, and we were considered a USRPHC (determined as if we were a U.S. corporation) at any time during such 5-year period because of our current or previous ownership of U.S. real property interests above a certain threshold, such non-U.S. person may be subject to U.S. tax on such disposition of such shares (and may have a U.S. tax return filing obligation).
Tax-exempt shareholders may face certain adverse U.S. tax consequences from owning our shares.
We are not required to manage our operations in a manner that would minimize the likelihood of generating income that would constitute “unrelated business taxable income” (“UBTI”) to the extent allocated to a tax-exempt shareholder. Although we expect to invest through subsidiaries that are treated as corporations for U.S. federal income tax purposes and such corporate investments would generally not result in an allocation of UBTI to a shareholder on account of the activities of those subsidiaries, we may not invest through corporate subsidiaries in all cases. Moreover, UBTI also includes income attributable to debt-financed property and we are not prohibited from incurring debt to finance our investments, including investments in subsidiaries. Furthermore, we are not prohibited from being (or causing a subsidiary to be) a guarantor of loans made to a subsidiary. If we (or certain of our subsidiaries) were treated as the borrower for U.S. tax purposes on account of those guarantees, some or all of our investments could be considered debt-financed property. In addition, the treatment of guaranteed payments for the use of capital to tax-exempt investors is not certain, and so distributions on our preferred shares may be treated as UBTI for federal income tax purposes, irrespective of our operations or the structure of our investments. The potential for income to be characterized as UBTI could make our shares an unsuitable investment for a tax-exempt entity. Tax-exempt shareholders are urged to consult their tax advisors regarding the tax consequences of an investment in our shares.
If substantially all of the U.S. source rental income derived from aircraft or ships used to transport passengers or cargo in international traffic (“U.S. source international transport rental income”) of any of our non-U.S. corporate subsidiaries is attributable to activities of personnel based in the United States, such subsidiary could be subject to U.S. federal income tax on a net income basis, at regular tax rates, rather than at a rate of 4% on gross income, which would adversely affect our business and result in decreased funds available for distribution to our shareholders.
We believe that the U.S. source international transport rental income of our non-U.S. subsidiaries generally will be subject to U.S. federal income tax, on a gross-income basis at a rate not in excess of 4%. as provided in Section 887 of the Code. If, anycontrary to expectations, we or certain of our non-U.S. subsidiaries that is treated as a corporation for U.S. federal income tax purposes did not comply with certain administrative guidelines of the IRS,U.S. Internal Revenue Service (the ‘‘IRS’’), such that 90% or more of such subsidiary’sthe U.S. source international transport rental income of the Company or any of such subsidiaries were attributable to the activities of personnel based in the United States, (in the case of bareboat leases) or from “regularly‘‘regularly scheduled transportation”transportation’’ as defined in such administrative guidelines (in the case of time-chartertime charter leases), our, or such subsidiary’s, U.S. source rental income would be treated as income effectively connected with the conduct of a trade or business in the United States. In such case, such subsidiary’s U.S. source international transport rental income would be subject to U.S. federal income taxtaxation at athe maximum corporate tax rate currently 21%.as well as state and local taxation. In addition, the Company or such subsidiary would be subject to the U.S. federal branch profits tax on its effectively connected earnings and profits at a rate of 30%. The imposition of such taxes could adversely affect our business and would result in decreased fundscash available for distribution to our shareholders.
The ability of
We or our corporate subsidiaries to utilize net operating losses (“NOLs”) to offset their future taxable income may become limited.
Certain of our corporate subsidiaries have significant NOLs, and any limitation on their use could materially affect our profitability. Such a limitation could occur if our corporate subsidiaries were to experience an “ownership change” as defined under Section 382 of the Code. The rules for determining ownership changes are complex, and changes in the ownership of our shares could cause an ownership change in one or more of our corporate subsidiaries. Sales of our shares by our shareholders, as well as future issuances of our shares, could contribute to a potential ownership change in our corporate subsidiaries.
Our subsidiaries may become subject to unanticipated tax liabilities that may have a material adverse effect on our results of operations.

Some of our subsidiaries are subject to income, withholding or other taxes in certain non-U.S. jurisdictions by reason of their jurisdiction of incorporation, activities and operations, where their assets are used or where the lessees of their assets (or others in possession of their assets) are located, and it is also possible that taxing authorities in any such jurisdictions could assert that we or our subsidiaries are subject to greater taxation than we currently anticipate. Further, the Multilateral ConventionOrganisation for Economic Co operation and Development (the ‘‘OECD’’) is conducting a project focused on base erosion and profit shifting in international structures, which seeks to Implement Tax Treaty Related Measuresestablish certain international standards for taxing the worldwide income of multinational companies. In addition, the OECD is working on a ‘‘BEPS 2.0’’ initiative, which is aimed at (i) shifting taxing rights to Prevent Base Erosionthe jurisdiction of the consumer and Profit Shifting (“BEPS”) recently entered into force(ii) ensuring all companies pay a global minimum tax. On October 8, 2021, the OECD announced an agreement among over 140 countries delineating an implementation plan, and on December 20, 2021, the jurisdictions that ratified it. TheOECD released model rules for the domestic implementation of BEPS prevention measures coulda 15% global minimum tax. As a result in a higher effective tax rate on our worldwide earnings by, for example, reducingof these developments, the tax deductionslaws of certain countries in which we and our affiliates do business could change on a prospective or otherwise increasing the taxable incomeretroactive basis, and any such changes could increase our liabilities for taxes, interest and penalties, and therefore could harm our business, cash flows, results of our subsidiaries.operations and financial position. In addition, a portion of certain of our or our non-U.S. corporate subsidiaries’ income is treated as effectively connected with a U.S. trade or business and is accordingly subject to U.S. federal income tax or may be subject to gross-basis U.S. withholding tax. It is possible that the IRS could assert that a greater portion of our or any such non-U.S. subsidiaries’ income is effectively connected income that should be subject to U.S. federal income tax which could adversely affect our business and result in decreased funds available for distribution to our shareholders.
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Our structure involves complex provisions of U.S. federal income tax law for which no clear precedent or authority may be available. Our structure also is subject to potential legislative, judicial or administrative change and differing interpretations, possibly on a retroactive basis.withholding tax.
The U.S. federal income tax treatment of our shareholders depends in some instances on determinations of fact and interpretations of complex provisions of U.S. federal income tax law for which no clear precedent or authority may be available. The U.S. federal income tax treatment of our shareholders may also be modified by administrative, legislative or judicial interpretation at any time, possibly on a retroactive basis, and any such action may affect our investments and commitments that were previously made, and could adversely affect the value of our shares or cause us to change the way we conduct our business.
Our organizational documents and agreements permit the board of directors to modify our operating agreement from time to time, without the consent of shareholders, in order to address certain changes in Treasury regulations, legislation or interpretation. In some circumstances, such revisions could have a material adverse impact on some or all shareholders. Moreover, we will apply certain assumptions and conventions in an attempt to comply with applicable rules and to report income, gain, deduction, loss and credit to shareholders in a manner that reflects such shareholders’ beneficial ownership of partnership items, taking into account variation in ownership interests during each taxable year because of trading activity. However, these assumptions and conventions may not be in compliance with all aspects of applicable tax requirements. It is possible that the IRS will assert successfully that the conventions and assumptions used by us do not satisfy the technical requirements of the Code and/or Treasury regulations and could require that items of income, gain, deduction, loss or credit, including interest deductions, be adjusted, reallocated, or disallowed, in a manner that adversely affects shareholders.
We could incur a significant tax liability if the IRS successfully asserts that the “anti-stapling” rules apply to our investments in our non-U.S. and U.S. subsidiaries, which would adversely affect our business and result in decreased funds available for distribution to our shareholders.
If we were subject to the “anti-stapling” rules of Section 269B of the Code, we would incur a significant tax liability as a result of owning more than 50% of the value of both U.S. and non-U.S. corporate subsidiaries, whose equity interests constitute “stapled interests” that may only be transferred together. If the “anti-stapling” rules applied, our non-U.S. corporate subsidiaries that are treated as corporations for U.S. federal income tax purposes would be treated as U.S. corporations, which would cause those entities to be subject to U.S. federal corporate income tax on their worldwide income. Because we intend to separately manage and operate our non-U.S. and U.S. corporate subsidiaries and structure their business activities in a manner that would allow us to dispose of such subsidiaries separately, we do not expect that the “anti-stapling” rules will apply. However, there can be no assurance that the IRS would not successfully assert a contrary position, which would adversely affect our business and result in decreased funds available for distribution to our shareholders.
Because we cannot match transferors and transferees of our shares, we have therefore adopted certain income tax accounting positions that may not conform with all aspects of applicable tax requirements. The IRS may challenge this treatment, which could adversely affect the value of our shares.
Because we cannot match transferors and transferees of our shares, we have adopted depreciation, amortization and other tax accounting positions that may not conform with all aspects of existing Treasury regulations. A successful IRS challenge to those positions could adversely affect the amount of tax benefits available to our shareholders. It also could affect the timing of these tax benefits or the amount of gain on the sale of our common shares and could have a negative impact on the value of our common shares or result in audits of and adjustments to our shareholders’ tax returns.
We generally allocate items of income, gain, loss and deduction using a monthly or other convention, whereby any such items we recognize in a given month are allocated to our shareholders as of a specified date of such month. As a result, if a shareholder transfers its common shares, it might be allocated income, gain, loss and deduction realized by us after the date of the transfer. Similarly, if a shareholder acquires additional common shares, it might be allocated income, gain, loss, and deduction realized by us prior to its ownership of such common shares. Consequently, our shareholders may recognize income in excess of cash distributions received from us, and any income so included by a shareholder would increase the basis such shareholder has in its common shares and would offset any gain (or increase the amount of loss) realized by such shareholder on a subsequent disposition of its common shares.
Rules regarding U.S. federal income tax liability arising from IRS audits could adversely affect our shareholders.
For taxable years beginning on or after January 1, 2018, we will be liable for U.S. federal income tax liability arising from an IRS audit, unless certain alternative methods are available and we elect to use them. It is possible that certain shareholders or we may be liable for taxes attributable to adjustments to our taxable income with respect to tax years that closed before such shareholders owned our shares. Accordingly, these rules may adversely affect certain shareholders in certain cases. The manner in which these rules apply is uncertain and in many respects depends on the promulgation of future regulations or other guidance by the U.S. Treasury Department or the IRS. Investors should consult their own tax advisors regarding the potential U.S. federal, state, foreign, local and any other tax considerations of the ownership and disposition of our shares.
8862

Risks Related to Our Shares

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

The market price of our common and preferredordinary shares may be highly volatile and could be subject to wide fluctuations. In addition, the trading volume in our common and preferredordinary shares may fluctuate and cause significant price variations to occur. If the market price of our common or preferredordinary shares declines significantly, you may be unable to resell your shares at or above your purchase price, if at all. The market price of our common and preferredordinary shares may fluctuate or decline significantly in the future. Some of the factors that could negatively affect our share price or result in fluctuations in the price or trading volume of our shares include:
•
a shift in our investor base;
•
our quarterly or annual earnings, or those of other comparable companies;
•
actual or anticipated fluctuations in our operating results;
•
changes in accounting standards, policies, guidance, interpretations or principles;
•
announcements by us or our competitors of significant investments, acquisitions or dispositions;
•
the failure of securities analysts to cover our commonordinary shares;
•
changes in earnings estimates by securities analysts or our ability to meet those estimates;
•
the operating and share price performance of other comparable companies;
•prevailing interest rates or rates of return being paid by other comparable companies and the market for securities similar to our preferred shares;
•additional
issuances of preferred shares;
•whether we declare distributions on our preferred shares;
•
overall market fluctuations;
•
general economic conditions; and
•
developments in the markets and market sectors in which we participate.

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

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

One of the factors that investors may consider in deciding whether to buy or sell our shares is our distribution rate as a percentage of our share price relative to market interest rates. If the market price of our shares is based primarily on the earnings and return that we derive from our investments and income with respect to our investments and our related distributions to shareholders, and not from the market value of the investments themselves, then interest rate fluctuations and capital market conditions will likely affect the market price of our shares. For instance, if market interest rates rise without an increase in our distribution rate, the market price of our shares could decrease, as potential investors may require a higher distribution yield on our shares or seek other securities paying higher distributions or interest. In addition, rising interest rates would result in increased interest expense on our outstanding and future (variable and fixed) rate debt, thereby adversely affecting cash flows and our ability to service our indebtedness and pay distributions.

We are required by Section 404 of the Sarbanes-Oxley Act to evaluate the effectiveness of our internal controls, and the outcome of that effort may adversely affect our results of operations, financial condition and liquidity. Because we are no longer an emerging growth company, we are subject to heightened disclosure obligations, which may impact our share price.

As a public company, we are required to comply with Section 404 (“Section 404”) of the Sarbanes-Oxley Act. Section 404 requires that we evaluate the effectiveness of our internal control over financial reporting at the end of each fiscal year and to include a management report assessing the effectiveness of our internal controls over financial reporting in our Annual Report on Form 10-K for that fiscal year. Section 404 also requires an independent registered public accounting firm to attest to, and report on, management’s assessment of our internal controls over financial reporting. Because we ceased to be an emerging growth company at the end of 2017, we were required to have our independent registered public accounting firm attest to the effectiveness of our internal controls in our Annual Reports on Form 10-K starting with the fiscal year ended December 31, 2018, and will be required to do so going forward. The outcome of our review and the report of our independent registered public accounting firm may adversely affect our results of operations, financial condition and liquidity. During the course of our review, we may identify control deficiencies of varying degrees of severity, and we may incur significant costs to remediate those deficiencies or otherwise improve our internal controls. As a public company, we are required to report control deficiencies that constitute a “material weakness” in our internal control over financial reporting. If we discover a material weakness in our internal control over financial reporting, our share price could decline and our ability to raise capital could be impaired.

63
Your percentage ownership in us may be diluted in the future.
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Your percentage ownership in FTAIus may be diluted in the future because of equity awards granted and may be granted to our Manager pursuant to the Management Agreement and the Nonqualified Shares Option and Incentive Plan.Award Plan (“Incentive Plan”). Since 2015, we granted our Manager an option to acquire 3,903,010 commonordinary shares in connection with equity offerings. In the future, upon the successful completion of additional offerings of our commonordinary shares or other equity securities (including securities issued as consideration in an acquisition), we will grant to our Manager options to purchase commonordinary shares in an amount equal to 10% of the number of commonordinary shares being sold in such offerings (or if the issuance relates to equity securities other than our commonordinary shares, options to purchase a number of commonordinary shares equal to 10% of the gross capital raised in the equity issuance divided by the fair market value of a commonan ordinary share as of the date of the issuance), with an exercise price equal to the offering price per share paid by the public or other ultimate purchaser or attributed to such securities in connection with an acquisition (or the fair market value of a commonan ordinary share as of the date of the equity issuance if it relates to equity securities other than our commonordinary shares), and any such offering or the exercise of the option in connection with such offering would cause dilution.

Our board of directors has adopted the Incentive Plan, which provides for the grant of equity-based awards, including restricted shares, stock options, stock appreciation rights, performance awards, restricted share units, tandem awards and other equity-based and non-equity based awards, in each case to our Manager, to the directors, officers, employees, service providers, consultants and advisors of our Manager who perform services for us, and to our directors, officers, employees, service providers, consultants and advisors. We have initially reserved 30,000,000 commonordinary shares for issuance under the Incentive Plan. As of JuneSeptember 30, 2022, rights relating to 3,737,742 of our commonordinary shares were outstanding under the Incentive Plan. In the future on the date of any equity issuance by us during the remaining portion of the ten-year term of the Incentive Plan (including in respect of securities issued as consideration in an acquisition), the maximum number of shares available for issuance under the Incentive Plan will be increased to include an additional number of commonordinary shares equal to ten percent (10%) of either (i) the total number of commonordinary shares newly issued by us in such equity issuance or (ii) if such equity issuance relates to equity securities other than our commonordinary shares, a number of our commonordinary shares equal to 10% of (A) the gross capital raised in an equity issuance of equity securities other than commonordinary shares during the remaining portion of the ten-year term of the Incentive Plan, divided by (B) the fair market value of a commonan ordinary share as of the date of such equity issuance.

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

Sales of substantial amounts of our commonordinary shares in the public market, or the perception that such sales might occur, could adversely affect the market price of our commonordinary shares. The issuance of our commonordinary shares in connection with property, portfolio or business acquisitions or the exercise of outstanding options or otherwise could also have an adverse effect on the market price of our commonordinary shares.

The incurrence or issuance of debt, which ranks senior to our commonordinary shares upon our liquidation, and future issuances of equity or equity-related securities, which would dilute the holdings of our existing commonordinary shareholders and may be senior to our commonordinary shares for the purposes of making distributions, periodically or upon liquidation, may negatively affect the market price of our commonordinary shares.

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

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

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

64
While we currently intend to pay regular quarterly dividends to our shareholders, we may change our dividend policy at any time.

Although we currently intend to pay regular quarterly dividends to holders of our commonordinary shares, we may change our dividend policy at any time. Our net cash provided by operating activities has been less than the amount of distributions to our shareholders. The declaration and payment of dividends to holders of our commonordinary shares will beare at the discretion of our board of directors in accordance with applicable law after taking into account various factors, including actual results of operations,
90


liquidity and financial condition, net cash provided by operating activities, restrictions imposed by applicable law, our taxable income, our operating expenses and other factors our board of directors deem relevant. Our long term goal is to maintain a payout ratio of between 50-60% of funds available for distribution, with remaining amounts used primarily to fund our future acquisitions and opportunities. There can be no assurance that we will continue to pay dividends in amounts or on a basis consistent with prior distributions to our investors, if at all. Because we are a holding company and have no direct operations, we will only be able to pay dividends from our available cash on hand and any funds we receive from our subsidiaries and our ability to receive distributions from our subsidiaries may be limited by the financing agreements to which they are subject. In addition, our existing indebtedness does, and our future indebtedness may, limit our ability to pay dividends on our common and preferred shares.ordinary. Moreover, pursuant to the PartnershipServices and Profit Sharing Agreement, the General Partner will beMaster GP is entitled to receive incentive allocationspayments before any amounts are distributed by us based both on our consolidated net income and capital gains income in each fiscal quarter and for each fiscal year, respectively. Furthermore, the terms of our Series A preferred shares generally prevent us from declaring or paying dividends on or repurchasing our common shares or other junior capital unless all accrued distributions on such preferred shares have been paid in full.

Anti-takeover provisions in our operating agreement and Delaware lawArticles could delay or prevent a change in control.

Provisions in our operating agreementArticles may make it more difficult and expensive for a third party to acquire control of us even if a change of control would be beneficial to the interests of our shareholders. For example, our operating agreementArticles provides for a staggered board, requires advance notice for proposals by shareholders and nominations, places limitations on convening shareholder meetings, and authorizes the issuance of preferred shares that could be issued by our board of directors to thwart a takeover attempt. In addition, certain provisions of Delaware law may delay or prevent a transaction that could cause a change in our control. The market price of our shares could be adversely affected to the extent that provisions of our operating agreement discourage potential takeover attempts that our shareholders may favor.
There are certain provisions in our operating agreement regarding exculpation and indemnification of our officers and directors that differ from the Delaware General Corporation Law (the “DGCL”) in a manner that may be less protective of the interests of our shareholders.
Our operating agreement provides that to the fullest extent permitted by applicable law our directors or officers will not be liable to us. Under the DGCL, a director or officer would be liable to us for (i) breach of duty of loyalty to us or our shareholders, (ii) intentional misconduct or knowing violations of the law that are not done in good faith, (iii) improper redemption of shares or declaration of dividend, or (iv) a transaction from which the director derived an improper personal benefit. In addition, our operating agreement provides that we indemnify our directors and officers for acts or omissions to the fullest extent provided by law. Under the DGCL, a corporation can only indemnify directors and officers for acts or omissions if the director or officer acted in good faith, in a manner he reasonably believed to be in the best interests of the corporation, and, in criminal action, if the officer or director had no reasonable cause to believe his conduct was unlawful. Accordingly, our operating agreement may be less protective of the interests of our shareholders, when compared to the DGCL, insofar as it relates to the exculpation and indemnification of our officers and directors.
If securities or industry analysts do not publish research or reports about our business, or if they downgrade their recommendations regarding our commonordinary shares, our share price and trading volume could decline.

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

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

None.

Item 3.
Item 3.Defaults Upon Senior Securities

None.

Item 4.
Item 4.Mine Safety Disclosures

Not applicable.

Item 5.
Item 5.Other Information

None.

Item 6.Exhibits

9165

Item 6. Exhibits
Exhibit No.Description
Exhibit No.Description
2.1
Agreement and Plan of Merger, dated as of November 19, 2019,August 12, 2022, by and among, Soo Line Corporation, Black Bear AcquisitionFTAI, the Company and FTAI Aviation Merger Sub LLC Railroad Acquisition Holdings LLC(incorporated by reference to Annex A to FTAI’s Registration Statement on Form S-4, filed on October 11, 2022).
2.2
Separation and Distribution Agreement, dated as of August 1, 2022, between FTAI Infrastructure Inc. and Fortress Worldwide Transportation and Infrastructure General PartnershipInvestors LLC (incorporated by reference to Exhibit 2.1 of the Company’sFTAI’s Current Report on Form 8-K, filed January 6, 2020)on August 1, 2022).
3.1
Certificate of Formation (incorporated by reference to Exhibit 3.1 of Amendment No. 4 to the Company's Registration Statement on Form S-1, filed on April 30, 2015).
3.2
Fourth Amended and Restated Limited LiabilityMemorandum and Articles of Association of the Company Agreement of Fortress Transportation and Infrastructure Investors LLC, dated as of March 25, 2021 (incorporated by reference to Exhibit 3.2 to Fortress Transportation and Infrastructure Investors LLC’s Form 8-A, filed March 25, 2021).
3.3
Share Designation with respect to the 8.25% Fixed-to-Floating Series A Cumulative Perpetual Redeemable Preferred Shares, dated as of September 12, 2019 (included as part of Exhibit 3.2).
3.4
Share Designation with respect to the 8.00% Fixed-to-Floating Series B Cumulative Perpetual Redeemable Preferred Shares, dated as of November 27, 2019 (included as part of Exhibit 3.2).
3.5
Share Designation with respect to the 8.25% Fixed-Rate Reset Series C Cumulative Perpetual Redeemable Preferred Shares, dated as of March 25, 2021 (included as part of Exhibit 3.2).
3.6
Form of Certificate of Designations (incorporated by reference to Exhibit 3.1 of the Company’s Current Report on Form 8-K, filed July 1,on November 14, 2022).
4.110.1
Indenture,Services and Profit Sharing Agreement, dated September 18, 2018, betweenNovember 10, 2022, by and among FTAI Aviation Holdco Ltd., Fortress Transportation and Infrastructure Investors LLC and U.S. Bank National Association, as trustee, relating to the Company’s 6.50% senior unsecured notes due 2025 (incorporated by reference to Exhibit 4.1 of the Company’s Current Report on Form 8-K, filed on September 18, 2018).
4.2
Form of global note representing the Company’s 6.50% senior unsecured notes due 2025 (included in Exhibit 4.8).
4.3
First Supplemental Indenture, dated May 21, 2019, between Fortress Transportation and Infrastructure Investors LLC and U.S. Bank National Association, as trustee, relating to the Company’s 6.50% senior unsecured notes due 2025 (incorporated by reference to Exhibit 4.1 of the Company’s Current Report on Form 8-K, filed on May 21, 2019).
4.4
Second Supplemental Indenture, dated December 23, 2020, between Fortress Transportation and Infrastructure Investors LLC and U.S. Bank National Association, as trustee, relating to the Company’s 6.50% senior unsecured notes due 2025 (incorporated by reference to Exhibit 4.1 of the Company’s Current Report on Form 8-K, filed on December 23, 2020).
4.5
Indenture, dated April 12, 2021, between Fortress Transportation and Infrastructure Investors LLC and U.S. Bank National Association, as trustee (incorporated by reference to Exhibit 4.1 to Fortress Transportation and Infrastructure Investors LLC’s Form 8-K, filed April 12, 2021).
4.6
Form of global note representing the Company’s 5.50% senior unsecured notes due 2028 (included in Exhibit 4.12).
4.7
First Supplemental Indenture, dated as of September 24, 2021, between Fortress Transportation and Infrastructure Investors LLC and U.S. Bank National Association, as trustee, relating to the Company’s 5.50% senior unsecured notes due 2028 (incorporated by reference to Exhibit 4.1 of the Company’s Current Report on Form 8-K, filed on September 24, 2021).
4.8
Form of certificate representing the 8.25% Fixed-to-Floating Rate Series A Cumulative Perpetual Redeemable Preferred Shares of Fortress Transportation and Infrastructure Investors LLC (incorporated by reference to Exhibit 4.1 of the Company’s Form 8-A, filed September 12, 2019).
4.9
Form of certificate representing the 8.00% Fixed-to-Floating Rate Series B Cumulative Perpetual Redeemable Preferred Shares of Fortress Transportation and Infrastructure Investors LLC (incorporated by reference to Exhibit 4.1 to the Company’s Form 8-A, filed November 27, 2019).
4.10
Form of certificate representing the 8.25% Fixed-Rate Reset Series C Cumulative Perpetual Redeemable Preferred Shares of Fortress Transportation and Infrastructure Investors LLC (incorporated by reference to Exhibit 4.1 to Fortress Transportation and Infrastructure Investors LLC’s Form 8-A, filed March 25, 2021).
4.11
Description of Securities Registered under Section 12 of the Exchange Act (incorporated by reference to Exhibit 4.18 to Fortress Transportation and Infrastructure Investors LLC’s Form 10-K, filed February 25, 2022).
10.1
Fourth Amended and Restated Partnership Agreement of Fortress Worldwide Transportation and Infrastructure General Partnership (incorporated by reference to Exhibit 10.1 of the Company's Current Report on Form 8-K, filed on May 21, 2015).
†
10.2
Management and Advisory Agreement, dated as of May 20, 2015, between Fortress Transportation and Infrastructure Investors LLC and FIG LLC (incorporated by reference to Exhibit 10.2 of the Company's Current Report on Form 8-K, filed on May 21, 2015).
†
10.3
Registration Rights Agreement, dated as of May 20, 2015, among Fortress Transportation and Infrastructure Investors LLC, FIG LLC and Fortress Transportation and Infrastructure Master GP LLC (incorporated by reference to Exhibit 10.3 of the Company's Current Report on Form 8-K, filed on May 21, 2015).
†
10.4
Fortress Transportation and Infrastructure Investors LLC Nonqualified Stock Option and Incentive Award Plan (incorporated by reference to Exhibit 10.4 of the Company's Current Report on Form 8-K, filed on May 21, 2015).
10.5
Form of director and officer indemnification agreement of Fortress Transportation and Infrastructure Investors LLC (incorporated by reference to Exhibit 10.5 of Amendment No. 4 to the Company's Registration Statement on Form S-1, filed April 30, 2015).
*
10.6
Engineering, Procuring and Construction Agreement dated as of February 15, 2019, between Long Ridge Energy Generation LLC and Kiewit Power Constructors Co. (incorporated by reference to Exhibit 10.17 of the Company’s Quarterly Report on Form 10-Q, filed on May 3, 2019).
*
10.7
Purchase and Sale of Power Generation Equipment and Related Services Agreement dated as of February 15, 2019, between Long Ridge Energy Generation LLC and General Electric Company (incorporated by reference to Exhibit 10.18 of the Company’s Quarterly Report on Form 10-Q, filed on May 3, 2019).
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Exhibit No.Description
10.8
First Lien Credit Agreement dated as of February 15, 2019, among Ohio River PP Holdco LLC, Ohio Gasco LLC, Long Ridge Energy Generation LLC, the lenders and issuing banks from time to time party thereto, and Cortland Capital Market Services LLC, as administrative agent (incorporated by reference to Exhibit 10.19 of the Company’s Quarterly Report on Form 10-Q, filed on May 3, 2019).
10.9
Second Lien Credit Agreement dated as of February 15, 2019, among Ohio River PP Holdco LLC, Ohio Gasco LLC, Long Ridge Energy Generation LLC, the lenders from time to time party thereto, and Cortland Capital Market Services LLC, as administrative agent (incorporated by reference to Exhibit 10.20 of the Company’s Quarterly Report on Form 10-Q, filed on May 3, 2019).
†
10.10
Form of Award Agreement under the Fortress Transportation and Infrastructure Investors Nonqualified Stock Option and Incentive Award Plan (incorporated by reference to Exhibit 10.1 of the Company’s Current Report on Form 8-K, filed on January 17, 2018).
10.11
Credit Agreement, dated as of February 11, 2020, among Jefferson 2020 Bond Borrower LLC, as the borrower and Fortress Transportation and Infrastructure Investors LLC, acting through one or more affiliates, as the lender (incorporated by reference to Exhibit 10.15 of the Company’s Quarterly Report on Form 10-Q, filed on May 1, 2020).
10.12
Senior Loan Agreement, dated as of February 1, 2020, between Port of Beaumont Navigation District of Jefferson County, Texas, as issuer and Jefferson 2020 Bond Borrower LLC, as borrower (incorporated by reference to Exhibit 10.16 of the Company’s Quarterly Report on Form 10-Q, filed on May 1, 2020).
10.13
Deed of Trust, Security Agreement, Financing Statement and Fixture Filing, dated February 1, 2020, from Jefferson 2020 Bond Borrower LLC, as grantor, and Jefferson 2020 Bond Lessee LLC, as grantor, to Ken N. Whitlow, as Deed of Trust Trustee for the benefit of Deutsche Bank National Trust Company, as beneficiary (incorporated by reference to Exhibit 10.17 of the Company’s Quarterly Report on Form 10-Q, filed on May 1, 2020).
10.14
Amended and Restated Lease and Development Agreement, effective as of January 1, 2020, by and between Port of Beaumont Navigation District of Jefferson County, Texas, as lessor, and Jefferson 2020 Bond Lessee LLC, as lessee (incorporated by reference to Exhibit 10.18 of the Company’s Quarterly Report on Form 10-Q, filed on May 1, 2020).
10.15
Membership Interest Purchase Agreement, dated June 7, 2021, by and between United States Steel Corporation and Percy Acquisition LLC (incorporated by reference to Exhibit 10.1 of the Company’s Current Report on Form 8-K, filed on June 8, 2021)November 14, 2022).
†
10.1610.2
Credit Agreement, dated July 28, 2021, among Fortress TransportationManagement and Infrastructure Investors LLC, the guarantors from time to time party thereto, the lenders from time to time party thereto and Morgan Stanley Senior Funding, Inc., as administrative agent (incorporated by reference to Exhibit 10.21 of the Company’s Quarterly Report on Form 10-Q, filed on July 29, 2021).
10.17
Railway Services Agreement, dated July 28, 2021, by and among United States Steel Corporation, Transtar, LLC, Delray Connecting Railroad Company, Fairfield Southern Company, Inc., Gary Railway Company, Lake Terminal Railroad Company, Texas & Northern Railroad Company and Union Railroad Company, LLC (incorporated by reference to Exhibit 10.22 of the Company’s Quarterly Report on Form 10-Q, filed on July 29, 2021).
10.18
Amended and Restated CreditAdvisory Agreement, dated as of December 2, 2021,July 31, 2022, between Fortress Transportation and Infrastructure Investors LLC,FTAI, FTAI Aviation Ltd., the lenders and issuing banks from time to timeSubsidiaries of FTAI party thereto and JPMorgan Chase Bank, N.A., as administrative agentFIG LLC (incorporated by reference to Exhibit 10.1 of the Company’sFTAI’s Current Report on Form 8-K, filed December 8, 2021)on August 1, 2022).
†
10.1910.3
CreditAmended and Restated Registration Rights Agreement, dated as of December 2, 2021, betweenNovember 10, 2022, by and among FTAI Aviation Ltd., Fortress Transportation and Infrastructure Investors LLC, the guarantors from time to time party thereto, the lenders from time to time party theretoFortress Worldwide Transportation and Morgan Stanley Senior Funding, Inc., as administrative agentInfrastructure Master GP LLC and FIG LLC (incorporated by reference to Exhibit 10.2 of the Company’s Current Report on Form 8-K, filed December 8, 2021)on November 14, 2022).
**†
10.2010.4
FTAI Aviation Ltd. Nonqualified Stock Option and Incentive Award Plan (incorporated by reference to Exhibit 10.5 to the Company’s Registration Statement on Form S-4, filed on October 4, 2022).
10.5
Form of SubscriptionFTAI Aviation Ltd. Director and Officer Indemnification Agreement (incorporated by reference to Exhibit 10.1 of10.6 to the Company’s Current ReportRegistration Statement on Form 8-K,S-4, filed July 1,on October 4, 2022).
†
10.2110.6
Form of Investors’ RightsDirector Award Agreement pursuant to the FTAI Aviation Ltd. Nonqualified Stock Option and Incentive Plan (incorporated by reference to Exhibit 10.2 of10.7 to the Company’s Current ReportRegistration Statement on Form 8-K,S-4, filed July 1,on October 4, 2022).
†
10.2210.7
Form of WarrantAward Agreement under the FTAI Aviation Ltd. Nonqualified Stock Option and Incentive Award Plan (incorporated by reference to Exhibit 10.3 of10.8 to the Company’s Current ReportRegistration Statement on Form 8-K,S-4, filed July 1,on October 4, 2022).
31.1
Certification of Chief Executive Officer pursuant to Rule 13a-14(a)/15d-14(a), as adopted pursuant to Section 302 of the Sarbanes-Oxley Act of 2002.
31.2
Certification of Chief Financial Officer pursuant to Rule 13a-14(a)/15d-14(a), as adopted pursuant to Section 302 of the Sarbanes-Oxley Act of 2002.
32.1
Certification of Chief Executive Officer pursuant to 18 U.S.C. Section 1350, as adopted pursuant to Section 906 of the Sarbanes-Oxley Act of 2002.
32.2
Certification of Chief Financial Officer pursuant to 18 U.S.C. Section 1350, as adopted pursuant to Section 906 of the Sarbanes-Oxley Act of 2002.
101
The following financial information from the Company’s Quarterly Report on Form 10-Q for the quarter ended JuneSeptember 30, 2022, formatted in iXBRL (Inline Extensible Business Reporting Language): (i) Consolidated Balance Sheets; (ii) Consolidated Statements of Operations; (iii) Consolidated Statements of Comprehensive Income (Loss); (iv) Consolidated Statements of Changes in Equity; (v) Consolidated Statements of Cash Flows; and (vi) Notes to Consolidated Financial Statements.
104
Cover Page Interactive Data File (formatted as Inline XBRL and contained in Exhibit 101)
†Management contracts and compensatory plans or arrangements.
*Portions of this exhibit have been omitted.
**Certain schedules have been omitted pursuant to Item 601(a)(5) of Regulation S-K.

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SIGNATURES

Pursuant to the requirements of the Securities Exchange Act of 1934, the registrant has duly caused this report to be signed on its behalf by the undersigned thereunto duly authorized:
FORTRESS TRANSPORTATION AND INFRASTRUCTURE INVESTORS LLC
FTAI Aviation Ltd.

By:
By:
/s/ Joseph P. Adams, Jr.
Date:
July 28,November 17, 2022
Joseph P. Adams, Jr.
Chairman and Chief Executive Officer

By:
/s/ Eun (Angela) Nam
Date:
November 17, 2022
By:/s/ Scott Christopher
Eun (Angela) Nam
Date:July 28, 2022
Scott Christopher
Chief Financial Officer

By:/s/ Eun NamDate:July 28, 2022
Eun Nam
Chief Accounting Officer

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